_ __ I __ _ ANNUAL REPORTS, WAR DEPARTMENT FISCAL YEAR ENDED JUNE 30, 1914 REPORT OF THE CHIEF OF ENGINEERS U. S. ARMY 1914 ocIgt#D .KtuFjnGur lle t'. [ EF 20 ' IN THREE PARTS PART 1 WASHINGTON GOVERNMENT PRINTING OFFICE 1914 ANNUAL REPORT OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY. 1914. 609930 -- ENG 1914--1 1 WAR DEPARTMENT. Document No. 478. Office of the Chief of Engineers. RIEPO RT OF THE CHIEF OF ENGINEERS, UNITED STATES ARMY. WAR DEPARTMENT, OFFICE OF THE CHIEF OF ENGINEERS, Washington, October 5, 1914. From: The Chief of Engineers. To: The Secretary of War. Subject: Annual Report. I present for your information the following report upon the duties and operations of the Engineer Department for the fiscal year ending June 30, 1914. OFFICERS OF THE CORPS OF ENGINEERS. The number of officers holding commissions in the Corps of En- gineers at the end of the fiscal year was 212, a net increase during the year of 11. Since July 1, 1913, the Corps of Engineers has lost four of its officers-Brig. Gen. William H. Bixby, who was retired from active service, upon his own application, August 11, 1913, under the provi- sions of the act of Congress approved June 30, 1882, after more than 44 years' service; Brig. Gen. William T. Rossell, who was retired from active service on October 11, 1913, under the requirements of the act of Congress approved June 30, 1882; Lieut. Col. David DuB. Gaillard, who died on December 5, 1913; and Maj. Hubert L. Wig- more, who died on September 2, 1913. There were added to the Corps of Engineers during the fiscal year, by assignment, 15 second lieutenants, graduates of the United States Military Academy, whose commissions date from June 12, 1914. On the 30th of June, 1914, 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_ _ _ 7 On duty in the office of the Chief of Engineers------------------------ 1 River and harbor work and fortification work------------------------19 River and harbor work, fortification work, The Board of Engineers, and de- partment engineer, eastern department---------------------------- 1 River and harbor work, fortification work, The Board of Engineers, and lighthouse duty--__------------- 1 River and harbor work and The Board of Engineers----------------- 1 River and harbor work and lighthouse duty 5------------------ River and harbor work, fortification work, and lighthouse duty_ 7 4 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. River and harbor work and department engineer, central department ------ 1 River and harbor work, fortification work, department engineer, western de- partment, and lighthouse duty ------------------------------------- 1 River and harbor work-- ------------------------------------- 25 River and harbor work, fortification work, and preparing plans for defense of Panama Canal------------------- 1 River and harbor work and Fort Riley Military Reservation_ 2 River and harbor work, fortification work, department engineer, Hawaiian department, and lighthouse duty-------------------------------------- 1 Rivet and harbor work and Vicksburg Military Park__------------------- 1 River and harbor work, fortification work, and assistant department engi- neer, western department--- -------------------------- 1 River and harbor work, fortification work, and assistant department engi- neer, Hawaiian department - -- ...----.--- 1 Fortification work and department engineer, Philippine department-------- 1 Department engineer, southern department 1 Governor of the Panama Canal --- _______--------- __ ____ _ 1 On duty in connection with the construction of the Panama Canal ..----- 7 On duty with the General Staff Corps-_-- -.... 2 With the government of the District of Columbia----------------------- 4 Public buildings and grounds, District of Columbia------------------------ 2 On duty at the service schools, Fort Leavenworth, Kans 6___ At Engineer School, Washington Barracks, D. C., and with troops stationed there - - - 21 On duty with troops at Fort Leavenworth, Kans. (in Texas and Mexico)___ 17 In charge of engineer depot at Fort Leavenworth, Kans - 1 On duty with troops at Vancouver Barracks, Wash--------------------- 4 On duty with troops in the Hawaiian Islands_ 4 On duty with troops in the Philippine Islands_ 13 On duty connected with militia affairs__ 2 On duty as military attache, Paris, France__ 1 On duty at the engineer depot, Washington Barracks, D. C-- 2 On duty with the Board of Engineers_ 1 On duty at the United States Military Academy_ 12 Improvement of the Yellowstone National Park----------------------- 1 Superintendent of the State, War, and Navy Building--------------- 1 On special duty__------ 3 Under instruction at the Engineer School, Washington Barracks, D. C------ 8 Road work in Alaska 1 On leave of absence-----------_-- 1 On leave of absence to permit employment by Republic of China in reclama- tion of Huai River--------------------------------------- 1 On sick leave of absence----------- ----------------------------- 1 Awaiting orders___ ----------------------------------------------- On graduating leave of absence ---------------------------- 15 Total------------- ------------ 212 The above table shows that out of a total of 212 officers 74, or approximately 35 per cent, were on duty wholly under the control of the Chief of Engineers; 43, or 20 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 76, or 36 per cent, of the corps were on duty entirely detached from the control and supervision of the Chief of Engineers; in addition, 3 were on leave of absence and 15 were on graduation leave from the United States Military Academy. With regard to the character of the duties performed, 53 officers were engaged on nonmilitary duty exclusively, 99 on military duty exclusively, and 40 were performing both military and nonmilitary duty. An increase in the Corps of Engineers was provided for by Con- gress in section 5 of the river and harbor act approved February 27, 1911. Under the provisions of this act 12 original vacancies were ENGINEER TROOPS. 5 immediately created, and 12 additional vacancies were created on February 27 of each of the three subsequent years, so that the au- thorized strength of the Corps of Engineers is now 236 officers. Since the assignment to the corps of the cadets graduating in the fiscal year 1914 there remain 24 vacancies in the grade of second lieutenant. ENGINEER TROOPS. Under the provisions of section 11 of the act of February 2, 1901, the enlisted force of the Corps of Engineers consists of one band and three battalions of Engineers, each battalion consisting of one ser- geant major, one quartermaster sergeant, and four companies, each company having a maximum authorized strength of 164 enlisted men. At the present time the band, the First and Second Battalions, and one company of the Third Battalion are stationed within the con- tinental limits of the United States, the headquarters and three com- panies of the Third Battalion being on foreign service. The Engineer troops required to provide the present tactical organization of the mobile Army within the continental limits of the United States, with its proper complement of Engineers, in ac- cordance with the provisions of Field Service Regulations, 1914, are as shown in the following table: Unit. Engineers required. Cavalry Division ....... ................. ............... 1 battalion (mounted) of 3 companies. First Division ........................ ..... .. ... 1 battalion of 3 companies. Second Division........... ...... ................... Do. Third Division..... ......................................... Do. Field Army ............................................. . Do. As there are, as indicated above, only nine companies of Engineers at present available within the continental limits of the United States and as none of these are mounted, it would appear that the neces- sary steps should be taken to provide as soon as possible, first, a mounted battalion of Engineers for the Cavalry Division, and, second, the three additional companies required for the three divi- sional and one field Army battalions, providing at the same time for the reorganization of the existing Engineer battalions into battalions of three companies each. It is accordingly recommended that effort be made to secure the legislation necessary to provide for the increased number of Engi- neer troops required and permit of the reorganization indicated above. In this connection attention is invited to the recommendations made in the annual reports of the Chief of Engineers for the past six years regarding the establishment of certain higher grades of non- commissioned officers in the Corps of Engineers, comparable to those in certain other branches of the service, and this recommendation is renewed. The highly technical nature of certain of the duties de- volving on noncommissioned officers of Engineers in the field demand a high grade of enlisted men and should be provided for by adequate rank and compensation. Attention is also invited to the recommendations contained in an- nual reports of prior years for an increase in the number of cooks in an Engineer company. These recommendations are renewed. REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. THE BOARD OF ENGINEERS. The regulations for the government of the Corps of Engineers provide for a board of engineers, consisting of not less than three officers designated by the Chief of Engineers, with the sanction of the Secretary of War. This board acts in an advisory capacity to the Chief of Engineers upon important questions of engineering. One of its principal duties is to plan or revise the projects for per- manent fortifications of the United States. The following changes have taken place in the personnel of the board since the date of the last annual report: By paragraph 8, Special Orders No. 94, War Department, 1914, Lieut. Col. Tracy C. Dickson, Ordnance Department, was detailed a member of the board, vice Col. E. B. Babbitt, Ordnance Department, relieved. As at present constituted The Board of Engineers is composed of Col. W. M. Black, Corps of Engineers; Col. S. W. Roessler, Corps of Engineers; Col. Frederic V. Abbot, Corps of Engineers; Lieut. Col. Tracy C. Dickson, Ordnance Department; Capt. Francis A. Pope, Corps of Engineers, recorder and disbursing officer. In addition, division engineers in whose divisions there are forti- fications are members of The Board of Engineers when matters per- taining to defensive works in their respective divisions are under consideration by the board. During the fiscal year the board has reported upon various subjects connected with fortification work. FORTIFICATIONS IN THE UNITED STATES. 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 "Board on Fortifications or Other De- fenses," commonly designated 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 general 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, Florica. 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 FORTIFICATIONS IN THE UNITED STATES. at the entrance to Chesapeake Bay and at Los Angeles, Cal., as funds are provided by Congress. While the National Coast Defense Board scheme was, in general, sufficient to meet the defensive requirements of our seacoast, these requirements may be subject to change to meet changes in military conditions and in commercial and naval vessels. This scheme car- ried an estimate amounting to $10,836,400 for emplacement con- struction (not including electric light or power or land for sites). Appropriations to date, since the submission of the report of the board, aggregate $655,064. Appropriations for construction of gun and mortar batteries have been made as follows: Act of- Act of- Aug. 18, 18°.0 $1,221, 000.00 July 7, 1898 $2, 562, 000. 00 Feb. 24, 1891 - 750, 000. 00 Mar. 3, 1899------- 1. 000, 000. 00 July 23, 1892------ 500, 000. 00 May 25, 1900 ..... 2, 000, 000. 00 Feb. 18, 1893------ 50, 000. 00 Mar. 1, 1901- ----- 1, 615, 000. 00 Aug. 1, 1894-------- 500, 000. 00 June 6, 1902------- 2. 000, 000. 00 Mar. 2, 1895------- 500, 000. 00 Mar. S, 1903-___ 2, 236, 425. 00 June 6, 1896------- 2, 400, 000.00 Apr. 21, 1904------ 700, 000. 00 Mar. 3, 1897------- 3, 841, 333. 00 May 27, 1908 ---- 300, 000. 00 Allotments from the Mar. 3, 1909 _-- 5. 064. 00 appropriation for Feb. 13, 1913------ 100, 000. 00 "Nationa 1 de- June 27, 1914------ 250, 000. 00 fense," act of Mar. 9, 1898---- May 7, 1898------- 3, 827, 842. 3, 000, 000. 00 ,0 Total_ 29, 358, 664. 80 Preparations are now being made for the additional work author- ized by the last fortification act, and with a view to continuing this work an estimate of $585,000 is submitted. Modernizing older emplacements.-Much remains to be done to place the older batteries in satisfactory condition for most efficient operation, including the altering of projectile hoists to meet present requirements, widening loading platforms, platform lighting, etc. The fortification appropriation act approved June 27, 1914, author- ized the application to this purpose of $100,000 from funds appro- priated in the fortification appropriation acts of March 2, 1907, and March 3, 1909, for repair and protection of the defenses of Pensacola, Fla. Work under this appropriation is in progress. For continuing the most urgently needed work under this head an estimate of $100,000 is submitted. Appropriations for modernizing older emplacements have been made as follows: Act of- Mar. 3, 1905------------------ -------------------- $450, 000. 00 June 25, 1906 - -- -------------- 150, 000. 00 Mar. 2, 1907- 100, 000. 00 May 27, 1908 (new application of funds appropriated for pneu- matic-dynamite batteries) ------------------------------- 165, 261. 36 Mar. 3, 1909 ------------------- - 100, 000.00 Feb. 13, 1913_ ------------------------- 25, 000. 00 June 27, 1914 (new application of funds appropriated for repair and protection of defenses of Pensacola, Fla.) -------------- 100, 000. 00 Total------------------------------------ 1, 090, 261. 36 Fire control at fortifications.-Such progress has been made dur- ing the fiscal year as funds assigned to the Engineer Department have permitted. This appropriation is distributed by the Secretary 8 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of War among the Engineer and Ordnance Departments and the Signal Corps for expenditure. No appropriation for this purpose was made in the last fortification act. Prior to 1905 appropriations for this work, so far as performed by the Engineer Department, were made under the title "Installa- tion of range and position finders " as follows: Act of- July 7, 1898------------------------------------------------ $150, 000 May 25, 1900----------------------------------------------- 150, 000 Mar. 1, 1901----------------------- 150, 000 June 6, 1902 ------------------------ 325, 000 Mar. 3, 1903------------223. 500 Apr. 21, 1904 -------------------------------------- 225, 000 Total ----------------------------------- , 223, 500 1-- Later appropriations have been made, under the title " Fire control at fortifications," applicable to the work of the Engineer and Ord- nance Departments and the Signal Corps. The amounts appro- priated and the portions thereof assigned to the Engineer Depart- ment are as follows: Appro- Assigned to Assigned to Act of-- pr prnted. Engineer Department. Act of- Apro- nineer priated. Department. Mar. 3, 1905. .......... 1,000.000.00 $590,000.00 June 23, 1910.......... $200.000.00 June 25, 1906.......... 700,000.00 217,31.37 Mar. 4, 1911................ 100,000.00 123,622.89 Mar. 2, 1907........ . 900,000.00 432,784.81 June 6, 1912......_... 100,000.00 May 27, 1908 .......... 270,256.00 129,456.00 Mar. 3, 1909 ......... 247,055.00 211,555.00 Total.......... 3,517,311.00 1,705,050.07 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. Funds have been provided by Congress for this purpose as follows: Act of- May 27, 1908----------------------------------------------- $348, 888 Mar. 3, 1909 -------------------------------- 100. 000 Mar. 4, 191.1 ----------- 50. 000 Feb. 13, 1913--------------------------------------------- --- 50, 000 June 27, 1914------------------------------------------------ 50, 000 Total---------------------------------------------------- 598, 888 The funds provided in the act of June 27, 1914, are being applied to the purchase and installation of a few generating sets where most needed. For continuing the installation of this equipment at the defenses where they are considered to be most needed an estimate of $60,000 is submitted. Searchlights.-The procurement and installation of searchlight equipment has been continued during the past fiscal year. The act of June 27, 1914, has provided $100,000 for this purpose, and this amount will all be required for expenditure during the present year. To carry on the work of installation an estimate of $150,000 is submitted. FORTIFICATIONS IN THE UNITED STATES. 9 Appropriations for searchlights have been made as follows: Act of- Mar. 1, 1901 (New York Harbor) ---------------------------- $150, 000 June 6, 1902------ ----------------------------------------- 150, 000 Mar. 3, 1903 ----------------------------------------------- 150, 000 Apr. 21, 1904----------------------------------------------- 150, 000 Mar. 3, 1905----------------------------------- 200, 000 June 25, 1906---------------------------------------------- 125, 000 Mar. 2, 1907 ----------------------------------------------- 210, 000 May 27, 1908---------------------------------------------- 210, 000 Mar. 3, 1909----------------------------------------------- 210,000 June 23, 1910----------------------------------------------- 50. 000 Mar. 4, 1911 -- -- - 50, 000 June 6, 1912 (reappropriated from balances of other funds) --- 25, 000 Feb. 13, 1913 ----------------------------------------------- 00, 000 June 27, 1914 ----------------------------------------------- 100, 000 Total__ _ _ 1, 880, 000 Landing facilities, Outer Brewster, Boston, Mass.-Under the present defensive project, certain elements of defense are to be in- stalled on Outer Brewster Island, and to this end the construction of a wharf at this point is necessary. For this purpose an estimate of $50,000 is submitted. Sites for fortiflcations.-The fortification act approved February 13, 1913, provided $100,000 for this purpose, it being the intention that this amount, with a balance of $50,000 from previous appropria- tions, would be applied to the acquisition of land at Cape Henry, Va. Condemnation proceedings were instituted for the acquisition of this land, and an award was secured amounting to approximately $31,000 more than the funds available. This amount was provided by joint resolution approved June 23, 1914, and payment of the amount of the award has been made. Appropriations for sites for fortifications have been made as follows: Act of-- Act of- Aug. 18, 1890 --------- $500, 000 Mar. 1, 1901 $200, 000 Feb. 24, 1891 500, 000 June 6, 1902 ____.. 200, 000 July 23, 1892 ------ _ 500, 000 Mar. 3, 1903 - 200, 000 Feb. 18, 1893__________ 175, 000 Apr. 21, 1904__________ 100, 000 Aug. 1, 1894 --------- 150. 000 May 27, 1908 ..----- 121, 048 June 6, 1896 --------- 500, 000 Mar. 3, 1909 - ---.. 250, 000 Mar. 3, 1897----------- 300, 000 Feb. 13, 1913 ......... 100, 000 May 7, 1898 ----------- 300, 000 June 23, 1914_ 31, 000 Mar. 3, 1899--------- 300. 00) May 25, 1900__________ 200, 000 Total___ 4, 627, 048 Preservation and repair of fortifications.-The modern defenses now existing represent an expenditure of approximately $29,000,000 for battery construction alone. These extensive works contain much costly machinery and ordnance material, and must be kept properly painted and repaired to be effective when needed. The sum of $165,000 was provided for this purpose in the fortification act of June 27, 1914, and this amount is only sufficient for absolutely necessary worm of maintenance and for a very few smaller necessary items of repair. Much desirable and necessary work is now awaiting future appro- priations. An estimate of $200,000 for preservation and repair is submitted, and it is strongly recommended (in the interest of economy and efficient service) that this amount be appropriated. 10 REPORT OF TIE CHIEF OF ENGINEERS, U. S. ARMY. Appropriations for preservation and repair of fortifications have been made as follows: Act of- Act of- Sept. 22, 1888- $100, 000 Mar. 3, 1905_ $300, 000 Mar. 2, 1889_____ _____ 100, 000 June 25, 1906 ....... 200, 000 Aug. 18, 1890- 80, 000 Mar. 2, 1907 _--...... 200, 000 Feb. 24, 1891____ ____ 80, 000 May 27, 1908 ________ 225, 000 July 23; 1892-_______-- 60, 000 Mar. 3, 1909_____ __ 225. 000 Feb. 18, 1893_ 45, 000 June 23, 1910 ........ 300, 000 Aug. 1, 1894 ._......... 45, 000 Mar. 4, 1911- 300, 000 Mar. 2, 1895- 45, 000 June 6, 1912 (including June 6, 1896_ 50, 000 $125,000 reappropria- Mar. 3, 1897 ........-- 100, 000 ated from balances of May 7, 1898 ...-- --... 100, 000 other funds) __.... 300. 000 Mar. 3, 1899 __________ 100, 000 Feb. 13, 1913____ 200, 000 May 25, 1900___--__-. 100. 000 June 27, 1914 (reappro- Mar., 1, 1901 -- 100, 000 priated from balance Feb. 14, 1902 .......... 3, 000 of another appropria- June 6, 1902_____ __ 300, 000 tion) .... 165, 000 Mar. 3, 1903_ 300, 000 Apr. 21, 1904- 300, 000 Total __ 4,423,000 Plans for fortifications and other woorks of defense.-Funds are required under this head for the preparation or revision of projects and plans of works for the permanent fortification of the United States, and for the preparation of drawings in connection with land defenses. The preparation of drawings of the latter class is now very necessary, and an increased estimate of $10,000 is accordingly sub- mitted. Heretofore the sum of $5,000 has been annually appropri- ated since 1889, but this amount is not sufficient for the work at present required by the Engineer Department. Supplies for seacoast defense.-This appropriation is designed for the maintenance and repair of searchlights and electric light and power equipment for seacoast fortifications, and for tools, electrical, and other supplies and appliances to be used in their operation. The act of June 27, 1914, appropriated $40,000 for this purpose. The sum of $40,000 is estimated as necessary for the procurement of the regular electrical supplies for the next fiscal year, and an estimate of this amount is submitted. A satisfactory form of reserve electric lantern has been produced as the result of exhaustive tests. To supply these lanterns in suffi- cient quantities to all batteries in service an estimate of $19,500 was originally submitted. Of this amount the sum of $10,000 was appro- priated in the act of March 3, 1909, and under this appropriation lights have been purchased and issued to the fortifications so far as the funds available would permit. It is proposed, with the approval of Congress, to complete the procurement of these lanterns as funds from the general appropriation for " Supplies for seacoast defenses " will permit without asking a special appropriation, and the appro- priation under this head in the act of June 27, 1914, contains such authority. FORTIFICATIONS IN THE UNITED STATES. 11 Appropriations for supplies for seacoast defenses have been made as follows: Act of- Act of- May 25, 1900-------- $25, 000 Mar. 3, 1909------------$40, 000 Mar. 1, 1901 ------------ 25, 000 June 23, 1910----------- 45, 000 June 6, 1902 -- _ 25, 000 Mar. 4, 1911 --- 45, 000 Mar. 3, 1903 35, 000 June 6, 1912 __ 45, 000 Apr. 21, 1904---___ 35, 000 Feb. 13, 1913 40, 000 Mar. 3, 1905---------- 40, 000 June 27, 1914 40, 000 June 25, 1906- --- 30, 000 Mar. 2, 1907----------40, 000 Total 554, 500 May 27, 1908 44, 500 Sea walls and embanknents.-The large number of seacoast reser- vations 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. To provide for maintenance and necessary extensions of existing sea walls and such new sea walls as may be necessary, an estimate of $35,000, in addition to the $25,000 appropriated by the act of June 27, 1914, is submitted. Appropriations for sea walls and embankments, exclusive of those for particular localities, have been made as follows: Act of- Act of- Sept. 22, 1888 ---------- $117, 000 Mar. 3, 1905------------ $19, 400 June 6, 1896------------ 17, u75 June 25, 1906--------- 50, 000 Mar. 3, 1897---------__ 33,000 Mar. 2, 1907----------- 25, 000 May 7, 1896------------ 55, 000 May 27, 1908 ---------- 50, 000 Mar. 3, 1899------------_ 2, 500 Mar. 3, 1909 - 50, 000 May 25, 1900 ------------ 50, 000 June 6, 1912 (reappro- Mar. 1, 1901------------ 100, 000 priated from balances June 6, 1902------------ 100, 000 of other funds) 25, 000 Mar. 3, 1903 ------------ 89, 575 June 27, 1914 ----------- 25, 000 Apr. 21, 1904 - 99, 000 Total-_ __- 908, 450 Repair and protection of defenses of Charleston, Pensacola, Mo- bile, and New Orleans.-The appropriations for these items of work have been as follows: Act of Mar. 2, 1907: Sea wall, Fort Moultrie, S. C---------- ---------------------- $100, 000 Repair and protection of defenses of New Orleans, La ------- 100, 000 Repair and protection of defenses of Pensacola, Fla. (for sea wall) _ - 400, 000 Repair' and protection of defenses of Pensacola, Fla. (for bat- teries, etc.) 50, 000 Repair and protection of defenses of Mobile, Ala 500, 000 Act of May 27, 1908: Sea wall, Fort Moultrie, S. C_ 25, 600 1:__ Repair and protection of defenses of Pensacola, Fla. (for bat- teries, etc.)-- ------------- 59, 355 Repair and protection of defenses of Mobile, Ala _ 589, 500 Act of Mar. 3, 1909, repair and protection of defenses of Pensacola, Fla. (for sea walls) __.. 507, 100 Under the provisions of the fortification appropriation acts of June 6, 1912, and June 27, 1914, balances of these appropriations have been applied to other objects of expenditure, as follows: Sea wall, Fort Moultrie, S. C--------------------------------------- $8, 992 Repair and protection of defenses of Pensacola, Fla.: For batteries, etc--------------------- 1, 008 For sea walls 305, 000 Repair and protection of defenses of Mobile, Ala__-- 96, 000 Total-------------- - - 411, 000 12 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. The Galveston defenses were rebuilt and repaired under the appropriation of $992,000 contained in the fortification act approved March 1, 1901. With the funds so pro- vided, and in accordance with the plans before Congress when that appropriation was made, each individual battery has been made secure against any similar storns 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 re- taining wall in the rear of the reservation has been undermined by washouts, permitting portions of the fill to escape. With a view to remedying this condition it is contemplated to provide for an exten- sion upon private land of the fill at the adopted grade of 2 per cent until it intersects the natural surface of the ground (the consent of the owners being first obtained); the estimated cost of this work is $88,000. For a sea wall and fill at Fort Travis the sum of $440,000 was pro- vided in the fortification appropriation act approved March 3.1909. The work under this appropriation is approaching completion. Under the provisions of the fortification appropriation act of June 6, 1912, a balance of $65,000 pertaining to this appropriation has been applied to other objects of expenditure. Similar protection is required at Fort San Jacinto. Certain claims to portions of this reservation adverse to the title of the United States have during recent years operated to prevent any work of improve- ment upon the reservation. All valid claims adverse to the title of the United States have now, in the opinion of the Department of Justice, been extinguished, and the construction of a sea wall for the protection of the reservation can now be begun whenever funds therefor may be provided. Repair and protection of the defenses of Key West, Fla.-On October 14, and again on October 17, 1910, severe hurricanes were experienced at Key West, Fla., the wind velocities reaching 60 and 105 miles per hour, respectively. The storms occasioned considerable damage to the defensive works at Key West, demolishing a number of fire-control structures, storehouses, etc., washing away the sand cover of certain batteries, and entirely destroying the approach to the wharf being constructed for the torpedo service and for landing vessels with supplies, etc., for the general use of the garrison. The repairs of these damages were provided for so far as practicable from funds appropriated for general maintenance work, but certain items of work, including principally the restoration of the wharf, required a special appropriation. The fortification appropriation act of June 6, 1912, provided $36,000 for this purpose. Work under this ap- propriation was completed during the fiscal year. Preservationand repair of torpedo structures. A large number of new torpedo-defense structures have been constructed. FORTIFICATIONS IN THE UNITED STATES. 13 Situated as they ar3 at exposed locations on the Atlantic, Gulf, and Pacific coasts, the requirements for the maintenance of these struc- tures are considerable. The act of June 27, 1914, provided $20,000 for this purpose. This sum is being applied to such minor repairs and maintenance 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 for frequent repairing and minor repairs to prevent marked deterioration in the buildings, the sum of $20,000 has not been sufficient during the past year for all needed work, and an esti- mate of $30,000 is submitted this year. Appropriations for preservation and repair of torpedo structures have been made as follows: Act of- Act of- June 25, 1906 __....__ $10, 000 June 6, 1912____ .. ____ $20, 000 Mar. 2, 1907 __ 10, 000 Feb. 13, 1913___----_ 20,000 May 27, 1908- 15, 000 June 27, 1914 ______--_ 20, 000 Mar. 3, 1909_ 20,000 June 23, 1910 __ .___.. 20, 000 Total 155, 000 Mar. 4, 1911- 20, 000 Submarine mines.-Prior to the act of June 6, 1902, all work in connection with the submarine-mine defense was under the Engineer Department. This act assigned to the Artillery the purchase of torpedo material proper, leaving to the Engineer Department the erection of casemates, galleries, storehouses, and other necessary structures. To provide additional structures which are necessary under exist- ing projects, an estimate of $31,000 is submitted. Appropriations for work under the Engineer Department, begin- ning with the act of June 6, 1902, have been as follows: Act of- Act of- June 6, 1902__ $33, 000 May 27, 1908--------- $175, 000 Mar. 3, 1903_ 50, 000 Mar. 3, 1909 --------- 100, 000 Apr. 21, 1904_ 87, 000 Mar. 4, 1911- -- 50, 000 Mar. 3, 1905__ 400, 000 June 25, 1906. 175, 000 Total---- - 1, 245, 000 Mar. 2, 1907_. 175, 000 The following money statements show the condition on June 30, 1914, of all general appropriations under which operations were in progress in the United States at the close of the fiscal year: GUN AND MORTAR BATTERIES. For battery cdnstruction : July 1. 1913, balance unallotted____ __________ __ $107,660. 47 June 27, 1914, appropriated--------------------------------250, 000. 00 357, 660. 47 June 30, 1914, net allotments during fiscal year_ 32, 075. 00 July 1, 1914, balance unallotted----- --------------------- 325, 585 47 July 1, 1914, amount pledged -__-________________________ 325, 000. 00 July 1, 1914, amount available for miscellaneous work 585.. 585. 47 14 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For modernizing older emplacements: July 1, 1913, balance unallotted_--------------------------- $21, 500. 00 June 27, 1914, appropriated --- -- ---------------- 100, 000 00 121, 500. 00 June 30, 1914, net allotments during fiscal year-------------- 7, 473. 13 July 1, 1914, balance unallotted ---------------- 114, 026. 87 July 1, 1914, amount pledged ---- ----- 113, 000. 00 July 1, 1914, balance available--------------------------- 1, 026. 87 FIRE CONTROL AT FORTIFICATIONS. July 1, 1913, balance unallotted_----------- $3, 120. 20 June 30, 1914, net assignments to the Chief of Engineers during fiscal year------------------------------------------------- 20, 850. 00 23, 970. 20 June 30, 1914, net allotments during fiscal year------------------ 13, 870. 77 July 1, 1914, balance unallotted ---........ .------ 10, 099. 43 July 1, 1914, amount pledged---------------------------------- 2, 000. 00 July 1, 1914, balance available-------------------------------___ 8, 099.43 ELECTRICAL INSTALLATIONS AT SEACOAST FORTIFICATIONS. July 1, 1913, balance unallotted__ $46, 869. 39 June 27, 1914, appropriated------------------------------ -- 50, 000. 00 96. 869. 39 June 30, 1914, net allotments during fiscal year_. 38. 322. 76 July 1, 1914, balance unallotted -- -- 58, 546. 63 July 1, 1914, amount pledged----------------------------------- 58, 546. 63 SEARCHLIGHTS FOR HARBOR DEFENSES. July 1, 1913, balance unallotted__ $146, 542. 79 June 27, 1914, appropriated-----------------------------------100, 000. 00 246, 542. 79 June 30, 1914, net allotments during fiscal year_ - -____ 121, 274. 25 July 1, 1914, balance unallotted------------------------------- 125, 268. 54 July 1, 1914, amount pledged---------------------------------- 125, 268. 54 'SITES FOR FORTIFICATIONS AND SEACOAST DEFENSES. July 1, 1913, balance unallotted_____ $168,197.64 June 23, 1914, appropriated-- ---- 31, 000. 00 199, 197. 64 June 30, 1914, net allotments during fiscal year ------------- __ 148, 460. 00 July 1, 1914, balance unallotted 50, 737. 64 July 1, 1914, amount pledged__ 31, 000. 00 July 1, 1914, balance available_________ __ 19, 737. 64 PRESERVATION AND REPAIR OF FORTIFICATIONS. July 1, 1913, balance unallotted $34, 123. 75 June 27, 1914, appropriated -------------- 165, 000. 00 199, 123. 75 June 30, 1914, net allotments during fiscal year___ __34, 495. 59 July 1, 1914, balance unallotted_----__------- --------- --_ 164. 628. 16 July 1, 1914, amount pledged____------------------- 161, 385. 89 July 1, 1914, balance available ____--------------------- - 3, 242. 27 FORTIFICATIONS IN THE UNITED STATES. 15 PLANS FOR FORTIFICATIONS. June 27, 1914, appropriated_________---________________ $5, 000. 00 July 1, 1914, amount pledged__________________________________ 5, 000.00 SUPPLIES FOR SEACOAST DEFENSES. July 1, 1913, balance unallotted $52, 966. 59 June 27, 1914, appropriated 40, 000. 00 92, 966. 59 June 30, 1914, net allotments during fiscal year_________ 49, 927. 99 July 1, 1914, balance unallotted_ 43, 038. 60 July 1, 1914, amount pledged_________________________________ 29, 912. 25 July 1, 1914, balance available ______________________________ 13, 126. 35 SEA WALLS AND EMBANKMENTS. July 1, 1913, balance unallotted ___________ $1, 847. 76 June 27, 1914, appropriated 25, 000.00 26, 847. 76 June 30, 1914, net allotments during fiscal year____________ 1, 419. 35 July 1, 1914, balance unallotted 25, 428. 41 July 1, 1914, amount pledged ________________________________ 15, 550. 00 July 1, 1914, balance available__ 9, 878. 41 PRESERVATION AND REPAIR OF TORPEDO STRUCTURES. July 1, 1913, balance unallotted ---- $666. 96 June 27, 1914, appropriated____________________________ 20, 000. 00 20, 666. 96 June 30, 1914, net allotments during fiscal year 221. 29 July 1, 1914, balance unallotted -------------------------------- 20, 445. 67 July 1, 1914, amount pledged___________-___________________ 20, 445. 67 CASEMATES, GALLERIES, ETC., FOR SUBMARINE MINES. July 1, 1913, balance unallotted ___ $5, 734. 68 June 30, 1914, net allotments during fiscal year_________________ 1, 571. 90 July 1, 1914, balance unallotted and available-----___--__- -- 4, 162. 78 ESTIMATES OF APPROPRIATIONS REQUIRED FOR 1915-16 FOR FORTIFICATIONS IN THE UNITED STATES. Gun and mortar batteries: Construction of gun and mortar batteries-- ______-________ $585, 000 Modernizing older emplacements 100, 000 Electrical installations at seacoast fortifications 6, 000 Searchlights for harbor defenses _ -150, 000 Landing facilities, Outer Brewster, Boston, Mass 50, 000 Preservation and repair of fortifications 200, 000 Plans for fortifications _ ____-________ 10, 000 Supplies for seacoast defenses ------------------- _ --------------- 40, 000 Sea walls and embankments____________ 35, 000 Preservation and repair of torpedo structures 30, 000 Casemates, galleries, etc., for submarine mines__--------___ 31, 000 1, 291, 000 16 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. FORTIFICATIONS IN INSULAR POSSESSIONS. Batteries.-The first appropriation for this purpose was contained in the fortification act approved April 21, 1904, and additional ap- propriations have been made in each of the succeeding years, the aggregate amount appropriated to date being $9,210,200 (including $250,000, the expenditure of which was assigned to the Chief of Ordnance). With these appropriations batteries have been con- structed at Guantanamo Bay, Cuba, and Subic Bay, P. I., and con- struction work is still in progress at Honolulu and Pearl Harbor, Hawaii, and Manila Bay, P. I. Appropriations for this work have been made as follows: Act of- Generally applicable. Hawaiian Philippine Act of-- Generally Hawaiian Philippine Islands Islands. applicable. Islands. Islands. Apr. 21,1904.. $700,000 ............ 4, 1911.. .......... Mar. 4............. . $150,000 $1,169,000 Mar. 3, 1905... 700,000 ..................... June 6, 1912..............170, 000 800, 000 June 25, 1906. .......... $260,000 ............ Feb.13,1913.............. 70,000 700,000 Mar. 2, 1907............ 200, 000 $500,000 June 27, 1914. ..................... 300,000 May 27, 1908.. ........ ... 400, 000 954,000 Mar. 3,1909 ... . 337, 200 11, 000, 000 Total... $1, 400, 000 1, 587, 200 16, 223, 000 June 23, 1910. ............ . 800, 000 1Including $250, 000 the expenditure of which was assigned to the Chief of Ordnance. Electrical installations.-The National Coast Defense Board esti- mated that $788,713 would be required to furnish the necessary elec- trical equipment for the defenses of the insular possessions, in addi- tion to the current required for searchlights. Toward the installation of this equipment the sum of $489,723 has thus far been provided by Congress, $68,938 for the Hawaiian Islands and $420,785 for the Philippine Islands. With the funds available electrical equipment is now being procured and installed. Opera- tions under existing appropriations are in progress, and no additional funds will be required during the next fiscal year. Appropriations for this work have been made as follows: Act of- Hawaiian Philippine Islands. Islands. May 27, 1908. .............. $20,000 $115,000 Mar. 3, 1909 ................... ..................... ................... 14,469 88,823 June 23, 1910............................................... .......... ........ 45,000 Mar. 4, 1911........... .... .. ........... ..... ......... .............. ....... 171,962 Feb.13,1913......... ............................... .................... 34,469 .......... Total...................................................................... 68,938 420,785 Searchlights.-Work under appropriations heretofore made for this, purpose is in progress, and no additional estimate for this purpose is submitted. Appropriations for this work have been made as follows: Act of-Generally Hawaiian Philippine Act of-- applicable. Islands. Islands. Mar. 2,1907 ....................................... ...... $30,000.. ......... .. May 27, 1908................... .............................................. $47,500 $180,000 Mar. 3, 1909............................................ ................ 66,000 .. June 23, 1910.................................................... ........... .... 139, 000 Mar. 4, 1911.................. ............. ................. .... . 400 14,. 396 Feb. 13, 1913......................... ............ .... 10,800 20,600 Total ................................................ 30, 000 164,400 339, 600 FORTIFICATIONS IN INSULAR POSSESSIONS. 17 Procurement of sites.-All land at present required in the Philip- pine Islands has been acquired. The acquisition of additional land in the Hawaiian Islands with the unexpended balance of the funds provided therefor in the for- tification appropriation act of June 25, 1906, is in progress. Appropriations for this work have been as follows: Act of- Hawaiian Philippine Islands. Islands. Apr. 21, 1904.. 00,000 ........ 2................................................... June 25, 1906................................................................... 150,000 ... May 27,1908................... ............................................. $5,000 Mar.3, 1909......................... ........................................ . 12,000 Total.................................................350,000 17,000 Maintenance of fortiflcations.-A number of the batteries for the defense of the insular possessions have been completed and are being operated by the troops. Repairs, painting, etc., are from time to time necessary, and for the necessary maintenance and repair work estimates are submitted of $3,000 each for the Hawaiian Islands and Philippine Islands. The funds appropriated for this purpose will be applied, so far as available, to the most necessary work required during the fiscal year. Appropriations for this work have been made as follows: Act of- Hawaiian Philippine Islands. Islands. June 23, 1910............... June 23, 191.-.- .......................... ....................... -500- ............ $7,000 M ar. 4, 1911 .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . 7,000 June 6,1912.......................................... ........................ $500 8,000 Feb. 13, 1913...... ............................................................. 500 8,000 June 27,1914.......................................................... 1,000 ................. Total . ........................... 2, 000 30,000 Maintenance of torpedo structures.-In order to provide for the maintenance in proper condition of the numerous structures already erected in connection with torpedo defense, estimates of $1,000 each have been submitted for the Hawaiian Islands and the Philippine Islands. For these purposes appropriations of $2,000 and $1,000, re- spectively, were made by the last fortification act. Appropriations for this work have been made as follows: Hawaiian Philippine Act of- Islands. Islands. June 23,1910......................--............................. ... ....... $1,000D Mar. 4, 1911.......... ............- .............................. . ........... 1,000 June 6, 1912................. . ......................... .... .................... 500 Feb. 13, 1913 ..............--...-- ..... .............. ... . $........ $500 750 June 27, 1914....................................................... ........... 2,000 1,000 Total.................................... 2,500 4,250 Land defenses.-For the construction of works of defense against landing parties in the Philippine Islands the sum of $180,000 was 0 60993 -ENG 1914----2 18 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. appropriated by the fortification appropriation act approved March 4, 1911. Work under this appropriation is approaching completion. For similar work in the Hawaiian Islands the sum of $457,000 was appropriated by the act of June 27, 1914. This amount is being applied to the work as rapidly as practicable, and to permit the con- tinuation of this work without interruption, an estimate of $150,000 additional is submitted. Reserve equipment.-For the procurement of an adequate reserve of spare parts, etc., for the fortifications and their appliances in the insular possessions, the sums of $50,000 and $100,000, respectively, for the Hawaiian and Philippine Islands were appropriated by the act of June 27, 1914. These amounts are being applied to the purpose for which appropriated. Electrical and other supplies.-Under appropriations heretofore made by Congress a number of electric plants and searchlights 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 equipment in this country, estimates of $2,000 and $3,000, respec- tively, have been submitted this year. For work of this character in the Hawaiian and Philippine Islands $1,000 and $3,000, respectively, were provided by the act of June 27, 1914, with which the supplies most urgently required will be procured. Appropriations for this work have been made as follows: Act of- Hawaiian Philippine Islands. Islands. June 23, 1910............................................ ...... .......................... ...... .. $2,500 Mar. 4, 1911 ................. ....... ....... 2, 500 1, 0...........0............. June 6, 1912-.~...................... .................. ............. 750 2,500 Feb. 13, 1913......-...... ........ .......... ...................... ' 750 3,000 June 27, 1914 ........... .................. . ......... .......................... 1,000 3,000 Total....................................... 3, 500 13, 500 Sea walls.-For the protection of the shore of one of the defensive sites in the Hawaiian Islands a sea wall is required, and an estimate of $21,000 is submitted for this purpose. Torpedo structures.-For the construction of additional defenses of this character required in the Philippine Islands the sum of $50,000 was appropriated in the act of February 13, 1913. For the completion of the work in hand an additional estimate of $17,000 is submitted. This is the unappropriated balance of the original esti- mate. Appropriations for this work have been made as follows: Act of- Generally Philippine Hawaiian applicable. Islands. Islands. June 8, 1898 (for Manila Harbor)............. ................ ........ $150,000 ........... Mar. 2, 1907-....................................... ............... $200, 000 ............... May 27, 1908......... ............................. $129000 $19................. Feb. 13, 1913 .................. ................................ ............. 50,000........... Total.................. ............................. 200,000 200,000 129,000 Fire control.-No funds for this purpose were provided by the last fortifications act. FORTIFICATIONS IN INSULAR POSSESSIONS. 19 Appropriations for this work and assignments therefrom to the Engineer Department have been made as follows: Assigned Act of- Appro- to Engi- priated. neer De- partment. Mar. 2, 1907 ---................................-------------------------------------------------------- 100,000.00 May 27, 1908... ---------------------------------------------------------- ........ 243,000.00 Mar. 3, 1909.....-----------------..................-----------------------............-------..............----------............ 250,000.00 431769.26 June 23, 1910............--------------------.......--......-----........---------....--.............-----------------....... 200,000. 00 Total.............................. ------------------------------------------------------------ 793, 000. 00 The following money statements show the conditions on June 30, 1914, of all general appropriations under which operations were in progress in the insular possessions at the close of the fiscal year: FORTIFICATIONS IN INSULAR POSSESSIONS. For construction of seacoast batteries: July 1, 1913, balance unallotted ------------------------- $1, 121, 820. 99 June 27, 1914, appropriated .... .--- 300, 000. 00 1, 421, 820. 99 June 30, 1914, net allotments during fiscal year- - 792, 888. 65 July 1, 1914, balance unallotted 628, 932. 34 July 1, 1914, amount pledged 600, 000. 00 July 1, 1914, balance available_-- 28, 932. 34 For electrical installations: July 1, 1913, balance unallottedl-------------------- 152, 528. 68 June 30, 1914, net allotments during fiscal year_......... 49, 788. 05 July 1, 1914, balance unallotted 102, 740. 63 July 1, 1914, amount pledged 102, 740.63 For searchlights: July 1, 1913, balance. unallotted__ 95, 824. 90 June 30, 1914, net allotments during fiscal year 40, 584. 84 July 1, 1914, balance unallottecl__ 55, 240. 06 July 1, 1914, amount pledged---------------------------- 55, 240. 06 For torpedo structures: July 1, 1913, balance unallotted--------------------- 50. 939. 13 June 30, 1914, net allotments during fiscal year ------. - 50, 241. 68 July 1, 1914, balance unallotted and available__ 697. 45 For sites, Philippine Islands: July 1, 1913, balance unallotted , 950. 00 2-------------------- July 1, 1914, balance unallotted and available-------- 2, 950. 00 For electrical and other supplies: July 1, 1913, balance unallotte__------- 3, 551.46 June 27, 1914, appropriated--------------------- 4, 000. 00 7, 551. 46 June 30, 1914, net allotments during fiscal year 3, 036. 51 July 1, 1914, balance unallotted ------------------ 4, 514. 95 July 1, 1914, amount pledged __- __------------- -- 4, 514. 95 20 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For maintenance of fortifications: July 1, 1913, balance unallotted $9, 745. 95 June 27, 1914, appropriated_ 1, 000. 00 10, 745. 95 June 30, 1914, net allotments during fiscal year_ 256. 95 July 1, 1914, balance unallotted_ 10, 489. 00 July 1, 1914, amount pledged ____ 7, 489. 00 July 1, 1914, balance available_______________ 3, 000. 00 For maintenance of torpedo structures: July 1, 1913, balance unallotted ________________ 911. 50 June 27, 1914, appropriated__ 3, 000. 00 3, 911. 50 June 30, 1914, net allotments during fiscal year__ 250. 00 July 1, 1914, balance unallotted_ 3, 661. 50 July 1, 1914, amount pledged_ 3, 500. 00 July 1, 1914, balance available__ 161. 50 For reserve equipment: June 27, 1914, appropriated___________ 150, 000. 00 July 1, 1914, amount pledged____________________ _______ 150. 000. 00 For land defenses, Hawaiian Islands: June 27, 1914, appropriated__ ______ 457, 000. 00 July 1, 1914, amount pledged_______ ________________ 457, 000. 00 For land defenses, Philippine Islands: July 1, 1913, balance unallotted_ 52, 049. 71 June 30, 1914, net allotments during fiscal year_ 50, 880. 00 July 1, 1914, balance unallotted.____------------------ - 1, 169. 71 July 1, 1914, amount pledged 1, 169. 71 FIRE CONTROL IN INSULAR POSSESSIONS. July 1, 1913, balance unallotted __ ___ ____ $7. 50 June 30, 1914, net assignments to Engineer Department__ 12, 582. 00 12, 589. 50 June 30, 1914, net allotments during fiscal year ----------------- 12, 582. 00 July 1, 1914, balance unallotted and available________________ 7. 50 ESTIMATES OF APPROPRIATIONS REQUIRED FOR 1915-16 FOR FORTIFICATIONS IN THE INSULAR POSSESSIONS. Fortifications in insular possessions: For maintenance of fortifications- Hawaiian Islands---------------------------------------- $3. 000 Philippine Islands_-------- ----------- 3, 000 For maintenance of torpedo structures- Hawaiian Islands--- ------------- 1, 000 Philippine Islands -------------------------- 1, 000 For land defenses, Hawaiian Islands-...... 150, 000 For electrical and other supplies- Hawaiian Islands--------- 2, 000 Philippine Islands_ -__-..... 3, 000 For sea walls and embankments, Hawaiian Islands_ 21. 000 For torpedo structures, Philippine Islands----------------------- 17, 000 Total ------ -- ------------ -------------------- -- 201, 000 ENGINEER DEPOTS. 21 FORTIFICATIONS, PANAMA CANAL. The construction of the fortifications for the Panama Canal is under the governor of the Panama Canal, but plans for the various defensive works are prepared by the Chief of Engineers. It is anticipated that a large portion of these defensive works will be completed by June 30, 1915, and provision should be made for funds for their maintenance and for supplies for their operation dur- ing the fiscal year 1916. It is estimated that funds under the follow- ing heads should be appropriated for this purpose: Maintenance of fortifications, including torpedo structures___ $25, 000 Electrical and other supplies--------------------------------------10, 000 Reserve equipment __ ----------------- 60, 000 MILITARY STRUCTURES, PHILIPPINE ISLANDS. The construction of a pumping plant, electric-power plant, and certain Army storehouses for military purposes in the Philippine Islands has been assigned to the Engineer Department and funds from various appropriations applied thereto. These funds being insufficient for the completion of the work, an appropriation of $154,000 for such completion has been made by the sundry civil appropriation act of August 1, 1914. With this amount the com- pletion of the structures will now be proceeded with. The following funds, in addition to those elsewhere accounted for in this report, have been or are being applied to this work: Electric-power plant, Corregidor Island, P. I. (sundry civil act of Mar. 4, 1911) $154, 667.00 Water and sewers at military posts, 1912 (Army act of Mar. 3, 1911) -- - 15, 500.00 Seacoast defenses, Philippine Islands and Hawaii (sundry civil acts) ----------------- 16, 155.55 Army storehouses, Corregidor Island, P. I. (Army act of Mar. 3, 1909) - 132, 443.66 Military structures, Philippine Islands (sundry civil act of'Aug. 1, 1914)----------------- -------------------- 154,000.00 Total_------------------------------------------------- 472, 766. 21 ENGINEER DEPOTS. WASHINGTON BARRACKS. This depot is the repository for part of the military bridge equi- page of the Army; for miscellaneous military engineering tools, apparatus, supplies, and materials of all kinds required by the mobile army; for repair parts of the electrical and mechanical equipment of seacoast fortifications; and for astronomical, surveying, drafting, and reconnoissance instruments and supplies used by the Army and by officers of the Corps of Engineers on public works, both military and civil. It purchases and issues military engineering tools and supplies and serves particularly as an exchange for engineering in- struments of all kinds, receiving them from the Army or public works, caring for them while in store, making the necessary repairs, reissuing them when required, and so far as appropriations will permit, making purchases of such items as can not be supplied from store. It also engages in the fabrication in the depot shops of special 22 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. items of military equipment for Engineer troops, such as tool wagons, packs for mounted transportation, boats for bridge equi- page, etc. The shipments during the year have considerably exceeded those of previous years. A large number of instruments have been re- paired in the instrument-repair shop. All new instruments were examined and tested there. A new building for depot shops and trade school is urgently needed, the estimated cost being $22,000, or $8,000 for procurement of materials only, if the work be done by enlisted labor. The latter amount is included in the estimates for buildings for the Engineer post and school at Washington Barracks. With the $15,000 appropriated in the Army act of March 2, 1913, for "Ponton shed, Washington Barracks, D. C.," the construction of ponton shed No. 3 has been accomplished. FORT LEAVENWORTH. This depot is the repository for part of the military bridge equi- page of the Army, as well as tools, stores, and miscellaneous supplies, The general work of the office and storehouse comprised the care of property on hand, the purchase of supplies, receiving and issuing Engineer supplies, and the keeping of the depot accounts and records. Electric lights were placed in the storehouse by the quartermaster, and materials for light for the shops are on hand. VERA CRUZ. In accordance with verbal instructions from the Chief of Engi- neers of May 8, 1914, an Engineer depot was established at Vera Cruz, Mexico, on May 19, 1914. An office was opened at No. 27 Terminal Hotel, and a clerk employed for the depot work. The Mexican Federal Building, known as the Prision Militar, was se- lected for the depot storehouse. It has not been occupied as depot stores have not been supplied, and the building is now being used as a barracks for troops. The operations of the depot for the fiscal year were limited to the purchase and issue of a small amount of material to Company E, Second Battalion of Engineers, for its equipment and instruction. VANCOUVER BARRACKS. This depot is the repository for part of the military bridge equi- page of the Army, as well as tools, stores, and miscellaneous supplies. Work during the year has included the fabrication and repair of ponton equipage and the purchase and issue of materials, tools, and supplies to Engineer troops. HONOLULU. This depot assembles and issues property and materials for the military operations in the Hawaiian Islands, cares for property in store, makes such minor repairs to instruments as can be made locally and obtains and issues such Engineer supplies as are required by the ENGINEER EQUIPMENT OF TROOPS. 23 Infantry, Cavalry, and Artillery troops stationed in the vicinity of Honolulu. Operations during the year have been confined to these activities. A suitable building for storage purposes is urgently needed. MANILA. 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 Philippine Department. The personnel at the depot was, on June 30, 1914, made up as follows: Civilians: One storekeeper, American; one clerk, native; two machinists, native; one carpenter, native; one blacksmith, native; one blacksmith helper, native; two laborers, native. Enlisted (all from Third Battalion of Engineers): One battalion quarter- master sergeant, one sergeant, and six privates. These men perform all necessary office work, make and handle shipments, prevent as far as possible destruction due to rust, dry rot, white ants, and dampness, and make repairs. ENGINEER DEPOTS, 1914. Incidentals: Amount appropriated in the Army appropriation act of Mar. 2. 1913 --------------------------------------------- $20, 000. 00 June 30, 1914, amount expended during fiscal year------------ 17, 795. 76 July 1, 1914, balance unexpended-------------------------- 2. 204. 24 July 1, 1914, outstanding liabilities_.- 2, 143. 44 Balance to revert to Treasury---------------------------- 60. 80 Instruments: Amount appropriated in the Army appropriation act of Mar. 2, 1913_ - 10, 000. 00 June 30, 1914, amount expended during fiscal year_ 9, 587. 09 July 1, 1914, balance unexpended 412. 91 July 1, 1914, outstanding liabilities-.......... 412. 43 Balance to revert to Treasury------------------------------ . 48 Estimate submitted for 1915-16_--- --- ---------------- _ 25, 000. 00 ENGINEER EQUIPMENT OF TROOPS. With funds appropriated under this head, additions were made to the reserve supply of bridge equipage, the equipage on hand has been kept in repair and purchases made to provide prescribed and authorized issues of tools, instruments, and supplies for the equip- ment of military organizations, military posts, and for military surveys. During the year numerous improvements have been made in the equipment of Engineer troops, and issues of the new equipment are being made as rapidly as available funds will permit. Modifications in prescribed reconnoissance equipment and Engi- neer tools for Infantry promulgated, respectively, in General Orders, No. 12, War Department, 1913, and General Orders, No. 42, War Department, 1913, have been carried out extensively during the fiscal 24 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. year. With funds so far appropriated, provision has been made for reserve intrenching tools sufficient for nine Infantry divisions and one Cavalry division, and these tools have been or will shortly be stored in designated depots throughout the country. During the year the Engineer equipment of Engineer companies and battalions was thoroughly revised by the Board on Engineer Troops, and was provisionally adopted under instructions from the office of the Chief of Engineers. Orders promulgating this new equipment have not yet been published, but the process of exchang- ing their old for the new equipment had been partially effected for the companies of the First Battalion of Engineers. The adoption of the new equipment for Engineer troops has involved changes in the methods of its field trainsportation, leading to a modified design of the Brown tool wagon and to a new design for the pack outfits of the mounted sections. The orders now in force governing the issue of Engineer equip- ment to troops are as follows: (a) Reconnoissance instruments for line troops and for Coast Artillery when employed with mobile troops; surveying, reconnoissance, and drafting instru- ments for military posts; reconnoissance and drafting supplies, General Orders, No. 20, War Department, 1913. (b) Reserve intrenching tools for Cavalry and Infantry, General Orders, Nc 42, War Department, 1913. (c) Equipment for Engineer battalions and companies, instructions of the Chief of Engineers, orders not yet promulgated. The foregoing orders do not cover purchase or issue of the bridge equipage, siege material, field searchlights, pile drivers, and other miscellaneous items of Engineer equipment required for use in field operations. Circular No. 7, Bureau of Militia Affairs, May 11, 1914, prescribes the new Engineer equipment for Engineer units of the Organized Militia, and now replaces paragraph 249, Militia Regulations. Requisitions for the new Engineer equipment were received from a number of militia organizations toward the close of the fiscal year, and these will be filled as soon as practicable, payment therefor being made from allotments from the appropriations for the support of the Organized Militia. Equipment, supplies, etc., purchased from this appropriation are stored at the several Engineer depots, from which they are issued to organizations, posts, and department headquarters for surveys, and to the Organized Militia (at the expense of appropriations therefor) as required. ENGINEER EQUIPMENT OF TROOPS, 1914. Amount appropriated in the Army appropriation act of Mar. 2, --------------------- 1913___ -------------------- ----- $50, 000. 00 Collections on account of lost property, sales, etc---- 618. 47 Total available - - --- 50, 618. 47 June 30, 1914, amount expended during fiscal year ___ 25, 549. 48 July 1, 1914, balance unexpended - 25, 068. 99 July 1, 1914, outstanding liabilities----- 18, 874. 75 Balance to revert to Treasury__-------------_ 6. 194. 24 Estimate submitted for 1915-16--------------_ 50, 000. 00 ENGINEER DEPARTMENT, PHILIPPINE ISLANDS. 25 EQUIPMENT OF OFFIOERS' SCHOOLS, MILITARY POSTS. For the purchase of instruments for issue to officers' schools at military posts the sum of $1,500 was assigned from the appropriation for "Equipment of officers' schools, military posts, 1914," by the Secretary of War. This amount has been applied to the purchase of instruments for issue from the engineer depot at Washington Bar- racks. An adequate stock of instruments for present needs having been accumulated, no further funds will be needed for this purpose at the present time. Assigned to Engineer Department--_ $1, 500. 00 June 30, 1914, amount expended during fiscal year--- 1, 076. 70 July 1, 1914, balance unexpended - --...... 423. 30 July 1, 1914, outstanding liabilities ---- 423. 30 CIVILIAN ASSISTANTS TO ENGINEER OFFICERS. By the Army act of March 2, 1913, the sum of $40,000 was appro- priated 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, survey parties, draftsmen, photo- graphers, master laborers, and clerks during the fiscal year 1914. These funds have been applied to the purpose for which appro- priated. The Army appropriation act approved April 27, 1914, contained an item of $40,000 for this purpose for the fiscal year 1915. It is anticipated that an appropriation of $40,000 will be sufficient for the requirements of the next fiscal year, and an estimate of this amount is submitted. Amount appropriated by Army appropriation act approved Mar. 2, 1913 --------------------- ------------------------ 40, 000. 00 June 30, 1914, amount expended during fiscal year 38, 753. 36 July 1, 1914, balance unexpended_ 1, 246. 64 July 1, 1914, outstanding liabilities 1, 239. 04 Balance to revert to Treasury---- -------------------------- 7. 60 CONTINGENCIES, ENGINEER DEPARTMENT, PHILIP- PINE ISLANDS. In the prosecution of work of great importance in the Philippine Islands in remote and almost inaccessible localities the operations of the Engineer Department require funds of wide applicability and limited restrictions as to expenditure. Owing to the circumstances under which the work must be performed an appropriation of this character has been found essential to its satisfactory prosecution. Appropriations of $5,000 each for this purpose have been made for the past five years, and an estimate of the came amount is submitted for the fiscal year 1916. Amount appropriated by Army appropriation act approved Mar. 2, 1913------------------------------------------------- $5,000.00 June 30, 1914, amount expended during fiscal year--------------- 2, 264. 60 July 1, 1914, balance unexpended---------------------------- 2, 735. 40 July 1, 1914, outstanding liabilities---------------------------2, 398. 21 Balance to revert to Treasury______---------- 337. 19 26 REPORT OF THE CHIEF OF ENGINEERS,IU. S. ARMY. MAPS, WAR DEPARTMENT. With the $7,500 appropriated for this purpose for the fiscal year ending June 30, 1914, a number of miscellaneous military maps were printed. 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. For continuing this work the sum of $7,500 has been appropriated for the fiscal year 1915. To permit the prompt publication of certain important military maps, in addition to the work ordinarily accomplished under this appropriation, an estimate of $10,000 is submitted. Amount appropriated by sundry civil act approved June 23, 1913____- 7, 500. 00 June 30, 1914, amount expended during fiscal year__ 7, 172. 48 June 30, 1914, balance unexpended-------------------------------327. 52 June 30, 1914, outstanding liabilities- - -- - -- 327. 28 Balance to revert to Treasury----- .24 BUILDINGS, ENGINEER POST AND SCHOOL, WASH- INGTON BARRACKS, D. C. The creation of the Engineer post and school at Washington Bar- racks was authorized by act of Congress, approved June 30, 1902, and the work has been carried on in accordance with the general plan ap- proved by the Secretary of War December 22, 1904, drawing of which was published in the Annual Report of the Chief of En- gineers for 1906. A detailed history of the work is given in the Annual Reports of the Chief of Engineers from 1902 to 1906. The river and harbor act approved July 25, 1912, provided $100,000 for the construction of a building with library accommoda- tions and other facilities for the instruction of officers of the Corps' of Engineers in duties pertaining to the improvement of rivers and harbors. Under this appropriation a school building, with attached power house, was completed during the fiscal year under contracts with Mr. George E. Wyne, for the erection of the building, and with McKim, Mead & White for architectural services. The amount paid the building contractor was $89,350, and for architects' fees $4,020.75. The balance of the appropriation has been applied to expenses of inspection and superintendence, and for providing certain minor items not included in the building contract. For the completion of the post and school in accordance with the approved plans, the following buildings still remain to be provided: 1. Portion of the group of buildings at the entrance to the post to provide for post and Engineer depot administrative offices, printing shop, photogranh laboratory, lithographic shop, and certain other school requirements_---------- - - _ $150, 000 Trades-school building -- - *22, 000 172. 000 2. Completion of west barracks------ 40. 000 3. Bachelor officers' quarters ---------------- 70, 000 4. Six double sets noncommissioned officers' quarters--..... -- 66, 000 5. Dispensary and quarters for detachment 25, 000 COAST ARTILLERY, ARMORIES, ORGANIZED MILITIA. 27 6. Stable ------------------------------------------------------ $20, 000 7. Store sheds for wood, coal, and lumber ___._________________-__ 2, 000 8. Chaplain's quarters ------------------------------------------ 20, 000 9. Post quartermaster's quarters---------------------------------- 15, 000 10. Observatory__ 3, 000 11. Roads,. walks, sidewalks, sewers, water and gas supply, electric distribution, gutters, etc---------------------- 25, 000 458, 000 The work of the Engineer School is of the greatest importance in preparing the younger officers of the corps-for their future important military and civil duties. The Engineer post, besides training the battalion of enlisted Engineer troops stationed there, is also the home of the Engineer depot, which purchases, fabricates, and distributes all items of Engineer equipment required by the mobile Army, as well as all supplies and much of the equipment required for the mechani- cal and electrical equipment of the seacoast defenses of the United States and its insular possessions. While the completion of the new school building provided for by the $100,000 appropriated in the river and harbor act of July 25, 1912, has materially improved the conditions of the Engineer School proper, there is urgent need for additional funds to complete the remaining buildings comprised in the approved plan for the post and school. Amount appropriated by act of- June 30, 1902----------------------- $500, 000. 00 Mar. 2, 1903--............ 360, 000. 00 Mar. 2, 1905--------------------- 150, 000. 00 Mar. 2, 1907 -------------------------------------------- 32, 500. 00 July 25, 1912-------------------------- 100, 000. 00 Total----- 1, 142, 500. 00 June 30, 1914, expended to date - -- 1, 138. 409. 09 June 30, 1914. amount unexpended ---- - 4, 090. 91 June 30, 1914, outstanding liabilities-- 2, 423. 96 June 30, 1914, balance available------- 1, 666. 95 In addition, $1,700 was appropriated in the Army appropriation act of March 3, 1909, for completion of done by the Quartermaster Corps. .a stable. This work was An estimate of $50,000 is submitted to cover: 1. Trade-school building (material only; enlisted labor to be used).__ $8, 000 2. Completion of west barracks- - --- 40, 000 7. Store sheds for wood, coal, and lumber------------------------ 2, 000 50, 000 EQUIPMENT OF COAST ARTILLERY, ARMORIES, ORGANIZED MILITIA. The Army appropriation act approved March 3, 1911, provided the sum of $338,170 for the equipment of armory buildings provided by States for instructional purposes for Coast Artillery companies of the Organized Militia. By the Army appropriation act of August 24, 1912, the availability of this appropriation was extended to in- clude obligations incurred during the fiscal year ending June 30, 1913. With these funds the installations of equipments for the in- 28 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. struction of Coast Artillery militia have been or are being completed at the following places: Boston, Mass., South Armory. Bridgeport, Conn. New York City: Ninth District Armory. Thirteenth District Armory. Savannah, Ga. San Francisco, Cal. The Army act of March 2, 1913, provided an additional sum of $185,000 and the Army act of April 27, 1914, $100,000 for this pur- pose. With funds assigned from these appropriations to the Engi- neer Department, equipment is being installed in the Eighth Dis- trict Armory, New York City, and in the armories at Providence, R. I., and Portland, Me. The total amounts assigned to the Engineer Department from these appropriations to June 30, 1914, have been as follows: Equipment of Coast Artillery, armories, Organized Militia, 1912____ $110, 428. 59 Equipment of Coast Artillery; armories, Organized Militia--- 52, 594. 69 163, 023. 28 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 July 25, 1912, and March 4, 1913, and the sundry civil acts approved August 24, 1912, and June 23, 1913, 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 maintenance of the Permanent International Association of the Con- gresses of Navigation. Total appropriations for rivers and harbors to June 30, 1914_ '$791, 843, 740. 19 Amount appropriated by sundry civil act approved Aug. 1, 1914_ 6, 988, 500. 00 Amount appropriated by river and harbor act approved Oct. 2, 1914----------- ------------------------------ 20, 000, 000. 00 Claims for damages, river and harbor works, deficiency act ap- proved Apr. 6, 1914---------------------------------- 251. 65 Improving Upper White River, appropriated by deficiency act approved Apr. 6, 1914----------------------- 5. 83 Permanent annual appropriations for fiscal year 1915 (includ- ing $3,000 for the Permanent International Association of the Congresses of Navigation) --------------------------------- 297, 600. 00 819, 130, 097. 67 1Including permanent annnal appropriations and related works. RIVER AND HARBOR IMPROVEMENTS. 29 Expended under indefinite appropriations, fiscal year, 1914: Operating and care of canals, etc --- - $2, 162, 235.38 Removing sunken vessels, etc 108, 872. 42 $2, 271, 107. 80 Related works: Expenses of California Debris Commission (sundry civil act of Aug. 1, 1914) ..... 15, 000. 00 Prevention of deposits, New York Harbor (sundry civil act of Aug. 1, 1914)______ 94, 260. 00 109, 260. 00 821, 510, 465. 47 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 per- formed during the past fiscal year. Expenditures.-The total amount actually expended under the direction of the Chief of Engineers in connection with the improve- ment of rivers and harbors during the fiscal year ending June 30, 1914, is as follows: Rivers apd harbors (miscellaneous) --------------------- $39, 735, 555. 87 Examinations, surveys and contingencies of rivers and harbors_ 367, 776. 47 Emergencies in river and harbor works ___ - - - 61. 315. 38 Preservation and maintenance of river and harbor works ..-- 79, 456. 73 Removing sunken vessels__ 108, 872. 42 Operating and care of canals------- ----------- 2, 162, 235. 38 Operating snag and dredge boats on upper Mississippi, Illinois, and Minnesota Rivers---------------------------------- 24, 475. 17 Removing obstructions in Mississippi, Atchafalaya, and Old Rivers ---------------------- -------------- ---- 99, 856.30 Gauging waters of the Mississippi River and its tributaries____ 8, 586. 83 Maintenance of South Pass Channel, Mississippi River -------- 96, 077. 24 Examinations and surveys at South Pass, Mississippi River 9, 375. 00 Operating snag boats on the Ohio River___ 36, 873. 41 Permanent International Association of Congresses of Naviga- tion _---------------------------- 3, 018. 99 Meeting of Permanent International Association of Navigation Congresses in United States--------------- --- __ 1, 314. 40 Prevention of deposits in New York Harbor __ _ 90, 263. 32 California Debris Commission (expenses) 4, 265. 71 1------------------- Claims for damages by collision, river and harbor works 226. 65 International Waterways Commission------------------------ 14, 901. 87 Building, Engineer School for River and Harbor Instruction_ 95, 637. 59 43, 010, 084. 73 Mississippi River Commission: Improving Mississippi River_____------ _ $6, 268, 982.29 Deduct amounts reimbursable------------- 11, 600. 18 6, 257, 382. 11 Rebuilding levees of Mississippi River and tributaries damaged by floods 49, 428. 20 Improving Yazoo River and tributaries (Yazoo River at mouth) _--- 3, 530. 51 * Examinations, surveys, and contingencies of rivers and harbors---------- 2, 000. 00 30 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Mississippi River Commission-Continued. * Claims for damages by collision, river and harbor works___ ___________ $85. 74 * Gauging waters of the Mississippi River and its tributaries__ _ 8, 406. 33 6, 320, 832. 89 * Deduct amounts included in items above__ 10, 492. 07 $6, 310, 340. 82 Grand total of Government funds ____________________ 149, 320, 425. 55 Expenditures have also been made from funds contributed by States, municipalities, and private parties for improvements as follows: Elk and Little Elk Rivers, Md___________________ $1, 643. 76 Plymouth Harbor, Mass-- 4, 645. 88 Olcott Harbor, N. Y------------------------------------- 750. 00 Black Rock Harbor, N. Y. Ferry Street Bridge (including $4,987 not reported in 1913) ____________________ ______ 26, 060. 50 Levees, Mound City, Ill_____________________________________ 19, 437. 08 Sabine-Neches Canal, Tex__________________________________ 211, 666. 37 Houston Ship Channel, Tex________________________________ 563, 289. 61 Charlotte Harbor, Fla ______________ ____ __ 1, 554. 94 Missouri River at Folsom, Iowa_ 1.712. 27 Missouri River at Council Bluffs, Iowa 26, 815. 59 Big Sioux River, Iowa and S. Dak ............- 200. 00 Missouri River above Florence, Nebr ........ 4, 119. 96 St. Josephs Bay, Fla. (including $5,295.56 not reported in 1913) ------- 19. 798. 67 Siuslaw River, Oreg _______________________60, 977. 92 Oregon Slough, Oreg--- 10:685 99 Tillamook Bay and Bar, Oreg -.......... 1,590. 61 Yaquina River, Oreg - - - 2, 900. 34 Mouth of Columbia River, Oreg. and Wash - - 254, 597. 95 Sacramento and Feather Rivers, Cal________________________ 222. 071. 03 Savannah River at Augusta, Ga- --- -- 22, 857. 57 Cold Spring Inlet, N. J 9. 640. 39 Wilmington Harbor, Del___________________ 7, 221. 41 1, 474, 237. 84 Under Mississippi River Commission: Mississippi River near Memphis, Tenn 1, 066. 61 Mississippi River at- Star Landing Bend, Miss_ 35, 009. 30 Trotters Point, Miss__ 100, 000. 00 T orra s, La ....................... 2, 453. 74 Avondale, La 32, 467. 28 170, 996. 93 Grand total of contributed funds _____________ -- 1, 645, 234. 77 Estimates.-The estimates submitted for the next fiscal year are intended to cover only the minimum requirements for the prosecu- tion and maintenance of the various improvements, such estimates having been made up from estimates prepared on the same basis by the various district officers, and on the supposition that river and harbor work will be provided for by annual appropriations. 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: 1This amount does not include expenditures for enlargement of Governors Island, New York Harbor, $164.75. RIVER AND HARBOR IMPROVEMENTS. 31 East of the Rocky Mountains: Northeast division, Col. Frederic V. Abbot; eastern division, Col. W. M. Black; southeast division, Col. Dan C. Kingman to October 11, 1913, Lieut. Col. W. C. Langfitt, from December 27, 1913, to June 16, 1914, and Col. John Biddle since that date; Gulf division, Col. Lansing H. Beach; western division, Col. C. McD. Townsend; central division, Lieut. Col. H. C. New- comer; Lakes division, Col. J. G. Warren. West of the Rocky Moun- tains: Pacific division, Lieut: Col. Thomas H. Rees; northern Pa- cific division, Lieut. Col. Thomas H. Rees to March 12, 1914, and Lieut. Col. C. H. McKinstry since that date. 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 Engineers, of a board of five engineer officers (later increased to seven) 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 examinations and surveys provided for by Congress, and all projects or changes in projects for works of river and harbor improvements theretofore or thereafter provided for. And in the consideration of such works and projects the board shall have in view the amount and character of commerce existing or reasonably pros- pective which will be benefited by the improvement, and the relation of the ultimate cost of such work, both as to cost of construction and maintenance, to the public commercial interests involved, and the public necessity for the work and propriety of its construction, con- tinuance, or maintenance at the expense of the United States. It is further the duty of the board, upon request to the Chief of Engineers by the Committee on Commerce 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 provision of the law was extended by act of March 3, 1905, to require the board upon request of the com- mittees 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 consideration of any exami- nation or survey made pursuant to any act or resolution of Congress. Section 13 of the act of March 3, 1909, increased the scope of pre- liminary examinations and surveys by providing that every report 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 subjects 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 32 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. The required investigation of these questions was considerably amplified by the act of July 25, 1912. The same act provided that the board shall consist of seven members, a majority of whom shall be of rank not less than lieutenant colonel. During the past fiscal year the board was composed of the follow- ing officers of the Corps of Engineers: Col. William M. Black; Col. Frederic V. Abbot; Col. Lansing H. Beach; Col. William C. Lang- fitt, to March 12, 1914; Lieut. Col. Harry Taylor; Lieut. Col. Henry C. Newcomer; Lieut. Col. E. Eveleth Winslow, from July 24, 1913; Major Charles W. Kutz, from March 12, 1914; Major William J. Barden, to July 24, 1913. Under the provisions of the acts of March 3, 1909, June 25, 1910, February 27, 1911, July 25, 1912, and March 4, 1913, all reports sub- mitted in compliance with those acts during the year have been referred to the board for consideration and recommendation. In addition a number of subjects have been presented to it for report in accordance with resolutions of the Committee on Rivers and Har- bors of the House of Representatives and the Committee on Com- merce of the Senate. The reports rendered by the board from time to time in response to legislative action have been duly presented to Congress. During the year the board also gave consideration to a number of other matters referred to it by the Chief of Engineers, United States Army, for its views and recommendations. The work accomplished by the board during the year and the status of its operations from its organization up to the close of the fiscal year are shown by the following table: Total num- Number Number of ber com- completed Number Authority for investigation. investiga- pleted at during year remaining tions or- close of ending to be com- dered. preceding June 30, pleted. fiscal year. 1914. Act of- June 13, 1902.................... .......... ... 170 170 . ........... Mar. 3, 1905.............. .................... 176 176................... 1906 .......................... June 28, ............ 1 1 ................... Mar. 2, 1907 ................................. ...... 200 200 ............ .. May 28, 1908................................ ....... 1 1 ................... Mar. 3, 1909....... ...................... ...... . 274 270 4 .. June 25, 1910. ..................................... 187 179 5 3 Feb. 27, 1911 ..................................... 90 80 5 5 July 25, 1912............ ......................... 226 120 72 34 Mar. 4, 1913 .................................... 122 4 72 46 Pesolutions of congressional committees................ 130 109 14 7 Concurrent resolutions of Congress.................... 1 1.. Miscellaneous cases referred by the Chief of Engineers, U. S. Army...................................... 51 46 5......... Total.............. ... ......... 1,629 1,357 177 95 RIVER AND HARBOR IMPROVEMENTS. 33 Number of hearings given at the office of the board during the year ----------------------------------------------- 53 Number of public hearings held elsewhere and inspections made during the year _________________ ---- 6 Expenses of the board during the year . --- -$17, 062. 35 Estimated cost of projects recommended by the board from its organization up to June 30, 1914-.- $346, 247, 381. 76 Estimated cost of projects adopted by Congress $259, 479, 588. 73 Details of the operations of the board during the fiscal year will be found in Appendix XX. IMPROVEMENT OF RIVERS AND HARBORS IN THE PORTLAND, ME., DISTRICT. This district was in charge of Lieut. Col. W. E. Craighill, Corps of Engineers. Division engineer, Col. F. V. Abbot, Corps of Engineers. 1. St. Croix River, Me.-St. Croix River forms a part of the inter- national boundary between the United States and Canada. What- ever may have been its original or natural condition, the present 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 accumula- tions of sawmill waste, etc., which are in a great measure responsible for the present condition of the stream. The mean tidal range is 19.9 feet. The depth is great up to a point about 4 miles below Calais. The river has its source in a series of lakes in the State of Maine, on or near the boundary, and flows in a general southeasterly direc- tion for about 100 miles, emptying into Passamaquoddy Bay. The section of the river included in the project for improvement extends downstream from Calais a distance of about 3 miles. Calais is at the head of navigation and about 14 miles from the mouth of the river. Until the present project no work of improvement has ever been done at this locality by the United States, except the construc- tion 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. A survey was made on which $1,000 was expended, making the total expenditures prior to operations under existing project $5,000. 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 of 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 downstream there is sufficient width and depth. The estimated cost of this work is $234,000. The estimated annual cost of maintenance is $2,000. This project has not been modified since its adoption. Under the provisions of the act of 1910, negotiations were to be conducted by the Secretary of State with a view to cooperation by the Government of Great Britain. These have been concluded. 0 60993 -ENG 1914---3 34 REPORT OF THE CHIEF OF ENGIN ERS, U. S. ARMY. Upon completion of the work the Canadian Government is to pay 10 per cent of the cost. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. .- . . . . . . . House or No. Congress. Session. Year. Page. Senate. At and below Calais.............. ................................ ....... 1867 503 Breakwater 1 .. ................... House... 27 Forty-sixth... Third. ... ........... At and below Calais 2... . ..... ... ......... 1887 477 Do.2........... .................... House... 89 Fifty-first..... First..... 1890 463 Do.2............ . .............. do.... 55 Fifty-fifth..... .. do..... 1897 805 Do.' 3.............. ..... do.... 748 Sixty-first..... Second............... 'Contains maps. 2 No maps. s Basis of project adopted by Congress. Expenditures during the fiscal year ending June 30, 1914, were $49,657.56, all for new work. Operations consisted in dredging 159,431 cubic yards of material, under contract. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, is $100,308.88, all for new work. The total amount expended on all projects to the end of fiscal year 1914 is $105,308.88. About 65 per cent of the estimated total quantity of excavation has been accomplished, or about 51 per cent on the basis of estimated cost. Work was commenced at the lower end and about 60 per cent of the total length of channel has been dredged. The section 200 feet wide and 12 feet deep has been completed and about one-fourth of the section 150 feet wide and 9 feet deep, or about 2 miles of channel in all. The upper section is still in its original condition. The traffic by water during the calendar year 1913 was 185,835 short tons, largely lumber and coal. No material effect on freight rates or movement is to be expected until the improvement is further advanced. The sum estimated for the fiscal year 1916 will be applied to con- tinuation and completion of the dredging. As all the business on the river is to and from the head of navigation, the improvement must be practically completed in order that a material measure of benefit may be secured. July 1, 1913, balance unexpended_____________________________ $99, 348. 68 June 30, 1914, amount expended during fiscal year, for works of improvement-------------------------------------- - 49, 657. 56 July 1, 1914, balance unexpended______________ _______________ 49, 691. 12 July 1, 1914, outstanding liabilities________________--______________ 5,182. 31 July 1, 1914, balance available_--------------_________ _______ 44. 508. 81 July 1, 1914, amount covered by uncompleted contracts __________ 9, 940. 02 Amount (estimated) required to be appropriated for completion of existing project---- ---- 184, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement--------_ -84, 000. 00 (See Appendix A 1.) 1 Exclusive of the balance unexpended July 1. 1914. RIVER ANTD HARBOR IMPROVEMENTS. 35 35 2. Breakwater from Mount Desert to Porcupine Island, Bar Har- bor, Me.-The object of the breakwater is to protect the wharves of Bar Harbor and the anchorage in front of the town from the heavy seas of southerly gales. The main portion of the breakwater is in water approximating 50 feet in depth, and the greater part of the protected area has depths ranging from 20 to 80 feet at mean low tide. 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. For report on examination and survey, with map, see Annual Re- port of the Chief of Engineers for 1887, page 481; see also map at page 576, report for 1891; and page 678, report for 1893, for modi- fication of project. There has been but the one project for this locality. Operations during the fiscal year just ended have consisted in placing 49,255 tons of stone in extending the work. The expendi- tures to June 30, 1914, have amounted to $313,509.51, which sum includes a claim by Thomas Rhys Smith, $6,391.12, provided for by act of Congress approved June 23, 1894. The expenditures have all been for new work. The project was placed under the continuing-contract system by the act of February 27, 1911, and the entire amount has been appro- priated. The breakwater has been built for a distance of about 2,310 feet, though the outer end is not to full section, leaving about 190 feet yet to be constructed; the total quantity of stone deposited to the present time is 321,421 tons, or about 84 per cent of the estimated whole. The beneficial effects resulting from the breakwater in protecting the wharves at Bar Harbor and the anchorage basin, which is ex- tensively used by costly pleasure craft during the summer season, are appreciably felt, but in order to secure the desired protection at high water of spring tides it may be found necessary to raise the breakwater to a height of about 6 feet above mean high tide. The mean range in tides is 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 of Bar Harbor for the calendar year 1913 is reported as 35,989 short tons. The value of the commodities constituting the freight traffic is estimated at $1,555,289; it is impracticable to esti- mate the value of vessel. property afforded protection. The pas- sengers numbered 219,228. 36 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended_____________________________ $151, 640. 48 June 30, 1914, amount expended during fiscal year, for works of improvement- - - - -___________--___________ 38, 558. 87 July 1, 1914, balance unexpended -__-- 113, 081. 61 July 1, 1914, outstanding liabilities 12, 203. 11 July 1, 1914, balance available 100, 878. 50 July 1, 1914, amount covered by uncompleted contracts ------------- 54, 460. 79 (See Appendix A 2.) 3. Harbor at Sullivan Falls, Me.-Sullivan River, which is about 9 miles north of Bar Harbor, has a length of about 6 miles and is the outlet of a large bay. About midway of its hength 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 obstruc- tions 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. Sullivan River discharges into Frenchmnans Bay. Immediately below the " falls" there is about 20 feet, and the depth increases greatly downstream. Under a project set forth in report of the district engineer, dated December 10, 1870 (see Annual Report of the Chief of Engineers for 1871, p. 836), and under appropriations based thereon, the sum of $35,C00 was expended in removing three old piers, in excavating the obstructing ledges at the falls to a depth of 7 feet at mean low tide, and in replacing spindles on two rocks near the mouth of the river. This work was completed in 1875 and was of material benefit to navigation. The present project is that referred to in the river and harbor act of June 3, 1896, as the "approved project," and published in the Annual Report of the Chief of Engineers for 1891, page 619 (H. Doc. No. 84, 51st Cong., 2d sess., with map). It provides 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. This project has not been modified. The work during the fiscal year 1914 has included the removal of 301.6 cubic yards of ledge, all new work. This was done by hired labor. The total expenditures under the existing project to June 30, 1914, have been $19,870.64, all for new work, and the existing project has been thereby completed. The total amount expended for improvement at this locality is $54,870.64. 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. RIVER AND HARBOR IMPROVEMENTS. 37 Local towboat people report that the work done during the past year has been of decided value in rendering the passage easier and straighter. The commerce for the calendar year 1913 is given as 48,450 short tons, nearly all stone, with an estimated value of $194,550. The improvement is reported as affecting freight rates, but definite fig- ures in this respect are not available. No estimate for additional funds is submitted. In confirmation of the possibility expressed in the report for 1913 the project has been entirely completed with funds already appropriated. July 1, 1913, balance unexpended $4, 921. 24 June 30, 1914, amount expended during fiscal year, for works of improvement--- ---------------------------------------------- 4, 921. 24 (See Appendix A 3.) 4. Bass Harbor Bar, Me.-Bass Harbor Bar is a shoal extending from the southerly extremity of Mount Desert Island a distance of about 1 mile to Great Gotts Island. The locality is about 20 miles by water from Bar Harbor. The best crossing gave about 14 feet at mean low tide where the width between the 15-foot contours was about 250 feet, but numerous bowlders obstructed the crossing, mak- ing it dangerous in rough weather--a very frequent condition. The mean tidal range is 10 feet. The present project, which is the first for this locality, provides for a clear depth of not less than 14 feet at mean low tide for a width of 250 feet across the bar. The estimated cost was $10,000. The project is based upon a report of an examination and survey printed, with map, as House Document No. 1128, Sixty-second Congress, third session. It was adopted by the act of March 4,1913, by which the entire estimated cost was approprihted. The improvement is expected to be permanent. The work of clearing the channel of obstructive bowlders, etc., which was commenced June 5, 1913, was completed the 17th of the following July, the total operations involving the removal of 1,149 cubic yards of material, largely cobblestones and gravel. This work was done by plant hired by the day. The total amount expended up to the close of the fiscal year ending June 30, 1914, is $4,076.13. A clear depth of 14 feet has been secured across the bar in accord- ance with the project. If an examination indicates that the clear depth and width is maintained, no further work will be done beyond possibly some arrangement for indicating the channel. No statistics as to tonnage and value are available. The bar is an obstructive point on a route much used by both sail and steam craft, and the improvement is designed to improve the safety and regularity of the traffic. It is reported that the channel is in general use, except by deep-draft vessels, which at low tide have to go outside. July 1, 1913, balance unexpended _ -- $9, 819. 80 June 30, 1914, amount expended during fiscal year, for works of improvement------------------------------------------------- 3, 895. 93 July 1, 1914, balance unexpended----- ------ 5, 923. 87 (See Appendix A 4.) 88 REPORT- OF THE CHIEF OF ENGINEERS, U. S. ARMY. 5. Deer Island Thoroughfare, MIe.-This is a narrow passage about 9 miles long, on the southerly side of Deer Island, which lies on the eastern side of the entrance to Penobscot Bay. The general depth is good, but at the westerly end numerous ledges make the much-used passage difficult and dangerous, over some of the ledges there being only about 7 feet at mean low tide. The mean tidal range is 9.66 feet. The present project, which is the first for this locality, is to remove the obstructing ledges at the westerly end of the thoroughfa -e to a depth of 15 feet at mean low tide for a width of 300 feet, at ail esti- mated cost of $40,000. This project was adopted by the act of March 4, 1913, which provided the entire estimated cost. The examination and survey reports, with map, on- which the project is based are printed in House Document No. 1128, Sixty-second Congress, third session. The project has not been modified. During the year a contract was made for doing all the work cov- ered by the project. About 66 per cent of the area has been drilled and blasted, but none of the loosened material has been taken up, so that navigation has received no benefit as yet from the operations. The total expenditures to the end of the fiscal year 1914 have been $1,418.67, all for new work. About 33 per cent of the work has been accomplished. The local commerce for the calendar year 1913 is reported as 227,828 short tons, the greater part of which was stone. The value of the commodities is estimated at $1,618,684. From March 28 to June 30, 1914, during working hours 350 vessels passed the site of the work. July 1, 1913, balance unexpended - $39, 418. 29 June 30, 1914, amount expended daring fiscal year, for works of im- provement ------------- --- ------ - ------- 36. 96 July 1, 1914, balance unexpended__. 38, 581. 33 July 1, 1914, outstanding liabilities-- 91. 0 July 1, 1914, balance available---------------------------------- 38, 490. 13 July 1, 1914, amount covered by uncomlnpleted contracts 31, 624. 50 (See Appendix A 5.) 6. Carvers Harbor, Vinalhaven, Me.-This is a small harbor in- denting the southern shore of the island of Vinalhaven, which lies in the outer portion of the entrance to Penobscot Bay. The island is so far removed from the mainland that there is no communication except by water. Before improvement the depth was from 3 to 8 feet at mean low tide. The harbor is small, about 50 acres in area. About 25 feet can be carried to the entrance. The mean tidal range is 9.3 feet. Under a project adopted by act of June 3, 1896, an area about 23 acres in extent was dredged to 16 feet at mean low tide, at a cost of $43,199.70. The existing project, adopted by act of March 4, 1913, provides for dredging an area of about 7 acres in the southeasterly part of the harbor to a depth of 10 feet at mean low tide, at an estimated cost of $16,000, which sum was provided by the act of 1913. This project is based on a report of examination and survey printed, with map, as House Document No. 624, Sixty-second Congress, second session, and has not been modified. RIVER AND HARBOR IMPROVEMENTS. 89 References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Inner harbor 2 I ........................... House... 31 Fifty-second.. Second... 1893 725 Do. 3 ......................... . ....... ... do.... 304 Fifty-third .... Third..... 1895 587 Do.2 . . ..... ... ....................... ..... ....... ... 1904 789 Do.2 3................................. ouse... 624 Sixty-second.. Second......... I No maps. 'Contains maps. 3Basis of project adopted by Congress. Under a contract made in November, 1913, all the dredging covered by the project was completed early in June, 1914. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, is $9,246.77, and the total under all projects $52,446.47. All expenditures have been for new work. The existing project has been completed as planned, and the area has been occupied as rapidly as it became available by small vessels which formerly crowded the deeper or main portion of the harbor. The commerce for the calendar year 1913 is reported as 111,970 short tons, having an estimated value of $1,400,220. The chief arti- cles were stone, fish, and coal. It is stated that the deeper water secured under the first project, that of 1896, has resulted in lower rates by vessels and barges, but it is probable that the main advan- tage has been in permitting a traffic which could not have been car- ried on under the original conditions. July 1, 1913, balance unexpended-------------- $15, 951. 60 June 30, 1914, amount expended during fiscal year for works of improvement------------------------- --- 9, 198. 37 July 1, 1914, balance unexpended---------------------------------6, 753. 23 July 1, 1914, outstanding liabilities------------------------------- , 958. 81 July 1, 1914, balance available----------------------------------- 794. 42 (See Appendix A 6.) 7. Penobscot River, Me.-Penobscot River drains a large number of lakes and small streams, and after assuming distinct character as a stream flows about 100 miles in a southerly direction through the middle of the State, discharging into Penobscot Bay. Except the dredging of a sawdust bar opposite High Head, near Bucksport, Me., the improvements have been confined to a stretch of about 32 miles of the river at and below Bangor. Before improve- ment 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 distance from Bangor to the head of the bay is about 27 miles. Penobscot Bay is for the most part very deep. About 40 feet can be had over the shoalest places in approaching the mouth of the river. 40 REPORT OF THEi CHIEF OF ENGINEERS, TT. S. ARMY. 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 32 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 Stern's 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 & Bangor Steamboat Co.'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 $172,720.53, a total expenditure down to this time of $371,020.53. 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). (See H. Doc. No. 739, 59th Cong., 1st sess.) The estimated cost of this work was $130,000. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Above Hampden 1- ..................... ... .... .. .............. ............ 1868 863 Oldtown to Medway 1 .. .... 1874 331 Bangor 2. .... Senate. 23 Forty-fifth.... Second.... 1878 193 Bucksport and Bangor 2......... ... ....... ..... .................... 1880 328 Bangor and below 2 3........ ... Senate.. 44 Forty-eighth.. First..... 1884 475 Bangor to Bucksport 1 3................... House.. 133 Fiftieth........ do...... 1888 425 Bucksport to Winterport 2...........................................1889 516 Bangor and below 2.................. .......... 1892 504 Do.2 3....... ......... House... 37 Fifty-second First...... 1892 533 Marsh River .................. ........ do ... 45 Fifty-fifth.... .. do...... 1897 801 Bangor and below 2 3.... ...... do... 49 ..... do....... .. do...... 1897 811 Bucksport Narrows 1........... ...... ... do..... 61 Fifty-sixth.... ... do...... 1900 1101 Kenduskeag River 1....................... do..... 54 ..... do...........do.... 1900 1108 Bangor 2 ......... do.. 739 Fifty-ninth.... do............. Marsh River 1........... ............. ... do.... 274 ..... do......... Second... ...... 1 No maps. 2Contains maps. 3 Basis of project adopted by Congress. The existing project, that of 1907, has not been modified. The project, work under which had been in progress for four years, was completed in September, 1913. A few large bowlders were dis- covered in the harbor and their removal will be undertaken with funds in hand. RIVER AND HARBOR IMPROVEMENTS. 41 The funds expended on the existing project up to the close of the fiscal year ending June 30, 1914, amount to $130,000, and the total under all projects $501,020.53, all for new work. The project of 1907 was accomplished under a single contract. Except for the few bowlders mentioned the depth at Bangor is 14 feet at mean low tide. Elsewhere in the river the depth is greater. The mean range of tide at Bangor is 13.1 feet. While Bangor, where there is a dam, without a lock, is the head of ordinary navigation, the river above is extensively used for floating logs from the upper waters. The tonnage for the calendar year 1913 is given as 551,789 short tons, the chief items being coal, lumber and cooperage, sand, and stone. The value of receipts and shipments is estimated as about $4,975,600. The effect on freight rates is indirect. The project was for an enlargement of the harbor space. Bangor secures the usual ad- vantage in rail rates due to its having good water facilities. GENERAL IMPROVEMENT. July 1, 1913, balance unexpended ...- $5, 450. 00 June 30, 1914, amount expended during fiscal year for works of im- provement --------- -------------------------------- 170. 53 July 1, 1914, balance unexpended ---------------------------- 5, 279. 47 AT BANGOR. July 1, 1913, balance unexpended_---------------- -- 22, 185. 48 June 30, 1914, amount expended during fiscal year for works of im- improvement ----------------------------------------- 22, 185. 48 (See Appendix A 7.) 8. Stockton Harbor, Me.-Stocktckton Harbor is a well-protected area of about 1,000 acres on the westerly side of Penobscot Bay, near its head. The greatest depth was on the easterly side, where there was from 18 to 20 feet at mean low tide. The depth at the mouth of the harbor is about 35 feet, and in Penobscot Bay much greater. The mean tidal range is 10 feet. The depth within the harbor was insufficient for the movement of heavy vessels, and a project adopted by the river and harbor act of June 25, 1910, in accordance with plan printed in House Document No. 1166, Sixtieth Congress, second ses- sion, provided for dredging a channel on the easterly side 25 feet deep at mean low tide and 300 feet wide, beginning 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 was $38,000, the total amount of which was appropriated by the act of 1910. This is the first project for this locality. The work was completed in accordance with the project during the fiscal year 1911. There were no operations during the fiscal year 1914 except office work and observation. The total expenditures have been $33,000, all for new work. The full project depth of 25 feet at mean low tide has been secured. The commerce for the calendar year 1913 amounted to 469,836 short tons, principally coal, fertilizer, potatoes, paper, rags, and lumber, with a total estimated value of about $8,951,829. There is no local business. The .tonnage represents the business of a railroad terminal which affords an outlet by water, and the exist- 42 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ence of which influences for better the all-rail accommodation affect- ing a great amount of traffic. It is desired to continue the locality under observation. July 1, 1913, balance unexpended ______ - -_________ $5, 000 July 1, 1914, balance unexpended __-----------________________ 5, 000 (See Apendix A 8.) 9. Rockport Harbor, Me.--Rockport Harbor is on the westerly side of Penobscot Bay, about 6 miles north of Rockland, Me. It has an area of about 45 acres. Originally the depth along the wharves in the upper part of the harbor was but 4 feet at mean low tide. In the outer harbor the depth is not less than 50 feet, and ranges to much greater depths in Penobscot Bay. The mean tidal range is 9.8 feet. 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- ment No. 963, Sixtieth Congress, first session, which provided for the removal of a ledge, about midway of the entrance to the harbor, over which there was only about 4 feet at mean low tide. The ledge was to be removed to a depth of 15 feet below the level of mean low tide, at an estimated cost of $32,000, which sum was provided by the act of 1910. The work is expected to be permanent. For reports on examinations and surveys see House Document No. 141, Fiftieth Congress, first session (Annual Report of Chief of En- gineers for 1888, p. 407), and House Document No. 963, Sixtieth Con- gress, first session. No maps have been printed. The existing project has not been modified. At the beginning of the fiscal year 1914 the greater part of the work under the existing project had been accomplished, under con- tract, but the shoal places were so numerous and irregular that a definite statement was not practicable. By the early part of the fol- lowing December the work was completed ii accordance with the project, giving 15 feet at mean low tide, where formerly there was only about 41 feet. Expenditures on the existing project up to the close of the fiscal year ending June 30, 1914, have been $30,942.31, and the total for the locality, $45,942.31, all for new work. The commerce by water for the calendar year 1913 is reported as 185,465 short tons, the chief items being lumber and cooperage, coal, ice, bricks, clay, lime, cement, etc., with an estimated value of $709,115. The removal of the ledge has made the entrance to the harbor safer and better. July 1, 1913. balance unexpended___________________-______ $18, 926. 04 June 30, 1914, amount expended during fiscal year, for works of improvement------------------------- 17, 868. 35 July 1. 1914, balance unexpended 1, 057. 69 July 1, 1914, outstanding liabilities O.9673 July 1, 1914, balance available - - ........ - -. .. ... 860. 96 (See Appendix A 9.) RIVER AND HARBOR IMPROVEMENTS. 43 10. Rockland Harbor, Me.--Rockland Harbor is on the westerly side of Penobscot Bay near its mouth. It has an area of about 1,180 acres. 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 direc- tion of the wharf frontage is north and south, and the length of frontage is about 800 feet. Before improvement 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. The depth within the harbor ranges from 6 feet to 30 feet; at the entrance the depth is about 50 feet, increasing rapidly out into Penobscot Bay. 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 breakwater and to provide for extending the breakwater at Jamesons Point farther south than was first contemplated. By the act of June 3, 1896, Congress adopted a project for dredg- ing 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- bined with that for the breakwater as one project, and authority was given for completing the whole under the continuing-contract sys- tem at an estimated expenditure of $1,036,000. (See H. Doc. No. 85, 54th Cong., 1st sess., including map.) The existing project is, therefore, the construction of a stone break- water extending about 4,346 feet in a southerly direction from Jame- sons Point, the removal of two groups of ledges, and dredging along the harbor line. 44 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Breakwater ............ ....... ........... .......... ... ........ .... ..... ..... 1881 466 Harbor. ................................. ..... ............................. 1890 439 Harbor 2...... House... 105 Fifty-second.. Second... 1893 729 Do.' ... .... .. do.... 85 Fifty-fourth... First...... 1896 581 Atlantic Point2---.. ------ ... .. do.. 421 Sixty-second.. Second......... I Contains maps. 2 No maps. a Basis of project adopted by Congress. There was no work, beyond supervision, during the fiscal year 1914. The appropriations for the above work have aggregated $925,500. Expenditures to the close of the fiscal year ending June 30, 1914, have been $920,889.38, of which $5,026.65 is regarded as for mainte- nance. 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 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. The business, by water, for the calendar year 1913, amounted to 668,018 short tons, largely coal, granite and lime rock, lumber and cooperage, lime, fertilizer, pulp, etc. The value of the commodities has been estimated as $14,334,860. 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. July 1, 1913, balance unexpended---............ ............. .. $4, 630.62 June 30, 1914, amount expended during fiscal year, for maintenance of improvement------------------------------------------- 20. 00 July 1, 1914, balance unexpended---------------------------- 4, 610. 62 (See Appendix A 10.) 11. Medomak River, Me.-Waldoboro, at the head of navigation, is 16 miles west of Rockland. The river has its source about 20 miles above Waldoboro and flows southerly. Below Waldoboro about 5.5 miles the river enters Hockomock Channel, one of several passages leading to the sea. The channel of the Medomak shoals gradually from its mouth upstream. About 1.5 miles below Waldoboro the depth.is 5 feet; from thence upstream the river was in places but I foot.deep at mean low tide. The existing project, which is the first for this locality, is based upon an examination and survey report, which, with map, is printed as House Document No. 674, Sixty-second Congress, second session. The aim is to secure a depth of 5 feet at mean low tide for a width RIVER AND HARBOR IMPROVEMENTS. 45 of 75 feet, from the 5-foot contour, a distance of about 14 miles, up to the village of Waldoboro. The estimated cost is $17,000, which was provided by the act of March 4, 1913. The project has not been modified. A previous examination and survey were the subjects of a report submitted in 1903 and printed (without map) as House Document No. 195, Fifty-eighth Congress, second session (Annual Report, Chief of Engineers, 1904, p. 804). The dredging contemplated by the existing project was accom- plished during July, August, and September, 1913. The work amounted to the excavation of 48,480 cubic yards of material and was done under a single contract. Expenditures up to the close of the fiscal year ending June 30, 1914, have amounted to $17,000. The project is completed. The mean tidal range is 9.5 feet. The traffic for the calendar year 1913 is reported as 1,978 short tons, largely coal, with an estimated value amounting to $41,000. The improvement is expected to be of great advantage to traffic by small vessels, which have been restricted in the use of the river because of lack of depth. It was completed too late to be of much benefit last year. July 1, 1913, balance unexpended. $16, 943. 10 June 30, 1914, amount expended during fiscal year, for works of improvement_--_----------------- 16, 943. 10 (See Appendix A 11.) 19. South Bristol Harbor, Me.-South Bristol Harbor is a small indentation on the easterly side of Damariscotta River and about 3 miles above the mouth of that stream. The mouth of the Damaris- cotta is about 9 miles east of the mouth of the Kennebec. South Bristol Harbor is the westerly end of a passage about 1 mile in length, connecting Damariscotta and Johns Rivers. The value of the passage consists in the fact that it affords a direct protected passage and permits small vessels to avoid a long exposed detour. There is good depth, except at the westerly end, at South Bristol, where a drawbridge spans the narrowest and shoalest part. Directly west of and in close proximity to the bridge a shoulder of ledge projected boldly into the passage and seriously obstructed an otherwise fair- way. The least width at low tide was about 10 feet, and the least depth about 2 feet at this place. The draw opening is 30 feet. At the mouth of the harbor the depth is about 39 feet, from whence it shoals to about 7 feet, and to 2 feet at the bridge. East of the bridge there is about 17 feet of water until Johns River is reached, when the depth increases rapidly. The mean tidal range is 9.1 feet. The existing project, adopted by the river and harbor act of July 25, 1912, is in accordance with plan printed in House Document No. 564, Sixty-second Congress, second session, and provides for remov- ing.the obstructing ledge to the depth of 2 feet at mean low tide, at an estimated cost of $3,500, which amount was provided by the above- named act. The project has not been modified. The improvement is expected to be permanent. The work of removing the ledge, which was done under contract and which had been commenced shortly before the close of the last 46 REPORT OF TE CCHIEF OF ENGINEERS, U. S. ARMY. fiscal year, was prosecuted intermittently as tides served and accord- ing as plant could be spared from other work. The project was fully completed in February, 1914. The total amount expended on the ex- isting project up to the close of the fiscal year ending June 30, 1914, is $3,500, all for new work. This represents all the work at this locality. In accomplishing this project a channel about 25 feet wide has been secured, which is as wide as could'be made with safety to the bridge abutments, and the approaches have been much improved. The" depth is 2 feet at mean low tide. The contractor was at work during the busy season of 1913 so that the passage was not generally available. From April 1 to December 31, 1912, the draw was opened 800 times, besides which a great num- ber of small boats passed under the draw without it being opened. The business at South Bristol for the calendar year 1913 aggregated 11,150 passengers, and 1,650 short tons of freight valued at about $165,000. It is expected that the full benefit of the improvement to navigation will be developed during the present year. July 1, 1913, balance unexpended $3, 467. 88 June 30, 1914, amount expended during fiscal year for works of improvement ---- ------------------------------------- 3, 467. 88 (See Appendix A 12.) 13. Boothbay Harbor, Me.-Boothbay Harbor is about 14.5 miles southeast of Bath, Me., by water. The outer harbor is commodious, with depths of 30 feet and greater. The inner harbor, which is the locality under improvement, .has an area of about 73 acres. The depth at mean low tide is from 14 to 25 feet, except along the wharves and at the upper end, where, before improvement, it was only from 4 to 7 feet. The mean tidal range is 8.8 feet. The existing project, adopted by the river and harbor act of July 25, 1912, is in accordance with plan printed in House Document No. 82, Sixty-second Congress, first session, and provides for dredging to a depth of 12 feet at mean low tide along the wharves and at the upper end, at an estimated cost of $18,000, which was provided by the above-named act. This is the first work authorized for this locality. The project has not been modified. The improvement is expected to be fairly permanent. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents, of Chief of Engineers. Section covered. louse or No. Congress. Session. Year. Page. Senate. 2 . . 1 ............................. Inner harbor . . . . . . . . . . . . . . . . . . . . . . House... . . 46 Fifty-fifth.... First.... 1897 802 Do. .. . do..... 277 Fifty-sixth... .. do...... 1900 1117 Do. 3................................ .do. 82 Sixty-second. do.... ............. i No maps. 2 Contains maps. &Basis of project adopted by Congr~ss. RIVER AND HARBOR IMPROVEMENTS. 47 The ledge which was uncovered by the previous dredging oper- ations and which projected above grade was drilled and blasted in September, and in December, 1913, the loosened material was taken up, thereby completing the project for improvement and giving the depth of 12 feet at mean low tide in the inner harbor. The work was done with plant hired by the day. The total expenditures under the existing project up to the close of the fiscal year ending June 30, 1914, have been $17,002.82. all for new work. This sum represents all that has been expended for im- provement at this locality. The commerce for the calendar year 1913 amounted to 108,098 short tons, the principal items being ice, fish, and coal. The esti- mated value of the commodities is placed at $1,588,770. One steamboat line carried about 59,000 passengers. The improve- ment is said to have been of great benefit in enabling loaded vessels to reach the wharves. July 1, 1913, balance unexpended-_ $5,761. 41 June 30, 1914, amount expended during fiscal year, for works of improvement ------------------------------------------- 4, 764. 23 July 1, 1914, balance unexpended________ ____________ ---------- 997. 18 July 1, 1914, outstanding liabilities ________________________- 256. 60 July 1, 1914, balance available7__ _____ -_____ ___-- 740. 58 (See Appendix A 13.) 14. Sasanoa River, Me.-The Sasanoa, formerly called Back River, and sometimes "Gut opposite Bath," is a tidal river, or thoroughfare, about 9 miles in length, connecting the Kennebec River, at Bath, Me., with Sheepscot River. Improvement has been confined to a length of about 2 miles at its western end. The depth in the Kennebec near the mouth of the Sasanoa is about 30 feet, and in the Sheepscot it is 60 feet and greater. Originally this stream was much obstructed in the vicinity of Upper Hell Gate. The channel at and near that place was crooked and narrow and was obstructed by dangerous 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 $15,500 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 112 feet at mean low tide, by ledge excavation; for dredging to the same depth at Carleton 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 (Rivers and Harbors Com- mittee, Doe. No. 47, 61st Cong., 2d sess.), is to increase to a width of not less than 140 feet the channel 90 feet wide made under the first project 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 con- tained an.appropriation of the entire estimated cost, viz, $44,000. 48 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of IEnineers. Section covered. House or No. Congress. Session. Year. Page. Senate. 1. . . . . . . . . .. .. . . . . . . . . . . .. . . . . . . .. . . . .. . . . . . . . . . . . . . Western . . ... . . 1867 499 Do.2....................................... ... ........... ..... ............ 1880 334 Do...................... ....... ... House... 142 Fifty-third... Third.... 1895 953 Do. 13. ......................... ...... Commit- 47 Sixty-first..... Second..... ........ tee. ' No maps. 'Contains maps. ' Basis of project adopted by Congress. There has been no change in the existing project. There were no operations during the last fiscal year. Expenditures under the existing project up to the close of the fiscal year ending June 30, 1914, have been $35,000, all for new work. The project has been completed. The total expenditures, under all projects, have been $92,487.69. The Sasanoa is the usual route of travel to Boothbay Harbor, a place of considerable importance, and in the summer the travel is much increased by the large number of summer residents at Squirrel Island and other resorts in that vicinity. It is navigable throughout its entire length and has about 12 feet depth at mean low tide over the shoalest parts. The mean range of tide in the vicinity of the last improvement 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 Island, where there was less current. The increase in discharge ca- pacity and elimination of some of the cross currents has improved the condition in the westerly channel also. The business for the calendar year 1913 is given as 9,948 short tons of general merchandise, having an estimated value of about $1,000,000. The number of passengers carried was 59,298. 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 passsage le ss dangerous. July 1, 1913, balance unexpended----------------------------------- $9, 000 July 1, 1914, balance unexpended-- ----- - 9, 000 9-------- (See Appendix A 14.) 15. Kennebec River, M11e.-Kennebec River drains a large number of lakes and minor streams, and from Moosehead Lake, in western central Maine, flows about 150 miles in a southerly direction, and discharges into the Atlantic about 25 miles east of Portland. Works of improvement have been confined to that section of the river be- tween Augusta, at the head of navigation and about 44 miles above the mouth, and the foot of Swan Island, about 20 miles from the mouth. The characteristic depth at the mouth is about 30 feet. RIVER AND HARBOR IMPROVEMENTS. 49 Before improvement the main channel 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 Hatches 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 62 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 62 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 Hinck- leys Shoal, above Gardiner, and 10 feet thence to Augusta, at an estimated cost 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 con- tinuing contract 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, was 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 60993"-ENG 1914-4- 50 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. This project, with map, is published as House Document No. 321, Fifty-ninth Congress, second session, and has not itself been modified, but the act of March 4, 1913, appropriated $30,500 to meet the entire cost, and adopted a project published, with maps, in House Document No. 746, Sixty-second Congress, second session, which provides for a depth of 12 feet at mean low tide in the channel west of Swan Island, increased to 15 feet over the upper shoal, and 100 feet wide. This project has not been changed. The channel west of Swan Island will, it is estimated, cost about $2,500 annually for maintenance. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Augusta to Lovejoy Narrows 1............. House... 94 Twenty-fifth.. Second..... . .. .... Gardiner toAugusta .......................... ..... ........... 1867 488 2 Richmond Harbor ...................... Augusta to Bath2...... .............. House.. 29 133 Forty-sixth... Third..... 1881 479 ... do.... Fiftieth....... First...... 1888 412 Swan Island .. ........ ..... .. ............ .......... 1890 442 Waterville to Augusta ........... .... House... 76 Fifty-second. First..... 1892 541 Gardiner to Augusta . .................do.... 262 Fifty-sixth.... ...do...... 1900 1121 Mouth to Gardiner. . 3. ..... . . . . . ................... . . . . . . . . . .. . do..... 321 Fifty-ninth.... - Second................. Popham Beach ... do..... 411 Sixty first.. .. do................. Swan Island 3....................... .. do.. 746 Sixty-second.. ... do................. IContains maps. 2No maps. 3Basis of project adopted by Congress. There was no work during the fiscal year 1914. Expenditures to June 30, 1914, under the project of 1907 have been $271,589.71, all for new work. In the fiscal year 1912 the sum of $3.25 was received on account of sales. The project is completed except for removal of a ledge off Abagadasset Point and a small shoal at Nehumkeag Island. Expenditures under the project of 1913 for channel west of Swan Island have been $157.91, all for new work. A contract which pro- vides for the accomplishment of practically the entire project has been entered into, and work will probably be commenced early in July. The channel should be completed the present working season. The total amount expended on all projects to the end of the fiscal year 1914 is $862,158.65. 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 RIVER AND HARBOR IMPROVEMENT. 51 is about 44 miles above the mouth of the river. Above that point the stream is practically devoted to water power and lumbering opera- tions. Over the shoalest part of the river between the mouth and Gardiner, which is the portion covered by the existing project, about 15 feet can be carried at mean low tide except for the small shoal near Nehumkeag Island, where the depth is about 13 feet. The work under the existing project has extended over a length of river about 14 miles between extremities. West of Swan Island the least depth is about 8.5 feet. . The commerce for the calendar year 1913 amounted to 419,810 short tons, the principal items being ice, coal, pulp wood, and lumber. The estimated value of the commodities is $3,484,750. The tonnage of the Kennebec is subject to fluctuation, according to activity in ice movement. While the use of the river for transportation purposes has some value in a competitive way, the principal effect on freight rates is due to the increased depths which permit the use of larger vessels and larger cargoes in handling such commodities as coal, ice, and lumber, which demand cheap transportation. The channel west of Swan Island is to accommodate the steamboat traffic. MOUTH TO GARDINER (PROJECT OF 1907). July 1, 1913, balance unexpended----------------------------$3, 417. 01 Amount expended during the fiscal year $59. 69 Reimbursable ----------- ------------------------- 56. 22 June 30, 1914, net expenditures during fiscal year, for works of improvement---------------------------------------------- 3. 47 July 1, 1914, balance unexpended-- --------------------------- 3, 413. 54 CHANNEL WEST OF SWAN ISLAND (PROJECT OF 1913). July 1, 1913, balance unexpended _ --- $30, 466. 37 June 30, 1914, amount expended during fiscal year, for works of improvement------ 124. 28 July 1, 1914, balance unexpended-------------------------------- 30, 342. 09 July 1, 1914, outstanding liabilities ------------------------------ 120. 51 July 1, 1914, balance available_---------- ---------------------- 30, 221. 58 July 1, 1914, amount covered by uncompleted contracts ------------ 27, 827. 65 (See Appendix A 15.) 16. Portland Harbor, Me.-This harbor is located in the south- western part of the State of Maine. The distance from the light- house at the entrance to the upper part of the main harbor is about 6 miles. The mean tidal range is 8.9 feet. There is no bar at the entrance. Up as far as the mouth of the inner harbor a least depth of about 42 feet is available. The entrance to the main part of the harbor of Portland, or the anchorage, has always been good, but before improvement the ap- proach 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 Stamford ledge the greatest available depth was only 16 feet. The best part of the wharf front 52 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 Congress of 1868, the plan of improvement being to excavate a chan- nel 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, except- ing some dredging in the inner harbor, was completed by 1876. Be- tween 1881 and 1885 the Middle Ground was removed to a depth of 21 feet at mean low tide. A further deepening of a portion of the harbor to 29 feet at mean low tide was next begun under the project of 1886. To this was sub- sequently added, in 1890, a small amount of dredging in the upper part of the harbor. In 1894 the project was extended to cover the widening of the upper part of the 29-foot area and the dredging of a channel 25 feet deep to connect the deep water in the lower part of the harbor with deep water in the upper part. This work was completed in 1894. By the act of June 3, 1896, Congress adopted a project for dredg- ing 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. (See S. Doc. No. 271, 54th Cong., 1st sess.) The same act appro- priated $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 & 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. This work was completed in 1908. Expenditures under the above projects have been $1,515,701.74. The amount regarded as expended for maintenance of improvement is $2,150.68; the amount received from sales is $9.44. All the above projects have been completed, and appropriations have been made to the extent of the authorization of 1896. The existing project, adopted by the river and harbor act of July 25, 1912, is in accordance with plan printed in House Document No. 489, Sixty-second Congress, second session (with map). It provides for enlarging the deep-water anchorage opposite the eastern end of the city, for excavating rock and other material so as to give a chian RIVER AND HARBOR IMPROVEMENTS. 53 nel 14 feet deep at mean low tide between Grand Trunk and Tukeys bridges at the entrance to Back Cove, for restoring the channel in Back Cove to 12 feet at mean low tide, for redredging a portion of the channel of approach to Back Cove, and.to restore the 30-foot depth over the most important part of the main harbor. The esti- mated cost is $460,000, with about $2,000 annually for maintenance. The act of July 25, 1912, appropriated $100,000 for commencing work under this project. The project has not been modified. References to examination or survey reports and mnaps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Breakwater............................. House... 491 Twenty-third. First................ Do......... ............................ ..................................... 186 . H arbor..................................................... ........................... 1868 Do.'................. ............. ......... ...... ............... .......... 1880 336 Back Cove' ......... ................. .......... .................................. 1886 541 Harbor '.............................................................................................. 1887 450 Back Cover ............................ ... ...... . ... ....................... 1888 388 South side 2.............. .......... House... 102 Fifty-second . Second.... 1893 735 Harbor.. ............................................................ 1901 1008 Witch Rocks.......................House 85 Fifty-sixth.... Second.... 1901 1009 Harbor 2.. .. ... ... .... ..... do... 445 Fifty-ninth... First...... ... ........ Between Peaks and Great Diamond ... do..... 896 Sixtieth...... do... ... d... .. ... Islands .2 Harbor 8 ......................... ... ... do.... 489 Sixty-second.. Second... Do.' ..... ......................... .................................. 1913 1526 1 Contains maps. 2No map. 8Basis of project adopted by Congress. New work under the existing project, that of 1912, was in prog- ress practically throughout the fiscal year. About 40 per cent of the anchorage area was dredged, about 70 per cent of the rock excavation between Grand Trunk and Tukeys bridges was accom- plished, the channel of approach to Back Cove was redredged, and the 30-foot depth in the main harbor was restored. This was all done during the fiscal year 1914, and represents practically all work so far done under the existing project. The dredging was done under contract, the rock excavation with plant hired by the day. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, is $122,927.51, all for new work. The total amount expended on all projects to the end of the fiscal year 1.914 is $1,638,629.25. The deepening in the main harbor and in the channel of approach to Back Cove has been of benefit to trans-Atlantic steamers and heavy coal vessels. The anchorage area is not yet sufficiently extended to be available. The ledge excavation between Grand Trunk and Tukeys bridges, while but little more than one-half accomplished, has already been of distinct value. Several heavy vessels have passed over the ledges in safety. The commerce for the calendar year 1913 is given as 3,339,538 short tons, more than one-half of which was coal. The value of the com- modities is estimated at $128,506,579. The passenger movement amounted to 1,480,422. 54 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is impracticable to make a definite statement as to the effect of the improvement on freight rates, but a large trans-Atlantic business has been greatly helped, and the capacity of the harbor has kept pace with the increase in size and draft of vessels used in the coal traffic, with the accompanying saving in cost of transportation. The new appropriation asked for is to be applied to completing the dredging of the anchorage area and the project. July 1, 1913, balance unexpended____________________________ $249, 380. 23 June 30, 1914, amount expended during fiscal year, for works of improvement_____ -_____________ 115, 272. 99 July 1, 1914, balance unexpended____________________________ 134, 107. 24 July 1, 1914, outstanding liabilities_____________________________ 31, 504. 82 July 1, 1914, balance available__________ __________ ____ __ 102, 602. 42 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_------------------------------- 105, 000. 00 Amount available for fiscal year ending June 30, 1915____________ 207, 602.42 July 1, 1914, amount covered by uncompleted contracts ___________ 45, 377. 32 Amount (estimated) required to be appropriated for completion of existing project --- 1105,_ 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement______________________ '105, 000. 00 (See Appendix A 16.) 17. Saco River, Me.-Saco River rises in the White Mountain re- gion of New Hampshire and, flowing in a general southeasterly direc- tion about 105 miles, discharges into the Atlantic about 16 miles southwest of Portland Harbor, Me. The portion of the stream under improvement is that from the towns of Saco and Biddeford, at head of navigation, to the mouth, a distance of about 5 miles. 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 navigation. The depth on the bar was only 2 feet at mean low water. About one-third of a mile outside the bar the water deepens to 30 feet. 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 projept was the consolidation by the act of September 19, 1890, of a project adopted in 1884 for repairing the breakwater, 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 55 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 com- pleted-practically all except the extension of the breakwater to Sharps ledge. The amount expended for work under the consolidated project was $172,408.37, and $346,680.12 prior to operations under existing project. 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 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. The estimated annual cost of maintenance is $3,000, chiefly to keep open the channel through the bar at the mouth of the river. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Break ater.............................1866 188 Breakwater .... ... Senate.. 44 Forty-eighth.. First...... 1884 484 Mouth to Saco 1 ............................... . .... House... 37 Forty-ninth.... do...... 1886 552 Do.1 ............. ............ .. --------.......... ... .. .. .. 1887 458 Do.12 .......................... ......House... 752 ixty-first..... Second ........... 1Contains maps. 2 Basis of project adopted by Congress. The existing project has not been modified since its adoption. The work includes dredging, a small quantity of ledge excavation, repair of jetties, and the extension of the jetty on the south side of the mouth of the river. The ledge excavation which was under contract at the close of the fiscal year 1913 was completed in October. A small quantity of stone was placed to strengthen the footings of the two outer beacons on the jetty on the south side of the mouth of the river. During September and October, 1913, some work was done in making a cut through the bar at the mouth of the river, but the weather turning out very unfavorable the effort was not entirely successful. The stone to strengthen the footings was purchased in open market, and the dredging at the bar was with plant hired by the day. The dredg- ing on the bar and some work which may prove to be needed on the jetty and breakwater are all that remain to complete the existing project. The total amount expended on the existing project up to the close of the fiscal year ending June 30. 1914, is $49,690.79, of which the 56 REPORT OF THE CHIEF OF ENGINEERS, U. ~. ARMY. sum of $1,071.55 is regarded as for maintenance, being for repair of jetty beacons built under a former project. The total amount ex- pended under all projects is $396,370.91. The mean tidal range is 8.8 feet. The project depth of 7 feet at mean low tide secured in the river is believed to have maintained. The shoalest place is on the bar at the mouth, where conditions change frequently. Probably about 6 feet is all that can be de- pended on. The head of navigation is at Saco and Biddeford, on opposite sides of the river, about 5 miles above the bar, to which towns the river is navigable in fact. The stream above is devoted to water power development and a small amount of lumbering. The commerce for the calendar year 1913 amounted to 68,855 short tons, mostly coal, with an estimated value of $385,000. The improvement is expected to bring about some reduction in freight rates through the use of larger vessels and loading them to full, instead of partial, cargoes. July 1, 1913, balance unexpended-__ ___ - - _$18, 995. 73 June 30, 1914, amount expended during fiscal year, for works of improvement _ ------------------------------ 8, 594. 89 July 1, 1914, balance unexpended---- 10, 400. 84 July 1, 1914, outstanding liabilities_ 156. 81 July 1, 1914, balance available_ _1-0, 244. 03 (See Appendix A 17.) 18. Harbor at Isles of Shoals, Me. and N. H.-Isles of Shoals lie in the open sea about 6 miles southeast of Portsmouth Harbor, N. H. The most protected anchorage at Isles of Shoals, known as Gosport Harbor, lies between Star Island on the south and southwest, Cedar Island on the southeast, and Smuttynose Island on the north and northeast. At mean low water its anchorage of about 32 acres had a depth of 18 to 48 feet and none of its entrances less than 24 feet. The mean tidal range is 8.7 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 Smuttynose and Cedar Islands, the upper part of which had been demolished to the level of 11 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. 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 was provided by the act of 1910. RIVER AND IHARBOR IMPROVEMENTS. 57 References to examination or survey reports and maps or plans (including project documents.) Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. ...... . . . . . . . . Breakwater 1 .. .... House.. 75 (pt. 2) Forty-third... Second.... 1875 421 Do. 2.............................. .. . do .... 255 Fifty-sixth.... First.... 1.900 1172 23 Do. 1 .................. ..... do.... 1122 Sixtieth....... Second... ........ Do. ........................... ......... ......... .......... 1913 1530 1No maps. 2Contains maps. 3 Basis of project adopted by Congress. The existing project has not been modified since its adoption. The breakwater construction, which was in progress at the close. of the fiscal year 1913, was completed July 11, 1913. This completed the project, except for possibly some work which may prove neces- sary if any sea adjustment has occurred. The work was accom- plished by a single contract. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, is $39,238.32, all for new work. The total amount expended on all projects is $80,691.53. The local commerce is inconsiderable. For the calendar year 1913 it is given as 16,650 short tons, nearly all of which was sand and stone. The harbor is of value as a refuge in the open sea 6 miles off the coast. July 1, 1913, balance unexpended____________________________ $6, 816. 18 June 30, 1914, amount expended during fiscal year for works of improvement ------------------------------------------- 6, 054. 50 July 1, 1914, balance unexpended--_- _-_ 761. 68 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914______ 5, 000. 00 Amount available for fiscal year ending June 30, 1915----------- 5, 761. 68 (See Appendix A 18.) 19. Pepperells Cove.-Pepperells Cove is on the easterly, or Maine, side of Portsmouth Harbor and about 1 mile within the entrance. It has never before been under improvement by the United States. The depth varied from 1 to 11 feet at mean low tide, and at the entrance there was a ledge with a depth of only about 5.5 feet. These conditions made the cove of restricted value to vessels. Portsmouth Harbor has a depth of about 42 feet at the mouth, with greater depth inside. 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 122 feet. The work was esti- mated to cost $158,400. The project has not been modified. For reports on examinations and surveys see Annual Report of the Chief of Engineers for 1891, page 614 (H. Doc. No. 62, 51st Cong., 58 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 2d sess.), and House Document No. 1081, Sixtieth Congress, second session. There were no operations during the fiscal year 1914. A contract has been made for removing all the ledge and thereby completing the project. Work has just been commenced and should be completed during the fiscal year 1915. The total expenditures up to the close of the fiscal year ending June 30, 1914, have been $81,307.48, all for new work. The mean tidal range is 8.7 feet. The cove has been dredged to the project depth of 12 feet at mean low tide, but the bottom is irregular because of frequent ledges projecting above grade. These are to be removed under the existing contract. 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 im- provement is not expected to directly affect freight rates, but to pro- vide an anchorage and harbor for small vessels. The commerce of Porsmouth Harbor for the calendar year 1913 is reported as 441,875 short tons, practically all coal. The estimated value of the commodities is $1,893,125. July 1, 1913, balance unexpended_____________________________ $77, 187. 66 June 30, 1914, amount expended during fiscal year for works of improvement-----__ 95. 14 July 1, 1914, balance unexpended __________________ ____ 77,092. 52 July 1, 1914, outstanding liabilities__ __________________________6. 00 July 1, 1914, balance available_______________________________ 77, 086. 52 July 1, 1914, amount covered by uncompleted contracts-. .. -___ 75, 840. 00 (See Appendix A 19.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JUNE 25, 1910 JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations and surveys required by the river and harbor acts approved June 25, 1910, July 25, 1912, and March 4, 1913, 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 NewI Meadows River, Me.-Reports dated April 26, 1911, and January 17, 1912, with map, are printed in House Document No. 250, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 2. Preliminary examination of Bagaduce River, Me.-Report dated January 27, 1914, with map, is printed in House Document No. 870, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. RIVER AND HARBOR IMPROVEMENTS. 59 The local officer was also charged with the duty of making the following preliminary examinations and surveys, provided for by the river and harbor acts approved July 25, 1912, and March 4, 1913, and reports thereon will be duly submitted when received: 1. Harbor ofJCriehaven, Me. 2. Thomaston Harbor, Me., with a view to securing greater depth and width of basin. IMPROVEMENT OF RIVERS AND HARBORS IN THE BOSTON, MASS., DISTRICT. This district was in the charge of Col. John Millis, Corps of Engi- neers, until February 14, 1914, and in the charge of Lieut. Col. W. E. Craighill, Corps of Engineers, since that date. Division engineer, Col. Frederic V. Abbot, Corps of Engineers. 1. Newburyport Harbor, Mass.-The water front of Newburyport is on the south bank of the Merrimac River, about 2z miles above the mouth and about 58 miles by water north of Boston. The river at this point is about one-fourth of a mile wide. In its original condition the outlet of the Merrimac River, which between 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. Prior to specific appropriations for Newburyport Harbor funds applicable to Merrimac River, of which it is the estuary, were de- voted 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. The original project adopted by the act of June 14, 1880, which is the existing project, is published (with map) in the Annual Report of the Chief of Engineers for 1881, page 502, and is to create at the outer bar a permanent channel 1,000 feet wide, and at least 17 feet deep at mean low water by constructing two converging jetties, projecting one from the north shore 2,910 feet, the other from the south shore 1,500 feet (reduced in 1883, in changing its direction, to 1,320 feet), 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 5z 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 extend- ing both jetties 610 feet parallel to the axis of the channel, and in 1886 for increasing the extension to 1,000 feet, increasing the cost of the work, as estimated in 1897, to $599,547.49. No estimate of cost of maintenance was stated. The modification of 1884 changed the direction of both the north and south jetties from straight jetties ending in circular mounds to bent jetties. In each jetty the change of direction was made on a gradual curve, the jetties converging until their center lines were 1,000 feet apart, and then extending parallel for a distance of 1,000 feet (as expressed in 1886). The 1,000-foot parallel extension of the 60 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. jetties being thus estimated from a point where convergence ceases instead of from the center of the mounds at the outer ends of the jetties as formerly proposed, the total lengths of the jetties as now projected are respectively 4,118 feet for the north jetty and 2,445 feet for the south jetty. The river and harbor act of June 25, 1910, authorized dredging to be included as a part of the existing project. The existing project, as modified from time to time, is to create a permanent channel through the outer bar 1,000 feet wide and at least 17 feet deep at mean low water by constructing two jetties, project- ing one from the north shore and the other from the south shore, con- verging until 1,000 feet apart, and then extending seaward parallel to the axis of the channel for a distance of 1,000 feet; total length of north jetty, 4,118 feet; of south jetty, 2,445 feet; and the partial clos- ing of Plum Island Basin by a timber dike. Dredging through the bar, if found advisable, is also included in the project. The object of the improvement is to give easy access at high tide to the wharves at Newburyport for vessels drawing 17 feet approxi- mately. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entrance to Newburyport Harbor, 2 1881 502, adopted plan of jetties, 1880.1 ....... -504-511 1. . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . 131882 509 Partial closing of Plum Island Basin 21884 497 Modifications in jetties and shore pro. 2 1883 437 tection, 1883 and 1884.1 f1......... 2884 494 Parallel extension of jetties, 1886; with {f 2 1886 558 increased estimate, 1897.1 .......--... ..........--.- * 21897 825 Surveys of bar and entrance: 1885................................ .. ....... ........................ 2 1885 495 .. .......... 1886.......................... .. ..... ..........- - .......... 2 1886 559 1887................. ............ ....... .... .......... 21887 491 1888.......... ......... ................ ..... .............. ....... 2 1888 434 1889....................................... .. ........... .... 2....... 1889 555 1890 .............................. ..................... .. ....... .. ....... 21890 483 1891...................................... ...... ...... ..... 21891 627 . ... .......... 1892..................................... .... 8... 1892 553 1893............. ....................... .. ...... ......... .... .... . . .... 2 1893 741 1894............................... ........ .......... ........ ....... 2 1894 531 1895 ............................... ..... ....... . .............. ... ...... 21895 599 1897 ................................... ... .... ........... ... .......... 2 1897 825 1899............................. ............ ... ......... ............... 1899 1059 1901.... .............. ......... ............... .. . ........ ...... 2 1901 1043 1905............................. I............... ......... ..... .. 21905 802 1906, with estimate for removing Rouse.. 2339 Fifty-ninth... Second............... obstructions at mouth. 1910.......... ..................................... ..... ........ 1910 1099 1 Basis of existing project adopted by Congress June 14, 1880, and its modifications. 2 Contains maps. 8No maps. During the fiscal year 15,466 tons of stone were deposited, under contract, along the outer 1,250 feet of the north jetty toward com- pleting it to the project width of 15 feet at grade 12 feet above mean low water. Total expenditure, $12,649.57 all for improvement. RIVER AND HARBOR IMPROVEMENTS. 61 To June 30, 1914, the amount expended on the project was $453,469.75, of which $10,389.68 was for maintenance. In addition, $500 was expended in 1901 for removal of North Rock under au- thority of act of March 3, 1899. By way of refundment, $795.31 has been recovered from a failing contractor. The total amount expended to June 30, 1914, was $453,969.75. The project is about 85 per cent completed. The north jetty has been completed to its full cross section for a length of 2,868 feet, and the south jetty has been completed except for a distance of 30 feet at its outer end. Both jetties, so far as completed, 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. On the north jetty a core 12 feet above mean low water, with a width of 5 feet on top, has been built for a farther distance of 1,250 feet to its outer end; and additional stone has been deposited along this section toward bringing it to the required width of 15 feet at grade 12 feet above mean low water. Plum Island Basin has been closed with a timber dike 817 feet long, 5 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 tem- porarily, and two sand catchers, respectively 480 and 572 feet in length, have been built in rear of the south jetty. A survey of the bar and entrance channel in June-July, 1914, shows a continued tendency of the channel to straighten under the influence of the extension of the north jetty. Compared with the survey of 1912 the channel across the bar has swung to the north more nearly parallel to the line of the jetties, and inside of the jetties the shoal ground on the Plum Island side has receded to the south, straightening the channel through this section of the river. June 30, 1914, the deepest draft that can cross the bar at the mouth of the river at mean low water under favorable conditions is 13 feet, but the usual draft is 9 feet, and this draft can be carried to the wharves at Newburyport, alongside some of which there is a depth of 12 to 15 feet at low water. The tidal range at the bar is 7.7 feet and at Newburyport 7.6 feet. The commerce of the harbor, chiefly coal, amounted in 1911 to 217,301 short tons, in 1912 to 148,047 short tons, and in 1913 to 1.77,064 short tons, valued at $910,359. Of the latter amount 108,669 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 appropriation recommended will be applied to topping out the jetties. July 1, 1913, balance unexpended------------------------------$32, 975. 13 June 30, 1914, amount expended during fiscal year, for works of improvement ---------------- 12, 649. 57 July 1, 1914, balance unexpended----- 20, 325. 56 July 1, 1914, outstanding liabilities 8, 427. 08 July 1, 1914, balance available_ --------- --------- 11, 898. 48 62 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1914, amount covered by uncompleted contracts----------$11, 726. 82 Amount (estimated) required to be appropriated for completion of existing project -- -------------------------------------- 1136, 141. 86 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement --------------- 10, 000. 00 (See Appendix B 1.) 2. Merrimac River, Mass.-The Merrimac River is formed by the confluence of the Pemigewasset and Winnepesaukee Rivers at Frank- lin, N. H. It flows southerly through the State of New Hampshire, enters the State of Massachusetts above Lowell, whence it flows in an easterly direction, and discharges into the Atlantic Ocean below Newburyport, Mass., about 55 miles by water north of Boston. Its total length is about 110 miles. Only that section of the river be- tween Newburyport (about 22 miles above the mouth) and Haver- hill, Mass., covering a distance of 162 miles, is included in the project. In its original condition the 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 New- buryport, Mass." (2) For the improvement of the river above the mouth; exca- vating a channel and removing obstructions at upper and lower Mitchells Falls (above Haverhill); removing Gangway and other rocks in Newburyport Harbor, and a wreck near the mouth of the river (act July 11, 1870, as extended by act of June 23, 1874); and removing " certain rocks below Rocks Bridge," act of June 3, 1896, which appropriated $5,000 for the purpose. 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 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 (H. Doc. No. 52, 55th Cong., 1st sess., no map; Annual Report of the Chief of Engineers, 1897, p. 865), is to obtain a channel 7 feet deep at mean low water, 150 feet wide, from Newburyport, 162 miles, to Haver- hill, at an estimated cost of $171,442.70. No estimate of cost of maintenance was stated. No modification has been made in this project since its adoption. SExclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 63 References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered House or No. Congress. Session. Year. Page. Senate. Near mouth of river, and thence to above Haverhill: 1 1869 .............................. House... 2 Ex. 25 Forty-first.... Second.... 21869 421 1872......................... ................ . ....................... 21873 1112 1874................. . .................... ............ .......... 21876 165 1896...................................................... ........... 21896 590 Newburyport to Haverhill, 1897 3...... House . 2523 Fifty-fifth..... First..... 21897 865 Newburyport Bar to Haverhill,1894-95. ... do. .... 4168 Fifty-fourth......do....... 21896 616 Hazeltine Rapids to Lawrence, 1871................................ ....... 1872 961 Lawrence, Mass., to Manchester, N. H., .......... ......... ...... .. ........ 21882 532 1881. Lowell to old New Hampshire State House... 4242 Fifty-fifth..... Second.... 21898 884 line, 1897. Newburyport to Haverhill, 9-foot ... do.... 2 311 Fifty-eighth...{...do....... 21904 872 channel, 1903. Newburyport to Haverhill, 12-foot ... do.... 2 339 Fifty-ninth.......do................. channel, 1906. Removing obstructions at mouth,1906. ... do... 4339 ..... do.........do..... .......... Mouth of river to Haverhill, 14-foot ... do4.... 42 Sixty-first..... First.................. channel, 1908. Haverhillto Lowell, 1910............. .. do.... 29 Sixty-second.. ... do.... ........ 1 Basis of project of 1870 as extended 1874 and 1896. 2 No maps. 3 Basis of existing project, adopted by Congress Mar. 3, 1899. 4 Contains maps. During the fiscal year redredging the channel, under contract, from the lower end of Curriers Shoal to just below Rocks Bridge was in progress, 7,248 cubic yards being removed. Expenditure, $4,949.66, all for maintenance. The amount expended on the existing project to June 30, 1914, was $143,484.51, of which $28,059.74 was applied to maintenance of im- provement. From sales, $2.08 has been derived. The total amount expended on all projects to June 30, 1914, is $397,951.23. The channel was completed to the full projected depth and width in December, 1907, since which time it has been maintained by re- dredging and removal of bowlders. The width of 150 feet and depth of 7 feet at mean low water are available throughout the entire length of river embraced in the project, except in a stretch extending about 1,500 feet upstream from Rocks Bridge, where the width of channel is restricted to 110 feet by shoals, over which the minimum depth is 6.5 feet. These shoals are now being removed. 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, about 20 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 1911 to 108,686 short tons, in 1912 to 86,651 short tons, and in 191.3 to 108,669 short tons, valued at over $513,000. The improvement of the channel is re- 64 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ported to enable the delivery of coal by water at rates 35 to 50 cents per ton less than by rail. The appropriation recommended will be applied to maintenance of the dredged channel. July 1, 1913, balance unexpended ----------------------------- $11, 467. 23 June 30, 1914, amount expended during fiscal year, for maintenance of improvement_ _-_-_.L. ..... . ..... _ .. 4, 949. 66 July 1, 1914, balance unexpended -- 6, 517. 57 July 1, 1914, outstanding liabilities_- 2, 841. 19 July 1, 1914, balance available 3, 676. 38 July 1, 1914, amount covered by uncompleted contracts------------ 3, 179. 10 Amount that can be profitably expended in fiscal year ending June 3Q, 1916, for maintenance of improvement-------------------- 15, 000. 00 (See Appendix B 2.) 3. Harbor of refuge, Sandy Bay, Cape Ann, Mass.-Situated at the northeastern extremity of Cape Ann, about 13 miles by water northeast of Gloucester Harbor. 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 hold- ing 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 northerly gales. The original project, adopted by the act of July 5, 1884 (S. Ex. Doc. No. 74, 48th Cong., 1st sess., with map; Annual Report of the Chief of Engineers, 1884, p. 565), was to build a breakwater con- sisting of a mound of rubblestone to the grade of 22 feet below mean low water, 40 feet wide on top, to be surmounted 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 northwesterly in the direction of Andrews Point, covering an anchorage of about 1,377 acres. This project (so far as length and general location of the break- water are concerned) is the existing project, but the locality is so exposed to extreme storm conditions that as work progressed it was found necessary to increase the width of base and to modify the character of the originally projected masonry wall forming the superstructure. These changes were made successively, under au- thority of the War Department, and were reported to Congress in the annual reports. A special board submitted a report on February 13, 1900 (published in H. Doc. No. 453, 56th Cong., 1st sess., with map; Annual Report of the Chief of Engineers, 1900, p. 1184), which discusses fully all experience up to that date, proposed a new cross section, and submits a revised estimate for the project amount- ing to $6,904,952.25. No estimate of cost of maintenance was stated. The winter storms of 1908-9 proved even that cross section to be insufficient, and a new modification was made in that year. This has resisted successfully one of the heaviest storms (in November, 1909) occurring in the past 20 years on the New England coast, and a length of 900 feet of this cross section will be completed with funds so far provided by Congress. It now seems wise to await the test of this latest cross section by storms, ice, and the expansion due to a Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 65 summer heat before doing any additional actual construction. No additional funds are therefore asked at this time. A less length than 900 feet might not have developed the full force of waves with crests approximately parallel to the face of the breakwater which would break simultaneously against the whole length of such a su- perstructure. The cross section adopted by the board and the latest cross section are shown as sections D and C, respectively, on sheet 2 of the drawings accompanying the report of the district engineer for 1911 (Appendix B 4). References to examination or survey reports and maps or plans (in luding project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Survey of Sandy Bay, with view to Senate.. 2Ex. 74 Forty-eighth.. First...... 31884 565 construction of harbor of refuge, 1882- 83.1 Consideration of proper location for House... 2 Ex.56 ..... Second.... do......... 31885 522 national harbor ofrefuge, 1884. ]roposed breakwater, 1883............ .. .................... 21886 582 rogress made on construction of Senate.. Ex. 147 Forty-ninth... First.............. ... Pbreakwater and as to expediency of completing, 1886. rvey of portion of substructure.............. ...... . ................. ..... 1887 499 structure and superstructure, 1892. New cross section, details of construc- House.. 2 453 Fifty-sixth.. First. 1900 1184 tion, and revised estimate of cost, (Senate. 2184. do.........do...... ..... I.... 1900. I - 1 4 . d ... Condition of breakwater June 30, 1902. ............................. .......... 1902 854 Feasibility and advisability of con- ......... ................................ .. 1903 742 tinuing to completion the adopted project, 1902. 1 Basis oforiginal project, adopted by Congress July 5,1884. 2Contains maps. 8No maps. During the fiscal year ending June 30, 1914, under contract, six sections of superstructure, measuring a total of approximately 150 linear feet, of the new type of cross section were built on the southern arm. Expenditure, $43,920.46 for improvement. For strengthening the apron on the seaward side of the breakwater, 601 tons of rubble- stone were deposited in a section about 200 feet long immediately south of the angle. Expenditure, $1,484.47, for maintenance. The amount expended under the project to June 30, 1914, was $1,812,579.08; $1,811,094.61 for improvement and $1,484.47 for main- tenance. From sale of property $1 has been derived. There have been no previous projects. With this expenditure 2,073,058 tons of rubblestone have been placed in the substructure of the western and southern arms, and 26,078 tons of dimension stone and 20,712 tons of rubblestone in the superstructure of the western and southern arms. The status of the structure on June 30, 1913, is shown in detail opposite page 1536 of the annual report for 1913 (Appendix B 3). Since that date about 150 feet of superstructure of the latest type of cross section (C) have been completed on the southern arm, im- mediately southward of the 77.4 feet completed in 1913. 60993 0-ENG 1914 -5 66 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For description of the various types of cross section, see sheets 2 and 3 of the drawings accompanying the report of the Chief of En- gineers for 1911 (pp. 1168-2 and 1168-3, Appendix B 4). The depth of water is ample for the largest vessels; the mean range of tide is 8.6 feet. 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. July 1, 1913, balance unexpended__________________ $182, 826. 85 June 30, 1914, amount expended during fiscal year: For works of improvement_ _________ $43, 920.46 For maintenance of improvement---------------- 1, 484. 47 45, 404. 93 - July 1, 1914, balance unexpended_____ ____________-__-_137, 421. 92 July 1, 1914, outstanding liabilities------------------------------14, 031. 50 July 1, 1914, balance available_ _____--------------_ 123, 390. 42 July 1, 1914, amount covered by uncompleted contracts _________ 109, 101. 10 Amount (estimated) required to be appropriated for completion of existing project______ -------------------------- 1 4, 954, 952. 25 (See Appendix B 3.) 4. Harbor at Gloucester, Mass.-Situated at the southern extremity of Cape Ann, distant about 30 miles northeast by water from Boston Harbor. The outer harbor has an area behind the breakwater of approximately 350 acres at the 18-foot contour, and the inner harbor about 80 acres at the 12-foot contour. In its original condition this harbor, which had a depth sufficient for the largest ships, contained several very dangerous submerged rocks and was entirely without protection against the sea and against heavy swells from the south. The original project, adopted by the act of June 10,1872, appears to have been for removal of five rocks, at an estimated cost of $10,606.20. Under the original project, as extended by acts of August 11, 1888, September 19, 1890, and June 3, 1896, these and other 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 $87,681.65. 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, no estimate of cost of maintenance being given (H. Ex. Doc. No. 56, 48th Cong., 2d sess., no map; Annual Report of the Chief of Engineers, 1885, 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 67 p. 534) ; and the act of June 13, 1902, authorized the termination of the breakwater 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 examina- tion of Round Rock Shoal it was found that the cost of removing it to the level of the surrounding bottom, exceeding $800,000, was disproportionate to the probable benefits to navigation. The project has been reviewed by the Board of Engineers for Rivers and Har- bors, which recommends return to the oiiginal 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 river and harbor act of June 25, 1910, provided for the re- moval of eight groups of obstructing ledges or bowlders in the inner and outer harbors at a total estimated cost of $51,000. (H. Doc. No. 1112, 60th Cong., 2d sess., with map.) The project of August 18, 1894, as modified, provides for the con- struction of a breakwater from Eastern Point to Cat Ledge (com- pleted in 1905) and the application of any remaining balance "to- ward the work of removing Round Rock," but the Board of Engi- neers for Rivers and Harbors has recommended return to the original project, i. e., for a breakwater from Eastern Point to Round Rock Shoal, and its views are concurred in, but no congressional action has been taken on this recommendation. No modification has been made in the project of June 25, 1910 (for removal of eight groups of ledges). References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Upper harbor, 1870, removal of rocks 1.......... ................. ...... 21871 860 Removal of rock obstructions, 1884 1... House... 2 Ex. 169 Forty-eighth.. Second.... 2 1885 540 Modifications, 1886, removing rock, ( 1887 500 and dredging: additional rocks, 1897 f ....... . ....................- 1897 835 Dog Bar and Round Rock Shoal (with ............................................ 2 1871 869 view to construction of breakwater), 1870.4 For breakwater at entrance of harbor, House... Ex. 56 Forty-eighth.. Second.... 2 1885 534 1884.4 Breakwater as recommended in proj- .......... ............................ 1887 50) ect (1884, 1886).4 Breakwater (adoption and commence- ......... .... ............ ......... .... 2 1895 610 ment of work, 1894).4 Revised project for construction of .... .............. .................. 2 1898 857 breakwater, 1897.4 Terminating breakwater at Cat Ledge ........ .. ... ........ .... . 21902 89 and application remaining funds to removal Round Roik, act June 13, 1902.4 Removal of ledees, 1907-8 5............ House... 3 1112 Sixtieth...... Second............. Five .Pound Island to head of river, ...do.....2 Ex. 70 Fifty-second.....do..... 2 1893 787 1892. Vincent Cove, 1892 ............. .... do.....2 Ex.56 .... do........ .. do.... 1893 7 Harbor Cove, 1912 ............. ..... do 2 1357 Sixty-second.. Third. .. 1Basis of original project and modifications. 2 No maps. BContains maps. * Basis of project for breakwater adopted by Congress Aug. 18, 1894. 'Basis of project for rock removal adopted by Congress June 25, 1910. '68 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. No work was done during the fiscal year under the breakwater project. Work was continued during the fiscal year under the contract for removal of the eight ledges embraced in the project for ledge re- moval. Ledges E and I, containing, respectively, 38 and 37 cubic yards, were removed, and drilling and removal of blasted material from ledges B, C, and H were in progress, but the projected depths over them were not obtained. Expenditure, $764.23, all for im- provement. The amount expended under the project of August 18, 1894, to June 30, 1914, was $426,101.35, of which $16,004.16 was for mainte- nance-resetting and pinning capstones, protecting sea face of break- water with apron of rubblestone, etc. To June 30, 1914, the amount expended under the project of June 25, 1910 (for ledge removal), is $4,563.41. The total amount expended on all projects to June 30, 1914, is $518,346.41. The breakwater was completed to Cat Ledge in 1905 by the placing of 231,756 tons of stone. In 1911 to 1913, 17,538 tons were placed in providing additional protection along the sea face. To prevent movement of the capstones an iron pin was set behind each one. The breakwater has a length of 2,250 feet and 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. At the outer end a rubble mound for a site for a lighthouse has been built. The project of June 25, 1910, for ledge removal is about 80 per cent completed. The removal of three ledges (A, E, and I) containing 76 cubic yards has been accomplished. Ledges B, C, F, and H have been drilled, blasted, and partially removed. No work has been done on ledge G. (For location of these ledges see H. Doc. No. 1112, 60th Cong., 2d sess.) Depths at mean low water: The outer harbor has prevailing natural depths of 4 to 6 fathoms, and ample anchorage grounds are available. The inner harbor has 20 feet or more, but navigation is practically limited to vessels whose draft permits them to reach the wharves, alongside which as far as John Pew & Son's wharves there is a depth of 15 feet. In the anchorage under the breakwater there is a depth of 30 feet. Harbor Cove has been dredged to 10 feet by the United States and deepened by the State of Massachusetts to 15 feet for the entire area 50 feet outside the harbor lines. The mean range of tide is 8.9 feet. The commerce in 1909 amounted to 218,165 short tons; in 1910 to 214,266 short tons; in 1911 to 223,533 short tons; in 1912 to 217,753 short tons; andi in 1913 to 254,421 short tons (total value not ascer- tainable), of which latter 129,544 tons were fish and salt. Over 37,000 passengers were carried to and from this port by steamer. RIVER AND HARBOR IMPROVEMENTS. 69 Freight rates are probably not affected, as the principal industry is fishing. The breakwater has been completed, and it is expected that the project for ledge removal will be completed with the available funds. No estimate of additional funds is therefore submitted. In 1912-13 the Commonwealth of Massachusetts deepened to 15 feet at mean low water the entire area of Harbor Cove 50 feet outside of the harbor lines. July 1, 1913, balance unexpended------ ------- ____ -$24, 500. 82 June 30, 1914, amount expended during fiscal year, for works of improvement_ .. __------ ------------------------- 764. 23 July 1, 1914, balance unexpended__________-__.____________ 23, 736. 59 July 1, 1914, outstanding liabilities ---------- __ _55.----- 89 July 1, 1914, balance available------------------------------23, 680. 70 July 1, 1914, amount covered by uncompleted contracts -----------. 19, 593. 72 (See Appendix B 4.) 5. Harbor at Beverly, Mass.-A small harbor about one-half mile wide at the western end of Salem Bay and immediately adjacent to Salem Harbor on the south, from which it is separated by Salem Neck. In its original condition this harbor had a practicable channel 18 feet deep at mean low water from Monument 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, 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 tie 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 (H. Doc. No. 916, 59th Cong., 1st sess., with map), 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, including 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 approxi- mately $40,000. In the House document above referred to appears the statement that " so far as can now be estimated, the cost of main- tenance will be inconsiderable." In addition to $1,727.90 available, $38,500 was appropriated. No modification has been nde in the ex- isting project since its adoption. 70 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page Senate. Beverly Harbor: 1889............................. House... 1Ex. 27 Fifty-first.... First...... 18902 524 1899............................... do.... 2 52 Fifty-sixth...... do ...... 19002 1183 1900 ... ...... ........ ... do.... 2129 ..... do... Second.... 19012 1065 1905-64 ....... .................... ... do.... 1 916 Fifty-ninth... First..... ..... ....... Salem and Beverly outer hprbors, 1910. .. do.... 2 79 Sixty-second ... do.......... ....... Beverly Harbor, 21-foot channel, and R. and 1 220 Sixty-third ... First....... ......... removal of ledge near Essex Bridge. fH. Com. 8 ..... do....... Second................. 1 Contains maps. 2 No maps. 3 Basis of project adopted by Congress June 13, 1902. 4 Basis of existing project adopted by Congress Mar. 2, 1907. During the fiscal year, the widening, under contract, of the 18- foot channel on the northerly side at the bend near Rams Horn beacon, commenced in the previous fiscal year, was completed. Ex- penditure, $12,387.49, chargeable to improvement. An examination was made of reported obstructions in the 18-foot channel. The removal of one stone was found necessary, which was done by Government plant and hired diver. Expenditure, $250, from allotment of $500 made January 15, 1914, from appropriation for "Emergencies in river and harbor works "; act March 4, 1913; chargeable to maintenance. The amount expended on the existing project to June 30, 1914, was $40,597.49, $40,332.49 for improvement and $265 for maintenance. By way of refundment, $122.24 has been received as damages from the surety of a failing contractor under the previous project. The total amount expended on all projects to June 30, 1914, is $48,869.59. All work under the project was originally completed in November, 1909. In the fiscal years 1913 and 1914 an obstructing rock in the channel was removed, and the channel on the northerly side at the bend near Rams Horn beacon was widened. The maximum draft that can be carried on June 30, 1914, 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 oil, amounting in 1909 to 196,203 short tons, in 1910 to 204,697 short tons, in 1911 to over 244,000 short tons, in 1912 to 325,063 short tons, and in 1913 to 455,521 short tons (valued at $3,321,757.38), of which 357,040 tons were coal and 91,512 tons oil. The improvement to 18-foot depth has effected a reduction in freight rates of 25 cents per ton on bituminous coal. As no work in maintenance of the improved channel is necessary, no estimate of additional funds required is submitted. RIVER AND HARBOR IMPROVEMENTS. 71 July 1, 1913, balance unexpended-___________- $12, 390. 14 Amount allotted from emergency appropriation in river and harbor act approved Mar. 4, 1913____----------------- -___ __-__ 500. 00 12, 890. 14 Balance returned to the emergency appropriation _____- -____-- 250. 00 12, 640. 14 June 30, 1914, amount expended during fiscal year: For works of improvement _______________-- __-_ $12, 387. 49 For maintenance of improvement-- ----------- __ 250. 00 12, 637. 49 -------------------------------- July 1, 1914, balance unexpended 2. 65 (See Appendix B 5.) 6. Harbor at Salem, Mass.-Salem Harbor is about 12 miles to the northward of Boston, Mass. The inner harbor is 1,750 feet wide at the entrance and 5,500 feet long between the 12-foot contours of opposite shores. It embraces about 110 acres of well-sheltered and unobstructed anchorage ground of a greater depth than 18 feet at mean low water. The outer harbor or bay is protected by islands and forms an excellent harbor of refuge. It has an area of about 320 acres not less than 25 feet deep, and about 457 acres not less than 18 feet deep. A channel 1,000 feet wide and 25 feet deep connects it with the open sea. The 18-foot channel through the outer harbor from the sea into the inner harbor is 1,300 feet wide at its narrowest point. The water front of Salem is separated from the anchorage in the inner harbor by extensive shoals. The principal wharves of the city are located on South River, which extend about 3,000 feet from Derby Wharf Light to the head of navigation at Lafayette Street Bridge. In its original condition the harbor, from its entrance between Winter Island and Naugus Head, had a channel of ample width, 18 to 25 feet deep at mean low water extending to within 2,500 feet of the entrance of South River at Derby Wharf Light, where for 1,500 feet the depth was 8 feet, and for the remaining 1,000 feet the depth was 6 feet to Derby Wharf Light, where however, the chan- nel was contracted to 25 feet in width. Thence, in South Rig er to the head of navigation, the low-water channel was less than 1 foot in depth. The original project, adopted by the act of March 3, 1873, as enlarged in 1890, was to dredge a channel 5,100 feet in length, 8 feet deep at mean low water from that depth in the harbor, 300 feet wide at the entrance, 150 feet wide off Derby Wharf Light, diminishing in width to 100 feet near the inner end of Derby Wharf, and from that point to the head of navigation 50 feet wide and 6 feet deep at mean low water. Under the original and enlarged projects completed in 1894, the amount expended prior to operations under the existing project was $52,368.66. The existing project, adopted by the act of March 3, 1905 (H. Doc. No. 303, 58th Cong., 2d sess., with map; Annual Report of the Chief of Engineers, 1904, p. 878), is to provide a channel 10 feet deep at mean low water from that depth in the harbor to the outer end of the wharves, 300 feet in width at the entrance, gradually narrowing to 200 feet at Derby Wharf Light, at an estimated cost of $12,000, 72 REPORT OF THE CHIEF OF ENGINEERS, tU. S. ARMY. appropriated in full by the act of March 3, 1905. No estimate of cost of maintenance was stated. No modification has been made in the existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Channel and bank at entrance of Salem ........... ...... .............. 1873 21109 Harbor, including to South River, 1872.1 Salem Harbor, with a view to building House.. 2 Ex. 71 Forty-eighth.. Second.... 1885 2537 a jetty running out from the main- land to deep water 1884. Salem Harbor, including South River, ... do... 3 Ex. 28 Fifty-first..... First..... 1890 2 528 1889.1 North River Salem from Beverly ... do... 2Ex. 28 ..... do........ Second... 1891 2669 Bridge to the North Street Bridge, 1890. Salem Harbor, to mouth of South ................................... ............ 1895 8651 River, etc., 1895. Salem Hsrbor, 1903 4.................. House... 3 303 Fifty-eighth... Second.... 1904 2878 Salem Harbor, with view to removing ... do.... 79 Sixty-second.. First................. shoal in outer harbor of Salem and Beverly, 1910. Salem Harbor, for channel 12 feet deep ... do ... 2212 Sixty-third... .. do...... .............. from outer harbor to mouth of South River, 1913. Basis of original project adopted by Congress Mar. 3, 1873; enlarged in 1890. 2 No maps. 3 Contains maps. 4 Basis of existing project adopted by Congress Mar. 3, 1905. No work was done during the fiscal year. To June 30, 1914, the total amount expended on the existing proj- ect was $11,500, all for improvement. The total amount expended on all projects to June 30, 1914, is $63,868.66. The approved project was completed on March 7, 1906, since which time no work has been done. The maximum draft that can be carried June 30, 1914, to Derby Wharf Light, the limit of the improvement, is about 8 feet at mean low water. During the coming year the channel will be redredged to the depth of 10 feet. Above Derby Wharf there is a depth in South River of about 10 feet to a point about 300 feet below Union Street Bridge, thence to about 1,100 feet above that bridge the depth is about 8 feet, thence to the head of navigation at Lafayette Street Bridge, a distance of about 200 feet, the depth is 3 feet; the Commonwealth of Massachu- setts during the summer of 1913 having deepened to 10 feet the chan- nel for a distance of about 1,900 feet from a point 500 feet south of the end of Derby Wharf to about 150 feet above Central Wharf, which wharf is about 450 feet below Union Street Bridge. The mean range of tides is 9 feet. RIVER AND HARBOR IMPROVEMENTS. 73 The commerce of South River affected by the project amounted in 1909 to 150,759 short tons; in 1910, to 40,006 short tons; in 1911, to 38,981 short tons; in 1912, to 38,970 short tons; and in 1913, to 91,617 short tons, valued at over $400,000. The figures for 1910, 1911, and 1912 are incomplete, however, as no statistics were obtainable from one firm which in 1909 .received 93,000 tons of coal. Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914--------------------------------$7, 500. 00 (See Appendix B 6.) 7. Harbor at Lynn, Ma;s.-Lynn Harbor is distant about 14 miles by water in a northeast direction from Boston Harbor. It is about 3 miles in extent from north to south and has an average width east and west of about 1l miles, the greater part being bare at low water. 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 occa- sional 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, with which the entire channel and the anchorage basin as prescribed in the project were completed. Of the appropriation of July 13, 1892, for Lynn Harbor, $5,000 was expended, under a proviso in that act, on the western (or Saugus River) channel in Lynn Harbor in obtaining, in 1893, a channel 8 feet deep at mean low water and 150 feet wide for an aggregate length of 2,200 feet. 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 opposite Sand Point, a distance of 7,000 feet, to the anchorage basin, and the anchorage basin itself, 500 feet by 300 feet, all to the depth of 15 feet at mean low water, at an estimated cost of $162,937. The projected channel and basin were completed in May, 1908. Under the project to the close of the fiscal year ending June 30, 1914, $166,373.44 was expended, $164,373.44 being for improvement and $2,000 (in the fiscal years 1911 and 1912) for maintenance. The existing project was adopted by the river and harbor act of June 25, 1910 (H. Doc. No. 948, 60th Cong., 1st sess., without map), and provides for the widening, to the same depth, and straightening the present channel and turning basin so as to make the former 300 feet wide and the latter 500 feet square, at a total estimated cost of $179,000. No estimate of cost of maintenance was stated. No modi- fication has been made in the existing project since its adoption. 74 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Lynn Harbor: 1838 ........... ...... ..... House... 1226 Twenty-fifth.. Second............. ... 131882 544 18812 ............................ Senate.. 3Ex. 45 Forty-seventh First...... 11884 3 524 1888 446 Map ofdredged upper channel, 1886. ..... 1 1886 ......................................... 578 1897............................. House... 128 Fifty-fifth .... First..... 31897 872 1900 4.................................do..... 178 Fifty-sixth.... Second...._ 1901 1092 1907-8 ........................... ... do..... 3948 Sixtieth....... First.... ............. Western (or Saugus River) channel, Lynn Harbor: 1893-1895... .... .............. .......... 31893 759 351895 616 1912 .............................. .. ......... ........ ....... ....... 1912 79 Saugus River: 1892............................... House... 3 Ex. 98 Fifty-second.. Second.... 31893 789 1905........... ................... do...... 3139 Fifty-ninth.... First.................. 1 Contains maps. 2 Basis of original project. 3 No maps. 4Basis of project adopted by Congress June 13, 1902. 6 Basis of existing project, adopted by Congress June 25, 1910. The contracts of October 11, 1912, and June 13, 1913, were com- pleted September 8, 1913, thus completing the approved project. Expenditure, $48,732.42, all for improvement. The total amount expended under the existing project to June 30, 1914, was $132,192.53, of which $6,400 was expended in fiscal year 1913 for maintenance in restoring to its former dimensions the west- ern (or Saugus River) channel in Lynn Harbor. From sales 39 cents has been derived. The total amount expended on all projects to June 30, 1914, is $420,629.53. The project is completed. The maximum draft that can be carried June 30, 1914, 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 con- sists chiefly of coal, lumber, and building materials, and amounted in 1910 to 433,808 short tons, in 1911 to 478,574 short tons, in 1912 to 466,637 short tons, and in 1913 to 430,513 short tons, valued at about $2,q00,000. The deepening of the channel to 15 feet enables the smaller or medium-size barges to carry full cargoes 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. No estimate of additional funds required is submitted, as the project has just been completed and funds in hand are sufficient for maintenance. RIVER AND HARBOR IMPROVEMENTS. 75 The western (or Saugus River) channel in Lynn Harbor, dredged in 1893, had deteriorated, and in restoring it to its former dimensions 25,071 cubic yards of material, place measurement, were dredged in the fiscal year 1913, at an expenditure of $6,400 (for maintenance) from allotments of $5,000 and $1,400, made June 25 and September 17, 1912, respectively, from the appropriation provided by the river and harbor act of March 2, 1907, for emergencies in rivers and harbors. In 1910 the Commonwealth of Massachusetts completed the dredg- ing of an anchorage basin in the inner harbor and a channel to con- nect that basin with the main harbor channel dredged by the United States, all to the depth of 6 feet at mean low water, and is now ex- tending this basin and dredging an additional area of about 8 acres to the same depth. July 1, 1913, balance unexpended--------- --------------------- $104, 940. 28 June 30, 1914, amount expended during fiscal year for works of improvement ------------------------------------------------ 48, 732: 42 July 1, 1914, balance unexpended- 56, 207. 86 (See Appendix B 7.) 8. Mystic and Malden Rivers and Mystic River below the mouth of Island End River, Mass.-(a) Mystic River.-This river rises in Mystic Lakes, Mass., and after flowing about 7 miles in a southeast- erly direction, empties into Boston Harbor near the Charlestown Navy Yard. The sections under improvement are embraced in two projects: One from the head of navigation at Medford (5 miles above the mouth) downstream to the Boston & Maine Railroad (western divi- sion) bridge, a distance of about 3 miles; the other, commencing at the downstream side of the Chelsea Bridge, near the mouth of the river, and extending to the mouth of Island End River, a distance of about one-half mile. The depth of water between the mouth of Island End River and the railroad bridge is sufficient for the com- merce using the upper portion of the Mystic River and is not included in either project. 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 (printed in Annual Report of the Chief of Engineers for 1891, p. 672, with map), 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 & Maine Railroad (western division) bridge up about 1 mile to the first turn above Dennings Wharf and thence 2 miles to the head of navigation at Medford, 4 feet deep at mean low water, gradually narrowing from 100 feet to 50 feet at the upper end, at an estimated cost of $25,000. No estimate of cost of maintenance was stated. No modification has been made in the existing project since its adoption. 76 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Upper Mystic, 1890-91 1.......... ." ... "...s...... .. 2 1891 672 To upper limits of Somerville, 1905.... House... 1455 Fifty-ninth.... First. ...... ...... 1Basis of existing project, adopted by Congress July 13, 1892. 2Contains maps. 3 No maps. No work was done and none required during the past year in main- tenance of the improvement. The amount expended on the project to the close of the fiscal year June 30, 1914, was $28,994.88, all for improvement, except $200 ex- pended in the fiscal year 1911 for maintenance in making a minor sur- vey of the improved channel to determine the extent of deterioration. There have been no previous projects. The projected channel was completed in November, 1906. The maximum draft that can be carried June 30, 1914, at mean low water is 6 feet up to the first turn above Dennings 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 chan- nel 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 1910 to 21,966 short tons; in 1911 to 43,800 short tons; in 1912 to 41,372 short tons; and in 1913 to 24,328 short tons, valued at $172,611.10. It is reported that barges of the lightest draft remain- ing in service deliver coal at Medford without the expense of light- ering, which would be about 50 cents per ton. The river and harbor act of February 27, 1911, made an appro- priation of $10,000 for maintenance of Mystic and Malden Rivers. The allotment of this appropriation has not been made, but as a new and deeper project for Malden River was adopted by the act of July 25, 1912, this appropriation will probably be applied to the upper Mystic River. No estimate of additional funds is therefore submitted. (b) Malden River.-Malden River rises in Melrose, Mass.; flows for 42 miles in a southerly direction and empties into Mystic River 3 miles above the mouth of the latter. The section included in the project is about 1.6 miles long from the confluence with the Mystic. 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. RIVER AND HARBOR IMPROVEMENTS. 77 The amount expended on the Malden River under the original project and prior to operations under the project of July 13, 1892, 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 project adopted by the act of July 13, 1892, was to dredge a channel 12 feet deep at mean high water, 100 feet wide to the Med- ford Street Bridge, 1.6 miles above its confluence with the Mystic, and 75 feet wide about 1,200 feet farther to the Charles Street Bridge, at an estimated cost of $37,000. With an expenditure of $59,700 (of which $44,713.61 was for main- tenance, a channel 100 feet wide and 12 feet deep at mean high water was completed in 1897 to the Medford Street Bridge (the local officer having reported the river above that bridge to be unworthy of im- provement by the United States), and has since been maintained by redredging. The existing project, adopted by the river and harbor act of July 25, 1912 (H. Doc. No. 77, 62d Cong., 1st sess., with map), is to dredge a channel 6 feet deep at mean low water 100 to 150 feet wide from the mouth of the river to Medford Street Bridge, a distance of about 1.6 miles, at an estimated cost of $80,000, which amount was appro- priated in a lump sum by that act, its expenditure being conditioned upon the riparian owners giving proper permits to dump spoil on their lands behind dikes; execute releases of the area outside the dike lines; and upon the State of Massachusetts lowering the siphon of the metropolitan sewer and pledging itself for all costs of mainte- nance of the new channel. A modification of the project has been proposed (H. Doc. 878, 63d Cong., 2d sess., with map) providing for the elimination of the more difficult bends, at no increased cost to the United States, but the modi- fied project has not yet been adopted by Congress. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Malden R iver. 1880 ~.............. ..... Senate.. 2Ex. 29 Forty-sixth... Third..... 2 1881 532 Modifications, 1882, 1884 1.................. ........ .............. ........ 21900 1191 Malden R iver: 1888....... ................................................. 2 1889 594 1890 3 ..................................... ..... ....... .......... . ............2 1891 672 1910-114 ...................... H.ouse... "77 Sixty-second.. First................. 1914.......... ................. .. do.... 878 Sixty-third ... Second.... 1 Basis of original project adopted by Congress Aug. 2, 1882. 2 No maps. 3Basis of project adopted by Congress July 13 1892. 4 Basis of existing project adopted by Congress July 25, 1912. s Contains maps. To June 30, 1914, no expenditure has been made under the exist- ing project. 78 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The total amount expended on all projects to June 30, 1914, is $69,700. The river and harbor act of February 27, 1911, made an appro- priation of $10,000 for maintenance of Mystic and Malden Rivers. The allotment of this appropriation has not been made, but as a new and deeper project for Malden River was adopted by the act of July 25, 1912, this appropriation will probably be applied to the upper Mystic River. The maximum draft that can be carried at mean high water, June 30, 1914, 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 Mal- den, to which point the stream is navigable in fact, 1.6 miles above its confluence with the Mystic River. The commerce, chiefly coal, amounted in 1910 to 88,834 short tons; in 1911 to 80,033. short tons; in 1912 to 80,949 short tons; and in 1913 to 86,676 short tons, valued at $389,624.18. 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. The funds already appropriated are sufficient for the completion of the improvement as projected, and no further appropriation is required. July 1, 1913, balance unexpended $80, 300 July 1, 1914, balance unexpended __________ ___________________ 80, 300 July 1, 1914, outstanding liabilities_ 25 July 1, 1914, balance available____________________________ 80, 275 (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, with esti- mate of cost, printed in House Document No. 178, Fifty-fifth Con- gress, third session, was to dredge a channel 25 feet deep at mean low water and 300 feet wide, embracing 1.7 miles of the Mystic extending from its mouth to a point 800 feet above Island End River, at a cost estimated in August, 1899, at $267,547.50 (reduced estimate). This project was modified by the river and harbor act of June 25, 1910, in accordance with plan printed in House Document No. 1086, Sixtieth Congress, second session, by providing for the abandon- ment of the proposed extension above the mouth of Island End River. The 25-foot project, as modified, was completed in February, 1911. The total expenditures to June 30, 1914, were $136,005.12 (all for improvement, except $10,281.92 for maintenance). The existing project, adopted by the river and harbor act of June 25, 1910 (H. Doc. No. 1086, 60th Cong., 2d sess., with map), provides for a channel 30 feet deep from the mouth of Island End River to 1 Allotment from appropriation of Feb. 27, 1911, $10,000, not yet made, RIVER AND HARBOR IMPROVEMENTS. 79 Chelsea Bridge, and through the draw to the 35-foot channel on the downstream side of the bridge; the channel has a width of 600 feet at the upstream end, gradually narrowing to 300 feet, and includes the widening of the entrance channel leading to Mystic Wharf, at an estimated cost of $172,000. It was estimated that the cost of maintenance would not exceed $2,000 per annum. No modification has been made in existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to 800 feet above Island End House... 2178 Fifty-fifth..... Third.....l 2 1899 1096 River, 1899.1 Curtailed ....................... .. do... 1086 Sixtieth...... Second.............. Mouth of Island End River to Chel- ... do..o... 1086 ..... do...........do................. sea Bridge, 1908.4 1 Basis of project adopted by Congress Mar. 3, 1899. 2No maps. . 3 Contains maps. 4Basis of existing project adopted by Congress June 25, 1910. During the fiscal year all work embraced in the project was com- pleted, under contract, by the removal of 245,439 cubic yards of ma- terial at the upstream end of the channel (in widening to 600 feet), and 293 cubic yards of ledge, place measurement, from the north side of the channel just above the Chelsea bridge pier. Expendi- ,ture, $49,984.78, all for improvement. Under the existing project to June 30, 1914, there was expended $126,632.48 (all for improvement). From sales $1.35 has been de- rived. The total amount expended on all projects to June 30, 1914, is $262,637.60. The project has been completed, including the widening of the channel just above Chelsea bridge, along the western edge, to make a direct, straight connection (in conjunction with the dredging by the city of Boston through the draw spans of its new bridge) be- tween the 35-foot channel below and the 30-foot channel above the bridge. The maximum draft that can be carried June 30, 1914, over the shoalest part of the locality under improvement is at mean low water 30 feet. The mean range of tide is 9.6 feet. 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. In 1910 the amount was 3,245,630- short tons; in 1911, 3,562,870 short tons; in 1912, 3,671,242 short tons; and in 1913, 3,869,879 short tons, value estimated at more than $15,000,- C00.1 Over 90 per cent of all the freight carried on the river is coal. SThe statistics prior to 1910 include south channel of Mystic River and the portion of Mystic Wharf lying below Chelsea Bridge. Thereafter these localities are omitted from the statistics, as they are not influenced by this improvement. 80 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. No material reduction in freight rates has been effected by the improvement, but it is of advantage to shipping interests in permit- ting utilization of larger vessels. No-estimate of additional funds is submitted, as the project has just been completed, and funds in hand are sufficient for mainte- nance. PROJECT OF 1910 FOR 30-FOOT CHANNEL. July 1, 1913, balance unexpended------------------------------ $70, 352. 75 Receipts from sales------------------------------------------. 90 70, 353. 65 June 30, 1914, amount expended during fiscal year, for works of im- provement ------------------------------------------------- 49, 984. 78 July 1, 1914, balance unexpended ------------------------------ 20, 368. 87 CONSOLIDATED. July 1, 1913, balance unexpended __________----- ___ 1 $160, 652. 75 Receipts from sales__--------------------------------------- . 90 160, 653. 65 June 30, 1914, amount expended during fiscal year, for works of improvement-------------------------------------------- 49, 984. 78 July 1, 1914, balance unexpended- ------------- 110, 668. 87 July 1, 1914, outstanding liabilities__---------------------------- 25. 00 July 1, 1914, balance available__------------------------------- 110, 643. 87 (See Appendix B 8.) 9. Harbor at Boston, Mass.-The natural boundaries of Boston Harbor include all the expanse of tidewater lying within 'a line drawn from Point Allerton to Point Shirley, and extending from that line westward to the shores of the mainland. This comprises a surface area of about 30,000 acres, exclusive of the islands. In its original condition the headlands and islands were without protection against the sea, which was extensively eroding them. Dangerous rocks obstructed the approach and entrance from Nan- tasket 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, amount- ing 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 1 Includes $10,000 appropriated by the river and harbor act of Feb. 27, 1911, for maintenance of Mystic and Malden Rivers, which amount has not yet been allotted to the separate works. RIVER AND HARBOR IMPROVEMENTS. 81 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 Channel, 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, 1914, $2,814,046.75, exclusive of all expenditures upon the three existing projects (27-foot, 30-foot, and 35-foot channels), with which expenditure about 3.75 miles of sea walls have been built and maintained, protecting the most ex- posed headlands and islands, the subordinate channels described in the preceding paragraph (except Charles River) have been com- pleted, and a channel was obtained 23 feet deep at mean low water from Nantasket Roads to Boston, with a least width of 625 feet in the Narrows and 850 feet between President Roads and the city. From sales of property $266.46 has been derived. The existing projects (other than for maintenance of the sea walls and the minor channels described above) are for improvement of the main channels, viz: 1. Adopted by the river and'harbor act of July 13, 1892 (Annual Report of the Chief of Engineers, 1894, p. 554, with map): To widen the main ship channel, from Nantasket Roads to Boston, 84 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. No estimate of cost of maintenance was given. Project completed. 2. Adopted by the river and harbor act of March 3, 1899 (H. Doec. No. 133, 55th Cong., 2d sess., with map; Annual Report of the Chief of Engineers, 1898, p. 886) : To widen the Broad Sound Chan- nel, 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. No estimate of cost of maintenance was given. Project completed. 3. Adopted by the river and harbor. act of June 13, 1902 (H. Doc. No. 119, 56th Cong., 2d sess., with map; Annual Report of the Chief of Engineers, 1901, p. 1096) : To provide channels 35 feet deep at mean low water, 1,200 feet wide from the navy yard at Charles- town 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, 14 miles, at an estimated cost of $7,994,000 in round numbers. No estimate of cost of maintenance was stated. This estimate differs from any made in the project quoted in the act as the basis of the appropriation, owing to the different widths 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 dif- ferent location from the 30-foot channel.) No modification has been made in any of the foregoing projects since their adoption. 0 60993 -ENG 1914-6 82 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. o. Chiel of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Maps showing location of works of improvement: 1 1875 1875.................. ....... (P1. 2) 404 1880............................. 11880 349 1883.............................. 1 1883 454 Map showing location of works of 1 1888 455 preservation- and improvement made and proposed. by United States, from 1825-1888, and of im- provements by State Harbor and Land Commissioners 1866-1888. Upper harbor 2 and Narrows, 1892 1 1894 554 (map). Navy yard to entrance of main ship House .. 1 133 Fifty-fifth..... Second.... 4 1898 886 channel and from main ship chan- nel in President Roads through Broad Sound, 1897.3 1096 Navy Yard and Chelsea Bridge and .. do.... 1 119 Fifty-sixth......do...... 1903 771 Charles River Bridge to President Roads and from President Roads through Broad Sound to the ocean, 1900.5 Headland in town of Hull, at entrance Senate .. 1 Ex. 74 Forty-eighth.. First...... 41884 553 to Boston Harbor, 1882-83. .House... 4 Ex. 55 Fifty-second .. Second... 1893 793 East Boston channel, 1892, 1894 ....... 1Ex. ,8 Fifty-third... Third... 41395 649 ...do.... Fifty-ninth... First...... Allerton Point, with view to construc- 4 140 tion of sea wall to protect naviga- ...do.... tion, 1905. Winthrop Head, with view to con- 4144 .....do........ .. do...................... struction of sea wall to protect navi- ...do.... gation, 1905. South Bay, 1910..................... 4 272 Sixty-second.. Second.... ..... ...do.... South channel of Mystic River, 1910.. 4272 ....do.......... ... do-....--....... Winthrop Beach, with view to con- ...do.... 4258 .... do... do.............. -...- struction of sea wall, 1911. ...do. ..... .... Boston Harbor, 40-foot channel, 1912- ...do.... 1931 Sixty-third ... 1914. 1 Contains maps. 2 Basis of 27-foot project adopted by Congress July 13, 1892. 8Basis of 30-foot project adopted by Congress Mar. 3 1899. 4 No maps. 6 Basis of 35-foot project adopted by Congress June 13, 1902. SUMMARY OF OPERATIONS DURING THE FISCAL YEAR ENDING JUNE 30, 1914. General improvement.-The expenditure of $172.43, all for mainte- nance, was for completing the repairs to sea wall at Georges Island and for office expenses. Twenty-seven-foot channel.-The expenditure of $231 (for main- tenance) was for making an examination of two localities where obstructions had been reported. No work was found necessary. Thirty-five-foot channel.--Work was continued on removal of ledges under contract. The removal of seven ledges, containing 28,825' cubic yards, under contract of April 25, 1912, was paid for; and drilling, blasting, and dredging of blasted material were in progress on other ledges under this contract. Expenditure, $263,- 870.98, all for improvement. The U. S. hydraulic dredge Atlantic, temporarily loaned to this district from the second New York district, continued the dredging RIVER AND HARBOR IMPROVEMENTS. 83 of shoals from the outer channel in Broad Sound until December 13, 1913. The dredge was returned to New York December 15, 1913. For this dredging, repair of engineer boats, and for office expenses $91,160.52 was spent, chargeable to maintenance. A total of 548,583 cubic yards of material was dredged while the dredge was in Boston Harbor. Under the project of July 13, 1892, for 27-foot channel, the amount expended to June 30, 1914, was $1,474,337.29, of which $59,946.30 was for maintenance. Ten dollars has been derived from sales. Under the project of March 3, 1899, for 30-foot channel, to June 30, 1914, the amount expended was $455,900; $385,200 for improve- ment and $69,800 for maintenance. To June 30, 1914, the amount expended on the 35-foot channel was $6,839,065.15; $6,708,149.02 for improvement and $130,916.13 for maintenance. From sales $255 has been derived. The total amount expended on all projects to June 30, 1914, is $11,582,449.19. With the total amount expended under the 27-foot 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. A survey of the improved channel in 1911 shows that no material deteriora- tion had occurred. The maximum draft that can be carried at mean low water, June 30, 1914, over the shoalest part is 27 feet. Under the 30-foot project a channel has been obtained 1,200 feet wide and 30 feet deep at mean low water from President Roads to Broad Sound. A survey of the improved channel in 1911 shows that no material deterioration had occurred. The maximum draft that can be carried at mean low water, June 30, 1914, over the shoal- est part is 30 feet. Under the 35-foot project of June 13, 1902, a channel of the full projected depth and width from the navy yard, Charles River Bridge, and Chelsea Bridge to President Roads, and from President Roads through Broad Soundclto the ocean has been dredged, but the channel is still obstructed by ledges in the inner harbor on the northerly side in the vicinity of Governors and Castle Islands, where the width is restricted to from 500 to 700 feet, with a least depth of about 27 feet, and by a ledge in the middle of the channel at the confluence of Mystic River and Chelsea Creek, covering an area 300 feet long and 200 feet wide, on which the least depth is about 25 feet; shoal areas in the outer and inner channels reduce the available depth to 32 feet. It is expected that the removal of all ledges will be completed before December, 1914; arrangements are being made for the removal of the shoals. The work accomplished to the end of the fiscal year in the upper main ship channel was the dredging of 16,647,702.5 cubic yards of mud, sand, gravel, and clay, 23.642 cubic yards of bowlders,, and the excavation of 92,443.09 cubic yards of ledge; and in Broad Sound Channel the dredging of 5,275,685 cubic yards of mud, sand, gravel, clay, hardpan, and cobblestones, 349.993 cubic yards of bowlders, and the excavation of one ledge containing 8 cubic yards. The total amount of material dredged is 21,923,761.135 cubic yards and of rock excavated is 92,451.09 cubic yards, which completes all the origi- nal dredging and about 65 per cent of all of the rock excavation 84 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. required under the project. The yardage expressed refers to scow measurement except for rock excavation, which is place measurement. 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, 1913, amounted in value to $205,839,167, being an increase of $139,152,646 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 30 years ago steamers were employed with a loaded draft of 20 feet to 24 feet; 22 or 23 years ago, of 25 to 26 feet; 14 years ago, 27 or 28 feet; 10 years ago, 28 feet 9 inches; later, 31 feet; and recently one of 33 feet 10z inches. He stated _(in 1905), gen- erally- that freight rates, caused by the larger class of steamers being used, are about 50 per cent less than they were some 15 or 20 years ago, when very much smaller steamers were engaged in the trade. The river and harbor act of March 2, 1907, made provision for a continuing-contract authorization in the sum of $3,894,000 for the completion of the 35-foot-project. Under this authorization $3,- 175,000 has been appropriated. It.is expected at this time that the project will be completed with the funds on hand, or at a saving of $719,000 on the original estimate. The appropriation recommended for the 35-foot channel will be applied to maintenance of the channel by removal of shoals in the inner harbor and Broad Sound. Tributary channels.-(a) Chelsea Creec.-Chelsea Creek begins at a tidal dam between the city of Chelsea ard the town of Revere, flows in a generally southerly direction for about 3 miles, and empties into Boston Harbor nea . the mouth of Mystic River. In its original condition the stream had a channel of practicable width extending 11,000 feet from its confluence with Mystic River in Boston Harbor and 18 feet deep at mean high water, except on a bar about 2,000 feet below its head, upon which the depth was 17 feet. In the 3,300 feet from the head of the 18-foot channel to the head of navigation the depth gradually shoaled to 13 feet at mean high water. The improvement is embraced in two projects. One project, adopted by the act of June 3, 1896 (H. Ex. Doc. No. 162, 53d Cong., 3d sess., with map; Annual Report of the Chief of Engineers, 1895, p. 648), is to make the channel about 5,500 feet in length next below the head of navigation, 150 feet wide, and 18 feet deep at mean high water, at an estimated cost of $65,000. No esti- mate of cost of maintenance was given. The lower end of this project is about 2 miles above the mouth of the river. No modification has been made in this project since its adoption. No operations were in progress during the fiscal year. The amount expended under this project to June 30, 1914, was $73,071.49, all for improvement, with which the channel was com- pleted in 1907 in accordance with the project. There have been no previous projects. The head of navigation is at the bridge of the Boston & Maine Railroad, to which point the stream is navigable in fact 650 feet be- RIVER AND HARBOR IMPROVEMENTS. 85 low the tidal dam at its source, and 2.7 miles above its confluence with Mystic River. June 30, 1914, the maximum draft that can be carried at mean high water over the shoalest part of the improved channel is 18 feet. The mean range of tide is 9.6 feet. The commerce benefited by this improvement, consisting chiefly of coal, amounted in 1911 to 13,778 short tons; in 1912 to 14,053 short tons; and in 1913 to 14,351 short tons, valued at $94,241.43. No maintenance work being required, no estimate of funds is sub- mitted for this section of the river. The other project was adopted by the act of July 25, 1912 (H. Doc. No. 272, 62d Cong., 2d sess., with map), and is to dredge a channel 150 feet wide and 25 feet deep at mean low water from the Meridian Street Bridge, at the head of the 35-foot channel in Boston Harbor, to the old East Boston (Chelsea Street) Bridge, a distance of about seven-eighths of a mile, at an estimated cost of $85,000, appropriated in full by that act, with a proviso that the 24-inch water main of the metropolitan water system, which crosses the stream about 800 feet above the Meridian Street Bridge, be lowered without expense to the United States. No estimate of cost of main- tenance was stated. No modification has been made in the existing project since its adoption. No operations were in progress during the fiscal year and no ex- penditures made. No work has been done under the project. By act of the Massa- chusetts Legislature, approved June 6, 1913, $75,000 was appropri- ated for lowering the water main, but work has not been completed. The commerce in the part of the river embraced in this project amounted to 417,797 short tons in 1910, to 356,481 short tons in 1911, in 1912 to 394,805 short tons, and in 1913 to 337,323 short tons, valued at $6,424,451.33. The act of July 25, 1912, adopting the project, appropriated the entire amount of the estimated cost of the improvement. Therefore no estimate of additional funds is submitted. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Chelsea River from Grand Junction HIouse... 2Ex. 40 Fifty-second.. Second.... 2 1893 790 R. R.bridge 9to Boston & Maine .. do..... 8 Ex.162 Fifty-third.... Third..... 2 1895 648 R. R. bridge, 1892 and 1894. Chelsea Creek between the Meridian ... do ..... 272 Sixty-second.. Second............... Street Bridge and the old Last Boston Bridge, 1911.4 1Basis of project adopted by Congress June 3, 1896. 2 No maps. Contains maps. 4Basis of project adopted by Congress July 25, 1912. 86 REPORT OF THE CHIEF OF ENGINEERS, tT. S. ARMY. (b) Fort Point Channel.-This channel is situated between the eastern shore of Boston proper on the one side and the reclaimed and improved South Boston flats on the other side; is about 11 miles in length and connects the tidal basin of the South Bay, which covers an area of about 250 acres, with Boston upper harbor. In its original condition the mid-channel depth was 12 feet at its mouth and 16 feet thence to the Federal Street Bridge, excepting at the draw in the Congress Street Bridge, where it was 14.5 feet at mean low water. The original project, adopted by the act of August 5, 1886 (H. Ex. Doc. No. 206, 48th Cong., 2d sess., without map; Annual Report of the Chief of Engineers, 1885, p. 543), 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. No estimate of cost of maintenance was given. No modification has been made in the existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Fort Point Channel and the channel Senate.., 1Ex. 74 Forty-eighth.. First..... 11884 588 leading to wharves of New York & New England R. R., 1882-83. Fort Point Channel, 1884 2 ... ..... House... 1 Ex. 206 ..... do....... Second.... 1 1885 543 1No maps. 2Basis of project adopted by Congress Aug. 5, 1886. No work was done and none required in maintenance of improve- ment during the fiscal year. The total cost to the United States to June 30, 1914, was $75,606.23, including $9,219.10 for maintenance. There have been no previous projects. The improvement was completed in 1909. The maximum draft that can be carried June 30, 1914, 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 miles from the entrance to the channel in Boston Harbor, the channel is navigable in fact. The commerce benefited by this improvement consists of coal, sugar, building materials, and miscellaneous merchandise, which amounted in the calendar year 1910 to 1,423,456 short tons, in 1911 to 1,107,621 short tons, in 1912 to 1,101,374 short tons,' and in 1913 to 1,091,211 short tons,' valued at over $15,000,000. 1Incomplete figures. RIVER AND HARBOR IMlwPROVEMENTS. 87 Sufficient funds are in hand for maintenance, and no estimate of additional funds is therefore submitted. PROJECT FOR GENERAL IMPROVEMENT. July 1, 1913, balance unexpended--- --- -------------------- $32, 122. 43 Receipts from sales---1--------------------------------------- . 00 32, 123. 43 June 30. 1914, amount expended during fiscal year, for maintenance of improvement---------------------------------------------- 172. 43 July 1, 1914, balance unexpended -------------------------- 31, 951. 00 PROJECT OF 1892 FOR 27-FOOT CHANNEL. July 1. 1913. balance unexpended ------------------------------- $31, 500. 00 June 30, 1914. amount expended during fiscal year, for maintenance of improvement------------------------------------------ 231. 00 July 1, 1914, balance unexpended------------------------------ 31, 269. 00 PROJECT OF 1902 FOR 35-FOOT CHANNEL. July 1, 1913, balance unexpended------------------------------ $791, 005. 57 Receipts from sales-------------------------------------------- 125.78 791, 221. 35 June 30, 1914, amount expended during fiscal year: For works of improvement-------------------- $263. 870. 98 For maintenance of improvement--------- ------ 91, 160. 52 355, 031. 50 July 1, 1914, balance unexpended ------------------ 436, 189. 85 July 1, 1914, outstanding liabilities-------------------------- 38, 083. 36 July 1, 1914, balance available -------------------------------- 398, 106. 49 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 -------------------------------- 200, 000. 00 Amount available for fiscal year ending June 30, 1915----------- 598, 106. 49 July 1, 1914, amount covered by uncompleted contracts---------- 370, 357. 95 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement------------------ 200, 000. 00 CHELSEA CREEK (BOSTON HARBOR) PROJECT. July 1, 1913, balance unexpended-------------- $85, 000. 00 July 1, 1914, balance unexpended--------------------------------- 85, 000. 00 CONSOLIDATED. July 1, 1913, balance unexpended--------------------------- ----- $939, 718. 00 Receipts from sales--------------------------------------------- 126. 78 939, 844. 78 1 Exclusive of amount available for fiscal year 1915. 88 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARM . June 30, 1914, amount expended during fiscal year: For works of improvement __... -______-__$263, 870.98 For maintenance of improvement --------------- 91, 563. 95 - $355, 434. 93 July 1, 1914, balance unexpended------------------------------- 584, 409. 85 July 1, 1914, outstanding liabilities_ __ - --- 38, 083. 36 July 1, 1914, balance available-----------___ 546, 326. 49 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_-- .......... _____________-_ 200, 000. 00 Amount available for fiscal year ending June 30, 1915_---------- -746, 326. 49 July 1, 1914, amount covered by uncompleted contracts _____-----370, 357. 95 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement of 35-foot channel __ 1200, 000. 00 (See Appendix B 9.) 10. Dorchester Bay and Neponset River, Mass.-Dorchester Bay is at the mouth of Neponset River, in Boston Harbor. Neponset River rises in Foxboro, Mass., and flows in a general northeasterly direction about 25 miles, emptying into Dorchester Bay. The section of the river included in the project extends from the mouth in the bay, upstream 1 miles. 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, 1z 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 (H. Doc. No. 83, 59th Cong., 2d sess., with map), 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; estimated to cost $125,233.34. No estimate of cost of maintenance work was stated. No modification has been made in the existing project since its adoption. The entire sum was appropriated by the act of March 2, 1907, with the proviso (printed on p. 77 of the Annual Report of the Chief of Engineers for 1910) that 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, should be made and hereafter maintained by the State of Massachusetts or other agency. Assurance that the improvement above the Neponset highway bridge would be maintained by the State was given by resolves of the Massachusetts Legislature, approved June 24, 1907. and March 5, 1938. The State improvement (above Neponset highway bridge) was completed in August, 1910. 1Exclusive of amount available for fiscal year 1915. 1rIVER AND 11ARBOR 1IMPROVEMENTS. 89 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Neponset River: 1892...............................House.. Ex. 35 Fifty-second.. Second.... 11893 800 1895........................... Senate. t Ex. 44 Fifty-third.... Third.................. 1897.............. ................. House.. Ex. 36 Fifty-fifth..... First...... 11897 875 Dorchester Bay and Neponset River, ... do..... 2 83 Fifty-ninth.... Second...... ....... 1905.3 1 No maps. Contains maps. 3 Basis of existing project adopted by Congress Mar. 2, 1907. No work was done during the fiscal' year. The amount expended to June 30, 1914, was $94,933, of which $348.45 was expended for maintenance. There have been no previous projects. The project was completed on December 28, 1909. The maximum draft that can be carried, June 30, 1914, 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. 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. During the calendar year 1908 the total commerce of the bay and river was 337,397 short tons; in 1909, 251,667 short tons; in 1910, 245,904 short tons; in 1911, 256,039 short tons; in 1912, 196,177 short tons 1; and in 1913, 263,809 short tons (valued at over $1,480,000), of which 60,608 tons were carried to Milton, above the limits of the improvement undertaken by the United States. The improvement has resulted in no material reduction in freight rates, but is of advantage to shipping interests in permitting the utilization of larger vessels. Funds in hand are sufficient for maintenance of the improvement, and therefore no estimate of additional funds is submitted. July 1. 1913. balance unexpended--------------------------------- $30. 300 July 1, 1914, balance unexpended----------------------------------- 30, 300 (See Appendix B 10.) 11. Weymouth River, Malss.-(a) Weymouth Fore River.-This river rises in Braintree, Mass., and flows in a northerly direction 7 miles, emptying into Hingham Bay, Boston Harbor. The section in- cluded in the project commences at the mouth and embraces a length of 3. miles. 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- 1Figures for 1912 incomplete. 90 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. foot channel extending 3,400 feet above that point, but too tortuous for safe navigation of large vessels. In the remaining 1,800 feet to the bridge the channel when surveyed was 150 feet wide and 13 feet deep at mean low water, but, before the adoption of the project, had been increased without expense to the United States to the width of 200 feet and depth of 15 feet at mean low water. Above the bridge the channel was 12 feet deep at mean low water for a distance of 2,200 feet; 6 feet deep with a practicable width a distance of 4,000 feet farther; and 3 feet deep a distance of 7,000 feet farther, but the channel was too narrow to be practicable. The original project, adopted by the act of September 19, 1890, was to obtain in Weymouth Fore River for a distance of 7.000 feet below the head of navigation a channel with the uniform depth of 6 feet at mean low water with the width of 100 feet to near Weymouth Landing, 80 feet thence to Braintree Bridge, and 50 feet thence 950 feet above that bridge, at an estimated cost of $40,000. The amount expended under that project wais $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 Legislature of Massachusetts, printed on pages 824 and 825 of the Annual Report of the Chief of Engineers for 1905. The project adopted by the act of March 3, 1905, embraced that portion of the river extending from its mouth in Hingham Bay about 32 miles up to Weymouth Fore River Bridge at Quincy Point, and was 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 was $55,000, all for improve- ment, with which the authorized channel was completed in June, 1907. The existing project, adopted by the river and harbor act of Feb- ruary 27, 1911 (H. Doc. 1334, 61st Cong., 3d sess., without map), is to widen and straighten by dredging and ledge removal the existing channel below Weymouth Fore River Bridge, including the removal of Channel Rock, all at an estimated cost of $140,000. No estimate of cost of maintenance was stated. A report on a desired modification of the project has been sub- mitted (H. Doc. No. 803, 63d Cong., 2d sess., with map), favorable to the widening of the channel to approximately 400 feet by the application of $21,000 of 'the unexpended balance of $60,000 left after completion of the existing project. The modification has not yet been adopted by Congress. RIVER AND HARBOR IMPROVEMENTS. 91 References to examination or survey reports and maps or plans (including project documients). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Sen:ate. Weymouth Fore P iver above Fore House... Ex. 26 Fifty-first..... First...... 3 1890 521 River Bridee, 1889.1 Weymouth Fore Fiver below Fore ... do..... 2 Ex. 36 Fifty-eighth... Second.... 3 1904 891 River Bridge, 1902-3.4 Weymouth Fore P iver below Fore ... do..... 1334 Sixty-first..... Third................. River Bridee, 1910.5 Weymouth Fore 1 iver below Fore ... do..... 2803 Sixty-third.... Second........ ...... River Bridae, 1913-14, with view to modification of project. 1 Basis of original project adopted by Congress Sept. 19, 1890. 2Contains maps. a No maps. 4 Basis of project adopted by Consress Mar. 3, 1905. 5 Basis of existing project adopted by Congress Feb. 27, 1911. No work was done during the fiscal year. The expenditure ($8) shown in the money statement was for an examination of the scow mooring in the river, chargeable to maintenance. The amount expended on the existing project to June 30, 1914, was $75,508, all for improvement, except $8 chargeable, to mainte- nance in 1914 for examination of the scow mooring. The total amount expended on all projects to June 30, 1914, is $173,258. The approved project was completed on May 20, 1913. 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 Wey- mouth River from its mouth is 6.2 miles. The freight carried on the river amounted in 1908 to 173,649 short tons, in 1909 to 159,342 short tons, in 1910 to 186,303 short tons, in 1911 to 173,445 short tons, in 1912 to 170,266 short tons, and in 191.3 to 175,051 short tons (valued at $1,084,081.73), of which the greater part was coal. The increased depth obtained is of importance chiefly to the Fore River Ship Building Co., which builds at its extensive plant at Quincy Point large passenger and freight steamers, cruisers, and battleships up to 30,000 tons. This company states that while no direct reduction in freight rates has been realized, the improved channel has proven of greater value and benefit in permitting the entrance of larger barges loaded with coal and lumber and the pas- sage of vessels of greater draft between the harbor and the shipyards on the river. Sufficient funds are in hand for maintenance, and no estimate of additional funds is therefore submitted. July 1. 1913, balance unexpended_--_-------------------------- $67, 000 June 30, 1914, amount expended during fiscal year for maintenance of improvement ------------------------------------------ 8 July 1, 1914, balance unexpended---- .--------------------- 66, 992 92 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (b) Weymouth Back River.--Weymouth Back River rises in East Weymouth, Mass., and flows in a general northerly direction 4 miles, emptying into Weymouth Fore River. The section included in the project commences one-fourth of a mile above the mouth and extends upstream about 1 mile. 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 Co., except on a bar, 400 feet across, one-fourth of a mile above its mouth, where the depth was 11 feet, and except the 2,000 feet next below that wharf, where the depth gradually shoaled from 12 feet to 6 feet at mean low water. The original project, adopted by a proviso in the act of August 18, 1894 (H. Ex. Doc. No. 256, 51st Cong., 2d sess., with map, Annual Report of the Chief of Engineers, 1891, p. 682), 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 Co., at an estimated cost of $22,000. No estimate of cost of maintenance was stated. No modification has been made in the existing project since its adoption. References to examination or survey reports nd maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Weymouth Back River, 1890 1......... House... 2 Ex. 256 Fifty-first..... Second.... 1891 682 Weymouth Back River, TTingham ... do..... s 12 Fifty-fifth..... First...... 1897 873 Bridge to Manns Wharf, 1896. 1 Basis of existing project adopted by Congress Aug. 18, 1894. 2 Contains maps. 8No maps. No work was done and none required during the fiscal year in maintenance of the improved channel. The amount expended on this project to June 30, 1914, was $26,000 (including $5,521.32 for maintenance). Fifteen cents has been de- rived from sales. There have been no previous projects. In 1897, a channel at least 12 feet deep at mean low water was completed 200 feet wide through the bar near the mouth of the river and 125 feet wide thence to the chemical company's wharf. Nothing further was done under the project until 1908, when the remaining 75 feet to make the channel 200 feet wide was dredged; the channel through the bar was redredged to 12 feet depth, 175 feet wide, and dredging was done in the 125-foot channel dredged in 1897. Owing to lack of funds the restoration of this channel to the dimensions RIVER AND HARBOR IMPROVEMENTS. 93 dredged in 1897 was not accomplished and the width of channel then available from the bar to the head of the improvement was but 180 feet. Subsequently the channel further deteriorated, but in 1912 it was restored to the full projected dimensions, and widened at the upper bend to 250 feet. 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. In 1910 a channel 5 feet deep at mean low water was dredged by the War Department at the expense of the Navy Department, from that depth in the river (just below the Hingham Bridge) to the Naval Magazine at Hingham. In 1913 the Navy Department dredged a channel 12 feet deep at mean low water and 150 feet wide, from the improved channel of that depth opposite the chemical com- pany's wharf to the Naval Magazine. The commerce benefited by the improvement comprised, in 1909, 180,009 short tons; in 1910, 181,104 short tons; in 1911, 204,625 short tons; in 1912, 241,984 short tons, and in 1913, 196,125 short tons, valued at $4,108,418, of which about 80 per cent was raw and manu- factured fertilizer products. No data was available as to the effect on freight rates. The ton- nage is carried almost exclusively in vessels owned and operated by the American Agricultural Chemical Co. The restoration of the channel having been so recently completed (in 1912) it is improbable that any redredging will be necessary in the near future. For this reason no estimate of additional funds is submitted. July 1, 1913, balance unexpended _____________________ $1, 000. 15 July 1, 1914, balance unexpended-------- ------------------ 1, 000. 15 CONSOLIDATED. July 1, 1913, balance unexpended_________-- ------------. $68, 000. 15 June 30, 1914, amount expended during fiscal year, for mainte- nance of improvement---------------------------- ---------- 8.00 July 1, 1914, balance unexpended--_----------------------- 67, 992. 15 (See Appendix B 11.) 12. Harbors of Plymouth and Provincetown, Mass.--(a) Harbor at Plymouth.-Plymouth Harbor is situated 45 miles by water south of Boston. Its outer anchorage, the "Cow Yard," is common to Plymouth, Duxbury, and Kingston. The harbor contains 2,000 acres, almost all of which, except the channels, is dry at low tide. In the original condition of the harbor the channel and low-water line were about 2,500 feet from the wharves at Plymouth, to which access could be had only at high water. Long Beach, a narrow, low sand spit 3 miles long, between the harbor and the ocean, was 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. 94 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 projects, $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. The existing project for the protection of the beach, adopted by the act of March 3, 1899 (printed in the Annual Report of the Chief of Engineers for 1899, p. 1089, no map), is to strengthen the sections of beach damaged by the great storm of November, 1898, and to re- store 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. No estimate of cost of main- tenance was stated. No modification has been made in this project since its adoption. In the report of January 20, 1899, submitting the project with esti- mate of cost, it was said: The following estimate for this work should be considered approximate only, for the reason that further changes are likely to occur before the work can be accomplished, which changes may materially increase or diminish the amount of work necessary to restore the beach to a safe condition. The accretion of the beach before the stone dike was built mate- rially diminished the cross section of a considerable part of it and permitted its extension to protect other places where further erosion has occurred. The existing project for dredging was adopted by the act of March 4, 1913 (H. Doc. No. 1194, 62d Cong., 3d uess., with map), and is to dredge a channel 18 feet deep at mean low water from that depth in the bay to the town wharves, 200 feet wide, increased at the entrance and on curves, at a total estimated cost of $167,000 for first con- struction and approximately $5,000 annually for maintenance. By that act one-half of the amount ($83,500) was appropriated, the adoption of the project and the expenditure of the appropriation being conditional upon the Commonwealth of Massachusetts or other interests defraying the remaining half of the expense, which condi- tion was accepted by the State on June 16, 1913, when an appropria- tion of $83,500 was made. The amount was placed to the credit of the United States August 25, 1913. No modification has been made in this project since its adoption. RIVER AND HARBOR IMPROVEMENTS. 95 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressiona documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Report upon protection and im- House... 1 Ex. 18 Forty-first ....Second.................... provement of Plymouth Harbor, 1869. Plymouth Harbor, 1874 (for dredg- }..do..... 1Ex.161 Forty-third... First......{(Pt.2) 348 Map showing works completed and ....................................... 1881 528 projected up to 1881. Map of dredged channel and basin, ................. ............ 1888 3....... 460 1888. Plymouth Harbor, report on con- House... 1230 Fifty-sixth.... First...... 11899 1089 clition of beach and work necessary for protection, 1899.4 Goose Point to wharf of Plymouth ... do.... Ex. 71 Forty-eighth.. Second.. 11885 538 Cordage Co., 1884. Goose Point Channel, to public wharf....... ........ ................ 11889 596 at Kingston, 1888. Gurnet Rock and other rocks at mouth House... 1314 Fifty-fourth... Second.... 11897 863 of harbor, 1897. Plymouth Harbor, with view to re- moval "Splitting Knife" and "Middle Ground" and north and ..do..... lEx 50 Fifty-third.... Third .....11895 645 south sides e cavated channel, 839 Fifty-fifth..... First...... 1 1897 877 1894 1897. Rubblestone breakwater from Long ... do..... 1168 Sixtieth....... Second................... Beach along crest of Browns Island, 1907, 1908. Plymouth Harbor, dredging, 1910- ... do..... 81194 Sixty-second.. Third........ ....... 11.5 1No maps. 2 Basis of original project adopted by Congress Mar. 3, 1875. 3 Contains maps. 4Basis ofexisting project forprotection ofbeach adopted by Congress Mar.3,1899. s Basis of existing project for dredging adopted by Congress Mar. 4, 1913. No work was done during the fiscal year on the project for beach protection. During the last half of the fiscal year, under the approved project for dredging, specifications were issued, contract was made, and 148,544 cubic yards of material were dredged under the contract. Expenditure, $9,291.41, all for improvement. The amount expended on the existing projects for beach protec- tion and dredging to June 30, 1914, was $109,467.69, of which $100,- 176.28, including $18,800 for maintenance, was expended for beach protection and $9,291.41 for dredging. This expenditure includes $4,530.12, collected in 1906 as damages from the surety of a failing contractor. In addition to the aforesaid amount expended under the present projects, $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. The total amount expended on all projects to June 30, 1914, is $312,281.33. Under the existing project for beach protection 12,459 linear feet of rubblestone dike have been built on Long Beach, which has re- sulted in strengthening the beach by the accretion of a large volume of sand and beach shingle; Eel River has been restored to its former 96 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. course; 536 feet of stone dike have been built to prevent the river from being again turned into the sea; and 3,434 feet of the riprap dike (in two sections) extending along the seaward face of Long Beach have been repaired. The existing project for dredging is about 20 per cent completed. The town of Plymouth at its own expense in 1909 restored and deepened to 10 feet at mean low water the channel and a portion of the basin completed by the Government. The maximum draft that can be carried, June 30, 1914, at mean low water, over the shoalest part of the locality under improvement is 10 feet. The mean range of tide is 10.1 feet. The commerce consists chiefly of coal and lumber, of which 37,840 short tons were received in 1909; 39,848 in 191); 48,657 in 1911; 37,620 in 1912, and 38,612 in 1913, valued at over $200,000. 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. No estimate of additional funds required is submitted, for the rea- son that the available funds in hand are sufficient. -- July 1, 1913. balance unexpended ________________________-- $93. 500. 00 Amount contributed by State of Massachusetts----------------- 83, 500. 00 177, 000. 00 June 30, 1914, amount expended during fiscal year for works of improvement: Government funds __. $4. 645. 53 ._______________________ State funds ------------------------------------ 4,645. 88 9, 291. 41 July 1, 1914, balance unexpended __- __--------- - 167, 708 59 July 1, 1914, outstanding liabilities----------------------------- 10, 707. 13 _ July 1, 1914, balance available____--____-------- _--- -- 157. 001. 46 July 1, 1914. amount covered by uncompleted contrnacts 45 6-----------2,152. Amount (estimated) required to be appropriated for completion of existing project for beach protection_---_ _-----___--_ _ 120, 700. 00 (b) Harbor at Provincetown, Mass.-This is an important harbor of refuge in the bight at the extremity of Cape Cod, about 40 miles southeast from Boston Light at the entrance to Boston Harbor. In its original condition the width and depth of its entrance and the depth of its anchorage area, about 4,000 acres at the 18-foot con- tour lying within an east and west line through Wood End, 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. 'Exclusive of the balance unexpended July 1, 1914, RIVER AND HARBOR IMPROVEMENTS. 97 The amount expended prior to operations under the existing project was $215,800.44. The existing project was adopted by the river and harbor act ap- proved June 25, 1910, and provides for further" improvement by the construction across House Point Island Flats, from Stevens Point to Wood End, of a rubblestone dike 5 feet wide at the top, 15 feet above mean low water; also a 300-foot extension of the Long Point beach protection and bringing it up to grade where necessary, all at an estimated cost of $140,009, in accordance with the report (with map) printed in House Document No. 821, Sixty-first Congress, second session. No estimate of cost of maintenance was given. No modification has been made in the existing project since its adoption. References to emamination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Description 'and plan of works, ..................... ........................ 1 1876 181 Provincetown Harbor. Do................................ ....................... ...................... 2 1879 273 Do.............................. ................. ........ ............ . ....... 1 1886 574 For protection most slender part of House... 18 Fifty-fifth.... Fist 2.... 11897 878 beach, 1896. Protection of harbor by dike, 19103.... ... do..... 1 821 Sixty-first..... Second............... 1 Contains maps. 2No maps. 3Basis of existing project adopted by Congress June 25, 1910. During the fiscal year the dike across House Point Island Flats was completed (June 26, 1914). Expenditure, $27,235.52, for improve- ment. In repair of the breakwater at Long Point 435 tons of stone were deposited, payment for which has not yet been made. Total amount expended on the existing project to June 30, 1914, was $118,331.49, all for improvement. The amount expended on all projects to June 30, 1914, was $334,131.93. 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. A breakwater for the protection and preservation of the outer end of Long Point was completed in 1883. Although in the vicinity of and below Wood End the timber structures have been partially successful in accumulating sand moved by the wind, for the greater part of the distance between Abel Hill and Wood End they have failed in the long run to accomplish their purpose, due to the absence of any great quiantity of wind-driven sand, and to the inability of light timber structures to withstand the 0 60993 -ENG 1914-7 98 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. inroads of the sea, 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 rubblestone dike has been completed across House Point Island Flats from the vicinity of Stevens Point to a point north- easterly from Wood End Light. The extension of the beach protection at Long Point, contem- plated in the river and harbor act of June 25, 1910, is not considered necessary at the present time. The maximum draft that can be carried to the anchorage is ample for the largest vessels. The mean range of tide is 9.2 feet. 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. As all needed protective work has been completed, and funds in hand are sufficient for maintenance, no estimate of additional funds required is submitted. July 1, 1913, balance unexpended------------------------- $55, 266. 56 June 30, 1914, amount expended during fiscal year, for works of improvement---------------------------------- ------ 27, 235. 52 July 1, 1914, balance unexpended---------------------------- 28, 031. 04 July 1, 1914, outstanding liabilities---.----- -------_ 13, 963. 68 July 1, 1914, balance available------------------------- 14, 067. 36 CONSOLIDATED. July 1, 1913, balance unexpended $148, 766. 56 Amount contributed by State of Massachusetts_-- 83, 500. 00 232, 266. 56 June 30, 1914, amount expended during fiscal year, for works of improvement: Government funds ------ ---- $31, 881. 05 State funds---------------------------------- 4, 645. 88 36, 526. 93 July 1, 1914, balance unexpended-- - 195, 739. 63 July 1, 1914, outstanding liabilities------------------------- 24, 670. 81 July 1, 1914, balance available ----------- ----------------- 171, 068. 82 July 1, 1914, amount covered by uncompleted contracts- ___ 62, 152. 45 Amount (estimated) required to be appropriated for completion of existing project for beach protection, Plymouth Harbor ._____ '20, 700. 00 (See Appendix B 12.) 13. Removing sunken vessels or craft obstructing or endangering navigation.- (a) Wreckage on beach at Deer Island, Boston Har- bor, Mass.--The removal of two pieces of wreckage, supposed to be from the schooner-barge Whitman, which was wrecked March 6, 1913, on Devils Back, a ledge in Broad Sound, Boston Harbor, found floating in the harbor and beached on Deer Island, and a small fishing vessel (name unknown) beached on the inner shore of the same island, work on which was begun in the preceding fiscal year, was completed in July, 1913. 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 99 In October, 1913, another piece of wreckage from the barge Whit- man was landed on the beach at Deer Island, and destroyed in No- vember by burning. (b) Wreckage on beach at Lovells Island, Boston Harbor, Mass.-- Other pieces of wreckage from the barge Whitman and from a scow belonging to the Great Lakes Dredge & Dock Co., sunk on R ams Head Shoal, Broad Sound, Boston Harbor, in October, 1913, were cast on the beach at Lovells Island in January, 1914, and were de- stroyed in the same month by hired labor. (c) Wreckage on north jetty, Merrimac River, Mass.-The five- masted schooner Samuel J. Goucher was stranded on Isles of Shoals November 12, 1911. In January, 1914, part of the wreck lodged on the north jetty at the mouth of Merrimac River. An allotment for its removal was made in the same month. In February it was washed from the jetty and finally landed in several pieces along a stretch of about 41 miles of beach on Plum Island south of the Newburyport Life Saving Station. Preparations for the removal of the pieces were commenced but before actual work was begun the wreckage was moved by the action of the sea well up on the beach and buried in the sand, where there is little danger of its becoming a menace to navigation. Further work was therefore abandoned. (See Appendix B 13.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations and surveys made in com- pliance with river and harbor acts approved July 25, 1912, and March 4, 1913, of the following localities within this district were duly submitted by the district office. 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 Salem Harbor, Mass., with a view to providing a channel 12 feet deep at mean low water from the outer harbor to the mouth of the South River.--Report dated June 5, 1913, is printed in House Document No. 212, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 2. Preliminary examination and survey of Beverly Hdrbor, Mass., with a view to securing a channel depth of 24 feet and of widening the channel on the northern side by the removal of the ledge near the Essex Bridge.-Reports dated September 25, 1912, and June 10, 1913, with map, are printed in House Document No. 220, Sixty-third Congress, first session. A plan of improvement for securing a chan- nel depth of 24 feet and width of 200 feet, by way of the northerly route shown on map accompanying said document, subject to cer- tain local cooperation and specified conditions, at an estimated cost of $173,000, is presented. The removal of the ledge near Essex Bridge is not deemed advisable at the present time. 3. Preliminary examination and survey of Weymouth Fore River, Mass., with a view to a modification of the project.-Reports dated May 1, 1913, and January 26, 1914, with map, are printed in House Document No. 803, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $21,000 is presented. 100 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 4. Preliminary examination and survey of Malden River, Mass., with a view to a modification of the project.--Reports dated Feb- ruary 9 and March 10, 1914, with map, are printed in House Docu- ment No. 878, Sixty-third Congress, second session. A plan of im- provement at an estimated cost of $80,000, subject to certain specified conditions, is presented. 5. Preliminary examination and survey of Boston Harbor, Mass., with a view to securing increased width and depth in the channel from PresidentRoads to the sea; also with a view to providing deep- water connection with such suitable terminals as may be established by the directors of the port of Boston.--Reports dated December 11, 1912, and April 4, 1914, with map, are printed in House Document No. 931, Sixty-third Congress, second session. A plan of improve- ment at a total estimated cost of $1,545,000 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 acts, approved July 25, 1912, and March 4, 1913, as follows: Reports thereon will be duly submitted when received: 1. Merrimac River, Mass., with a view to securing increased depth from Lowell to the sea, or in any part of this section of the river. 2. Lynn Harborand Saugus River, Mass., with a view to providing a channel 15 feet deep up to the bridge at East Saugus. IMPROVEMENT OF RIyERS AND HARBORS IN THE NEWPORT, R. I., DISTRICT. This district was in charge of Col. John Millis, Corps of En- gineers. Division engineer, Col. Frederic V. Abbot, Corps of En- gineers. 1. Improving Pollock Rip Channel through the shoals lying near the entrance to Nantucket Sound, Mass.-The northerly passage over the shoals near the eastern entrance to Nantucket Sound, known as the Monomoy Shoal, is very crooked, and in places narrow. It is subject to very strong tides and directly exposed to the full force of the easterly storms of the ocean. This passage is about 12 miles in length measured from the Handkerchief Light Vessel to the whis- tling buoy north of Pollock Rip Slue, and with a 21-foot depth varies in width from about 2,000 to 3,600 feet with a width of many miles as the Handkerchief Light Vessel is approached. The limiting depth in this northerly passage over the shoals is about 27 feet at mean low water. The mean range of tide is 3.7 feet at Monomoy Point. The locality is about 26 miles to the eastward of Vineyard Haven and about 60 miles to the southward of Provincetown, at the north- ern extremity of Cape Cod. The existing project adopted by the river and harbor act of July 25, 1912, provides for the improvement of the north or Pollock Rip Channel through the shoals lying near the entrance to Nantucket Sound by dredging to a depth of 30 feet a.t mean low water, using for the purpose an available Government-owned plant under ap- propriations aggregating $250,000 to make a more definite determina- tion as to what amount of additional work of improvement is advis- able. No improvement of this locality has been made prior to work under the existing project. No modifications have been made in the RIVER AND HARBOR IMPROVEMENTS. 1.01 existing project since its adoption. The reports on the preliminary examination and survey of this locality are printed with map in House Document No. 536, Sixty-second Congress, second session, and a map opposite page 1566, Annual Report of Chief of Engineers for 1913. Operations in progress at the close of the last fiscal year were con- tinued until December 22, when the dredge was moved to other work, avoiding the winter storms in this very exposed locality. Work was resumed on March 9 and continued until the close of the fiscal year. All work has been done by the Government-owned, seagoing, hy- draulic dredge Navesink and hired labor. Operations have been car- ried on chiefly on the northerly side of Stone Horse Shoal, some work has been done at a shoal point about the intersection of the cen- ter line of the present channel and the southeasterly line of the pro- posed new channel, a small amount of dredging has been done on the shoal at the eastern end of the channel where by reason of shoal water it was only practicable under the most favorable weather conditions. The total amount expended under the existing project up to the close of the fiscal year is $183,420.66, all of which has been expended for new work. Two hundred and eighty dollars and eighty-one cents was received from sales of material About 80 per cent of the experimental work has been accomplished. Stone Horse Shoal, which extends northerly across the proposed channel in the form of a narrow tongue, and produced what was locally known as the Stone Horse Rip, originally carried depths of water of from 18 to 24 feet, with very much deeper water on either side of it. There were a number of small detached shoals to the eastward of it. The survey made a year ago showed this tongue to have been deepened to from 30 to 45 feet for a distance of about 1,800 feet from its extreme northerly end, which is marked by the lighted navigation buoy designated as No. 5A. The northerly point of the 30-foot contour of this shoal has advanced from its position of one year ago about 600 feet, or about one-third of the distance previously gained, while the isolated shoal spots to the eastward have been removed, so far as the survey has extended. The shoalest water on the main tongue of the shoal found this year is from 17 to 23 feet. The survey in progress at the close of the fiscal year has been greatly retarded by fog and rough weather. It is estimated that a commerce of over 20,000,000 short tons an- nually will be benefited greatly if it be practicable to construct and maintain the proposed channel. It is impracticable to estimate the value of the commerce passing through this locality. During the calendar year of 1913 the dredge Navesink was on the work 225 days, a'nd counted 9,762 vessels passing the locality of the work. The effect of the improvement on freight rates, if any, will not be known until the improvement is completed. All funds designed for experimental dredging have been appro- priated. The results obtained have been such as to indicate the desirability of continuing the dredging for at least another year, and it is recom- mended that an appropriation sufficient for this purpose be made. 102 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended ___--__-__-_____--______ $168, 246. 63 Received from sale of material-______ __ _________ 280. 80 168, 527. 43 June 30, 1914, amount expended during fiscal year, for works of improvement ----------------------------------------------- 101, 667. 29 July 1, 1914, balance unexpended____________________________ 66, 860. 14 July 1, 1914, outstanding liabilities_________________________ __- 66, 860. 14 (See Appendix C 1.) 2. Harbor at HIyannis,Mass.-The harbor of Hyannis, in dimen- sions, is about 22 miles easterly and westerly and three-fourths of a mile northerly and southerly, and lies on the south shore of the penin- sula of Cape Cod and about 15 miles to the westward of the heel of the cape, and is an important harbor of refuge for the smaller class of vessels passing through Nantucket Sound. Fifteen and one-half feet can be brought into the anchorage area behind the breakwater at mean low water. The mean range of tide at the entrance and in the harbor is 3.3 feet. The harbor is about 20 miles east-northeast from Vineyard Haven on the Island of Marthas Vineyard, Mass., and about 85 miles from the harbor of Provincetown, at the northern extremity of Cape Cod, which is the first sheltered harbor to be en- countered after leaving Hyannis in rounding the cape. This harbor, before improvement, was an open roadstead, exposed to southerly storms. About 8 feet at mean low water could be carried to the site of the present wharf of the New York, New Haven & Hartford Railroad Co., now in a condition of poor repair and not much used. In the years 1827-1838 a breakwater 1,170 feet long was con- structed 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 August 5, 1886, House Document No. 96, Forty-eighth Congress, second session, with map-also printed at page 619, Annual Report of the Chief of Engineers for 1885, with maps at page 560 of same report-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 ac- cordance with the report of November 27, 1899, printed in House Document No. 79, Fifty-sixth Congress, first session, also printed without map on page 1284, Annual Report of the Chief of Engineers for 1900, and adopted by the river and harbor act of June 13, 1902, making the total estimated cost $76,312.14. The only change by this modification was in the estimated cost of the work. The project under which the work has been conducted and which has been completed provided for deepening to 15.5 feet at mean low water an area of about 36 acres north of the existing breakwater to increase the deep-water anchorage by that amount. 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. RIVER AND HARBOR IMPROVEMENTS. 103 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. ...... ........ ........................ 11884 ..................................... 511884 592 692 .2 1885 619 .................. 1 1893 ....................... ............ 1 1893 804 804 Entire improvement......................................................1 1895 656 ................................... 21895 744 ................ 1 1903 788 House 3 1 96 Forty-eighth.. Second-... 1 1885 619 .do. 3... 279 Fifty-sixth.... First...... 2 1900 1284 1Contains maps. 'No maps. 3Basis of project adopted by Congress. The work done during the fiscal year was by contract and consisted of maintenance work only for which provision was made by the river and harbor act of March 4, 1913. The amount ex- ended on the existing project during the past fiscal year was $3,678.42, all of which was foi maintenance. The total amount expended on the existing project up to June 30, 1914, was $77,790.61, of which $3,839.85 was for maintenance. The total amount expended on all projects to the end of the fiscal year is $201,222.43, which includes $20.68 received from sales of material and $500 received from bondsmen of failing contractor. The project has been completed but some deterioration in depth has taken place. The shoalest part of the improved harbor is 12 feet at mean low water. In addition to the increased depth in the an- chorage area, two cuts each 25 feet wide and 13 feet deep at mean low water were dredged in the channel leading to the wharf of the New York,-New Haven & Hartford Railroad Co., which is about 1,500 feet from the entrance to the harbor. The greater portion of the area dredged maintains its depth. 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 1,520 short tons, valued at $24,632.50. So far as known, the improvement has had no effect on freight rates. No estimate for further expenditures is submitted at this time as the available funds are sufficient to complete all contemplated work. July 1, 1913, balance unexpended --------------------------- $24, 243. 74 June 30, 1914, amount expended during fiscal year, for mainte- nance of improvement__---_____------------------ 3,678. 42 July 1, 1914, balance unexpended ______---------------- 20. 565. 32 July 1, 1914, outstanding liabilities__ ------- --------- 5. 060. 09 July 1, 1914, balance available-----------------------__ __i 15, 505. 23 July 1, 1914, amount covered by uncompleted contracts----------- 3, 891. 65 (See Appendix C 2.) 3. Harbor of Refuge at Nantucket, MIass.-This harbor is the only one between the harbors of Marthas Vineyard (Vineyard Haven 104 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY, and Edgartown) and Provincetown, a distance of 100 miles, except the small harbor of Hyannis on the north side of Nantucket Sound. It is 32 miles from the harbor of Vineyard Haven, on the island of Marthas Vineyard, Mass., and 80 miles from the harbor of Province- town, at the northern extremity of Cape Cod, which is the first shel- tered harbor to be encountered in rounding the cape. The harbor has a total area below First Point, on Coatue Beach, of about 502 acres, of which 102 acres has a depth of water in excess of 12 feet. In its original condition the channel entrance to the harbor 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 change in location. The mean range of tide at the entrance and within the harbor is 3 feet. Between 1829 and 1844 an ineffectual attempt was made to dredge a channel through the bar; and $45,734.75 was expended prior to beginning operations under the existing project. The existing project, adopted June 14, 1880 (House Doec. No. 18, 46th Cong., 2d sess.; p. 423, Annual Report of Chief of Engineers for 1880, Part I), and modified July 21, 1885 (p. 564, Annual Report of the Chief of Engineers for 1885), provides 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 mean low water. Estimated cost, $375,000, exclusive of cost of dredging. In 1905 a further modification of the project was made by adding $100,000 for dredging to the original estimated cost of the project, making the total estimated cost $475,000. The actual project under which work is at present conducted pro- vides for securing channel depth of 12 to 15 feet at mean low water from Nantucket Sound into the harbor, that depth to be secured and maintained by means of converging jetties and by dredging between them. The object of the improvement is to make a harbor of refuge for vessels plying between points north and south of Cape Cod. Inci- dentally it forms a commercial harbor for the island of Nantucket. So far as known it has never been used to any great extent as a harbor of refuge. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Nantucket Harbor Bar 1............. House... 97 Twentieth. ... Second.............. Do. .. . . . . . . . . . . . . . . .. . ...... do . .. . { (Pt. F o r t y -t h i r d ...... do...... 1875 {( P t2374 . Project documents1 .............. ... do..... 1 318 Forty-sixth.. ... 1885 13 564 1893 1 806 1895 1 660 1896 1 628 1903 1790 1 Contains maps. 2 No maps. 3 Basis of project adopted by Congress. RIVER AND HARBOR IMPROVEMENTS. 105 During the fiscal year ending June 30, 1914, the work under a contract for enlarging the jetty channel to about 450 feet width and 15 feet depth at mean low water was commenced on April 21 and was in progress at the close of the fiscal year. Operations during the year have been mainly for new work for which $12,558.61 has been expended. Of this amount $1,250 was for maintenance. The amount expended on the existing project up to that time, ex- clusive of outstanding liabilities, was $484,362.61, of which $86,772.85 was for maintenance. Of the maintenance expenditures, $7,210 was used on the west jetty, $6,312.90 on the east jetty, and $73,249.95 for dredging. The total expended on all projects for the locality to the end of the fiscal year is $530,097.36. 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 completed. Up to the close of the fiscal year ending June 30, 1914, the eastern jetty had been built to its full length, but only of partial cross sec- tion; the west jetty had been built out 83 per cent of its total pro- jected length. In 1912, a channel was dredged to a depth of 15 feet and approximately 200 feet wide with a central portion 17 feet deep and 100 feet wide, the plane of reference being mean low water. This channel is now being widened to 450 feet, with a least depth of 15 feet. The depth on the outer bar Las been redredged to 15 feet so that a channel of that depth is available into the harbor. The length of the chahnel between the inside and outside 17-foot contours is 1.4 miles. The entire commerce of Nantucket is carried on at this harbor, and amounted in the year 1913 to about 35,900 short tons valued at $1,200,000, consisting mainly of general merchandise, building mate- rial, coal, forage, grain, live stock, fish, and shellfish. The harbor was also used to a small extent as a harbor of refuge for small fishing vessels and yachts. So far as known the project has had no effect on freight rates. No estimate is submitted for funds desired during the fiscal year ending June 30, 1916, as the funds available are considered sufficient for all contemplated improvement and maintenance till that date. It is proposed to apply the available funds for continuing improve- ment and for maintenance as may be necessary. For reference to reports containing more detailed information see Annual Report of the Chief of Engineers for 1905, page 76. July 1, 1913, balance unexpended-------------------------- $58, 834. 75 June 30, 1914, amount expended during fiscal year: For works of improvement_________------------ $11, 308. 61 For maintenance of improvement___------ - _____ 1, 250. 00 12, 558. 61 July 1, 1914, balance unexpended -------------------------- 46, 276. 14 July 1, 1914, outstanding liabilities. --------------- 15, 623. 10 July 1, 1914, balance available_ __------ ------------------- 30, 653. 04 July 1, 1914, amount covered by uncompleted contracts--.-----. 11, 920. 86 (See Appendix C 3.) 106 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 4. Woods Hole Channel, Mass.-Woods Hole Channel is a water- way or strait connecting Buzzards Bay and Vineyard Sound through the so-called "Great Harbor," lying near the southwestern part of Cape Cod, Mass. It is about 17 miles easterly from New Bedford and 6 miles northwesterly from Vineyard Haven. That part of the channel under improvement is 3,500 feet long and 300 feet wide with a branch channel, called " Broadway Channel" 1,300 feet long and 300 feet wide leading toward Vineyard Sound. Thirteen-feet draft at mean low water can be brought in to the main channel from the ocean.' The mean range of the tide is 4 feet at the Buzzards Bay end of the channel and 1.65 feet at the Vineyard Sound end. 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 the channel through the strait. The project of 1883, ex- tended 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 com- pleted prior to 1889. The project of March 3, 1905, provided for widening and deepen- ing the entrance channel to the wharf of the Lighthouse Establish- ment in Little Harbor, which was completed in 1905. 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 12 feet depth at mean low water and a width of 150 feet with a turning basin 300 feet wide in front of the wharf of the Lighthouse Establishment, 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 Vineyard Sound; estimated cost, $396,000. The report on the survey upon which this project is based is printed at page 750 of the Annual Report of the Chief of Engi- neers for 1895. No modification of the existing project has been made since its adoption. RIVER AND HARBOR IMPROVEMENTS. 107 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Woods Hole Channel. .......... House... 84 Forty-third... Second.... P }275 Little Harbor .......... ..... ... Senate.. 22 Forty-fifth.... Third .... 11879 299 Pier and breakwater in Great Harbor 1. ......... ................................... 1882 550 Wharves and basin of the United ............. .... ........ .......... ...... 1884 598 States Fish Commission., Woods Hole Channel ................ ........................... ........ 1893 860 Do.2.. ...... .................... ............... ............ ... ......... 1903 793 Little Harbor 2.............. ..... House... 162 Fifty-eighth... Second.... 1 1904 931 Do.2....... ........... .. .... ...... 692 Sixty-first..... do............ ....... Project document ............... 11895 750 1No maps. 2 Contains maps. 8 Basis of project adopted by Congress. The operations during the year have been by contract and have consisted in completing the removal of the points projecting above the level of 13 feet below mean low water through the main channel from Buzzards Bay to Great Harbor, Woods Hole. Operations dur- ing the fiscal year have been for new work, for which $21,368.89 has been expended. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, exclusive of outstanding liabili- ties was $229,989.79. All expenditures under the existing project have been for improvement. The total expended on all projects for this work to the end of the fiscal year is $343,589.71 and an unexpended balance of $400.08 was turned into the Treasury of the United States. About 88 per cent of the approved project has been accomplished up to June 30, 1914. The straight channel from Buzzards Bay to Great Harbor, Woods Hole, has been cleared of obstructing shoals to a depth of 13 feet and width of 300 feet. The maximum draft that can be carried over the shoalest part is 11 feet at mean low water in the Broadway Channel. 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 41,125 short tons, valued at $2,751,037, consisting chiefly of coal, lumber, and other building materials, fish, and general merchandise. It is not known that any effect on freight rates has been produced by the improve- ment. No account was kept of vessels passing through the strait and not stopping at Woods Hole. The actual balance of original estimate unappropriated is $166,000. To complete the project as originally contemplated will require an appropriation of $25,000. It is proposed to spend the funds asked for in completing the Broadway Channel. For reference to reports containing more extended information, see Annual Report of the Chief of Engineers for 1905, page 79. 108 REPORT OF THE CHIEF OF ENGINEERS, UT. S. ARMY. July 1, 1913, balance unexpended------------------------------- $21, 379. 10 June 30, 1914, amount expended during fiscal year, for works of improvement------------------------------------------------ 21, 368. 89 July 1, 1914, balance unexpended- 10. 21 Amount (estimated) required to be appropriated for completion of existing project-------------------------------------------- 125, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement------------------- __ 125, 000. 00 (See Appendix C 4.) 5. 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. It is about 21 miles by water to Vineyard Haven Harbor, on the Vineyard Sound, in a southeasterly direction, and about 42 miles to Point Judith Harbor, to the westward. The entire harbor extends in a northerly and southerly direction for about 5 miles. The upper 2 miles are about three-fourths of a mile wide and the lower 3 miles about l1 miles wide. The northerly end narrows into the Acushnet River, which extends about 1 miles farther north, when it becomes very shallow. The lower end opens into Buzards Bay between Clark and Sconticut Points. A large portion of this area has very little depth. Before improvement the channel had a depth of 12.5 feet at mean low iater. Twenty-five feet draft at mean low water can be brought into the harbor from the ocean through a channel 300 feet wide. The mean range of the tide at the entrance and within the harbor is about 4 feet. 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 is based upon the report of the preliminary ex- amination and survey published, with map, as House Document No. 271, Fifty-ninth Congress, second session. It provides for dredging channels 25 feet deep at mean low water, 300 feet wide from Buz- zards-Bay to the north end of Fish Island, just above the New Bed- ford and Fairhaven Bridge, with a turning basin above the bridge, and an anchorage area of about 114 acres, 25 feet deep, between New 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 109 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 south- ward 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 north- erly between established harbor lines to said bridge. This modifica- tion was authorized provided it could be made within the limit of cost of the 1907 project. A further modification was made by the river and harbor act approved July 25, 1912, in accordance with report printed with map in House Document No. 442, Sixty-second Congress, second session, which contemplates the extension of the channel up the Acushnet River from the upper anchorage basin to Belleville, 2.15 miles, on which part of the harbor no work has yet been done by the United States, the channel to be made 18 feet deep at mean low water, 100 feet wide at the bottom, with increased width at the bend below Coggeshall Street Bridge, and a turning basin about 300 feet wide at the upper end, at an estimated cost of $56,610, with $3,000 annually for maintenance, subject to the condition that local interests con- struct a new bridge at Coggeshall Street, with at least one draw opening of 100 feet, and build a substantial wharf upon the city property at Belleville. The full amount estimated above was appro- priated by the said act. The actual project with all modifications under which work is now in progress provides for a channel 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 below the bridge between New Bedford and Fairhaven and extending to the harbor line on the New Bedford side, together with short channels above and below the bridge in the old passage between New Bedford and Fish Island con- necting with the other areas now being dredged. All of the above dredging is to a depth of 25 feet at mean low water. In addition to which it is proposed to dredge a channel up the Acushnet River to a depth of 18 feet at mean low water and a width of 100 feet to Belle- ville. This, however, is conditional upon the local authorities build- ing a new bridge and wharf as described above. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. 15-foot channel from Palmers Island wharvesof New Bedford. oto a House... 7House.. 5 Forty-third... Second.... (Pt3)}""S . 8 75Pt. II} 283 283 18-foot channel from Buzzards Bay to ... do.... 186 Fiftieth....... First...... 21888 513 wharves at New Bedford. Anchorage area 18 feet deep ............ do .... 159 Fifty-fourth...... do ..... 21896 672 18-foot channel to new draw in bridge ... do ... 1146 ..... do...... Second.... 21897 930 18-foot turning basin above bridge and ... do.... 1169 Fifty-sixth.... First ..... 21900 1295 removal of a bar in front of wharves. Buzzards Bay to above draw . . . . . . . .... 3. bridge . . . do.... 1271 Fifty-ninth.. Second............... New Bedford to Belleville do.... 442 Sixty-second ..... do............ ........ 2 1Contains maps No maps - Basis of project adopted by Congress. 110 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. No works of improvement were in progress during the fiscal year. The expenditures, exclusive of outstanding liabilities, were $12,- 032.21, all of which was for contingencies, purchase of plant, and outstanding liabilities. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, was $524,092.45, exclusive of out- standing liabilities, all of which was for new work. The total expended on all projects for this work to the end of the fiscal year is $694,801.45, including $41.28, receipts from sales, and $3,000 appropriated August 30, 1852, for survey of Taunton River and New Bedford Harbor. At the end of the fiscal year about 81 per cent of the general proj- ect had been completed, with the following results: A channel 300 feet wide and 25 feet deep, from Buzzards Bay to the anchorage area at the north end of Palmers Island; an anchorage area of about 114 acres, 25 feet deep, except over a strip about 40 feet wide along the southwest side, over some shoal spots that were left when dredg- ing was stopped, and over a ledge of rock at the north end of Palmers Island, where the least depth is 15.5 feet; a channel from the anchor- age area through the drawbridge, varying in width from 400 to 250 feet and 25 feet depth, except close to the bridge, where it is but 18 feet deep, owing to the crossing of a city water pipe, arrangements for the lowering of which are now under consideration; and a turn- ing basin above the bridge of about 600 by 900 feet with 25 feet depth. Above this turning basin for a distance of about 2 miles there is a natural channel up the Acushnet River, varying in depth from 18 to 6 feet. The deepening of this channel has not been under- taken yet, as it is dependent upon certain expenditures to be made by the local authorities as described above, which have not been made. The depth of water that can be carried into the harbor is now 25 feet. The shoalest part of the proposed improvement is about 6 feet. All depths are referred to the plane of mean low water: the mean range of the tide is 4 feet. The length of the improved section is about 3.2 miles. The head of navigation is at Belleville, the local name given to the northern part of New Bedford, about 2.15 miles above the improvements already made. 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 improved channel. The commerce of the harbor in 1913 amounted to about 1,491,046 short tons, consisting mostly of coal, building materials, general merchandise, and cotton, valued at $46,360,645.43. The effect of the deep water on commerce is the use of deeper draft vessels than formerly, with larger cargoes. So far as is known, the project has had no effect on freight rates. The amount asked for for expenditure during the year ending June 30, 1916, is for maintenance of the approach channel and anchorage area, the removal of the ledge rock at the north end of Palmers Island, and removal of shoals in the anchorage area. RIVER AND HARBOR IMPROVEMENTS. 111 July 1, 1913, balance unexpended_______--------- __________ _ $71, 582. 04 June 30, 1914, amount expended during fiscal year, for works of improvement ---------------------------------- 12, 032. 21 July 1, 1914, balance unexpended _____ -____________________ 59, 549. 83 July 1, 1914, outstanding liabilities_--------________ ___________ 610. 81 July 1, 1914, balance available------------------------------ 58, 939. 02 Amount (estimated) required to be appropriated for completion of existing project ------------------------------------- 57, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance_-------- 67, 000. 00 (See Appendix C 5.) 6. Taunton River, Mass.-This river rises in Norfolk County, Mass., flows in a general south by west direction a distance of about 44 miles, and empties into Mount Hope Bay at Fall River. The portion between Taunton and Dighton is under improvement, and the distance from Dighton, the lower end of the improvement, is about 8 miles from the mouth. The draft that can be brought to the mouth of the river from the ocean at mean low water is 25 feet. In its original condition the channel was narrow and obstructed by bowlders, and from Berkeley 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, printed in Senate Document No. 61, Forty-sixth Congress, second session, 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 up to Berkeley Bridge (above Dighton) ; thence 12 feet depth with 80 feet width (100 feet width at bends) up to Briggs Shoal; thence 11 feet depth with 80 feet width up to the " shipyard "; thence with 11 feet depth with 60 feet width,up to Weir Bridge, Taunton; all at a total cost estimated in 1893 at $125,000, all of which has been appropriated. No modification has been made in the existing project since its adoption by Congress. The report of November 21, 1887 (H. Doc. No. 86, 50th Cong., 1st sess.) had in view additional funds for com- pleting the project. References to examination or survey reports and maps or plans (including proj- ect documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Taunton to mouth ................... Senate.. 61 Forty-sixth... Second... 21880 373 Taunton to Dighton ................ House..- 86 Fiftieth...... First..... 21888 517 1Exclusive of the balance unexpended July 1, 1914. 2No maps. 8Contains maps 112 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. No works of improvement have been in progress during the past year pending the result of an examination and survey with a view to further improvement. The amount expended during the last fiscal year was for contingencies. The amount expended on the existing project up to June 30, 1914, exclusive of outstanding liabilities, was $137,414.67. About $28,916.74 of the above amount has been expended in the maintenance of the channel. The total expended on all projects to the end of the fiscal year ending June 30, 1914, is $200,414.67, including $2.25 received from sales. All of the projected work has been practically completed, and the shoals offering the greatest obstruction to the navigation of the river have been redredged several times. Vessels of 11 feet draft can reach Taunton at high water, but at some points the 11-foot channel is narrow. The plane of reference for this work is mean high water. The mean range of the tide is 5.5 feet at Dighton and 3.4 feet at Taunton. The improved section between Taunton and Dighton is about 6 miles in length. The head of navigation is about 1 mile above Weir Bridge at Taunton and 14 miles above the mouth of the river at Fall River. No portion of the river above Weir Bridge has been improved. The total tonnage on the improved part of Taunton River for the year 1913 was 107,156 short tons, valued at $490,869.82, consisting chiefly of coal, fire clay, and molding sand. So far as known the project has had no effect upon freight rates. It is proposed to apply the amount available to maintenance dredg- ing between Dighton and Briggs Wharf where shoaling has occurred. No estimate of funds for expenditure during the fiscal year ending June 30, 1916, is submitted, as the unexpended balance is considered sufficient for all work contemplated up to that time. July 1, 1913, balance unexpended -$9, 945. 50 Received from sale of material------------------------------------ 2. 25 9, 947. 75 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ------- -------------------------------- 170. 99 July 1, 1914, balance unexpended--------- ----- 9, 776. 76 (See Appendix C 6.) 7. 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 River. It forms the port of entry of the city of Fall River, the largest cotton manufacturing city in the United States. The harbor is about 2 miles long, with a width of from one-fourth mile to 1 mile. It is about 23 miles to the southeast from Providence and about 18 miles northerly from Newport Harbor. The minimum usable depth in the improved area is about 22 feet. Twenty-five feet can be brought into the harbor from the ocean. The mean range of tide at the entrance and within the harbor is 4.7 feet. Before improvement the depth of water in the reentrant in the wharf line north of the Old Colony Steamboat Co.'s wharf was only RIVER AND HARBOR IMPROVEMENTS. 113 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 Co.'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 and 25 feet deep at mean low water along the city front between the Old Colony wharf and deep water at the upper end of the city front; also 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 $20,009.51 has been spent for maintenance, making the total cost prior to beginning work on the present project $225,421.51. The existing project, adopted by the river and harbor act of June 25, 1910, is based on the report of a survey printed with map in House Document No. 778, Sixty-first Congress, second session, and provides for the removal to a depth of 25 feet at mean low water of a shoal occupying a central position in the harbor and extending the area of that depth to the harbor line along the eastern side of the harbor at an estimated cost of $143,000, with $6,000 annually for maintenance. No modification has been made in the existing project since its adoption. lReferences to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. ..................................... House... 84 Forty-third... First...... 1874 284 ... do... .................................. 345 Fif'y-third.... Third..... 1895 727 Project document......................do.... 1778 Sixty-first.... Second.................. 1With map. The operations of the past fiscal year have consisted in dredging by contract a strip 50 to 250 feet wide, lying along the eastern harbor line from the Staples Coal Co. wharf to the Slades Ferry bridge, completing the project. All operations have been confined to new work. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, exclusive of outstanding lia- bilities, was $124,810.51. The total amount expended on all projects up to the close of the fiscal year 1914 is $350,232.02, including $18.35 sales. The existing project had been completed up to June 30, 1914, but there remains certain maintenance work still to be done. 60993o-ENG 1914-----8 114 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The completion of the project has resulted in an increase in the 25-foot deep area in the harbor of about 87 acres. The maximum draft that can be carried over the shoalest part of the locality under improvement is about 2'2 feet at mean low water. The commerce using Fall River Harbor during the year 1913 amounted to 1,286,077 short tons, valued at $50,714,675.77, consisting of coal, cotton, general merchandise, fish, and shellfish. This includ as about 107,156 tons of freight passing into or leaving Taunton River. So far as known, no effect has been produced on freight rates by the improvement. It is proposed to apply the amount estimated as a profitable ex- penditure during the fiscal year ending June 30, 1916, to maintenance dredging to 25 feet in the approach channel and in the harbor if necessary. July 1, 1913, balance unexpended------------------------------ $51, 115. 21 June 30, 1914, amount expended during fiscal year, for works of im- provement -- -------------- _32, 417. 39 July 1, 1914, balance unexpended-------------------------------- 18, 697. 82 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ---------------------- 112, 000. 00 (See Appendix C 7.) 8. Pawtucket (Seekonk) River, R. I.--This river is the upper portion of the Providence River, the navigable portion extending from Pawtucket to Providence, a distance of 5.2 miles. Before im- provement the channel in the river was narrow and had a ruling depth of about 5 feet at mean low water. The source of the river is in the vicinity of Worcester, Mass., and it flows in a general southeasterly direction for about 50 miles, empty- ing into Providence Harbor at Providence. At Pawtucket a dam has been built across the river and forms the head of navigation. Above the dam at Pawtucket the river is known as the Blackstone River and is used as a partial source of power for many industrial estab- lishments. The lower reaches of the river are called the Seekonk River. That part of the river under improvement extends from Red Bridge, Providence, 1.6 miles above the mouth, to Division Street Bridge, Pawtucket, 0.3 mile below the dam, a distance of 3.3 miles. Through the improvements in Providence River and Harbor 25 feet draft at mean low water can be brought from the ocean to the mouth of the river and 16.7 feet draft at the same stage of tide to the lower end of the improvement at Red Bridge. The mean rise and fall of the tide is about 5 feet at Pawtucket and 4.7 feet at the mouth of the river. Between 1867 and 1873, $52,000 was appropriated to dredge the channel to 7 feet depth. This work was finished in 1876. The proj- ect of July 5, 1884, provided 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 Providence, up to Grant & Co.'s wharf at Paw- tucket, 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 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 115 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, based on report of survey printed with map in House Document No. 113, Fifty-sixth Congress, first session, and 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, modified by the river and harbor act of March 3, 1909, which permitted of the expenditure of any balance after the comple- tion of the work, in deepening the channel to 18 feet and increasing the width at such places as would best subserve the interests of com- merce. In the execution of this project the State of Rhode Island contributed the sum of $67,792. The existing project, with its various modifications, provides for a channel from Red Bridge, in Providence, to the lower wharves in Pawtucket, 100 feet wide, with an increase in the width at the bend opposite Phillipsdale, R. I., and an extension through the ledge rock between the wharves in Pawtucket 60 feet wide, all 16 feet deep at mean low water, with the further provision of increasing the depth to 18 feet as far as the funds will permit. Reference to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Between Division Street Bridge, Paw- Senate.. 46 Forty-eighth.. First...... 11884 609 tucket, and Red Bridge, Provi- House... 2113 Fifty-sixth... .do..... 11900 1302 dence. .do... 1141 Fifty-ninth.....do..... .............. 1No maps. 2Contains maps. No works of improvement were in progress during the fiscal year. A contract was entered into June 6 for a small amount of mainte- nance work, which will complete all work at present contemplated at this locality. Amount expended during fiscal year, $1,754.17, was for contingencies and surveys. The amount expended on the existing project up to June 30, 1914, exclusive of outstanding liabilities, was $234,171.04, of which $67,792 was contributed by the State of Rhode Island, all of which was for improvement. The total amount expended on all projects to the end of the fiscal year by the United States was $500,823.95, and from funds contrib- uted by the State of Rhode Island, $67,792, including $51.47 received from sales. 116 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMVY. The entire project has been completed, and a 16-foot channel 100 feet wide can be carried to Pawtucket, with an enlargement in width to 230 feet at Phillipsdale, affording greater facilities both for land- ing at that point and the passage of tows bound up and down the river, and an 18-foot depth for handling barges in the ledge rock channel at Pawtucket. The total amount of commerce on this river during the year 1913 was 520,757 short tons, chiefly coal, fish, oysters and oyster shells, and building materials, valued at $6,196,134.01. It is not known that any effect has been produced on freight rates by the improvement. It is proposed to apply the funds available to such maintenance as may be necessary. No improvement is contemplated before June 30, 1916, and the balance available is sufficient for the maintenance re- quired before that date. July 1, 1913, balance unexpended -------- --- _______-___ $7, 565. 69 June 30, 1914, amount expended during fiscal year, for maintenance of improvement__----- ----------------- ------- 1, 754. 17 July 1, 1914, balance unexpended______ - - ______________ -- 5, 811. 52 July 1, 1914, outstanding liabilities--- ----------- ____-__ 40. 92 July 1, 1914, balance available .. - 5. 770. 60 _-----------__ -________ July 1, 1914, amount covered by uncompleted contracts ----------- 4, 856. 77 (See Appendix C 8.) 9. Providence River and Harbor and Narragansett Bay, and Green Jacket Shoal, R. I.--(a) Providence River and Harbor and Narragansett Bay.-The Providence River is formed by the union of the Seekonk, or Pawtucket, River, with several small streams at Providence, R. I. It is a tidal river, varying in width from one-fifth to 11 miles, and extends southerly for about 8 miles to Conimicut Point, where it widens into Narragansett Bay. Providence Harbor is that part of Providence River opposite the city of Providence and lying north of Fields Point. It is about 1.4 miles long and has a width between harbor lines of from 0.2 to 0.34 mile. The distance northerly from the harbor of refuge at Point Judith is about 37 miles. Providence River and Harbor and that part of Narragansett Bay under improvement extend southward from Fox Point, in Providence Harbor, to about opposite North Point of Popasquash Neck, a distance of about 10z miles. The minimum usable depth from the Atlantic Ocean to the lower end of the improvement, a distance of about 17 miles, is 30 feet at mean low water. The mean rise and fall of the tide at the lower end of the improvement in Narragansett Bay and in Providence River is about 4.7 feet. Before improvement Providence River contained many shoals which obstructed navigation, and at one point in the channel called "The Crock". the available depth at mean low water was but 4.5 feet. In its original condition the greater portion of Providence Harbor consisted of flats, with a depth of water over them of from 1 to 3 feet at mean low water, and a channel way of from 4.5 to 15 feet deep. It is now used chiefly as an anchorage basin for vessels awaiting a berth at a wharf or in preparation for sea. RIVER AND HARBOR IMPROVEMENTS. 117 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, at a cost of $632,500. 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 ex- pended 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 has been completed from Sassafras Point to the deep water of Narragansett Bay by the West- ern 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, R. I. This project was completed at a total cost of $483,200.87. 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 Harbor Junction Pier and Sassa- 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. This project was completed at a total cost of $684,779.48. The total amount expended on projects previous to the existing one was $1,859,480.35. The existing projects are three in number, two of which were adopted by the river and harbor act of June 25, 1910, and are as follows: One, in accordance with report printed with map 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 south- eastern part of the harbor, just north of Kettle Point, limited 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 accord- ance with report printed with map in House Document No. 606, Sixty-first Congress, second session, providing for extending the 25- 118 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. foot deep anchorage area to the western harbor line from just above Harbor Junction Pier to Fields Point and widening the present 400-foot channel between Kettle Point and Gaspee Point to 600 feet, with certain easement of bends, at an estimated cost of $459,000, and maintenance of $17,000 annually. The 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 third project adopted by the river and harbor act of March 4, 1913, in accordance with plan printed with map in House Document No. 1369, Sixty-second Con- gress, third session, provides for deepening to 30 feet all of the har- bor between Fox Point and Fields Point, limited on the east and west by the harbor lines, the present approach channel between Gas- pee and Kettle Points, and an approach channel 600 feet wide from the southerly end of the present 25-foot channel at Gaspee Point to deep water about opposite North Point of Popasquash Neck, at an estimated first cost of $927,800, with $25,000 annually for mainte- nance. The act of 1913 made an appropriation of $100,000, and pro- vided for the completion of the project by authorizing continuing contracts in the further sum of $827,800, subject to the following pro- visions and conditions: That no work in the harbor proper north of Fields Point shall be done until the Secretary of War is satisfied that the State and city have completed their proposed expenditures in the combined Providence and Pawtucket Harbors, up to at least $2,000,000, for public terminals or other permanent public harbor improvements: Provided further, That the dredged material may be deposited on shallow areas near the city of Providence if plans therefor can be arranged with local interests whereby the cost of the work to the United States will not be increased over that of towing to the present dumping ground. The project under which work is now in progress, with all modi- fications, provides for dredging all of the harbor between Fox Point and Fields Point, limited on the east and west by the harbor lines, the cutting off of Fields Point back to the western harbor line, and widening the approach channel to a minimum width of 600 feet from Kettle Point to Gaspee Point; restoring the depths in certain of the older portions of the work that have shoaled since originally dredged, all to 25 feet at mean low water; also deepening to 30 feet all of the harbor proper below Fox Point, together with the present approach channel between Gaspee and Kettle Points and dredging where nec- essary to obtain a channel 30 feet deep and 600 feet wide from Gaspee Point south to deep water. The object of this improvement is to furnish a wide and deep chan- nel for foreign and coastwise commerce from the ocean to Providence and to provide a deep-water anchorage for that harbor. Providence Harbor is about 27 miles from the Atlantic Ocean, and a depth of over 40 feet extends from the ocean up through Narragansett Bay to within 14 miles of Providence. Continuous depths of over 30 feet extend for about 3 miles more, or to the southerly end of the pro- posed 30-foot channel. RIVER AND HARBOR IMPROVEMENTS. 119 References to examination or surrey reports and maps or plans (including prof- ect documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or Senate. ,, No. Congress. Session. Year. Page. East side Providence River, he- .......... 1 Ex. 107. Forty-second.. Third..... 11873 969 tween Fox Point and Fields Point. 23-foot channel, Providence to the Senate.. 34 Forty-fifth.... Second.... 1 1878 233 sea. 25-foot channel, Providence to sea, ... do.... 45 Forty-seventh First.......1 1882 557 and increasing the anchorage area in harbor. Green Jacket Shoal.............. do..... 42 Forty-eighth.. Second.... 2 1885 601 Providence River, Providence ....................... ................. 2 1893 830,831, Harbor, Green Jacket Shoal. 832 Providence Harbor 3-.............. House... 2919 Sixtieth....... First.............. ... Providence River and Harbor and ...do .... 2606 Sixty-first..... Second.... ..... .... Narragansett. . Bay.a . . . .. . . . . . . .. . . .. . .. Do.3. ... do..... 21369 Sixty-second.. Third................ 1 No maps. 2Contains maps. 8Basis of project adopted by Congress. During the past fiscal year the widening of the approach channel between Kettle Point and Gaspee Point had been completed, there remaining only the cleaning up of certain shoals left in the first dredging to complete that portion of the work. The work of widen- ing the harbor to the western harbor line had been completed with the exception of Fields Point and a small part of the shoal opposite Sassafras Point. (H. Doc. No. 606, 61st Cong., 2d sess.) The main- tenance work in Providence Harbor between Fullers Rock Light and the vicinity of Fox Point had been completed by contract as far as available funds would permit. Dredging on the 30 feet deep channel at Fields Point and on the shoals opposite and to the south of Conimicut Light has been in progress by the Government-owned suction dredges Gedney and Navesink. A small amount of work was done by contract at Fields Point, and proposals had been re- ceived for dredging the entire 30-foot channel between Bullocks Point Lighthouse and Fields Point by contract. The State wharf on the west side of the harbor and the city quay wall between Sassa- fras Point and Fields Point, the assurances for the construction of which were given the Secretary of War in conformity with the requirements of the act adopting the project have been under con- struction. The wharf and freight sheds have been completed and the city quay wall is nearing completion. The expenditures for the year amounted to $130,612.07, exclusive of outstanding liabilities, of which $2,538.82 was for maintenance. The amount expended under the existing project up to June 30, 1914, exclusive of outstanding liabilities, was $595,280.13, of which $41,658.10 was for maintenance of improvement. The total amount expended on all projects to the end of the fiscal year 1914 was $2,559,010.48, including $267.10 received from sales and reimburse- ments. About 7 per cent of the new work contemplated has been completed. The wdrk by the Government dredges Gedney and Navesink on the 30-foot project has resulted in deepening the shoal opposite 120 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Conimicut Light from a minimum depth of 14.4 feet to a minimum depth of 29.5 feet, the shoal opposite Fields Point has been deepened from about 17 feet to 25 feet, and the shoal southerly of Conimicut Light has been deepened from 22 feet to 27 feet, the plane of refer- ence being mean low water. The channel at Conimicut Light, which was very narrow, has been widened and 27 feet draft can be carried to a point about 5,000 feet above Conimicut Light. The maximum draft that can be carried through the channel to Providence Harbor is 25 feet at mean low water. The head of navi- gation for Providence River is at Crawford Street in Providence, about three-fourths of a mile above Fox Point. The commerce of Providence Harbor, including 520,757 short tons entering and leaving Pawtucket River, was 4,539,805 short tons, valued at $111,146,764.62, consisting chiefly of coal, oils, chemicals, general merchandise, fish, and shellfish. So far as known, the works of improvement have had no effect upon freight rates. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, will be applied to the completion of the 30-foot project. (b) Green Jacket Shoal.-This shoal was in that part of Provi- dence River which constitutes the harbor of Providence. It lay off the wharves on the south front of the city and occupied a part of the harbor that is required for anchorage purposes, covering an area of about 18 acres between the 15-foot curves and about 30 acres in all. In its original condition the shoal in many places carried only 1 foot of water and was a very troublesome obstruction. The project for the removal of this shoal was adopted August 5, 1886. The sum of $104,250 was expended on this work up to June 30, 1904, by which 23.8 acres out of the original 30 of this shoal had been dredged to 25 feet depth, and a 16-foot depth had been secured over the central and largest portion of the shoal, in addition to a 20-foot depth in the main channel, making an important addition to the anchorage facilities of Providence Harbor. In the river and harbor acts of June 13, 1902, and March 3, 1905, provision was made for the removal of the remaining portions of this shoal in connection with the project for an enlarged anchorage area in Providence Harbor, and all of the remaining portions of the shoal were removed under the appropriations made by these acts. There has been some shoaling over those portions of, the area dredged prior to this year, which probably extends along the eastern side of the recently dredged anchorage area. For reference to reports containing more extended information see Annual Report of the Chief of Engineers for 1905, page 85. BETWEEN KETTLE POINT AND GASPEE POINT, ETC. July 1, 1913. balance unexpended-----------------------------_ $62, 289. 41 June 30. 1914, amount expended during fiscal year, for works of improvement ------------------------------------------------ 2, 289. 41 ANCHORAGE AREA ON EAST SIDE. July 1, 1913, balance unexpended __------------- -$164. 800. 00 July 1, 1914, balance unexpended ------------ ----- 164, 800. 00 IIVER AND HARBOR IMPROVEMENTS. 121 MAINTENANCE. July 1, 1913. balance unexpended_____---------------- -$12, 406. 95 June 30, 1914, amount expended during fiscal year, for mainte- nance of improvement: From specific appropriations- -------------- - $69. 33 From geueral i l)lrol)riation. I)reservation, and maiin- tenance of river and harbor works__-- 2, 469. 49 2. 538. 82 July 1, 1914, balance unexpended-------------------------------9, 868. 13 July 1, 1914, outstanding liabilities_-------------D-----____ ---- 79. 44 July 1, 1914, balance available-__- ------ _____--------. 9,788. 69 30-FOOT CHANNEL. July 1, 1913. balance unexpended-------------------__------ $98, 459. 06 Received from sale of material_-....... __ _________ 40.27 98, 499. 33 June 30, 1914. amount expended during fiscal year, for works of improvement -------------------------- ---------------------- 65. 783. 84 July 1, 1914, balance unexpended_----- -___-----_____ 32. 715. 49 July 1, 1914, outstanding liabilities- __ --- 532. 10 9__________-_____, July 1, 1914, balance available .------ ------------- __--- - 23, 183. 39 Amount appropriated by sundry civil act approved Aug. 1, 1914__ 500, 000. 00 Amount available for fiscal year ending June 30, 1915------------- 523. 1S3. 39 Amount of continuing contract authorization, act of Mar. 4, 1913__ 827. 800 00 Amount appropriated under such authorization___------------- 500, 000. 00 Amount yet to be appropriated__-.......____ ___----------- 327, 800. 00 Amount (estimated) required to be appropriated for completion of existing project------------------------- ---- -327, 800. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement .......--- .-------- 12 327, 800. 00 CONSOLIDATED. .--..--- July 1, 1913. balance unexpended--___------------- $337, 955 12 Received from sale of material ___---------------__ 40. 27 337, 995. 69 June 30, 1914. amount expended during fiscal year: For works of improvement ___---------- ----- $128, 073.25 For maintenance of improvement- From specific appropriations--__-__- $69. 33 From general appropriation, preser- vation and maintenance of river and harbor works, Providence, R. I--------------------------- 2.469.49 2. 538. 82 130. 612. 07 July 1. 1914. balance unexpended-------------------- 207, 383. 62 July 1. 1914, outstanding liabilities-- __-------------------- 9, 611. 54 July 1. 1914. balance available-------------------- -------------- 197, 772. 08 1 Exclusive of amount available for fiscal year 1915. SThis estimate is for appropriation in the next sundry civil act for work under con- tinuing-contract authorization provided by the river and harbor act of 1913. 122 REPORT OF TIHE CHIEF OF ENGINEERS, U. S. ARMY. Amount appropriated by sundry civil act approved Aug. 1, 1914_ - $500, 000. 00 Amount available for fiscal year ending June 30, 1915------------ 697, 772. 08 Amount of continuing contract authorization, act of Mar. 4, 1913__ 827. 800. 00 Amount appropriated under such authorization__ ------------- 500, 000. 00 Amount yet to be appropriated-------------------------------- 327, 800. 00 Amount (estimated) required to be appropriated for completion of existing pr-oject-------------------------------------------- 1327. 800. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement -- _-------- _ 12327, 800. 00 (See Appendix C 9.) 10. Harbor at New port, R. I.-This harbor is at the main entrance to Narragansett Bay, and throughout the year it serves as an easily accessible harbor to foreign and coastwise commerce, and is a dis- tributing point for tows of barges bound for Narragansett Bay points and points farther east. The inner harbor serves also as the harbor for the commerce 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 outer harbor from "The Dumplings," at the entrance, to "Gould Island" is about 31 miles long with a width of 1 to 1 miles, the greater portion of which has a natural depth of from 6 to 23 fathoms. The inner harbor, between Goat Island and Newport, extends north and south about 6,000 feet, including the northern en- trance of about 1,500 feet, with a width of 750 feet between Long Wharf and the United States naval torpedo station. South of Long Wharf the harbor has a width of about 2,000 feet. It is about 12 miles northeasterly from Point Judith Harbor and 48 miles westerly from Vineyard Haven. The minimum usable depth over the im- proved section is 11 feet. Eighteen feet draft can be carried into the harbor from the ocean at mean low water. The mean range of the tide in the entrance and within the harbor is 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 1 Exclusive of amount available for fiscal year 1)15. 2 This estimate is for appropriation in thile next sundry civil act for work under con- tinuing-contract authorization provided by the river and harbor act of 1913. RIVER AND HARBOR IMPROVEMENTS. 123 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, for which sum the project was completed. The total amount expended on the original and modified projects as above, including $10,000 for main- tenance, prior to operations under the existing project was $244,- 695.71, by which all 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, with map, for the extension of the 13-foot anchorage area southward to the harbor line, and the removal of Nourmahal Rock in Brentons Cove off the Fort Adams shore to a depth of 18 feet, in accordance with House Document No. 438, Fifty-ninth Congress, second session, with map, at a total estimated cost of $250,900, which has been appro- priated. The river and harbor act of June 25, 1910, modified the existing project in accordance with the plan printed, with map, in House Document No. 610, Sixty-first Congress; second 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 and $5,000 annually for maintenance. The total estimated cost of the existing project as modified is $483,900 and $5,000 annually for maintenance. The existing project, as modified, provides for a channel 18 feet deep and 750 feet wide passing along the easterly side and around the southerly end of Goat Island and northward through the harbor; and for an anchorage area 18 feet deep at mean low tide to extend from the channel eastward to the harbor line on the east side of the harbor, 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 broken line running southwesterly from Perry Mill Wharf, also by the removal of a portion of the shoal around the south end of Goat Island. This project includes in addition to the above the removal of Nourmahal Rock in Brentons Cove, off Fort Adams, and the ex- tension of the 13-foot anchorage area from the southerly limit of the 18-foot anchorage, southward to the harbor line, over that por- tion of the harbor lying to the eastward of the city stone pier. 124 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. 12-foot channel to wharves.. :.............. Ex. 107 Forty-second.. Third..... 1 1873 964 Increase of estimated cost of chan- 11882 561 nel through harbor and 13 and......... ............ 1885 604 10 foot anchorage. 18.604 Spit, south end of Goat Island -.....House... I 180 Fifty-first..... Second.... 1 1831 736 750-foot channel through harbor 2... .. do..... 8121 Fifty-eighth.. ..... do............... Nourmahal ock 2 2................... . . . . . . . . . . . . . . . do..... 438 Fifty-ninth.........do .. ....... Anchorage area ... do ..... 610 Sixty first..........do..... ....... 1 No maps. 2 Basis of project. Contains maps. No works of improvement have been in progress during the fiscal year. The work remaining to be done to complete the project is the removal'of certain areas of ledge rock in both the 18 and 13 feet deep anchorage areas. The most dangerous points of rock have been buoyed pending later removal. The expenditures during the year were $8,681.05, exclusive of outstanding liabilities, chiefly for contingencies and purchase of plant. The amount expended under the existing project up to the close of the fiscal year ending June 30, 1914, was $374,799.05. The total amount expended on all projects up to the close of the fiscal year 1914 is $619,494.76, including $184.48 received from sales. About 72 per cent of the existing project has been completed. There is now a channel 750 feet wide of 18 feet depth passing through the harbor and around the southern end of Goat Island, an 18-foot anchorage area extending into the wharf front of the city, and a wider and much better turn around the southern end of Goat Island of 18 feet depth. Nourmahal Rock has been removed to 18 feet depth and the 13-foot anchorage has been extended south to the harbor line. The latter, however, in its southerly part, carries some small ledge-rock areas which project about 1 foot above the 13-foot depth. The shoalest part of the improvement is in the northeast part of the harbor. The least depth of water over it is about 8 feet. As the improvement of the harbor has progressed there has been a large increase in the size and number of vessels using it. The commerce for 1913 was about 220,435 short tons, principally fish, coal, and general merchandise, valued at $6,606,097.89. In addition to the local commerce, it is estimated that 567,790 short tons passed through the harbor and used it as a harbor of refuge. It is not known that freight rates have been affected by the im- provement. It is proposed to apply the available funds to work of improve- ment in the removal of the areas of ledge rock uncovered in the dredging. No additional funds are required for the year ending June 30, 1916, as it is believed sufficient funds are available for completion of the project, and no maintenance work will be necessary before the above-mentioned date. The balances of the appropriations made for RIVER AND HARBOR IMPROVEMENTS. 125 the two parts of the existing project, viz., that adopted by the act of March 2, 1907, and that adopted by the act of June 25, 1910, are sufficient to complete the project, but as there will be a small surplus of the former and probably a deficiency in the latter to complete the work contemplated, it is suggested that authority to apply any sur- plus that may exist in one to the completion of the other be given. July 1, 1913, balance unexpended --------------------------$118, 000. 77 Received from sale of material---- --------------- __ ------- - 111. 67 118, 112. 44 June 30, 1914, amount expended during fiscal year, for works of improvement-----------------------$13. 666. 44 Reimbursable-------------------------------4, 985. 39 Net expended--------- ------------------------------- 8, 681.05 July 1, 1914, balance unexpended_ .-.. ___________--------- 109, 431. 39 July 1, 1914, outstanding liabilities----__ -- __----------238. 30 July 1, 1914, balance available---------------------------- 109, 193.09 (See Appendix C 10.) 11. Harbor of refuge at Point Judith, R. I.--Point Judith is the southern extremity of the township of Narragansett, 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 loca- tion 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 harbor protected by the breakwaters covers an area of about 3,800 feet in a northerly and southerly direction and about 3,400 feet easterly and westerly, with an entrance 1,200 feet wide and from 23 feet to 31 feet in depth on the southeasterly side, and one 1,500 feet wide on the western side with a depth of about 18 to 25 feet. The mean range of the tide at the entrance and within the harbor is 3.1 feet. It is about 23 miles easterly from Stonington Harbor, Conn., and about 50 miles westerly from Vineyard Haven, these being im- portant harbors on the line of the very large traffic bound east and west past this point. The existing project is the only one ever adopted for this locality. The existing project, adopted by the act of September 19, 1890, was based on House Document No. 66, Fifty-first Congress, first session, and provided for the construction at this point of a national harbor of refuge nearly a square mile in area by means of two stone breakwaters. The main breakwater, 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. East- ward of the main breakwater a detached breakwater, nearly parallel to the line of the eastern 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 main- land itself forming a protection on the north, all at a total cost esti- mated 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 con- struction of this harbor, which was approved November 16, 1896, and 126 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. provided for raising the crest of the eastern arm of the main break- water and extending its western arm to its originally projected length, at an estimated cost of $444,311, and deferring the construc- tion of the easterly detached breakwater as a part of the main project until the completion of the main breakwater should demonstrate its necessity or otherwise. (Annual Report of Chief of Engineers for 1897, p. 920.) The river and harbor act of June 13, 1902, made a further modifi- cation by providing 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. (H. Doc. No. 53, 55th Cong., 1st sess.) A further modi- fication was made by the act of March 2, 1907, authorizing an extension seaward to the easterly shore-arm breakwater at an addi- tional 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 so much of the plan of improvement set forth in House Document No. 911, Sixtieth Congress, first session, as provides for the construction of a detached westerly shore arm of the breakwater, at an estimated cost of $665,000, making the total estimated cost of the project $2,485,000. The project as modified provides for the construction, first, of a V-shaped breakwater, designated the main breakwater, facing about south by west; second, the construction of an easterly shore-arm breakwater extending out from the shore toward the easterly arm of the main breakwater, leaving an entrance to the harbor 1,200 feet wide; third, the construction of a westerly shore-arm breakwater extending out from the shore toward the westerly arm of the main breakwater, leaving an entrance 1,500 feet wide; and, fourth, the raising of the crest of the easterly arm of the main breakwater to the level of 13 feet above mean low water instead of 10 feet as originally built. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. - House or No. Congress. Session. Year. Page. Senate. Harbor of refuge 1.............. . . ..... House... 2 66 Fifty-first..... First............... Do.l........................ ................................... 1897 920 Point Judith Pond .................. House .. 2132 Fifty-fifth..... Second... 3 1898 935 Harbor ........................... .. do.... 260 Fifty-eighth... ... do...... 3 1904 949 Do............................. . ... do.... 2935 Sixtieth .... First..... .......... Harbor of refuge 1.................. do.... 253 Fifty-fifth... .... .......... Do.i ............................ .. do.... 2911 Sixtieth...... do.............. ....... 1 Basis for project. 2 Contains maps. 3 No maps. The operations during the past fiscal year have been by contract on the construction of the westerly shore arm and repairs to the most exposed parts of the easterly shore arm. On November 15, 1913, the contractor's plant was removed from the work for the winter months, and no work was done until May 19, 1914. RIVER AND HARBOR IMPROVEMENTS. 127 The expenditures during the year were $193,029.90, of which $13,516.94 was for maintenance. The sum of $2,329,803.01, including $97.84 received from sales, has been expended on this work up to June 30, 1914, of which $84,933.04 was for maintenance. About 96 per cent of the entire project as approved has been com- pleted. By the expenditures made the main breakwater had been built to a total length of 6,970 feet, with a height of 10 feet above mean low water, and the easterly shore-arm 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. The westerly shore-arm breakwater when completed will be about 3,600 feet long, of which 3,187 are practically finished and the balance requires only the fin- ishing of the top and facing for the side slopes. A kerosene-lantern light was established on the southerly end October 21, 1912, and has been maintained continuously since that date. Repair work on the easterly shore-arm breakwater and on the east arm of the main break- water, in progress at the close of the last fiscal year, was completed in August, 1913, and the same breakwaters were seriously damaged by a storm of unusual severity on March 1 and 2, 1914. 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. It is expected the western shore arm will stop the inflow of sand. The result of the improvement has been to create a harbor of refuge, with depths within the breakwater of from 16.5 to 35 feet, 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 entering courses with respect to that of the worst seas, the lack of room necessary for maneuvering barges in tow, and the fact that the central part of the area is obstructed by a dangerous reef, over which there is a minimum depth of 16.5 feet at mean low water. Two hundred and forty vessels, exclusive of contractor's vessels, used the harbor during the calendar year 1913. It is not known that freight rates have been affected by the improvement. The cost of repairing the damage to the breakwaters by the storm of March 1 and 2 is estimated at $75,000, and the appropriation of this amount for the fiscal year ending June 30, 1916, is recommended. It is proposed to apply the available funds to completing the westerly shore arm of the breakwater, which is the only part of the modified project presented in House Document No. 911, Sixtieth Congress, first session, specifically adopted by Congress, and to raising the crest of the east arm of the main breakwater to the level of 13 feet above mean low water, and to repairs to the easterly arm of the main breakwater and the easterly shore-arm breakwater. The total estimated cost of the work authorized has been appro- priated, and the maintenance work is all that is contemplated to June 30, 1916. 128 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended- -------- ------------ $376, 750. 55 Received from sale of material ---- ----------------------- 17. 53 376, 768. 08 June 30, 1914, amount expended during fiscal year: For works of improvement------------------ $179. 512. 96 For maintenance of improvement -------------- 13, 516. 94 193, 029. 90 July 1, 1914, balance unexpended --------------------------- 183, 738. 18 July 1, 1914, outstanding liabilities__________________________ 50, 147. 68 July 1, 1914, balance available 133, 590. 50 _...------__--_____--__e -- July 1, 1914, amount covered by uncompleted contracts _______- 60, 158. 35 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement7-------------1____ 75, 000. 00 (See Appendix C 11.) 12. Entrance to Point Judith Pond, R. I.-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 improvement it was frequently cut off from the ocean. The State of Rhode Island and the town of South Kingstown have made an 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 currents. 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 combined appropriations might result in some benefit to the work, but the threatened cutting away of the sand behind the west- erly 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. i Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 129 No part of the 1907 appropriation of $8,000 for dredging has as yet been used. The total expenditures to June 30, 1913, was $12,000, resulting in improving the entrance to the extent stated above. The commerce of the pond is very small, and consists mainly of oysters caught in the Point Judith Pond, which are shipped by rail. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entire pond.......................... House... 84 Forty-third... First...... 11874 117 Do........................................................................ ........ 11889 642 Do...... .................................................... ... 1 1893 877 Entrance at southeast corner of pond............ ....... ...... .................. 2 1895 689 Do.............................. .. House... 2132 Fifty-fifth..... Second..... 11898 935 Channel dredged by the town and ... do.... State. 260 Fifty-eighth......do...... 11904 967 Preliminary examination adverse to ... do.... - 79 Sixty-first.... First................ further expenditures by U n i t e d States. 1No maps. s Contains maps. July 1, 1913, balance unexpended____________- -____________ $8. 000. 00 July 1, 1914, balance unexpended _________________________ 8, 000. 00 (See Appendix C 12.) 13. Harbor of Refuge at Block Island, R. I.-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 inner harbor is about 1,000 feet in its greatest dimension by about 800 feet at right angles to it; nearly two-thirds of this area has a depth of 10 feet at mean low water. The outer harbor is protected on the east side by a breakwater extending about 1,000 feet northward from the inner harbor. From the northwest to south the harbor is protected by the land. It is about 13 miles south by west from Point Judith Harbor and about 25 miles southeasterly from Stonington Harbor, Conn. The minimum usable depth in the harbor is about 5 feet at mean low water. The mean rise and fall of the tide at the entrance and within the the harbor is about 3 feet. Before the construction of the present harbor, Block Island had no harbor at all. 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 pro- tection of the shore next to the breakwater, this work being completed 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. 60993----ENG 1914-------9 130 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 vessels, 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, at a cost of $75,575.17. The project of June 3, 1896, is based on the report of a survey printed in House Document No. 83, Fifty-fourth Congress, first ses- sion, and provided for raising the entire breakwater to proper height, stopping sand leaks between certain points, and dredging the main inner harbor to 10 feet depth at mean low water, including the re- moval of the spur below referred to. This project was completed in 1908, at a total cost of $100,188.92. The total expenditure prior to commencing work on the existing project was $531,219.23, which includes $30,455.14 expended for maintenance. By the expenditures made the project had been com- pleted, 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 im- provement provides an anchorage area 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. Until the act of July 25, 1912, was passed no modification had been made in the project since its adoption beyond the removal of the portion of the north wall of the inner harbor lying between the entrance to the harbor and the main breakwater, as recommended on page 10, report of the Board of Engineers, printed in House Docu- ment No. 60, Fifty-eighth Congress, second session. The existing project was adopted by the river and harbor act ap- proved July 25, 1912. It provides for additional improvement in accordance with report printed, with map, in House Document No. 828, Sixtieth Congress, first session, which contemplates strengthen- ing and rebuilding the old walls inclosing the inner basin and in dredging the anchorage to a depth of 15 feet at mean low water, at an estimated cost of $132,000. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Main breakwater and inner basin..... Senate.. ... ....... . ............. Misc.,81 Fortieth....... Second.... 1868 11877 785 201 Enlarged inner harbor...................do..... 27 Forty-eighth.. ... do....... 1885 610 Shoal alongside of main breakwater ................. .................... 1888 506 Repairs to breakwater and dredging House.. 283 Fifty-fourth.. First. 11896 673 to 10 feet. Repairs to inner basin walls and ... do..... 2828 Sixtiethd......... do... ... ... ........ dredging to 15 feet.* Removal of walls................... .. do.... 60 I Fifty-eighth... Second.... 1904 949 ' No maps. Contains map. * Basis of project. RIVER AND HARBOR IMPROVEMENTS. 1.31 During the year a channel 15 feet deep at mean low water was dredged by contract from the ocean to the entrance to the basin, and the greater part of the basin area was deepened to the same depth. On March 1 a severe storm carried a large amount of sand into the harbor, which was removed in part under an emergency contract which had not been completed at the close of the fiscal year. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, was $20,492.16, of which $347.51 was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $551,711.39, including $12.23 received from sales. About 25 per cent of the existing project had been completed up to June 30, 1914, which resulted in increasing the depth of the chan- nel from the ocean to the town wharf from 10 to 15 feet at mean low water and the width from 100 to 130 feet from the ocean to the inner harbor. The maximum draft that can be carried through the channel to the wharves of the town is 15 feet at mean low water. The commerce of the harbor in 1913 amounted to 10,416 short tons, valued at $590,573.25, chiefly fish and general merchandise. So far as known, no effect has been produced on freight rates by the improvement. It is proposed to apply the available funds to rebuilding the basin walls, dredging the anchorage area to 15 feet depth, and to the maintenance of the breakwater. July 1, 1913, balance unexpended-------------------------- $104, 012. 23 June 30, 1914, amount expended during fiscal year, for works of improvement --------------------- --------------------- 20,144. 65 July 1, 1914, balance unexpended --------------------------- 83, 867. 58 July 1, 1914, outstanding liabilities_________________________ 9, 569. 72 July 1, 1914, balance available ___ 74, 297. 86 July 1, 1914, amount covered by uncompleted contracts ---------- 5, 711. 81 Amount (estimated) required to be appropriated for completion of existing project ---------------------------------- ---- 52, 000. 00 (See Appendix C 13.) 14. Great Salt Pond, Block Island, R. I.-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. It is about 12 miles southwesterly from Point Judith Harbor of Refuge and 20 miles southeasterly from Stonington Harbor, Conn. 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. There now exists an available channel 150 feet wide in which the least depth in August, 1913, was 21 feet. A large portion of this channel has the project depth of 25 feet. 1Exclusive of the balance unexpended July 1, 1914, 132 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The mean rise and fall of the tide in the channel and within the harbor is about 3 feet. No project had been adopted prior to the existing one. The existing project of June 3, 1896, based on the report of a sur- vey printed with map in House Document No. 57, Fifty-fourth Con- gress, first session, as modified June 15, 1900 (Annual Report, Chief of Engineers, 1900, p. 1277), provided for a channel 600 feet wide to have a central depth of 25 feet for a width of 150 feet, sloping grad- ually to 12 feet in a width of 504 feet, the channel seaward to be protected on the south by a jetty extending to 350 feet beyond the original 18-foot contour and on the north by a jetty about 1,200 feet long, and the sides of the channel where it passed through the original beach to be protected by stone revetments and sand fences, at a total estimated cost of $305,000. The modification of the existing project in 1900 was only in the estimated cost of the work, so that the project as it now exists is the same as stated above. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Great Salt Pond and Harbor on east ..................... ....... ............ 11868 785 side of island. Entrance to Great Salt Pond.......... House... Pt Fiftyeighth... Second.... 1904958-959 Inner harbor, Great Salt Pond....... ... do..... 313 Sixty-first.... ... do....... .......... Entrance to Great Salt Pond 3......... ... do..... 257 Fifty-fourth... First...... 1900 1249 1No maps. 2 Contains maps. 8Basis of project. No operations have been in progress during the past year. The expenditures were for a survey made in August, 1913, and for pur- chase of plant. Up to June 30, 1914, $210,404.79 had been expended by the General Government on the existing project, which is the total amount ex- pended by the United States on all projects in this locality, of which $21,368.14 had been used for maintenance and repair. The approved project is estimated to be 58 per cent completed. By the United States expenditures the south jetty had been extended 439 feet beyond the originally projected length, making a total of 1,691 feet from the initial point on shore. Some damage done by a severe storm in the spring of 1900 had been repaired. The 25-foot deep channel 150 feet wide had been completed, and a cut 23 feet deep and 30 feet wide had been made on either side of it, that on the northerly side of the channel going but about halfway through. The 18-foot depth had been dredged to a width of 300 feet. Some shoaling has taken place since dredging the channel and the maximum depth that can be carried through the channel into the harbor is 23 feet. RIVER AND HARBOR IMPROVEMENTS. 18 The commerce of this harbor in 1913 amounted to 11,225 short tons, valued at $766,490.20, chiefly fish and general merchandise. During the summer season, a large number of passengers are car- ried to Block Island through this harbor. So far as known, no effect has been produced on freight rates by the improvement. It is proposed to apply the available funds to additional dredging. July 1, 1913, balance unexpended__ --------------------------- $30, 000. 00 June 30, 1914, amount expended during fiscal year, for mainte- nance of improvement ------------- ------------ 2, 369. 16 July 1, 1914, balance unexpended.--------------------------- 27, 630. 84 Amount (estimated) required to be appropriated for completion of existing project --------------------------------------- 75, 000.00 (See Appendix C 14.) 16. Removing sunken vessels or craft obstructing or endangering navigation.-(a) Barge Bombay, loaded with coal, sank in a violent gale January 3, 1913, in about 36 feet of water in Nantucket Sound. Two of the crew of five men were drowned, the others being rescued by the towing vessel. Removal was authorized June 26, 1913. Work of removal was advertised July 7, 1913, and bids opened August 7, 1913. The bids were regarded as excessive and the work was again advertised. Bids were opened September 25, 1913, but all bids were regarded as excessive. The work was again advertised June 30,1914. (b) The naval transport Yankee, belonging to the United States Navy ran on the Hen and Chickens reef near the entrance to Buz- zards Bay, Mass. She was floated and taken into Buzzards Bay, where she sank in 44 feet of water 2 miles east of Dumpling Rocks Light and about 41 miles south of Butler Flats Light at the entrance to New Bedford Harbor. The vessel was sold by the Navy Depart- ment to private parties, a condition in the bill of sale being that the wreck be removed by November 1, 1912. The wreck was not removed by this date and removal by the Engineer Department was author- ized November 7, 1913, but action by this department was deferred by request of the owner of the wreck until May 1, 1914. (c) Steamer Falcon. This vessel sank in Nantucket Sound, Mass., about 12 miles southwesterly from the Shovelful Shoal Light Vessel some time during 1912. The Lighthouse Department maintained a gas buoy at the site of the wreck from August 28, 1912, to January 16, 1914. In December, 1913, the Engineer Department swept over the site of the wreck and found that the obstruction had disappeared. February 17, 1914, an allotment of $82.14 was made to reimburse the Lighthouse Department for expense in maintaining the gas buoy be- tween the above-mentioned dates. (d) Schooner Parana was first observed as sunk off Pollock Rip Shoal August 11, 1913, and was subsequently towed by the revenue cutter Acushnet into Vineyard Haven, Mass., and left about 1,500 feet northeast by north from the easterly end of the breakwater. De- struction and removal of the wreck by contract was authorized Sep- tember 15, 1913. The work was advertised November 22, 1913, bids were opened December 22, 1913, and the contract was awarded to 1 Exclusive of the balance unexpended July 1, 1914. 134 REPORT OF THE CHIEF OF ENGINEERS, tU. S. ARMY. George W. Crowell of Chatham, Mass., for $575. Date of contract January 10, 1914. Work of removal was commenced January 30, 1914, and was completed February 5, 1914, at a total cost to the United States of $716.10. (e) The schooner John Paul was sunk in Nantucket Sound during the gale of January 12-15, 1914. The vessel sank in 102 fathoms of water, 42 miles southeast by east from the Hedge Fence Light Vessel. The work of destruction was commenced January 17, 1914, by the revenue cutter Acushnet, and the obstruction removed to a clear depth of 7 fathoms by February ., 1914. The total cost of the removal was $368.04. (f) Schooner Abbie and Eva Hooper was towed into Vineyard Haven on November 18, 1911, in a sinking condition and sank on the east side of the channel near Canal Flats forming an obstruction to navigation. Destruction and removal of the wreck was authorized December 20, 1913. Work of removal was advertised February 2, 1914, bids were opened March 5, 1914, and the contract for removal awarded to Johnston & Virden of Portland, Me., for $1,140. Date of contract, March 21, 1914. Work of removal was begun April 22 and completed May 5, 1914, at a total cost to the United States of $1,369.49. (See Appendix C 15.) EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS AP- PROVED JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations required by the river and harbor acts approved July 25, 1912, and March 4, 1913, of the fol- lowing 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 Con- gress and printed in documents as indicated: 1. Preliminary examination of Marion Harbor, Mass.-Report dated December 9, 1913, with map, is printed in House Document No. 804, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 2. Preliminary examination of Narragansett Pier, R. I., with a view to the construction of a breakwater at or near the Life-Saving Station.--Report dated January 3, 1914, is printed in House Docu- ment No. 818, Sixty-third Congress, second session. The improve- ment of this locality by the United States in the manner proposed is not deemed advisable 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 approved March 4, 1913, as follows, and reports thereon will be duly submitted when received: .. Buzzards Bay, Mass., with a view to the removal of Cleveland Ledge and other obstructions to such depth as will be suitable for vessels using the Cape Cod Canal; also, with a view to providing a depth of 25 feet up to the dredged channel in the harbor of New Bed- ford, Mass. RIVER AND HARBOR IMPROVEMENTS. 135 ,. Taunton River, Mass., from its mouth to the head of naviga- tion at Weir Village, with a view of securing a channel of 25 feet depth or of such depth as may be considered advisable in the interest of commerce. IMPROVEMENT OF RIVERS AND HARBORS IN THE NEW LONDON, CONN., DISTRICT. This district was in charge of Maj. G. B. Pillsbury, Corps of Engineers. Division Engineer, Col. Frederic V. Abbot, Corps of Engineers. 1. Pawcatuck River, R. I. and Conn.-The Pawcatuck River is formed by the junction of the Wood and Charles Rivers, in the southwestern part of Rhode Island. It flows in a general westerly and southerly direction and empties into the easterly end of Little Narragansett Bay. Its total length is about 18 miles, the lower 9 miles forming the boundary between the States of Rhode Island and Connecticut. The tidal and navigable portion of the river extends from the mouth to Westerly, R. I., a distance of 5 miles. Little Narragansett Bay is shallow, and its improvement, from the entrance in Stoning- ton outer harbor, to the mouth of the Pawcatuck, a further distance of 21 miles, is included in the improvement of the river. Stonington outer harbor opens into Fishers Island Sound, tributary to Long Island Sound. The minimum usable low-water depth from the ocean through Fishers Island Sound to the entrance of Little Narragansett Bay is 12 feet. The mean tidal range is 2.6 feet at the mouth of the river, and 2.3 feet at the head of navigation. Before improvement the channel of the river was crooked and obstructed by numerous shoals and rocks, on some of which there was but 1 to 12 feet of water, and the greatest depth that could be carried through the bay channel was 44 feet. The original project for the improvement of the river channel was adopted in 1871 and provided for a width of 75 feet and a depth of 51 feet. The project was extended in 1885 to provide for a width of 100 feet and a depth of 8 feet. The original project for the channel through Little Narragansett Bay was adopted in 1876 and provided for a width of 200 feet and a depth of 7 feet. The expenditure on these projects prior to operations under the existing project was $97,500.01. The present project was adopted in 1896, and follows a plan printed in House Document No. 62, Fifty-fourth Congress, first ses- sion (with map), and in the Annual Report of the Chief of Engi- neers for 1896, page 676 (without map). The project 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 dis- tance 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 dis- tance of about one-half mile, at a total estimated cost of $200,361.60 for original construction only. The river and harbor act of March 3, 1905, authorized the use of $1,000 of the appropriation for the im- 1836 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARM Y. provement of the Pawcatuck River in the removal of obstructions at Watch Hill, at the southeastern part of Little Narragansett Bay. The estimated cost was in 1913 reduced to $149,732.97 from the beginning, as much of the work has been accomplished at prices less than originally estimated. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. River' ............ H..... House... 60 Forty-first.... Third..... 21871 743-748 River................................................................ ... 2 1874 243-246 Bay . .... .. .......... .................. House... 70 Forty-fourth.. First...... 2 1876 217-221 River 1............... .............. do..... 183 Forty-eighth.. Second.... 3 1885 622-625 Bay ............ ............... ...-- 6-2 2 F i ft y fo u r t h . . . F i rs t - 2 1887 1896 6 7 6 - 6571 78 River and bay1.............. . ...... Housea . - ..... I Basis of project adopted by Congress. 2No maps. 8Contains map. For map see also Annual Report of the Chief of Engineers, 1893, page 848. During the fiscal year the work of removing ledge from the chan- nel was completed by hired labor with Government plant, except at Pawcatuck Rocks, where the channel was cleared for a width of 80 feet only. The removal of all bowlders found by carefully sweep- ing was completed; those within the area covered by the contract for dredging under the terms of the contract; in other portions of the river by hired labor and Government plant. The maintenance operations were limited to a partial examination of the completed channel. The amount expended on the existing project to the close of the fiscal year 1914 was $96,257.29, of which $15,526.39 was applied to maintenance. The sum of $631.27 was received from sales. The total expenditure on all projects to the end of the fiscal year was $193,757.30. The project is about 74 per cent completed. A channel 2 miles long, 100 feet wide, and of project depth has been dredged through Little Narragansett Bay, from the end of which a natural channel exists to Avondale. At the entrance to the bay a channel one-fourth of a mile long, of project depth, and 150 feet wide has been secured. A channel 2 miles long and of the project dimensions of 100 feet wide and 10 feet deep has been secured from Avondale to Westerly, ex- cept at Pawcatuck Rocks, where the width is 80 feet; and this chan- nel is continued one-half mile, 40 feet wide, to the upper wharves at Westerly, practically the head of navigation. The most obstructive bowlders in the vicinity of Watch Hill have been removed. The work remaining to be done to complete the project is to enlarge the channel from Stonington outer harbor to Avondale to 200 feet width, and to remove the remaining portion of the ledge at Pawcatuck Rocks. A draft of 9 feet can be carried at mean low water through the channels on June 30, 1914. RIVER AND HARBOR IMPROVEMENTS. 137 The reported tonnage for the calendar year 1913 amounted to 56,400 short tons, mainly coal, lumber, and paving block, valued at $351,509.01. The improvement affords the town of Westerly the benefit of wa- ter transportation, which could not be carried on under modern con- ditions in the river in its natural state. The improvement has re- sulted in a reduction of the rates on bulk commodities. The channels of dimensions now completed appear to satisfac- torily meet the demands of commerce, and no estimate for addi- tional funds toward completion of the project is therefore made at this time. The amount estimated as a profitable expenditure for mainte- nance will be expended in maintaining by dredging the channel through Little Narragansett Bay at a point where a making shoal threatens to encroach upon it. July 1, 1913, balance unexpended--------------------------- $7, 369. 94 Receipts from sales------------------------------------------- . 60 7, 370. 54 June 30, 1914, amount expended during fiscal year: For works of improvement------------------- $3,846.21 For maintenance of improvement-----------------150. 36 3, 996. 57 July 1, 1914, balance unexpended----------------------------3, 373. 97 July 1, 1914, outstanding liabilities - _-------------------__ 2, 454. 44 July 1, 1914, balance available-------------------------------- 919. 53 Amount (estimated) required to be appropriated for completion of existing project --------------------------------------- 70, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement------- ------------ 2, 500. 00 (See Appendix D 1.) 0. Harbor of refuge at Stonington, Conn.-Stonington Harbor lies on the north side of the eastern entrance from the ocean into Fishers Island Sound, about 9 miles to the eastward of New London Harbor. It was orginally an open bay, about 1 mile in length and three-eighths of a mile in width, exposed to southerly storms. The harbor has a natural minimum usable depth of about 17 feet at the entrance, decreasing to 12 feet about halfway up the harbor, but was originally obstructed by a shoal opposite the principal wharves, on which the minimum depth was about 6 feet. The mean tidal range at the entrance and within the harbor is 2.7 feet. The original project for the improvement of the harbor was adopted by the act of May 23, 1828, and provided for the construc- tion of piers for the protection of the inner harbor. The project was extended in 1873 to include dredging the shoal to a depth of 12 feet, and in 1875 to include the construction of a breakwater about 2,000 feet long at the westerly side of the entrance. The amount ex- pended prior to operations under the existing project was $184,453.83. The existing project was adopted under authority of the act of June 14, 1880, and is in accordance with the report of a Board of Engineers printed in the Annual Report of the Chief of Engineers for 1881, page 583 (without map), providing for the construction of 1Exclusive of the balance unexpended July 1, 1914. 18 REPORT OF THE CHI]§F OF ENGINEERS, U. S. ARMY. an eastern breakwater as a protection to the outer harbor, this break- water, about half a mile long, to extend from the vicinity of Bartletts Reef to the vicinity of the Middle Ground Shoal, or until it gave sufficient protection to the harbor against southerly winds, all at a total cost (estimated in 1884) of from $143,000 to $191,000, accord- ing to the length and exclusive of maintenance. The project was modified by the act of August 18, 1894, to include the removal of a part of Noyes Shoal and dredging in the inner harbor in accordance with a report printed in the Annual Report of the Chief of En- gineers for 1893, page 891 (without map). It was again modified by the act of June 3, 1896, to include the construction of a dike or waterbreak around Stonington Point. The project as modified provides, therefore, for the construction of an eastern breakwater, about half a mile long, extending from the vicinity of Bartletts Reef to the vicinity of the Middle Ground Shoal, or until it gives sufficient protection to the harbor against southerly winds, together with dredging a cut across Noyes Shoal 200 feet wide and 17 feet deep at mean low water, and the construction of a dike or waterbreak around Stonington Point. The maintenance of the west breakwater is implied. References to examination or survey reports and maps or plans (including project document). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. 1. . . . . . . . . . . . . .. . . . . Entire harir Senate 2. 23 Forty-second.. Second.... 21872 917 Breakwaters .... ................ ............................. 1875 4 247 Do.' ............................ ....... ........ ............. .......... 21881 583 Dredging...... ................... .......... ................ .... 21893 891 Dredging ....................... House... 84 Fifty-fourth... First:.... 21896 678 2 1Basis of project adopted by Congress. No maps. 3Contains map. 4Part II. For sketch of harbor, see Annual Report of the Chief of Engineers for 1895, page 700. No operations were carried on during the fiscal year and no ex- penditures made. The amount expended on the existing project to June 30, 1913, was $153,000, all of which was for improvement. The sum of $210.22 was received from sales subsequent to the last operations on the work. The total expenditures on all projects to the end of the fiscal year 1914 was $337,453.83. The project is considered completed. The breakwaters serve a most useful end in providing a harbor of refuge for barges and other craft passing through Fishers Island Sound. The amount of commerce seeking shelter in the harbor has not been ascertained. The effect of the improvement on freight rates can not be definitely stated. The work has somewhat deteriorated since its completion, and repairs are now considered desirable and necessary for the preserva- tion of the breakwaters. The work will probably be done by contract, with funds provided by allotment from the $20,000,000 appropriation provided by the river and harbor act of October 2, 1914. RIVER AND HARBOR IMPROVEMENTS. 189 July 1, 1913, balance unexpended-----------_.-- ---- -- ... $210. 22 July 1, 1914, balance unexpended----------------- -------------- 210. 22 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------------ 6, 000. 00 Amount available for fiscal year ending June 30, 1915- ,------ 6, 210. 22 (See Appendix D 2.) 3. Mystic River, Conn.-Mystic River is a narrow tidal stream in the eastern part of the State of Connecticut, about 5 miles to the east of New London Harbor. The river extends in a general north- easterly direction for about 6 miles from Fishers Island Sound past the villages of Noank, West Mystic, and Mystic to Old Mystic. The village of Mystic lies on both the east and west banks of the river, about 3 miles above Fishers Island Sound, the westerly portion being in the town of Groton and the easterly portion in the town of Stonington. At this point the river is crossed by a highway draw- bridge. At the highway bridge the river is about 150 feet in width. From this point to the head of the river the shore lines are very irregular, varying in width from 150 feet to about one-half mile. The mean rise of the tide is 21 feet, both in the river and at the entrance. The minimum usable low-water depth from the ocean to the entrance is 20 feet. Before improvement there was a natural depth of 15 feet, in a narrow and crooked channel, to a point about one-half mile below the highway bridge, where there was a shoal with 101 feet depth. Above the highway bridge the channel has a natural depth of 10 feet to the Mystic Manufacturing Co., and thence 6 feet or 7 feet to the old halfway dock at the head of navigation. The river and.harbor act of September 19, 1890, adopted a project for the improvement of this stream, in accordance with a recom- mendation printed in the Annual Report of the Chief of Engineers for 1889, page 746 (without map), in a preliminary examination dated October 26, 1888, which contemplated dredging a channel 15 feet deep at mean low water and 100 feet wide from Fishers Island Sound to the highway bridge and reducing five bends in the channel at an estimated cost of $30,000, subsequently modified and increased $6,600, making the total estimated cost $36,600, which amount was appropriated and expended on the project. The river and harbor act approved July 25, 1912, adopted a new project for maintenance and restoration of project dimensions by redredging the channel, at an estimated cost of $3,500, and $1,000 every three or four years for maintenance, in accordance with report on a preliminary examination and survey printed in House Docu- ment No. 858, Sixty-first Congress, second session (without map). The act of March 4, 1913, extended this project by providirig for a channel 12 feet deep at mean low water with a general width of 100 feet, from the highway bridge at Mystic to a point about 700 feet northerly from the wharf of the Mystic Manufacturing Co., at an estimated cost of $8,160, with $1,000 once in 10 years for mainte- nance, in accordance with the report of a preliminary examination and survey printed in House Document No. 637, Sixty-second Con- gress, second session (with map). The project as thus modified provides for a channel 15 feet deep and 100 feet wide, with increased width at the bends, from Fishers 140 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARM Y. Island Sound to the highway bridge at Mystic; thence 12 feet deep and with a general width of 100 feet to a point about 700 feet north- erly from the wharf of the Mystic Manufacturing Co., at a total estimated cost of $11,660, with about $400 per annum for maintenance. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Below highway bridge 1............ ........ ............. ..... 2 1889 746 Do.1 ..... ... ............ ouse 858 Sixty-first.... Second............ ........ Above highway bridge 1........ ..... do... 637 Sixty-second.. ... do............... ..... 1Basis of project adopted by Congress. 2No maps. 3 Contains map. A map of the improvement is published in the Annual Report of the Chief of Engineers for 1893, page 898. During the fiscal year the channel above the highway bridge at Mystic was excavated by contract to nearly project dimensions. The total amount expended on the existing project to the close of the fiscal year 1914 was $11,603.91, of which $3,578.41 was applied to maintenance. The sum of $152.41 was received from sales. The total expenditure on all projects to the end of the fiscal year was $48,203.91. The project is practically completed. The total length of the im- proved channel from Fishers Island Sound to the highway bridge is 3 miles, and above the highway bridge 0.8 mile. The head of navi- gation is at the halfway dock, about one-third mile farther up the river. The maximum draft which can be carried, June 30, 1914, at mean low water is 14 feet to the highway bridge, thence 11 feet to a point 1,200 feet northerly from the wharf of the Mystic Manufac- turing Co. The reported tonnage for the calendar year 1913 amounted to 50,888 short tons, having a total value of $260,704.85. The principal items of freight were coal, stone, and lumber. The effect of the improvement has been to facilitate navigation, and above the highway bridge has resulted in a reduction of 5 cents per ton in freight rates. As the project is completed, so far as concerns the practical effect on commerce, and as the channels are in good condition, no estimate of funds for the fiscal year 1916 is made. July 1, 1913, balance unexpended___________________ ______ $8, 208.43 Receipts from sales _________________________________ _ 1.25 8, 209. 68 June 30, 1914, amount expended during fiscal year: For works of improvement---------------------- $7, 828. 30 For maintenance of improvement----____-___- - 172. 88 8, 001. 18 July 1, 1914, balance unexpended----------------------------------- 208. 50 July 1, 1914, outstanding liabilities---------__- 23. 17 July 1. 1914, balance available ---- --------- -- 185. 33 (See Appendix D 3.) RIVER AND HARBOR IMPROVEMENTS. 141 4. New London Harbor, Conn.-New London Harbor is located about 14 miles east of the mouth of the Connecticut River, and com- prises the lower 3 miles of the Thames River. It has a navigable width of one-quarter to 14 miles and a minimum usable depth at mean low water of 26 feet in the main channel from Long Island Sound to the railroad drawbridge which crosses the river above the New London dock front. This channel, especially opposite New London, follows the east bank. Between it and the city docks is a nearly level area having a general depth of 10 to 15 feet. Before improvement part of the wharves were accessible to vessels of 16 to 18 feet draft at high tide only. The mean range of the tide at the entrance and within the harbor is 2.6 feet. The original and present project for the improvement of the main harbor was adopted by the act of June 13, 1902, in accordance with the report submitted in House Document No. 392, Fifty-sixth Congress, first session (with map), also printed in the Annual Report of the Chief of Engineers for 1900, page 1351 (without map); and provides for dredging and maintaining a ship channel 400 feet or more in width, 23 feet deep, and about 6,000 feet long. This channel leaves the deep water of the river opposite Fort Trumbull on the west side, skirts the water front of the city, including that of Winthrop 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. Shaws Cove lies on the west wide of the harbor about 2 miles from the entrance, and forms a portion of the water front of New London. The natural depth in Shaws Cove was from 2 to 8 feet at mean low water in a narrow and crooked channel bordered by flats. Its improvement as a portion of the project for improving the Thames River was authorized by the act of July 13, 1892, under a project providing for a depth of 12 feet at mean low water. This project was completed, a total of $21,000 having been allotted for this purpose from the appropriations for the improvement of the Thames River. The improvement of Shaws Cove was consolidated with that of New London Harbor by the act of June 25, 1910, which authorized a project for increasing the depth to 15 feet at mean low water, at an estimated cost of $12,000, with $3,000 every 10 years for main- tenance, in accordance with the report submitted in House Document No. 329, Sixtieth Congress, first session (without map). The existing project for the improvement of New London Harbor provides, therefore, for a ship channel 400 feet or more in width, 23 feet deep, and about 6,000 feet long in the main harbor, skirting the water front of the city, and for a depth of 15 feet in Shaws Cove. 142 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY., References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Main harbor ........... ................... ............ i ...... 1889 744 Main harbor 2.. ..... ....... ........ ...... House 392 Fifty-sixth.... First.... 11900 1351 Winthrop Cove........................ do.'..... 395 Fifty-eighth... Second.... 11904 1004 Main entrance ........... ... ......... do. 178 Fifty-ninth.... ... do.... .... Shaws Cove 2.. ....... ..... do .... 73 Fifty-first..... ... do...... 1 1891 833 Do. ............................ .... ..... do ... 329 Sixtieth....... First........ ..... .... Do........ ................... ... do.l... 9 Sixty-second.. Second.... ............. Entire harbor.............. ......... .. do... 613 Sixty-third....... do.................. 1No maps. 2 Basis of project adopted by Congress. 3Contains map. During the fiscal year the operations were limited to inspection and administration. The total amount expended on the existing and only project to close of the fiscal year 1914 was $153,279.21, of which $141,500 was applied to the main harbor and $11,779.21 to Shaws Cove. The amounts expended for maintenance were, for the main harbor, $40; and for Shaws Cove, $908.66. The sum of $200 was received from sales. Amount expended during fiscal year-------- -------- $237.41 Reimbursable -------------------------- -------------------- 188. 75 Net expenditure__ _ __ -- --- 48. 66 The project has been completed. The maximum draft which could be carried June 30, 1914, to opposite all the principal docks in the main harbor was 22 feet at mean low water, and in Shaws Cove 14 feet at mean low water, the mean tidal range being 2.6 feet. The reported tonnage for the calendar year 1913 amounted to 897,196 short tons in the main harbor and 26,931 short tons in Shaws Cove, having a total value of $112,332,489. The principal items of freight were steamboat freight, coal, and lumber. The effect of the improvement has been to materially reduce freight rates. As the improvement is completed and maintenance work is not required in the immediate future, no estimate of additional funds is made. July 1, 1913, balance unexpended--- ---------- $2, 169. 95 Receipts from sales--------------------------------------- --- 1.50 2, 171. 45 June 30, 1914, amount expended during fiscal year, for maintenance of improvement . 66 48---------------------- July 1, 1914, balance unexpended _-- --- -- 2, 122. 79 July 1, 1914, outstanding liabilities ----------- ---- 119. 84 July 1, 1914, balance available- ...--. -----.------ ----- 2, 002. 95 (See Appendix D4.) RIVER AND HARBOR IMPROVEMENTS. 143 5. Thames River, Conn.-The Thames River is a tidal stream, 1.5 miles in length, formed by the junction of the Shetucket and Yanitic Rivers at Norwich, Conn., which is the head of navigation. It flows in a southerly direction and empties into Long Island Sound at New London, the lower 3 miles constituting New London Harbor. Before improvement for 4 miles below Norwich the natural depths were 6 feet or more at low water, with widths of 400 to 1,000 feet. Below this point depths were 13 feet or more and widths 800 to 3,000 feet. The minimum usable low-water depth from the ocean through New London Harbor, forming the entrance to the river, is 26 feet. The mean range of tide is 2.6 feet at the entrance and 3.1 feet at the head of navigation. The original project, adopted in 1836, provided for a channel 11 feet deep at low water, to be secured by dredging and building dikes. On this project $40,300 had been expended when, in 1839, work was stopped, the project not having been completed. The existing project was adopted by the act of June 23, 1866, in accordance with a report printed in the Annual Report of the Chief of Engineers for 1866, Part IV,.page 197, providing for a channel 100 feet wide and 14 feet deep at high water; modified by the act of March 3, 1879, in accordance with a recommendation in Annual Re- port of the Chief of Engineers for 1879, page 332 (with map), to pro- vide a channel 200 feet wide and 14 feet deep at mean low water; again modified in 1882, in accordance with a report printed in the Annual Report of the Chief of Engineers for 1882, page 606 (with map), providing for the construction of five training walls; again modified by the act of August 11, 1888, in accordance with a report, referred to in the Annual Report of the Chief of Engineers for 1889, page 655 (without map), to provide for a channel 16 feet deep up to Allyns Point; again modified by the act of July 13, 1892, to include the improvement of Shaws Cove, in accordance with the report sub- mitted in House Document No. 73, Fifty-first Congress, second session (with map), and also printed in the Annual Report of the Chief of Engineers for 1891, page 833 (without map) ; again modified by the act of March 2, 1907, in accordance with the report submitted in House Document No. 265, Fifty-ninth Congress, second session (with map), to provide for a channel 200 feet wide and 20 feet deep to Allyns Point; and finally modified by the act of June 25, 1910, to include the removal of obstructions in the Shetucket River, in accord- ance with the reports submitted in House Document No. 397, Sixty- first Congress, second session (with map). The total estimates of cost were $473,870 for construction and $9,500 annually for mainte- nance. By the act of June 25, 1910, the improvement of Shaws Cove was transferred to the project for improving New London Harbor. The project, as modified, provides for a channel 200 feet in width and of 20-foot depth up to Allyns Point; thence of the same width and 14 feet deep to the head of navigation at Norwich; the construc- tion of five training walls, located, respectively, at Mohegan, Trading Cove, Long Rock, Rolling Mill, and Norwich, with their tops at mean high water; and the removal of obstructions in the Shetucket River at Norwich. 144 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Whole river . ................ 1866 197 Whole river1........................................................................ 188266 19706 Shaws Cove 1.. ................... House.. 2. . . 2 73 65 Fifty-first..... F i ft y -n i n t h . . . . Second... . .. . . 81891 . . . . . . 833 . . Below Allyns Point 1.......... ..... . .. do. . .do Shetucket River 1......................... .. .. do. .. 397 260 Sixty-first.. S i x t y- se c on d do...... do . . . . . . .. ..... ....... ..... West Channel...............................do... .. ..... . 1Basis of project adopted by Congress. 2 Contains map. 3 No maps. During the fiscal year the Mohegan Dike was repaired by hired labor and Government plant, and work on the repair of the Long Rock Dike begun by the same means. The expenditure during the year was applied to these works and to surveys necessary to deter- mine the condition of the channels. The total amount expended on the existing project to the close of the fiscal year 1914 was $508,488.40, of which $61,063.89 was for maintenance. The sum of $505.54 was received from sales, and $200 was recovered from defaulting contractor. The total expenditure on all projects to the end of the fiscal year 1914 was $548,788.40. The project has been completed, there having been provided by the necessary dredging a channel 200 feet wide and 20 feet deep, from New London Harbor to Allyns Point, a distance of 6 miles, thence a channel, 200 feet wide and 14 feet deep, to the head of navigation, at Norwich, a farther distance of 6 miles. The training walls have been completed, except the upper end of the Rolling Mill Dike, re- placed by adjacent shore imfprovements. The channel below Allyns Point has deteriorated to a moderate extent since last redredged. The maximum draft which could be carried June 30, 1914, at mean low water to Allyns Point was 19 feet; thence to Norwich, 13 feet; and in the Shetucket River, 12 feet, to the town dock. The reported tonnage for the calendar year 1913 amounted to 650,554 short tons, having a total value of $9,114,246.54. The prin- cipal items of freight were steamboat freight, coal, lumber, stone, and paper stock. The work done has reduced the cost of transportation by enabling freight to be brought in vessels of 16 and 22 foot draft, instead of 8- foot draft. The river commerce of the present day could not be car- ried except for the increased depths thus obtained. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, will be applied to the maintenance of the channel by dredging, past experience indicating that such expendi- ture will then be necessary in the interest of commerce. RIVER AND HARBOR IMPROVEMENTS. 145 July 1, 1913, balance unexpended-- -_---------..----- - $13, 117. 30 Receipts from sales--------- 1. 00 13, 118.30 June 30, 1914, amount expended during fiscal year, for mainte- nance of improvement ------------------------------------ 9, 801. 16 July 1, 1914, balance unexpended ........----------------- 3, 317. 14 July 1, 1914, outstanding liabilities __--------------- ---- __ 464. 01 July 1, 1914, balance available _-________________ ___.._ 2, 853. 13 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-_______------_____ -___ __---- 5, 000. 00 Amount available for fiscal year ending June 30, 1915 -------- 7. 853. 13 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement -___------ ---- -114, 500. 00 (See Appendix D 5.) 6. Connecticut River between Hartford, Conn., and Holyoke, Mass.-The source of the Connecticut River is Connecticut Lake, in the extreme northerly portion of New Hampshire, from which it flows in a southerly direction between that State and Vermont, form- ing the boundary line between these two States, and through Massa- chusetts and Connecticut, emptying into Long Island Sound at Say- brook, about 30 miles to the eastward of New Haven and about 14 miles to the westward of New London. Its total length is about 345 miles and its entire watershed is 11,085 square miles. The sec- tion included in this heading is 34 miles long, extending from Hart- ford, 51.9 miles from the mouth of the river, to Holyoke, and is naturally divided into three distinct sections. From Hartford to the foot of Enfield Rapids, 102 miles, the river has a sandy, shifting bottom; from the foot to the head of Enfield Rapids, 52 miles, the total fall at low water is 35 feet, and the bed of the river is largely rock; from Enfield Falls to Holyoke, 18 miles, the river is of mod- erate 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, has been constructed by private enterprise. The minimum usable low-water depth from the bar at the mouth of the river to the ocean is about 18 feet. The usable depth from the mouth to the section in question is maintained at nearly its project depth of 12 feet. Prior to June 30, 1898, $93,059.70 was expended in the construc- tion of wing dams and dredging to provide a temporary improve- ment below Enfield Rapids and in extensive surveys and examina- tions, which were made with a view to permanent improvement of the whole stretch from Hartford to Holyoke. 1 Exclusive of amount available for fiscal year 1915. 0 60993 ---ENG 1914--10 146 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. No work of improvement has been carried on in this section of the river since 1886. The river and harbor act of July 25, 1912, appropriated $25,000 for maintenance of the improvement. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entire section....... ............ House 1. 101 Forty-fifth.... Second.... 11878 248 Do...... ................. .......... ...... do.'... 136 Fifty-fifth........do...... 2 1898 976 Do.....................................do.l... 231 Fifty-eighth... Third..... 2 1905 899 Do................... ........... .... ... do... 323 Fifty-ninth.... Second...... ...... Do....... ...... ... ....... ... do.2... 1311 Sixtieth...... do.............. . Do............................. ....... do.'... 818 Sixty-first..... .. do....... .......... ' Contains map. s No maps. In years which have elapsed since the construction of the wing dams, the configuration of the river has so changed that the effect of some of these is very different from that for which they were designed. In particular, one wing dam, near the mouth of the Farmington River, has become an obstruction tc navigation. During the fiscal year contract for the removal of this dam was entered into, and the work has been begun. The total expenditure on the Connecticut River between Hartford, Conn., and Holyoke, Mass., to the close of the fiscal year 1914, includ- ing the cost of surveys, was $118,133.29, of which $1,808.48 was applied to maintenance. The sum of $3.50 was received from sales. No permanent benefit has resulted from the work so far done in the river. Permanent benefit can be secured only from a project whose prosecution will require the expenditure of funds far in ex- cess of those heretofore appropriated. There is no existing commerce of a commercial character other than the operation of excursion steamers in the reach above Enfield Rapids. No estimate for additional funds is made, as funds in hand are ample for any work of maintenance that may be required. July 1, 1913, balance unexpended ---------------------------- $23, 523. 14 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ------------------ ----------- 328. 12 July 1, 1914, balance unexpended ------------------------ 23, 195. 02 July 1, 1914, outstanding liabilities--------------------------- 3, 475. 61 July 1, 1914, balance available------------------- -------- 19, 719.41 July 1, 1914, amount covered by uncompleted contracts--....----------- 1, 300. 00 (See Appendix D 6.) RIVER AND HARBOR IMPROVEMENTS. 147 7. Connecticut River below Hartfard, Conn.-The description of the river as a whole is given under the preceding heading. The sec- tion here included is that extending from Hartford to Long Island Sound, a distance of 51.9 miles. Before improvement the minimum usable low-water depth over Saybrook Bar, at the mouth of the river, was 7 feet; thence to Hartford the available depth over the shoalest of the river bars was about 5 feet. The mean tidal range at the mouth of the river is 3.4 feet, and, on low river, 1.2 feet at Hartford. 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 $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 second project was adopted in 1870 and modified in 1873, 1880, 1887, and 1890. The project as modified provided for the construc-. tion of two jetties at the Saybrook Bar, for training dikes at Glas- tonbury and Hartford Bars, for dredging a channel between the jetties 12 feet deep and 400 feet wide, and for maintaining a channel by annual dredging at the various river bars to about 10 feet depth at mean low water, and to a width of as near 100 feet as practicable. The act of June 13, 1902, authorized an expenditure of $1,000 for the removal of obstructions at the mouth of the Salmon River, a tributary of the Connecticut River. The amount expended on these projects and modifications prior to operations under the existing project was $625,910.50, of which $362,007.78 had been applied to maintenance. The existing project was adopted by the act of February 27, 1911, in accordance with the report submitted in House Document No. 1294, Sixty-first Congress, third session (without map), and pro- vides for a channel 12 feet deep and 100 feet wide at mean low water (2 feet on the Hartford gauge) from Hartford to the bar at the mouth of the river and for a channel across the bar 300 feet wide and 15 feet deep at mean low water, the channels to be obtained by dredging and the construction of dikes, training walls, and revet ments at an estimated cost as follows: Channel in the river: Dredging 250,000 cubic yards, at 11 cents--_ $27, 500 Bar at mouth of river: Dredging 165,000 cubic yards, at 20 cents--- 33, 000 Dikes, training walls, and revetments-------------------------100,000 TotaL-------_------ ------------- 160, 500 Superintendence, contingencies, etc-------------------------------- 16,500 Total------------------------------------------- 177, 000 For maintenance, $15,000 per annum is provided until such time as dikes and training walls are completed, and $7,000 per annum there- after. The project also provides for the maintenance of the jetties at the mouth of the river. This project has not been modified since its adoption. 148 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Saybrook Bar 1............ ......... Hlouse... 252 Twenty-fifth........... .... Entire section 1.......................... .. do.... 3 153 Fortieth...... Second.... 2 1868 754 Saybrook Bar .................. ............. do. ... 125 Folty-second.. Third...... a 1873 985 Hartford to Rocky Hill ............... .. do.... 42 Forty-sixth.. Second.... 2 1880 396 Entire section 1........................................ .... ...................... . 2 1888 636 Hartford Dike ............. . .......... . ..... ... .. 2 1890 614 Entire section. .................. ....... ouse2 2. -86 Fifty-first..... Second.... 21891 836 Entire section... .... ........ do. ... 1,294 Sixty-first.... Third............... 1Basis of project adopted by Congress. 2 No maps. a Contains map. Maps of the river are printed in the Annual Reports of the Chief of Engineers for 1883, page 510; 1885, page 636; and 1913, page 1602. During the fiscal year the channels through the river bars have been kept open for navigation by dredging and about 15 per cent of the initial dredging necessary to secure a channel of full project dimensions throughout the river accomplished; a training dike at Clay Banks Bar was about 63 per cent completed, and spur dikes were constructed at Press Barn Bar. Extensive repairs were made on the west jetty at Saybrook. The work was done under contract, with the exception of the repair of the inshore arm of the west jetty at Saybrook, work on which is being done by hired labor. The total amount expended on the existing project to the close of the fiscal year 1914 was $134,155.97, of which $51,160.64 was for maintenance. The sum,of $863.40 was received from sales. The total amount expended on all projects to the end of the fiscal year 1914 was $783,538.04. The project may be considered about 60 per cent completed, the channel through the bar at the mouth of the river being entirely completed, the dredging necessary to secure a channel of full project dimensions through the 51.9 miles of the section under improvement about 65 per cent completed, and dikes and revetments contemplated in the project about 45 per cent completed. Surveys made at the various bars showed that beneficial effects are being secured from the dikes, but as yet insufficient to justify a reduction in the sum necessary for expenditure in annual dredging to maintain the chan- nel. The least depth on any bar at any time during the fiscal year, when the water surface was at or above mean low-water level (corre- sponding to 2 feet on the Hartford gauge), is believed to have been but slightly less than 11 feet, vessels drawing 10.5 never experiencing serious delay. The water surface usually varies from between 1 and 2 feet below its mean low level to its freshet heights, 16 to 27 feet above mean low water at Hartford. The reported tonnage for the calendar year 1913, including Eight- mile River, amounted to 644,663 short tons, having a total value of $38,843,681.52. The principal items of freight were coal, steamboat freight, sandstone and feldspar. RIVER AND HARBOR IMPROVEMENTS. 149 The work done has afforded the city of Hartford and other river ports the advantage of water transportation, and has effected a reduc- tion in the rates on bulk commodities. The amount estimated as a profitable expenditure for the fiscal year 1916 will be applied to the completion of the project and to the annual dredging for maintenance of the channels through the river bars. This work is essential to the maintenance of navigation, and is accomplished at a cost which is very small in comparison with the amount of freight handled. July 1, 1913, balance unexpended------------------ $152, 170. 92 Refundment . 26 Receipts from sales------------------------------------------ .25 152, 171. 43 June 30, 1914, amount expended during fiscal year: For works of improvement------------------ $33, 489.99 For maintenance of improvement 8, 186.08 2-------------- 61, 676. 07 July 1, 1914, balance unexpended----------------- ----------- 90, 495. 36 July 1, 1914, outstanding liabilities--------------------------19, 496. 37 July 1, 1914, balance available__--------------------- 70, 998. 99 July 1, 1914, amount covered by uncompleted contracts ------- 22, 815. 02 Amount (estimated) required to be appropriated for completion of existing project ----------------------------- 15, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance------ 130, 000. 00 (See Appendix D 7.) 8. Harbor of Refuge at Duck Island Harbor, Conn.-Duck Island Harbor is a small bay about 2 miles in breadth by 1 mile in length, lying on the north shore of Long Island Sound, approximately mid- way between New London and New Haven Harbors, and about 23 miles distant from each. Duck Island is a small island in the outer portion of the bay. The harbor is approached through deep water in Long Island Sound and has a usable depth of about 16 feet at mean low water inside of the island. The mean tidal range is 4.2 feet. In its original condition the harbor afforded practically no shelter in winds from the east around through the south to the west, but afforded good protection from all northerly winds. The original project for this improvement, which was adopted by the act of September 19, 1890, in accordance with a report printed in the Annual Report of the Chief of Engineers for 1887, page 641 (with map), provided for the construction of three riprap break- waters of 3,000, 1,750, and 1,130 feet in length, respectively, inclos- ing and sheltering an area of about 115 acres with two entrances. The projected height of the breakwaters 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 break- water had been built, but with reduced cross section, this break- 1 Exclusive of the balance unexpended July 1, 1914. 150 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARM:Y. 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 follow- ing changes, in accordance with plan printed in House Document No. 398, Sixtieth Congress, first session (with map): The omission of two of the breakwaters originally planned to partially close the en- trance between Duck Island and Menunketesuck Point; the omission of the additional length originally planned for the breakwater ex- tending westwardly from Duck Island; the construction of a break- water extending northwardly from Duck Island, a distance of about 1,100 feet; and the construction of a breakwater extending south- wardly 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 10 years for maintenance. The estimate of first cost was reduced to $310,000 in 1913, and again to $299,000 in 1914. The existing project, modified as stated above, now provides for the construction of three riprap breakwaters, viz, a breakwater ex- tending northwardly from Duck Island a distance of 1,100 feet; a breakwater extending westwardly from Duck Island 2,697 feet; and 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 northerly side of the breakwater extending westwardly from Duck Island and the westerly side of the break- water extending northwardly from Duck Island, where the slopes are to be 1 on 1. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entire project.......... . .... ".. e.. .......... " t .. 1884 684 Do. ............................. ..... . .. . ...... 1887 641 Do. .................................. ouse . 398 Sixtieth..... First.......... 1No maps. 2 Basis of project adopted by Congress. ' Contains map. During the fiscal year the Kelsey Point breakwater, under con- tract, was completed. Contract was entered into for completing the breakwater extending westerly from Duck Island, and the work has been begun. The breakwater northerly from Duck Island was com- pleted August 31, 1912. ETER AND HARBORB IMPrVEME1 NTS. 1.6.4 The total amount expended on the modification of the project to the close of the fiscal year 1914 was $269,088.55, all of which was for new work. The sum of $1,037.22 was received from sales. The total amount expended on the project from the beginning to the end of the fiscal year 1914 was $389,290.55. Amount expended during fiscal year ,_ $86, 966. 89 Reimbursable------------- ------------ 1, 831. 26 Net expenditures__--- -------- __ ___________ 85, 135. 63 The work in progress is under continuing contract authorization. The balance remaining to be appropriated, under the terms of the act, is $51,000; but the estimate of cost has been reduced, and last year the estimated balance to be appropriated to secure the comple- tion of the project was $18,000. It is now expected that completion will be secured with the $7,000 appropriated by the sundry civil act approved August 1, 1914. The entire project as modified by the act of June 25, 1910, is 95.8 per cent completed. The commerce benefited by the improvement is the passing com- merce of Long Island Sound, for which the harbor affords shelter in stress of weather. It is the only harbor suitable to this end in a reach of some 46 miles. It is stated that prior to the improvement insurance could not be secured during the winter months on barges navigating this portion of the Sound. The harbor has had the effect of materially adding to the safety of commerce, and has saved many lives and much property. During the calendar year 1913, 905 vessels are reported as having taken shelter in the harbor. The district officer reports that several scattered rocks have been found within the area sheltered by the breakwaters and recommends that an examination and survey be authorized with a view to their removal. July 1, 1913, balance unexpended-- ------------------------ $109, 057. 41 Receipts from sales ------------- ------------------ 26. 89 109, 084. 30 June 30, 1914, amount expended during fiscal year, for works of improvement ------------------------------------------ 85, 135. 63 July 1, 1914, balance unexpended- ----.---- __- - -_______ 23, 948. 67 July 1, 1914, outstanding liabilities___________________________ 199. 18 July 1, 1914, balance available------------------------------ 23, 749. 49 Amount appropriated by sundry civil act approved Aug. 1, 1914..__ 7, 000. 00 Amount available for fiscal year ending June 30, 1915__ ______-_- 30, 749. 49 July 1, 1914, amount covered by uncompleted contracts------------22. 718. 71 Amount of continuing contract authorization, act of Feb. 27, 1911__ 190. 000. 00 Amount appropriated under such authorization- ------- -- _----- 139, 000. 00 Amount yet to be appropriated -------------- --------- - 51, 000. 00 (See Appendix D 8.) 9. Branford Harbor, Conn.-Branford Harbor is about 5 miles to the eastward of New Haven Harbor. It comprises an outer harbor, 152 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. approximately 1 mile wide and three-fourths of a mile in length; an inner harbor, about one-half mile in diameter, separated from the outer harbor by a series of rocky islets; and the river, a tidal stream, entering the inner harbor from the northeast, and commercially navigable 1i miles to the upper wharves at Branford. Before im- provement began the minimum usable depth through the outer and inner harbors was from 7 to 8 feet at mean low water. The river has a natural minimum depth of 12 feet nearly to the lower wharves, but between the lower and upper wharves the minimum usable depth was less than 6 feet and the channel narrowed to a width of from 25 to 50 feet. Subsequent to the adoption of the project a general and uniform shoaling took place in the inner harbor, reducing the usable depth to about 6 feet. The mean tidal range throughout the harbor is about 6 feet. The project for the improvement was adopted by the act of June 13, 1902, in accordance with the report submitted in House Document No. 100, Fifty-sixth Congress, second session, printed in the Annual Report of the Chief of Engineers for 1901, page 1188, and provided for the dredging and maintenance of a channel 100 feet wide and 8 feet deep at mean low water in the upper part of the river, between the lower and upper docks, at a cost of $5,000 and $250 annually for maintenance. The act of March 2, 1907, authorized the Secretary of War to con- tinue the channel with the dimensions previously authorized for the inner harbor through the shoals at its outer end to deep water in the outer channel. The project as thus modified provides for an 81- 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. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entire harbor.............................Senate.. 50 Forty-eighth.. First...... 1 184 676 Upper harbor........................... House.. 100 Fifty-sixth.... Second.... 11901 1188 Entire harbor ... ........................ do.'... 80 First............ Sixtieth....... ....... 1No maps. sBasis of project adopted by Congress. During the fiscal year the dredging necessary to restore the chan- nels to project dimensions was completed under contract. The total amount expended on the existing and only project to the close of the fiscal year 1914 was $17,822.54, of which $8,285.09 was for maintenance. The sum of $3.50 was received from sales. The project was completed in 1907, channels of project dimensions having been.dredged in the inner harbor and in the upper part of the river, each about one-half mile in length. The two portions are con- nected by a natural channel of sufficient dimensions about 1 miles in length. IRIVIR AND 1i[ABOR IMPROVEME1I TS. 153 The maximum draft which can be carried June 30, 1914, at mean low water to the upper wharves at Branford is about 8 feet. The reported tonnage for the calendar year 1913 amounted to 43,643 short tons, having a total value of $242,187.76. The principal items of freight were coal, iron, sand, and gravel. The improvement has afforded the town and factories of Branford increased facilities for the water transportation of bulk commodities, and it is believed that it has effected a decrease in the freight rates. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, will be applied to the maintenance of the project by dredging the upper and lower channels, past experience indicating that such dredging will then be necessary in the interest of the commerce of the waterway. July 1, 1913, balance unexpended ----------------------------$6, 369. 25 June 30, 1914, amount expended during fiscal year, for maintenance of improvement 188. 29 6----------------------------- July 1, 1914, balance unexpended ------------------------------- 80. 96 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement--- -------------------- 14,000. 00 (See Appendix D 9.) 10. New Haven Harbor,including West River, Conn.-New Haven Harbor is about 71 miles easterly from the Battery, New York City, and about 45 miles westerly from New London, Conn. It is formed by a bay on the north side of Long Island Sound, which extends inland about 4 miles and is from 1 to 4 miles wide. Mill and Quin- nipiac Rivers, navigable for about 2 and 8 miles, respectively, above their mouths, empty into the head of the harbor from the northeast, and West River, navigable for about 2 miles above the mouth, emp- ties into the harbor from the west. The original minimum usable depth at mean low water was 9 feet from the wharves to Cranes Bar, one-third way down the harbor, and 13 feet on the bar below Fort Hale. The harbor entrance was partly obstructed by several sunken rocks. In Quinnipiac River the available low-water depth was about 4 feet, and in the west branch of the Mill River about 5 feet to the head of the present projected improvement. Above this point both rivers are for the most part available for navigation only at high tide. The entire east branch of Mill River ran nearly bare at low tide. The controlling depth. in West River was less than 3 feet. The mean tidal range at the entrance and within the harbor is 6 feet. The original project was adopted in 1852, and provided for the removal of sunken rocks at the harbor entrance. This work was not continued after 1875, when the harbor breakwaters were first pro- posed. 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 fort dike to contract the channel across Fort Hale Bar. Details con- cerning the several extensions are printed in the Annual Report 1 Exclusive of the balance unexpended July 1, 1914. 154 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of the Chief of Engineers for 1895, page 777. The project with its modifications was nearly completed. The amount expended prior to operations under the existing project was $325,695.66. The existing project for the main harbor was adopted by the act of March 3, 1899, in accordance with the project printed as House Document No. 82, Fifty-fifth Congress, first session (with map), also printed in the Annual Report of the Chief of Engineers for 1897, page 974 (without map). It provided for a channel 20 feet deep, 400 feet wide, and 4 miles long from Long Island Sound to Canal Dock; thence of the 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 Quinnipiac River 200 feet wide and 12 feet deep to Grand Avenue; and a channel up -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, at an estimated cost of $400,000. The act limited the appropriation to the portion below Tomlinson Bridge, but the act of June 13, 1902, authorized the ex- tension to the part above Tomlinson Bridge, provided the cost should not exceed $345,000, the amount authorized by the act of 1899. Protests being received from the property owners on the Quinnipiac River between Ferry Street and Grand Avenue, that the channel in that section was not needed and that the dredging would injure their oyster grounds, a recommendation was submitted to the Chief of Engineers and approved that in lieu of the proposed channel two short channels 8 feet deep and 50 feet wide be dredged, making available a natural channel up along the east side of the river in which the existing depth was 6 feet or more. The original project for the improvement of West River was adopted by the act of March 3, 1905, in accordance with the report submitted in House Document No. 73, Fifty-eighth Congress, second session (with map), also printed in the Annual Report of the Chief of Engineers for 1904, page 996 (without map), and 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. It was consoli- dated with the improvement of the main harbor by the act of March 2, 1907. The project for the improvement of New Haven Harbor was modi- fled by the act of June 25, 1910, in accordance with report printed in House Document No. 1159, Sixtieth Congress, second session (with map), 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 obstructive rocks in Morris Cove, at an esti- mated cost of $68,000. The project was further modified by the act of July 25, 1912, in accordance with the report submitted in House Document No. 26, Sixty-second Congress, first session (with map), to provide for widening the east and west branch channels in Mill River from the point of bifurcation northerly to Grand Avenue, the east branch channel to width of 100 feet, and the west branch channel to general fTfVR AND HARBOR IMPROVEMEflNTS. 155 width of 125 feet, increased to 150 feet at the turn and decreased to 75 feet at the head; also for a channel 8 feet deep and 50 to 100 feet wide in the Quinnipiac River between Ferry Street and Grand Avenue, all as shown on maps accompanying said document, and at a total estimated cost of $19,200; and in accordance with the report submitted in House Document No. 535, Sixty-second Congress, second session (with map), to provide for deepening the West River channel to 12 feet and providing additional width of from 25 to 50 feet at the turns and along the West Haven water front; also for extending this channel with depth of 12 feet and prevailing width of 75 feet from the Kimberly Avenue Bridge upstream approximately to the bridge of the New York, New Haven & Hartford Railroad Co.; also for dredging an anchorage basin 6 feet deep opposite Mars Dock and to the southward of the channel, all as shown on map accom- panying said document and at an estimated cost of $50,000 and $4,000 annually for maintenance. The project was again modified by the act of March 4, 1913, in accordance with the report submitted in House Document No. 1258, Sixty-second Congress, third session (with map), to provide for widening the upper portion of the main channel by a width varying from 200 to 500 feet, and to a depth of 20 feet at mean low water, at an estimated cost of $202,000 and the amount necessary for annual maintenance. The project as thus modified provides for a channel 20 feet deep, 400 feet wide, and 3 miles long, from Long Island Sound to the inner end of the 20-foot anchorage basin; thence of same depth, 700 to 500 feet wide (increased to 1,200 feet at the turn opposite Long Wharf), 1.2 miles to Tomlinsons Bridge; three anchorage basins below Tomlinsons Bridge of 20, 16, and 15 foot depths; a channel 100 feet wide and 12 feet deep from the 15-foot anchorage basin toward Brewery Street, about 1,500 feet; a channel 200 feet wide and 12 feet deep up the Quinnipiac River to Ferry Street and 50 to 100 feet wide and 8 feet deep between Ferry Street and Grand Avenue; a channel up Mill River 200 feet wide and 12 feet deep to the junction of the two branches above Chapel Street, and thence channels 12 feet deep extending to Grand Avenue, with width in the east branch of 100 feet and a general width. in the west branch of 125 feet, increasing to 150 feet at the turns and decreasing to 75 feet at the head; a channel to West River 12 feet deep and 100 feet wide, with additional width of 25 to 50 feet at the turns, from the down- stream corner of the 16-foot anchorage basin via Oyster Point and the dock frontage of West Haven to Kimberly Avenue Bridge; thence a channel 12 feet deep and prevailing width of 75 feet up- stream in West River approximately to the bridge of the New York, New Haven & Hartford Railroad Co.; an anchorage basin 6 feet deep in West River opposite Mars Dock; and the removal of certain- obstructive rocks in Morris Cove. 156 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARIVIY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Main harbor t......................... House.. 95 Forty-first... Third..... 2 1871 773 Do.1 ....................... ....... do..... 137 Forty-second.. First......2 1872 860 .. ....... ....... 1875 ol.II, Do................................ Do.'1........ ...... ..... ....... ................................. 2 1879 336 Sandy Point dike 1............... ...2...1881 592 Main harbor 1....... .......... House 3. 82 Fifty-fifth..... First...... 2 1897 974 West River 1........... ............. do.,... 73 Fifty-eighth... Second..... 1904 996 Main harbor ':........................ do.3... 3 1159 Sixtieth....... ... do............ ..... Mill and Quinnipiac Rivers 1.............do. ... 26 Sixty-second.. First...... ........ ..... West River .................... 53 ...... do.........Second.... ............... Main harbor 1....................... .. do.... 1258 ..... do.........Third................ ' Basis of project adopted by Congress. No maps.2 ' Contains map. A map of the harbor is printed in the Annual Report of the Chief of Engineers for 1911, page 1232. During the fiscal year the dredging of the West River Channel to its enlarged dimensions was essentially completed; the lower Mill River Channel was restored to project dimensions; and the widening of the upper portion of the main channel was 47 per cent completed. The work was done under contract. The total amount expended on the existing project to the close of the fiscal year 1914 was $571,071.49, of which $119,014.27 was for maintenance. Of the amount reported expended on the existing project, $38,500 was expended on West River prior to its consolida- tion with the general project. The sum of $453.50 was received from sales. Amount expended during the fiscal year _______ $127, 832. 88 Reimbursable ---------------------------------------------- 252. 65 Net expenditures ....----- ___-___-_-___ _---- 127, 580. 23 The total amount expended on all projects to the end of the fiscal year 1914 was $896,767.15. The existing project is 85 per cent completed. The work remaining to be done embraces the enlargement of the upper portion of the main channel. The work accomplished has secured a harbor of depth sufficient to accommodate the large and important coastwise com- merce of New Haven. Without the improvements this commerce could not approach its present volume. The maximum draft that can be carried at mean low water June 30, 1914, through the main channel is about 19 feet; in the Mill River, about 11 feet; in the Quinnipiac River to Ferry Street Bridge, 11 feet; and to Grand Avenue Bridge, 7i feet; in the West River Channel, 11 feet; and in the 1Brewery Street Channel, about 10 feet. As the mean rise of tide is about 6 feet, and the extreme range about twice this amount, the draft which may be and is carried through the channels is considerably greater than that indicated at mean low-water stage. RIVER AND HARBOR IMPROVEMENTS. 157 The main channel in the harbor has a length of 4.2 miles. The lengths of the branch channels and the distance to the head of navi- gation in each are as follows: Mill River, improved channels, totaling 1 mile, to head of navigation 2.6 miles; Quinnipiac River, improved 1.3 miles, to head of navigation 8 miles; West River, including ap- proach channel, under improvement 1.9 miles, to head of navigation 3 miles. The reported tonnage for the calendar year 1913 amounted to 2,096,135 short tons, having a total value of $123,093,132.96. The principal items of freight were steamboat freight, coal, lumber, and oysters. The improvement has served. to reduce the freight rates on bulk commodities. The amount estimated as a profitable expenditure for maintenance will be applied to restoring to their project dimensions the channels already dredged. July 1, 1913, balance unexpended_ -- ______---------$156, 184. 45 Receipts from sales __-___-__------------ --------- 23. 05 156, 207. 50 June 30, 1914, amount expended during fiscal year: For works of improvement____------- ---- $110, 220. 28 For maintenance of improvement ____________- 17, 359. 95 127, 580. 23 July 1, 1914, balance unexpended_ - ___ ------------------- 28, 627. 27 July 1, 1914, outstanding liabilities------------------------ 12, 773. 74 July 1, 1914, balanice available-----_----- ------------------ 15, 853. 53 Amount allotted from appropriation made by the river Lnd harbor act approved October 2, 1914 86, 000. 00 Amount available for fiscal year ending June 30, 1915_______ __ 101, 853. 53 July 1, 1914, amount covered by uncompleted contracts ------------ 7, 562. 25 Amount (estimated) required to be appropriated for completion of existing project --------------------------- --- - 36, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement____------------------ 110, 000. 00 (See Appendix D 10.) 11. Breakuaters at New Haven, Conn.-New Haven Harbor is the only natural harbor of considerable area and depth in Long Island Sound between New London Harbor, 45 miles to the eastward, and Huntington Bay, 32 miles to the southwestward. Opposite New Haven, Long Island Sound is at its widest, about 19 miles, and the broad open mouth of the harbor in its natural condition left the anchorage ground exposed to storms from the southeasterly and southwesterly quarters, so that vessels were usually obliged to go from 2 to 4 miles up the harbor in order to obtain refuge, and even then the shelter was inadequate with the wind in some directions. The width of the harbor from Morgans Point to Oyster River Point is 41 miles, and the depths available for anchorage in the lower harbor are from 20 to 28 feet at mean low water. The mean range of tide is about 6 feet. The construction of breakwaters at New Haven was authorized by the act of March 3, 1879, following which a project was adopted as printed in the Annual Report of the Chief of Engineers for 1880, 1 Elxclusive of amount available for fiscal year 1915. 158 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. page 449 (without map). The project provided for two riprap breakwaters, each to be 12 feet wide on top and 6 feet above mean high water; the easterly to extend from Southwest Ledge to Quixes Ledge, a distance of 3,300 feet, and the westerly to extend 4,200 feet northwest and to overlie Ludington Rock; all at an estimated cost of $1,311,134. The project was modified by the act of September 19, 1890, in accordance with the plans submitted by the Chief of Engineers in report for 1889, page 678 (with map), under which the position of the westerly breakwater, not then constructed, was changed to extend from a point 1,000 feet north 54° east from Lud- ington Rock in a direction south 54° west across the rock for a distance of 5,000 feet; and two additional breakwaters were provided for, 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 beginning, 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- 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 12. 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 existing project, modified as stated above, now provides for a harbor of refuge at the entrance to New Haven Harbor, to be made by constructing three breakwaters, viz, one 3,450 feet long, extending from Southwest Ledge to Quixes Ledge; one 4,450 feet long, extend- ing from a point 550 feet north 54° east from Ludington Rock, in a direction south 54 ° west across the rock; and one 4,200 feet long, extending northwestwardly from a point 6,000 feet south 54 ° west from Ludington Rock; the cross section of all these breakwaters to be 12 feet wide on top and 6 feet high above mean high water, with outer slopes of 1 on 11 and inner slopes of 1 on 1, at a total estimated cost from the beginning of $1,264,000. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entire project ........................... House... 162 Forty-second.. Second.... 11875 vol251 Do.2................................ .. ...... ......... ..... 1 1880 449 Do............... ................................. 1889 678 1No maps. 2 Basis of project adopted by Congress. a Contains map. For map see also Annual Report of Chief of Engineers for 1896, page 702, 'RIVER AND HARBOR IMPROVEMENTS. 159 During the fiscal year contract was entered into for completing the middle and west breakwaters, but work thereunder has not been begun. The expenditures during the year were applied to preparing and issuing specifications and general superintendence. The total amount expended on the existing and only project to the close of the fiscal year 1914 was $1,224,663.72, of which $21,144.92 was for maintenance. The sum of $3,244.31 was received from sales. The project is nearly completed; but some additional stone is still needed on the outer or southerly slopes of the middle and west break- waters. The proportion of the project accomplished up to June 30, 1914, is 96.5 per cent. The anchorage 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 at mean low water. The commerce benefited by this work is mainly the passing com- merce of Long Island Sound. The 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. It is impracticable to estimate accurately the tonnage and value of the commerce benefited by this improvement, but it is certainly very large and practically amounts to the entire commerce passing through Long Island Sound. For the calendar year 1910 upward of 6,000 vessels were reported as seeking refuge behind the breakwaters, but no satisfactory report has been subsequently received. The effect of the project on freight rates is also indeterminate, but it probably results in considerably reducing insurance premiums. No estimate for funds is submitted, as the available balance is sufficient for the completion of the project and its maintenance. July 1, 1913, balance unexpended---------------------------$42, 822.30 June 30, 1914, amount expended during fiscal year, for maintenance of improvement----------------- ------------------------- 241. 71 July 1, 1914, balance unexpended--------------------------- 42, 580. 59 July 1, 1914, outstanding liabilities 2. 75 6------------------------ July 1, 1914, balance available-----------------------------42, 517. 84 July 1, 1914, amount covered by uncompleted contracts----------- 30, 400. 00 (See Appendix D 11.) 19. Milford Harbor, Conn.-Milford Harbor lies on the north shore of Long Island Sound, about 8 miles southwestward of New Haven Harbor, and about 10 miles northeastward of Bridgeport Harbor. It is an open bay, about a mile in dimension in either direction, from the head of which a small tidal stream extends nearly a mile inland to the head of navigation. Originally the minimum usable depth at mean low water 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 tidal range at the entrance and within the harbor is 6.2 feet. The original project was adopted by the act of June 23, 1874, and was modified in 1878, 1879, 1880, and 1882. The project as modified provided for a channel 8 feet deep and 100 feet wide across the bar at the river mouth, thence 4 feet deep and 60 feet wide to the town docks, and 40 feet wide to the Straw Works Wharf, together with 160 REPORT OF THE CHIEF OF ENIGINEERS, U. S. ARMY. jetties, shore protection, and a breakwater running otit from Welchs Point on the east side of the entrance to the harbor. These projects were reported completed in 1891, with the exception of the outer breakwater, which was deemed unnecessary in view of the construc- tion of breakwaters at New Haven. The amount expended on the original and modified projects prior to operations under the existing project was $45,500, and $1,600 was expended for surveys. The existing project was adopted by the act of June 13, 1902, in accordance with the report submitted in House Document No. 280, Fifty-sixth Congress, first session (with map), also printed in the Annual Report of the Chief of Engineers for 1900, page 1357 (with- out map), and provides for 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 6 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 was $15,000, with $1,000 biennially for maintenance. The first cost of the improvement was subsequently found to be $25,000. The project has not been modified since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. 107 F o r t y -s e c o n d . . T h i rd 18 73 1042 Outer harbor 1 .................. Executive 2 ..... 3 Breakwater...................... Senate..... 84 Forty-seventh First...... 31882 632 Entire harbor 1................. House 2... 2 280 Fifty-sixth.... .... do.... 31900 1357 Entire harbor.......................do. .. 232 Sixty-third........do...... ........ 1 Basis of project adopted by Congress. 2 Contains map. 3 No maps. A map is printed in Annual Report of Chief of Engineers for 1886, page 640. During the fiscal year the operations were limited to administration. The total amount expended on the existing project to the close of the fiscal year 1914 was $23,960.99, of which $343.66 was for main- tenance. The total amount expended on all projects to the end of the fiscal year 1914 was $71,060.99. The 10-foot channel has been completed to full project dimensions; the 6-foot channel has been completed to full project dimensions to a point about 500 feet above the town dock; a portion of the anchor- age basin, about 2 acres in area, on the east side of and 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 complete the basin originally contemplated on the east side of the channel, and to extend the 6-foot channel up to the Straw Works Dock without exceeding the esti- mated cost. The basin dredged on the west side of the channel was intended to in part take the place of that portion of the basin on the RIVER AND HARBOR IMPROVEMENTS. 161 east side which was omitted on account of ledge rock. 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 practi- cable to land cargoes there, which it was formerly extremely difficult to do. , The development of the anchorage basins greatly relieves con- gestion in the lower part of the harbor, which is much frequented by pleasure and oyster craft, but the existing anchorage room is insuf- ficient. On June 30, 1914, a maximum draft of 8 feet at mean low water could be carried over the bar and up as far as Merwins Wharf; 6 feet to just above the town dock, and about 2 feet to the Straw Works Dock. The mean tidal range is 6.2 feet. The length of the improved channel from the outer end to its head is 1.2 miles; from the head of the improved channel to the Straw Works Dock is about one-tenth of a mile; no navigation is practicable above this dock. The reported tonnage for the calendar year 1913 amounted to 12,570 short tons, having a total value of $101,578.96. The principal items of freight were oysters, shells, and manure. The project has afforded the town of Milford the benefits of water transportation for bulk commodities at rates cheaper than by rail. As action is pending by Congress for the revision of the project, no estimate for additional funds is made. July 1. 1913, balance unexpended- --- $8, 042. 11 June 30, 1914, amount expended during fiscal year, for maintenance of improvement----------------------------------------------- 3.10 July 1, 1914, balance unexpended_---- - - ______-- - 8, 039.01 July 1, 1914, outstanding liabilities -------------------------------- 22. 92 July 1, 1914, balance available-----------------------------------8, 016.09 (See Appendix D 12.) 13. Housatonic River, Conn.-This is a rapid river, rising in the Hoosac Mountains in the northwestern part of Massachusetts, run- ning in a general southerly direction through Massachusetts and Connecticut and emptying into Long Island Sound east of Stratford Point about 5 miles to the eastward of Bridgeport Harbor. Its total length is about 130 miles. At Derby, about 13 miles from its mouth, it receives the discharge of the Naugatuck River, and about a mile above this point there is a large power dam across the Housatonic River; above the pool of the dam the river is rocky and shoal. Derby and Shelton are at the head of navigation; below these cities the river is tidal and constitutes the portion under improvement. The original depth on the worst bars in the river was from 3.5 to 4.5 feet at mean low water. At the mouth of the river there is a bar on which the depth was about 4 feet. The mean tidal range is 6.3 feet at the mouth of the river and 4.2 feet at the head of navigation. The minimum usable low-water depth from the mouth of the river to the ocean is 20 feet. The original and existing project was authorized by the act of March 3, 1871, and was in accordance with plans printed in House Executive Document No. 95, Forty-first Congress, third session, and in the Annual Report of the Chief of Engineers for 1871, page 781 (without map). The project provided for a jetty at Sow and Pigs Reef, removing Drews Rock, a breakwater at the mouth of the river, 60993o---ENG 1914-- 11 162 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and making a channel 7 feet deep, 200 feet wide through the bar at the mouth and 150 feet wide in the river to Derby, at a total esti- mated cost of $404,961. The estimates were revised, and a modifica- tion of the project proposed in a report printed in Senate Document No. 103, Fiftieth Congress, first session, and in the Annual Report of the Chief of Engineers for 1888, page 554 (map in annual report for 1887, p; 608), providing for 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 to Derby, 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. In 1893 the project was further modified to pro- vide for building a small dike in the river below Stratford. The present project for improvement is the project of 1871, modi- fied as stated above, and provides for a jetty at Sow and Pigs Reef; removing Drews Rock; 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 high above mean low water, top width 6 feet, side slopes 1 on 1; the outer arm to be 6 feet high above high water, top width 12 feet, outer slope 1 on 2, inner slope 1 on 1; a. riprap dike in the river below Stratford not to exceed 1,500 feet in length; and a channel 7 feet deep at mean low water, 200 feet wide across the outer bar and 100 feet wide through the river to Derby, all at a total estimated cost of $275,500, and $4,000 annually for maintenance. Refercnces to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Derby to mouth......................... House .. 62 Forty-first... Second... 1 1870 454 Do.2 ........... do. .................. 95 Third Third...... .11871 781 Mouth................................ I1887 ............................ 607 Do.2.................................. Senate.. 103 16 Fiftieth....... F i ft y -fi ft h First...... do 111888 1897 554 979 Derby to mouth.......................... House. ......... ...... 1 No maps. 2Basis of project adopted by Congress. Contains map. 3 A map of the river is printed in the Annual Report of the Chief of Engineers for 1882, page 616. During the fiscal year work was in progress and nearly completed in enlarging, by contract, the outer arm of the breakwater at the mouth of the river to project height with outer slope of 1 on 1, RIVER AND HARBOR IMPROVEMENTS. 163 inner slope 1 on 1, and width on top of 8 feet; the inner arm was repaired by hired labor; and the channel in the river was maintained at practically project dimensions by dredging, by contract, at Mill, Oronock, Camp Meeting and Drews Bars, and at Shelton. The total amount expended on the existing and only project to the close of the fiscal year 1914 was $320,594.04, of which $98,217.78 was for maintenance. The sum of $1,051.12 was received from sales. At the close of the fiscal year the project was completed, except that the outer arm of the breakwater has not its full project dimen- sions. It is possible, although rather improbable, that the Stratford Dike, now 1,115 feet long, may need some further extension. The work done has resulted in the completion of a channel of project di- mensions, which can be maintained at reasonable expense, through the outer bar and up the river to the head of navigation at Shelton, a distance of about 13 miles. On June 30, 1914, a maximum draft of about 6.5 feet at mean low water could be carried across the outer bar, thence about 6 feet to Shelton, the mean tidal range being 6.3 feet at the mouth and 4.2 feet at Shelton. Spring freshets at Shelton occasionally rise to 10 feet or more above mean high tide. The reported tonnage for the calendar year 1913 amounted to 114,183 short tons, having a total value of $1,023,558.99: The prin- cipal items of freight were coal, oysters, and petroleum products. The improvement has afforded the towns of Derby and Shelton the advantage of water transportation of bulk freight and has had the effect of materially reducing the freight rates to these points. The amount estimated as a profitable expenditure for the main- tenance of the improvement will be applied to such dredging of the channels through the river bars as may be necessary to preserve navigation. July 1, 1913, balance unexpended ---------- $25, 129. 91 June 30, 1914, amount expended during fiscal year: For works of improvement $6, 182. 34 For maintenance of improvement-----------------11, 040. 49 17, 222. 83 July 1, 1914, balance unexpended -------------------------------- 7, 907. 08 July 1, 1914, outstanding liabilities ------------------------------ 4, 185. 77 July 1, 1914, balance available 3, 721. 31 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914----------------___--------------------- 1, 000. 00 Amount available for fiscal year ending June 30, 1915---------- 4, 721. 00 July 1, 1914, amount covered by uncompleted contracts 1, 950. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement---------------------_ 6, 000. 00 (See Appendix D 13.) 14. Bridgeport Harbor, Conn.-Bridgeport Harbor is about 57 miles to the northeastward from the Battery, New York City, and about 16 miles to the southwestward from New Haven Harbor. It consists of a shallow bay about 1 mile wide at the mouth and 1 miles long, into the extreme northwest corner of which empties the Poquonock River, a small tidal stream navigable for about 1 mile, 1Exclusive of amount available for fiscal year 1915. 164 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, formerly a separate project, but now included in the project for the improvement of Bridgeport Harbor, lies about 24 miles to the westward of the latter-named harbor. Both harbors are inner portions of a large bay of Long Island Sound lying between Stratford Point and Fairfield Reef. Black Rock Harbor is about one-half mile wide at the mouth and 1 mile long, with two branches at its head, the east one a mile long, known as Cedar Creek, and the west one about three-fourths of a mile long, known as Burr Creek. Originally the minimum usable depths at mean low water 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; Yellow Mill Pond, generally bare; in Cedar Creek, 2 to 4 feet; and in Burr Creek, nearly bare. The mean tidal range at the entrance and within the harbor is 6.5 feet. The original project for the main harbor was adopted in 1836, and provided for deepening the entrance channel. In 1871 a project was adopted which provided for a channel 100 feet wide and 12 feet deep at extreme low water, with a breakwater for its protection. This project was modified and extended in 1875, 1878, 1882, 1888, 1892, 1894, and 1896, and finally provided for a 15-foot main-harbor chan- nel, a 12-foot channel 200 feet wide in Yellow Mill Pond to Strat- ford Avenue, a 9-foot Poquonock River Channel, a 12-foot anchor- age, and the protection of the harbor entrance by two breakwaters. The amount expended on the main harbor prior to operations under the present project was $317,848.50. The original project for Black Rock Harbor was adopted in 1836, and provided for a seawall to prevent the erosion of Fayerweather Island at the entrance. In 1884 a project was adopted for protecting the upper part of the harbor by a breakwater about half a mile long between Fayerweather Island and the mainland, and for a channel 6 feet deep and 80 feet wide in Cedar Creek. The project was con- sidered complete in 1894. The amount expended on Black Rock Harbor prior to operations under the existing project was $72,900. The existing project was adopted by the act of March 3, 1899, in accordance with the project printed in the Annual Report of the Chief of Engineers for 1899, page 1173 (without map), provid- ing 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 navi- gation, about 1 mile, 12 feet deep, and 100 feet wide. Fourth. Yellow Mill Channel, from the main channel to the head of Yellow Mill Pond, about 1 mile, 12 feet deep and 100 feet wide. Fifth. Johnsons River Channel from the main channel to the head of naviga- tion, about 1 miles, 9 feet deep and 100 feet wide. Sixth. Black Rock Channel, from the head of Black Rock Harbor to the junc- tion of Cedar and Burr Creeks, thence up each of these creeks to the head of RIVER AND IAIRBOR IlMPROVEMVIENTS. 165 navigation, with lengths, respectively of 1A miles and one-half mile, 9 feet deep and 100 feet wide. Seventh. The repair and maintenance of the outer and inner breakwaters of the main channel, and the one connecting Fayerweather Island with the main- land as now built, and the construction and maintenance of shore protection on Fayerweather Island to check the shifting of the beach. The estimated cost was $307,470, and $5,000 every other year for maintenance. The act of March 2, 1907, modified the project in accordance with the plan submitted in House Document No. 275, Fifty-ninth Con- gress, second session (without map). The document contains the report of the preliminary examination; the subsequent survey is pub- lished in House Document No. 521, Fifty-ninth Congress, second ses- sion (with map). The modification as limited by the act provided for an anchorage basin 22 feet deep, 1,280,000 square feet in area oppo- site 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 com- pletion of this project was provided for by a contract authorization of $350,000 in the river and harbor act of 1907. Of this authoriza- tion $185,000 remains unappropriated, but since the-project is essen- tially completed, this balance will not be needed. The project was again modified by the act of June 25, 1910, in accordance with the report submitted in House Document No. 751, Sixty-first Congress, second session (with map), which provided for the extension of the 18-foot channel up the Poquonock River to a point 750 feet below the head of the improved channel, widening the channel, and cutting off certain bends; the deepening of the channel in Cedar Creek to 12 feet, with slight widening at some of the bends; and the deepening of the Black Rock Harbor Channel to 12 feet and its extension 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. The project as modified is therfore: First. The main channel, 22 feet deep and 300 feet wide from Long Island Sound to the inner end of the 22-foot anchorage basin, thence 18 feet deep and 200 feet wide to the lower or Stratford Avenue Bridge across the Poquonock River. Second. Five anchorage basins: One 22 feet deep and 1,280,000 square feet in area, opposite the inner breakwater; 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 and immediately to the northwestward of the 18-foot anchorage; one 12 feet deep, 608,600 square feet in area, northwest of the 22-foot basin and adjoining the main channel on the east; and one 12 feet deep adjoining the main channel on the east and between the steel works point and the lower bridge. Third. Poquonock River Channel, from the lower bridge to Black's coal dock, nearly 1 mile, 18 feet deep and from 100 to 230 feet wide, thence for 750 feet farther to head of navigation 12 feet deep and 100 feet wide. Fourth. Yellow Mill Channel, from the main channel to the head of Yellow Mill Pond, about 1 mile, 12 feet deep and 100 feet wide. Fifth. Johnsons River Channel, from the main channel to the head of navi- gation, about 14 miles, 9 feet deep and 100 feet wide. Sixth. Black Rock and Cedar Creek Channel, from the 12-foot curve in Black Rock Harbor to the head of navigation in both branches of Cedar Creek, a total length of nearly 2 miles, 12 feet deep and 100 feet wide, with addi- 166 REBORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tional width at the turns; also Burr Creek Channel from the junction with Cedar Creek Channel to the head of navigation in Burr Creek, about one-half mile, 9 feet deep and 100 feet wide. Seventh. The extension of the east breakwater and the construction of the west breakwater at the entrance to Bridgeport Harbor, and the repair and maintenance of the existing breakwaters, and the construction and maintenance of shore protection on Fayerweather Island to check the shifting of the beach. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Main harbor.................-- ... .... . -........--........... - 1866 ol.20 Do ................ ................. House... 56 Thirty-ninth.. Second ... 1 1869 412 Do.2 .... .... .......... ......... ... do.... 60 Forty-first.... Third.... 11871 786 Black Rock Harbor 2..................... Senate.. 501 Forty-eighth.. First...... 1 1884 666 Main harbor 2.................. ..... .... ..... .... ......... ......... ....... 1889 693 Black Rock Harbor------.. ----......--------.... ---..-.. --...... .... 1 1889 741 Do........... ......... . ........... .. House... 46 Fifty-third..- . Third..... 11895 856 Main harbor 2......... ............... .... do .. 61 Fifty-fourth... First...... 11896 803 Do..... .---.-- ................. . do.3... 209 Fifty-fifth..... Third..... 1 1899 1187 Entire project 2..... ... . .....-------- .. 275-----F i ft y -ni n t h . . . S e c on d . . . . .. . . . . 1173 .1 .1899 . Outer harbor 2.... ... ..... House _...... 3 . l Do....................... . . . . .. ...... do. ... 521 ..... do........ .. do... ........... Branches 2...................... ....... .. do .... 751 Sixty-first......do...................... Long Beach ........................... ..do.... 89 Sixty-second.. First ... .. ...... Entire project.......... ................ .......... do ... 898 Sixty-third... Second........ .... 1 No maps. 2 Basis of project adopted by Congress. 3 Contains map. During the fiscal year the channel in Burr Creek was restored to its project depth of 7 feet by dredging, by agreement made in open market. Other operations consisted of inspections and adminis- tration. The total amount expended on the existing project to the close of the fiscal year 1914 was $576,088.07, of which $59,848.43 was for maintenance. The sum of $1,187.76 was received from sales, and $25,000 was collected from surety on account of defaulting con- tractor. The total amount expended on all projects to the end of the fiscal year 1914 was $966,836.57. The existing project may be considered essentially completed. In the inner ends of Yellow Mill Channel and Johnsons River, and in a section of Burr Creek, ledge rock was encountered, and as it was not considered that these sections are of sufficient commercial im- portance to justify the large cost of its removal, full project depth has not been secured. The channel in the Poquonock River through the East Washington Avenue Bridge has been dredged to a depth of but 12 feet, as greater depth woiild endanger the bridge. The breakwaters and the 22-foot anchorage basin form a needed harbor of refuge for tows of heavily laden coal barges bound east- ward. The maximum draft that could be carried June 30, 1914, through the improved channels at mean low water is 20 feet through the main channel from the outer end in as far as the turn just inside the inner RIVER AND HARBOR IMPROVEMENTS. 167 breakwaters, and thence 17 feet to the lower bridge; in the Poquo- nock River, 17 feet from Stratford Avenue to the East Washington Avenue Bridge; through the bridge 11- feet; from a point 100 feet above the bridge to a point opposite Black's coal dock, 17 feet, and thence to the head of the improved channel, about 11 feet; in the Yellow Mill Channel 11 feet to Stratford Avenue, and thence 9 feet to head of the improved channel; in Johnsons River 8 feet to the turn above the shipyard, and thence about 7 feet to the head of the channel; at Black Rock 12 feet to the head of navigation in both branches of Cedar Creek; in Burr Creek about 6 feet to its head. The mean range of tide is 6.5 feet. The total length of the channels under improvement is as follows: Main channel, from lower end to Stratford Avenue Bridge, 2.8 miles; Poquonock River, from Stratford Avenue Bridge to end of improved channel, 1.1 miles; Yellow Mill Channel, from main channel to head of navigation, 1.06 miles; Johnsons River, from 22-foot basin to head of navigation, 1.1 miles; Black Rock Channel, from outer end to head of navigation in Cedar Creek, including length of both branches, 2.5 miles; Burir Creek, from Cedar Creek Channel to head of navigation, one-half mile. All of these improved channels extend practically to the head of navigation in each portion of the harbor. The reported tonnage for the calendar year 1913 amounted to 1,083,047 short tons, having a total value of $43,727,073.50. The principal items of freight were coal, iron and steel, and steamboat freight. The effect of the improvement is to afford the city of Bridgeport the advantage of water transportation at greatly reduced rates. No estimate for additional funds is submitted, as the balance avail- able is sufficient for the maintenance of the improvement. July 1, 1913, balance unexpended------------------------------- $75, 977. 74 Receipts from sales--------------------------------------------- 5. 50 75, 983. 24 June 30, 1914, amount expended during fiscal year. for maintenance of improvement ---------------------------------------- 5, 450. 09 July 1, 1914, balance unexpended_ 70, 533. 15 July 1, 1914, outstanding liabilities 138. 60 July 1, 1914, balance available_---------------------------- 70, 394. 55 (See Appendix D 14.) 15. Norwalk Harbor, Conn.-Norwalk Harbor lies on the north shore of Long Island Sound about 13 miles to the southwestward of Bridgeport. It consists of an outer or main harbor, also known as Sheffield Island Harbor, about 2 miles long and from one-half to three-fourths of a mile wide, lying between the Norwalk Islands and the mainland; an inner harbor, which is Norwalk Harbor proper, about 1. miles long from its lower end to the highway bridge at South Norwalk and averaging about one-half mile in width; and the tidal part of Norwalk River, extending from South Norwalk to Nor- walk, about 1 miles. The river is not navigable above Norwalk. Originally the minimum depth at mean low water was 5 feet to South Norwalk; between there and Norwalk the river bed was nearly bare. The mean tidal range at the entrance and within the harbor is 7 feet. 168 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 channel 100 feet wide and 8 feet deep from the outer harbor to South Norwalk, and thence 6 feet deep to Norwalk. The act of August 18, 1894, extended the project to the removal of the shoal at Ferrys Point, below Norwalk, and to the improvement of the sharp bend in the channel near Keyser Island, 'at the mouth of the harbor. A new project was adopted by the act of June 3, 1896, which 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 main- tenance of this channel and the 6-foot channel between South Nor- walk and Norwalk. The amount expended on these projects prior to operations under the existing project was $134,833, of which $15,516.89 was expended for maintenance. The existing project was adopted by the act of March 2, 1907, in accordance with the report submitted in House Document No. 262, Fifty-ninth Congress, second session (with map), and 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 $63,500 and $8,000 per annum for maintenance. The project has not been modified since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. , - House or No. Congress. Session. Year. Page. Senate. Entire project t1.......................... Senate a. 23 Forty-second.. Second.... 81872 900 Do..._............ ................. House 3s 82 Fifty-second. ... do....... 1893 991 Below South Norwalk ................... House 2. 50 Fifty-fourth... First ...... 81896 813 Entire project ......... ............ .ouse 8. 129 Fifty-fifth..... Second.... 81898 989 Entire project 1............................ House 2. 262 Fifty-ninth.......do.... ..... ........ Outer harbor ..... ................... do.... 396 Sixty-first.... do ... do..... ..... ...... 1 Basis of project adopted by Congress. 2 Contains map. 3 No maps. During the fiscal year the main channel, near its junction with the East Norwalk channel, was restored to project dimensions by dredg- ing by agreement made in open market. Other operations included the completion of surveys for the establishment of harbor lines, in- spection, and administration. The total amount expended on the existing project to the close of the fiscal year 1914 was $61,485.34, of which $17,119.85 was for main- tenance. The sum of $1,009.08 was received from sales. The total amount expended on all projects to the end of the fiscal year 1914 was $196,398.34. The present project was completed September 19, 1908. RIVER AND HARBOR IMPROVEMENTS. 169 The maximum draft that could be carried on June 30, 1914, at mean low water to the South Norwalk wharves was 10 feet, to Nor- walk 7 feet, and to East Norwalk 4 feet, the mean range of tide being 7 feet. The length of the improved channel from its outer end, opposite Keyser Island, to the railroad bridge at South Norwalk is 2.55 miles, and thence to the head of navigation at Norwalk 1.45 miles; the length of the East Norwalk Channel from its junction with the main channel to the head of navigation at East Norwalk is 0.6 mile. No navigation is possible above the head of the improved channels at Norwalk and East Norwalk. The reported tonnage for the calendar year 1913 amounted to 247,968 short tons, having a total value of $22,568,126.89. The prin- cipal items of freight were steamboat freight, coal, and oysters, and on all of these items the improvement has effected a material reduc- tion in freight rates. No estimate for additional funds is submitted, as the balance available is believed sufficient for the maintenance of the project. July 1, 1913, balance unexpended------------------ $10, 001. 76 June 30, 1914, amount expended during fiscal year, for maintenance of improvement----------------------------------------------2, 978. 02 July 1, 1914, balance unexpended --------------------------------- 7, 023. 74 July 1, 1914, outstanding liabilities-------------------------------- 133. 42 July 1, 1914, balance available------------------------------ 6,890.32 (See Appendix D 15.) 16. Harbors at Fivemile River, Stamford, Southport, Greenwich, and Westport, and Saugatuck River, Conn.-(a) Fivemile River Harbor.-This harbor is a tidal inlet, about 1 mile long and from 100 to 1,000 feet wide, lying about 3 miles to the southwest of Nor- walk Harbor. Before improvement the minimum usable depth at mean low water was about 3 feet at the mouth, while the upper part of the harbor was bare at low tide. The tidal range at the entrance and within the harbor is 7.2 feet: The original and existing project was authorized by the act of August 11, 1888, and is in accordance with the report of the exami- nation printed in the Annual Report of the Chief of Engineers for 1887, page 639 (without map). It provides for a dredged channel 8 feet deep, 100 feet wide, and 6,000 feet long. The estimated cost from the beginning, as revised in 1894, was $45,000. The cost of maintenance was estimated at $1,000 per annum. No modification of the original project has been made. A sketch of the harbor is printed in the Annual Report of the Chief of Engineers for 1894, page 676. No operations were carried on during the fiscal year. The ex- penditure reported was for administration and inspection. The total amount expended on the project to the close of the fiscal year 1914 was $46,293.60, of which $10,803.16 was for main- tenance. The sum of $105.11 was received from sales. A channel of project dimensions has been dredged about 5,300 feet up the harbor, and thence about 200 feet farther with project depth and widths of 25 feet to 75 feet. No dredging has been done above this point. The project is about 82 per cent completed. 170 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The maximum draft that could be carried June 30, 1914, through the improved channel was 7 feet to within about 200 feet of its head, thence about 3 feet to the head of the channel, above which point no navigation is possible except at high tide, when a draft of from 4 to 42 feet can be carried for about one-fourth of a mile farther to the head of navigation, a total distance of about 1.25 miles from the mouth of the harbor. The commerce of this harbor is mainly confined to the oyster in- dustry. Tonnage reported for the calendar year 1913 amounted to 1.4,725 short tons, valued at $171,229.94. The benefit of the improvement lies in facilitating the operation of vessels employed in the oyster industry, rather than in a reduction in freight rates. No estimate of additional funds is submitted, pending action upon an examination and survey, authorized by Congress, looking to a revision of the project. July 1, 1913, balance unexpended-- $3, 070. 61 June 30, 1914, amount expended during fiscal year, for maintenance of improvement 18. 66 11------------------------- July 1, 1914, balance unexpended--- 2, 951. 95 Amount (estimated) required to be appropriated, for completion of existing project_ _---- -1 9, 300. 00 (b) Stamford Harbor.-Stamford Harbor lies on the north shore of Long Island Sound, about 21 miles to the southwestward of Bridgeport Harbor. It consists of a bay about 2 miles wide across its mouth, extending inland nearly 1 miles, from the head of which two tidal inlets, known as the east and west branches, extend north- erly into the city of Stamford. The west branch is the tidal portion of Mill River, a small stream dammed at the head of the channel, and the east branch was originally a small crooked stream running through a salt marsh. Originally the minimum usable depth at mean low water in the west branch was from 1 to 3 feet at the head, gradually increasing in the bay to 12 feet; the depth in the east branch was small, but this branch had been straightened and dredged to about 62 feet at mean low water over a width of about 60 feet by private enterprise before its improvement was begun by the Federal Government. In its improved state this branch was locally known as the " canal." The mean tidal range at the entrance and within the harbor is 7.3 feet. The original project was adopted in 1886, and provided for a chan- nel 5 feet deep and 80 feet wide in the west branch only. The amount expended prior to operations under the existing project was $20,000. The existing project was authorized by the act of July 13, 1892, and is in accordance with a report printed in the Annual Report of the Chief of Engineers for 1891, page 848 (without map), covering the improvement of the west branch; and with a project printed in the Annual Report of the Chief of Engineers for 1893, page 955 (with map), covering, in compliance with the terms of the act, the improvement of the east branch. The project provided for a channel in the west branch 7 feet deep, 150 feet wide, and about 15 miles long, with a basin of same depth between harbor lines at the head of the harbor, and in the east branch a channel 9 feet deep and 100 feet 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 171 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 providing increased width at the head of the east branch, without increase in the estimated cost of the project, was approved February 12, 1901. The project as modified provides for a channel in the west branch 7 feet deep, 150 feet wide, and about 11 miles long, with a basin of the same depth between harbor lines at the head of the harbor, and in the east branch a channel 9 feet deep and 100 feet wide for a length of about 8,535 feet, and from about 80 to 125 feet wide for about 1,200 feet farther to the head of the harbor. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. West branch'........................... Senate.. 50 Forty-eighth.. First..... 21884 672 Do ................................. ........ .. ..... ................ 21891 848 East branch .......... ................................ ..... . 31893 955 1 Basis of project adopted by Congress. 2 No maps. 3 Contains map. A sketch of the basin at the head of the west branch is printed in the Annual Report of the Chief of Engineers for 1908, page 1024. No work of improvement was carried on du ring the fiscal year. The expenditure reported was for surveys, inspection, and adminis- tration. The total amount expended on the existing project to the close of the fiscal year 1914 was $148,924.01, of which $33,881.16 was for maintenance. The sum of $420.45 was received from sales. The total amount expended on all projects to the end of the fiscal year 1914 was $168,924.01. The present project was completed in 1911, the channels in the east branch, 1.8 miles in length, and in the west branch, 1.15 miles in length, with the tirning basins, having been dredged to project dimensions. The head of navigation in the east branch is at the turning basin, and in the west branch about 500 feet above the turn- ing basin. The maximum draft which can be carried, June 30, 1914, at mean low water is 8 feet in the east branch and 6 feet in the west branch. The mean tidal range is 7.3 feet. The reported tonnage for the calendar year 1913 amounted to 332,- 576 short tons, having a total value of $15,984,034.84. The principal items of freight were steamboat freight and coal. The improvement has afforded the city of Stamford increased facilities for water transportation, with a consequent reduction in freight rates. As the improvement is completed, and ample funds are in hand for its maintenance, no estimate of additional funds is made. 172 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended ---------------------------- $12, 364. 70 June 30, 1914, amount expended during fiscal year, for maintenance of improvement...-------------------- ------------------ 607. 73 July 1, 1914, balance unexpended----- --------------- __-__ 11, 756. 97 July 1, 1914, outstanding liabilities ____- _____ - __ 7. 56 July 1, 1914, balance available-______________________ 11, 749. 41 (c) Southport Harbor.-SouthportHarbor is situated midway be- tween Bridgeport and Norwalk Harbors and is about 7 miles dis- tant, by water, from each. It consists of the tidal portion of a small stream known as Mill River. The harbor is about 1 mile in length and has an average width of less than 100 yards. The entrance to the harbor is through a shoal area, over which the minimum usable depth at mean low water before improvement was probably less than 2 feet. At the head of the harbor the bottom was bare at low tide. The mean tidal range is about 6.6 feet. The original project was adopted by the act of March 2, 1829, and provided for removing obstructions and constructing works to pre- vent sand from filling the channel. Under this project a dike and jetty were built. In 1876 the project was modified to provide for dredging a channel 50 feet wide and 4 feet deep from Long Island Sound to the wharves at Southport, amended in 1877 to provide 100 feet width. In 1883 the channel was substantially completed, $31,587.43 having been expended since the beginning of work in 1829. The existing project was authorized by the act of June 13, 1902, and is in accordance with the report of a survey printed in House Document No. 112, Fifty-fourth Congress, second session (without map), and in the Annual Report of the Chief of Engineers for 1897, page 986 (without map). The project was to dredge a channel 6 feet deep through the outer bar to the upper docks 100 feet wide to the turn above White Rock, and thence in two branches, each 60 feet wide; to repair the breakwater and to remove two points of ledge from the channel to a depth of 7 feet. The original estimated first cost of this improvement was $12,700, and for yearly mainte- nance $300, to be expended biennially, but on account of the develop- ment of additional outcroppings of ledge during the dredging it became evident that this estimate would be greatly exceeded before the work could be completed, and in 1906 the estimated cost was increased to $33,000. The river and harbor act of July 25, 1912, modified the project in accordance with a recommendation contained in the Annual Report of the Chief of Engineers for 1911, pages 145 and 1245-1246 (without map). The project as thus modified provides for a channel 6 feet deep and 100 feet wide from the 6-foot curve in Long Island Sound to the second turn inside of the breakwater, and thence with same depth and width of 75 feet upstream as far as the docks and with same depth and width of 60 feet along the dock front; also to dredge an anchorage basin 6 feet deep and 75 feet wide outside of the above- described channel and to remove two pieces of ledge rock to depth of 7 feet, all at an estimated cost of $15,000 in addition to the amount previously expended, and for maintenance $800 annually, to be ex- pended as needed, but probably not oftener than once in two or three years. RIVER AND HARBOR IMPROVEMENTS. 173 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Breakwater ........ ................ ....... ...... ............. 1 1871 823 Entire project ............ .............. .. ............. 1876 229 Do.2.......................... House 1. 112 Fifty-fourth.. Second.... 11897 986 Do.2 ... ................................................. ......... 1911 1245 1 No maps. 2 Basis of project adopted by Congress. A map of the harbor is printed in the Annual Report of the Chief of Engineers for 1886, page 648. During the fiscal year channels authorized under the project were completed, and about one-third of the designated area of the anchor- age basin was dredged to the project depth. The work was done by contract. On account of the shoaling which had taken place since the estimate of the cost of the work was prepared, the amount of material removed to complete the channels exceeded the estimate, and the funds were consequently insufficient to complete the less im- portant anchorage basin. The total amount expended on the existing project to the close of the fiscal year 1914 was $35,303.13, of which $2,177.53 was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 was $66,890.56. The project is practically completed, channels of the dimensions named in the project, aggregating 0.95 mile in length, having been dredged, an anchorage basin of about one-third of the projected area having beenprovided, and rock removed to a depth of 7 feet within the channel lines. The maximum draft that can be carried through the improved channels June 30, 1914, is about 6 feet at mean low water, with a mean tidal range of about 6.6 feet. The reported tonnage for the calendar year 1913 amounted to 4,998 short tons, having a total value of $24,505. The principal items of freight were coal, sand, and oysters. The effect of the improvement has been to benefit the operations of those engaged in the oyster fishery rather than to reduce the freight rates. It is not believed profitable to expend at the present time the funds necessary to fully complete the project, ,and the need of main- tenance during the fiscal year 1916 is not now foreseen. No estimate for additional funds is therefore now made. July 1, 1913, balance unexpended ___---- _______________ $14, 809. 69 June 30, 1914, amount expended during fiscal year, for works of improvement_------------ --------------------------- 14, 264. 31 July 1, 1914, balance unexpended--------_____--------__---- 545. 38 (d) Greenwich Harbor, Conn.-Greenwich Harbor lies on the north shore of Long Island Sound, and is a shallow bay about 2 miles easterly from the New York State line and about 5 miles southwesterly from Stamford Harbor. It extends northward about a mile from the 9-foot curve in Long Island Sound to the head of 174 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. navigation. Originally the minimum usable depth at mean low water 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 mean tidal range at the entrance and within the harbor is 7.5 feet. The original and existing project was adopted by the act of June 3, 1896, according to the plan submitted in House Document No. 25, Fifty-third Congress, third session (without map), and in the An- nual Report of the Chief of Engineers for 1895, page 860 (without map). The project provides for the excavation of 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. The project has not been modified since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entire harbor 1.......... ... ........ House 2. 25 Fifty-third.... Third...... 2 1895 860 Entire harbor..... .................. House . 309 Sixty-first..... Second... .......... Do................................ ... do"... 289 Sixty-third.... First... ............ 1 Basis of project adopted by Congress. 2 No maps. 3Contains map. A map of the harbor is printed in the Annual Report of the Chief of Engineers for 1898, page 974. During the fiscal year the channel and turning basin were restored to project dimensions by dredging undQr contract, and surveys for the establishment of modified harbor lines were made. The total amount expended on the existing and only project to the close of the fiscal year 1914 was $27,243.79, of which $10,226.60 was for maintenance. The sum of $7 was received from sales. The project was completed in September, 1903, a channel of project dimensions and about 1 mile in length having then been dredged. On June 30, 1914, a draft of about 9 feet at mean low water can be carried to the steamboat dock, thence about 5 feet to the turning basin at the head of navigation. The reported tonnage for the calendar year 1913 amounted to 116,570 short tons, having a total value of $8,582,337. The principal items of freight were coal, stone, and steamboat freight. The improvement has afforded the town of Greenwich added facili- ties for water transportation, and has tended to reduce freight rates. As the project is completed, and as action is pending by Congress for its revision, no estimate for additional funds is made. July 1, 1913, balance unexpended----------___ _______--_ $3, 381. 10 Receipts from sales ------------------------------------------ 5. 00 June 30, 1914, amount expended duing fiscall year, fori nuiiiuten:tce8- of improvement------------- -- ___ 3, 386. 10 RIVER AND HARBOR IMPROVEMENTS. 175 (e) Westport Harbor and Saugatuck River, Conn.-The Sauga- tuck River is a tidal stream, the entrance to which is about 10 miles to the southwestward of Bridgeport Harbor. Its navigable por- tion extends inland about 4 miles, by course of channel, from Long Island Sound to Westport, Conn. For 2 miles below Westport the stream is from 200 to 1,200 feet wide; it then expands into a rather broad inner bay. The entrance to this bay lies between Cedar Point and Great Marsh. The river has a natural minimum depth of 5 feet at mean low water, in a rather narrow, crooked channel up to the railroad bridge at Saugatuck, about 3 miles from the Sound; thence the depth, before improvement, decreased gradually until at West- port it was less than 1 foot. The channel was obstructed by rocks in its upper part. The original project was authorized by the act of March 2, 1827, and provided for removing obstructions to navigation and pro- tecting the harbor, by a suitable work, to prevent the washing of the sand from Cedar Point into the harbor. The project was modi- fied in 1836 to include cutting a channel through Great Marsh in accordance with the report of a survey authorized in 1826. Under this project a breakwater 434 feet long was constructed at Cedar Point, and a canal 4 feet deep and 44 feet wide cut through the marsh. The amount expended, prior to operations under the exist- ing project, was $19,444. The existing project was adopted by the act of July 13, 1892, fol- lowing a report printed in House Executive Decument No. 179, Fifty-first Congress, second session (without map), and in the An- nual Report of the Chief of Engineers for 1891, page 840 (without map). The project provided for a channel 4 feet deep and 60 feet wide up to Westport, at an estimated first cost of $10,000. A modi- fication was authorized by the act of June 3, 1896, in accordance with the project printed in House Document No. 67, Fifty-fourth Con- gress, first session (with map), and in the Annual Report of the Chief of Engineers for 1896, page 806 (without map), to provide for repairing the Cedar Point breakwater, removing a ledge op- posite Stony Point, or dredging around it, and removing bowlders from the channel, at an estimated cost of $8,000. The project as modified provides for a channel 4 feet deep and 60 feet wide up to Westport; for removing the ledge opposite Stony Point; for removing bowlders from the channel; and for repairing Cedar Point breakwater; all at an estimated first cost of $18,000. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. ......................... .... Entire project .. ........... ................... 11871 802 Do.... ......... .............. Senate.. 50 Forty-eighth.. First...... 11884 673 Entire project 2............. ..... House 1. 179 Fifty-first..... Second... 11891 840 River channel ................... ...... do.... 114 Fifty-second.....do...... 11893 990 River channel 2......................... House 3. 67 Fifty-fourth... First...... 11896 806 River channel a3........................... House .. 148 Sixty-third... ... do..... .............. 1No maps. 2Basis of project adopted by Congress. 3Contains map. A map of the river is published in the Annual Report of the Chief of Engineers for 1894, page 670. 176 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. No operations were carried on during the fiscal year. The expendi- tures reported were for inspection, administration, and surveys. The total amount expended on the existing project to the close of the fiscal year 1914 was $15,924.74, of which $764.19 was for mainte- nance. The sum of $126.13 was received from sales. The total amount expended on all projects to the end of the fiscal year 1914 was $35,368.74. Channels of nearly the prescribed dimensions were completed in 1896, the removal of the ledge opposite Stony Point is completed, and a portion of the bowlders was removed from the channel. The Cedar Point Breakwater has been repaired and extended. The upper portion of the channel has shoaled to a large extent during the 18 years that have elapsed since it was dredged. The commercial navigation of the river is possible only at high tide, when a draft of from 7 to 8 feet can be carried. The mean tidal range is about 7 feet. The head of navigation is about a quarter of a mile above Westport, and is about 41 miles from the mouth of the river. The reported tonnage for the calendar year 1913 amounted to 13,921 short tons, having a total value of $70,510.23. The principal items of freight were coal and building materials. The improvements made have not been sufficient to materially de- crease freight rates, which are much higher in this harbor than in any other improved harbor in this vicinity. As the depth provided by the project is insufficient for the economi- cal prosecution of dredging operations with any plant available at the present day, it is not believed that funds can be profitably ex- pended for the completion and maintenance of the project, and no estimate for funds is submitted. July 1. 1913, balance unexpended --------------------------------- $250. 00 June 30, 1914, amount expended during fiscal year, for maintenance of improvement_------------------------ ------------------- 27. 62 July 1, 1914, balance unexpended-------------------------------222. 38 Amount (estimated) required to be appropriated for completion of existing project ---------------------------------------- 3, 000. 00 CONSOLIDATED. July 1, 1913, balance unexpended--------------------------- 33, 876. 10 Receipts from sales------------------------------------------ 5. 00 33, 881. 10 June 30, 1914, amount expended during fiscal year: For works of improvement---------------------- $14, 264. 31 For maintenance of improvement----------------- 4, 140. 11 18, 404. 42 July 1, 1914, balance unexpended--------------------------------15, 476. 68 July 1, 1914, outstanding liabilities------------------------------ 7. 56 July 1, 1914, balance available------------------------------ 15, 469. 12 Amount (estimated) required to be appropriated for completion of existing project__ ------- ------ ----------------- 112, 300. 00 (See Appendix D 16.) 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 177 17. Removing sunken vessels or craft obstructing or endangering navigation.-(a) Wreck of the "John T. Russell."-The wooden schooner John T. Russell, built in 1872; 66.2 feet long, 22.2 feet beam, gross tonnage 36, sank on March 3, 1913, in Long Island Sound approximately 1 mile offshore and about east-southeast from the peninsula of which Shippan Point is the southwestern extremity. Part of the cargo was subsequently removed and the vessel was abandoned. Under open-market agreement the wreck was raised on July 23, 1913, the spars removed, and the hull sunk in deep water in Long Island Sound. The total cost was $525. (b) Wreck of the "Margaret Ann."-The wooden schooner Mar- garet Ann, built in 1870, 66 feet long, 23.5 feet beam, 51 gross tons, was blown ashore on the mud flats near the mouth of the Yellow Mill Channel, Bridgeport Harbor, Conn., in December, 1912, and subsequently abandoned. During July and August, 1913, under open- market agreement the wreck was raised and placed behind the harbor line in Yellow Mill Pond, Bridgeport Harbor, where it will not again become an obstruction to navigation. The total cost was $100. (c) Wreck of the "Florence Russell."--On October 30, 1913, the schooner Florence Russell, 71 feet long, 60 gross tons, sank in Long Island Sound, about 2 miles southeast of Shippan Point near Stam- ford Harbor, Conn., and was abandoned by the owner. The vessel lay in the path of navigation in about 12 fathoms of water with only the top masts showing. Under an open-market agreement all obstruc- tions above a plane 40 feet below mean low water were removed dur- ing November, 1913. The total cost was $100. (d) Wreck of the "A. J. Miller."-On November 9, 1913, the 2- masted schooner A. J. Miller, 94 feet long, 113 gross tons, loaded with paving blocks, sank in Long Island Sound, east one-half north, 5 miles from Stratford Light Station, and was abandoned by the owners. The vessel lay in the path of commerce in about 15 fathoms of water, with only the top masts showing. On February 5, 1914, all parts of the wreck projecting above a plane 38 feet below mean low water were removed by the Government lighter Panuco. The total cost was $150. (e) Wreck of the "Emma A. Chesebro."-On June 4, 1914, the schooner Emma A. Chesebro, 85.1 feet long, 86 gross tons register, sank in the Connecticut River near the draw of the railroad bridge at the mouth of the river. As the wreck especially endangered navi- gation, action was taken under section 20 of the river and harbor act of March 3, 1899, and the wreck removed from the channel to the adjacent flats. The work was completed June 12, 1914, at a cost of $300. (See Appendix D 17.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JUNE 25, 1910, JULY 25, 1912, AND MARCI-I 4, 1913. Reports on preliminary examinations and surveys, required by the river and harbor acts approved June 25, 1910, July 25, 1912. and March 4, 1913, of the following localities within this district were 0 60993 --ENG 1914-12 178 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 Milford Harbor, Conn.- Reports dated November 9, 1912, and August 14, 1913, with map, are printed in House Document No. 232, Sixty-third Congress, first session. A plan of improvement at an estimated cost of $14,700, with $3,000 every four years for maintenance, is presented. 2. Preliminary examination of Darien River, Conn.-Report dated December 3, 1910, is printed in House Document No. 258, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 3. Preliminary examination and survey of Greenwich Harbor, Conn.--Reports dated November 11, 1912, and September 30, 1913, with map, are printed in House Document No. 289, Sixty-third Con- gress, first session. A plan of improvement at an estimated cost of $35,000, with $2,250 annually for maintenance, is presented. 4. Preliminary examination and survey of New London Harbor, Conn., with a view to securing increased depth of channel and report upon the question of cooperation on the part of the State of Con- necticut in the improvement of said harbor and its approaches.- Reports dated November 22, 1912, and December 10, 1913, with maps, are printed in House Document No. 613, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $330,000, with $2,000 annually for maintenance, subject to certain specified local cooperation, is presented. 5. Preliminary examination and survey of Bridgeport Harbor, Conn.-Reports dated November 25, 1912, and March 19, 1914, with maps, are printed in House Document No. 898, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $175,300, with $10,000 annually for maintenance, with the recom- mendation that the sum of $64,000, now on hand, be made available for the new work contemplated, is submitted. 6. Preliminary examination and survey of Stamford Harbor, Conn., with a view to securing increased depth and removal of ob- structions to navigation.-Reports dated May 21, 1913, April 8, 1914, and June 5, 1914, are printed in House Document No. 1130, Sixty- third Congress, second session. A plan of improvement at an esti- mated cost of $183,000, with $5,000 annually for maintenance, is presented. 7. Preliminary examination and survey of Norwalk Harbor, Conn.--Reports dated December 2, 1912, April 11, 1914, and May 19, 1914, with map, are printed in House Document No. 1143, Sixty- third Congress, second session. A plan of improvement at an esti- mated cost of $206,000 for first construction, with $8,000 annually for maintenance for the first three years and $4,000 annually there- after, including the maintenance of the existing channel, is presented. The local officer was also charged with the duty of making other preliminary examinations and surveys required by the river and harbor act of March 4, 1913, as follows, and reports thereon will be duly submitted when received: RIVER AND HARBOR IMPROVEMENTS. 179 1. Connecticut River from Hartford, Conn., to Holyoke, Mass. 2. Fivemile River Harbor, Conn. 3. Housatonic River, Conn. 4. Johnson Creek, Bridgeport, Conn. IMPROVEMENT OF RIVERS AND HARBORS IN THE FIRST NEW YORK, N. Y., DISTRICT. This district was in the charge of Col. W. M. Black, Corps of Engineers, division engineer, having under his immediate orders Capt. R. D. Black, Corps of Engineers, with station at Albany, N. Y. 1. Port Chester Harbor, N. Y.-This harbor, situated at the bound- ary between the States of New York and Connecticut, about 32 miles, by water, east of the Battery, New York City, consists of the tidal part of Byram River and of a shallow bay about 100 acres in extent at its mouth opening into Long Island Sound. About 1 mile above its mouth the river is crossed by a fixed bridge at Mill Street, in the village of Port Chester, N. Y. The source of the river is about 13 miles north of the fixed bridge. The navigable part of the river, situated below the bridge is about 100 to 300 feet wide, and before improvement bad a mean low-water depth of about 1 foot. Salt Rock, in the river, and Sunken Rock, in the bay, were considered to be dangerous obstructions. The section under improvement extends from Sunken Rock to the fixed bridge, a distance of about 1 ~miles. The original project for this improvement, adopted in 1872, modi- fied 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 con- struction of a breakwater from Sunken Rock to Byram Point, and a channel 12 feet deep at mean low water and 70 feet wide frGm 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. Prior to operations under the exist. ing project there had been expended $91,369.12, of which amount $16,369.12 was for maintenance, and the project had been completed with the exception of the removal of the ledges of rock. Received from sales and reimbursements under this project, $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 has not been modified. 180 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. HouSenatorNo. Congress. Session. Year. Page. Salt Rock to Sunken Rock' ............ Senate.. 23 Forty-second.. Second.. 1 1872 809 2............. Fixed bridge to Fox Island 2 . . . . . . . . . . . Fox Island to Sunken Rock . . .......................... . . . . . . .. . . ... . . . .. . . . . . ......... . . .. . . . . 1885 1889 658 716 Fixed bridge to Sunken Rock' ............ House.. 45 Fifty-third.... Third... 1 1895 865 Do 1.................. do.... 59 Fifty-sixth... First.... 11900 1423 Fixed bridge to Sunken Rock 2,3........ ... do.... 1165 Sixtieth...... Second ............. 1 No map. 2 Contains map. 3 Basis of project adopted by Congress. The operations during the fiscal year consisted in improving the channel by dredging material overlying ledge rock in the section of Byram River extending from Purdy Grove to the wharf of the Port Chester Lumber Co., and in removing areas of ledge rock pro- jecting into the channel at Purdy Grove and in both sides of the channel about 300 feet above Bents Wharf; this work was carried on by hired labor with Government plant. The total expenditures during the year amounted to $26,731.08, all for new work. Up to June 30, 1914, $64,307.64 had been expended on the existing project, all for new work. There was received from sales and reim- bursements $11.75. The total amount expended on all projects for this locality up to June 30, 1914, is $155,676.76. Of this amount $16,369.12 was for maintenance. There was received from sales and reimbursements $16.65. About 347 per cent of the work proposed under the existing project has been completed, and has resulted in widening the channel in the turn on the easterly side of Fox Island, at Purdy Grove, and in a section of the river opposite and above Bents Wharf; these localities having been theretofore among the most difficult sections of the river to navigate. On June 30, 1914, a maximum draft at mean low water of about 9 feet could be carried through a channel of navigable width up to a point about 3,000 feet above the southerly point of Fox Island; thence to the steamboat wharf about 8 feet; thence to Highland Street about 2 feet; and thence to the head of navigation less than 1 foot. Mean range of tides, 7.29 feet. The length of the section improved by the United States is about 18 miles. The head of navi- gation 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 14 miles. The tonnage and value of the commerce of this harbor, mainly in general merchandise, coal, building materials, and manufactured goods, as obtained from the best available information, are as follows : RIVER AND HARBOR IMPROVEMENTS. 181 ar. rt tons, Value. Year. Short tons. Value. 1903 ........................ 240,000 $3,940,000 1909..................... 255,067 $7,630,200 1904 ......................... 255,000 4,590,000 1910....................... 247,223 7,370,830 1905 ....................... 293,000 7, 365, 000 1911....................... 287,280 9,165, 453 1906........................ 265,000 6,870,000 1912....................... 255,141 7,864,067 1907........................ 275,000 7, 405,000 1913 ....................... 195, 605 6, 359, 430 1908 ........................ 265,000 7,355,000 The improvement of this harbor has brought about and is main- taining a considerable reduction in freight rates. The amount estimated as a profitable expenditure during the fiscal year ending June 30, 1916, is to be applied to continuing the im- provement by rock removal at and above Fox Island and to remov- ing shoals in the channel below Fox Island. July 1, 1913, balance unexpended _____-- - - ______- $32, 566. 62 Received from sales__------------------------------------------- 4. 35 32, 570. 97 June 30, 1914, amount expended during fiscal year, for works of improvement-------------------------- -------- ----- 26, 731. 08 July 1, 1914, balance unexpended__________ ___ _________ 5, 839. 89 July 1, 1914, outstanding liabilities ______..________- -____-__ 29. 99 July 1, 1914, balance available---------------------------------- 5, 809. 90 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914______________________________- 10, 000. 00 Amount available for fiscal year ending June 30, 1915------------ 15, 809. 90 Amount (estimated) required to be appropriated for completion of existing project ------------------------------------------- 107, 864. 22 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement ------ -__ - 120, 000. 00 (See Appendix E 1.) 2. Mamaroneclc Harbor, N. Y.-This harbor, situated on the north shore of Long Island Sound, about 5 miles west from the Connecticut State line and about 27 miles by water east of the Battery, New York City, consists of an inlet opening into a shallow bay about 1 square mile in area, and having a least mean low water depth of about 7 feet at the mouth of the inlet. Mamaroneck River, the source of which is about 7 miles north of the harbor, empties its waters into the head of the inlet at a fixed bridge at Boston Post Road in the village of Mamaroneck. The section under improvement extends from the head of the bay to the fixed bridge, a distance of about 1 mile. Before improvement, a narrow winding channel extending 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 ob- structed navigation. The original project for this improvement, adopted August 2, 1882, provided for the removal of Round Rock to a mean low water depth of 4 feet; Bush Rock, part of Nells Rock, Inner Steamboat 1 Exclusive of amount available for fiscal year 1915. 182 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARM Y. Rock, Outer Steamboat Rock, and Little Nanhook to a depth of 7 feet; in dredging a channel 100 feet wide and 7 feet deep from Long Island Sound to the old steamboat wharf, and thence 80 feet wide and 4 feet deep to the upper wharves; and in closing a small channel east of Grassy Knoll. Estimated cost, $43,000. Under date of April 27, 1899, the project was modified by omit- ting Nells Rock, Little Nanhook, and Outer Steamboat Rock, and by providing for the extension of the channel of 100 feet width and 7 feet depth to the upper wharves. No change was made in the esti- mate of cost. Up to June 30, 1912, and prior to the adoption of the modified project of 1912, $40,000 had been expended on this work; of this amount $4,628.50 was for maintenance. Under this modifica- tion a channel 7 feet deep at mean low water was dredged 70 to 100 feet wide from the harbor entrance to the turn at Harbor (Hog) Island, and thence 100 feet wide to the upper wharves. The river and harbor act approved July 25, 1912, adopted a fur- ther modification of the project, in accordance with report printed in House Document No. 1087, Sixty-first Congress, third session, which provides for a straighter channel 7 feet deep at mean low water and 80 feet wide, except at bends and near its upper end, a turning basin, cross section, and extension of the main channel up to Boston Post Road Bridge, at an estimated cost of $29,500, with $1,000 annually for maintenance, subject to the condition that any necessary easements for right of way and for the disposition of dredged material on Harbor Island be furnished by local interests free of cost to the United States. The full amount of the estimated cost of this modification was appropriated by the act. The existing project as modified provides for a channel 7 feet deep at mean low water and bottom width of 80 feet, with increased width at bends from the head of the inlet to a turning basin near the head of the proposed improvement; of 100 feet at the upper wharves; of 50 to 40 feet just below the fixed bridge at Boston Post Road; and of 80 feet for a distance of approximately 300 feet east of the turning basin. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Lone Island Sound to fixed brid-e '....... Senate.. 84 Forty-seventh Third... 1 1882 637 Long Island Sound to fixed bridge ... 2..-. ..... .... 1886 658 Do... ... .............. .... ........ 1903 859 Mouth of inlet to fixed bridge2 3......... House. 1087 ixty-first... Third ........... 1No map. 2Contains map. 3Basis of project adopted by Congress. The operations during the fiscal year, consisting of dredging and the removal of loose rock and bowlders, resulted in making a channel 7 feet deep at niean low water and of navigable width across the flats on the easterly side of Grassy Knoll; in nearly completing a RIVER AND HARBOR IMPROVEMENTS. 183 similar channel through the marsh land in the northeasterly side of Harbor Island; thence to the steamboat landing to the full projected depth and width; and above this to depths of from 4 to 7 feet at mean low water. In prosecuting this work a considerable and unexpected volume of compacted material was encountered for the removal of which the contract provided a payment to the contractor of 10 cents per cubic yard for rehandling, in addition to the unit price for the first dredging. There were also encountered small areas of ledge rock, the existence of which was theretofore unknown. These con- ditions make it impossible to complete the project within the amount of the original estimate of $29,500, all of which sum has been already appropriated. It is estimated by the district engineer that $14,800 in addition will be required to complete the work. For additional remarks see the report of the district officer printed as Appendix E 2 of this report. The total of the expenditures during the year amounts to $18,842.80, all for new work. Up to June 30, 1914, there had been expended on this improvement, under the last modification, $20,329.54, all for new work. There was received from sales $16.31. The total amount expended on all projects for this locality up to June 30, 1914, is $60,329.54. Of this amount $4,628.50 was for main- tenance. There was received from sales $16.31. The maximum draft at mean low water that could be carried June 30, 1914, to the steamboat landing in Mamaroneck is about 7 feet; thence to the head of navigation at Brewers Wharf and the bridge at Boston Post Road about 5 feet. Mean range of tides, 7.3 feet. The length of the improved channel is about 1 mile. The head of navigation is at a fixed bridge at Boston Post Road, just above the steamboat landing in the village of Mamaroneck. The total length of navigable channel from Long Island Sound is about 1 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. Short tons. Value. 1903........................26,230 $337,000 1909 ......... ............. 106,344 $1,260,982 1904....................... . 49,589 859,242 1910....................... 35,627 1,078,500 .. 54,944 1905......................... 201,398 1911........................ 26,335 1,214,895 15,756 1906. ........................ 131,000 1912... ..................... 64,371 128,012 1908..................... 38,540 1,020,225 1913....................... 118,992 970,164 It is not known that freight rates have been reduced as the result of the work thus far accomplished, but it has facilitated the transpor- tation, especially of coal and building materials. It is reported that the rates by water are lower than the rates by rail. The additional appropriation recommended is to be applied to completing the improvement by dredging and rock removal. 184 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended-------------------------------$28, 018. 66 Received from sales------------------------------------- 10. 91 28, 029. 57 June 30, 1914, amount expended during fiscal year for works of improvement------------------------------------------------ 18, 842. 80 July 1, 1914, balance unexpended-------------------____ 9, 186. 77 July 1, 1914, outstanding liabilities--------------------------_ 1, 965. 47 July 1, 1914, balance available------------------------------- 7, 221. 30 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------------------------------------- 3, 000. 00 Amount available for fiscal year ending June 30, 1915------------- 10, 221. 30 July 1, 1914, amount covered by uncompleted contracts------------ 5, 089. 20 Amount (estimated) required to be appropriated for completion of existing project----- --------------------------------- 14, 800. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement-------------------------- 14, 800. 00 (See Appendix E 2.) 3. Larchmont Harbor, N. Y.--This harbor, situated on the north- west shore of Long Island Sound, about 7 miles west of the Connecti- cut state line, and 25 miles, by water, east of the Battery, New York City, consists of a bay about half a mile wide and five-eighths of a mile long, with a mean low water entrance depth of 18 feet gradu- ally diminishing toward the head of the bay. A small unimportant stream, flowing through low-lying marshes, empties its waters into the head of the bay. In its original condition the bay was exposed to easterly and southerly storms, and two submerged rocks (Umbrella Rock and Huron Rock) obstructed the entrance: The area protected under the project now considered completed is about 150 acres in extent. 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 existing project, adopted March 3, 1899, as approved by the Secretary of War April 18, 1899, is a modification of the project of 1890, and 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, ini accordance with plan printed in House Document No. 40, Fifty-first Congress, first session. Estimated cost, $108,000. The project was extended by the river and harbor act of March 2, 1907, to include removal of ledges adjoining Huron Rock. No increase was made in the estimate of cost. The existing project, as modified, provides for building a break- water extending southwardly 1,440 feet from the 6-foot curve off Long Beach Point, and for the removal of Huron Rock and ledges adjoining Huron Rock to a depth of 14 feet at mean low water. 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 185 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Long Island Sound to head of bay ......House... 1140 Fifty-first..... First.... 31890 2675 Long Island Sound to head of bay 1 ........ 1903 860 Do.'...... ..................... House.. 418 Sixty-second.. Second.......... 1 Contains map. 2Basis of project adopted by Congress as modified by act of Mar. 3, 1899. 3 No map. There were no operations during the fiscal year. The expenditures, amounting to $35.79, were in payment of the cost of inspecting the work of improvement and in part payment of office expenses. To June 30, 1914, $78,094.23 had been expended on the existing project, of which amount $123.69 was for maintenance. There was received from sales 65 cents. The total amount expended on all projects for this locality up to June 30, 1914, is $83,094.23. Of this amount $123.69 was for main- tenance. There was received from sales 65 cents. About 74 per cent of the work proposed under the existing 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 the adjoining ledges have been removed to a depth of 14 feet below mean low water. As stated in report printed in House Document No. 418, Sixty-second Congress, second session, the breakwater is 30 feet shorter than was originally projected, but, since the object of the approved project seems to be fulfilled, no further work of improve- ment is contemplated. Future expenditures are to be applied to maintenance of the improvement. The maximum draft that could be carried June 30, 1914, over the shoalest part of the entrance channel at mean low water is estimated at 18 feet. The protected anchorage area of the harbor of from 6 to 12 feet depth at mean low water, resulting from the construction of the breakwater and the removal of rock ledges, is about 60 acres in extent. The harbor has no water-borne commerce. It is used by the Larch- mont Yacht Club, by coasting and fishing vessels for night anchor- age, and as a harbor of refuge. In 1910 the fleet of the Larchmont Yacht Club was valued at $2,000,000. Local freight rates have not been affected by the improvement. The available funds are to be applied to maintenance as may be necessary. July 1, 1913, balance unexpended-------------------------------$7, 847. 25 June 30, 1914, amount expended during fiscal year, for maintenance of improvement-------------------- ------------ 35. 79 July 1, 1914, balance unexpended------------------------------ 7,811.46 July 1, 1914, outstanding liabilities------------------------------- 2. 88 July 1, 1914, balance available--------------------------------- ..... 7, 808. 58 (See Appendix E 3.) 4. Harbor at Echo Bay, N. Y.-This harbor, situated on the north shore of Long Island Sound, about 8 miles west of the Connecticut 186 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. State line and 24 miles, by water, east of the Battery, New York City, consists of a shallow inlet about five-eighths of a mile long and 300 to 2,000 feet wide, and a bay at its mouth about three-eighths of a mile long and one-fourth of a mile wide. The inlet, or inner harbor, is landlocked except at its extreme outer end, and the bay, or outer harbor, is exposed to southeasterly storms. In its original condition the low water channel leading from the bay up to the wharves was only 1 to 2 feet deep, and was obstructed by Long Rock, Start Rock, and Sheepshead Reef. The first-mentioned rock was exposed at low water, and the other two had not more than 1.6 feet and 2.2 feet depth of water over them, respectively, at mean low water. The distance from the 18-foot contour in the bay to the head of the inlet is about three-fourths of a mile. The section included in the project extends from the 10-foot contour in the bay to Beauford Point, a distance of about 1,300 feet. Premium River, whose source is situated about 3 miles north of the harbor, empties into a mill pond, situated in the southeastern shore of the inner harbor. A dam at the mouth of the pond is also used as a highway. 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, the dredging of a channel 40 feet wide and 4 feet deep at mean low water from Beauford Point to within 300 feet of the head of the harbor, 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 contemplated under this project and its subsequent modifica- tions 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. This project was completed, without modification, in 1911, at a total cost of $18,281.71. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Sheepshead Rock and Start Rock................. ..... ................ ... ......... 11876 263 Long Island Sound to above Beauford ........................... .. .. 21880 513 Point. Sheepshead Rock............................... House... 38 Fifty-thhird... rd........... ird ....... Long Island Sound to head of inlet...........do..... 2235 Fifty-sixth.... First.... 1900 1424 Do.................................... ........ .... 21903 862 ......................... Long Rock............................. House... 1 182 Fifty-ninth.. Second............. Bay to Beauford Points.................. ... do.... 21118 Sixtieth....... do.................. 1No map. Contains map. SBasis of project adopted by Congress. RIVER AND HARBOR IMPROVEMENTS. 187 There were no operations during the fiscal year. The expenditures, amounting to $86.47, were in part payment of office expenses. Up to June 30, 1914, $18,602.72 had been expended on the existing project, of which amount $321.01 was for maintenance. There was received from sales and collections $45.59. The total amount expended on all projects for this locality up to June 30, 1914, is $65,982.13. Of this amount $331.42 is for mainte- nance. There was received from sales and collections $46.84. The existing project was completed June 20, 1911, by excavating a channel 10 feet deep at mean low water and 100 feet wide, with a turning basin of the same depth at its head, and widening at the bend. This channel extends from the 10-foot contour in the bay to the city wharf at Hudson Park, a distance of 1,300 feet. The maximum draft that could be carried through the improved channel on June 30, 1914, was 10 feet at mean low water. Beyond this are two channels dredged by private parties, the one leading northward and the other about northwestward from the head of the turning basin at Beauford Point, and both are said to have a depth of not less than 6 feet at mean low water. The outer harbor anchor- age of from 9 to 18 feet depth at mean low water is about 20 acres in extent. The mean range of tides is about 74 feet. The head of navi- gation is about three-eighths of a mile above Beauford Point. The length of channel improved is about one-fourth of a mile, and the total length of navigable channel extending from 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 building materials, coal, and general merchandise, as obtained from the best available information, are as follows: Year. Short tons. Value. Year.Short tons. Value. 1903 ........................ 129,400 $1,434,0001 1909...................... 248.180 $2,604,150 1904....................... 151.200 1,647.500 1 1910.................... 267,900 3,215,400 1905...................... 193,650 2,071,800 1911..................... .. 387,650 3,917,382 1906..................... 270.460 2,789, 208 1912..................... 532,003 1, 854,219 1907 ...................... 269,135 2,545,535 1913........... ..... .... 506,180 3,750,000 1908......................... 244,750 2,092,500 Commerce has been materially benefited and freight rates have been reduced by this improvement. It is reported by the local chair- man of harbor improvements that during the past year the city authorities have been negotiating for land at the head of Echo Bay, near Main Street, for the purpose of erecting a city wharf and pub- lic market. The available funds are to be applied to maintenance as may be necessary. July 1, 1913, balance unexpended-- ____---------------$7, _-- 259. 74 Received from sales_ ____-----__---__--__------------- 1. 44 7, 261. 18 June 30, 1914, amount expended during fiscal year, for maintenance of improvement_ __________ ----------- 86.47 ... July 1, 1914, balance unexpended-- ---. - - -- 7,174.71 (See Appendix E 4.) 188 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 5. Bronx River, N. Y.-This stream is about 15 miles long and flows in a general direction slightly west of south. It empties into a shallow bay or estuary about 1 mile long and 300 to 4,500 feet wide, which opens into the East River north of Hunts Point. The navi- gable part of the river, about 50 to 300 feet in width, lies wholly within the limits of Greater New York, about 11 miles, by water, east of the Battery, New York City, and extends from its mouth to a dam at East One hundred and seventy-seventh Street (West Farms), a length of about 24 miles. Above the dam the river is very narrow, shallow, and tortuous. Before improvement the natural depth at the mouth was 4 feet at mean low water, and decreased ascending the stream to about 4 feet at mean high water at the head of navigation. The projected channel extends from deep water in the East River to the dam, a distance of about 3- miles. The original project for improvement was adopted June 3, 1896, and provided 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. There was expended under this project to June 30, 1914, $95,978.80, of which amount $26,921.33 was for maintenance. There was re- ceived from sales $21.75. The work done under this project resulted in making a channel of the projected width and depth from the mouth of the river up to the gas works at East One hundred and seventy-third Street; in the partial removal of rocks and bowlders which obstructed navigation in the vicinity of the dye works just below East One hundred and seventy-seventh Street; in removing a few rocks which endangered navigation near the head of the projected improvement; and in maintaining a navigable channel in the improved section of the river. The existing project was adopted March 4, 1913, and is in accord- ance with plan printed in House Document No. 897, Sixty-second Congress, second session. It provides for a channel 10 feet deep at mean low water and bottom width of 100 feet, with widening at the bends, to extend from deep water in the East River to the head of navigation at the dam at East One hundred and seventy-seventh Street, involving the first dredging in the estuary from the East River as far as Randall Avenue to a width of 200 feet; thence to Spofford Avenue 150 feet; thence to Watson Avenue 125 feet; thence to the railroad bridge near Westchester Avenue 100 feet, except in the southern approach to the bridge, where it is to be increased to 140 feet; and above the bridge 100 feet, with increase at bends where permissible, including a turning basin at the head of the improve- ment. The project also provides for maintaining the channel ex- cavated under the project of June 3, 1896, until the channel provided for under the existing project is open to traffic to the railroad bridge. Estimated cost, $930,000, and $3,000 to $4,000 annually for main- tenance. The project was adopted subject to the condition that any right of way that might be necessary for the execution of the proj- ect should be furnished free of cost to the United States. This project has not been modified. RIVER AND HARBOR IMPROVEMENTS. 189 References to examination or survey reports and maps or plans (including project document). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Page. Senate. gnYear. West Farms to East River ................ House... 54 Forty-sixth... Third... 11881 665 West Farms to head of bay ................... Railroad bridge to gas works .................. ........................ ....................... 11891 949 ........... . 1904 1016 East River to East One hundred and sev- House... 2897 Sixty-second.. Second.............. enty-seventh Street.3 East River to Fast One hundred and sev- ........................... ......... 2 1912 1470 enty-seventh Street. 1No map. 2 Contains map. 8 Basis of project adopted by Congress. Under a contract entered into November 12, 1913, for dredging a channel 10 feet deep at mean low water and 200 feet wide from the East River up to Randall Avenue, and thence to Spofford Avenue 150 feet wide, 2,100 linear feet of channel had been excavated between Spofford Avenue and Lacombe Avenue. The expenditures during the year amounted to $6,591.62, all for new work. Up to June 30, 1914, $6,591.62 had been expended on the existing project, all for new work. There was received from sales $12.95. The total amount expended on all projects for this locality up to June 30, 1914, is $102,570.42. Of this amount $26,921.33 was for maintenance. There was received from sales $34.70. About 3-i per cent of the work proposed under the existing project has been completed. This work resulted in making a channel of the prescribed dimensions from Spofford Avenue to Lacombe Ave- nue, except at two points where the upland projects slightly into the channel limits. The maximum draft that could be carried June 30, 1914, over the shoalest part of the channel at mean low water from the East River to Lacombe Avenue is estimated at 3 feet at mean low water; thence to Spofford Avenue 10 feet at mean low water; thence to the turn east of the gas works about 2 feet for widths varying from 35 to 50 feet; above this point the depth gradually decreases to 1 foot or less for a width generally less than 50 feet, and at the head of navigation it is only about 4 feet at mean high water. Mean range of tide is about 7 feet in the estuary and approximately 6 feet at the head of navigation. The length of the improved section extends from near the mouth to the gas works, a distance of about 14 miles. The head of navigation is at a dam at East One hundred and seventy-seventh Street. The total length of navigable channel from the East River at Hunts Point is about 31 miles. The tonnage and value of the commerce of this river, mainly in building materials and coal, as obtained from the best available infor- mation, are as follows: Year. Short tons. Value. Year. Shrt tons. alue. 1903........................ 77,710 536, 400 1909................... 520, 215 1, 272,266 1904...................... 42,286 196,642 1910................ .... 456,756 2,020,386 1905 .................... 181,093 820, 482 1911...................... 681,181 2, 458, 798 1906...................... 1,720,097 1912............. ....... 341,538 319,083 1,416,589 1907 .................... 382,957 1,807,317 7,5 1913 .... .... .. .1 658,473 2,443,407 1908..................... 401, 433 2,017, 500 190 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. As the result of the improvement made under the project of June 3, 1896, the cost of transportation has been reduced and the com- merce of the river has grown to such proportions that interruptions and delays to traffic are of daily occurrence. The channel provided for under the existing project is intended to remedy this evil, but traffic conditions will not be relieved until this deeper and wider channel has been completed up to the railroad bridge at least. The additional appropriation recommended will be applied to this purpose. PROJECT OF JUNE 3, 1896. July 1, 1913, balance unexpended_ $555. 05 June 30, 1914, amount expended during fiscal year for maintenance of improvement ------------------------------------------- 12. 10 July 1, 1914, balance unexpended ------------------------------ 542. 95 PROJECT OF MARCH 4, 1913. July 1, 1913, balance unexpended_____ 000. 50 $------------------ Received from sales_ - 1_____________---- 12.45 130, 012. 95 June 30, 1914, amount expended during fiscal year for works of improvement 591. 62 6---------------- July 1, 1914, balance unexpended_________-_______________ 123, 421. 33 July 1, 1914, outstanding liabilities- ___-- __._____-___-.___ 11, 272. 45 July 1, 1914, balance available_._____--- - - _____---- ____ 112, 148. 88 July 1, 1914, amount covered by uncompleted contracts------------ 59, 992. 63 Amount (estimated) required to be appropriated for completion of existing project_-------- 1 800, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement------------------ --- _ 200, 000. 00 (See Appendix E 5.) 6. East Chester Creek, N. Y.-This creek, also known as Hlutchin- sons River, empties into East Chester Bay in the north shore of Long Island Sound about 12 miles west of the Connecticut State line and about 21 miles, by water, east of the Battery, New York City. Its source is situated about 9 miles slightly east of north from its mouth. The bay is about 3 miles long and about 1,000 feet to 12 miles wide. A maximum draft of 5 feet at mean low water can be carried from the East River to the mouth of the creek through a channel in the bay approximately 600 feet wide. The navigable tidal section of the creek, 100 to 1,000 feet in width, extends about 24 miles above its mouth; above this the stream is narrow and tortuous and prac- tically a rivulet, affected by tides for a length of but about 3,000 feet. The lower 2 miles of the navigable section lies wholly within the limits of Greater New York. The business center of the city of Mount Vernon is situated about 1 miles northwest of Lockwoods. The section included in the project for improvement extends from about 1,900 feet below Pelham Highway Bridge at the mouth of the creek to above Fulton Avenue Bridge, a length of about 3 miles. In its original condition the creek was navigable at high tide for vessels drawing 7 feet to Lockwoods, at Boston Post Road, about 21 miles 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 191 above the head of the bay; above this it was narrow, tortuous, and of slight depth. 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. There was expended on this project $115,502. Of this amount $26,410.78 was for maintenance. There was received from sales $2. The existing project, adopted by the river and harbor act of Juno 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 & Hartford Rail- road bridge; thence 100 feet wide to about 1,200 feet below Lock- woods; and thence 70 feet wide to about 300 feet above Fulton Ave- nue 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 ha' not been modified. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of (Chiefof Engineers. Section covered. House or No. Congress. Session. Year. Page. Mouth to 6,000 feet above Lockwoods..... House... 1 242 Forty-second.. Second.. 1 1872 812 Do................................ ..... ... ............... .. ........... . ... . 2 1886 664 Do............ .............. ................ .... ......... ......... . 21893 968 3,000 feet above Lockwoods to 6,000 feet House... 1 147 Fifty-fourth... Second.. 11897 1175 above Lockwoods. Do..................... ..... ... do..... 1 186 Fifty-eighth......do..... 11904 1061 Mouth to 3,000 feet above Lockwoods...... .......... ................ 1904 1017 Head of bay to 3,000 feet above Lockwoods 3 House... 1 1250 Sixtieth....... Second....... ....... 1 No map. 2 Contains map. 8Basis of project adopted by Congress. The operations during the fiscal year resulted in dredging the channel to the full projected width and not less than 5 feet depth at mean low water from the bridge at Boston Post Road to Fulton Avenue Bridge; to the same depth and 50 to 100 feet wide through and below the draw channel of the Boston Post Road Bridge to the Standard Oil Co. Wharf; to the same depth and 100 feet wide, ex- cept where prevented by ledge rock, from a point about 1,700 feet below the above-mentioned bridge to Town Wharf. In removing an area of ledge rock situated about 700 feet above Town Wharf to a depth of 6 feet at mean low water; and in nearly completing the re- moval of a second ledge area situated about 1,200 feet above Town Wharf to the same depth. This work was carried on by hired labor with Government plant. There was expended during the fiscal year $26,203.88, all for new work. Up to June 30, 1914, $56,122.12 had been expended on the existing project, all for new work There was received from sales $20.01. About 56 per cent of the work proposed under the existing project has been completed. The work accomplished by this expenditure 192 REPORT OF THIE CHIEF OF ENGINEERS, U. S. ARMY. has resulted in rendering navigation safer in areas heretofore ob- structed by ledge rock, and in permitting a slight increase in the loaded draft of vessels carrying the commerce of the creek. The total amount expended on all projects for this locality up to June 30, 1914, is $171,624.12. Of this amount $26,410.78 was for maintenance. There was received from sales $20.01. The maximum draft that could be carried over the shoalest part of the channel on June 30, 1914, to Town Wharf, about 1I miles above the mouth of the creek, is about 3 feet at mean low water; above this to the bridge at Fulton Avenue the available depth is not less than 5 feet; and at and above the Fulton Avenue Bridge it is 1 foot or less. Considerable shoaling constantly occurs from the filling in of the material from side slopes and from material carried into the stream by sewers and rivulets at'the head of the improvement. Mean range of tides is 7.1 feet. The length of the section im- proved under previous projects is about 2z miles. Under the exist- ing project the improved section is approximately one mile long, and extends from Town Wharf to Fulton Avenue Bridge. 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 included in the project for improve- ment. The tonnage and value of the commerce of this creek, mainly in building material, coal, oil, steel, and products, as obtained from the best available information, are as follows: Year. Short tons. Value. Year. Short tons. Value. 1903...................... 104,655 $572,800 19091..................... 1,190,669 $4,325,364 1904....................... 146,955 963,263 1910....................... 378,400 4,356,900 1905 ......................206,275 1,755,850 1911...................... 435,626 1,956,608 1906...................... 282,655 3,063,360 1912...................... 116,734 784,684 1907 ........................ 354,019 1,954,254 1913.................... 194,956 1,158,279 1908......................... 273,369 2,864,000 1Exceptional tonnage due to heavy railroad construction. The effect of this improvement has been to increase the number of firms carrying on business along this stream, and to permit a slight increase in the loaded draft of vessels engaged in its com- merce. So far as has been learned, no change has resulted there- from in railroad freight rates, but the effect has been to increase water-borne commerce, for which freight rates are lower than rail rates. It is proposed to apply the amount estimated for the fiscal year ending June 30, 1916, to continuing the improvement by dredging. July 1, 1913, balance unexpended 34,089. 06 $-------------------- Received from sales------------------..-------------------------- 12. 71 34, 101. 77 June 30, 1914, amount expended during fiscal year, for works of im- provement----- ------------------------------------ 26, 203. 88 RIVER AND HARBOR IMPROVEMENTS. 193 July 1, 1914, balance unexpended ---------------------------- 7, 897. 89 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------------------------------- 20, 000. 00 Amount available for fiscal year ending June 30, 1915------------27, 897. 89 Amount (estimated) required to be appropriated, for completion of existing project--- -------------------------------- 119, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement----------------------- 110,000. 00 (See Appendix E 6.) 7. Westchester Creek, N. Y.-This is a small stream lying wholly within the limits of Greater New York, and extends northward a distance of about 4 miles from an estuary in the north shore of the East River, New York, situated about 14 miles by water east of the Battery, New York City. The estuary is about 1 mile long and 500 to 3,000 feet wide, with a navigable depth before improvement of 5 feet at mean low water. The section included in the project for improvement is about 2. miles long and extends from the East River to a fixed bridge at Main Street in Westchester, which bridge also marks the head of navigation. At Unionport, about 1 mile' below the fixed bridge, the creek is crossed by a drawbridge. The portion,of the creek under improvement is about 1.7 miles long and of from 110 to 500 feet wide. Above the fixed bridge the stream is narrow, shallow, and tortuous. It is probable that within recent years its bed in this section has been filled in to a considerable extent by city and railroad improvement. When surveyed in 1891 the creek was navigable at mean low water for vessels drawing 31 feet and had a navigable channel varying in width from about 20 to 80 feet. The original, which is also the existing, project was adopted June 25, 1910, and 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 Har- bors Committee Document No. 7, Sixty-first Congress, second session. Estimated cost, $42,780, and $2,000 annually for maintenance; in- creased to $54,780 by act of July 25, 1912. This project has not been modified. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. HouSenateorNo. Congress. Session. Year. Page. 2.. .. .. ...... East River to fixed bridle .. House... 111 Fifty-sixth.... First... ... East River to fixed bridge............... ................... ... 1891 955 East River to fixed bridge 41900 1430 'Exclusive of amount available for fiscal year 1915. 2Basis of project adopted by Congress. 3Contains maps. 4 No maps. 60993o-- -G 1914-13 194 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Operations during the fiscal year consisted in excavating 1,360 cubic yards of material in completion of a contract in force on June 30, 1913. A total of 136,133.7 cubic yards of material other than broken rock and bowlders and ledge rock was removed under this contract. This work resulted in making a channel of the adopted width and 8 feet depth at mean low water from the East River up to about 1,900 feet below the bridge at Unionport, except for a nar- row stretch about 700 feet long in the easterly side of the creek, about 2,800 feet below the bridge; thence to the head of the improvement a depth of 6 feet at mean low water and the full adopted width. There was expended during the fiscal year $6,430.07, of which amount $3,481.66 was in the payment of outstanding liabilities. All expenditures were for new work. Owing to extensive shoaling in the creek during the interval be- tween the time of completion of the survey made in 1910 and the commencement of the work of improvement in 1912, and to the char- acter of the material disclosed by the dredging operations, which took a natural slope much flatter than was assumed in the original estimate, the yardage to be removed to make a channel of the pro- jected depth i§ much greater than the amount upon which the esti- mate of $54,780 is based. Additional remarks in this connection are printed in the report of the district officer in Appendix E 7 of this report. Up to June 30, 1914, $49,023.07 had been expended on this project, all for new work. There was received from sales $13.50. This ex- penditure has resulted in making a channel of the projected widths and 8 feet deep at mean low water from the East River to about 1,900 feet below the bridge at Unionport, except for a shoal in the easterly side of the channel about 2,800 feet below the bridge, and thence to the head of navigation at the fixed bridge, 6 feet deep at mean low water, and of the full projected width. About 60 per cent of the work proposed under the project has been completed. The maximum draft at mean low water that could be carried on June 30, 1914, through the channel from the East River to about 1,900 feet below the bridge at Unionport is about 8 feet, and thence to the head of the improvement in Westchester about 6 feet. Mean range of tides is about 6.8 feet. The length of the section com- pleted as projected is about 1 miles, and of the partly improved sec- tion about 1 miles. The creek is navigable to the head of the pro- jected improvement at Main Street in Westchester, a distance of about 1.7 miles from the mouth of the creek and about 2. miles from deep water in the East River. The tonnage and value of the commerce of this creek, as obtained from the best available information, and consisting mainly in build- ing materials, coal, etc., are as follows: BIVER AND HARBOR IMPROVEM1VENTS. 195 As a result of the work thus far accomplished delays to water- borne commerce have been reduced considerably, and part of the water-borne commerce of the Bronx River has been diverted to Westchester Creek for delivery by truck to points located on and convenient to the water front of the Bronx River. This method of delivery probably will be continued until the congestion in the river traffic at the latter place has been reduced as the result of work to be prosecuted munder the project for the Bronx River adopted March 4, 1913. Freight rates by water are lower than the rail rates. The wharves from which the water-borne commerce is carried on are conven- iently located with reference to the business centers of Westchester and Unionport. The railroad freight station is situated about miles from these business centers. 11 July 1, 1913, balance unexpended_ --------------------------- $12, 195. 75 Received from sales----------------------------- ------------- 4. 75 12, 200. 50 June 30, 1914, amount expended during fiscal year, for works of improvement -------------------------------- 6, 430. 07 July 1, 1914, balance unexpended---------------------------- 5, 770. 43 July 1, 1914, outstanding liabilities------------------------------- 6. 34 July 1, 1914, balance available------------------------------- 5, 764. 09 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914----------------- ---------------- 36, 500. 00 Amount available for fiscal year ending June 30, 1915------------- 42, 264. 09 (See Appendix E 7.) 8. East River and Hell Gate, N. Y.-East River, a tidal strait about 16 miles long and 600 to 4,000 feet wide, exclusive of bays and estuaries, separating New York City from Long Island, extends from the Battery, in New York City, to Throgs Neck, at the head of Long Island Sound. Though a through channel navigable by seagoing vessels has always existed, it was in its original condition rendered tortuous and dangerous 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 re- moval of rocks at Hell Gate and of 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. Three hundred thous- sand dollars was appropriated 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, Hallets Point, Middle 196 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 Rhinelanders Reef; and the construc- tion of a dike closing the channel between Bread and Cheese and Blackwells Island. Middle Reef includes the rocks designated in earlier reports as Negro Head, Flood Rock, Hen and Chickens, and Gridiron. Estimated cost, $8,692,645.15. In 1874 this project was modified by omitting the construction of the sea walls and dike, by including Diamond and Coenties Reefs in the estimate, and by reducing the estimated cost of improvement to $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, a dike connecting Great and Little Mill Rocks has been constructed, and rocky obstructions in other points of the East River have been removed " as the neces- sities of navigation demanded." These points are as follows: Har- lem River, removing piers and abutments; reef near North Brother Island; Pilgrim Rock; reef off Diamond Reef; reef off Thirty-fourth Street (now Ferry Reef) ; Charlotte Rock; 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, extending over a period of 27 years, is $366,215. By act of March 3, 1899, the removal of Man-of-War Reef at an estimated cost of $500,000 was authorized, and the estimate for com- pletion was increased in accordance therewith to $5,639,120. By the river and harbor act of June 25, 1910, the removal of Middle Ground (H. Doc. No. 1187, 60th Cong., 2d sess.) to a depth of 26 feet below mean low water, and the making of a channel between North and South Brother Islands (H. Doc. No. 1084, 60th Cong., 2d sess.), were included in the project. The estimated cost for completing the project as modified to date is $8,757,183. The existing project as modified provides for the removal of obstructions to the depths given in the following table, and also for constructing two dikes, one connecting Great and Little Mill Rocks and the other closing the channel between Bread and Cheese Reef and Blackwells Island. The construction of the dike at Mill Rocks was completed by the United States in 1882, and the dike at Bread and Cheese Reef was built by the city of New York in 1881. RIVER AND HARBOR IMPROVEMENTS. 197 Table showing work called for under existing project. Distance Least Least Pro- Locality. by water origi- present Iected Remarks. Locality from the nal jepth. Iepth. Battery. depth. Miles. Feet. Feet. Feet. Battery Reef 1..................................... 0 12.8 12.8 18 South Ferry Reef ................................ 0 17 19 26 Diamond Reef ............ ............. .... ... 15.7 26 26 Comrpleted. Reef off Diamond Reef........... ................. 19 26 26 Do. Coenties Reef.. .................................. 14.3 25.5 26 Third Street Reef .................................... 3 15.9 26 26 Do. Shell Reef ......................................... 2-4 7.5 13 18 Pilgrim Rock..................................... 3J 12 24 26 Twenty-sixth Street Reef................................ 4 16.1 26 26 Do. Charlotte Rock....................................... . 4 14.7 26 26 Do. Ferry Reef...-.. ......... ............. ...... 42 7 24 26 Man-of-War Rock............................... 4) + 0.8 26 26 Do. Middle Reef (includes Negro Head, Flood Rock, 74 + 6 14.9 26 Practic ally Hen and Chickens, and Gridiron).' completed. Heel Tap Rock.... 12.1 77............................ 20.5 26 Hallets Point Reef ................. .............. 7 + 4 26 26 Completed. Frying Pan Reef. ...................... 77........ 9 23.8 26 Pot Rock ................................. 8 8 26 26 Do. Shell Drake Rock ................................... 8 8 26 26 Do. Ways Reef............................ ........ 8 5 26 26 Do. Rock off Negro Point .......................... 9 ................ 26 Scaly Rock...................... .............. 9 ...................... Reported com- pleted. Middle Ground ...................... ............. 10 11 17.8 26 Reef off North Brother Island_..................... 10 16... Channel between North Brother and South Brother 10-11* 19 19 26 Islands.4 Barretto Reef ........................................... 114 17 26 26 Completed. 1 Under contract for removal. Nearly completed. 2Under contract for completing removal. Completed except for removal of single point of loose rock. 4Under 8Under contract for part removal. Contract completed. contract for deepening for a width of about 300 feet. About 70 per cent completed. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Senate. Page. Hell Gate................................... House... 90 Thirty-ninth.. Second............. Battery to Hell Gate .................................................. .... 1868 . 726 Hallets Point in Hell Gate ............... .. .......... ............................ 21875 ol.II Ways Reef in Hell Gate........................... ...................... ...... 1875 21vol Hell Gate ............ ..... .......... ................. .... .................... ..... 1879 376 Flood Rock..... ........................ Senate.. 179 Forty-eighth.. First............. Flood Rock (progress map)............... .... ..... . . ._ ...... ..... 21885 735 Shell Reef (Broome St. to 23d St.) 3. H....o. House... 4169 Fifty-first..... First .... 11890 764 Between Battery and Governors Island' ..... do.... 334 Fifty-fourth... Second.. 1897 1182 Battery to Bay Ridge..................... do.... 2337 ..... do .......... ... do.... 1 1897 1177 Diamond and Coenties Reefs.............. ... do ... . 2495 Fifty-sixth.... First.... 1 1900 1435 Channel between North Brother and ... do.... 21084 Sixtieth..... Second......... .... South Brother Islands.' Middle Ground off Sunken Meadow 3........do.... 11187 ..... do..........do................. Battery to Throgs Neck....................do.... 188 Sixty-third.... First............... INo map. ' Basis of project adopted by Congress. 'Contains map. 4In two parts; part 2 contains map. The work accomplished during the year was carried on under con- tract and resulted in completing the removal of obstructions in Middle Reef except for the removal of a small point of loose rock; 198 REPORT OF THE CHIE OiF OF ENGIONi S, U. S. AR~1Y. in completing work under a contract which required the deepening to 26 feet at mean low water of 122,700 square feet of area in Middle Ground; deepening the channel between North Brother and South Brother Islands to 26 feet at mean low water and 300 feet wide for a length of 450 feet, except for the removal of a number of shoal points of loose rock left during the first dredging, and in drilling and blasting an additional length of 175 feet of this channel; and in deepening about 740,000 square feet of area in Battery Reef to 26 feet below mean low water, and about 297,000 square feet of area to 18 feet, except for the removal of a small area of ledge rock; of a few shoals left during the dredging; and of a few points of rock project- ing above the required depth. When this work has been completed, probably in August next, Battery Reef will have been removed to the depths provided for in the existing project. The rock removed from Middle Reef and Middle Ground, amount- ing to a total of 52,466 cubic yards, loose measurement, was deposited at Great Mill Rock, thereby increasing the area of elevation +11 feet mean low-water reference, the property of the United States, by about 47,000 square feet. The survey of the river was continued at intervals throughout the year when the surveying force was not employed on other impor- tant work. Amount expended during the fiscal year $427,176.20, all for new work. A report upon a new project for improvement, with maps and esti- mates of cost, is printed in House Document No. 188, Sixty-third Congress, first session. Up to June 30, 1914, $5,819,545.19 had been expended on the exist- ing project, of which amount $98.02 was for maintenance. There was received from sales, etc., $9,753.47. The total amount expended up to June 30, 1914, on all projects for this locality is $5,853,406.78. Of this amount, $98.02 was for main- tenance. There was received from sales, etc., $9,753.47. About 70 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 rocks and reefs, as shown by the table on page 197 of this report; in the construction of a dike between Great and Little Mill Rocks; in nearly completing the removal of obstructions in Battery Reef; in practically completing the removal of Middle Reef to a depth of 26 feet; and in the partial removal of obstructions in South Ferry Reef, Coenties Reef, Shell Reef, Pilgrim Rock, Ferry Reef, Heel Tap Rock, and Frying Pan Reef. As yet no work has been done toward the removal of the rock off Negro Point. Under a contract for completing the removal of Middle Reef in Hell Gate but one small point of loose rock remains to be removed; and under a contract for deepening the channel be- tween North and South Brother Islands for a width of about 300 feet by dredging and rock removal, the work is well advanced. On June 30, 1914, the through main channel from the Battery to Long Island Sound had a least depth of 30 feet at mean low water and least width of 550 feet, except in Hell Gate, off Hallets P(,:.-t where the width is but about 200 feet for a stretch of about 300 fes The through channel of 26 feet depth has a least width of 550 feet, KEVEB AND HABORI IMPROVEMENTS. 199 except possibly in Hell Gate, off Hallets Point, where recent exami- nations by sweeping over the river bottom indicate the existence of a number of shoal points which may reduce this width very appreci- ably. Between the limiting lines of the 26-foot channel and the shores, rocky obstructions rise to elevations of 13 to 25 feet below mean low water. The depths along the pierhead lines in New York and Brooklyn vary from 30 to less than 13 feet, making a large part of these water fronts unavailable for deep-sea commerce. The mean range of tides in the East River varies according to locality, as follows: Feet. East entrance at Throgs Neck -------------------------- 7. 2 North Brother Island Light_------------. ------- _ 6. 9 Hell Gate : East entrance . ------------------------------- 6. 6 West entrance ---------------------------------- _______ 5. 1 East Forty-first Street, Manhattan ______---- ___------ 4. 1 Brooklyn Navy Yard _______-------------------------------- 4. 0 The Battery ----------- -------------- ------------- 4. 4 The section of the river in which improvements have been made by the removal of obstructions in the order of their importance to the needs of navigation extends from the Battery to Barretto Point, a length, by water, of 114 miles. The main navigable channel passes to the west of Blackwells Island, through Hell Gate, and to the north of North Brother Island. It extends from the Battery to Throgs Neck at the head of Long Island Sound, a distance of 16 miles by water. The traffic in East River is very great, and is intimately connected with that of New York Harbor proper. The aggregate tonnage in the East River section of Greater New York was estimated in 1911 at 45,331,216 short tons. This does not include through traffic. Data secured from reliable sources in 1909 shows that the number of trips through Hell Gate Channel by steamers and tugs of estab- lished transportation lines average about 450 daily, and of ferryboats using and crossing the channel about 400 daily. This does not in- clude barges, lighters, and car floats in tow, or privately owned com- mercial vessels or yachts. The size of the boats of the transporta- tion 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 car floats are 327 feet long, 40 feet beam, and about 101 feet draft, and are towed one on each side of a power boat, thus making up a tow of 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 24 hours. The number of passages over the bar at Sandy Hook of deep draft vessels in 1913, as obtained from the New York and New Jersey pilot commissioners, is as follows: Number of passages Draft: over bar. 27 to 30 feet-.--.------.--- .,.--------------.--- 809 81 to33 feet------------------------------------258 84 to 38 feet------------------------------------- 58 Total,----------------.------------- 1, 125 200 IEPOiTT OF THE CHIEF OF ENGINEERS, U. S. ARMY. While the benefits derived from the improvement can not be shown by its influence on freight rates or directly by the increase in tonnage, the commerce of the river is so enormous, both in tonnage and value, that every improvement which facilitates and lessens the dangers to navigation in this waterway is unquestionably justified. Perhaps the most obvious effect of the improvement is the increase in the number of vessels of large tonnage using the river. Improvements in the water front now contemplated by the local authorities, if made, will result in a considerable reduction in rates and in the cost of handling freight. The amount of this reduction will be, to a very appreciable extent, dependent upon the size of channels provided by the United States, and on the depth of water provided outside the pierhead lines. It is believed that the present 26-foot project has been outgrown by the commercial interests involved, and that further work on this project is now economically inadvisable. No estimate is therefore submitted for operations in connection with the said project during the fiscal year 1916, it being recommended that any additional work authorized by Congress for this locality be in connection with the enlarged project for progressive improvement with a view to secur- ing an ultimate depth of 35 feet throughout this waterway, submitted in report printed in House Document No. 188, Sixty-third Congress, first session. July 1, 1913, balance unexpended-------------------------1 $850, 543. 95 Received from sales------------------------------------ 181. 98 850, 725. 93 June 30, 1914, amount expended during fiscal year for works of improvement-- -------------------------------------- 427, 176. 20 July 1, 1914, balance unexpended ---- --------------------- 423, 549. 73 July 1, 1914, outstanding liabilities________ _________-----93, 853. 81 July 1, 1914, balance available- ---.__--_ ---- - __-- - 329, 695. 92 July 1, 1914, amount covered by uncompleted contracts------------ 149, 959. 23 Amount (estimated) required to be appropriated, for completion of existing project------------------------------------- 2, 523, 939. 57 (See Appendix E 8.) 9. Harlem River, N. Y.-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. Before improvement the Harlem River varied in width from about 300 feet to about 1,500 feet, and had an available depth of 10 feet at mean low water from the East River to Morris Dock, except at Highbridge, where it was only 6 feet deep. From Morris Dock to Fordham Landing there was a crooked channel 7 feet deep, and above the latter place to its junction with Spuyten Duyvil Creek the river could be used only by the smallest class of vessels. The original width of Spuyten Duyvil Creek was about 150 feet at its head and about 1,000 feet near its junction with the Hudson River. 1Unexpended balance of $850,543.59 reported in annual report of June 30, 1913, in- creased by $0.36 refundmnent of overpayment on vouchers paid during fiscal year 1913. SExclusive of the balance unexpended July 1, 1914. 1IVER AND HARBOR IMPROVEMENTS. 01 It had a least mean low water depth of about 4 feet from Kingsbridge to the Hudson River. Above Kingsbridge the depth gradually di- minished to less than 1 foot at the head of the creek. The narrow channel at the junction was obstructed by a ledge of rocks awash at low tide. Improvements by the city of New York within the author- ized harbor lines have reduced the width of the river so that its present greatest width, about 900 feet, is near its junction with the East River at Wards Island, and channel improvements by the United States have increased the least widths of 150 feet and 300 feet to a least width of 350 feet. The East River entrance to Harlem River is situated about 8 miles, by water, northeast of the Battery in New York City, and the Hudson River entrance at Spuyten Duyvil Creek is situated about 132 miles, by water, north of the Battery. The Harlem River also connects with the East River by way of Little Hell Gate, a connect- ing strait between Wards Island and Randalls Island, and Harlem (Bronx) Kills, a similar strait, between Randalls Island and the mainland. The channels in these straits are shoal in places, rocky and winding, and owing to this and to very strong tidal currents they are not used by navigators. 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 at mean low water, the cost of the work being estimated at $167,875.56. In furtherance of this project $21,000 was expended. The existing project is based on report printed in House Document No. 75, part 9, Forty-third Congress, second session, and as adopted June 18, 1878, provided for a channel from the East River to the Hudson River, 15 feet deep at mean low water and 350 feet wide at an estimated cost of $2,100,000. In 1879 the project was modified by increasing the width to 400 feet, except through Dyckmans Cut, where the width was not changed but the depth was increased to 18 feet. The estimated cost of this channel was $2,700,000. Subsequent modifications on October 7, 1886, and on October 2, 1893, reduced the width of the channel in the vicinty of Washington Bridge to 375 feet and 354 feet, respectively. No change was made in the estimated cost. (See Annual Reports of the Chief of Engineers for 1887, p. 671; 1888, p. 598; and 1894, pp. 789 and 790.) By act of March 4, 1913, the project was enlarged by providing for straightening the channel at Johnsons iron works at a cost of $850,000, with provision that no construction work shall be executed by the Federal Government beyond the channel limits of the existing project until local or other interests shall furnish, free of cost to the United States, the necessary right of way required for said project in accordance with plan printed in House Document No. 557, Sixty-second Congress, second session. Estimated cost of the project, as enlarged, $3,550,000. The existing project, as modified, provides for making 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 a width of 354 feet is provided, and at the rock cut through Dyckmans Meadow, where the projected width is 350 feet and the depth 18 feet. It also provides for straightening the channel at Johnsons foundry by making a cut 400 feet wide and 15 feet deep at mean low water 202 IEPORiT OF THE CIEF'OF ENGINEERS, U. S. ARM Y . at this point, with the requirement that no construction work shall be executed by the Federal Government beyond the channel limits of the project as it existed prior to March 4, 1913, until local interests shall furnish, free of cost to the United States, the necessary right of way required for the said straightening. Estimated cost of pro- jected work, including the proposed cut at Johnsons foundry, $3,550,000. References to examination or survey reports and maps or plans (inclhding project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. Houseor No. Congress. Session. Year. Page. Wards Island to Mott Haven Canal.... House... 174 Forty-third... First.... 1 1874 (Pt. 2)165 Randalls Island to Hudson River 2.......do..... {(pt. 9) ... Second.. 1 1875 do.......... (Pt. 2) 224 Shermans Creek to Hudson River ................ ......... 11876 245 Randalls Island to Hudson River...... House... 145 Forty-fifth.... Third................. .......... Do...................... do... 159 Forty-sixth... Second........ ... East River via Harlem (Bronx) Kills Senate.. 25 Forty-seventh. First.... 1882 656 to Hudson River.' Third Avenue Bridge to Hudson ........................................ 31882 656 River. Dyckman Cut......................... House... 1210 Fifty-fifth..... Third........... Harlem River via Harlem (Brtnx) ... do..... 188 Fifty-eighth... Second.. 1904 1064 Kills to East River.' Curve at Johnsons iron works 2 ........... do..... 3557 Sixty-second.. Second...................... 1No map. 2Basis of project adopted by Congress. 3 Contains map. The work done during the fiscal year consisted in continuing the improvement by dredging under contract between the mouth of Sherman Creek and Broadway Bridge. At the close of the year this work had resulted in the removal of a shoal in the westerly side of the river between Two hundred and sixteenth Street and Broadway Bridge; in largely removing a similar shoal extending from the mouth of Sherman Creek to Two hundred and tenth Street; and in excavating a channel about 200 feet wide and 15 feet deep at mean low water in midstream from opposite Two hundred and tenth Street to opposite Two hundred and sixteenth Street. There was expended during the year $29,135.20, of which $12,922.27 was for maintenance. On June 30, 1914, $1,712,813.21 had been expended on the existing project, of which amount $12,922.27 was for maintenance. There was received on account of sales and collections $5,434.16. The amount expended up to June 30, 1914, on all projects for this locality is $1,733,813.21, of which amount $12,922.27 was for main- tenance. There was received from sales, etc., $5,434.16. About 54 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 a compar- atively small area of the river bottom projects above the improvement plane; thence to One hundred and forty-fifth Street Bridge the same depth and 400 feet wide, except for a few shoals close to the easterly side of the channel and a few projecting points at sewer outlets in the IIth1R AND HALBOI& IMVIPRLOVE3iMENTS. 20 203 westerly side of the channel; thence to Macombs Dam Bridge the same depth and 150 to 300 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, be- ing obstructed by a rocky ledge which projects above the low water plane to within a short distance of the fender pier. At High Bridge the horizontal clearance between pier foundations is but about 44 feet at elevation -5 mean low water reference. The depth available beneath this bridge is limited to about 13 feet at mean low water, except between two piers in the westerly side of the navigable chan- nel where the depth is not less than 15 feet. Below Willis Avenue Bridge, between One hundred and twenty- second and One hundred and twenty-sixth Streets, a few rocks, hav- ing a minimum clearance over them of about 121 feet and less, re- strict the clear width of the 15-foot channel to 230 feet; except for these rocks a channel 15 feet deep and 390 feet wide has been formed. Above this section of the river to Willis Avenue Bridge the width increases rapidly to not less than 400 feet, and below it to the East River at Hell Gate 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. Shoals which recently obstructed this channel between Two hundred and seventh Street and Broadway bridges were removed in May and June of this year. The rock cut through Dyckmans Meadow was completed in 1895. The channel through the cut has been somewhat reduced in depth by shoaling. The maximum draft that could be carried June 30, 1914, through the channel from East River to Macombs Dam Bridge at mean low water is estimated at 15 feet, mainly in about midchannel, except through the navigable (westerly) draw channel at Macombs Dam Bridge, where the depth is but about 12 feet. Thence to the Hudson River it is estimated at not less than 15 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. The channel through this waterway has been deepened under the project to 15 feet at mean low water for widths of 150 to 400 feet, except in the westerly draw channel of Macombs Dam Bridge, where ledge rock projects to an elevation of 12 feet below mean low water. The depths now available to commerce are as stated in the preceding paragraph. The tonnage and value of the commerce of this river, which is gen- eral 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 1907................... . 12,385,507 $313, 380,743 1903................. 6,910,386 282,186,100 1909.................. .12,822,885 369,099,686 1904.................... 9,130,763 231,384,004 1911.............1.. . 11,751,632 570,494,993 1905. .................... 9,998,021 270,210,309 1912 ... ....... 15,376,742 742,503,048 1906.................... 11,385,649 (?)104,359,757 1913. .. . ...... 18,313,336 704,984,490 204 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The opening of the Harlem River to navigation has resulted in greatly increasing the areas of Manhatten and Bronx Boroughs to which heavy freight can be brought by water with a marked saving in cost. The amount estimated for the fiscal year ending June 30, 1916, is to be applied to continuing the improvement by dredging the channel to the full width where the use of the water front for commercial pur- poses makes this necessary, and elsewhere in removing shoal areas for the purpose of straightening the through channel. July 1, 1913, balance unexpended______-__________________ $239, 243. 05 Received from sales and collections __.____________________- 4, 513. 10 243, 756. 15 June 30, 1914, amount expended during fiscal year: For works of improvement$_____- ____ __ $16, 212.93 For maintenance of improvement-----------. 12, 922. 27 29, 135. 20 July 1, 1914, balance unexpended---------------------------214, 620. 95 July 1, 1914, outstanding liabilities_- __--______ _ 12, 811. 57 July 1, 1914, balance available----------------------------201, 809.38 Amount allotted from appropriation made by the river and har- bor act approved Oct. 2, 1914_____________________________ 50, 000. 00 Amount available for fiscal year ending June 30, 1915__------ 251, 809.38 July 1, 1914, amount covered by uncompleted contracts----------- 139, 148. 98 Amount (estimated) required to be appropriated, for completion of existing project- ____________-_------- 11, 590, 922. 27 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement _-----a ---- - 150, 000. 00 (See Appendix E 9.) 10. Harbor at St. Albans, Vt.-The harbor at St. Albans, Vt., is the name applied to the upper end of St. Albans Bay, situated be- tween St. Albans Point and Lime Rock Point, on the northeast shore of Lake Champlain. It is the port for the town of St. Albans, which is situated about a mile and a half inland and connected with the bay by an electric railway. The harbor may be defined as 1,500 feet of shore line at the head of St. Albans Bay, and in its original condition had sufficient depth of water for the commerce using it, this commerce being restricted to such as could pass through " The Gut" (between North and South Hero Islands), where the projected depth is 10 feet at low lake level, but obstructing bowlders in the harbor rendered navigation difficult. The bay is about 2 miles long and 1 mile wide. It has a general natural depth of from 15 to 21 feet at low lake level and over the worst rock obstructions near the docks of 42 feet. The town of St. Albans is essentially a product of the Central Ver- mont Railroad, and until better means of communication between town and bay are provided there is small likelihood of an extended utilization of water transportation except for passenger carriage. Burlington Harbor is 35 miles south and Plattsburg Harbor is 20 miles southwest of St. Albans Harbor by water. The original project, which is also the existing project, adopted by the river and harbor act of June 25, 1910, in accordance with 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 205 plan printed in House Document No. 1109, Sixtieth Congress, second session, and not since modified, is to remove to the level of the sur- rounding bottom all bowlders or other obstructions in the vicinity of the old wharves having a depth over them of less than 62 feet at low lake level, and also off the steamboat wharf, at an estimated cost of $5,000. A contract for completing work under this project was entered into November 28, 1911, and the work was completed July 25, 1913, with the removal of 106.75 cubic yards of bowlders. The total amount expended during the fiscal year, $1,568.15, was all for improvement. Up to June 30, 1914, there had been expended $3,125.45, all for improvement, which is also the total amount ex- pended on this improvement. The work contemplated in the project has been completed, but several areas under the project depth have been discovered which there are at present no adequate reasons or funds for removing. The maximum draft that can be carried at low lake level over the shoalest part of the area covered by the project is 61 feet. The plane of reference for this harbor is the zero of the United States gauge at Fort Montgomery, N. Y. The extreme variation of level of water surface during the year is generally 6 feet and the usual variation about 4 or 5 feet. For statement as to extreme rise of lake and. lowest record, see under Burlington Harbor, Vt., page 210 of this report. The head of navigation is at the steamboat wharf. The tonnage and value of the commerce of this harbor, which is mainly in miscellaneous merchandise, as obtained from the best infor- mation available, are as follows: Year. Short tons. Value. 1910............................................................................. 220 $18,000 1911................... ........................................................ 250 20,000 1912............................................................... ...... ......... 418 33,440 1913...... ....................... ........................................... 250 20,000 The principal water transportation is devoted to passenger traffic. The improvement has resulted in increasing the ease of access to the wharves, and has made the navigation of the harbor safer for steamers. No estimate is submitted for the fiscal year ending June 30, 1916, no further improvement of the harbor being contemplated, as the volume of commerce is not sufficient to justify a large outlay of Gov- ernment funds, and the officials of the company operating the largest steamers at this port have stated that existing navigation facilities are adequate for their needs. It is probable, however, that funds for maintenance will be needed from time to time to provide for the removal of snags or other obstructions which may be deposited in the improved area through the action of ice or from other causes. July 1, 1913, balance unexpended..--------------------------------$3, 442. 70 June 30, 1914, amount expended during fiscal year, for works of im- provement----- ........--------------------------------------------- , 568. 15 July 1, 1914, balance unexpended.........--------------------------------,874. 55 (See Appendix E 10.) 206 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 11. Harbor at Plattsburg,N. Y.-The harbor of Plattsburg, N. Y., is located on the westerly shore of Cumberland Bay, 30 miles south- erly from the lower end of Lake Champlain at the international boundary, near Rouse Point, N. Y. Cumberland Bay opens toward the southeast, and Plattsburg Harbor in its original condition was exposed to southeasterly storms. The portion of the harbor now used as such is about 1,500 feet long, varies in width from about 500 feet to about 1,400 feet, and contains about 25 acres. The available natural depth at low lake level varies from 6 feet at the wharves to a maximum of 17 feet in the protected area. Saranac River empties into Lake Champlain immediately north of and adjacent to the most northerly wharf in the harbor. Its source is situated about 42 miles southwest of Plattsburg. The river is navigable by light-draft boats from its mouth up to a dam, a length of about one-half mile. Burlington Harbor is about 20 'miles southeast and St. Albans Harbor is about 20 miles northeast of Plattsburg Harbor by water. The city of Plattsburg is a growing manufacturing town, with much water front not now developed, but shsceptible of development for wharfage. On the opening of the new Champlain Canal this harbor should become an important commercial factor. The original, which is also in its general features the existing 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 re- vetment of the United States land (this latter work has not been undertaken, as the object sought can be obtained more economi- cally 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, appropriated, 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 existing project, in accordance with report printed in House Docu- ment 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 repairing the breakwater, including rebuilding the superstructure of the timber piers with stone. The existing project, as modified, provides for a breakwater 1,565 feet long, and for dredging to a depth of 9 feet at low lake level be- tween the breakwater and the wharves. RIVER AND HARBOR IMPROVEMENTS. 207 Reference to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. HouSenater No. Congress. Session. Year. Page. Plattsburg Harbor........................ House... 1 89 Thirty-ninth.. Second.. 11867 249 Do .. ..... . .................... do..... 115 Forty-seventh ... do..... ... ...... Do ............................... do.. 34 ..... o.........do...... ........... Mouth of Saranac River .............. ... do.... 72 Forty-eighth.... do... 1885 2319 Plattsburg Harbor............. . ............. .... ........ .. .... ............. 1887 1 1889 2 2406 2458 Do...... ........................... Mouth of Saranac River.......... ..... House... 1t22 Fifty-first..... Second.. 1 1891 2938 Plattsburg Harbor.................. ... do.....1 3 759 Sixty-first. do do....... ... .......... 1 Without map. 2With map. ' Basis of project adopted by Congress. Work under contract for dredging was completed November 15, 1913, and resulted in the removal of 31,080 cubic yards of dredged material, 45 cubic yards of bowlders, and snags as encountered. An emergency contract for placing a rubble mound on the lake face of the breakwater was made in December, 1912, and is about 63 per cent completed. Operations under this contract have been contin- gent on the existence on the lake of ice of sufficient thickness to bear heavy loads. The work will be completed next winter, or sooner if suitable arrangements can be made. The wooden superstructures at the ends of the breakwater were replaced with concrete under in- formal agreement made September 21, 1912, and completed in August, 1913. A preliminary examination directed by the river and harbor act of March 4, 1913, for investigating a connection between the pro- posed Barge Canal terminal at Plattsburg and deep water in Lake Champlain is now under way. The work accomplished by the close of the fiscal year has been sufficient to facilitate the maneuvering of steamers in the harbor. The amount expended during the fiscal year was $8,724.80, of which $6,599.98 was for maintenance. Up to June 30, 1914, $211,969.81 had been expended on this project. This is also the total amount expended on this improvement, the original project, though modified, not having been superseded. The portion of the expenditure applied to maintenance can not be ascer- tained. There was received from sales, etc., 80 cents. The work of improvement proposed under the project, as modified, has been completed, and has resulted in the construction of a break- water 1,565 feet long, and the creation of a protected harbor behind it. The maximum draft that could be carried on June 30, 1914, over the shoalest part of the locality under improvement was about 9 feet at low lake level. A draft of about 10 feet can be carried at low lake level to parts of the steamboat landing; elsewhere the depth varies from 6 feet at the wharves to 17 feet within the area pro- tected by the breakwater. The plane of reference for this harbor is low lake level, as shown by the zero of the United States Engineer gauge at Fort Montgomery, N. Y. The extreme annual variation of level of water surface is generally 6J feet and the usual variation 208 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. about 4 or 5 feet. For statement as to extreme rise of lake and low- est recorded, see under Burlington Harbor, page 210, of this report. The head of navigation is at the lowest dam in the Saranac River, about three-fourths of a mile from deep water in the harbor. The commerce within the limits of the improvement, mainly in miscellaneous merchandise and lumber, as obtained from the best available information, is as follows: Year. Short tons. Value. 1913....................... ................ .. ............................... 6,016 $549,600 The improvement has resulted in the establishment and mainte- nance of competition with the railroad, which is believed to have influence in equalizing freight rates. The effectiveness of water competition is neutralized, in part at least, by inadequate privately owned terminals, believed to be controlled by the railroad. The State of New York is now constructing a public terminal a short distance north of the town, in connection with the general im- provements of the State canals. The present condition of the breakwater is such that the necessity for repairs in addition to those under funds now available is antici- pated, and the additional appropriation recommended for the fiscal year 1916 will be applied to that purpose, unless the formation of shoals makes imperative dredging for the relief of navigation, in which case it is proposed to expend therefor such portion of the funds as may be necessary. July 1, 1913, balance unexpended------------------------------ $16, 544. 58 Received from sales-------------------------------- - .30 16, 544. 88 June 30, 1914, amount expended during fiscal year: For works of improvement---------------------- $2, 124. 82 For maintenance of improvement-------- 599. 98 6---------, 8, 724. 80 July 1, 1914, balance unexpended------------------------------- 7, 820. 08 July 1, 1914, outstanding liabilities------------------------------ 704. 05 July 1, 1914, balance available---------------------------------.. 7, 116. 03 July 1, 1914, amount covered by uncompleted contracts--------_ 3, 618. 88 Amount that can be profitably expended in fiscal year ending June .. 30, 1916, for maintenance of improvement--- ----------------- 2, 000. 00 (See Appendix E 11.) 12. Harbor at Burlington, Vt.-The harbor of Burlington, Vt., is a half-moon-shaped bay on the eastern shore of Lake Champlain, about 41 miles from the foot of the lake. Before improvement there was ample depth of water along the docks and wharves, but they were without protection against wind and seas from Lake Cham- plain. In the greatest exposure during the prevalent northwesterly gales the wind has a sweep obliquely across the lake of about 10 nautical miles. 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 209 The harbor may be defined as 1 miles of shore line along the eastern shore of Lake Champlain, protected by a breakwater 4,157 feet long at an average distance of about 1,000 feet from the shore. The natural depth at the face of the wharves is from 9 to 15 feet at low lake level, increasing to 25 and 30 feet within the protected area. Plattsburg Harbor is 20 miles northwest and St. Albans Harbor is 35 miles north of Burlington Harbor by water. Burlington is a city of about 40,000 population, traversed by two railroads. Its harbor facilities can be extended as business requires, and on the opening of the new Champlain Canal this harbor should become a very important commercial factor. 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. This project was modified in 1867 and 1874, these modifications providing for changes in plan and extensions of the breakwater. Under the original project and its subsequent modi- fications 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 were 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 bmbrace repairs and replacing the crib superstructure (3,833 feet) with one of stone or concrete, at a cost estimated at $173,750, a total of $323,750, in- creased in 1910 to $385,355. In the execution of this work it developed that through deterio- ration 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. The existing project, as modified in accordance with the foregoing, provides for a northerly extension 500 feet long and a southerly extension 1,000 feet long to the main breakwater, leaving an opening 200 feet wide between the main breakwater and the northerly exten- sion; for replacing the decayed timber superstructure with one of stone or concrete; and for protecting the timber cribs of the sub- structure on the lake face of the breakwater for a distance of 1,165 feet with a rubble mound carried up to low lake level. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Harbor ............................... Senate.. 42 Thirty-fifth .. First....11866 2179 Do. ... - ...... ................................... . .... ................... ..... 11867 251 Breakwater modification ............... .. ..................... ........ ) 11874 274 Barbor...... ..................................... ... ....... ... .. 31897 3298 Breakwater repairs and maintenance................ ....................... 1901 1072 1No map. 2Appendix KK. ' Contains map. 60993 -ENG 1914-----14 2110 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Under the contract for constructing a rubble mound for reinforc- ing the lake face of the timber substructure cribs of the breakwater, operations were completed during the year, 42,532 tons of rubble and 2,818 tons of large stone being placed therein. The amount expended during the year was $33,519.53, all of which was for maintenance. Up to June 30, 1914, $292,932. 52 had been expended on the project, of which amount $88,182.03 was for maintenance. There was re- ceived from sales $147.45. The total amount expended on this improvement to June 30, 1914, under all projects was $794,743.59, of which $88,182.03 was expended in maintenance. About 75 per cent of the project has been completed. As the result of this expenditure 606 feet (364 feet northerly and 242 southerly) of the total extension of the breakwater have been completed, giving a total length of 4,157 feet of breakwater; 3,567 linear feet of the superstructure have been rebuilt; and extensive repairs have been made to the substructure, the necessity for which repairs was not apparent until the old superstructure was removed. Further extensions to the breakwater are held in abeyance pending the completion of plans for a public terminal for the city of Bur- lington. In its present condition the breakwater renders the commercial use of the harbor possible. No shoaling has taken place in the vicinity of the docks, the chief obstruction to navigation being in the form of a dilapidated submerged dike running out from shore toward the southerly end of the breakwater. A draft of about 81 feet at low lake level can be carried at the wharves, with a considerable increase as the breakwater is ap- proached. The plane of reference for this harbor is low lake level, as shown by the zero of the United States Engineer gauge at Fort Montgom- ery, N. Y. The extreme variation of level of water surface is generally 6 feet and the usual variation about 4 or 5 feet. The extreme rise of the lake, following spring rains and melting of snow, culminates in April or May. It seldom fails to reach a gauge height of 5 feet and rarely exceeds 8 feet. The highest re- corded is 8.8 feet in March, 1903. Lowest stage generally occurs in September or October, but has occurred as early as July and as late as February. Lowest recorded is -0.6 in November, 1908. The gauge is located at Fort Montgomery, N. Y. The head of navigation in this harbor is at the wharves in the lea of the breakwater. The tonnage of this harbor, mainly in miscellaneous merchandise, as obtained from the best available information, is as follows: Short tons. Short tons. 1908 --------------------- 91, 374 1911 ----------------------- 100, 000 1909 ---------------------- 78, 935 19126------------------------5, 381 1910------------------------ 90, 000 1913------------------------ 44, 510 The water-borne commerce of this port during gales is practically dependent for its existence upon the protection afforded by the break- water. RIVER AND HARBOR IMPROVEMENTS. 211 The amount estimated as a profitable expenditure during the fiscal year ending June 30, 1916, is to be applied to work of maintenance. July 1, 1913, balance unexpended____________________________ $42, 589.46 June 30, 1914, amount expended during fiscal year, for maintenance of improvement --------------------- - - - - 33, 519. 53 July 1, 1914, balance unexpended __------------____ ------- 9, 069. 93 July 1, 1914, outstanding liabilities _--- .----------------- - 21. 60 July 1, 1914, balance available-------- 9,048. 33 .-----------------------. Amount (estimated) required to be appropriated for completion of existing project ------------------------------------- - 171, 556. 18 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_ .___....._________ '2, 000. 00 (See Appendix E 12.) 13. Narrows of Lake Champlain, N. Y. and Vt.-The Narrows of Lake Champlain is that portion of the lake at its south or upper end included between Whitehall and Crown Point, and which forms the outlet for Wood Creek. The portion covered by the project for improvement is the southern 15 miles of the waterway from White- hall to Benson Landing, Vt. In its original condition the channel was narrow and tortuous with a ruling depth of from 91 to 10 feet at low lake level and a width probably between 75 and 200 feet. From the end of the Champlain Canal, at Whitehall, north to the head of Lake Champlain, at Crown Point, the navigable length of the Narrows is about 37 miles. From Whitehall navigation is con- tinued southerly via the Champlain Canal for about 61 miles to Waterford, N. Y., where connection is made with the Hudson River and the Erie Canal. The Narrows thus form a connecting link in an international highway for water-borne commerce between New York City and Canada. The Champlain and Erie Canals are now being improved by the State of New York to a depth of 12 feet, and this work will probably be completed in two years or less. The draft of canal boats and barges usually carried through the Narrows is from 5 to 52 feet, as this is the limit for the existing Champlain Canal. These boats are towed through the lake by towboats drawing from 6 to 12 feet. Plattsburg Harbor is 87 miles and Burlington Harbor is 71 miles, by water, north of Whitehall, N. Y. New York City is about 214 miles south. 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 lake level from Whitehall to deep water below Benson Landing, a distance 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 the 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 low lake level in five localities; also to provide fenders for protecting barges from collision with the rocky banks of the channel at Puts Rock, the 1 Exclusive of the balance unexpended July 1, 1914, 212 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Narrows, and Pulpit Point, at an estimated cost of $22,500. This project was completed, without modification, in 1905. Subsequent expenditures have been applied to maintenance of the improvement. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. H ou s e 138 F o rt y -e i g h t h S e c on d 1 5 2 Whitehall Harbor 1 to Bensons Landing... do .. 211 do. . . . . ... . . do .. 1 88 8 85 2 310 314 Four channels .. ................. ... .... .. .... Whitehall to Bensons Landing (modifica- ...... ..... ........... . ........... 2 81897 3302 tion and estimate). Do.......................... ... House. 1387 Sixty-second.. Third. . . ....... 1 Contains map. 2 No map. 3 Basis of project adopted by Congress. A report upon preliminary examination and survey, directed under the river and harbor act of June 25, 1910, was made and is printed as House Document No. 1387, Sixty-second Congress, third session. The expenditures during the year, amounting to $646.62, were for maintenance, the enforcement of navigation laws, etc. Up to June 30, 1914, $34,534.17 had been expended on the existing project. The portion of this amount expended for maintenance is not definitely known, but is estimated at $12,034.17. There was re- ceived from sales $1.50. The total amount expended to date under all projects to June 30, 1914, was $98,034.17. The amount of this expenditure applicable to maintenance can not be stated definitely. The project of 1899 has been completed and has resulted in keeping open and facilitating local and through navigation. On June 30, 1914, the maximum available draft over the shoalest part of the locality under improvement was about 9 feet at low lake level. The extreme variation of level of water surface is generally 62 feet, and the usual variation about 4 or 5 feet. For statement as to extreme rise of lake and lowest recorded lake level, see under Burlington Harbor, page 210, of this report. The plane of reference is low lake level, as shown by the zero of the United States Engineer gauge at Fort Montgomery, N. Y. The improvements have been confined to a section about 15 miles long, immediately north of Whitehall. Northward of this section the Narrows have ample depth and width. The head of navigation of the improved section is at Whitehall, N. Y. Navigation is, how- ever, continued southward from Whitehall to the Erie Canal and the Hudson River via the Champlain Canal and northward to the St. Lawrence River via Lake Champlain, the Richelieu River, and Chambly Canal. The commerce within the limits of the improvement, mainly in general merchandise, coal, pulp, wood, and building material, as obtained from the best available information, is as follows: Short tons. Short tons. 1908_----------_------------ 565, 414 1911-------------------- 825, 975 1909_--_ ----------------- 625, 604 1912_.------------ --- - 548, 700 1910--- ....-.------------.--- 674,683 1913--------..... --..... 424, 933 RIVER AND HARBOR IMPROVEMENTS. 213 The effect of the work done under the project has been to reduce the cost of operation to navigation companies, which has resulted in a reduction of freight rates and increased business. This waterway is an important factor in regulation of railroad rates. Rates un- favorable to water transportation are due to the small size of boats carrying freight through old canal and to poor terminal facilities at all lake ports. Both of these causes will be removed by State and municipal works nearing completion or contemplated. The amount estimated as a profitable expenditure during the fiscal year ending June 30, 1916, is to be applied to maintenance of the improvement by dredging and repairs to fender booms. This amount will not be required if the new project, recommended in House Docu- ment No. 1387, Sixty-second Congress, third session, referred to above, is adopted by Congress. July 1, 1913, balance unexpended------------------------------ $7, 113. 95 June 30, 1914, amount expended during fiscal year, for maintenance of improvement----------------------------------------------- 646. 62 July 1, 1914, balance unexpended , 467. 33 6___________________ July 1, 1914, outstanding liabilities _________ - __________________ 1. 60 July 1, 1914, balance available_---------------------------------- _____ _ 6, 465. 73 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ___- (See Appendix E 13.) _____________ 1 5, 000.00 14. Hudson River, N. Y.-The name Hudson River as here used applies to the portion of the upper river from Waterford as far south as improvement in the interests of navigation is necessary. This limit is near the town of Hudson, N. Y. In its original condition the portion of the Hudson River which was selected for improvement by the General Government, after having been partly improved by the State of New York, was a nar- row and crooked channel between banks 650 to 3,000 feet apart, with a navigable depth at mean low water of 31 to 4 feet between Waterford and Albany; of 7 feet between Albany and New Balti- more; of 11 feet between New Baltimore and Coxsackie; and of 12 feet and more between Coxsackie and New York City. The river was obstructed by sand bars which rendered the channel tortuous and unstable. Under these conditions the river was navigable by small light draft vessels only, though its commercial importance was great. Railroads, though being built, were negligible as com- peting carriers, and the river furnished the chief outlet for the cities of Albany and Troy and the southern connection of the Champlain and Erie Canals, opened in 1822 and 1825, respectively. At Water- ford these canals had an outlet into the Hudson in the pool formed by the State dam at Troy, completed about 1823. The source of the Hudson River is located in the Adirondack Mountains about 250 miles in a direct line from the Battery in New York City. It flows in a general southerly direction, and north of Troy is joined by the Hoosic and Mohawk Rivers and many smaller streams, and drains an area of about 13,000 square miles. The length of the section included in the project is about 40 miles, and 1 Exclusive of the balance unexpended July 1, 1914. 214 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the lower end of the project is about 117 miles from the mouth of the river at the Battery in New York City. The improved channels in New York Bay and Harbor allow vessels of 39 feet draft to reach piers along and opposite the New York front of the river, and it is further navigable for vessels of 30 feet draft for 93 miles (with the exception of a short distance through Haverstraw Bay, where the channel depth at mean low water is given on Coast Survey charts as 29 feet); thence to the lower limit of the existing project the maxi- mum draft that can be carried is about 24 feet. The river has been under improvement by the United States since 1834. Prior to that time much work had been done upon it by the State. Before the adoption of the existing project, work was done under several projects and modifications thereof as follows: The original project for improvement, adopted in 1834, was based on a survey made by Mr. De Witt Clinton, jr., published in House Document No. 189, War Department, Twenty-second Congress, first session. This survey covered the reach from Waterford to near New Baltimore. As modified in 1852 and again in 1866, it had for its object the securing of a navigable channel of sufficient width and 9 feet deep at mean low water 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, in accordance with plan printed in House Docu- ment No. 23, Fifty-second Congress, first session, was adopted July 13, 1892, and was modified March 3, 1899. It provided for a 12-foot channel at mean low water 150 feet wide from the State dam to the foot of Jacob Street, Troy; thence gradually increasing in width to 490 feet at the foot of Broadway, Troy; thence 400 feet wide to Coxsackie. This work was estimated to cost $4,343,863. Though not so reported, the project of 1892 was practically com- pleted and work under it was abandoned and the balance of funds on hand applied to work under the existing project at the time the latter was adopted. The total sum expended for improvement and maintenance prior to the date of adoption of the existing project was $5,466,752.32. The existing project, which has not been modified, was adopted by the river and harbor act of June 25, 1910. It provides for a channel 12 feet deep at all stages from deep water in the lower river to Water- ford. This requires the improvement of the existing channel be- tween Hudson and Waterford, a distance of about 39 miles. This project is in accordance with the report printed in House Document No. 719, Sixty-first Congress, second session, and pro- vides for the construction of a lock and dam about 1,400 feet north of the existing State lock and dam (known as the Sloop Lock) at Troy, N. Y., with minimum depths of 16.3 feet on the upper miter sill and 14 feet at lowest low water on the lower miter sill, and with a maximum horizontal available length for model-bowed boats of 492.5 feet and a width of 45 feet. A set of intermediate gates divides this main chamber into two smaller chambers, usable at option, with available lengths of 310 and 154.5 feet, respectively, for model- bowed boats. The project also includes the removal of the existing State lock and dam; and the excavation of a channel 12 feet deep at all stages, to be 200 feet wide from Waterford down to the dam and RIVER AND HARBOR IMPROVEMENTS. 215 with a general width below the dam of 400 feet, except in front of the cities of Troy and Albany, where it is to be widened so as to form a harbor at each of these localities. Below the Congress Street Bridge at Troy 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 esti- mated cost was $5,186,064 exclusive of maintenance. It was intended to complete the said improvement within a period of four years, sub- ject to the provisions stated in the document above referred to. Owing to various delays caused by the consideration of objections raised by the State of New York and by interests favored by the re- tention of the existing State dam, some of which are referred to in Senate Document No. 887, Sixty-second Congress, second session, a delay of nearly two years was caused in commencing the construction of the lock and dam. The river and harbor act of March 4, 1913, made an appropriation of $1,000,000 for continuing the improvement in accordance with the adopted project, with the provisos that the expenditure of the amounts therein and thereafter appropriated for this improvement shall be subject to the conditions set forth in the above-mentioned document; that the general plan of improvement in said document shall be subject to such modification as to the location of the dam and in matters of detail as may be recommended by the Chief of En- gineers and approved by the Secretary of War; and authorized con- tinuing contracts for the further prosecution of the work in, the further sum of $560,000, of which $150,000 was appropriated by the sundry civil act of August 1, 1914. Under date of June 20, 1913, the Chief of Engineers authorized the expenditure of $3,000 from the appropriation for improving Hudson River, in clearing by redredging to 100 feet wide and 8J feet deep at lowest low water the auxiliary channel which forms Coeymans Harbor. This work was recommended because of the heavy deposits of silt made by the extraordinary freshet in the spring of 1913, which greatly impaired the navigability of the har- bor channel. In accordance with the recommendation contained in the report on the preliminary examination of the Hudson River at Coeymans, N. Y., included in House Document No. 719, Sixty-first Congress, second session, it is believed that authority should be granted to ex- pend funds appropriated for improving Hudson River in maintain- ing to their project or to their natural depths the tributary and sub- sidiary channels within the limits of this improvement wherever expenditures for their improvement have been authorized previously, or whenever the needs of navigation may require and where the de- crease of depth is due to the regimen of the Hudson River. The requirement that the depth shall be 12 feet at all stages neces- sitated the establishment of new planes of reference for channel depths, namely, those of lowest low water, to take the place of the assumed planes of mean low water from which the depths of the earlier projects were reckoned. These planes of lowest low water were based on all the lowest low water observations recorded since 1867, and were assumed at elevations from 2 to 3.7 feet below mean sea level at Sandy Hook, N. J., depending on location. They were believed to be at as low an elevation as any combination of wind and 216 REPORT OF THE CHIEP OF ENGINEERS, T . S. ARMY. tide could cause in the river. But during the past year the continued northwest gales, which prevailed generally over the Hudson Valley and the Atlantic coast, on one occasion caused such low water, both in the upper and lower reaches of the river, that an elevation of the water surface of about 1 foot below the assumed plane was observed at New Baltimore, making it evident that if the instructions of Congress as to depth are to be construed literally, channel excavation must be carried from 1 to 2 feet below the depth originally designed. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Waterford to New Baltimore............. House.. 189 Twenty - sec- First................ ond. Waterford to point below Albany..........do.... 2 T w ent y- do............. fourth. Troy Dam to New Baltimore........ do..... ..... do 53 T w e n t y - ... do............... eighth. Troy Dam to Hudson ............... ... do.... 11 Thirty-third. ... do ... ..... Troy to New Baltimore.................. ................... 1866 206 Above Troy to Albany................ Senate.. i) Forty-third... Second.. {(t} 535 New Baltimore to Coxsackie ............ House... 2}205 Fiftieth....... First.... 1888 640 Great Lakes to Hudson River at Cox- ... do..... 1023 Fifty-second. .... do............ ....... sackie. New York City and State dam at Troy.......do..... 23 ..... do...........do.... 1892 750 Great Lakes to Hudson River at Albany.....do.... 231 Fifty-fourth... Second.. 1897 3250 Great Lakes to navigable waters of the ... do .... 186 Fifty-fifth..... First.... 11897 3128 Hudson River. Albany to Coxsackie ........................... 1307 Fifty-eighth... Second.. 1 1904 1083 Troy to Waterford ............... ............. 2539 Fifty-ninth....... do .... ....... ....... Waterford to Hudson. ..................... 2.. 719 Sixty-first..... ... do....... ........ Channel at Albany .................. House... 11087 Sixty-second.. Third.............. Troy to Hudson.......................do..... 21160 ..... do............do ......... Waterford to Hudson.................. Senate.. 2887 .... do........ Second... 1No map. : Contains map. 3 Basis of project adopted by Congress. The requirement of the river and harbor act of June 25, 1910, that the existing water-power rights should be extinguished having been complied with by the action of the New York State Canal Board, under date of November 22, 1910, the preparation of detail plans for the work was carried on until notice of the rescinding of that resolution by that board, the personnel of which had been changed, was received under date of April 28, 1911, after which all work was suspended, except the work incident to the carrying on of a contract previously made for rock removal, dated February 3, 1911, and the work necessary for maintenance. Under date of September 15, 1911, the Secretary of War directed the resumption of work on such portions of the project as were not dependent upon the construction of the lock and dam, and under date of February 17, 1912, instructions were received that all work under the project be resumed. On March 1, 1912, the final location of the dam, as originally recommended in House Document No. 719, Sixty-first Congress, second session, was approved by the Secretary of War, as required by the terms of the act adopting the project. IVEIER AND HARBOR IMPROVEMENTS. 217 The plans and specifications were completed and bids for the con- struction were opened on October 28, 1912. Only two bids were received, both of which exceeded the estimate considerably, and for this and other reasons it was decided to proceed with the work by administration. Property required for construction has been acquired either by purchase or lease; necessary floating and shore plant have been con- structed; contracts for the purchase of required materials have been awarded; and the construction force organized. Operations to date have resulted in the completion of the power bulkhead and the west abutment of the dam and of the sheet steel pile cylinder cofferdam for all of the work in the lock except the lower miter section and guide wall. The north core wall and northern gate sections of the lock walls are completed, and these walls are being extended to the south. The construction of the cofferdams for the west arm of the dam and for the southerly end of the lock are under way, and exca- vation for the foundation work generally, as well as the dredging for the new channel below the lock, are in progress. There have been placed to date 10,200 cubic yards of concrete, or about 15 per cent of the estimated total. The total cost of these operations to date is about $527,500, exclu- sive of cost of floating plant and materials of construction on hand or in storehouses. Work under contract for the construction of the major portion of the new dikes contemplated in the project has been completed, and has resulted in the construction of about 14,545 linear feet of dikes at a cost of about $301,500. The reconstruction of old dikes and the crowning of new dikes by administration has resulted in the completion of about 19,500 linear feet of this work, and the preparation of additional diking for new crowns is under way. The total cost of this work to date, including supervision and $7,666.90 expended in experimental work to deter- mine the character of paving and profile best suited to local condi- tions, but exclusive of plant and materials on hand, was about $280,000. Under a contract completed during the year 80,157 cubic yards of rock and 7,478 cubic yards of overlying material were removed be- tween reference 263+000 and the southern limit of the proposed improvement at a cost of about $309,000, including supervision. This completes the removal of all rock areas within the above limits known to exist at the time of the adoption of the project, but oper- ations during this contract and subsequent dredging have disclosed other isolated areas, the removal of which is now under way by administration. Two contracts, one for dredging and rock removal between the State Dam and reference 259+000, and the other for dredging between reference 239+000 and reference 220+000, have been awarded. The first-named contract will provide a chan- nel of project depth varying from 200 to 400 feet in width, and the latter a channel of full project width and depth. Dredging operations for improvement and maintenance outside the limits covered by contracts have been carried on by the two Government hydraulic dredges, and have resulted in the removal of about 461,500 cubic yards at a cost of about $64,000, including super- 218 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. vision and $2,500 expended in connection with acceptance tests of dredges. The total value of plant, accessories to plant, materials, and sup- plies now on hand is as follows: Floating plant, about__------------ ------------------------ $291, 000 Shore plant, about ---------- -------------------------------- 62, 000 Materials and supplies on hand in storehouses, about___- ____ 111, 000 464, 000 During the fiscal year the sum of $1,177,134.04 was expended. Of this amount $109,100.40 is applicable to maintenance, as follows: (1) Cost value of dredging, repairs to dikes, certain general sur- veys, enforcement of navigation laws, and certain office expenses ------------------------------- $79, 328. 22 (2) Remaining value of dredge Captain Andrew Talcott, not in- cluded in previously reported maintenance charges--------- 29, 772. 18 109, 100. 40 The total amount expended under the existing project to June 30, 1914, was $2,075,376.25, of which $188,979.70 is chargeable to main- tenance, as follows: (1) Cost of dredging, repairs to dikes, etc., as above__--____ _ $124, 593. 49 (2) Value of dredge Captain Andrew Talcott and equipment, re- ported as chargeable to maintenance in 2 installments in 1913 and 1914- ------------------------------------- 64, 386. 21 188, 979. 70 The total amount of Government funds expended under all projects to June 30, 1914, was $7,542,128.57, of which the amount expended for maintenance under the earliest project can not be determined definitely. There was received from sales, etc., $725.54. Experience having shown that the original estimate of cost of completing the project was too low, a revised estimate making the cost of completion $7,530,000, instead of $5,186,064, the original estimate, was approved by the thief of Engineers July 3, 1914. The conditions which made this revision necessary were as follows: 1. A long delay in the inception of the work on the lock and dam at Troy, due to causes beyond the control of the Engineer Depart- ment, and referred to in a preceding paragraph. 2. Changes in length and cross section of the masonry of the lock and dam, due to engineering reasons. 3. Increased dredging, due to revision of lowest of low water plane 4. Increase of rock excavation, due to further development of rock exposures by boring and by dredging. 5. Increased cost, due to changes in cost of labor and materials and the enactment of new legislation regulating the hours of employment of laborers. Based on expenditures to date under the existing project and the cost of completing it as estimated in House Document No. 719, Sixty- first Congress, second session, the proportion of the approved project accomplished up to June 30, 1914, is about 41 per cent. 'A portion of this cost accrued in the fiscal year 1913, but was not included in the portion of the total expenditure reported in the annual report for that year as applicable to maintenance, and therefore is included herein to adjust the total distribution of re- ported expenditures for maintenance and improvement. RIVER AND HARBOR IMPROVEMENTS. 219 Navigation has been facilitated by the removal of some of the worst obstructions, such as rock and sand bars, but the work under the new project is not sufficiently advanced in general to influence navigation greatly, or make the improvement available for its benefit. The maximum draft that can be carried at lowest low water is about 8.5 feet. The range of mean tides in seasons of moderate rains is about 2.55 feet at the State dam, as determined in 1903. At Broadway, Troy, the range is about 3 feet and at Albany about 2.9 feet, as de- termined in 1910. At Coxsackie it is about 3.7 feet and at Hudson about 4.1 feet. This is an increase in elevation of mean high tide at Albany of about one-half foot above that found by observation in 1876. Spring freshets range generally from 12 to 17 feet, and frequently the water in the river remains for a week or more at a time at a height of 8 feet above lowest low water. The greatest known freshet during the navigation season occurred at the end of March, 1913, and was due almost entirely to the rainfall in the region of the headwaters of the Hudson and Mohawk Rivers (about 4 inches in 4 days), as little snow was left at that time. The flood rose to 23 feet above lowest low water at Albany, equivalent to 212 feet above mean sea level. The discharge at Albany, as estimated from results of current observations made subsequently in connec- tion with other freshets and other data on file in this office, was about 240,000 cubic feet per second. Further information relative to this freshet may be found in Appendix E 14 of Annual Report for the fiscal year ending June 30, 1913. For results of previous tidal observations reference is made to the Reports of the Chief of Engineers for 1897, page 998, and 1900, page 1490. The head of navigation for present tidal portion of the river is at the State dam, about ,153 miles north of the Battery in New York City. Above the dam the river is navigated to Waterford and from there is connected by the Erie and Champlain Canals with the Great Lakes and with Lake Champlain. On the completion of the canali- zation of the river for the Champlain division of the New York State Barge Canal, navigation will be secured in the Hudson as far as Fort Edward, about 39 miles north of Waterford. The total length of the navigable river from Waterford to the Battery at New York City is about 156 miles. The commerce within the limits of the improvement, mainly in general merchandise, manufactures, 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. 2,945 921 $120,421,651 1911.................... 1908..................... 4, 241, 478 $92,100,313 3, 254,423 237,214,824 1912..................... 1909.................... 3,045,136 172,107,996 ..................... 1910 5,033,360 109,941,000 1913.................... 3,300,000 172,525,000 The falling off in tonnage in the past several years has been due primarily to two causes-uncertainty as to the effect of the improve- ments now under way in the river and the State canal system, and the abandonment of the river ice houses, due to the increased depend- 220 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ence on manufactured ice. Canal traffic is in a transition stage. The present boats are antiquated and are gradually being abandoned. Repairs to the old canal are kept to a minimum, and as a result traffic is hindered by frequent breaks of banks, etc. The construction of boats adapted to the new canal has not yet been begun, as there could be no employment for them until the canals are completed. However, a company recently incorporated for the purpose of operating steam- ers on the canal system and connecting waterways is now engaged in the consideration of the type of boat best adapted to this traffic with a view to the construction of a large fleet. During the season of navigation a large volume of traffic follows the railroad only because of lack of sufficient water transportation. The improvement accomplished so far has resulted in the establish- iment of steadily increasing passenger and freight business between the upper Hudson and New York. A direct result of the improve. ment has been to install in this service the largest river steamers to-day afloat in the United States, and probably in the world. The services of the steamer and freight lines have resulted in a strong competition with the railroads, by which freight rates are maintained within reasonable bounds. It is proposed to apply the amount estimated as a profitable ex- penditure during the fiscal year ending June 30, 1916, to continuing the improvement by the construction of the lock and dam at Troy, by dredging, rock removal, and dike raising and repair, and to emer- gency dredging for channel maintenance where required for relief of navigation. The work proposed is necessary to make the improve- ment available. The cost of work done under the project to the end of the ffscal year is shown by the following summary. In this summary the item- ized costs reported include the value of services, materials and sup- plies actually used (including such items as still represent outstand- ing liabilities), cost of immediate supervision, and a depreciation charge on all plant utilized. All of these cost figures contain certain small items which by their nature must be to some extent arbitrary, and therefore items designated " cost " should be regarded as close approximations only, even though they are given to dollars and cents in order to be consistent with the records in the cost accounts from which they are taken. Items designated " expenditures," representing actual disbursements and outstanding liabilities are exact. 1. Improvement : Cost of work on Troy Lock and Dam and adjacent thereto_ $527, 460. 76 Cost of construction of dikes by contract________________ .301, 483. 23 Cost of reconstruction of dikes by administration------ 280, 238. 47 Cost of dredging and rock removal by administration____ 64, 211.76 Cost of dredging and rock removal by contract No. 1____ 308, 906. 38 Cost of dredging and rock removal by contract No. 3____ 12, 432. 22 Cost of dredging by contract No. 4 529. 34 General supervision (including general surveys) ______ 56, 437. 01 Total cost of improvement_ __ _________________ 1, 551, 699. 17 2. Maintenance : Total cost of maintenance__ _ 124, 593. 49 1Does not include $64,386.21 value of dredge Captain Andrew Talcott, reported on *page 218. as " chargeable to," but which is not yet charged in "cost" of maintenance work done to date, but is carried in the cost data as remaining value. RIVER AND HARBOR IMPROVEMENTS. 221 8. Total cost value of improvement and maintenance----------- $1, 676, 292. 66 Remaining value of plant June 30, 1914: Floating plant ---------------------- $291, 149. 96 Shore plant -------------------------- 61, 939. 00 353, 088. 96 Estimated value of materials and supplies on hand (in- cluding contract salvage value of steel sheet piles and steel forms) ---------------------------------------- 2110, 979. 83 Total ------------------------------------------ 2, 140, 361. 45 Outstanding liabilities ---------------------------------- 64, 985. 20 4. Total expenditures to June 30, 1914------------------------- 2, 075, 376. 25 July 1, 1913, balance unexpended---------------------------- 32, 202, 181. 60 Received from sales, etc-------------------------------------- 73. 97 2, 202, 255. 57 June 30, 1914, amount expended during fiscal year: For works of improvement---------------- $1, 068, 033. 64 For maintenance of improvement ---------- 109, 100. 40 1, 177, 134. 04 July 1, 1914, balance unexpended----------------------------1, 025, 121. 53 July 1, 1914, outstanding liabilities--------------------------- 64, 985. 20 July 1, 1914, balance available-------------------------------960, 136. 33 Amount appropriated by sundry civil act approved Aug. 1, 1914_ 150, 000. 00 Amount allotted from appropriation made by the river and har- bor act approved Oct. 2, 1914-------------------------------- 750, 000. 00 Amount available for fiscal year ending June 30, 1915----------1, 860, 136. 33 July 1, 1914, amount covered by uncompleted contracts--------- 1, 280, 858. 91 Amount of continuing contract authorization, act of Mar. 4, 1913- 560, 000. 00 Amount appropriated under such authorization---------------- 150, 000. 00 Amount yet to be appropriated-------------------------------- 410, 000. 00 Amount (estimated) required to be appropriated for completion of existing project-------------------------------------- 3, 640, 000 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance_ 53, 670, 000. 00 (See Appendix E 14.) 15. Saugerties Harbor,N. Y.-Saugerties Harbor, about 6,000 feet long and about 200 to 500 feet wide, is situated on the west side of the Hudson River, about 100 miles by water above the Battery, New York City. The name is applied to the mouth of Esopus Creek, which has its source in the Catskill Mountains, about 25 miles west of Saugerties. The creek is navigable at high water to a dam and rapids situated about 6,000 feet from deep water in the Hudson River. When the original project for improvement was adopted, vessels drawing 10.5 feet could navigate the harbor at ordinary high 1 Includes $64,386.21 remaining value of dredge Captain Andrew Talcott and equipment. 2 Includes part value'of supplies, etc., purchased for and part cost of fitting out and maintaining plant for work in Port Chester Harbor and East Chester Creek, N. Y., re- 3 imbursement for which will be effected by transfer in usual manner. Unexpended balance of $2,202,181 reported in annual report, fiscal year 1913, in- creased by $0.60 refundment of overpayments on vouchers paid during fiscal year 1913. 4Excluive of amount available for fiscal year 1915. * Of this amount, $410,000 is for appropriation in the next sundry civil act for con- tinuing-contract work authorized by the river and harbor act of 1913. 222 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. water, but the depth at mean low water over the bar at the mouth of the creek was only 3 feet. The channel had been increased by dredging to a depth of 7.5 feet and a width of 100 feet by the State of New York, in 1885-86, prior to improvement by the United States. The width at the mouth of Esopus Creek before diking was about 1,200 feet, and the creek was navigable for a distance of about 4,00.0 feet. A least depth of about 29 feet at mean low tide exists between New York City and the mouth of this harbor. The mean range of tide is about 4 feet. The original project, which contemplated securing a permanent channel 7 feet deep at mean low water and 100 feet wide from the creek to deep water in the Hudson River by dredging and the con- struction of dikes, at an estimated 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 main- tena,nce. The existing project, based on a report printed in House Document No. 107, Fifty-sixth Congress, first session, was adopted June 13, 1902, and completed in 1913, at a cost of $39,910.56. It 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 esti- mated cost of $44,685, with an estimated annual expenditure of $2,500 for maintenance. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. ousenateorNo. Congress. Session. Year. Page. Saugerties, N. Y .......................... Senate.. 1 57 Forty-eighth.. First .... 2 1884 716 Do ... ........................ House... 1 107 Fifty-sixth.... .. do... 21900 1518 Do................................ ...... ............. .... ....... ............. 1 1904 1046 'Contains maps. 2No maps. 'Basis of project adopted by Congress. During the fiscal year a small reef of rock off Brainard's dock uncovered by previous dredging was removed under contract. The amount expended during the fiscal year was $2,792.48, all for improvement. Up to June 30, 1914, $61,399.16 had been expended on the present project; of this amount $21,488.60 was for maintenance. There was received from sales $5.35. The total amount expended on this improvement under" the sev- eral projects to June 30, 1914, was $118,399.16, of which $36,488.60 was applied to maintenance. The expenditure for maintenance has been mainly due to restoring the channel above the reef, where, owing to the breaking of the dam a short distance above the head of navigation in the summer of 1902 and the consequent release of a large quantity of mud and silt re- tained by it, the channel had been reduced in width and depth so as RIVER AND HARBOR IMPROVEMENTS. 223 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 existing project has been completed and has resulted in the construction of two protecting dikes and in making a through chan- nel of a width of 200 feet, permitting a maximum draft at mean low water of 12 feet as far as the steamboat landing. The length of the improved section is about 0.82 of a mile. The head of naviga- tion is about 6,000 feet west of the Saugerties Lighthouse, but there is little navigation beyond the steamboat landing, which is located on the south bank of the creek about 4,000 feet from the lighthouse. The tonnage and the value of the commerce of this harbor, mainly in building materials, manufactures, farm products, and general merchandise, as obtained from the best available information, are as follows: Year. hort tons. Val. Year. Shor tons. Value. 1904....................... 113,200 ............ 1909.................. 125,100 $2,177,000 1905....................... 81,600 $1,508,000 1910................. 69,546 2,649,750 1906..... ...... ......... 83,300 1,606,200 1911.................... 147,494 2,643,000 1907. ............... ..... 95,400 1,873,000 1912.................... 81,624 22029,274 1908 . ................... 114,000 2,070,500 1913... 87,521 2,340,025 The effect of the improvement, according to the best information available, has been to reduce freight rates during the season of navi- gation. The additional appropriation recommended will be applied to maintenance of the dikes and dredged channel. July 1, 1913, balance unexpended ------------------------- $6,897. 92 Received from sales-------------------------------- .75 6, 898. 67 June 30, 1914, amount expended during fiscal year, for works of improvement ------------------------------------------- 2, 792.48 July 1, 1914, balance unexpended -----------------------------4, 106. 19 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement---------------------- 13, 000. 00 (See Appendix E 15.) 16. Harbors at Rondout and Peekskill, N. Y.-(a) Rondout Har- bor.-This harbor, about 3 miles long and 300 to 1,000 feet wide, is in the mouth of Rondout Creek, on the west shore of the Hudson River, about 90 miles north of the Battery, New York City. The portion under improvement extends between dikes for about one-half of a mile from the entrance to the creek proper, at the shore line, across the flats to the navigable channel of the Hudson River. In its original condition this reach was a wide flat through which a channel 7 feet deep at the adopted plane of mean low water and about 400 feet wide had been formed as a result of work done by private parties. 1 Exclusive of the balance unexpended July 1, 1914. 224 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Rondout Creek has its source in Sullivan County, N. Y., about 30 miles southwest of the city of Kingston. The Wallkill River, the source of which is in Sussex County, N. J., about 65 miles south- southwest from Kingston, empties into Rondout Creek about 5 miles above the mouth of the latter. The creek is navigable up to a tide lock at Eddyville, about 4 miles from its mouth, and at one time was the easterly section of the now abandoned Delaware & Hudson Canal. It is the outlet by water for Rondout and Kingston, N. Y., and the home port of the principal fleet of towboats operating on the Hudson River. A least depth of about 29 feet at mean low tide exists between New York City and the mouth of this harbor. The mean range of tide, as determined by observations through two lunations in October and November, 1913, is 3.7 feet, and the reference plane of mean low water is 0.86 foot below mean sea level at Sandy Hook, N. J.1 The original project for improvement, which is also the existing project, is based on a report printed in Senate Document No. 35, Forty-second Congress, second session. It was adopted June 10, 1872, and provides for a channel across the mud flats at the mouth of the creek about 3,000 feet long, 14 feet deep at mean low water, and 100 feet wide, by dredging and dike construction, at an estimated cost of $172,500. The project was completed, without modification, in 1880 at a total cost of $90,000. Since then the expenditures have been for maintenance. References to examination or survey reports and maps or plans (including project documents). Annual Report Congressional documents. of Chief of Engineer.; Section covered. House or No. Congress. Session. Year. Page. Mouth of Rondout Creek.............. ..... ....... .......... ......... ... 11869 393 Eddyville to mouth of creek............. Senate.-. 1 2 35 Forty-second.. Second.. 11872 810 Mouth of Rondout Creek ......... .................................. .. .......... 1880 494 Do .................. ..... ........ .................... ...... 31885 697 Do........ .................................. ............................. 11895 913 Do ............................... ....... ..................... ........ 1903 884 2 1No map. Basis of project adopted by Congress. 3Contains map. In 1913 the rebuilding, under contract, of 200 feet of the easterly end of the south dike and its extension for about 130 feet were completed, and about 1,000 feet of the north branch dike was re- paired. A further extension of the south dike for about 450 feet was made by hired labor, guide piles were driven, and minor repairs completed. The preliminary examination directed by the river and harbor act of March 4, 1913, was made and a survey authorized August 18, 1913. The amount expended during the fiscal year was $5,563.25, all in maintenance. 1 The mean range of tide and the reference plane of mean low water as given in previous annual reports were in error. RIVER AND HARBOR IMPROVEMENTS. 225 Up to June 30, 1914, $159,250.98 had been expended on the project. Of this amount $69,250.98 was for maintenance. There was received from sales $1. The project has been completed by the construction of a north and a south dike at the entrance, and a channel about 3,000 feet long, 100 feet wide, and 14 feet deep at mean low water. The maximum draft that could be carried through the improved channel on June 30, 1914, was 14 feet at mean low water, with a least width of chan- nel of about 75 feet. Above this the least depth in the natural channel to Eddyville, about 4 miles above the mouth of the creek, is 8 feet, with a width of 50 feet. The length of the improved section is about 3,000 feet. The head of navigation is at the tide lock of the Delaware & Hudson Canal in Eddyville, N. Y. The tonnage and value of the commerce of this harbor, mainly in general merchandise, building and shipbuilding materials, manu- factures, and fuel, 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 1909 .................. 440,000 $1,820,000 1905..................... 1,325,000 46,112,500 1910.................... 506,015 4,851,050 1906................... 998,524 5,640,900 1911.................. 510,671 3,355,884 1907 .................... 1255, 000 5,025,000 1912.................... 518,146 3,026,000 1908 ...................... 438,000 2, 075, 000 1913................... 499,586 4,204,000 The decrease in commerce since 1905 is mainly due to the removal of the Delaware & Hudson Canal terminus. The effect of the improvement, according to the best information available, has been to reduce freight rates during the season of navigation. It has resulted also in enabling to be maintained at Rondout the headquarters and plant of the principal towing inter- ests on the Hudson River, and in allowing passenger vessels of large size to make Rondout a port of call. It is proposed to apply the amount estimated as a profitable ex- penditure during the fiscal year ending June 30, 1916, to maintenance by repairing the dikes and dredging for relief of navigation if found necessary. July 1, 1913, balance unexpended --------------------------- $11,113. 27 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ----------------------------------------- 5, 563. 25 July 1, 1914, balance unexpended------------------- --------- 5, 550. 02 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement------------------- 5, 000. 00 (b) Peekskill Harbor.-Thisharbor is an indentation on the east- ern shore of the Hudson River, about 42 miles above the Battery, New York City. It is about five-eighths of a mile long and 1- miles wide, and before improvement had a controlling depth of about 5 feet at mean low water, except near the wharves in Peekskill, where the depth was about 6 feet. Peekskill Creek empties into the harbor about one-half mile northwest of the wharves. The mouth of the 1 Exclusive of the balance unexpended July 1, 1914, 0 60993 -ENG 1914-----15 226 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. creek to Annsville is referred to locally as Annsville Creek, and the upper section, above the highway crossing at Tompkins Corners, as Peekskill Hollow Creek. The mouth of the creek is crossed by a trestle bridge containing a draw span built by the New York Central & Hudson River Railroad. Its source is situated about 14 miles northeast of Peekskill. Improvements by the United States are limited to the maintenance of a channel in the harbor completed by dredging in 1899. .The original project for improvement, which is also the existing project, adopted June 3, 1896, is based on report printed in House Document No. 37, Fifty-third Congress, third session. It provided for a 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 esti- mated cost of $50,000. This project was modified in 1896 (Annual Report of the Chief of Engineers for 1896, p. 839) by providing for two turning basins 200 feet by 150 feet, of the same depth, in front of the center and lower wharves. No change was made in the estimate of cost. The project, as modified, was completed in 1899, at a cost of $19,400. The existing project, as modified, provides 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, fol- lowing generally the contour of the shore, and for dredging two turn- ing basins 200 feet by 150 feet, of the same depth, in front of the center and lower wharves. Estimated cost, $19,400. Reference to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Harbor from wharves to deep water, Hud- Senate.. 157 Forty-eighth.. First.. 2 1884 718 son River. 2 Do. ............... .......... House.. 37 Fifty-third.... Third. 1895 993 Opposite center and lower wharves... ........ ........... ........ ..... 2 1896 839 Harbor from wharves to deep water, Hud- ............... ........................ 1 1903 885 son River. 1 Contains map. 2No map. 3Basis of project adopted by Congress. The expenditures during the fiscal year, amounting to $141.31, were in the payment of expenses incurred in making an examination of the dredged channel and in part payment of office expenses and contingencies. Up to June 30, 1914, $30,329.97 had been expended on the project; of this amount $10,929.97 was for maintenance. There was received from sales $2.60. The project was completed in 1899 by dredging a channel of the projected width and depth, a turning basin in front of Center Wharf, and widening at the bends. The turning basin in front of the lower wharf was included in the area dredged in the widening of the bend at that place. RIVER AND HARBOR IMPROVEMENTS. 227 On June 30, 1914, a maximum available draft of about 9 feet at mean low water could be carried through the channel. Mean range of tides, about 3 feet. The length of the improved channel in the southern arm is about 3,500 feet, along the water front about 1,700 feet, and in the northern arm about 4,300 feet. The head of naviga- tion in this harbor is at the wharves along the water front. The total length of improved channel is 15 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 Value. Year. Value. 1904 ........................ 81,265 $3,751,985 1909................ ...... 272,102 $8,131,737 1905........................ 74,546 1,134,748 1910...................... 291,640 9,270,300 1906............................ 88, 500 659,864 1911....................... 290,540 9,331,375 1907. .................... 107,963 733,766 19122....................... ........... 19081.......... .......... ......226,533 4,984,046 1913...................... 308,173 9,880,198 IIncreasemainly due to the receipt of more complete statistics for 1908 than for previous years. 2No reply received to request for commercial statistics for the calendar year 1912. The improvement has resulted in competition which holds freight rates at a reasonable figure. It is proposed to expend the available funds in dredging for main- tenance, should this be found necessary. July 1, 1913, balance unexpended---------------- --------------- $1, 813. 94 June 30, 1914, amount expended during fiscal year, for maintenance of improvement----------------------------- ------- 41. 31 July 1, 1914, balance unexpended----------------------- ---------- 1, 672. 63 CONSOLIDATED. July 1, 1913, balance unexpended------------------------------- 12, 927. 21 June 30, 1914, amount expended during fiscal year, for maintenance of improvement------------------------------- 5, 704. 56 July 1, 1914, balance unexpended-------------------------------- 7,222. 65 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement of Rondout Harbor__ 25, 000. 00 (See Appendix E 16.) 17. Wappinger Creek, N. Y.-Wappinger Creek is a small stream which empties into the Hudson River from the east about 64 miles by water, north of the Battery, New York City, and about one-half mile below the village of New Hamburg, N. Y. Its source is situ- ated about 30 miles slightly east of north from its junction with the Hudson River. It is obstructed at the village of Wappinger Falls, about 2 miles above the mouth of the creek, by a series of falls with an aggregate height of 862 feet above mean low water. Below the lower fall, which marks the head of navigation, the creek has a least width of about 90 feet and a greatest width of about 900 feet. Be- fore improvement this section of the creek had a navigable depth not exceeding 6 feet at mean low water through a winding channel but 1 Exclusive of the balance unexpended July 1, 1914. 228 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. from 25 to 75 feet wide. An annual freshet raises the level of the water at the head of the creek not exceeding 10 feet. The mouth of the creek is crossed by a solid fill and trestle bridge provided with a draw span built by the New York Central & Hud- son River Railroad, and about 1,000 feet above this bridge a highway crosses the creek over a solid fill having a draw span. The railroad bridge has a horizontal clearance of 40 feet and the higlhway bridge one of 48 feet. The section of the creek included in the project for improvement extends from the mouth to about 200 feet below a stone bridge at the lower fall. The original, which is also the existing, project for improvement is based upon report printed in House Document No. 25, Fifty-first Congress, first session. It was adopted September 19, 1890, and pro- vides for a channel 8 feet deep at mean low water and 80 feet wide, extending from the mouth to about 200 feet below the lower fall. Estimated cost, $13,000. The project was completed, without modifi- cation, April 30, 1892, at a cost of $13,000. References to examination or survey reports and maps or" plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Mouth to falls 1.. ............ .... ..... House... 225 Fifty-first..... First.... 1890 758 Side channel near head of navigation ...... .. do..... Mouth to falls.... ................. . .... 8 63 Fifty-ninth... ... do ....................... 1904 ........ 1051 1Basis of project adopted by Congress. 2Contains map. 8No map. There were no operations during the fiscal year. The expenditures during the year, amounting to $348.76, were in payment of expenses incurred preliminary to entering into contract for dredging and in part payment of office expenses. Up to June 30, 1914, $25,787.15 had been expended on the project; of this amount $12,787.15 was for maintenance. There was received from sales $1.50. The project was completed in 1892, since when the channel has been maintained by redredging to such extent as the available funds would permit. The maximum draft that could be carried June 30, 1914, at mean low water from deep water in the Hudson River to the head of the improvement is about 8 feet for an estimated width of probably less than 40 feet, except in the approaches to the railroad bridge, where it is probably 40 to 60 feet, and in the vicinity of the Brick Yard Dock, where the width is reduced to about 30 feet by a ledge which projects into the channel about 25 feet. It is estimated that the widths of the cuts dredged in 1911 have been reduced to the widths here given by the flowing in of the soft material of the adjacent flats. Mean range of tides at the mouth of the creek is about 3.3 feet. Annual freshets raise the level of the water at the head of navigation not RIVER AND HARBOR IMPROVEMENTS. 229 exceeding 10 feet. The head of navigation is at the bridge and lower fall, about 200 feet above the head of the improved channel. Length of improved channel about 2 miles. The tonnage and value of the commerce of this creek, mainly in cotton goods, building material, and fuel, as obtained from the best available information, is as follows: Year. tons. VShort alue. Year. Short tons. Value. 1904 ......................... 56,927 $7,955,975 1909 ..................... 45,395 $7, 476,733 1905 ...................... 49,562 4,872,903 1910................... . 33,085 1,964,030 1906 .................... 46,194 572,399 1911..................... 23,248 2, 290,639 1907 ..................... 44,493 445,765 1912.................... 46, 235 6, 521, 788 1908 ..................... 41,574 1 6,990,600 1913..................... 49,854 10,228, 820 I Increase due to more accurate returns from interested parties for 1908 than for 1906 and 1907. The improvement tends to keep railroad freight rates down. It is proposed to apply the amount estimated as a profitable ex- penditure during the fiscal year ending June 30, 1916, to maintenance by dredging the channel. July 1, 1913, balance unexpended------------------------------- $3, 562. 11 Received from sales--------------------------------------------- 1. 00 3, 563. 11 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ----------------------------------------------- 348. 76 July 1, 1914, balance unexpended --------------------------------- 3, 214. 35 July 1, 1914, outstanding liabilities-------------------------------- 96. 95 July 1, 1914, balance available ---------------------------------- 3, 117. 40 July 1, 1914, amount covered by uncompleted contracts------------ 2, 700. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_--------------------- 13, 500. 00 (See Appendix E 17.) 18. Tarrytown Harbor, N. Y. This harbor is located on the east shore of Hudson River, about 29 miles, by water, north of the Bat- tery, New York City, where the river is about 3 miles wide. It extends along the shore of the Hudson River for a distance of about 1 mile below Kingsland Point, and before improvement the maxi- mum available depth at mean low water over flats extending out from the shore 900 feet to 2,500 feet was about 6 feet, and the general depth over a considerable area of the flats was about 4 feet. The distance from the shore of the contour of 12 feet depth in the Hud- son River varies from about 2,000 feet to about 3,000 feet. A small stream, or rivulet, the Pocantico River, empties into the Hudson River on the harbor side of Kingsland Point. The source of the river is situated about 8 miles northeast of the point. The original, which is also the existing, project for improvement, is based on report with map printed in House Document No. 283, Fifty-sixth Congress, first session; also, without map, in Annual Report of the Chief of Engineers for 1900, page 1520, and was 1Exclusive of the balance unexpended July 1, 1914. 230 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. adopted March 3, 1905. It 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 north- erly and southerly connections with the Hudson River. Estimated cost, $26,000, increased in 1907 to $36,000, and $1,000 or $2,000 bien- nially for maintenance. This project has not been modified. There were no operations during the fiscal year. The expenditures during the year amounting to $174.18 were in payment of contingencies and in part payment of office expenses. Up to June 30, 1914, $35,851.15 had been expended on this project; of this amount $6,543.74 was for maintenance. There was received from sales $4.55. About 88 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; 12 feet deep for a width of 90 feet, and 10 to 12 feet deep for a width of 60 feet along the wharf front; 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 further distance of 100 feet in the northern arm. The dredged channels in the southern arm and along the water front have been reduced somewhat in width and depth by falling in of material from side slopes, and considerable shoaling has oc- curred in the dredged area of the northern arm. On June 30, 1914, a maximum draft, estimated at 11 feet at mean low water, was available for a width of about 60 feet in the southern arm and for a width of about 50 feet in the channel along the water front. In the northern arm the maximum available draft was about 5 feet. The length of the improved channel in the southern arm is about 2,500 feet, and along the water front about 1,500 feet. The head of navigation in this harbor is at the wharves along the water front. Mean range of tides is about 3 feet. The total length of projected channel is about 18 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. hort tons. Value. 1905 ......... ........... 71,201 $1,830,092 1910....... ............ 60,800 $321,900 1906....................... 79,714 384,979(?) 1911....................... 207, 145 4, 520, 217 1907.................... 86,076 3,641,915 1912.................. 176,243 4,556,891 1908................... 71,325 3,648,856 1913.................. 188,163 2,328,623 A slight reduction in freight rates has been reported as resulting from the improvement. The improvement makes it possible for ves-' sels of increased draft to reach the wharves. When additional funds are made available they will be applied to completing the improvement by deepening the uncompleted width of 60 feet in the channel along the water front and completing work in the northern arm by dredging the channel of this arm to its full jected width and depth; and to maintenance by redredging the im- proved channels where necessary. RIVER AND HARBOR IMPROVEMENTS. 231 July 1, 1913, balance unexpended __----------------__ ---- $326. 58 Received from sales . 00 1----------------------- 327. 58 June 30, 1914, amount expended during fiscal year, for maintenance of improvement------------------------------------------------174. 18 July 1, 1914, balance unexpended_ ___-___-__-______- -_____-___ 153. 40 July 1, 1914, outstanding liabilities . 34 6----------------------- July 1, 1914, balance available _------------------------ 147.06 Amount (estimated) required to be appropriated for completion of existing project--------------------------------------------__ 16, 543. 74 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance---------- 19, 000. 00 (See Appendix E 18.) 19. Hudson River Channel,New York Harbor.-TheHudson River empties into the Upper Bay of New York Harbor at the Battery, Manhattan Island, New York City. Its source is situated in the Adi- rondack Mountains approximately 250 miles in a direct line slightly west of north from the Battery. The section of the river included in the project for improvement under the title of "Hudson River Channel" extends from a line joining the Battery and Ellis Island to the northern limits of New York City, about 2 miles north of the mouth of Spuyten Duyvil Creek, a total distance of about 16 miles. The widths of the river in this section, measured between established pierhead lines, are, at the Battery, normal to the Man- hattan shore, 3,900 feet, gradually decreasing to 2,750 feet between Castle Point, N. J., and West Fourteenth Street, Manhattan, and 2,725 feet at West Fifty-ninth Street; then widening to 5,400 feet at Spuyten Duyvil Creek, whence it maintains a uniform width to the northern boundary of New York City. A depth of 40 feet at mean low water can be carried from the Atlantic Ocean through the easterly side of the stream up to West Nineteenth Street; thence to about West Fiftieth Street the channel of 40 feet depth and over lies in the westerly side of the river; thence to about West Seventy- fifth Street it lies in about midstream; and thence up to and beyond the northern limits of the section it is in the easterly side of the river. On the west shore from a short distance above Ellis Island to about opposite West Tenth Street, New York City, is a shoal covering about two-thirds of the channel width. The original ruling depths along the pierhead line are from 21 to 27 feet at mean low water, except in comparatively small areas in which private dredging has been resorted to. In a report dated January 9, 1913, printed in a pamphlet entitled " Decision of the Secretary of War in the Matter of the Application of the Hamburg-American Line and Others for the Extensions of the Existing Pierhead Lines on the New York and New Jersey Shores of the Hudson River, New York City," and favorably acted upon by the Secretary of War and the Chief of Engineers, the New York Harbor Line Board makes the following comment on this reach of the river: This shoal now narrows the fairway of the 40-foot channel required by the largest steamships to a minimum width of 1,100 feet near Franklin Street and 1 Exclusive of the balance unexpended July 1, 1914. 232 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. makes difficult, if not impossible, the entrance to slips there by the largest type of steamers. The removal of all or a portion of this shoal is required to make the use of long piers in this section available, and this can easily be effected by dredging. Such dredging would increase the cross-sectional area and decrease current velocities accordingly, so that the contraction which would be caused by the straightened lines would not be injurious. The board would therefore recommend such a rectification. The dredging should be provided for by Con- gress at an early date and the project for work in the lower Hudson modified accordingly. On the New Jersey shore from opposite West Tenth Street, New York City, to about opposite West Fiftieth Street the depths range from 33 to 43 feet along the pierhead line. At the latter point a shoal begins, gradually extending out into the stream until it reaches its maximum about opposite West One hundred and thirty-first Street where the 30-foot contour is 1,650 feet east of the west bulkhead line. From a point opposite West Eighty-seventh Street, New York City, the 18-foot contour extends outside of the pierhead line, reaching a maximum distance of 1,000 feet about opposite West One hundred and twenty-second Street. On the New York shore between West Twenty-third and West Thirtieth Streets the 30-foot contour is at an average distance of about 100 feet outshore of the pierhead line, and at West Thirty-fourth Street repeated dredging by local authorities from 50 to 100 feet outshore of the pierhead line is necessary to maintain a depth of 30 feet. Above West Thirty-fourth Street to West Seventy-fifth Street the 40-foot contour lies some distance out from the harbor line approved by the Secretary of War. In the waterfront between West Forty-fourth and West Forty-seventh Streets the depth along this line is from 32 to 34 feet at mean low water, and the 40 foot contour is about 1,000 to 1,200 feet out from the pierheads. The city of New York is now building a pier at the foot of these streets to accommodate large trans-Atlantic steamships which require a least depth of 40 feet in which to navigate. It is estimated this pier will cost in the vicinity of $2,000,000, exclusive of the value of the property purchased. A rock ledge comparatively small in area situated about 1,000 feet from Pier A at the Battery projects somewhat above the project depth of 40 feet at mean low water, and a short distance north of Spuyten Duyvil Creek, near the eastern shore of the river, a small shoal situated in about 16 feet of water is a menace to navigation. The original project for improvement adopted by act of March 3, 1875, provided for deepening the shoal along the Jersey City water front from the neighborhood of the Pavonia Ferry to a short dis- tance below the Cunard docks, over an area of 223,500 square feet, to a depth of 25 feet at mean low water. Estimated cost, $101,807.20. There was appropriated and expended under this project $25,000. Work thereunder was discontinued in 1877. The existing project, adopted by the river and harbor act of March 4, 1913, provides for a channel 800 feet wide and 30 feet deep at mean low water from deep water'off Ellis Island to Newark Street, Hoboken; the removal of a shoal in the water front of Hoboken, from the foot of Newark Street to Castle Point, to a depth of 40 feet; a channel 550 feet wide and 26 feet deep along the Weehawken- Edgewater water front; the removal of ledge rock about 1,000 feet southwest of Pier A. at the Battery to a depth of 40 feet; the re- moval of a shoal on the New York side, from West Nineteenth to RIVER AND HARBOR IMPROVEMENTS. 233 West Thirty-second Street, to a depth of 40 feet; and the removal of an obstruction north of Spuyten Duyvil Creek to the depth of the surrounding bottom. Estimated cost, $1,570,000. No estimate for maintenance is given, as the amount required can be determined only from experience. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered HouSenateorNo. Congress. Session. Year. Page. Opposite Jersey City ... . . . ............... ..... ..... 158 Forty-third... Second.. 2 1875 216 21882 719, Ellis Island to Fort Washington Point.... Senate.. 8118 Forty-eighth.. First.... 21884 Part 174 31885 791 Jersey City to Ellis Island ........ .... House... 3107 Fiftieth....... Second........ ....... Ellis Island to above Spuyten Duyvil ... do..... '719 Sixty-second. do.. .................. Creek.' 1Basis of project adopted by Congress. 2No map. 3 Contains map. The work accomplished during the fiscal year has resulted in dredging the approach channel in the northerly end of proposed im- provement along the Weehawken-Edgewater water front to a depth of 26 feet at mean low water for a width of from 42 feet to 84 feet, and in dredging the channel along the water front adjacent to the harbor line approved by the Secretary of War January 15, 1914, to a depth of 26 feet at mean low water for a distance of about 2,000 feet southward from its junction with the approach channel, and width of from 50 to 150 feet. This work is being carried on under contract which provides for the excavation of a through channel 26 feet deep at mean low water and at least 150 feet wide, the full width to which the dredging under this contract is to be carried being dependent upon the amount of work that can be done with the funds available after the channel of 150 feet width has been completed. The total amount expended during the fiscal year, including the payment of liabilities outstanding June 30, 1913, is $29,577.59, all for new work. On June 30, 1914, $32,404.28 had been expended under the existing project, all for new work. There was received on account of sales $30.44. The total expenlded up to June 30, 1914, on all projects for this locality is $57,404.28, all for new work. There was received from sales $30.44. About 5-1 per cent of the work proposed under the existing project has been completed, resulting in the removal of the shoal along the water front of Hoboken, N. J., from the foot of Newark Street to Castle Point, and in dredging the channel in the Weehawken-Edge- water water front as described on page 232 of this report. The maximum draft that could be carried on June 30, 1914, through the main channel from the Atlantic Ocean to the northern limits of New York City was not less than 40 feet at mean low water. 234 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The section of the channel included in the improvement along the water front of Hoboken, between the foot of Newark Street to Castle Point, has been deepened to 40 feet at mean low water. The mean range of tides at the Battery is 4.2 feet and at the mouth of Spuyten Duyvil Creek 3.7 feet. The length of the section included in the project for improvement is about 16 miles. The areas included in the improvement are located at various points within this section and do not in any case cover the whole width of the river. Naviga- tion in the Hudson River is connected with the Great Lakes and Lake Champlain by canal at Waterford, a short distance above Troy; N. Y. The distance from the Battery in New York City to Waterford is about 156 miles. The tonnage of the commerce handled in the Hudson River Chan- nel (North River) in 1912, as obtained from the best available in- formation, amounted to about 72,000,000 tons, of which 41,000,000 tons were handled from piers in Manhattan Borough, New York City, and 31,000,000 from piers in New Jersey at and above Jersey City to Fort Lee. As the result of a thorough canvass made in 1914, it appears that the total commerce in 1913, in the section of the Hudson River in- cluded in the project for improvement, amounted to 64,517,302 tons, valued at $2,958,075,917. Owing to the great variance in the character of the traffic in the North River, and the exceedingly large number of craft of all classes arriving at and departing from the various piers and passing through the channel to points beyond, it is impracticable to secure reliable in- formation on this subject. Of deep-draft vessels, the records of the New York and New Jersey Pilot Commissioners show that the num- ber of sailings in and out of New York Harbor in 1913 were as follows: Draft: Number of trips. 27 to 30 feet------------------------- --------------- ----- 809 31 to 33 feet--------------------------- 258 34 to 38 feet--------------------------------------------------- 58 Total------------------------------------------------------1, 125 The work accomplished under the project to June 30, 1914, has benefited the trans-Atlantic steamships by securing a depth which enables the largest of them to arrive at and depart from their berths in Hoboken at all stages of the tide. The improvement has had no effect on freight rates. The amount estimated as a profitable expenditure during the fiscal year ending June 30, 1916, is to be applied to continuing the dredg- ing of the projected channel in the Weehawken-Edgewater water front, it being necessary, for the reasons stated in the report upon which the project is based, that work once started here should be prosecuted to completion without interruption. In addition to this cash appropriation, it is recommended that a continuing contract in the amount of $250,000 be authorized, or in such larger amount as may be required to accomplish the additional work which Congress may wish to provide for at this time. As the result of experience it has been found that the area dredged to the depth of 40 feet over the shoal off Hamburg Avenue, Hoboken, in accordance with the approved project, is too small to permit of RIVER AND 1HARBOR IMPROVEMENTS. 235 easy maneuvering of the deep-draft vessels using that part of the harbor. The estimated cost of removing this shoal was $52,600. The work was done with one of the Government dredges belonging to the Ambrose Channel improvement, and at a saving of about $20,000. In order to further facilitate the movement of deep-draft vessels at this point, it is recommended that authority be given by Congress for dredging to a depth of 40 feet over a greater extent of this shoal area at a cost not to exceed the amount ($20,000) saved in the work previously done, to be paid out of any funds made avail- able for improving the Hudson River Channel. July 1, 1913, balance unexpended________________------------------------------ $197, 179. 46 Received from sales__ ________--------_________---- 24. 29 197, 203. 75 June 30, 1914, amount expended during fiscal year, for works of improvement_--_ _---------------_ 29, 577. 59 July 1, 1914, balance unexpended_________________________- 167, 626. 16 July 1, 1914, outstanding liabilities ___________________________ 15,912. 44 July 1, 1914, balance available_______________________________ 151, 713. 72 Amount appropriated by sundry-civil act approved Aug. 1, 1914__ 150, 000. 00 Amount allotted from appropriation made by the river and har- bor act approved Oct. 2, 1914_ -------------- 125, 000. 00 Amount available for fiscal year ending June 30, 1915---------- 426, 713. 72 July 1, 1914, amount covered by uncompleted contracts --------- 375, 684. 72 Amount of continuing contract authorization, act of Mar. 4, 1913_ 250, 000. 00 Amount appropriated under such authorization ----------------- 150, 000. 00 Amount yet to be appropriated ____________- ---- __- 100, 000. 00 Amount (estimated) required to be appropriated for completion of existing project- - ---__ ---- 1, 095, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement____ -- __________ 1 2250, 000. 00 (See Appendix E 19.) 20. Removing sunken vessels or craft obstructing or endangering navigation- (a) Wrecks of five canal boats in Whitehall Harbor, N. Y.-These boats, the Frankie J. Smith, H. B. Bates, May and Annie, A. J. Taft, and Shovah Bros., were reported to the Department September 10, 1912. The United States district attorney secured the indictment of the owners of three of these wrecks. The owner of the H. B. Bates pleaded guilty, and was discharged by the court under a suspended sentence. All of the wrecks have been removed under informal agreement, but the Shovah Bros. and the H. B. Bates had not been finally disposed of on June 30, 1913. The Shovah Bros. was burned after hauling out and the H. B. Bates was hauled out on Chapman Marsh a safe distance from navigable waters, this work being com- pleted July 26, 1913. (b) Wreck of canal boat H. K. Martin.-This boat was reported to the department April 28, 1913, as endangering navigation in 1 Exclusive of amount available for fiscal year 1915. 2 Of this amount $100,000 is for appropriation in the next sundry-civil act for con- tinuing contract work authorized by the river and harbor act of 1913. 286 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Whitehall Harbor, N. Y. The reported owners were directed to remove the wreck, but as there appeared to be some question as to ownership, the matter was referred to the United States district at- torney for action. The wreck had been removed under informal agreement, on June 30, 1913, but had not been finally disposed of. Final disposal was completed July 31, 1913. (c) Wreck of canal boat in Rondout Creek (name unknown) .- This wreck was reported to the Department May 3, 1913, as likely to become a menace to navigation, but subsequent inspection did not confirm this view. Allotment was held on June 30, 1913, awaiting future developments. On September 25, 1913, the wreck had been so secured as to render it improbable that it would become an ob- struction to navigation. This was accomplished without extra cost to the United States, and the allotment of $50 was accordingly with- drawn by the Chief of Engineers, October 22, 1913. (d) Wreck of canal boat in Hudson River off West One hundredth Street, New York City (name unknown).-This wreck was reported on August 5, 1913, as endangering navigation in the Hudson River off West One hundredth Street, New York City. Investigation showed that it constituted a very serious menace to navigation. Its removal was completed August 8, 1913. (e) Wreck of steam canal boat " Robert Rogers."-This wreck was reported on September 13, 1913, as obstructing navigation in the Bronx River in the vicinity of East One hundred and seventy- fourth Street, New York City. Investigation showed that the boat took fire while loaded with lime and sank at a point where it became a constant menace to navigation. It also appeared that the owner had turned over the boat and cargo to the underwriters and that the latter had caused the removal from the wreck of the boiler, en- gines, and other property of value. Both the owner and the under- writers were furnished with a copy of the laws relative to wrecks and notified as to their responsibility in the matter. Both relin- quished all claims to the wrecked and dismantled boat. Removal was completed by the United States June 30, 1914, a on which date there had been expended on the wreck $926. The matter is to be referred to the United States district attorney for action to secure reimbursement from the parties responsible for the wreck for the expenses incurred in its removal. (f) Wreck of old ferry rack in Westchester Creek, N. Y.-This wreck was reported on September 30, 1913, as endangering naviga- tion in Westchester Creek, N. Y. Investigation showed that the obstruction consisted of an old ferry rack which had been illegally placed in the waterway and that it constituted a serious menace to navigation. The parties considered responsible for the illegal act were advised as to the law relating to obstructing navigable waterways. They dis- claimed ownership or responsibility. The wreck was accordingly removed by the United States, at a total cost of $280, removal being completed January 29, 1914. The matter is to be placed in the hands of the United States dis- trict attorney for such action as may be necessary and with a view of securing reimbursement from the parties responsible for the wreck for the expenses incurred in its removal. RIVER AND HARBOR IMPROVEMENTS. 237 (g) Wreck of canal boat "-W. Balch " in Hudson River, off West One hundred and thirtieth Street, New York City.-This wreck was reported on October 21, 1913, as menacing navigation in the Hudson River off West One hundred and thirtieth Street, New York City. Investigation showed that the wreck constituted such a serious menace to navigation that immediate removal was advisable. Its removal was completed October 23, 1913. (h) Wreck of old catamaran off West One hundred and fifty-fifth Street, New York City (no name).-This wreck was reported October 27, 1913, as endangering navigation in the Hudson River off One hundred and fifty-fifth Street, New York City. Investigation showed that it had been picked up and temporarily secured to a pier by lines. In order that it might not again become a menace to navi- gation immediate removal from navigable waters was necessary. Removal was completed November 28, 1913. (i) Wreck of old barge in Hudson River off Pier A, New York City (name unknown).-This wreck was reported on February 23, 1914, as endangering navigation in the Hudson River off Pier A, New York City. Investigation showed that it had been picked up and temporarily secured to the pier. In order that it might not again become a menace to navigation immediate removal was neces- sary. Removal was completed February 25, 1914. (j) Wreck of old crib at Sunken Meadow, East River, N. Y.- This wreck was reported on April 28, 1914, as menacing navigation in the East River at the northerly entrance to Sunken Meadow Kills about opposite East One hundred and thirty-second Street, New York City. Investigation showed that the wreckage consisted of a large piece of crib aground on the rocks in that vicinity and that there was great danger that it might be moved into the navigable channel by a storm or high tide and become a very serious menace to navigation, and therefore immediate removal was considered necessary. The wreck had been removed but had not been finally disposed of on June 30, 1914. (k) Wreck of old schooner on Sunken Meadow, East River, N. Y. (name unknown).-This wreck was reported January 6, 1914, as menacing navigation in the East River at Sunken Meadow. Investi- gation showed that the wreck consisted of the hull of an old schooner which had been lying in this vicinity for about 20 years and had been shifted to this position during a storm on December 25, 1913. There was great danger that another storm might carry it into navigable waters, where it would become a very serious menace to navigation. Steps were accordingly taken for its removel, but when the contractor was about to commence work it was discovered that the wreck had disappeared. There had been allotted for this work $415. Of this amount, $414.85 was returned to the Treasurer of the United States May 29, 1914. (See Appendix E 20.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED MARCH 3, 1909, JUNE 25, 1910, AND JULY 25, 1912. Reports on preliminary examinations and surveys required by the river and harbor acts approved March 3, 1909, June 25, 1910, and 238 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 25, 1912, 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 East River and Little Hell Gate, N. Y., and resurvey of Hell Gate, including any ledge or ledges near to the westerly shore.-Reports dated August 12, 1909, and March 2, 1912, with maps, are printed in House Document No. 188, Sixty-third Congress, first session. A plan of improvement at an estimated cost of $13,400,000 is presented. 2. Preliminary examination of Milton Harbor and Mill Creek, N. Y.-Report dated March 27, 1912, with map, is printed in House Document No. 195, Sixty-third Congress, first session. The im- provement of this locality by the United States in the manner pro- posed is not deemed advisable at the present time. 3. Preliminary examination of Salmon River, N. Y., at and below Fort Covington.-Report dated August 23, 1913, with map, is printed in House Document No. 275, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner de- sired is not deemed advisable at the present time. 4. Preliminaryexamination of Great Chazy River, N. Y., from the v'illage of Champlain to the mouth thereof.-Report dated August 23, 1913, with map, is printed in House Document No. 285, Sixty- third Congress, first session. The improvement of this locality by the United States in the manner desired is not deemed advisable at the present time. 5. Preliminary examination and survey of Hudson River at Ossin- ing, N. Y.-Reports dated April 27, 1911, and October 14, 1913, with map, are printed in House Document No. 350, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $79,700, with $1,000 annually for maintenance, 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 acts approved June 25, 1910, July 25, 1912, and March 4, 1913, as follows, and reports thereon will be duly submitted when received: 1. Harborat Port Henry, N. Y. 2. Westchester Creek, N. Y. 3. PlattsburgHarbor and vicinity, on Lake Champlain, for a deep- water connection with suitable terminals that are to be established at Plattsburg, N. Y., in connection with the New York State Barge Canal. 4. Rondout Harbor, N. Y., from the Hudson River to the head of navigation. 5. Westchester Creek, N. Y., with a view to providing a channel width of 150 feet up to the point where it is crossed by the Fort Schuyler Road. IMPROVEMENT OF RIVERS AND HARBORS IN THE SECOND NEW YORK, N. Y., DISTRICT. This district was in charge of Col. S. W. Roessler, Corps of Engi- neers. Division Engineer Col. William M. Black, Corps of Engi- neers. Assistants, Maj. E. J. Dent, Corps of Engineers, since April 20, 1914; and Capt. E. D. Ardery, Corps of Engineers. RIVER AND HARBOR IMPROVEMENTS. 239 1. New York Harbor, N. Y.-There are two improved entrance channels to New York Harbor, the Main Ship-Bayside-Gedney Channel, and the new Ambrose Channel; the Swash-South Channel, with about 22 feet available depth, has not been improved. 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. These channels had widths of 500 feet or more, and up to about 1.875 were considered sufficient for any existing commerce. With the building of larger and deeper ships navigation of channels of such depth became difficult and restricted, and by 1884 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, a total distance of 15 miles, 6 miles of which had sufficient natural depth, 9 miles requiring improvement. 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 22 years since completion of project in 1892 is $1,118,706.34. 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 completion of Ambrose Channel renders it much less neces- sary to maintain these channels to the full projected width and depth. No work upon them has been required for the benefit of navigation during the past year, and none has been done. 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, N. Y., for maintenance, includ- ing Ambrose Channel." 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 channel, to be 2,000 feet wide and 40 feet deep at mean low water, It 240 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. - 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 $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 has sufficed to complete the construction of the channel. Ambrose Channel was completed April 17, 1914, to the project width of 2,000 feet and depth of 40 feet. The material dredged con- sisted of sand, mud, and loose stones, and the total amount excavated was 66,060,961 cubic yards. Since April 17, 314,400 cubic yards of sand have been removed from points where the channel banks were liable to run in and from points in mid-channel where the depth is but 40 feet at mean low water and therefore less than 40 feet at average low water of spring tides. To June 30, 1914, $5,210,358.30 has been expended in building four dredges and in excavating 66,375,361 cubic yards of material. This sum is the net expenditure, the gross expenditure being reduced by receipts for sale of one of the dredges and amounts paid for lease of other dredges. Amount expended during the fiscal year: Improving Ambrose Channel _______________ $38, 770. 12 Reimbursable -- 61. 21 1------------------------------- $38, 608. 91 Maintenance New York Harbor-------------- 134, 571. 96 Reimbursable ------------------------------- 3, 128. 57 131, 443. 39 Net expenditures----------------------------------- ---- 170, 052. 30 During the year ending June 30, 1914, but one of the four dredges built for Ambrose Channel was at work upon that channel; one had been sold to another district; two were leased to other channel works where the emergency was deemed greater than at the nearly com- pleted Ambrose Channel. The amount excavated from Ambrose Channel during the year was 1,770,451 cubic yards, of which 1,456,051 cubic yards were excavated in completing the projected channel, and 314,400 cubic yards in maintaining it. This work was done by hired labor with Government plant. Ambrose Channel now has a depth of 40 feet at mean low water and width of 2,000 feet throughout its entire length of 38,000 feet. It is 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 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, RIVER AND HARBOR IMPROVEMENTS. 241 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. These regulations applied to the channel under construction. The river and harbor act of 1913 specifically authorized the issuance of such regulations for the completed channel, and accordingly regula- tions applicable to the completed channel were issued by the Secre- tary of War April 17, 1914. Ambrose Channel is now safely navigated by the largest steam- ships during night as well as by daylight, and under all conditions except in very dense fogs. Removal of submerged reef in North River, near Pier A, Man- hattan.-This reef, with an original depth of 28.8 feet, was wholly removed to 40 feet depth, funds from Ambrose Channel appropria- tions being applied to the work in accordance with acts of Congress of July 1, 1902, and March 3, 1905. The work was completed in December, 1909, at a total expenditure of $43,979.12, out of which $2,500 was recovered from sureties on a failing contract, making the total net cost to the United States $41,479.12. Maintenance.-Under the terms of the river and harbor act of June 25, 1910, the maintenance of Main Ship-Bayside-Gedney Chan- nel and of other channels included in the former project was con- solidated with that of Ambrose Channel. The maintenance of these channels will be continued in the order of necessity and importance. As nearly as can now be estimated, the cost of this work will not exceed $200,000 a year. It will be done with Government plant. The funds available, with prospective receipts from rental of leased dredges, will be sufficient for the year ending June 30, 1916, and no further appropriation is asked for at this time. The length of the part of New York Harbor included within the limits of the project (from Atlantic Ocean to the Battery, New York City) is 221 miles. The dredging has extended over 15 miles of this route, including Ambrose Channel. The mean rise of tide is 41 feet. Commercial statistics.-The foreign exports and imports for the port of New York during the year ending June 30, 1914, amounted approximately to 15,552,676 short tons, valued at $2,140,243,057, be- ing an increase over the valuation of 1886, before improvement of the harbor entrance was begun, of $1,299,966,365. The entire cost of this improvement up to this date is less than two-thirds of 1 per cent of the increase in valuation of annual foreign commerce alone for this port since the improvement was begun, and is less than one-half of 1 per cent of the present annual value of foreign commerce. No detailed statistics of domestic and local commerce are kept. Recent compilations from reliable sources indicate an approximate annual tonnage for the port of New York of somewhat over 90,000,000 tons. It is impossible to estimate the effect of the improvement upon freight rates. During 1913, 197 different ships, with drafts of 27 feet or more, made 863 trips outward and 262 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. 60993--ENG 1914----16 242 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. HouSenatorNo. Congress. Session. Year. Page. Main Ship-Bayside-Gedney Channels .............. ...................... 1 1893 1065 (30-foot channels via Sandy Hook). (Maintenance project adopted and a:)- proved by Chief of Engineers July 20, 1892.) Position of channels located ......................... .... ................ ......... 21903 914 Ambrose Channel, N. Y., formerly known House... 2243 Fifty-fourth... Second.. 1 1897 1053 as East Channel. Do..................................do 2 159 Fifty-fifth..... Third ... 11899 1279 Published maps of channel, showing 21903 914 progress of work, etc. .............. 1909 1092 .. 199.09 1No map. 2Contains map. MAINTENANCE, INCLUDING AMBROSE CHANNEL. July 1, 1913, balance unexpended---------------------------- $516, 611. 21 Received by Treasury settlements, transfers, and sales----------- 15, 422. 57 532, 033. 78 June 30, 1914, amount expended during fiscal year: Reimbursable (settled) ------------------------ $14, 000. 99 For maintenance of improvement---------------134, 571. 96 148, 572. 95 July 1, 1914, balance unexpended-............--- --------- 383, 460. 83 July 1, 1914, outstanding liabilities --- 3, 752, 50 July 1, 1914, balance available--------------------- -- 379, 708. 33 July 1, 1914, amount covered by uncompleted contracts ....... _... 24, 780. 50 AMBROSE CHANNEL. July 1, 1913, balance unexpended------------------- $63, 359. 49 Received since by Treasury settlements-__ 269, 416. 48 332, 775. 97 June 30, 1914, amount expended during fiscal year, for works of im- provement-------------------------- ---------------------- 38, 770. 12 July 1, 1914, balance unexpended ---------------------- 294, 005. 85 July 1, 1914, outstanding liabilities------------------- 4, 826. 75 July 1, 1914, balance available-------------- -- - 289, 179. 10 (See Appendix F 1.) 2. Channel in Gowanus Bay, New York Harbor, N. Y.--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. RIVER AND HARBOR IMPROVEMENTS. 243 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 mean rise of tide is 4 feet. 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 with a 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. In addition to this amount, the sum of $256,100' was expended on Gowanus Creek and Canal and Buttermilk Channel. The existing project adopted by the river and harbor act of 1899 without preliminary examination, 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 exceeding $2,500,000. 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. November 24, 1906, the last of the dredges was withdrawn from the work; the plant had been sold by the contractors, and the new owners refused 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 of 1907 and 1909 were expended in dredg- ing these channels 35 feet deep for a width of 1,200 feet. The proj- ect of 1899 remains unchanged as to location of work, area, and depth; the estimated cost of completion has been changed. A contract for further widening and deepening these channels was made, and dredging was begun August 6, 1913, and is still in progress. During the year 1,305,595 cubic yards of sand and mud were excavated under this contract, from which a certain amount of overdepth excavation, to be determined from soundings, is to be deducted before final payment. Bay Ridge Channel was made 40 feet deep in the upper three-fourths mile of its length, and for one- fourth its width in the next mile. Red Hook Channel was made 40 feet deep for full width in its lower 800 feet. The total amount expended under the project of 1899 is $2,710,- 600.02 and the amount excavated is 20,368,005 cubic yards. The total amount expended on all projects to June 30, 1914, is $4,056,700.02. Both channels have been dredged to 35 feet depth for their full -length and width; about 70 per cent of Bay Ridge Channel and about 20 per cent of Red Hook Channel have been further deepened to 40 feet. The project is regarded as 83 per cent completed. The excavation made is 92 per cent of that originally estimated as required; the difference, 9 per cent, includes overdepth dredging not paid for, about 6 per cent, and maintenance, about 3 per cent. The result of work already done has been to enlarge Bay Ridge Channel from 26 feet deep and 800 feet wide to 35 feet deep and 1,200 244 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. feet wide, with 40 feet depth for two-thirds that width, and to en- large Red Hook Channel from 26 feet deep and 400 feet wide to 32 feet deep and nearly 1,200 feet wide, with one-fifth its length made 40 feet deep. The maximum available depth through Bay Ridge Channel is 40 feet; through Red Hook Channel 33 feet., The usual variations of tide are 44 feet; the length of the improvement is 44 miles. 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 separate 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. 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, which involved an increase in the estimate of $959,000, making the entire cost for the 1899 project $3,459,000. COMMERCIAL STATISTICS. The commerce of this part of the port of New York consists of cotton, sugar, coffee, coal, and miscellaneous freights, amounting in 1913, to 6,651,469 tons, two-thirds of which represents transactions with foreign ports; over 3,000,000 tons of local freight pass through these channels to points beyond. References to examination and survey reports and maps or plans. Annual reports Congressional documents of Chief of Engineers. Section covered. House or oNo. HouSenater r Congress. Session. Year. Page. Improving Bay Ridge Channel and Red House... 1337 Fifty-fourth... Second.. 21897 1177 Hook Channel, New York Harbor. (Published map shows progress) .......................... ............ 1 16 1Contains map. 2No map. The amount estimated as a profitable expenditure for the year ending June 30, 1916, is designed for widening Bay Ridge Channel with 40 feet depth below Sixtieth Street and for such deepening of RIVER AND HARBOR IMPROVEMEN TS. 245 Red Hook Channel as can be acc6mplished with the funds made available, all being new work under the adopted project. July 1, 1913, balance unexpended------------------------------ $370, 821. 32 Received from sales ------------------------------------------ 2. 45 370, 823. 77 June 30, 1914, amount expended during fiscal year: For works of improvement ....... - $225, 599. 68 Repayment of loan (outstanding June 30, 1913) to Jamaica Bay, N. Y----------------------- 24, 813. 00 250, 412. 6 July 1, 1914, balance unexpended ---------------------------- 120, 411.09 July 1, 1914, outstanding liabilities --------------------------- 41, 311. 16 July 1, 1914, balance available ------------------------------ 79, 099. 93 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_.. __-------___-- -____ ____150, 000, 00 Amount available for fiscal year ending June 30, 1915----------- 229, 099. 93 July 1, 1914, amount covered by uncompleted contracts------------ 62, 134. 00 Amount (estimated) required to be appropriated for completion of existing project____________________________ --- 509, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement__. -__________-- - -1 150, 000. 00 (See Appendix F 2.) 3. Coney Island Channel, New York Harbor.-This channel lies immediately south of Coney Island, at the southwestern extremity of Long Island, and is the northerly one of five channels which cross the bar between New York lower bay and the ocean. It had a natural available depth of about 10 feet in a narrow channel, the shoalest part of which was at the west end. In 1900 the shoal end of the channel was dredged 14 feet deep and 500 to 560 feet wide, and in 1905 it was again dredged to a width of 400 feet. When surveyed in 1906 the least depth on the western of two bars in the channel was about 122 feet at mean low water and about 16 feet on the eastern bar. The present project for improvement was adopted March 2, 1907, and as described in the report printed in House Document No. 442, Fifty-ninth Congress, second session, and in the Annual Report of the Chief of Engineers for 1907, page 145 (without map), provides for dredging a channel 20 feet deep at mean low water and 600 feet wide, with side slopes of 1 on 3 from deep water in the lower bay to deep water in the Atlantic Ocean, at an estimated cost of $168,300, and $20,000 annually for maintenance. This project has not been modified. The river and harbor act of March 2, 1907, appropriated $188,300 for this work, being the entire estimated cost for completion of the channel, and for one year's maintenance. A contract for the neces- sary excavation, about 529,000 cubic yards, was entered into at rate of 27.4 cents per yard. This contract was terminated by a supple- mental agreement of August 27, 1908, after 148,211 cubic yards had been excavated, the reason being that the part of the channel dredged in 1907 had wholly filled in by June, 1908. It was therefore pro- posed to defer further work until some United States seagoing dredge could be assigned to it and the work thus be done at lower rate. 1Exclusive of amount available for fiscal year 1915. 246 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The cost of annual maintenance of this channel can not be de- termined until after the original excavation has been completed. It has been roughly estimated at from $20,000 to $50,000. During the past fiscal year no dredging was done. Examinations of the channel, made from time to time, show a slight tendency to fill. Up to June 30, 1914, $111,371.21 had been expended on this project, about $10,000 of which was for maintenance. The available funds will, it is believed, be sufficient to complete the channel. No appropriation is asked for for the fiscal year ending June 30, 1916. The project is regarded as about one-half completed. The maximum draft which could be carried through this channel June 30, 1914, was 18 feet at mean low water; through the western part, which was naturally 9 to 12 feet deep, and where the dredging has been done, there is an available depth of 20 feet. The mean rise of tide is about 49 feet. The total length of projected channel is 1 miles. Coney Island Channel has no distinctive head of navigation; it is a connecting channel between New York Harbor and Jamaica Bay, and for dump scows between the harbor and the ocean. The project was intended to secure a sufficient channel for the use of tows, principally dump scows entering and leaving New York Harbor, in order to free the main channels from this class of navi- gation. It is also used, and will be for many years, as the communi- cating channel between Jamaica Bay and New York Harbor, and is the general route for transporting garbage and refuse to the Bar- ren Island disposal works and for summer excursion boats to and from Coney Island and the Rockaway Beaches. The commerce through Coney Island Channel consists mainly of ashes and garbage to the Barren Island disposal works, of fuel and building materials, and general merchandise, amounting in 1913 to 816,132 short tons. During the summer months six steamers regularly carry excursion- ists to the shore resorts at Coney Island and Rockaway Beach; the number carried by boat in 1913 was 1,243,398. The effect of the improvement upon freight rates is small and in- determinable. July 1, 1913, balance unexpended- 376. 47 $7------------------------------ June 30, 1914, amount expended during fiscal year, for works of im- provement ------------------------- 2, 410. 68 July 1, 1914, balance unexpended --- ------------ 76, 965. 79 (See Appendix F 3.) 4. Harbors at Port Jefferson, Mattituck, Huntington, and Flush- ing Bay, N. Y.--(a) Port Jefferson Harbor.-This is 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 RIVER AND HARBOR IMPROVEMENTS. 947 wharves of Port Jefferson village. Width at entrance channel about 450 feet. The first project for improvement was adopted in 1871 and com- pleted in 1883 at a total cost of $79,000. Two jetties were built to shelter the inlet channel, one east of the inlet, 1,390 feet long, and one west, 940 feet long, both of scant cross section. A channel 8 feet deep at mean low water and 100 feet wide was dredged through the inlet and shoal outside. The existing project for improvement, adopted September 19, 1890, and modified August 18, 1894, provides for dredging a channel through the harbor entrance 12 feet deep and 200 feet wide, to be protected by 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, 1914, $97,506.62 had been expended on the present project; of this amount $6,136.07 was for maintenance. There were no operations during the year. Total expenditures on all projects to June 30, 1914, $176,506.62. 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. 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, 1914, is probably 11 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 21 miles. Commercial statistics of Port Jefferson Harbor for various years are given in the following table: Year. Short tons. Value. Year. Short tons. Value. 1903.... ....... ..... 46,670 $776,000 1909.................. 129,365 $1,&36,550 1904.................... 8,832(?) 90,424(?) 1910................... 56,935 815,900 ......... 1905............... 19,650(?) 565,700(?)19111.. ............................ 1906.................. . 118,705 2,544,900 1912................... 21,591 842,541 1907 ........ .......... 95,455 1,066,665 1913........ .... ...... 21,793 999,562 1908.................... 127, 230 1, 536, 000 1Statistics were invited, but few replies received; there was, probably, no material difference from report of 1910. Freight rates have probably been reduced as a result of this im- provement. 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 1903, page 866. -248 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARM Y. References to examination and survey reports and map or plans. Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Entrance....... ................ ............. None .... . ... ................ 11889 751 Do ............... ...................... .... .... .... ..... ........... 2 1903 866 I No maps. 2Contains maps. It is proposed to expend the amount estimated as a profitable ex- penditure for the fiscal year ending June 30, 1916, on maintenance of the entrance channel by dredging and on breakwater repairs where necessary. July 1, 1913, balance unexpended----------------------------$8, 793. 57 June 30, 1914, amount expended during fiscal year, for works of improvement ------- -------------------------------------- 143. 84 July 1, 1914, balance unexpended_- ---------------- , --- 8, 649. 73 Amount (estimated) required to be appropriated for completion of existing project-------------------------------------- 44, 773. 29 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement------------------- 110, 000. 00 (b) Mattituck Harbor.-This harbor is a tidal inlet on the north side of Long Island, about 70 miles east of New York City, extend- ing in a southerly direction from Long Island Sound to the village of Mattituck, a distance of about 2.25 miles. Originally a milldam and fixed bridge obstructed the creek about 1 mile above its mouth. Before improvement the entrance 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 width of the stream below the milldam was about 150 feet; above the milldam about 400 to 600 feet. The existing project, adopted June 3, 1896, provides for a channel 7 feet deep at mean low water from the entrance to the dam and 7 feet deep at mean high water above the dam to the village, the width to be 80 feet, except near the mouth, where it is increased to 100 feet; the entrance channel to be protected by two 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. This was done prior to any operations above this point. Estimated cost to the milldam, $134,200. This project has not been modified. In November, 1910, a severe storm from the sound caused a heavy wash of water between the jetties and over the easterly one and re- sulted in the undermining and destruction of about 18 feet of the fence dike at the south end of the westerly jetty. Similar storms later on destroyed practically all of this fence. 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS 249 Up to June 30, 1914, $119,696.22 had been expended on the project; of this amount $24,739.82 was for maintenance. Under a contract for dredging and jetty construction work was begun August 14, 1913, and completed May 9, 1914. This work resulted in the restoration of the channel north of the old mill to project dimensions. The channel lying between the old mill and the village, in which no previous work had been done, was dredged to a depth of 7 feet at mean high water, and 80 feet wide, thus completing the channel for its entire length. The amount of material removed for both sections of the channel was 92,024 cubic yards; redredging, 53,030 cubic yards; new work, 38,994 cubic yards. The west jetty was extended shoreward to the high bank line, a distance of 450 feet. The old work had been built to an elevation of 7 feet above mean low water; the extension was made the same height where it connected with the old work, and thence to its inner end gradually raised to an elevation of 8 feet at mean low water. In this extension 2,404 tons of stone were used. Work on the east jetty consisted in repairing and raising the exist- ing structure. The outer 275 feet were repaired and raised to an elevation of 8 feet above mean low water. Thence the inner 500 feet were gradually raised to 9 feet at the shore end. The amount of stone placed in the east jetty was 2,034 tons. The project is practically complete. The west jetty is 1,130 feet long,, the east jetty 775 feet. The total length of the completed channel is 11,550 feet. The maximum draft that could be carried June 30, 1914, from the entrance to the old mill is about 7 feet at low water, thence to the head of the channel, at the village, about 2.5 feet at low water. The mean range of tides north of the old mill is about 4.8 feet, south of this point about 4.5 feet. The harbor is now used to a limited extent for refuge and anchor- age purposes, and it is understood a small passenger boat has been put in service between Mattituck and the north shore of Long Island Sound. Commercial statistics for Mattituck Harbor for various years are given in the following table: Year. Tons. Valuation. Year. Tons. Valuation. 1904........................... 56,602 $2, 041,766 1909............. ...... 1,475 ........... $23,6f0 1905............... ............ .... . .... 1910. ........ ................ 3,265 27.30 1906 ........................ .. .... . ..... 1911........................... 9,360 145,12 1907...... ........... ................... 1912......................3,900 75,150 1908 ...................... 1,100 22, 000 1913 1.... .................. 726 5.62 probably due to bad condition of entrance channel before dredged. 1 Falling off It is not believed that the improvement will have much, if a ny, influence on freight rates. For detailed description of this work see Annual Reports of the Chief of Engineers for 1891, page 843, and 1897, page 1095. It is proposed to expend the amount estimated as a profitable ex- penditure for the fiscal year ending June 30, 1916, on works of main- tenance. This work will embrace the entire section under improve- 250 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ment, including jetty repairs, or to such portion as may require additional work. July 1, 1913, balance unexpended. _________ $40, 372. 17 Received from sales, etc ------------------ __ -___________ 3. 76 40, 375. 93 June 30, 1914, amount expended during fiscal year: For works of improvement_______________________ $19, 169. 94 For maintenance of improvement__..__________ 16, 139. 00 35, 308. 94 July 1, 1914, balance unexpended-------------------------------- 5, 066. 90 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_____________________ 10,000.00 (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, 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 1 miles from the entrance southward, thence gradually decreasing to zero toward the head of the harbor. Width at entrance about 150 feet. In 1872 the first project was adopted, under which, in 1873, a shoal at the harbor entrance was removed and a channel 2,200 feet long, 130 to 150 feet wide, and 8 feet deep at mean low water was dredged up to the town landings at a total cost of $22,500. In 1884 this chan- nel had completely filled up. The present project, adopted September 19, 1890, provides for dredging and maintaining a channel 8 feet deep at mean low water and 100 feet wide up to the upper wharves, to be protected by piling, if necessary. Estimated cost, $32,000. This project has not been modified. Up to June 30, 1914, $46,415.60 had been expended on this project; of this amount $16,926.54 was for maintenance. The total amount expended on all projects to June 30, 1914, is $68,915.60. 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 8 feet and approximate width of 100 feet. During the fiscal year the ch'annel was dredged through the inlet, and this work resulted in the restoration of practically 2,200 feet to project depth and dimensions. In accomplishing this work 10,552 cubic yards of material was excavated under contract. 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 25i The maximum draft that could be carried June 30, 1914, over the shoalest part of the improved channel is estimated at about 8 feet at mean low water to the upper wharves. 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 2 miles. Commercial statistics for Huntington Harbor for various years are given in the following table: Year. tons. Value. Year. tons. Value. 1897 ........... ........... 23,584 $473,109 1907 ................ ........ 96,196 $1,901,061 1899........................ 46,500 605,000 1908......................... 38,316 413,218 1900......................... 45,600 768, 000 1909-....................... 43,289 476,414 1901......... .... .... 52,000 875,800 1911......................... 50, 542 548,072 1903 ........................ 66,000 1,086,000 1912.................. ..... 36,716 674,367 1904 ........................ 94, 950 2, 818,250 1913 ........................ 68, 504 535, 637 1906 ........................ 105,212 2,774, 850 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. A sketch of the harbor is shown in House Document No. 827, Sixty-first Congress, second session. References to examination and survey reports and maps or plans. Annual reports Congressional documents. of Chief of Engineers. Section covered. Housenor No. Congress. Session. Year. Page. Inlet to village wharves ................... House... 1827 Sixty-first.... Second... ....... 6 3,500 feet of head of harbor-............... ... . ........ ..... . ........... .- 1893 976 Do ................................... ............................... ..... 1904 1023 1 Contains maps. It is proposed to expend the amount estimated as a profitable ex- penditure for the fiscal year ending June 30, 1916, on maintenance of the channel by dredging at such localities as will afford the greatest benefit to general navigation, these localities to be determined from surveys made at the proper time. July 1, 1913, balance unexpended-----------------------------_ $7, 482. 05 June 30, 1914, amount expended during fiscal year, for maintenance of improvement _ ------------------ ------------------- 5, 479.16 July 1, 1914, balance unexpended-------------------------------- 2, 002. 89 Amount that can be profitably expended in fiscal year ending June ............. 30, 1916, for maintenance of improvement--- '5, 000. 00 1 Exclusive of the balance unexpended July 1, 1914. 252 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (d) 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 origi- nal channel, not well defined, being not much greater than elsewhere in the bay. Before improvement the controlling depth up to Flush- ing was 3.9 feet at mean low water. Flushing Creek, a tidal stream about 250 feet wide at its mouth, flows into the head of the bay. The head of navigation on the creek is about 3.5 miles above its confluence with the bay. Before improve- ment the depths in the creek were for the most part as great or greater, except near its head, than through the open bay. The project, adopted March 3, 1879, and modified September 19, 1888, and June 9, 1891, provided 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, 1913, $173,652.28 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, 1913, for maintenance is estimated at $24,985.54. There was expended during the fiscal year 1913 on this project $1,064.54, of which an estimated sum of $26.75 was for maintenance. This project was practically completed. (See Annual Report of Chief of Engineers for 1912, p. 239.) The existing project was adopted March 4, 1913, in accordance with report printed in House Document No. 1333, Sixty-first Con- gress, third session, and provides for enlarging the channel between the East River and the Main Street Bridge of the Long Island Rail- road, and for certain specified changes in the old dike which parallels the channel through Flushing Bay. The channel through the bay and in the creek between the East River and the Broadway Bridge is to be 200 feet wide and 10 feet deep at mean low water; thence continuing upstream the section between the Broadway Bridge and the Main Street Bridge is to be 200 feet wide at the former, with a gradual narrowing to the latter, with depth of 7 feet at mean low water. This convergence of channel lines is based on a uniformly dimin- ishing width from 200 feet at the Broadway Bridge to 100 feet at the head of navigation 1 mile south of Strong's Causeway. The dike work is to consist in the construction of about 1,300 linear feet of new dike, the repair of 2,765 linear feet of old dike, the reconstruction of 1,600 linear feet of old dike, and the removal of 375 linear feet of old dike. The estimated cost of the work to be done under the project is as follows: For dike work and channel excavation between the East River and the Broadway Bridge, $216,000; for channel excavation between the Broadway Bridge and the Main Street Bridge, $19,700; total esti- mated cost, $235,700. This project has not been modified. Dredging by contract under the new project has been in progress since May 4, 1914, during which time 310,996 cubic yards have been removed, all for improvement. This has resulted in the completion RIVER AND HARBOR IMPROVEMENTS. 253 of approximately 10,000 feet of the channel, of which 8,400 feet have been excavated on the outer end of the channel, and 1,600 feet in the creek, north of the Broadway Bridge, except that about 550 feet immediately north of the bridge has not been touched. Up to June 30, 1914, $13,706.28 had been expended on the present project, all for improvement. Total expenditures on al projects to June 30, 1914, $187,358.56. The maximum draft that could be carried June 30, 1914, 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 miles, of which about 2 miles is under improvement. 1 Commercial statistics of Flushing Bay for various years are given in the following table: Year. Short tons. Value. Year. Short tons. Value. 1903 ....................... 110,100 $960, 750 1909....................... 277,300 $879, 700 1904.......................142,996 2,599,488 1910.................... 563,029 1,256,810 1905.............. ...... 142,274 2,656,650 1911..... ............. 394,328 3,251,548 1906....................... 273,312 3,937,444 1912 ....................... 942,614 2,102,261 1907....................... 232,911 2,537,825 1913........................ 917,561 969,011 1908................... ....... 126,455 1,774,900 Work done under the former project undoubtedly facilitated navi- gation and made practicable large milling industries near the Main Street Bridge. It is not known that it greatly reduced freight rates, but it has probably held them down. The work done under the exist- ing project has been too recent to affect freight rates. It has aided navigation. 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. References to examnination and survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Sections covered. Senate.r No. Congress. Session. Year. Page. East River to upper railroad bridge....... House... 198 Fifty-eighth... Third.............. East River to head of navigation............do..... 1333 Sixty-first..... ... do.. ........ . Through Flushing Bay.........................8..........................21878 430 Do..............................2 1879 385 East River to Broadway Bridge.......... ............ ................. 1885 666 Do . ............................................................... 1 1889 732 Do..................................... ....................... 1 1903 868 2 Contains maps. 2 No maps. No estimate of funds for expenditure in the fiscal year ending June 30, 1916, is made, those now available being deemed sufficient for all work to be undertaken prior to that date. 254 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended -- _, $260, 953. 47 Received from sales, etc------------------------ 8. 05 260, 961. 52 June 30, 1914, amount expended during fiscal year, for works of im- provement----------------------------------------------- 13, 706. 28 July 1, 1914, balance unexpended_ 247, 255. 24 July 1, 1914, outstanding liabilities---------------- 21, 187. 22 July 1, 1914, balance available--------------------------------- 226, 068. 02 July 1, 1914, amount covered by uncompleted contracts -- 9, 014. 30 CONSOLIDATED. July 1, 1913, balance unexpended_____ $317, 601. 26 Received from sales, etc-------- 11. 81 317, 613. 07 June 30, 1914, amount expended during fiscal year: For works of improvement---------------------$33, 020. 06 For maintenance of improvement 21, 618. 16 54, 638. 22 July 1, 1914, balance unexpended ..................-. 262, 974. 85 July 1, 1914, outstanding liabilities_-_ 21, 187. 22 July 1, 1914, balance available_. 241, 787. 63 July 1, 1914, amount covered by uncompleted contracts- -__.... 9, 014. 30 Amount (estimated) required to be appropriated for completion of existing project-------------------------------------------- 59, 123. 29 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement--------------------- 25, 000. 00 (See Appendix F 4.) 5. Hempstead Harbor,N. Y.-This harbor is situated on the north 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. Originally a channel not less than 6 feet deep at mean low water, with varying widths, ex- tended from the outer harbor to about opposite Ward's wharf; thence to the head of the harbor the depth gradually diminished to zero at Roslyn Wharf, with no well-defined width, above which the bottom of the harbor was 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, at an estimated cost of $47,000, and $3,000 annually for maintenance. Being a new channel, the estimate for maintenance will probably have to be in- creased for the first year, owing to the excessive refill from the adja- cent mud flats. This project has not been modified. 1 Exclusive of the balance unexpended July 1, 1914, RIVER AND HARBOR IMPROVEMENTS. 255 The river and harbor acts of June 25, 1910, and February 27, 1911, made appropriations of $47,000 for completing the improvement and provided that no part of this sum should be expended upon the chan- nel above the town wharf until a suitable dumping ground for the material dredged had been furnished by the local interests, free of cost to the United States. The amount expended to June 30, 1914, was $39,629.40, all for improvement. During the fiscal year 1912, 87,187 cubic yards of material were removed from the channel, extending it to a point 500 feet south of the Roslyn town wharf, work being done under contract. Total length of channel made during the year 1912, 2,400 feet; partially completed, 500 feet. During the fiscal year 1913, 68,343 cubic yards were excavated, making a total of 155,530 cubic yards, and complet- ing the channel to the head of navigation. The total length of the completed channel is about 4,900 feet. Work done during the year 1913 required an expenditure of $17,599.17. The project is completed. There were no operations during the fiscal year ending June 30, 1914. The maximum draft that could be carried from the entrance to the head of navigation at the dam June 30, 1914, is estimated at 2 to 3 feet. Mean range of tides, 7.7 feet. The length of navigable channel from the entrance is about 2 miles. The head of navigation is at a dam at Hicks's lumber yard in Roslyn. Commercial statistics for Hempstead Harbor for various years are given in the following table: Year. Short tons. Value. Year. Short tons. Value. 1909........................ 1,840,219 $1,610,739.95 1912.......... ..... 2,701,295 $731,462.01 1910............ ....... 1,913,839 1,675,173.34 1913......... .. 2, 602,668 995, 464.55 1911 ................... 844,480 614,333.50 The improvement has probably had no effect on freight rates. Navigation has been benefited. References to examination and survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. HoSenateor No. Congress. Session. Year. Page. From entrance to head of navigation at House 1 Sixty-first..... Second.. 1910 ( 155 Roslyn. (Comrn- 1193 mit- tee).' '1Basis of project adopted by Congress. 2No maps. It is proposed to expend the amount estimated as a profitable expenditure for the fiscal year ending June 30, 1916, on maintenance 256 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of the channel by dredging at such localities as will afford.. the greatest benefit to general navigation, these localities to be determined by surveys made at the proper time. July 1, 1913, balance unexpended ------------------------- $12, 536. 91 Received from sales, etc------ ----------------------------- 1. 00 12, 537. 91 June 30, 1914, amount expended during fiscal year, for works of im- provement-- ---------------------------------------- 161. 29 July 1, 1914, balance unexpended-------------------------___ 12, 376. 62 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement----------------------- 3, 000. 00 (See Appendix F 5.) 6. Newtown Creek, N. Y.-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 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 uni- form channel 125 feet wide and 18 feet deep from the East River to the head of navigation in the creek and in English Kills, respec- tively, at the Metropolitan Avenue Bridge, at an estimated cost of $450,000. This estimate 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 Con- gress approved March 4, 1907, for continuing the improvement. This increased the estimate for completion to $228,000. Up to June 30, 1914, $288,645.50 had been expended on the project. Of this amount $84,881.69 was for maintenance. Received during the year from sales of maps, $3.85. Total expenditures on all projects to June 30, 1914, $486,145.50. During the year 91,013 cubic yards of material were removed from the channel between the Vernon Avenue Bridge and the Grand Street Bridge on the north arm of the creek and the Metropolitan Avenue Bridge on the English Kills section, except that a section about 6,000 feet in length extending from the Meeker Avenue Bridge to and into English Kills was not dredged, the latter having been excavated dur- ing the last fiscal year. The work done in 1914 restored about 2 miles to project depth and a width for the most part of 125 feet. Ex- penditure for this work amounted to $19,834.44, all for maintenance. The work was done by contract. 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 en- trance. The channel requires extensive redredging. 1Exclusive of the balance unexpended July 1, 1914, RIVER AND HARBOR IMPROVEMENTS. 257 The maximum draft that could be carried over the shoalest part of the channel June 30, 1914, at mean low water was about 14 feet. The mean range of tides is about 4- 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 above the entrance. The head of navigation of English Kills is at a second Metropoli- tan Avenue Bridge, about 3 miles above the entrance. The English Kills above Metropolitan Avenue Bridge has been improved by private enterprise and has a number of wharves and slips at which a large business is done. The length of channel under improvement is about 3 miles in the creek and about one-half mile in the kills. Commercial statistics for Newtown Creek for various years are given in the following table: Year. Short tons. Value. Year. Short tons. Value. 1903.................. 2, 675, 025 $90,535,640 1909................ . 5, 113,628 $253,003,661 3,771, 1904..................... 726 108,313,377 1910................. . 3,861,852 139,378,623 1905....................3,428,404 130,812,974 1911..................... 5,435,016 191,747,615 1906....................2,803,380 214,714,751 1912.................. . 4,921,843 225,416,029 1907................... 3,108,374 175,229,346 1913.................... 5,141,516 226,962,025 4,181,528 1908..................... 229,994,000 The increased depth resulting from this improvement has greatly benefited commerce. Freight rates have been reported as greatly reduced by this im- provement. It is difficult if not impracticable to ascertain details; but the large and valuable commerce of this water is the best index to the effect of the improvement. Detailed descriptions of this improvement are printed in the re- ports of the Chief of Engineers for 1896, page 759, and 1900, page 1411. A sketch of the locality is printed in Report of the Chief of Engineers for 1904, page 1034. References to examination and survey reports and maps or plans. Annual reports Congressional documents. of Chief of Engineers. Section covered. ouse or No. Congress. Session. Year. Page. Mouth to head navigation................ House... 323 Fifty-fourth... First... 11896 762 West branch ....................... do... 1 32 Fifty-third... Third... 1 1890 2 1006 Mouth to head navigation........................ ......................... 1904 1034 INo maps. 2 Preliminary examination. 3 Contains maps. Report on a preliminary examination called for by the river and harbor act approved July 25, 1912, is in course of preparation. It is proposed to expend the amount estimated as a profitable ex- penditure for the fiscal year ending June 30, 1916, on maintenance of the channel by dredging at such localities as will afford greatest benefit to general navigation, these localities to be determined by a survey made at the proper time. 60993 0 -ENG 1914------17 258 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended- _____ _ $44, 919.02 Received from sales, etc----------------------------------------- 3. 85 44, 922. 87 June 30, 1914. amount expended during fiscal year, for maintenance of improvement __ __ 19, 834. 44 July 1, 1914, balance unexpended ----------------- - 25, 088. 43 July 1, 1914, outstanding liabilities ----------------------- 8, 313. 46 July 1, 1914, balance available---------------------------------- 16, 774. 97 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement----------------------_ 30, 000. 00 (See Appendix F 6.) 7. Wallabout Channel, N. Y.-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 indentation 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. This project has not been modified. The channel was secured in accordance with the project in 1900, at a cost of $18,173.69. Up to June 30, 1914, $36,025.50 had been expended on the project. Of this amount $17,826.81 was for the purpose of maintenance. There were no operations during the year. The maximum draft at mean low water that could be carried over the shoalest part of the channel, June 30, 1914, is about 20 feet in midchannel, 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 estab- lished harbor lines, but are extensively used by the commerce of this section of Brooklyn Borough, New York City. Commercial statistics for Wallabout Channel for various years are given in the following table: Year. Short tons. Value. Year. Short tons. Value. 1897.................. 340,300 008,000 1911.................... $16, 1,136,444 $9,385,788 1908 ................. 937,384 4,444,600 1912................. 1,024,821 10,240,289 1909................. . 1,094,329 3,545,675 1913.............. 1,048,339 9,209,538 1910.................... 1,095,580 3,726 300 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 259 The commerce of the locality is large and has been greatly benefited by this improvement. It is hard to ascertain the effect on freight rates, but it is safe to assume that they have been reduced or kept down. 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. References to examination and survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers Section covered. HouSenateorNo. Congress. Session. Year. Page. East Channel ........................... House... 1122 Fifty-fourth... Second........ Do...................... ........ . 250 Fifty-fifth.....Third.... Do .... .............................. .... ............. ......... 131899 1251 2 1 No maps. Contains maps. 3 Survey report. No estimate of funds for expenditure in the fiscal year ending. June 30, 1916, is made, for the reason that no work at this locality appears to be needed, the work already done meeting adequately the needs of present navigation. July 1, 1913, balance unexpended_ ___-------------------------------- $4, 000. 00 June 30, 1914, amount expended during fiscal year, for works of im- provement___ -__________--- 25.00 July 1, 1914, balance unexpended _ ------------------------------- 3, 975. 00 (See Appendix F 7.) 8. Browns Creek, N. Y.-This is a narrow stream which empties into Great South Bay, Long Island, near Browns Point. It had originally widths varying from 20 to 150 feet and 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. This project has not been modified. Up to June 30, 1914, $39,272.72 had been expended on the project, of which amount $14,272.72 was for maintenance. After 54 per cent of the work proposed under the project had 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. 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 260 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMIY. 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, 1914, is about 3 to 4 feet; mean range of tides, 1 foot. The head of navigation is at the Sayville highway bridge, about 1 miles from the mouth. Because of rapid deterioration, due mainly to the inflow of mud from the marshes bounding the channel, $13,734.02 has already been expended in redredging. The dredging done in Browns Creek in 1912 resulted in great bene- fit to the channel, and as a result commercial activity on the stream appears to be on the increase. Private and public wharves have been constructed, and it is expected that navigation on the creek will con- tinue to grow in volume and importance. Commercial statistics for Browns Creek for various years are given in the following table: Year. Short tons. Value. Year. Short tons. Value. 1903..................... .. 20,380 $609,450 .......... 1909.............. 36,605 $1,006,550 1904.................... 24,000 807,075 1910..................... 32,945 906,100 1905..................... 51,675 1,811,195 19111.................... 7,950 58,850 1906..................... 29,675 983,880 1912..................... 10,734 276,350 1907 ..................... 34,975 1, 43,865 1913...................... 12,135 260,380 1908...................... 25,240 924,780 1 Reduction attributed to bad condition of channel. This improvement has resulted in providing a harbor for fishing boats and other small vessels, and has made possible the construction of public wharves for Sayville and Bayport, but probably has had no effect on freight rates. Details in reference to this work appear in Reports of the Chief of Engineers for 1897, page 1111, and for 1900, page 1417. A sketch of the creek is printed in Report of the Chief of Engineers for 1894, page 710. References to examination and survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. Senateor No. Congress. Session. Year. Page. Mouth to highway bridge .............. House.. 122 Fifty-first..... First... ...... 89 Do.............................. ....... ............ .... ........ 21894 710 1 No maps. 2Contains maps. It is proposed to expend the amount estimated as a profitable ex- penditure for the fiscal year ending June 30, 1916, in dredging the channel, and, so far as may be necessary, in repairing and extending the jetties. RIVER AND HARBOR IMPROVEMENTS. 261 July 1, 1913, balance unexpended--__---- $9, 825. 31 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ------------------------------------------- 9. 65 July 1, 1914, balance unexpended ---------------------------- 9, 728. 66 Amount (estimated) required to be appropriated for completion of existing project------ --------------------------- -- 13, 673. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance--------- 15,000. 00 (See Appendix F 8.) 9. Great South Bay, N. Y.-The first project, adopted September 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 width of about 200 to 400 feet and a depth of 2 feet. The project provided for a channel about 5,000 feet long, 60 feet wide, and 6 feet deep, to be protected at its mouth against westerly storms by a jetty 1,700 feet long. Estimated cost, $40,000. On June 30, 1902, there had been expended on this work $40,000, and the project was com- pleted. To increase the usefulness of the improvement in Patchogue River a new project was adopted June 13, 1902, for the purpose of creating a channel of suitable depth and width between Patchogue and the main entrance from the ocean at Fire Island Inlet. The project for the first section, between the head of navigation in the river and the central basin in Great South Bay, provided for a channel 100 feet wide and 8 feet deep, with an estimate of 130,000 cubic yards of ma- terial to be removed. For the second section, that lying between the central basin and Fire Island Inlet, a channel 200 feet wide and 10 feet deep was provided for, the estimate of material to be removed being 170,000 cubic yards, giving a total of 300,000 cubic yards for the entire project, with an estimated cost of $66,000 (in addition to the $40,000 carried in the original project), and $2,000 annually for maintenance. Additional dredging found necessary as the work progressed, and a needed extension of the existing jetty, with the probable construction of another on the opposite side of the entrance to Patchogue River, have increased the estimate under the 1902 proj- ect from $66,000 to $141,000. During the fiscal year a concrete cap was placed on the outer 1,310 feet of the existing riprap jetty, it being believed that this would check the rapid deterioration in the entrance to the river. In carry- ing out this work 610.6 cubic yards of concrete were used, entailing an expenditure of $6,996.66. The work was done by contract. The total expenditures on all projects to June 30, 1914, were $146,558.90. Up to June 30, 1914, $106,558.90 had been expended on the project, of which amount $46,738.08 was for maintenance. Of the 300,000 cubic yards to be dredged under the present project, it is estimated that 141,000 cubic yards, or 47 per cent, have been removed, completing the Patchogue River channel to the 8-foot con- 1 Exclusive of the balance unexpended July 1, 1914. 262 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tour in the bay, and opening a channel of required dimensions through one of the three bars lying between the Central Basin and Fire Island Inlet. The comparatively large amount expended for maintenance has resulted from redredging and breakwater repairs made necessary in order to maintain the Patchogue River channel, which has always deteriorated after each time dredged. No break- water extension has been undertaken, but it may become necessary to extend the existing structure to the 7-foot contour in the bay and to construct another on the opposite side of the channel. This matter is now under consideration. Dredging through the bars in the bay is not contemplated for the present, due to the fact that the depth of water over them will accommodate any vessel that can safely navigate Fire Island Inlet. The maximum draft that could be carried June 30, 1914, 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 6.5 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 172 miles and to Belleport 22 miles. The length of channel under improvement at Patchogue is about seven-eighths of a mile. The commercial statistics for Great South Bay as reported in previous years are not considered reliable. In connection with a preliminary examination of Jamaica Bay through Great South Bay to Peconic Bay, N. Y., an investigation of this subject was made, which indicated a total commerce of 67,000 short tons, valued at $1,015,000. This estimate, though lower than those given heretofore, is believed also to be too large, and a further investigation is contemplated. Commercial statistics for Great South Bay for various years are given in the following table: Year. Short Value. Year. Short Value. 1903 ....................... 258, 500 $3,995,000 1909...... ............. 204, 500 $3,406,000 1904....................... 257,879 4,037,130 1910.................... 181,000 3,220,600 1905 ..................... 224,526 3,871,850 1911.................... 180,800 3,135,000 1906 ...................... 232,500 4, 014, 000 1912 .................... 185,860 3,189,000 1907...................... 224,108 3, 903,723 1913.... ................. 67,000 1,015,000 1908........................ 195,000 3,320,000 As a result of this work navigation has been aided and commerce correspondingly benefited. So far as can be ascertained no reduction in freight rates has resulted, due, no doubt, to the dangerous condi- tion of Fire Island Inlet. 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. RIVER AND HARBOR IMPROVEMENTS. 263 References to examination and survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. HouSenateorNo. Congress. Session. Year. Page. Fire Island to head of Patchogue River... House... 1 133 Fifty-sixth.... Patchogue River...........do . Fire Island Inlet to head of Patchogue ... do do ..... ..... .... First.... o 1 1900 ...d. ... 1443 1103 ..... do........ econd. 1249 River. Patchogue River........ .. .... .... .... ........................ 1893 984 Point o'Woods to head of Patchogue River...........................................2 1903 876 1 No maps. 2 Contains maps. It is proposed to expend the amount estimated as a profitable ex- penditure for the fiscal year ending June 30, 1916, on maintenance of the channel in Patchogue River, by dredging, and jetty work if found necessary. -__-___________---_ July 1, 1913, balance unexpended________ $29. 504. 45 Received from sale of maps and other sources (collections) ..--------- 175. 00 29, 679. 45 June 30, 1914, amount expended during fiscal year: For maintenance of improvement (reimbursable) $226. 80 For maintenance of improvement------------------- 8, 055. 98 - 8, 282. 78 July 1, 1914, balance unexpended____--------------- 21, 396. 67 Amount (estimated) required to be appropriated for completion of existing project-------------------------------------------- 120, 305. 45 Amount that can be profitably expended in the fiscal year ending June 30, 1916. for maintenance of improvement______---------- 110, 000. 00 (See Appendix F 9.) 10. Jamaica Bay, N. Y.-This bay lies wholly within the limits of New York City in the south shore of Long Island, N. Y. It is ap- proximately 8 miles long and 4 miles wide, and covers an area of about 32 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, increasing 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 sub- mitted in House Document No. 1488, Sixtieth Congress, second ses- sion, and appropriated $250,500 for the work, with the proviso that no part of this amount shall be expended until the Secretary of War 1 Exclusive of the balance unexpended July 1, 1914. 264 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. is satisfied that the city of New York is prepared to undertake 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 propose to enter into a general plan of improvement of Jamaica Bay, the dredging and maintenance of an entrance channel to be undertaken by the United States; dredging of the interior channel by the city of New York, to be reimbursed to a specified amount by the United States; and bulkheading the shores of the bay and filling behind bulkheads by the city of New York. 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 Cornells 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 and maintained by dredging, and by the construction 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." No modification of this project has bIeen made, except in the layout of the entrance channel of 18 feet depth and 500 feet width. In the river and harbor act of 1910 Congress appropriated the amount estimated for opening the 18-foot entrance channel, $250,500, with provision that it should not be expended until the city of New York should take certain definite action to the satisfaction of the Secretary of War. To meet this condition the city of New York appropriated $1,000,000 toward its part of the proposed work, to be applied by the department of docks and ferries as follows: For con- struction of a bulkhead or wall, $50,000; for dredging in the main channel of Jamaica Bay, contingent upon provision for reimburse- ment by the United States for all or part of the cost of said dredging, $150,000; for acquiring lands needed for filling purposes, $750,000, the application of the other $50,000 being otherwise provided for. This action was accepted by the Secretary of War in 1912 as satis- factory. RIVER AND HARBOR IMPROVEMENTS. 265 The river and harbor act of 1912 made an appropriation of $300,000 for beginning excavation of the channels within the bay, specifying that- from which amount the Secretary of War may reimburse the city of New York each month for the dredging and the disposition of dredged material of the preceding month at the actual unit price per cubic yard, place measurement: Provided, That such cost does not exceed eight cents per cubic yard. Dredging the main interior channel was continued until July 31, 1913, when the contract was completed, making the interior channel from Barren Island for about 8,800 feet northward 500 feet wide and 18 feet deep. The total amount excavated under this contract was 1,733,785 cubic yards, all of which was for new work. Up to June 30, 1914, $156,887.46 had been expended on this project. The portion of the project completed to date is estimated at about 3 per cent. The available entrance depth has been increased from 13 to 142 feet, and in the main interior channel from about 3 feet to 18 feet for a length of 8,800 feet above Barren Island. The mean rise of tide is 42 feet at the entrance; inside the bay from 42 to 5 feet. The section now under improvement is about 22 miles long. The head of navigation in the bay is at Nortons Point, about 11 miles from the entrance at Rockaway Inlet. The commerce during the year 1913 consisted chiefly of fuel and oils, building and road materials, fish, shellfish, lead and lead paints, general merchandise, ashes and refuse; in amount, 816,132 tons, valued at about $5,346,000. The improvement is not sufficiently advanced to have any effect upon amount and character of commerce nor upon freight rates. No appropriation is required for the year ending June 30, 1916. The funds appropriated for the entrance channel are sufficient to complete it if excavated by United States dredges. Extension of the interior channel is delayed by legal contests as to ownership of lands under water, and it is not anticipated that these will be settled early enough to permit of using up the available funds before June 30, 1916. July 1, 1913, balance unexpended--------------------------- $781, 581. 02 Received since from sales------------------------------------- 10. 57 781, 591. 59 June 30, 1914, amount expended during fiscal year, for works of improvement------------------------------------------ 7, 909. 31 July 1, 1914, balance unexpended -----_----------------------- 93, 682. 28 Amount (estimated) required to be appropriated for completion of existing project-------------------------------- ----- 6, 579, 550. 00 (See Appendix F 10.) 11. Sheepshead Bay, N. Y.-Sheepshead Bay, a tidal arm of the sea separating the eastern end of Coney Island from the mainland of Long Island, is situated entirely within the city limits of Greater New York, 15 miles by water from the Battery. The bay is about 1 miles in length and one-fifth of a mile in average width. Before improvement the entrance was obstructed by a sand bar having a 1 Exclusive of the balance unexpended July 1, 1914. 266 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. depth of about 3 feet at low tide. Within the bay there is ample depth. The first project for the improvement of Sheepshead Bay, submit- ted in 1879, provided for dredging and dike construction, at an estimated cost of $100,000, but was modified in 1882 so as to pro- vide for the excavation of a channel 100 feet wide and 6 feet deep at mean low water, to connect the bay with Dead Horse Inlet, including the excavation of an entrance channel, at a reduced estimated cost of $34,200. Under this project $21,000 was expended in dredging. Work was resumed in 1889, under a modified project with a view to forming a channel 60 feet wide and 5.5 feet deep at mean low water, extending from Gravesend to within 1,100 feet of Dead Horse Inlet cut, where proposed channel would connect with an existing one of sufficient width and depth. This channel was completed in 1889 at a cost of $5,000, making a total of $26,000 on previous projects. The project adopted by the river and harbor act of July 25, 1912, was to meet changed conditions arising from the encroachments of the sea upon the beach which separates Sheepshead Bay from the sea. This encroachment resulted in the creation of a new entrance for Sheepshead Bay about 1 mile west of its original creation and a partial closing of the original entrance. The object of the 191.2 project was to create through the entrance a channel of 6 feet depth and 100 feet width between deep water in the bay and the ocean. Length of channel is about 2,200 feet. Estimated cost, $13,600. No estimate for maintenance. This project has not been modified. Up to June 30, 1914, $7,827.59 had been expended on this work for improvement. Total expenditures on all projects to June 30, 1914, $33,827.59. During the fiscal year 8,408 cubic yards of material were removed from the entrance channel, restoring about 1,750 feet to project width and dimensions. Expenditures for this work amounted to $6,385.03. The work was done by contract. The maximum draft that could be carried over the shoalest part of the channel, June 30, 1914, is estimated at 5 feet at mean low tide. Mean range of tides, 4.8 feet. Commercial statistics for Sheepshead Bay are given in the follow- ing table: Year. Short tons. Value. 1911........................................................................................... 28,700 $76,500 1912 .......................................................................... 1,800 36,000 1913.............................................................................. 2,000 49,000 No statement as to effect on freight rates can be made at this time, but it is not probable that they have been much reduced. Navigation has, however, been greatly benefited. For detailed report on which the present project is based, see House Document No. 959, Sixty-first Congress, second session. Map not published. Also Annual Report of the Chief of Engineers for 1912, page 252. It is proposed to expend the amount estimated as a profitable ex- penditure for the fiscal year ending June 30, 1916, together with RIVER AND HARBOR IMPROVEMENTS. 267 such funds as may be available from present appropriation, in main- tenance of the entrance channel, by dredging. July 1, 1913, balance unexpended____ _________________ - $12, 158. 87 Received since (cash overpayment) ------------------------------ .12 12, 158. 99 June 30, 1914, amount expended during fiscal year. for works of improvement--------- 6, 385. 03 July 1, 1914, balance unexpended___------___________ --- __ - 5, 773. 96 Amount that can be profitably expended in fiscal year ending Jane 30, 1916, for maintenance of improvement_------------------- - 3,000.00 (See Appendix F 11.) 12. Removing sunken vessels or craft obstructing or endangering navigation.-(a) Coal barge " T. & J. Mulqueen."-This barge with cargo of coal was sunk September 7, 1913, in 26 feet of water to the east of the main channel of New York Harbor. It lay in the course of vessels bound 'for Buttermilk Channel and was a grave source of danger, being struck three times within 24 hours before it was buoyed. The wreck was removed and the cargo taken up or spread out to level of the surrounding bottom in September, 1913, work being done by contract. (b) Steam lighter "S. S. Wyckoff."-This boat was sunk in the upper bay, New York Harbor, as result of a collision in March, 1913. Arrangements for removal had been made June 30, 1913, and the work was completed September 20, 1913. The contract cost for removal was $1,700. The valuable parts of her cargo, which were recovered were sold under sealed offers and netted $269.76, which was deposited with United States Treasurer. (c) Wreck of dredge "Harold."-This dredge burned and sank in Lindenhurst Canal, Long Island, May 1, 1913. The wreck was re- moved September 22, 1913, by contract. (d) Derrick scow "Kitty."-The scow sprang a leak and sank on the edge of the channel in English Kills, Newtown Creek, October 10, 1913. The wreck was removed November 5, 1913, by contract. (e) Old schooner (name unknown).-The schooner sank on the edge of the channel in Stony Brook Harbor, Long Island. (Date of sinking unknown.) The wreck was entirely removed December 3, 1913, by contract. (f) Canal boat "J. Rafferty."-This boat tied to a bulkhead in Gowanus Creek, New York Harbor, slipped off and sank on the edge of the channel in November, 1913. The wreck was removed in March, 1914, at contract cost of $340. (g) Gasoline supply boat " Wait-a-while."-This boat caught fire and was sunk in Gravesend Bay, New York Harbor, near the entrance to Coney Island Creek, in July, 1913. It was removed in October, 1913, at cost of $381, by contract. (h) Water boat " Dinsdale."-The Dinsdale was sunk in the main channel of New York Upper Bay, as a result of a collision, January 31, 1914. She lay in water 60 feet deep, with least depth of 49 feet over her hull. The U. S. survey boat Manisees swept over the location to 1 Exclusive of the balance unexpended July 1, 1914. 268 REPORT OF THE CHIEF OF ENGINEERS, t. S. ARMY. find whether the mast or stack remained, and removed a large water pump. The only cost incurred was the expense of the survey boat and party for part of a day. (i) Scow " Santee No. 12."-This was reported as an unknown scow, found sunk off Tompkinsville, Staten Island, in May, 1914. It was removed in June, 1914, at net cost of $139. The name was ascertained when the wreck was raised. Work was done by contract. (j) Wreckage.-Supposed to be side of old schooner (name un- known). The wreckage grounded in " Bay Channel," Great South Bay, near Lindenhurst, Long Island, about March 1, 1914. Its removal was in progress at the close of the fiscal year, under contract. (k) Tug "Ariosa."-The Ariosa sank in Romer Shoal, New York Lower Bay, January 7, 1906, in water 6 feet deep. The housing was carried away, but the wreck was marked by the engine frames, which stood above water for a long time. Recently she settled so that noth- ing was visible. In June, 1914, arrangements were made for removal to the sur- rounding depths at cost of $747. The work will be done in July, under contract. (1) Barge " Chief No. 2,Perth Amboy."-This barge sank off the foot of Arrietta Street, Staten Island, in November, 1912, and was reported as rapidly breaking up. In May, 1914, she was found to re- main in about the same condition as at first. Removal was author- ized, and the wreck was raised in June, 1914. It is not yet finally disposed of. The work was done by contract. (m) Schooner "L. Herbert Taft."-The Taft, with cargo of ce- ment, grounded and sank on Romer Shoal, New York Lower Bay, December 20, 1912. During 1913 her masts remained standing. They were carried away in the following winter and the wreck was buoyed until more favorable weather for removal. A contract for removing wreck and cargo to the level of the sur rounding bottom is being made at a cost of $4,774. The amount of money expended during the fiscal year in this dis- trict for removal of wrecks was $6,890.23. (See Appendix F 12.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JUNE 25, 191.0, JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations and surveys required by the river and harbor acts approved June 25, 1910, July 25, 1912, and March 4, 1913, 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 Manhasset Harbor, N. Y.-Reports dated January 13, 1912, and May 22, 1913, with map, are printed in House Document No. 181, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. RIVER AND HARBOR IMPROVEMENTS. 269 2. Preliminary examination of Glencove Creek, Long Island, N. Y.--Report dated February 27, 1913, is printed in House Docu- ment No. 238, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 3. Preliminaryexamination, with plan and estimate of cost of im- provement, of New York Harbor, N. Y., upper bay, 'oith a view to improving channel opposite anchorage grounds.-Reports dated August 15 and October 30, 1913, with map, are printed in House Document No. 518, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $830,000, with about $50,000 annually for maintenance, is presented. 4. Preliminary examination and survey of New York Harbor, N. Y., with a view to securing additional width in Bay Ridge and Red Hook Channels.-Reports dated October 14 and December 15, 1913, with maps, are printed in House Document No. 863, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $920,000, with about $25,000 annually for maintenance, is submitted. The local officer was also charged with the duty of making other preliminary examinations and surveys, provided for by the river and harbor act approved July 25, 1912, as follows, and reports thereon will be duly submitted when received: 1. Gravesend Bay, N. Y., with a view to the construction of a breakwater. 2. Newtown Creek, N. Y. IMPROVEMENT OF RIVERS AND HARBORS IN THE THIRD NEW YORK, N. Y., DISTRICT. This district was in charge of Col. Frederic V. Abbot, Corps of Engineers, also Division Engineer, Northeast Division. 1. Passaic River, N. J.-This river is a stream of considerable 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 and tidal from its mouth to Passaic, a distance of about 16 miles, where navigation is cut off by the Dundee Water Power & Land Co.'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. Newark Bay is a large estuary, about 1 miles in width, extending southerly about 6 miles from the confluence of the Passaic and Hack- ensack Rivers to Staten Island, where it is connected on the east with the Kill van Kull, which extendseasterly 3 miles to upper New York Bay, and on the west by the Arthur Kill, which extends southerly about 12 miles to Raritan Bay, which connects with lower New York Bay. A draft of about 30 feet can be brought into Newark Bay from the ocean through New York Bay and the Kill van Kull, and a draft of 21 feet can be brought in through the Arthur Kill and Raritan Bay. The tidal range is about 5 feet in the bay and river. Projects for Improvement.-The first project for improvement, now existing in part, adopted by the river and harbor act of June 10, 1872, was for providing a channel, by diking and dredging, from 270 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 subse- quently increased to $193,822. Up to June 30, 1914, $223,308.84 had been expended on this project, of which $150,734 was expended for improvement and $72,574.84 for maintenance work. Of this latter amount $800.19 was expended during the fiscal year. The sum of $26.29 was derived from the sale of maps. The annual cost of maintenance is estimated at $5,000. This project is practi- cally completed, a depth of 6 feet at mean low water and width of about 100 feet having been obtained. The second project, now covered by a third project, was for im- proving 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 contemplated a channel 200 feet wide and 10 feet deep at mean low water up to Center Street Bridge, Newark. The two projects (first and second) were consolidated by the river and harbor act of July 13, 1892, the estimated cost of the improve- ment being $547,697. The amount expended under this consolidated project up to the close of the fiscal year ending June 30, 1914, was $513,135.38, of which $389,610 was used in carrying out the projects and $123,525.38 for maintenance. The third project, adopted by the act of June 13, 1902, in accord- ance with the report submitted in House Document No. 401, Fifty- sixth Congress, first session, provides for making a channel from Staten Island Sound through Newark Bay and the said river to the Montclair & Greenwood Lake Railroad bridge, 200 feet in width, 12 feet deep to the Nairn Linoleum Works, thence 10 feet deep 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 appropri- ated. The amount expended on this project up to the close of the fiscal year ending June 30, 1914, was $305,072.10, of which $301,- 467.75 was used in carrying out the project and $3,604.35 expended during the past fiscal year for maintenance. The sum of $152.76 was derived from the sale of maps. This project was completed in 1911. It will be maintained until work under the fourth project covers the locality. The fourth project was adopted by the river and harbor act ap- proved March 2, 1907, and it provides for making a channel 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 & Greenwood Lake Railroad bridge, 1.1 miles, in ac- cordance with the report submitted in House Document No. 441, Fifty-ninth Congress, second session, estimated to cost $1,216,775. The act provided for an expenditure of $850,000 for prosecuting the work under continuing-contract authorization, all of which has been appropriated. The amount expended on this project to the close of the fiscal year ending June 30, 1914, was $572,023.21, and $300 for a harbor line survey. The sum of $58.81 was derived from the sale of maps. The sum of $51,252.22 was expended during the year. RIVER AND HARBOR IMPROVEMENTS. 271 The river and harbor act of February 27, 1911, provided that the project for improvement below said bridge may, in the discretion of the Secretary of War, be so modified as to allow the widening of the channel at the bends where considered desirable in the interest of commerce and navigation; also that the cost of the project shall not be increased by such additional work beyond that stated in House Document No. 441, Fifty-ninth Congress, second session. The third and fourth projects will be covered by a fifth project, which was adopted by the river and harbor act approved July 25, 1912, for increasing the depth in Newark Bay and Passaic River to 20 feet at mean low water to the Nairn Linoleum Works, thence 16 feet to the Montclair and Greenwood Lake Railroad bridge, in ac- cordance with reports and estimates printed in House Document No. 707, Sixty-second Congress, second session. The estimated cost of this latter project is $1,064,800 for first construction, with $20,000 annually for maintenance. The amount expended to June 30, 1914, on this project was $181,336.34, and $400 for a harbor-line survey. The total amount expended on all projects for the improvement of Newark Bay and Passaic River, N. J., from the lower part of Newark Bay to Passaic, N. J., to the end of the fiscal year 1914 has been $1,572,267.03. Operations during the fiscal year were as follows: Dredging, by contract, for maintenance under the 6-foot project of 1872 was commenced on May 18, 1914, and was in progress at the close of the year. The work was done on Belleville Bar. The amount of ma- terial excavated during the year was 2,092 cubic yards. Dredg- ing under the 12-foot project of 1902 and the 16-foot project of 1907 was commenced on February 7, 1914, and was in progress at the close of the year. The work consisted in maintaining the 12-foot channel and completing the 16-foot channel. The work to be done under this contract will complete the work proposed in contract, under date of August 12, 1907, with the Midland Land & Improvement Co., which contract was annulled under date of March 14, 1913. The amount of material removed under this contract was 3,153,632 cubic yards, making the grand total of material removed under the project 3,499,911 cubic yards. The locality of the work un- der the contract in force was between the Pennsylvania Railroad freight bridge and Jackson Street Bridge, Newark. The amount of material removed was 346,279 cubic yards. About 30 per cent of the work proposed under this contract has been completed. Dredging under the 20-foot project of 1912 was commenced on September 2, 1913, and continued in progress at the close of the year. The work in progress and partly completed extends through a length of about 4 miles of the bay and about 2 miles of the river to the Pennsylvania Railroad freight bridge at Point-no-Point. The upper 3 miles of this section is practically completed, and the proposed work under the contract about 80 per cent completed. The amount of material excavated and estimated for under the contract during the year was 1,768,371 cubic yards. The maximum drafts that could be carried, June 30, 1914, were approximately as follows: 18 to 19 feet in Newark Bay and Passaic River to the Pennsylvania Railroad freight bridge, about 16 feet to Jackson Street, 14 to 15 feet to Bridge Street, 12 feet to New York, Lake Erie & Western Railroad bridge, 10 feet to Montclair & Green- 272 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. wood Lake Railroad bridge, and 6 feet 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 of the 16 and 20 foot projects and to maintenance of the improvement above the Montclair and Green- wood Lake Railroad bridge to Passaic, 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 2,356,511 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; in 1909 to 2,650,809 short tons, valued at $164,800,203; in 1910 to 2,266,291 short tons, valued at $62,- 216,587; and in 1913 to 2,807,387 short tons, valued at $64,439,074; this includes 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 and building materials, 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. References to examination or survey reports and maps or plans (including project documents). . Congressional documents. Annual Reports of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Senate. Page. Part. Newark to Rutherford Park...... Senate.. 1 4 35 Forty-second.. Second.. 11872 807 1 Mouth to Midland Railroad bridge .................................. 4 1880 537 1 Passaic to Paterson.............. Senate.. 2 164 Forty-eighth.. First.... 1 1884 780 1 Staten Island Sound to Paterson.. House... 24 401 Fifty-sixth... ... do .... 11900 1530 2 Staten Island Sound to Montclair ... do.. 1 4 441 Fifty-ninth... Second.. 1 3 1907 175 1 & Greenwood Lake Railroad bridge. Channel along east shore of New- ... do.... 1 80 Sixty-first..... First.... 13 1909 187 1 ark Bay. Newark Bay, Passaic and Hack- ... do.... 1 4 707 Sixty-second.. Second. 131912 279 1 ensack Rivers. PassaicRiver,Montclair & Green- ... do .... 1722 ..... do............do..... I 3 1912 278 1 wood Lake Railroad bridge to Paterson. Canal from Newark to Kill Van ... do.... 11076 ..... do........ Third........ ........ Kull. 1 No map. 3 Reference; does not contain report. 2 Contains map. 4 Basis of project adopted by Congress. 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 of the full length of the bay and river under im- provement in the Annual Report of the Chief of Engineers for 1905. page 1030, and in House Document No. 393, Fifty-second Congress, first session. RIVER AND HARBOR IMPROVEMENTS. 273 PROJECTS OF 1872, 1902, AND 1907. July 1, 1913, balance unexpended_ ____- -- ____ _____ __--$310, 678. 75 Amount received from sale of maps_ --- ______-------- 35. 18 310, 713. 93 June 30, 1914, amount expended during fiscal year: For works of improvement--__ ------ __ -- $51, 252. 22 For maintenance of improvement____-------- 4, 404. 54 55, 656, 76 July 1, 1914, balance unexpended------------------------------- 255, 057. 17 July 1, 1914, outstanding liabilities_.. __-___________- -_____ - 42, 829. 03 July 1; 1914, balance available____________________________ 212, 228. 14 Amount appropriated by sundry civil act approved Aug. 1, 1914___. 92, 000. 00 Amount available for fiscal year ending June 30, 1915 ___------__ 304, 228. 14 July 1, 1914, amount covered by uncompleted contracts------------ 228, 057. 13 Amount of continuing contract authorization, act of Mar. 2, 1907___ 650, 000. 00 Amount appropriated under such authorization_ __ ____-__ 650, 000. 00 Amount (estimated) required to be appropriated for completion of existing project _ ___ ___________ --------- _ ------- 1366, 775. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement above the Montclair and Greenwood Lake Railroad bridge to Passaic ___________ 15, 000. 00 20-FOOT PROJECT OF 1912. July 1, 1913, balance unexpended ____ - -___________________- $303, 385. 84 Amount received from sale of maps_______________------------ 18. 92 303, 404. 76 June 30, 1914, amount expended during fiscal year, for works of improvement____ --- __--____ 180, 122. 18 July 1, 1914, balance unexpended ________.__...__________- - _ 123, 282. 58 July 1, 1914, outstanding liabilities____..------------------ 20, 065. 28 July 1, 1914, balance available ------------ 103, 217. 30 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 __________________________________ 150, 000. 00 Amount available for fiscal year ending June 30, 1915-----------. 253, 217. 30 July 1, 1914, amount covered by uncompleted contracts ------------ 60, 961. 14 Amount (estimated) required to be appropriated for completion of existing project_--_ - 609, 800. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement______ ____________ __ 1 150, 000. 00 (See Appendix G 1.) 2. Hackensack River, N. J.-The Hackensack River rises near Haverstraw, Rockland County, N. Y., and flows south, emptying into the head of Newark Bay, about 34 miles in a direct line from the source. (For description of Newark Bay and route to ocean, see Passaic River, p. 269 of this report.) The river is tidal and navi- gable to New Milford, about 20 miles from the mouth, where naviga- I Exclusive of amount available for fiscal year 1915. 60993 0 -- ENG 1914-----18 274 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tion is cut off by low dams of the Hackensack Water Co. Navigation above Hackensack is limited to boats of light draft. The lower part of the watershed is occupied by tidal meadows about 4 miles wide and 10 miles long; these meadows are but a few inches above the level of high tide. The principal navigable tidal tributaries of the Hack- ensack River are Overpeck Creek from the east at Little Ferry, 13 miles from the mouth, and Berrys Creek from the west, about half- way between Little Ferry and the mouth of the river. These tribu- taries are crossed by drawbridges and are navigable for distances of about 32 miles from the Hackensack River. The river has very little slope between the mouth and Hackensack. The mean range of tide is about 44 feet at the mouth and about 5 feet at Hackensack. The following table shows distances by course of river from the mouth to certain points on the river: Miles. Mouth to Newark and New York railroad bridge___________-_________ 1 Newark and New York railroad bridge to Saw Mill Creek (Snake Hill) __-_ 4 ------------------- Saw Mill Creek to Berrys Creek________________ ---------- Berrys Creek to Little Ferry Bridge and Overpeck Creek Bridge Little Ferry Bridge to Court Street Bridge_______________________ 21 Court Street Bridge to New York, Susquehanna & Western Railroad bridge_ New York, Susquehanna & Western Railroad bridge to Anderson Street__ 1 Anderson Street to New Milford--------------------------------------- 4 Total------------------------------- 20 In its original condition the mouth of the river was obstructed by bars ,extending from the junction with the Passiac River to the New- ark and New York railroad bridge, a distance of about a mile, which limited practical navigation to a depth of about 8 feet at mean low water. After crossing these shoals'near the mouth of the river, there was a depth of 12 feet and over to Little Ferry. From Little Ferry to Hackensack the limiting depth was from 5 to 6 feet at mean low water. The original and existing project for the improvement of the Hackensack River, adopted by the river and harbor act approved July 25, 1912, is in accordance with plan printed in House Document No. 643, Sixty-first Congress, second session, and provides for mak- ing and maintaining, by dredging, a channel 12 feet deep at mean low water; the width to be 200 feet from Newark Bay to Little Ferry, thence 150 feet to the New York, Susquehanna & Western Railroad bridge, at an estimated cost of $171,018.10, and $6,000 per annum for maintenance. The amount expended on the project for new work up to the close of the fiscal year ending June 30, 1914, was $57,463.94. The sum of $22.76 was derived from the sale of maps. Operations during the fiscal year consisted in dredging under two contracts. The contract in force at the beginning of the year under the appropriation of $50,000, act of July 25, 1912, was continued, and was in progress at the close of the year. The shoal section at the mouth of the river was completed, and the section from Little Ferry to below the dock of the Standard Oil Co. above Ridge- field Park was about three-fourths completed. During the year there was removed under the contract 124,773 cubic yards of material. Dredging under the appropriation of $50,000, act of March 4, 191. was commenced on July 29 and completed on October 7, 1913. The RIVER AND HARBOR IMPROVEMENTS. 275 amount of material removed under the contract was 308,690 cubic yards, completing the improvement from below the dock of the Standard Oil Co. above Ridgefield Park to the New York, Susque- hanna & Western Railroad bridge, a distance of 6,300 feet. The commerce of this river, mainly in coal, building material, and clay products, amounted in 1911 to 314,256 short tons, valued at $1,623,342; in 1912 to 924,323 short tons, valued at $2,270,989; and in 1913 to 813,972 short tons, valued at $3,080,406. It is proposed to apply the funds on hand to carrying out the improvement. References to examination or survey reports and maps or plans (including project documents). Congressional documents. Annual Reports of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Part. Lower bridge, Hackensack to Erie Railroad bridge............ ....... ..... ..... ........ .... . 1 1889 841 1 Newark Bay to Hackensack.... .......... ....... .... 2 1891 1016 2 Newark Bay to Anderson Street House... 1 643 Sixyj-first.... Second.. 2 1910 212 1 Bridge, Hackensack. Contains map. 3Basis of project adopted by Congress. "Nomap. 4Reference; does not contain report. July 1, 1913, balance unexpended------------------------------- $94, 144. 36 Amount received from sale of maps------------------------------ 3. 01 94,147. 37 June 30, 1914, amount expended during fiscal year for works of im- provement-------------------------------------------------- 51, 588.55 July 1, 1914, balance unexpended---- ---------------------------- 42, 558. 82 July 1, 1914, outstanding liabilities ------------------------------- 7, 915. 02 July 1, 1914, balance available---------------------------------- 34, 643. 80 July 1, 1914, amount covered by uncompleted contracts------------ 13, 366. 56 (See Appendix G 2.) 3. Arthur Kill, or Staten Island Sound, and channel north of Shooters Island, between 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 Bay and Rari- tan Bay. The section now contemplated under this improvement consists of the 14 miles of channel between Kill Van Kull and Raritan Bay. The State line between New York and New Jersey follows the center of this waterway. A draft of 30 feet at mean low water can be brought in from the ocean by way of New York Bay and the Kill Van Kull, and 21 feet by way of New York Bay and Raritan Bay. The original depth through the Arthur Kill, or Staten 276 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Island Sound, at mean low water was 15 feet and upward, in a chan- nel 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 con- tinued up to the present time. In the present project for 21 feet the new channel was cut through the flats, on which the depth was i to 2 feet at mean low water, to the southward of the original channel. Mean range of tides, about 5 feet. 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 & Ohio Railroad bridge. Under these projects a training dike 2,237 feet long was completed, a channel dredged 14 feet deep at mean low water and 400 feet wide through the shoal in Newark Bay, Steep Point was removed, and a channel dredged in Lemon Creek 8 feet deep at high water and from 35 to 50 feet wide. The total amount expended on this work to June 30, 1914, was $319,062.64, of which $156,635.08 was for original dredging, including in this amount $8,242.13 for work in Lemon Creek; $50,000 was for dike construction and $112,427.56 for main- tenance, leaving a balance of $12,437.36 to be applied to maintenance in connection with the later adopted projects. One of the two existing projects for this improvement which now exists for the purpose of maintenance only, until the new project of March 4, 1913, has sufficiently advanced, is printed in House Docu- ment No. 393, Fifty-sixth Congress, first session, and was adopted by the river and harbor act approved June 13, 1902. It provides for making and maintaining a channel from Kill Van Kull to Rari- tan 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 esti- mated cost of $696,000, and $5,000 for annual cost of maintenance, subsequently increased to $25,000. Work under the 21-foot project was authorized to be done under continuing contracts, the full amount authorized having been appropriated. The amount ex- pended on the project to June 30, 1914, was $655,205.05, of which amount $640,115.01 was used in carrying out the project, and $3,061.83 for harbor line surveys, and $12,028.21 for maintenance. The sum of $208.91 was derived from the sale of maps. The project adopted March 4, 1913, provides for securing a chan- nel of 25 feet depth at mean low water and a width of 400 feet by dredging and rock removal from Perth Amboy to the east end of Shooters Island, joining the Kill Van Kull, with a suitable turning basin of the same depth at the mouth of Fresh Kills, at an estimated cost of $2,130,000 and $50,000 annually for maintenance, in accord- ance with report contained in House Document No. 1124, Sixty- second Congress, third session. The amount expended on this project to June 30, 1914, was $195,- 957.63, which amount was used in carrying out the project and $200 RIVER AND HARBOR IMPROVEMENTS. 277 for harbor line survey. The sum of $56.40 was derived from the sale of maps. The total amount expended on all projects for the improvement of Arthur Kill, N. Y. and N. J., including the channel between Staten Island and New Jersey, and Lemon Creek, N. Y., to the end of the fiscal year 1914 has been $1,170,225.32. Operations during the past fiscal year consisted in dredging by contract under the 25-foot project of March 4, 1913. Work was com- menced on August 4, 1913, and continued until May 9, 1914, when work was temporarily suspended. The total amount of material re- moved under the contract was 1,158,497 cubic yards. About 11,000 feet of the channel, beginning at the eastern part of the project, was nearly completed. Rock breaking and rock removal under contract of P. Sanford Ross (Inc.), was commenced on December 27, 1913, and was in prog- ress at the close of the year. The location of the work was in rock area on the west side of the channel by the Baltimore & Ohio Rail- road bridge. The amount of rock removed on the contract was 11,344 cubic yards. The 21-foot project has been completed, and a 21-foot channel has been obtained through the waterway, with a width of about 390 feet, by dredging and rock removal. The addition of the " Channel north of Shooters Island," carried in the reports under that head, and the permanence of the dredging at Storys Flats render the construction of dikes mentioned in the projects unnecessary. The maximum draft that could be carried through the entire length of the improved waterway on June 30, 1914, was 20 to 21 feet at mean low water. It is proposed to apply the available funds under the project of June 13, 1902, to dredging for maintenance, in accordance with the adopted project. The appropriation recommended for the fiscal year 1916, under the project of 1913, will be applied to improvement, in accordance with 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 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; in 1909 to 15,629,768 tons, valued at $249,114,846; in 1910 to 15,930,332 tons, valued at $230,449,455; in 1911 to 17,800,977 tons, valued at $263,352,020; and in 1912 to 39,525,094 tons, valued at $515,437,656. Tonnage reported before 1908 in long tons; since reported in short tons. 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. 278 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or .plans (including project documents). Congressional documents. Annual reports of Chief of Engineers. Section covered. i House or No. Congress. Session. Year. Page. Part. Senate. I' -I I' Newark Bay to Elizabethport.... Senate.. 1 52 Forty-second.. Third... 11873 943 1 Do... ............ ... House... 1 44 Forty-fourth.. First.... 1 1876 251 1 Baltimore & Ohio R. R. bridge... Senate.. 2 17 Forty-ninth... Second.. 1 1887 2632 4 Channel west of Robbins Reef House... 1 77 Fifty-second.. ..do.... 1 1893 1083 1 Light. Kill Van Kull to Raritan Bay.... do.... 2 3 393 Fifty-sixth.... First.... ... 1 1900 1525 2 Vicinity of Piles Creek........ do.... ... 1 591 Fifty-ninth... ... do..... 1 1906 167 1 Kill Van Kull to point in vicinity do..... 1 273 ..... ... do........ Second.. 14 1907 175 1 of Bedloe Island west of Rob- bins Reef. Channel north of Shooters Island ... do..... 2 3337 ..... do...... ...do.... 1 4 1907 175 1 Westerly side of Buckwheat Island ... do..... 1 533 Sixtieth...... First.... 14 1908 184 1 Southwest Spit, through Raritan ... do.... 131124 Sixty-second.. Third... Bay, Arthur Kill, and Kill Van Kull to upper New York Bay. 1No map. 3 Basis of project adopted by Congress. 2Contains map. 4Reference; does not contain report. Maps of this work are printed in Annual Report of the Chief of Engineers for 1881, page 696; 1899, pages 820-822; 1890, page 844; 1905, page 1034; and for 1911, page 1322; and in House Document No. 393, Fifty-sixth Congress, first session. PROJECT OF 1902. July 1, 1913, balance unexpended _ -______ _______-- - - 1 $103, 708. 25 Amount received from sale of maps __----________- - - -____- 8. 90 103, 717. 15 June 30, 1914, amount expended during fiscal year: For works of improvement______________________ $260. 93 For maintenance of improvement__ ---...... _ 15. 00 275. 93 July 1, 1914, balance unexpended ---------------------------- 2103, 441. 22 PROJECT OF 1913. - July 1, 1913, balance unexpended ___________________-- - - _ $499, 702. 00 Amount received from sale of maps____--- ---- ------------ 48. 05 499, 750. 05 June 30, 1914, amount expended during fiscal year, for works of improvement_ _________-- ---- ----- --- _____-- _____ 195, 651. 28 July 1, 1914, balance unexpended_ --- --- -- - __________--- 304, 098, 77 .... July 1, 1914, outstanding liabilities_-- --.- ___ _- 42, 276. 79 July 1, 1914, balance available______________ __-__________ 261, 821. 98 Amount allotted from appropriation made by the river and har- bor act approved Oct. 2, 1914-------------------------------- 400, 000. 00 Amount available for fiscal year ending June 30, 1915 _...___. 661, 821. 98 1 This amount was erroneously stated as $73,716.60 in annual report of 1913, due to the omission of the appropriation of $30,000 made by the act of Mar. 4, 1913, and the inclusion of the sum of $73.25 as received from sale of maps instead of the correct amount of $64.90. 2A portion of this amount may be expended for maintenance of the channel north of Shooters Island. RIIVER AND HARBOR IMPROVEMENTS. 279 July 1, 1914, amount covered by uncompleted contracts.. --------- __ $170, 408. 23 Amount (estimated) required to be appropriated for completion of existing project-------.._ ___-.____ 11, 230,000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement _________________ 1500, 000. 00 (b) Channel north of Shooters Island between New York and New Jersey.--This is an extension of the existing project for the improve- ment of Arthur Kill or Staten Island Sound from Kill Van Kull to Raritan Bay. Before improvement there was no channel within the limits 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 and reported upon under the head of the channel between Staten Island and New Jersey. The object of this channel is to relieve the congestion in navigation of the main channel between Shooters Island and Staten Island and to provide a more direct route from the Arthur Kill to Newark Bay. In its natural condition the central and eastern part of this new waterway was a part of the flats referred to on which the depth was from 2 to 5 feet at mean low water. The length of this channel is about 1 mile, with a width of 300 feet and depth at mean low water of 16 feet. 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 was 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. A draft of 30 feet at mean low water can be brought in to it from the ocean through New York Bay and Kill Van Kull and 21 feet through Raritan Bay and Arthur Kill. The mean range of tides is 5 feet. The amount expended on the project up to the close of the fiscal year ending June 30, 1914, was $202,471.13, which was for work of improvement under a continuing contract as authorized. Operations during the fiscal year consisted in dredging under a continuing contract. Dredging was in progress at-the beginning of the year, at which time 1,060,436 cubic yards had been removed under the project. The contract was completed on March 25, 1914. The amount of material removed during the year was 134,465 cubic yards. Total yardage removed under the contract was 1,194,901 cubic yards. The channel north of Shooters Island and the middle grounds between Bergen Point and Shooters Island and at the Cor- ner Stake Light were completed. The removal of the reef at Bergen Point Light was nearly completed. Several outcrops of ledge rock were encountered, the removal of which could not be required under this contract. This is a connecting channel, and the commerce to be benefited will be a part of the Arthur Kill, which in 1912 amounted to 30,5255.094 short tons, with an estimated value of $515,437,656, and of Newark 1Exclusive of amount available for fiscal year 1915. 280 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Bay and Passaic River, amounting in 1913 to 2,807,387 short tons, with a value of $64,439,074. It is proposed to apply the available balance to completing and maintaining the improvement and the additional appropriation rec- ommended to maintenance. References to examination or survey reports and maps or plans (including project documents). Congressional documents. Annual Reports of Chief of Engineers. Section covered. Hse or No. Congress. Session. Year. Page. Part. ' Channel north of Shooters Island.. House... 1 337 Fifty-ninth.... Second.. 3' 1907 175 1 1Contains map. 8 No map. 2Basis of project adopted by Congress. 4 Reference; does not contain report. July 1, 1913, balance unexpended__-___ $53, 343. 89 June 30, 1914, amount expended during fiscal year, for works of im- provement -------- ------------------------------------------ 35, 815. 02 July 1, 1914, balance unexpended -------------------------------- 17, 528. 87 Amount of continuing contract authorization, act of June 25, 1910___ 180, 115. 00 Amount appropriated under such authorization------------------- 120, 000. 00 Amount yet to be appropriated----------------------------------60, 115. 00 Amount (estimated) required to be appropriated for completion of existing project ------------------------------ - 60, 115. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement---------------------- 5, 000. 00 CONSOLIDATED. July 1, 1913, balance unexpended ------------------------------ $656, 754. 14 Amount received from sale of maps--------------------------- 56. 95 656, 811. 09 June 30, 1914, amount expended during fiscal year: For works of improvement-----------------_ $231, 727. 23 For maintenance of improvement-------------- 15. 00 231, 742. 23 July 1, 1914, balance unexpended------------------------------ 425, 068. 86 July 1, 1914, outstanding liabilities ---------------------------- 42, 276. 79 July 1, 1914, balance available-------------------------------- 382, 792. 07 Amount allotted from appropriation made by the river and har- bor act approved Oct. 2, 1914-------------------------------- 400, 000. 00 Amount available for fiscal year ending June 30, 1915------- --- 782, 792. 07 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 281 July 1, 1914, amount covered by uncompleted contracta--s __-. $170, 408. 23 Amount (estimated) required to be appropriated for completion of existing project ------- ------------------------- 1, 290, 115. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916: For improvement of 25-foot channel --------------------- 500, 000. 00 For maintenance of improvement of channel north of Shoot- ers Island ----------------------------------------- 5,000. 00 Total ------------------------------------------- 505, 000.00 (See Appendix G 3.) 4. Woodbridge Creek, N. J.-This creek is a small, crooked tidal stream about 5 miles long running southwardly and eastwardly 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. A depth of 21 feet can be brought in from the ocean through Raritan Bay and Arthur Kill. It is navigable for 28 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 at high water 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 channel existed as far as Salamander Dock, 11 miles from the mouth. The mean range of tides is 5 feet. Original project: A survey of the navigable part of this creek was made in 1878, and a project for its improvement 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 Salamander Dock, at an estimated cost of $13,800, which amount was increased in 1884 to $29,000. Work on this improvement was carried on under appropriations made from 1879 to 1882, amounting to $19,000, which was expended without completing the project, and was suspended in 1883, and in 1900 the channel had relapsed to its original condition. The existing project, printed in House Document No. 282, Fifty- sixth Congress, first session, and adopted by the river and harbor act of June 13, 1902, contemplates obtaining a channel 8 feet deep at mean low water, with a bottom width of 50 feet, by dredging from Arthur Kill to Salamander Dock, at an estimated cost'of $35,000 for the improvement atid $3,000 annually for maintenance. The amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1914, was $63,203.24, of which $30,822.70 was used in carrying out the project and $32,380.54 for maintenance. The sum of $1.95 was derived from the sale of maps. This project was completed in January, 1908, under appropria- tion of March 2, 1907. The total amount expended on all projects for the improvement of Woodbridge Creek, N. J., to the end of the fiscal year 1914 has been $82,203.24. 1Exclusive of amount available for fiscal year 1915. 282 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Operations during the fiscal year consisted in dredging for main- tenance under two contracts. Dredging under a contract in force was commenced on July 1, 1913, and completed on July 23. The amount of material removed and accepted under the contract was 12,793 cubic yards. Under the second contract work was commenced on April 21, 1914, and completed on May 5. The amount of material removed and accepted was 7,284 cubic yards. The maximum mean low-water draft that could be carried June 30, 1914, throughout the improvement was 8 feet for two-thirds and 4 to 6 feet for remainder of its length, in a narrow channel. 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 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; in 1909 to 116,459 tons, valued at $587,164; in 1910 to 129,676 tons, valued at $675,000; in 1911 to 128,560 tons, valued at $680,825; in 1912 to 115,097 tons, valued at $664,940; and in 1913 to 84,853 tons, valued at $495,649. 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 recom- mended to be appropriated to maintenance of the improvement. References to examination or survey reports and maps or plans (including project documents). Congressional documents. Annual Reports of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Part. Mouth to Salamander Dock...... ....... ... ............. .. 1879 12 478 1 Do ......................... House... " 282 Fifty-sixth.... First... 1900 12 1552 2 1 No map. 2Basis of project adopted by Congress. 3 Contains map. Map of the creek is printed in Annual Report of the Chief of Engineers for 1905, page 1036. July 1, 1913, balance unexpended------------------------------ $9,115. 78 Amount received from sale of maps------------------------------- .65 9, 116. 43 June 30, 1914, amount expended during fiscal year, for maintenance of improvement------------------ --------------------------- 8, 567. 72 July 1, 1914, balance unexpended__------------------------------ 548. 71 July 1, 1914, outstanding liabilities-------------- --- 4. 48 July 1, 1914, balance available- -- - 544. 23 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------------- 6, 000. 00 Amount available for fiscal year ending June 30, 1915------------- 6, 544. 23 Amoant that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement --_-------------- ' 3, 000. (See Appendix G 4.) 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 283 5. Raritan Bay, N. J.-This bay is a large body of water lying between the southern end of Staten Island and the New Jersey shore and lower New York Bay on the east. 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 northward from its west end, connecting it with Newark Bay. The draft which can be brought into the mouth of the bay from the ocean, by way of the Main Ship-Bayside-Gedney Channels of lower New York Bay, is 30 feet at mean low water. Before improvement this bay had naturally a fairly straight channel, with a minimum depth of 11 feet, 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. Mean range of tides, 5 feet. The original and existing project, adopted March 3, 1881, and extended September 19, 1890, and June 3, 1896, provides for dredg- ing 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, originally aggregating 1 mile in length and subsequently extended toward Seguine Point to a length of 2) miles, 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. The amount expended on the work up to the close of the fiscal year ending June 30, 1914, was $619,888.31, of which $297,314.45 was used in carrying out the project and $321,966.36 for maintenance and $607.50 for harbor-line survey. The sum of $13.45 was derived from the sale of maps. The existing project has been completed, and the work now contemplated is maintenance of the improvement. Operations during the fiscal year consisted in making examinations of dredged channels and in dredging under contract for maintenance in the Wards Point Channel. Dredging was commenced on June 18, 1914. The amount of material taken out at the close of the fiscal year was 10,944 cubic yards. Work was still in progress under the con- tract at the close of the year. It is proposed to apply the available balance and the amount recommended to be appropriated to continue the maintenance of the improvement. The maximum draft that could be carried, June 30, 1914, through the Wards Point, South Amboy, and Seguine Point Channels was about 19-21 feet at mean low water in channels of less than the pro- jected width. The commerce of the bay is mainly in coal, brick, refined lead, and copper, bullion, clay products, and general merchandise, and amounted 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; in 1909 to 8,283,839 tons, valued at $107,829,053; in 1910 to 9,168,913 tons, valued at $132,- 234,295; in 1911 to 10,078,774 tons, valued at $149,933,596; in 1912 to 10,418,105 tons, valued at $150.100,526; and in 1913 to 10,500,337 284 REPORT OF THIE CHIEF OF ENGINEERS, U. S. ARMY. tons, valued at $152,691,821. Tonnage before 1908 reported 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. References to examination or survey reports and maps or plans (including project documents). Congressional documents. Annual Reports of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Part. Senate. Perth Amboy and South Amboy House... 13 45 Forty-sixth... Third... 11881 717 1 ship channel. Princess Bay, Staten Island ... do..... 2 3109 Fifty-first..... Second.. 1 1891 1013 2 (breakwater). South Amboy to Great Beds.....do..... 2 3 298 Fifty-third.... Third... 1 1895 10)4 1 South Amboy to Great Beds Light. .... do.... 1 184 Fifty-eighth... Second.. 1 1904 1158 1 Southwest Spit through Raritan ... do..... 11124 Sixty-second.. Third................... Bay and Staten Island Sound to upper New York Bay. 1 No map. 2 Contains map. 3Basis of project adopted by Congress. Maps are printed in Annual Reports of the Chief of Engineers for 1905, page 1038, and for 1911, page 1330. July 1, 1913, balance unexpended------------------------------- $32, 840. 75 Amount received from sale of maps ------------------------------ 2. 09 32, 842. 84 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ----------------------------------------------- 217. 70 July 1, 1914, balance unexpended ------------------------------- 32, 625. 14 July 1, 1914, outstanding liabilities ------------------------------- 2, 250. 03 July 1, 1914, balance available-----------------------------_ 30, 375. 11 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------------- 20, 000. 00 Amount available for fiscal year ending June 30, 1915--------------50, 375. 11 July 1, 1914, amount covered by uncompleted contracts- -------- 23, 042. 32 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ---------------- _ ----- 20, 000. 00 (See. Appendix G 5.) 6. Keyport Harbor, Matawan Creek, Raritan, South, and Eliza- beth Rivers, Shoal Harbor and Compton Creek, and Cheesequake Creek, N. J.-(a) Keyport Harbor.-This harbor is situated at the 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 285 mouth of Matawan Creek, on the south side of Raritan Bay, 5 miles east of the mouth of Raritan River, and about 9 miles west of Sandy Hook, and it consists of a bay about 1 mile broad. It is sheltered on the east by Conaskonk Point and on the west by Matawan Point. Its connection with the ocean is through Raritan Bay, which is de- scribed in the report for that bay. Mean range of tides, 4.9 feet. 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 (1883), contemplates dredging a channel 8 feet deep at mean low water, about a mile long and 200 feet wide, from Raritan Bay to the steamboat dock at Keyport, at an estimated cost of $40,475. The amount expended to June 30, 1914, was $90,586.74, of which sum $40,475 was used in carrying out the project and $50,111.74 for maintenance. The sum of $1.25 was derived from the sale of maps. A channel of the required length and nearly the proposed width was completed in 1883-4. The improvement has been practically com- pleted. Maintenance is necessary. Operations during the fiscal year consisted in dredging under a contract for maintenance. Work was commenced on June 29, 1913. There were removed up to June 30, 1914, under the contract, 2,233 cubic yards. Work was still in progress under the contract at the close of the year. The maximum draft that could be carried June 30, 1914, to the Keyport wharves was about 8 feet at mean low water, in a channel of about half of the projected width. The commerce of this harbor is mainly in farm products, fertiliz- ers, coal, lumber, fish, shellfish, and miscellaneous freight, and, including the commerce of Matawan Creek, amounted in 1904 to 99,600 tons, valued at $2,022,000; in 1905 to 86,821 tons, valued at $2,202,105; in 1906 to 229,377 tons, valued at $3,074,060; in 1907 to 160,925 tons, valued at $3,275,305; in 1908 to 123,724 tons, valued at $3,146,800; in 1909 to 50,932 tons, valued at $1,345,020; in 1910 to 77,998 tons, valued at $1,783,136; in 1911 to 96,477 tons, valued at $1,868,650; in 1912 to 221,559 tons, valued at $1,434,433; and in 1913 to 130,921 tons, valued at $2,057,245.20. 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. 286 REPORT OF THIE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Congressional documents. Annual Reports of Chief of Engineers. Section covered. HoSenateor No. Congress. Session. Year. Page. Part. Keyport Harbor................. House... 1 2 153 Forty-second.. Third.. 1 1873 941 1 1 No map. 2Basis of project adopted by Congress. Map is printed in the Annual Report of the Chief of Engineers for 1905, page 1040. July 1, 1913, balance unexpended------------ ------------- $17, 624. 61 Amount received from sale of maps------------------------------ . 25 17, 624. 86 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ---------------------------------------------- 156. 64 July 1, 1914, balance unexpended-------------------------------- 17, 468. 22 July 1, 1914, outstanding liabilities------------------------------ 617. 53 July 1, 1914, balance available_------------------------------ 16, 850. 69 July 1, 1914, amount covered by uncompleted contracts --------- 11, 441. 75 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_ _-_ ________ (1) (b) Matawan Creek.-This creek is a small tidal stream in the eastern part of New Jersey, flowing northeastwardly through salt marshes, for the most part, and emptying into Raritan Bay through Keyport Harbor. It is navigable up to the bridge of the New York & Long Branch Railroad, Matawan, about 2 miles above its mouth, where navigation is cut off for vessels with masts. It is of no com- mercial importance above the bridge. A .draft of 8 feet can be brought to the mouth of the creek from the ocean through Raritan Bay and Keyport Harbor. 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. Mean range of tides, 4.9 feet. 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, thence about a mile, 75 feet wide, to the railroad bridge at Matawan, was adopted March 3, 1881. The cost was esti- mated at $33,120. The amount expended to June 30, 1914, was $73,888.65, of which $21,000 was used in carrying out the project and $52,888.65 for main- tenance. The sum of $1.50 was derived from the sale of maps. About two-thirds of the work proposed under the project has been com- pleted, and a channel has been dredged the required distance with widths of from 50 to 100 feet, but this channel has greatly de- teriorated. 1See consolidated money statement on p. 296. RIVER AND HARBOR IMPROVEMENTS. 287 Operations during the fiscal year consisted in dredging under a contract for maintenance. Work was begun on June 29, 1914. There was removed up to June 30, 1914, under the contract, 307 cubic yards. Work was still in progress under the contract at the close of the year. The maximum draft at mean low water that could be carried June 30, 1914, to the head of navigation was about 4 feet for nine-tenths of the distance, and from 1 to 2 feet for the remainder. The commerce of this creek is in brick and fireproofing, fertilizer, shellfish, top soil, coal, and general merchandise, and amounted to 29,600 tons in 1904, valued at $74,000; 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; in 1909 to 16,800 tons, valued at $22,000; in 1910 to 41,423 tons, valued at $46,620; in 1911 to 48,745 tons, valued at $86,050; in 1912 to 196,406 tons, valued at $448,623; and in 1913 to 79,085 tons, valued at $146,890.20. Tonnage reported 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 appropria- tions have been insufficient to maintain the channel in the upper part of the creek, where the market boats load, consequently that branch of the commerce has been abandoned. It is proposed to expend the available balance and the amount to be appropriated, for maintenance of the project. Further details as to this improvement may be found in the An- nual Report of the Chief of Engineers for 1897, page 1145. References to examination or survey reports and maps or plans (including project documents). Congressional documents. Annual reports of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Part. Entire length ... ........ House... 12 45 Forty-sixth... Third.. 1 1881 720 1 Do...................... . do ..... 43 Sixty-third.... First.... ........ ....... I No map. 2 Basis of project adopted by Congress. 3Contains mep. Maps are printed in the Annual Report of the Chief of Engineers for 1905, page 1042. July 1, 1913, balance unexpended---------------------------- ---- $8, 619. 01 June 30, 1914, amount expended during fiscal year, for maintenance of improvement-- --------------------------------------- 4, 701.77 July 1, 1914, balance unexpended ----------------------------- 3, 917. 24 July 1, 1914, outstanding liabilities------------ ---------------- 138. 64 July 1, 1914, balance available------------------------- 3, 778. 60 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_-------------- 3, 000.00 Amount available for fiscal year ending June 30, 1915-------------- 6, 778. 60 288 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1914, amount covered by uncompleted contracts-- ---------- $2, 877. 20 Amount (estimated) required to be appropriated for completion of existing project__________________- 112, 120. 00 1___---- Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_ -- -- (2) (c) Raritan River.-This river is a moderate-sized stream, flowing in a general easterly and southerly direction in a winding course 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. A draft of 21 feet can be brought into the mouth of the river from the ocean through New York Bay and Raritan Bay. Mean range of tides: At mouth of river, 5.1 feet; at New Brunswick, 5.56 feet. In its natural state the channel to New Brunswick was obstructed by many extensive shoals, on which the depth was from 62 to 82 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 Brunswick. 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 22 miles, width of 100 feet, and depth of 5 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. The amount expended upon the existing project up to the close of the fiscal year ending June 30, 1914, was $759,793.88, of which $659,192.32 was used in carrying on the work and $99,916.31 for maintaining that already done, and $685.25 for harbor-line surveys. The sum of $3.44 was derived from the sale of condemned property and from sale of maps. About two-thirds of the work contemplated has been completed, and the following work has been accomplished under the project: A channel 10 feet deep has been made from the mouth to the Delaware and Raritan Canal terminus at New Bruns- wick, 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 about 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, but has since shoaled to almost original depth. Five dikes have been built to maintain the channels. The total amount expended on all projects for the improvement of Raritan River, N. J., including New Brunswick Harbor, N. J., to the end of the fiscal year 1914 has been $773,756.88. Operations for the year consisted in a continuation of dredging for maintenance under contract in force at the beginning of the year. The work was completed on September 13, 1913. The total amount of material removed and accepted under this contract was 42,780 cubic yards. The amount removed during the fiscal year was 20,906 cubic yards. 1 Exclusive of amount available for fiscal year 1915. s See consolidated money statement on p. 296. RIVER AND HARBOR IMPROVEMENTS. 289 This was removed from the shoals in the upper section of the river from and above Martins Reach to the outlet of the Dela- ware and Raritan Canal at New Brunswick. Under advertisement of April 27, 1914, a contract for mainte- nance work, dated June 15, 1914, was in force, but dredging had not been commenced at the close of the year. On June 30, 1914, the maximum draft that could be carried in the river was 10 feet to within 1 mile of the head of navigation and 9 feet for the remainder of the distance. It is proposed to apply the available balance and the amount rec- ommended to be appropriated to maintaining the improvement by dredging. The commerce of this river is practically in coal, ores, refined cop- per, lumber, building materials, and general merchandise, and, in- cluding the commerce of the South River, amounted 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; in 1909 to 936,533 tons, valued at $48,504,916; in 1910 to 963,473 tons, valued at $53,355,340; in 1911 to 1,100,851 tons, valued at $64,441,303; in 1912 to 1,177,157 tons, valued at $64,938,510; and in 1913 to 1,243,923 tons, valued at $73,175,177. Tonnage reported before 1908 in long tons; since reported in short tons. It appears from information 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. References to examination or survey reports and maps or plans (including project documents). Congressional documents. Annual reports of Chief of Engineers. Section covered. seornate. No. Congress. Session. Year. Page. Part. Survey of 1832................... House... 12306 Twenty - sec- First........ .. .............. ond. Below New Brunswick, includ- ... do..... 1 174 Forty-third... ... do..... 11874 173 2 ing Middle Grounds. Mouth to New Brunswick....... ..do..... 81341 Sixty-second.. Third.. ..... ............. 3 1No map. 2Basis of project adopted by Congress. Contains map. Maps of the river are printed in Annual Reports of the Chief of Engineers for 1885, page 760; for 1905, page 1044. July 1, 1913, balance unexpended.---------------------------- $40, 694. 41 Amount received from sale of maps----------- _--_ 1. 20 40, 695. 61 June 30, 1914, amount expended during fiscal year, for mainte- nance of improvement------ --------------------------- 13, 265. 09 July 1, 1914, balance unexpended-- ---------------------------- 27, 430. 52 July 1, 1914, outstanding liabilities__________------------------------ 95. 94 July 1, 1914, balance available__-------- ---- .-. 27, 334. 58 60993 0 -- ENG 1914-- 19 290 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1914, amount covered by uncompleted contracts------------ $9. 000. 20 Amount (estimated) required to be appropriated for completion of ---------------- existing project__.___ 1373, 392. 68 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement---------------------- () (d) South River.-This is a small stream in the central part of New Jersey, flowing in a northerly direction, which discharges into the Raritan River about 8 miles above its mouth. Before improve- ment by the United States a private 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 sail- ing course about 2 miles. A draft of 10 feet at mean low water can be brought into the mouth of the canal or river from the ocean, through New York Bay, Raritan Bay, and Raritan River. The low-water depth in the canal was about 3.5 feet and in the river about 2.5 feet as far as Old Bridge, at the head of navigation, 6.3 miles above the canal. Mean range of tides: At canal, 5.34 feet; at Old bridge, 4.57 feet. 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, and extended July 25, 1912, in accordance with a report printed in House Document No. 520, Sixty-second Congress, second session, to increase the depth above Bissetts to 6 feet, 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 (as ex- tended) 6 feet deep to Old Bridge, 6.3 miles above the mouth, at the head of navigation. The cost was estimated at $194,695, but was reduced in 1892 to $176,975. Annual maintenance, adopted July 25, 1912, $8,000. The amount expended on the present project up to the close of the fiscal year ending June 30, 1914, was $184,184.99, of which $137,224.41 was used in carrying out the project and $46,960.58 for maintenance. The sum of $10.66 was derived from the sale of maps. This project was completed during the year. Below the wharves at the village of South River or Washington a channel from 80 to 100 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 been completed to the highway bridge at Old Bridge. The total amount expended on all projects for the improvement of South River, N. J., to the end of the fiscal year 1914 has been $204,184.99. The operations for the year consisted in completing the contract in operation at the beginning of the year providing for a 6-foot channel from Bissetts Brick Works to the town of Oldbridge. The work was carried from a point about three-quarters of a mile above Bissetts to the highway bridge at Oldbridge. The work was com- 1Exclusive of the balance unexpended July 1, 1914. SSee consolidated money statement on p. 296. RIVER AND HARBOR IMPROVEMENTS. 291 pleted on March 13. The total amount of material excavated and estimated for under the contract was 274,020 cubic yards, prism measurement. There was also removed during the progress of the work several wrecks and snags. The amount of material excavated during the year was 228,231 cubic yards, prism measurement. Speci- fications for dredging for maintenance of river from mouth to Bis- setts were advertised on April 27, and proposals were opened on May 28, 1914. No satisfactory bids were received. The maximum draft that could be carried to South River or Washington on June 30, 1914, was about 8 feet, thence to Bissetts 5 to 6 feet, thence to the highway bridge at Oldbridge 6 feet at mean low water. 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 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, valued at $472,013; in 1909 to 133,587 tons, valued at $439,914; in 1910 to 127,170 tons, valued at $431,061; in 1911 to 127,024 tons, valued at $480,411; in 1912 to 203,330 tons, valued at $977,618; and in 1913 to 187,051 tons, valued at $747,829. Tonnage reported since 1907 in short tons; previous reports in long tons. It appears from reliable information that the improvement has caused a great reduction in freight rates and that it is probable that the rates will now be further reduced on the upper stretches of the river. Details as to this improvement may be found in the Annual Report of the Chief of Engineers for 1896, pages 784-785. References to examination or survey reports and maps or plans (including project documents). Congressional documents. Annual Reports of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Part. South River....... ............... House... I 1 60 Forty-first.... Third... 11871 698 Raritan River to Oldbridge....... Senate.. 1 2 69 Forty-sixth... Second.. 11880 519 1 Old South River.......... .... House... 8335 Fifty-ninth......do.... 1 41907 175 1 Between Bissetts and Oldbridge.. .do.... 2 520 Sixty-second. ... do.... 141912 279 1 1 No map. 2 Basis of project adopted by Congress. 3 Contains map. 4 Reference; does not contain report. 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, 1913, balance unexpended_----- --- -------------- $95, 736. 79 -------- Amount received from sale of maps---------------------- 1. 96 95, 738. 75 June 30, 1914, amount expended during fiscal year: For works of improvement -- ______----- $39, 283. 13 For maintenance of improvement----------------- 70. 69 39,353. 82 292 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1914, balance unexpended---------------------------. $56, 384. 93 July 1, 1914, outstanding liabilities------------------------------ 2. 26 July 1, 1914, balance available__ ..---------.. -- --- - 56, 382. 67 (e) Elizabeth River.-This is a small stream in the eastern part of New Jersey which flows in a southeasterly direction a distance of about 9 miles and discharges into the Arthur Kill at Elizabethport near its junction with Newark Bay. Before improvement by the United States its width in the tidal and navigable part 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 24 miles above its mouth. A depth of 21 feet at mean low water can be brought to the mouth of the river from the ocean via New York Bay, Raritan Bay, and Arthur Kill, or via New York Bay, Kill van Kull, and Arthur Kill. Mean range of tides: At mouth, 4.7 feet; at Bridge Street, Elizabeth, 3.4 feet. The original project, adopted March 3, 1879, consisted 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. This project was completed in 1897 and subsequently maintained un- til 1909, and it was dropped from the list of works June 30, 1911, the upper part of the river having fallen into disuse as a navigable stream and was used as a sewer outlet by the city of Elizabeth. The amount expended on this work to June 30, 1914, was $59,944.45, of which $27,000 was used for carrying out the project and $32,944.45 for maintenance. The existing project, adopted March 4, 1913, which is in accord- ance with report printed in House Document No. 750, Sixty-second Congress, second session, provides for dredging a channel from the mouth of the river up to the New York & Long Branch Railroad bridge, about 1 mile above the mouth, to obtain a channel depth of 6 feet at mean low water and a bottom width of 60 feet at an esti- mated cost of $15,443.50, subject to the provision that no work shall be done by the United States until local interests furnish free of cost suitable places for deposit of dredged material, and also release the United States from all claims for damages due to possible sloughing of the banks incident to the cdntemplated dredging. Nothing in furtherance of this improvement was done during the fiscal year. There has been but little demand for the proposed work. It is proposed to apply the available funds in completing the im- provement in accordance with the project. A depth of 7 feet at mean high water could be carried on June 30, 1913, through the lower part of the river to Summer Street, 1 miles from mouth of river. The commerce of this locality in farm and fish products, fertilizers, and general merchandise amounted 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 $87,322; in 1909 to 30,242 tons, valued at $217,877; in 1910 to 51,099 tons, valued at $713,035; and in 1913 to 38,716 tons, valued at $859,- 814. 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. RPIVER AND (ARBORt IMPROVEMENTS. 293 References to examination or survey reports and maps or plans (including project documents). Congressional documents. Annual reports of Chief documents Congressional of Engineers. Section covered. House or No. Congress. Session. Year. Page. Part. Mouth to Broad Street............. ....... ... ...... .... ....... 121879 481 1 Locks at mouth ................. House.. 141 Fifty-third.... Third... 11895 1011 1 Mouth to Broad Street........... ... do.... 1322 Fifty-fourth... Second. 11897 1185 1 Do ............................. do ... 12750 Sixty-second ... do... 131912 279 1 INo map. 2Basis of project adopted by Congress. Reference; does not contain report. Details in reference to this improvement may be found in the Annual Report of the Chief of Engineers for 1897, pages 1134 and 1185. Map is printed in the Annual Report of the Chief of En- gineers for 1905, page 1048. July 1, 1913, balance unexpended- .________ ____________$15, 443. 00 Amount received from sale of maps_______________--------- . 80 July 1, 1914, balance unexpended_____________________ 15, 443. 80 (f) Shoal Harbor and Comrnpton Creek.--This harbor is on the south shore of Raritan Bay, 5 miles southwest from Sandy Hook. The harbor is not landlocked. The route to the ocean is out through Sandy Hook Bay and New York Bay. It is necessary to go out a mile from shore to obtain a depth of 9 feet at mean low water, from which point it deepens gradually to 20 feet in the next mile. Comp- ton Creek is a narrow stream emptying into it. The natural harbor for boats in Compton Creek is inside the mouth of the creek, where the depth is from 3 to 4 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 drawbridge. 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. Mean range of tides, 4.5 feet. 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, 1914, was $65,058.41, of which sum $17,000 was applied to carrying out the project and $48,058.41 for maintenance. The sum of $2.90 was derived from the sale of maps. About three-fifths of the area of dredging contemplated un- der this project has been completed, and a 4-foot channel 100 feet wide has been dredged through Shoal Harbor, 75 feet wide in Comp- ton Creek, about two-thirds of a mile in length, connecting Sandy Hook and Raritan Bays with.Compton Creek. Operations for the fiscal year consisted in dredging for mainte- nance at the mouth of Compton Creek and inner part of the harbor, 294 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. completing a contract in operation at the beginning of the year. The work was completed July 3, 1913. The amount of material dredged and accepted under the contract during the year was 415 cubic yards. The total amount of material removed and accepted under the con- tract was 5,829 cubic yards. Specifications for dredging for maintenance were advertised on April 27 and proposals opened May 28, 1914. No satisfactory bids were received. The maximum draft that could be carried June 30, 1914, in the improved channel through Shoal Harbor and Compton Creek to the drawbridge was 4 feet at mean low water. The commerce of this locality in farm and fish products, fertilizers, and general merchandise amounted to 34,340 tons in 1905, valued at $1,198200; 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; in 1909 to 37,761 tons, valued at $490,975; in 1910 to 54,979 tons, valued at $999,895; in 1911 to 61,702 tons, valued at $612,500; in 1912 to 92,015 tons, valued at $701,440; and in 1913 to 65,135 tons, valued at $915,900. 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 freights from 20 to 50 per cent. It is proposed to apply the available balance and the amount rec- ommended to be appropriated to maintenance of the project. Further details as to this improvement may be found in the Annual Report of the Chief of Engineers for 1897, page 1150. References to examination or survey reports and maps or plans (including project documents). Congressional documents. Annual Reports of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Part. Shoal Harbor and mouth of creek. Senate.. 1 80 Forty-eighth.. First.... 81884 770 1 Do .......................... House... 1 40 Sixty-third ... do........ ...... 1Contains map. 2Basis of project adopted by Congress. 3No map. Maps are printed in the Annual Report of the Chief of Engineers for 1905, page 1050. July 1, 1913, balance unexpended-------------------------------_ $9, 561. 21 June 30, 1914, amount expended during fiscal year, for maintenance of improvement-- ---------------------------------- 4, 113. 91 July 1, 1914, balance unexpended_ --------------------------------- 5, 447. 30 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------------- 5,000. 00 Amount available for fiscal year ending June 30, 1915-------------- 10, 447. 30 Amount (estimated) required to be appropriated for completion of existing project ------------------------------- 47, 130. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement___-------- (2) 1Exclusive of amount available for fiscal year 1915. 2 See consolidated money statement on p. 296. RIVER AND HARBOR IMIPROVEMENTS. 295 (g) Cheesequake Creek.-This is a small stream in the eastern part of New Jersey, running in a northeasterly direction and empty- ing into Raritan Bay, about 2 miles southeast of South Amboy, which is situated at the mouth of Raritan River and on the south shore of Raritan Bay. 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. Mean range of tides, 5 feet. For description of Raritan Bay see report upon that locality. The original and 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 dis- tance two dikes were to be built, and a new channel to be made through the marsh was to cut off a bend in the creek. Stump Creek, a tributary stream emptying into the creek near its mouth, was to be improved by dredging a channel 50 feet wide and 3 feet deep. The cost was estimated at $75,279, which was revised in 1884 to $90,000. The amount expended on the present project up to the close of the fiscal year ending June 30, 1914, was $53.878.87, of which $40,000 was used in carrying out the project and $13,878.87 in maintenance. The sum of $1.25 was derived from the sale of maps. About four- ninths of the work contemplated under this project has been com- pleted, and the work accomplished consists of the construction of the two parallel stone jetties at the mouth, the dredging of a 5-fort channel between them about one-third mile in length, connecting the creek with the 5-foot curve in Raritan Bay, and the construction of the pile dike closing the old outlet. Operations during the past fiscal year consisted in entering into a contract for dredging for maintenance, under advertisement of April 27, and proposals opened May 28, 1914. Work of dredging had not been commenced at the close of the year. The improvement has not advanced sufficiently to affect freight rates. It is proposed to expend the available balance and the amount recommended to be appropriated in maintenance of the improvement. The maximum draft at mean low water that could be carried through the mouth of the creek on June 30, 1913, was about 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; in 1909 to 61,880 tons, valued at $178,900; in 1911 to 36,500 tons, valued at $277,500; in 1912 to 44,130 tons, valued at $292,500; and in 1913 to 23,679 tons, valued at $45,043. Tonnage reported since 1907 in net tons; previous reports in gross tons. 296 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Further details of this improvement may be found in the Annual Report of the Chief of Engineers for 1886, page 763. References to examination or survey reports and maps or plans (including project documents). Congressional documents. Annual reports of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Part. Senate. Mouth to Whiteheads Dock, in- Senate.. 1 69 Forty-sixth... Second.. 1880 1525 1 cluding Stump Creek. 1 No map . 2Basis of project adopted by Congress. Sketches of Cheesequake Creek are printed in the Annual Reports of the Chief of Engineers for 1882, page 680, and for 1905, page 1051. July 1, 1913, balance unexpended---------------------------- $8, 041. 08 June 30, 1914, amount expended during fiscal year, for maintenance of improvement --------------------------- -66. 42 July 1, 1914, balance unexpended ---. ----------------..--- 7, 974. 66 July 1, 1914, amount covered by uncompleted contracts------------ 4. 0999. 95 Amount (estimated) required to be appropriated for completion of existing project_---- ---- ----------------------- -------- 50, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-__ ----- (2) CONSOLIDATED. July 1, 1913, balance unexpended---------------_ $195, 720 11 Amount received from sale of maps ----------------------------- 4. 21 195, 724.32 June 30, 1914. amount expended during fiscal year: For works of improvement ---------------- $39, 283. 13 For maintenance of improvement .--------------- 22. 374. 52 61. 657. 65 July 1, 1914, balance unexpended------------------------_ 134, 066. 67 July 1, 1914, outstanding liabilities ---------- ----------- 854. 37 July 1, 1914, balance available------------------------------ 133, 212. 30 Amount allotted from appropriation made by the river and haroor act approved Oct. 2, 1914__ ____-___----__________--___- 8, 000. 00 Amount available for fiscal year ending June 30, 1915 1__----- - 141, 212. 30 July 1, 1914, amount covered by uncompleted contracts------------ 28, 319. 10 Amount (estimated) required to be appropriated for completion of existing project -------------------------------- 482. 642. 68 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_ ........... '25, 500. 00 __-_ (See Appendix G 6.) 1Exclusive of amount available for fiscal year 1915. s See consolidated money statement on this page. RIVER AND HARBOR IMPROVEMENTS. 297 7. Shrewsbury River, N. J.-This river is a large tidal basin in the eastern part of New Jersey, and consists of two bays, each having an area of about 3 square miles, and known, respectively, as the North Branch (or Navesink River), flowing eastwardly, and the South Branch, flowing northwardly, and a channel called the main stem, which unites the two branches and extends northwardly 2( miles to the outlet at southeast end of Sandy Hook Bay, which is about 4 miles south from Sandy Hook. A draft of 19 feet at mean low water can be brought to the mouth of the river from the ocean through New York Bay and Sandy Hook Bay. The river is navi- gable on the North Branch to Red Bank, 8 miles from the mouth, where it is crossed by three bridges without draws, and on the South Branch to Branchport, 9 miles from the mouth; also to Little Silver, Oceanport, Parkers Creek, North Long Branch, and Monmouth Beach, on the several arms of the South Branch. The part of the river which has been under improvement by the United States consists of the main stem, the North Branch to Oceanic, 5 miles from the mouth, and the South Branch to the vicin- ity of Seabright, about 51 miles from the mouth. The bays above Oceanic and Seabright had sufficient water to accommodate naviga- tion. Mean range of tides: Outer bar, 5 feet; Highlands Bridge, 3 feet; Seabright bridge, 1.3 feet; Oceanic, 2.5 feet. Before any improvement was begun by the United States the avail- able depth to Oceanic. on the North Branch, was 32 feet, and to Sea- bright, on the South Branch, it was 22 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, adopted March 3, 1879, with subsequent modifi- cations, provides for forming a channel by means of dredging and diking, 6 feet in depth at mean low water, with width of 300 feet in the main stem, and widths from 150 to 200 feet in the North Branch to Oceanic, and in the South Branch to Seabright, at a modified esti- mated cost of $234,062. The approved estimate for annual mainte- nance is $10,000. A detailed description of the project is printed in the Annual Report of the Chief of Engineers for 1910, part 1, page 209. Report containing plan of improvement is printed in the An- nual Report of the Chief of Engineers for 1879, part 1, page 405. The sum expended under the existing project to the close of the fiscal year ending June 30, 1914, was $408,208.84, of which $195,- 298 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 393.95 was used for carrying out the project, $207,814.89 for mainte- nance, and $5,000 for a survey made in 1903. The sum of $27.77 was derived from the sale of maps. The project is completed, 9 dikes having been built and the channel dredged to 6 feet. Dredging and dike repairs are required for maintenance of channels. The total amount expended on all projects for the improvement of Shrewsbury River, N. J., to the end of the fiscal year 1914 has been $428,708.84. Operations during the fiscal year consisted in dredging for main- tenance under two contracts. Under the first contract dredging was commenced on July 18 and was completed September 12, 1913. The amount of material dredged from several bars in the river and accepted under the contract was 22,514 cubic yards. Under the second contract dredging was commenced on June 1, 1914, and con- tinued at the close of the year. Under this contract 14,839 cubic yards of material had been removed from bars in the mouth of the river and at the Highlands. The maximum draft that could be carried June 30, 1914, through- out the limits of the improvement was 6 feet at mean low water. The channels had projected depth but were narrow in many places. The commerce of the river, mainly in coal, farm products, ferti- lizer, and general merchandise, amounted in 1905 to 1,768,500 tons, 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; in 1909 to 1,959,920 tons, valued at $7,320,000; in 1910 to 1,608,600 tons, valued at $6,548,000; and in 1912 to 1,306,188 tons, valued at $6,820,750. Tonnage reported before 1908 in long tons; since reported in short tons. The passenger traffic is impor- tant, the number of people carried by the Patten Line, South Branch, and by the Merchants' Line, North Branch, being in 1909, 438,478; in 1910, 471,875; and for the year 1912, approximately 446,875. It is proposed to apply the available balance and the amount recom- mended to be appropriated to maintenance of the improvement in accordance with the project. It appears from reports received from the Merchants' Steamboat Co. and the New York & Long Branch Steamboat Co. (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 An- nual Reports of the Chief of Engineers for 1896, page 797, and 1900, page 185. RIVER AND HARBOR IMPROVEMENTS. 299 References to examination or survey reports and maps or plans (including project documents). Congressional documents. Annual Reports of Chief of Lngineers. Section covered. House or No. Congress. Session. Year. Page. Part. Senate. North and South Branches and main stem. House... 1260 Forty-first.... Third. . 1 1871 702 1 North and South Branches.... ... ......... .... .................... 11876 278 1 North and South Branches and main stem. House... 12 38 Forty-fifth_.... Third... 31879 405 1 North Branch .......... ............... .... . .. ............... .. .......... 31893 1130 1 Mouth to Red Bank and Branch- House... 3 123 Fifty-eighth... Second.. 1 1904 1162 1 port. Breakwater, Atlantic Highlands, ... do.... 185 Fifty-ninth....... do.... 141907 175 1 Sandy Hook Bay. North and South Branches...... .. do..-- 1296 Sixty-second.. Third....... ............. INo 2 map. 3Contains map. Basis of project adopted by Congress. 'Reference; does not contain report. Sketches of Shrewsbury River are printed in the Annual Reports of the Chief of Engineers for 1881, 1882, 1887, 1890, 1891, 1892, 1893, and 1905, page 1054. July 1, 1913, balance unexpended-------------------------- $20, 991. 93 Amount received from sale of maps------------------------ .50 20, 992. 43 June 30, 1914, amount expended during fiscal year, for maintenance of improvement --------------------------------- -- 10, 173. 50 July 1, 1914, balance unexpended- ------------------ 10, 818. 93 July 1, 1914, outstanding liabilities--------------------------- 5, 901. 82 July 1, 1914, balance available____-------- ______--- 4, 917. 11 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914___- .____-------------------- 10, 000. 00 Amount available for fiscal year ending June 30, 1915-------- --- 14, 917. 11 July 1, 1914, amount covered by uncompleted contracts .-------- - 3. 361. 10 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_- ------ -- ---- 110, 000. 00 (See Appendix G 7.) 8. Removing sunken vessels or craft obstructing or endangering navigation---Indefinite.- (a) Wreck of sunken and abandoned schooner (name unknown).-This wreck was sunk in the Hacken- sack River, just below the Paterson Plank Road Bridge. It was first reported June 29, 1913, and removed July 21, 1913, at a cost of $800, which was allotted from the indefinite appropriation, act of March 3, 1899. (b) Wreck of small schooner (name unknown).-This wreck was sunk in the mouth of Rahway River. It was first reported August 15, 1913, and removed November 29, 1913, at a cost of $330, which was allotted from the indefinite appropriation, act of March 3, 1899. (c) Wreck of canal boat (name unknown).-This wreck was found sunk in the west side of Arthur Kill, off Tremley Point, N. J. 1Exclusive of amount available for fiscal year 1915. 300 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Its removal was completed March 10, 1914, at a cost of $750, which was allotted from the indefinite appropriation, act of March 3, 1899. (d) Wreck of sunken and abandoned sloop (name unknown).- This wreck was sunk in Newark Bay, about 400 feet southeast of the bell buoy. It was first reported May 11, 1914. Proposals for this wreck were received and opened on June 25, 1914, and the lowest bid received was accepted, and the contract has been in course of prepara- tion. Allotments amounting to $450 to cover the cost of removal have been made from the indefinite appropriation, act of March 3, 1899. (See Appendix G 8.) EXAMINATION MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 4, 1913. Report, dated November 17, 1913, on preliminary examination of Manasquan River, N. J., required by the river and harbor act of March 4, 1913, 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. 846, Sixty-third Congress, second session. The im- provement of this locality by the United States in the manner pro- posed is not deemed advisable at the present time. The local officer was also charged with the duty of making a preliminary examination and survey, required by the river and harbor act approved July 25, 1912, of Rah way River, N. J., including the construction of the necessary cut-offs, and with a view to the con- sideration of any proposition for cooperation on the part of local interests, and reports thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE PHILADELPHIA, PA., DISTRICT. This district was in charge of Lieut. Col. Joseph E. Kuhn, Corps of Engineers, to August 15, 1913, and thereafter in charge of Col. Geo. A. Zinn, Corps of Engineers. Division engineer, Col. W. M. Black, Corps of Engineers. 1. Delaware River, N. Y., N. J., and Pa., at or near the mouth of Neversink River.-A history of the proposed improvement of this sec- tion of the river is contained in the Annual Report of the Chief of Engineers for 1912, page 279. At the close of the fiscal year no action had been taken by the States of New York, New Jersey, and Pennsylvania or other local interests toward supplying the additional funds contemplated by the project adopted in the river and harbor act approved June 25, 1910, in accordance with the report, printed with maps in House Document No. 1164, Sixtieth Congress, second session. No work was done or liabilities incurred by the United States during the year, and under the law it is not permissible to commence work until such time as the States named or other local interests supply their share of the neces- sary funds. It is recommended that this project be abandoned and the funds appropriated returned to the surplus fund in the Treasury. July 1, 1913, balance unexpended ----------------------- $6, 612. 50 July 1, 1914, balance unexpended------------- - 6, 612. 50 (See Appendix H 1.) RIVER AND HARBOR IMPROVEMENTS. 801 2. Delaware River, N. J., from Lalor Street, Trenton, to upper railroad bridge.-This is a new project. In its present condition this section of the river varies in width from 1,000 to 1,500 feet, and is so obstructed by rocks and shoals as to be unfit for navigation for commercial purposes. Trenton is located about 30 miles, by water, north of Philadelphia. The Delaware River has its sources in Greene, Schoharie, and Delaware Counties, N. Y. It has a length of about 315 miles, flows in a general southerly direction, and empties into Delaware Bay. The length of the particlar section included in this project is about 1 mile, and the distance of its lower end from the mouth of the river is about 85 miles. The distance from the mouth of the river to the ocean is about 50 miles. The draft that can be carried from the ocean through Dela- ware Bay to, the mouth of the river is 30 feet at mean low water. Eleven feet at mean low water can be carried to the lowest point of the section included in this project. Trenton is the actual and natural head of navigation for vessels and other craft. The river, however, is navigable for rafting and logging for a distance of about 214 miles above Trenton. Tidewater extends as far as Trenton, and the mean range of tide at this point is 4.2 feet. Previous to the adoption of the present project no work had been undertaken by the United States at this locality. The existing project, adopted by the river and.harbor act of July 25, 1912, provides for the construction, by dredging, of a channel 200 feet wide and 12 feet deep at mean low water, with a turning basin at its upper end of the same depth 300 feet wide and 400 feet long along the New Jersey side of the river from Lalor Street to the upper railroad bridge, Trenton, in accordance with the report pub- lished, with map, in House Document No. 839, Sixty-first Congress, second session, and subject to the conditions recommended by the Chief of Engineers on page 2 of said document. The object of the improvement is to extend the existing channel to a point nearer the center of the city of Trenton. No modification has been made in the existing project since its adoption. It was originally estimated that the work proposed would require the removal of about 426,000 cubic yards of material, at a cost of $164,000, and that it would require $5,900 per annum to maintain the improvement. Subsequent examination of the locality, however, in- dicates that it will be necessary to remove about 517,500 cubic yards of dredged material and about 500 cubic yards of rock to complete the improvement, and that the work will cost about $211,500. Under date of April 9, 1914, the Secretary of War approved the recommendation of the Chief of Engineers, made under the pro- visions of section 8 of the river and harbor act of June 25, 1912, that the available funds be applied to the completion of so much of the work as may be possible. To meet the conditions imposed by the project adopted by Con- gress the city of Trenton has caused to be prepared plans for a com- prehensive scheme of municipal terminals, has also authorized the issue of harbor improvement bonds to the amount of $50,000, and has also, in pursuance of authority conferred by the legislature of the State, instituted proceedings in condemnation looking to the 302 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. acquisition of all water-front property abutting on the proposed channel way, a portion of the land having already been acquired. The city of Trenton has also acquired a suitable site for the disposition of the material to be removed from the proposed improvement. The acts of the authorities of the city of Trenton, as above set forth, have been accepted by the Secretary of War as a substantial com- pliance with the conditions imposed by the adopted project. The first proposals for doing the work, received and opened during the last fiscal year, were rejected, and efforts which were being made at the end of the last fiscal year to secure suitable Government plant or the hire of a suitable plant from private contractors, have been without avail. The work was readvertised on January 10, and proposals were opened on February 10, 1914, for removing approxi- mately 517,500 cubic yards of dredged material and 500 cubic yards of bowlders. Six bids were received, the lowest being 42 cents per cubic yard for dredging and $7.50 per cubic yard for removing bowlders. All bids were rejected as unreasonable and the work was readvertised March 20, and proposals were opened March 31, 1914. Nine bids were received, the prices ranging from 372 cents to 52 cents per cubic yard for dredging, and from $1 to $10 per cubic yard for the removal of bowlders. A contract was entered into on April 24, 1914, at the unit prices of 38 cents per cubic yard for dredging and $1 per cubic yard for removal of bowlders. The sum of $510.69 was expended during the fiscal year in making borings to determine the character of the material to be removed, and for printing, advertising, traveling expenses, and incidentals. The total amount expended on the existing project up to the close of the fiscal year was $597.09, no part of which was applied to main- tenance. The unexpended balance pertaining to this work is.$163,402.91, of which amount $150,000 is covered by the contract referred to above, and the balance is reserved for superintendence and inspection inci- dent to the work to be performed under this contract. This amount will not be sufficient to complete the work in accordance with the adopted project. It is estimated that it will require $47,500 in addi- tion to the funds now on hand to complete the work. It is accord- ingly recommended that this amount be appropriated and made available during the fiscal year 1916. July 1, 1913, balance unexpended--------------------------$163, 913. 60 July 30, 1914, amount expended during fiscal year, for works of improvement- -------------------------------------------- 510.69 July 1, 1914, balance unexpended--------------------------- 163, 402. 91 July 1, 1914, outstanding liabilities_--------- __-, ---------.- "55.17 July 1, 1914, balance available- --------------------------- 163, 347. 74 July 1, 1914, amount covered by uncompleted contracts .-------- 150, 000. 00 Amount (estimated) required to be appropriated for completion of existing project-------------------------------------- 147, 500. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement _.....--------.. ------ 147, 500. 00 (See Appendix H 2.) 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 803 3. Delaware River, from Allegheny Avenue, Philadelphia,Pa., to Trenton, N. J.-In its original condition the channel was narrow and circuitous, of varying depth and width, and was available for com- mercial purposes by steamers and other craft of shallow draft. At Fivemile Bar, between Allegheny Avenue and the Pennsylvania Railroad bridge, at Philadelphia, a shoal carrying from 3 to 4 feet at mean low water extended across the Pennsylvania side of the channel. There was, however, a depth of 13 feet past Fivemile Bar in the New Jersey side of the channel south of Petty Island. At Kinkora Bar, about 9 miles below Trenton, there was a shoal carry- ing 7 feet at mean low water. From Bordentown to Trenton, a distance of about 5 miles, the depth of channel varied from 3 to 6 feet at mean low water. The Delaware River has its sources in Greene, Schoharie, and Delaware Counties, N. Y. It flows in a general southerly direction and empties into Delaware Bay. The total length of the river is about 315 miles. The section of the river included in this project is about 30 miles in length, and the distance of its lower end from the mouth of the river is about 55 miles. The distance from the mouth of the river to the ocean is about 50 miles. The minimum usable low-water depth from the mouth of the river to the ocean is 30 feet. Prior to 1910 no comprehensive project had ever been adopted for the improvement of this part of the river. Work had been done at various times since 1872 at different localities, with a view to obtain- ing a depth of 7 feet at mean low water and a width of 200 feet. Under the general project for improving Philadelphia Harbor, a channel 26 feet deep was dredged through Fivemile Bar between 1888 and 1898. The amount expended in the improvement of the Delaware River between Philadelphia and Trenton prior to the adoption of the existing project and exclusive of the sum expended in the improve- ment of that part of Philadelphia Harbor north of Allegheny Ave- nue was $197,623.25. The existing project for the improvement of this section of the river was adopted June 25, 1910, and provides for a channel 200 feet wide and 12 feet deep at mean low water, at an estimated cost of $360,000 and an annual cost of $20,000 for maintenance, in accord- ance with the report printed, without maps, in House Document No. 702, Sixty-first Congress, second session. A map of this section of the river is published in the Annual Report of the Chief of Engi- neers for 1911, page 1350. No modification has been made in the existing project since its adoption. 304 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. 1870 71 Trenton to Bordentown 1... ...... .................................... ....... 1871 707 Trenton, N. J., to Easton, Pa.2.. ...... ........ ......... .... ....... 1873 899 White Hill to above Bordentown, N. J.2 ............. ....... .... .... .... .... 1879 420 Burlington to Trenton, N. J.1........... House... 151 Fifty-third.... Third... 1895 1080 Perriwig Bar 1..................... .. .. do..... 852 Fifty-ninth.... First.... 1906 177 Allegheny Avenue, Philadelphia, to Tren- ... do..... 702 Sixty-first..... Second.. 1910 224 ton, N. J.2 a Bordentown. N. J.1 ....................... ... do..... 262 Sixty-second.....do..... 1912 290 Morrisville, Pa.'.......................... ... do..... 1072 . do....do......... do..... 1913 312 1 No maps. 2 Contains maps. a Basis of project adopted by Congress. The work embraced in the existing project calls for the removal of a shoal about 4,500 feet long at a point about 9 miles above Alle- gheny Avenue and opposite Mud Island, the removal of a shoal 4,000 feet long at Kinkora Bar, continuous dredging frbm Bordentown to Trenton, N. J., a distance of about 5 miles, and the construction of a double bulkhead dike at the upper end of Mud Island and two single bulkhead dikes located, respectively, at the lower end of Duck Island and the upper end of Biles Island, the two latter-named dikes being in that section of the river between Bordentown and Trenton. Work under the project was completed May 9, 1913, except for the dike at the upper end of Mud Island, the construction of which has been deferred on account of protests made by owners of property abutting on the Pennsylvania shore back of Mud Island, who con- tend that the dike would cause shoaling in the back channel, which is now used mainly for pleasure purposes. Aside from the protests, it is desired to make a study of the dredged channel at this particu- lar locality with a view to ascertaining whether it will maintain itself without the aid of the dike. Soundings made in December, 1913, about 7 months after com- pletion of this section, show shoaling to a minimum depth of 11 feet, and indicate that the removal of about 50,000 cubic yards of ma- terial would be required to restore the channel to project dimensions. Maintenance work with Government plant was commenced on May 12, 1914, and continued during the remainder of the year. About 18,000 cubic yards of material was removed from the channel opposite Bordentown, N. J. The work of removing two isolated points of rock on White Hill range was in progress and nearing completion at the end of the year. The sum of $4,997.89 was expended during the year for mainte- nance of the improvement. The cost of superintending the opera- tions of privately owned dredges engaged in dredging sand and gravel for building purposes was $718.03, which amount was paid by the sand dredging companies, through the district engineer officer. The total amount expended in connection with the existing project to the end of the fiscal year 1914 was $315,977.10, of which $310,979.21 was for new work and $4,997.89 for maintenance of the improvement. RIVER AND HARBOR IMPROVEMENTS. 305 The total amount expended on all projects pertaining to the Dela- ware River from Allegheny Avenue, Philadelphia, to Trenton, ex- clusive of the sum expended in the improvement of that part of Philadelphia Harbor north of Allegheny Avenue, to the end of the fiscal year 1914 was $513,600.35. The completion of the channel has enabled seagoing vessels of medium draft to reach the manufacturing plants along the line of the improvement for the purpose of loading and unloading cargoes. It has enabled the regular line of steamers plying between Phila- delphia and Trenton to make faster time, to run practically on sched- ule, and to increase its business very materially. Examinations made from time to time show that shoaling has occurred since the completion of the original dredging on the sec- tions below Duck Island. The upper sections were found to be in excellent condition, due largely to the operations of privately owned sand-dredging machines. Much of the building sand, gravel, and cobbles used in Philadelphia and vicinity is obtained from this lo- cality, and about 1,020,600 cubic yards, a large portion of which was taken from the channel, was removed by these machines during the fiscal year. Their operation is supervised by the district engi- neer officer, and great care is exercised to see that no injury is done to the dredged channel. The maximum draft that could be carried on June 30, 1914, over the shoalest part of the locality under improvement was 11 feet at mean low water (opposite Mud Island). The mean range of tide varies from 5.3 feet at Philadelphia to 4.2 feet at Trenton. Tide water extends only to Trenton, which point is the actual and natural head of navigation in the Delaware River for steamers and other craft. The river is navigable above Trenton for rafting and logging for a distance of about 214 miles during stages of high water. The commerce carried during the year amounted to 1,869,521 short tons, and consisted principally of coal, dairy and farm prod- ucts, sand, gravel, stone, bricks, and general merchandise. The value of all commerce carried was $8,914,441. The commerce carried shows a healthy increase in both volume and value. As yet the improve- ment has not caused any marked change in the nature of the com- merce carried, nor has it had any appreciable effect on freight rates. The funds in hand are believed sufficient to provide for all work that may be necessary during the fiscal year 1916. July 1, 1913, balance unexpended --------- ___---____ $39, 036. 83 June 30, 1914, amount expended during the fiscal year, for mainte- nance of improvement ---------------------------------- 4, 997. 89 July 1, 1914, balance unexpended _______-_______________- 34.038. 94 July 1, 1914, balance available- -------- __-- ___- ____15, 080. 89 July 1, 1914, balance available__--- ----------------------- 18, 958. 05 (See Appendix H 3.) 4. Delaware River, Pa., N. J., and Del., from Allegheny Avenue, Philadelphia, to the sea.-In its original condition the width of the channel varied greatly at different points, and obstructions reduced its depth at mean low water to 17 feet at Mifflin Bar, 18 feet at Schooner Ledge and Cherry Island Flats, and about 20 feet at Bulk- 60993 0 -ENG 1914--20 306 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. head Bar, Baker Shoal, and Duck Creek Flats. It was available for ocean-going vessels of medium draft. The Delaware River has its sources in Greene, Schoharie, and Delaware Counties, N. Y. It flows in a general southerly direction and empties into Delaware Bay. The total length of the river is about 315 miles. The distance by water from Philadelphia Harbor to the harbor of refuge, Delaware Bay, is about 101 miles. The section included in this project is about 63 miles in length and extends into Delaware Bay for a distance of about 8 miles below the mouth of the river at Liston Point, the accepted point of division between Delaware Bay and river. The minimum usable low-water depth from the mouth of the river to the ocean is 30 feet. From a point 8 miles below the mouth of the river to the ocean the minimum usable low-water depth is 40 feet. Prior to 1885 efforts to improve the river were confined to dredg- ing, except at Schooner Ledge, where solid rock was removed. The work was done under appropriations for special localities and under general appropriations for the Delaware River below Bridesburg. The first permanent and systematic improvement of this section of the river was commenced in 1885, when a project was adopted for a channel 26 feet deep at mean low water, with a width of 600 feet, from a point about one-fourth mile above Allegheny Avenue, Philadelphia, to deep water in Delaware Bay. A second project was adopted March 3, 1899. It provided for a channel 30 feet deep at mean low water, with a width of 600 feet. from Christian Street, Philadelphia, to deep water in Delaware Bay. The original work under this project was practically completed at the close of March, 1911. A project for the improvement of Philadelphia Harbor, adopted August 11, 1888, was completed January 10, 1898, the resulting chan- nel having a least depth of 26 feet at mean low water, except at one locality just below Cramp's shipyard, over which the depth was slightly less than 26 feet, with a width varying from 1,015 to 1,850 feet, extending from a point opposite Morris Street, Philadelphia, to the Pennsylvania Railroad bridge, a distance of 6.2 miles. In 1906 an allotment of $10,000 was made from the emergency appro- priation contained in the river and harbor act of March 3, 1905, for redredging shoal places within the limits of this improvement. 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 emergency allotment in the report for 1907, page 1100. The total amount expended in this improvement, including survey of the locality and the acquisition of land, was $3,945,424.75. The amount expended under all previous projects for improving the river below Philadelphia, from 1836 to the time of taking up the existing project, exclusive of the sum expended in the improvement of Philadelphia Harbor, was $10,176,002.08. The existing project for the improvement of this section of the river, adopted June 25, 1910, provides for a channel 35 feet deep at mean low water. 800 feet wide in the straight parts, 1,200 feet wide at Bulkhead Bar, and 1,000 feet wide at the other bends, and for the construction of dikes to control the tidal flow, at an esti- mated cost of $10,920,000, and an annual cost of $300,000 for main- RIVER AND HARBOR IMPROVEMENTS. 307 tenance, in accordance with the report published, with maps, in House Document No. 733, Sixty-first Congress, second session. The adopted project requires the removal by dredging of about 73,208,000 cubic yards original excavation of soft material, the removal of about 53,260 cubic yards of ledge rock, the construction of five dikes, and the extension and topping off of three existing dikes. No modi- fication has been made in the existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. Houseor .No. Congress. Session. Year. Page. J 1871 704 Horseshoe Shoal . ........................... .......... ............ ........ 1872 783 1873 877 Cherry Island Flats 1 2 ......... ..... ............ ... 1879 44 Below League Island 1. .............. .......... ............. .. 1879 485 Schooner Ledge 1....... ...... ........... 1880 578 Liston Point 2. .. . . . . . ..... . . . . . . . . . . . . . . . ...................... ..... . .. 19 Trenton to mouth a . ............................. ..........1885 799 Mifflin Bar ............................. ................ ... ............. ......... 1888 672 Philadelphia to sea, 30-foot channel proj- House... 219 Fifty-fifth..... Second..1 06 Philadelphia to sea, 35-foot channel proj- ... do..... 733 Sixty-first..... ... do..... 1910 224 ect.' 2 Philadelphia Harbor ........... .... Senate.. 59 Forty-eighth.. First.... 1884 138 Philadelphia Harbor a. . ......... House 260 Fiftieth .......... do..... 1888 679 Philadelphia Harbor ...... .............. .. .do ..... 230 Fifty-ninth.... ... do..... 1906 177 I Contains maps. 2 Basis of project adopted by Congress. a No maps. Operations covering new work, carried on under contract during the year, resulted in the removal by dredging of 7,160,777 cubic yards of material, which completed a channel of the project dimen- sions for a length of 7 miles. Dike construction, carried on under contract.during the year, resulted in the placing of 194,926 tons of stone in the work. The work of locating and removing ledge rock and bowlders projecting above the plane 35 feet below mean low water on Tinicum Lighthouse range was carried on at intervals during the year with Government plant, this work being outside of the contract requirements for dredging. Contract dredging on the lower end of Tinicum Lighthouse range was completed April 24, 1914. Rock removal was also completed with the exception of one area, which was too extensive to be removed advantageously by avail- able Government plant, and it is proposed to do this work by con- tract. The removal of about 1,000 cubic yards of rock, at an esti- mated cost of $25,000, will be required to complete this portion of the channel to the project dimensions. Borings were also made with Government plant on the Mameluke rock area in Philadelphia Har- bor, near the upper limits of the projected channel way, to ascertain more definitely the probable quantity of ledge rock that it will be necessary to remove to secure a depth of 35 feet. Preliminary to a study of the physical phenomena of the river, a line of precise levels between Philadephia and Bombay Hook was completed in the fall of 1913. One automatic tide gauge was in- 308 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. stalled at Marcus Hook, Pa., in June, 1914, and others will be installed later at various points on the river. The amount expended on new work during the year was $1,152,- 790.37. Maintenance work was carried on throughout the year, except dur- ing the winter months, with the United States hydraulic dredges Delaware and Manhattan and attendant plant, and resulted in the removal of 9,049,715 cubic yards of material. Certain sections of the river, especially Cherry Island, Deep Water Point, New Castle, and Liston Lighthouse ranges, are subject to rapid shoaling, and it was toward the removal of shoals at these localities that the work of maintenance dredging was principally directed. In general, the shoals are composed of so light a material that they are not felt by vessels encountering them. Frequent channel examinations were made, and the shoals found were removed within a few days after their formation. A channel depth of 30 feet at mean low water was maintained practically throughout the year over the entire length of the improvement. This is considered satisfactory, since a prevailing channel depth in excess of 30 feet at mean low water is not expected to be obtained until the completion of all the original work of dredg- ing contemplated by the existing project. Necessary repairs were made to the floating plant employed in the district. Minor repairs were made to the Government wharf at Marcus Hook, and to the revetment along the banks of the Govern- ment reservation at Fort Mifflin, Pa. A survey of that portion of the Schuylkill River between the mouth of Wissahickon Creek and Norristown, Pa., was made during the summer and fall of 1913 for the purpose of defining the limits within which the deposit of ashes and other refuse on the banks of the river might be permitted without danger of this material being washed away and carried into the Delaware River. At the close of the year no action had been taken regarding the establishment of these limiting lines. The amount expended for maintenance work during the.year was $291,496.49. In addition to this the sum of $240,000 was expended for the purchase of the hydraulic dredge Manhattan, for use in con- nection with maintenance work in this district. The total amount expended in connection with the existing project to the close of the fiscal year ended June 30, 1914, was $3,786,029.90, of which $2,553,307.98 was for new work and $1,232,721.92 was for maintenance. The amount expended for maintenance includes $240,000 paid for the dredge Manhattan. During the year the sum of $2,411.44 was received from the sale of condemned public prop- erty, $31.95 from the sale of blue prints, and $158.85 from the sale of property to other districts. The total received from all sources was $2,602.24. The total amount expended on all projects pertaining to the Dela- ware River, from Allegheny Avenue, Philadelphia, to the sea, includ- ing Philadelphia Harbor, to the end of the fiscal year 1914, was $17,907,456.73. New work under the existing project had resulted at the close of the fiscal year in the removal of 15,325,397 cubic yards of dredged material, or about 21 per cent of the estimated quantity required to .RIVER AND HARBOR IMPROVEMENTS. 309 be removed to complete the work, and the placing of 470,354 tons of stone in the dikes under construction. The proportion of the adopted project for the 35-foot channel completed at the close of the fiscal year is about 26 per cent, and the work so far accomplished has re- sulted in securing increases of widths of from 200 to 600 feet at the worst bends of the channel and an increase in depth to 35 feet at mean low water, with an increase of width to 800 feet in certain sections where new work of dredging has been undertaken. The increased width and depth so far obtained in the upper reaches of the improvement have greatly facilitated the movement of deep- draft vessels. A channel of the project dimensions has been com- pleted for a length of about 14.9 miles. The main section of the completed channel lies between Greenwich Point, at the lower end of Philadelphia Harbor, and Chester, Pa. The maximum draft that could be carried on June 30, 1914, over the shoalest part of the portion of the river embraced in this im- provement was 30 feet at mean low water. The mean range of tide varies from 5.3 feet at Philadelphia to 6 feet at deep water at the head of Delaware Bay. A channel of the depth and width specified in the adopted project has been completed, or the work is nearing completion, from Greenwich Point, at the lower end of Philadelphia Harbor, to a point a little above Wilmington, Del., a distance of about 19.9 miles. Dredging in Philadelphia Harbor under the pres- ent project was commenced in May, 1914. The gradual and systematic improvement of the Delaware River below Philadelphia, the energy and zeal with which the city of Philadelphia is now pushing the work of improving its terminal facilities, and the up-to-date appliances which have been installed for the quick handling of cargoes, have resulted in the establishment during the year of two new steamship lines trading with European ports, and the number of deep-draft vessels trading with foreign ports, with no regular port of call, has increased. The commerce of the port of Philadelphia is in a healthy condition and a number of ocean-going vessels, drawing from 28 to 30 feet, navigated the chan- nel without difficulty during the year. There are 17 trans-Atlantic lines of steamships doing freight or passenger business, or both, between Philadelphia and more than a dozen European ports. During 1913 these lines had 340 sailings. never before equaled in regular-line sailings from Philadelphia. The principal commodities of commerce carried on the river during the year consisted of coal, lumber, ores, iron and steel products, petroleum and its by-products, sugar, grain, foodstuffs, and general merchandise. No change in the nature of the commerce has resulted from existing improvements. The following tabular statement shows the amount and value of commerce carried during the past 10 years: Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1903..................... 22,827,926 $1,289,965,088 1909.................... 24,677,671 $1,327,869,862 1904................... 23,372,036 1,579, 060,906 1910 ......-............ 25,496, 213 1,340,391,894 1905.................... 24,383,571 1,612,847,499 1911.................... 25,786,180 1,209, 879,741 1906................... 26,111,047 1,472,540,364 1912..................... 26,267,335 1,235,106,621 1907..................... 27,283,529 1,538,385,389 1913.................... 26,455,058 1,229,454,962 1908.................... 24,023,895 1,249,175,518 810 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The improvement has had no appreciable effect on foreign and coastwise freight rates except that which is brought about through competition between larger and deeper-draft vessels. The deeper- draft vessels trading at this port are generally engaged in foreign commerce, and rates on the class of freight usually carried are largely regulated by availability of ships desiring charter. Freight rates by regular steamship lines plying between points located on the section of the river under improvement average about 23 per cent lower than railroad rates between like points. Rates on freight car- ried by small craft on this section of the river average about 50 per cent of railroad rates. It is estimated that $1,500,000 can be profitably expended during the fiscal year 1916, and in addition to this sum contract authorization to the amount of $1,300,000 should be provided. It is essential in the interest of economy that the removal of Mame- luke Rock be covered by one contract, and since it will require about three working seasons to complete the work, it is not considered necessary to provide a cash appropriation in advance to cover the full cost of the work. July 1, 1913, balance unexpended-_____-.. $2, 990, 119. 39 June 30, 1914, amount received from other sources: Sales of condemned public property ____- __ $2, 411. 44 .31. Sales of blue prints------------------------ 95 Sales to district office, GalveSton, Tex .----------- 158. 85 2, 602. 24 2, 992, 721. 63 June 30, 1914, amount expended during fiscal year: For works of improvement____________ _ $1,152, 790.37 For maintenance of improvement------------ 291, 496. 49 Amount paid for dredge Manhattan-- ---- _ 240, 000.00 1, 684, 286. 86 July 1, 1914, balance unexpended ------------------------- 1, 308, 434. 77 July 1, 1914, outstanding liabilities 56, 191. 75 July 1, 1914, balance available______________________________ 1, 252, 243. 02 Amount allotted from appropriation made by the river and har- bor act approved Oct. 2, 1914______________________________ 1, 000, 000. 00 Amount available for fiscal year ending June 30, 1915---------2, 252, 243. 02 July 1, 1914, amount covered by uncompleted contracts --------- , 220. 307. 03 Amount (estimated) required to be appropriated for completion of existing project--------------------------------- 6. 114, 450. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance- 11, 500, 000. 00 (See Appendix H 4.) 5. Ice harbor at Marcus Hook, Pa.-In 1785 the Commonwealth of Pennsylvania built two wharves upon crib piers at Marcus Hook for the benefit and convenience of commerce. By act of the General Assembly of the Commonwealth of Pennsylvania passed September 29, 1789, the piers, together with all lands and tenements thereunto belonging, were ceded to and vested in the United States. In 1829 an appropriation was made by Congress for repairing the piers and 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 811 improving the harbor. The harbor of Marcus Hook is situated about 20 miles below Philadelphia. In 1866 a project was adopted by Congress for the construction of a harbor in Delaware River at Marcus Hook to protect vessels against moving ice. The improvement consists of two shore or landing piers and seven detached ice piers having foundations of wooden cribs filled with stone and superstructures faced with dimension stone. The construction of the detached ice piers was commenced in 1867, and in 1871 four of them were completed. In 1881 two additional piers were completed, and the last pier was finished in 1883. The harbor covers an area of about 12 acres, of which one-half has a depth of from 12 to 18 feet and the other half 18 to 25 feet at mean low water. The existing project was completed during the fiscal year ended June 30, 1899, at a cost of $208,963.64. Since the completion of the harbor the sum of $10,636.36 has been expended for maintenance of the improvement. The total amount expended in connection with the improvement is $219,600. Rules for the use of the landing piers were approved by the War Department on April 29, 1904. The superstructures of the landing piers are in poor condition, but as there is some question regarding the title of the United States to the right of way leading to these piers it is not deemed advisable to make further improvements of a permanent character to them. Stones in the superstructures of all of the seven detached ice piers have to some extent become loosened or displaced and need to be reset. It is estimated that it will require the expenditure of $1,000 to place the piers in a proper state of repair. No liabilities were in- curred during the fiscal year, and, except for a few minor repairs to the landing piers that were necessary in connection with the work of improving the main ship channel of the Delaware River, no work was done. No funds directly applicable to this improvement were available during the year. It is estimated that the sum of $1,000 can be profitably expended during the fiscal year ending June 30, 1916, in resetting loose and dis- placed stones in the superstructures of the seven detached ice piers and in making such other minor repairs to the ladders, etc., as may be found necessary. Amount that can be profitably expended in the fiscal year ending June 30, 1916, for maintenance of the improvement_______ $1, 000. 00 (See Appendix H 5.) 6. Constructing pier in Delaware Bay, near Lewes, Del.-The wooden-pile landing pier, constructed by the Government in 1837 at a cost of about $60,000. having fallen into decay, it was found necessary. after the completion of the old Delaware Breakwater Har- bor in 1869, to afford convenient means of communication with the shore for vessels using the harbor, and also to provide available means for the interchange of traffic and promotion of commerce. The existing project providing for the construction of a good and substantial pier of stone or iron was adopted July 15, 1870. The work was commenced in 1871 and was completed in 1882, except as to superstructure, at a cost of $353,546.41, and resulted in the con- struction of 1,155 linear feet of pier 21 feet in width and 546 linear 812 REPORT OF THE CHIEF OF ENGINEERS,TU. S. ARMY. feet 42 feet in width, or a total length of 1,701 feet. At date of com- pletion of the substructure the superstructure of the narrow part of the pier had been laid in accordance with the original plan but re- quired complete rebuilding on account of decay. Between 1882 and June 30, 1890, the work was directed toward maintenance and prac- tically carried to completion the superstructure of the pier. The depth of water at the pierhead was originally about 21 feet, and on June 30, 1914, it was only about 16 feet at mean low water. The mean range of tide is 4.5 feet. The pier is about 101 miles southeast of Philadelphia, Pa. References to examination or survey reports and maps or plans not in project documents. Annual reports of Chief of Locality covered. Engineers. Year. Page. Delaware Bay near Lewes, Del......................................... 1871 667 Do. ......... ............................ ............................... 1872 75 and 758 1No maps. No modification has been made in the existing project since its adoption. The total amount expended on the existing project up to the close of the present fiscal year was $387,839.40, of which $34,292.99 was for maintenance. The right to use this 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. The pier is used by the United States Lighthouse Establishment, the Federal quarantine service, and occasionally by the Engineer De- partment. There was no money available during the fiscal year for mainte- nance of the improvement. The flooring of the pier is in bad condition and in need of exten- sive repair. A number of the fender piles, fender logs, chocks. and cap logs are decayed, broken, or displaced. It is estimated that it will require about $5,000 to rehabilitate the pier. Amount that can be profitably expended in the fiscal year ending June 30, 1916, for maintenance of the improvement-__----______ $5, 000. 00 (See Appendix H 6.) 7. Harbor of refuge, Delaware Bay, Del.-The anchorage area provided by the Delaware Breakwater was found to be too limited, by reason of its low-water depth, which prohibited its use by deep- draft vessels. The existing project, adopted June 3, 1896, provides fIor the creation of a national harbor of refuge, suitable for deep- draft vessels, by the construction of a breakwater located along the RIVER AND HARBOR IMPROVEMENTS. 313 eastern branch of the shoal known as the " Shears," in accordance with the plans submitted by the Chief of Engineers January 29, 1892. The cost of the work was originally estimated to be $4,665,000, which estimate was subsequently reduced to $2,350,000. Work on the breakwater was commenced May 4, 1897, and com- pleted June 19, 1903. The Harbor of Refuge has a protected anchor- age area of about 552 acres with a minimum low-water depth of 30 feet, and an additional area of about 237 acres with a minimum low- water depth of 24 feet. The harbor is located at the entrance of Delaware Bay, about 101 miles southeast of Philadelphia. The total amount expended on the improvement to June 30, 1914, was $2,254,- 205.34, of which $16,000 was for maintenance of the improvement. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. HSeos o No. Congress. Session. Year. Page. Delaware Bay, Harbor of Refuge 1 ....... House.. 112 Fifty-second.. First... 1892 941 Do............................ .. do..... 548 Fifty-eighth... Second.. 1904 1,215 1 Contains maps. 2Basis of project adopted by Congress. No modification has been made in the existing project since its adoption. The great value of the harbor is due to its being located about equidistant from New York, Philadelphia, and the Chesapeake capes, thereby affording a haven of refuge or port of call for practically the entire shipping of the north Atlantic coast. The harbor is now used extensively by vessels awaiting orders or charters. No money applicable to this improvement was available during the fiscal year. It is not expected that any money will be required for the maintenance of the improvement during the fiscal year ending June 30, 1916. (See Appendix H 7.) 8. Removing sunken vessels or craft obstructing or endangering navigation.-(a) Wreck of mud scow.-This scow was reported in April, 1913, as lying about 2,000 feet east of the edge of the main ship channel in the Delaware River, opposite the lower limits of the city of Chester, Pa., and as endangering the safety of vessels navi- gating this river. The wreck was removed by hired labor, using Government plant, the work being completed on August 11, 1913. (b) Wreck of schooner "C. R. Bennett."-This schooner, sunk in 1913, was reported in May, 1913, as lying in the Delaware Bay at a point approximately 50 feet from the east side and about 360 feet shoreward from the outer end of the Government pier at Lewes, Del., and as endangering the safety of vessels using this section of the bay and blocking the boat railway of the life-saving station. The wreck was removed by contract, work being completed on Octo- ber 19, 1913. 314 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (c) Wreck of coal barge "Mary Hagan."-This barge, sunk in 1913, was reported in August, 1913, as lying in Frankford Creek, Pa., at a point about 50 feet above the drawbridge crossing said creek at Bridge Street, Philadelphia, and as endangering the safety of vessels navigating this stream. The wreck was removed by con- tract, work being completed on October 16, 1913. The cost of the work on the wrecks removed during the year was $1,225, which amount includes outstanding liabilities at the end of last fiscal year. (See Appendix H 8.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 4, 1913. The local officer was charged with the duty of making preliminary examinations and surveys provided for by the river and harbor act approved March 4, 1913, as follows, and reports thereon will be duly submitted when received: 1. Delaware River at Camden, N. J., from Cooper River to Newton Creek. 2. Delaware Breakwater and harbor of refuge, Delaware Bay, Del. IMPROVEMENT OF RIVERS AND HARBORS IN THE WILMINGTON, DEL., DISTRICT. IMPROVEMENTS. 1. Cooper River, N. J. Page 314. 17. Smyrna River, Del. Page 356. 2. Woodbury Creek, N. J. Page 317. 18. Leipsic River, Del. Page 35S. 3. Mantua Creek, N. J. Page 318. 19. Little River, Del. Page 361. 4. Raccoon Creek, N. J. Page 321. 20. St. Jones River, Del. Page 362. 5. Oldmans Creek, N. J. Page 323. 21. Broadkill River, Del. Page 305. 6. Salem River, N. J. Page 325. 22. Inland waterway between Reho- 7. Alloway Creek, N. J. Page 328. both Bay and Delaware Bay, 8. Cohansey River, N. J. Page 330. Del. Page 367. 9. Maurice River, N. J. Page 332. 23. Inland waterway from Chinco- 10. Cold Spring Inlet, N. J. Page 333. teague Bay, Va., to Delaware 11. Absecon Inlet, N. J. Page 336. Bay, Del. Page 370. 12. Absecon Creek, N. J. Page 338. 24. Improving waterway on the coast 13. Tuckerton Creek, N. J. Page 339. of Virginia. Page 373. 14. Toms River, N. J. Page 341. 25. Removing sunken vessels or craft 15. Wilmington Harbor, Del. Page 343. obstructing or endangering navi- 16. Appoquinimink, Murderkill, and gation. Page 374. Mispillion Rivers, Del. Page 347. FOR DISTRICT OFFICER'S REPORT GIVING ADDITIONAL DETAILS REGARDING WORKS IN THIS DISTRICT, SEE PAGES 1823 TO 1846. From December 20, 1913, this district was in charge of Maj. E. N. Johnston, Corps of Engineers; to that date, in charge of Maj. R. R. Raymond, Corps of Engineers. Division engineer, Col. William M. Black, Corps of Engineers. 1. COOPER RIVER, N. J. Locality: Southern New Jersey, Camden County. Tributary to: Delaware River. Head of navigation: Stoys Landing, 8j miles from mouth. RIVER AND HARBOR IMPROVEMENTS. 315 Head of project: 9,000 feet above mouth. Project: 1896; 12 feet (H. Doc. No. 176, 53d Cong., 3d sess.); 90 per cent complete. Estimated cost: $35,000. Amount (estimated) to be appropriatedto complete: $6,800. Funds required for fiscal year 1916: For maintenance, $5,000. Commerce: 289,061 tons, valued at $3,699,277.26. Examination: Ordered by act of June 25, 1910. No change of pres- ent project recommended. (H. Doc. No. 134, 63d Cong., 1st sess.) Location.-This river rises in Camden County, N. J., flows north- westerly through the northern part of the city of Camden, and empties into the Delaware River. Original condition.-Before improvement the river had an aver- age depth of 6 to 9 feet, except between the two upper bridges, where the depth was about 3 feet. Previous projects.-None. Present project.-Adopted by the following provision of the river and harbor act of June 3, 1896: Improving Cooper Creek, New Jersey: Completing improvement, in accord- ance with the plan submitted January fourth, eighteen hundred and ninety- five, thirty-seven thousand dollars, of which amount two thousand five hundred dollars, or so much thereof as may be necessary, shall be expended in rebuild- ing the dike on Government reservation in the Delaware River at Woodbury Creek. It is for a channel 12 feet deep and 70 feet wide through the bar outside the mouth and upstream to what was formerly Browning's Chemical Works, 11 miles above the mouth. Estimated cost, $35,000. Examinations and surveys.-As a result of the examination or- dered by the river and harbor act of June 25, 1910, there was con- sidered a plan involving the dredging of a channel 18 feet deep and 100 feet wide from Delaware River to 600 feet below transmission towers of the Public Service Corporation, thence reducing to 10 feet deep and 75 feet wide, maintaining the same to Baird Avenue; and thence 7 feet deep and 60 feet wide to Kaighns Avenue; with a jetty at the mouth. Estimated cost, $121,000. The adoption of this plan was not deemed advisable by the Chief of Engineers. (H. Doc. No. 134, 63d Cong., 1st sess.) Reference to reports of examinations and surveys. Annual reports Congressional documents. of Chief of Engineers. Section covered. HouSenate. No. Congress. Session. Year. Page. Mouth to 9,000 feet above ' ................ House... 81 Fifty-second.. Second.. 1893 1189 Do. t.. . ......... ... do ..... 176 Fifty-third.... Third... 1895 1102 Mouth to Stoys Landing .................. do..... 134 Sixty-third.... First.... ........ 1No maps. 5 Basis of project adopted by Congress. IContains maps. Operations and results prior to fiscal year.-Dredging was begun in 1897, and the channel was dredged and maintained from the Dela- ware River to within 400 feet of the upper limit of the project. 316 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Dredging operations resulted in a channel of project dimensions except at the bridges, where it conformed to the draw openings. Operations and results during fiscal year.-The channel was re- dredged to project dimensions from the Delaware River upstream nearly to the State Street Bridge, and from just above the Public Service Corporation Wharf upstream about 400 feet. The work was done by contract. Present condition.-About 90 per cent of the project has been completed. The minimum usable depth, June 30, 1914, from the Delaware River to the Camden Iron Works was 12 feet; thence to the upper end of the section covered by the project, 6 feet. From out- side the mouth to the ocean there is a minimum usable depth of 16 feet. The river has an available low-water depth of about 2 feet to Stoys Landing, the head of navigation, 8 miles from the mouth. The mean range of tide at the mouth is 6 feet, and at Stoys Landing 2 feet. Effect of improvement.-Freight rates have been reduced because the enlargement of the channel has resulted in a reduction of lighterage. Commercial statistics.-The commerce for the calendar year 1913 is reported as 289,061 short tons, valued at $3,699,277.26. Summary of commerce. Calendar years. Tons. Value. Remarks. 1904........ ............................................... No statement obtained. 1905 ......................... ........................ . . ..... Do. 1906.... ............................. 264,539 $2,165,412.00 1907 .......................................... 364,611 1,632,210.00 1908....................... ................... 221,205 1,807,633.00 1909........................ ............ 244, 222 2,073,188. 65 1910........................................... 260, 934 2,131,680.95 1911 ................................... 267,244 3,221,211.62 1912.......................................... 359,449 4,224,893.23 1913........................................... 289,061 3,699,277.26 Appropriations.- Present project: June 3, 1896--------------------------------- -------- $37, 000. 00 Mar. 3, 1909 (allotment Apr. 21, 1909) ----------------------- 5, 000. 00 June 25, 1910------------------------------------------------ 8, 000. 00 Feb. 27, 1911------------------ --------------------------- 5. 000. 00 July 25, 1912---------- ---- -------------------- 5, 00. 00 Mar. 4, 1913 ------------------------------ --------------- 5, 000. 00 Total------------------- ----------------------- ------.. 65, 000. 00 Expended in building dike at Woodbury Creek, N. J. (act of 1896)__ 2, 500. 00 62, 500. 00 Financialsummary.- July 1, 1913, balance unexpended------------------------------- $8, 445. 72 June 30, 1914, amount expended during fiscal year, for maintenance._ 8, 375. 30 July 1, 1914, balance unexpended------------------------------ 70. 42. RIVER AND HARBOR IMPROVEMENTS. 317 The amount expended on this improvement to June 30, 1914, was $62,429.58. Of this amount, $34,327.94 was for maintenance. Amount (estimated) required to be appropriated for completion of existing project------------ -------------------- 1$6, 827. 94 Funds required.- Amount that can be profitably expended in fiscal year 1916, for maintenance ------------------------------------- $5, 000. 00 Proposed operations.-It is proposed to apply the balance avail- able and the funds estimated for in maintenance by dredging. The dredging of the remaining 400 feet of the project channel is unneces- sary. 2. WOODBURY CREEK, N. J. Locality: Southern New Jersey, Gloucester County. Tributary to: Delaware River. Head of navigation: Woodbury, 4 miles from mouth. Head of project: Woodbury. Project: 1913; 6 feet (H. Doc. No. 635, 62d Cong., 2d sess.) ; improve- ment not yet begun. Estimated cost, $38,000. Amount (estimated) to be appropriatedto complete: Nothing. Funds required for fiscal year 1916: None. Commerce: Inconsiderable; awaiting improvement. Location.-This creek rises in and flows through Gloucester County northwesterly, emptying into the Delaware River about 9 miles below Philadelphia. Original condition.-This creek has a general channel depth of about 4 feet, except across the bar outside the mouth, where the minimum usable depth is about 3 feet, and at Woodbury, about 1 foot. Previous projects.-None. Present project.-Adopted by the following provision of the river and harbor act of March 4, 1913: Improving Woodbury Creek, New Jersey, in accordance with the report sub- mitted in House Document Numbered Six hundred and thirty-five, Sixty-second Congress, second session, and subject to the conditions set forth in said docu- ment, completing improvement, $38,000. It is for a channel 6 feet deep from the Delaware River to Wood- bury, 60 feet wide across the bar outside the mouth, and up the river to the White Bridge, 1 miles, thence 40 feet wide to Wood- bury, including three cut-offs, subject to the condition that no work shall be begun until parties interested furnish free of cost to the United States the land necessary for the cut-offs and for deposit of dredged material. Estimated cost, $38,000. (H. Doc. No. 635, 62d Cong., 2d sess., with map.) Operations and results prior to fiscal year.-The work of securing title to the land required for cut-offs was in progress. Operations and results during fiscal year.-Title for land required for cut-offs was approved by the Department of Justice January 8, 1914. Proposals for dredging were opened June 1, 1914; award was made and contract, dated June 17, 1914, was entered into. 1 Exclusive of the balance unexpended July 1, 1914. 318 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Present condition.-The creek is still in its original condition. From outside the mouth to the ocean there is a minimum usable depth of 30 feet. The mean range of tide at the mouth is 5- feet and at Broad Street Bridge 4 feet. Effect of improvement.-None. Commercial statistics.-The commerce of this creek is inconsider- able, awaiting improvement. Appropriations.- Present project, act of Mar. 4, 1913----------------------------- $38, 000. 00 Financialsummary.- July 1, 1913. balance unexpended------------------------------- $38, 000. 00 June 30, 1914, amount expended during fiscal year, for improve- ment --------------------------------------------------------- S5. 02 July 1, 1914, balance unexpended-------------------------------- 37, 914. 98 July 1, 1914, amount covered by uncompleted contracts---- -------- 18, 825. 00 The amount expended on this improvement to June 30, 1914, was $85.02. Proposed operations.-It is proposed to apply the balance avail- able in completing the improvement and in maintenance by dredging. 3. MANTUA CREEK, N. J. Locality: Southern New Jersey (Gloucester County). Tributary to: Delaware River. Head of navigation: Mantua, 81 miles from the mouth. Head of project: One mile below Mantua. Project: 1889; 7 to 12 feet deep (H. Doc. No. 123, 55th Cong., 2d sess.) ; 85 per cent complete. Estimated cost: $145,030. Amount (estimated) to be appropriatedto complete: $10,783.18. Funds required for fiscal year 1916: None for present project. Commerce: 187,780 tons, valued at $2,912,930. Examination: Ordered by act of March 3, 1909. Extension of 6 feet by 40 feet channel, with several cut-offs to Mantua, 4.2 miles, recommended. Estimated cost, $19,800. (H. Doc. No. 523, 61st Cong., 2d sess.) Location.--This creek rises in Gloucester County, N. J., flows northwesterly, and empties into the Delaware River about 10 miles below Philadelphia. Original condition.-Before improvement this creek was very crooked, obstructed by bars and sharp bends, and in the upper por- tions by stumps and overhanging trees. It had an average depth at the mouth of 8 feet; at Paulsboro, 4 miles above the mouth, of 5 feet; at Mount Royal, 74 miles above the mouth, of 2 feet; and at Mantua, the head of navigation, of 1 foot. Previous projects.-The original project, adopted in 1882, was for a channel 10 feet deep and 80 feet wide at the mouth, diminishing to 4 feet deep and 40 feet wide at Mantua. In 1889 a project was adopted for a channel not less than 8 feet deep and 60 feet wide from the Delaware River upstream 3,000 feet. RIVER AND HARBOR IMPROVEMENTS. 319 Present project.-Adopted by the following provision of the river and harbor act of March 3, 1899: Improving Mantua Creek, New Jersey, in accordance with the project pre- sented in House Document Number One hundred and twenty-three, Fifty-fifth Congress, second session, twenty-five thousand dollars: Provided, That no part of any money appropriated for this project in excess of eight thousand dollars shall be expended for right-of-way privileges, easements, or other rights above the phosphate works and below Paulsboro, and no part thereof shall be expended for any such purpose, unless all such rights are secured for an amount not in excess of said sum of eight thousand dollars. It is for a channel 12 feet deep and 100 feet wide from the Dela- ware River, through the marsh to the phosphate works; thence 8 feet deep and 80 feet wide, via cut-offs, to Paulsboro; thence 7 feet deep and 60 feet wide, via cut-off, to Parkers Landing, near Mount Royal; and the dredging of a cut-off 3 feet deep and 50 feet wide, 9,000 feet above Berkley (Mount Royal); the removal of overhang- ing trees above Mount Royal, and the construction of jetties on both sides at the mouth. Estimated cost, $145,030. (H. Doc. No. 123, 55th Cong., 2d sess., Annual Report of Chief of Engineers for 1898, p. 1122.) The project was modified, without increase of estimated cost, so as to include the construction of a dike across the old mouth, by the following provision of the river and harbor act of March 2, 1907: Improving Mantua Creek, New Jersey: Continuing improvement, and for maintenance, thirty-four thousand four hundred and fifty dollars, of which a sufficient amount may be applied for the construction of a dike to close the old mouth of said stream. Examinations and surveys.-As a result of the examination ordered by the river and harbor act of March 3, 1909, there was recommended a plan for dredging a channel 6 feet deep and 40 feet wide, including five short cut-offs from Mount Royal to Mantua. Estimated cost, $19,800. (H. Doc. No. 523, 61st Cong., 2d sess., with map.) This plan was recommended by the Chief of Engineers for adoption contingent upon local interests furnishing, free of cost, to the United States the necessary right of way for the cut-offs and securing the United States against any claims for damages. The plan has not yet been adopted by Congress. Reference to reports of examinations and survey. Annual reports Congressional documents. of Chief of Engineers. Section covered. HoSenate No. Congress. Session. Year. Page. Mouth to Mantua 1.. ..... ............. Senate. . 141 Forty-seventh First... 1882 806 D . 1.................................. ouse... 66 Fifty-third.... Third.. 1895 1088 Do. 2a................................... do.... 123 Fifty-fifth..... Second. 1898 1122 Hoffmans Landing to Mantua 3............ do .... 523 Sixty-first . .. .................. 2 1 No maps. Basis of project adopted by Congress. 3 Contains maps. Operations and results prior to fiscal year.-Dredging operations were begun in 1889, and the channel was dredged and maintained from the mouth to Parkers Landing. The cut-off at the mouth, 320 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. three cut-offs between the phosphate works and Paulsboro, and a cut-off above Paulsboro were completed. In 1907 a jetty on each side of the mouth and a dike to close the old mouth were constructed. Subsequently, the jetties were extended shoreward, and the dike at the old mouth was sheathed. The result was a channel 12 feet deep and 100 feet wide from the Delaware River to the phosphate works; thence 8 feet deep and 80 feet wide to Paulsboro; thence 7 feet deep and 60 feet wide to Parkers Landing. The cut-offs shortened the channel about 22 miles. Operations and results during fiscal year.-No work was done. Expenditures were for office expenses and inspection. Present condition.-About 85 per cent of the project work has been completed. The minimum usable depth, June 30, 1914, over the shoal- est part of the channel was 12 feet from the Delaware River to the phosphate works; thence 8 feet to Paulsboro; thence 7 feet to Mount Royal; and thence 1 foot to Mantua. From outside the mouth to the ocean there is now a minimum usable low-water depth of 30 feet. The mean range of tide at the mouth is 6 feet; at Paulsboro, 4.5 feet; at Mount Royal, 4 feet; and at Mantua, 2.5 feet. Effect of improvement.-Effect on freight rates not reported. Shipments of fruit and other perishable merchandise have been fa- cilitated. Commercial statistics.--The commerce for the calendar year 1913 is reported as 187,780 tons, valued at $2,912,930. Summary of commerce. Calendar years. Tons. Value. Remarks. 1906 ................ .. .................... 240,220 $984,700 1907......................... ..................... ....... No statement obtained. 1908 ....................................... 35,250 214, 225 From Mantua only. 1909.................................. 125, 605 1,025, 525 From Paulsboro only. 1910........................ ......... ................. .. . No statement obtained. 1911.. ......... ..................................... 170,444 2,149,470 1912 ..... ................................ 202,559 2,246,327 1913 ........ ............................. 187,780 2,912,930 Appropriations.- Previous project: Amount as per House Document 421, Fifty-seventh Congress, second session_---------------------------------------- $3, 000 Present project: Mar. 3. 1899.---- - - - - - - $25, 000 June 13. 1902 ................... .-.- 35, 000 Mar. 2, 1907 34.450 Mar. 3, 1909 - -------------- 7. 000 June 25, 1910- ........ 28. 000 Feb. 27, 1911 ----------------------------------------- 6, 000 July 25, 1912 3, 000 Mar. 4, 1913 ------------ ---------- 15, 000 ----- 153, 450 156, 450 Receipts from sales 3--------------------- 00 156, 750 Carried to surplus fund- -- _.- 200 156, 550 RIVER AND HARBOR IMPROVEMENTS. 321 Financial summary.- July 1, 1913, balance unexpended___ --------------- _ $19, 293. 80 June 30, 1914, amount explended during fiscal year, for maintenance- 240. 07 July 1, 1914, balance unexpended------------------------- 19, 053. 73 The amount expended to June 30, 1914, was $137,496.27, of which $134,496.27 was for the present project. Of the latter amount, $29,- 961.23 was for maintenance. Amount (estimated) required to be appropriated for completion of existing project_______----------------- 1 $10, 783. 18 Proposed operations.--It is proposed to apply the balance avail- able in continuing the improvement and for maintenance by dredg- ing and jetty repairs. 4. RACCOON CREEK, N. J. Locality: Southern New Jersey, Gloucester County. Tributary to: Delaware River. Head of navigation: Swedesboro, 9 miles from mouth. Head of project: Swedesboro. Project: 1902; 5 to 7 feet (H. Doc. No. 231, 56th Cong., 1st sess.); 95 per cent complete. Estimated cost: $102,135. Amount (estimated) to be appropriated to complete: $22,635. Funds required for fiscal year 1916: For maintenance, $8,000. Commerce: 89,075 tons, valued at $1,158,170. Examination: Ordered by act of March 4, 1913. Extension of 7-foot depth to Swedesboro and jetty at mouth; recommended. Esti- mated cost, $39,770. (H. Doc. No. 800, 63d Cong., 2d sess.) Location.--This creek rises in Gloucester County, N. J., flows in a northwesterly direction, and empties into the Delaware River about 20 miles below Philadelphia. Original condition.-Before improvement the creek was crooked and obstructed by numerous shoals. It had an available depth of 4 feet between the mouth and Bridgeport, 1 miles; thence a depth of 3 feet to Swedesboro, 93 miles from the mouth. Previous project.-The original project, adopted in 1882, was for a channel 4 feet deep and 40 feet wide from Springers Wharf to Swedesboro railroad bridge, and thence 3 feet deep and 40 feet wide to the highway bridge. Present project.-Adopted by the following provision of the river and harbor act of June 13, 1902: Improving Raccoon Creek, New Jersey, in accordance with the report sub- mitted in House Document Numbered Two hundred and thirty-one, Fifty-sixth Congress, first session, fifteen thousand dollars. It is for a channel 7 feet deep, 75 feet wide, from the Delaware River to Bridgeport; thence 60 feet wide to Springers Wharf; and thence 5 feet deep and 40 feet wide to Swedesboro. Estimated cost, $102,135. (H. Doc. No. 231, 56th Cong., 1st sess., Annual Report of Chief of Engineers for 1900, p. 1590.) I Exclusive of the balance unexpended July 1, 1914. 60993 0 -- NG 1914--21 322 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The project was modified without increase of estimated cost by the following provision of the river and harbor act of March 2, 1907: Improving Raccoon Creek, New Jersey: Continuing improvement and for maintenance, fifteen thousand dollars, of which a sufficient amount may be applied for the construction of a cut-off at Molonox Shoal: Provided, That no expenditure shall be made thereon until all lands necessary for such cut-off shall be deeded to the United States free of expense. Examinations and surveys.-As a result of the examination ordered by the river and harbor act of March 4, 1913, there was recommended as a modification of the present project an extension of the 7-foot depth to Swedesboro and a jetty at the mouth. Estimated cost, $39,770. (H. Doc. No. 800, 63d Cong., 2d sess.) The estimate for the modification recommended is only about $4,400 more than the unappropriated balance of the estimate for the present project. Reference to reports of examinations and surveys. Annual reports Congressional documents. of Chief of Engineers. Section covered. Houseaor No. Congress. Session. Year. Page. Mouth to Swedesboro 1 ....... .... ...... 1883 646 Do.' ... . iiRouse.. 231 iFifty-sixth ... First... 1900 1590 Mouth and Springers Wharf to Swedes- ... do..... 800 Sixty-third ... Second... ........ boro.' 1 No map. 2 Basis of project adopted by Congress. 3 Contains map. Operations and results prior to fiscal year.-Dredging was begun in 1903 and the channel was dredged to project dimensions and main- tained from the mouth to the highway bridge at Swedesboro, includ- ing the cut-off at Molonox Shoal. The cut-off shortened the river three-fourths of a mile. Operations and results during fiscal year.-Dredging was begun on June 24, 1914, and at the end of the fiscal year the channel had been dredged from the 7-foot curve of Delaware River toward the mouth of the creek for a distance of 350 feet. It resulted in a channel 7 feet deep and 75 feet wide for that distance. The work was done by contract. Present condition.-About 95 per cent of the project has been completed. The minimum usable depth, June 30, 1914, from the Delaware River to Bridgeport, was 4 - feet; thence to Springers Wharf, 7 feet; and thence to Swedesboro, 5 feet. From outside the mouth to the ocean there is a minimum usable depth of 30 feet. The mean range of tide is 6 feet at the mouth and 5 feet at Swedes- boro. Effect of improvement.-The carrying of perishable freight has been facilitated. Bulky freight can now be carried by water for about half of the cost of carriage by rail. Commercial statistics.-The commerce for the calendar year 1913 is reported as 89,075 tons, valued at $1,158,170. RIVER AND HARBOR IMPROVEMENTS. 323 Summary of commerce. Calendar years. Tons. Value. Remarks. 1904. ... ................... ........... 252,389 $3,300,000 1905......... .. .................. 263,317 2,148,600 1906...... ................................ 188,864 1,995,880 1907........ .............................. 78,478 744,150 1908................-.... ......... ... 92, 268 879,150 1909....................... ............. 58,109 719,750 1910......................................... .... No complete statement ob- tained. 1911................................................ ........... Do. 1912... ...... ............................. 92,688 1,163,700 1913..... ................................. 89,075 1,158,170 Appropriations- Previous project, amount as per H. Doc. No. 421, 57th Cong., 2d sess_ $3, 000. 00 Present project: June 13, 1902----------------------------------- $15, 000. 00 Mar. 3, 1905 -------- 15, 000. 00 Mar. 2, 1907-- 15, 000. 00 June 25, 1910------------------___- 12, 500. 00 Feb. 27, 1911_- - 5, 000. 00 July 25, 1912_ 4, 000. 00 Mar. 4, 1913------------------------------------ 13, 000. 00 79, 500. 00 Received from sale of property__ 100. 00 Total . .---------------------. __.---_ 82, 600. 00 Financial summary- July 1, 1913, balance unexpended ------------------------------ $12, 975. 25 June 30, 1914, amount expended during fiscal year, for maintenance_ 745. 02 July 1, 1914, balance unexpended-------------------------- 12, 230. 23 July 1, 1914, outstanding liabilities 625. 00 July 1, 1914, balance available----------------------------- 11, 605. 23 July 1, 1914, amount covered by uncompleted contracts ------------ 9, 875. 00 The amount expended to June 30, 1914, was $70,369.77, of which $69,612.54 was for the present project. Of the latter amount, $21j705.67 was for maintenance. Amount (estimated) required to be appropriated for completion of existing project ------------------------ $22, 635. 00 Funds required- Amount that can be profitably expended in fiscal year 1916, for main- tenance ------- ------------------------------------- $8,000.00 Proposed operations.-It is proposed to apply the balance avail- able and funds estimated for, in maintenance by dredging, pending action by Congress on the new plan recommended, the uncompleted work of the present project being unimportant. 5. OLDMANS CREEK, N. J. Locality: Southern New Jersey, dividing Gloucester and Salem Coun- ties. Tributary to: Delaware River. Head of navigation: Auburn, 10 miles from mouth. Head of project: Auburn. 1Exclusive of the balance unexpended July 1, 1914. 324 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Project: 1912; 5 to 6 feet (H. Doc. No. 1083, 60th Cong., 2d sess.); 24 per cent complete. Estimated cost, $89,500. Amount (estimated) to be appropriated to complete: $44,500. Funds required for fiscal year 1916: None. Commerce: 88,412 tons, valued at $812,900. Location.-This creek, which forms a part of the boundary line between Gloucester and Salem Counties, flows northwesterly and empties into the Delaware River about 24 miles below Philadelphia. Original condition.-Before improvement the creek was crooked and obstructed by sharp bends and shoals. There was an available depth of 3 feet across the bar outside the mouth, of 51 feet between the mouth and Pedricktown, and of 3 feet between Pedricktown and Auburn. Auburn was 15 miles from the mouth. Previous projects.-None. Present project.-Adopted by the following provision of the river and harbor act of June 25, 1910: 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. It is for a channel 6 feet deep, from the Delaware River to Pedricktown, and 5 feet deep, from Pedricktown to Auburn, 100 feet wide across the bar outside the mouth, 75 feet wide thence to Pedrick- town, and 40 feet wide to Auburn, including 9 cut-offs and a jetty at the mouth. Estimated cost, $89,500. (H. Doc. No. 1083, 60th Cong., 2d sess., with map.) Operations and results prior to fiscal year.-No work had been done on the improvement. Steps were in progress to secure title to land for the cut-offs. Operations and results during fiscal year.-Dredging was begun November 26, 1913. To the close of the fiscal year the channel had been dredged to project dimensions across the bar outside the mouth; through cut-off No. 8; from Wrights Wharf, at Pedricktown, up- stream, through cut-offs Nos. 5, 6, and 7, to the upper end of Grave- yard Reach, a distance of 6,100 feet; from Auburn downstream a distance of 19,040 feet through cut-offs Nos. 1, 2, and 3; and partial excavation had been made through cut-offs Nos. 4 and 9. The work was done by contract. Present condition.-About 24 per cent of the project has been completed. The minimum usable depth, June 30, 1914, from the Delaware River to Pedricktown was 6 feet, and to Auburn 5 feet. The cut-offs shortened the distance between the Delaware River and Auburn 4z miles. From outside the mouth to the ocean there is a minimum usable low-water depth of 30 feet. The mean range of tide is 6 feet at the mouth, 2 feet at Pedricktown, and 1 foot at Auburn. Effect of improvement.-The improvement has not progressed sufficiently to have had an appreciable effect on freight rates, but it has facilitated and expedited the carrying of perishable freight. Commercial statistics.--The commerce for the calendar year 1913 is reported as 88,412 tons, valued at $812,900, RIVER AND HARBOR IMPROVEMENTS. 325 Appropriations- Present project, act of June 25, 1910------------------------- $45, 000. 00 Financial summary- July 1, 1913, balance unexpended- - 44, 970. 00 June 30, 1914, amount expended during fiscal year for improvement_ 21, 334.41 July 1, 1914, balance unexpended --------------------- 23, 635. 59 July 1, 1914, outstanding liabilities_-- ------------------ ___ 2, 500. 00 July 1, 1914, balance available ------------------------------ 21, 135. 59 July 1, 1914, amount covered by uncompleted contracts --------- 4. 550. 00 The amount expended on this improvement to June 30, 1914, was $21,364.41, none of which was for maintenance. Amount (estimated) required to be appropriated for completion of existing project-------------------------------------- $44, 500. 00 Since the adoption of the present project a stone dike has been begun by the Philadelphia engineer office to extend from just below the mouth of the creek to the head of Cherry Island Flats, in the Delaware River. Pending the effect of this dike upon the channel across the bar outside the mouth of the creek, no additional funds are asked for to continue the improvement. Proposed operations.-It is proposed to apply the balance avail- able in continuing the improvement in the creek and in maintenance by dredging. 6. SALEM RIVER, N. J. Locality: Southern New Jersey, Salem County. Tributary to: Delaware River, through Salem Cove. Head of navigation: Salem, 4 miles from mouth. Head of project: Salem. Project: 1907; 9 feet (H. Doc. No. 78, 55th Cong., 1st sess., and River and Harbor Com. Doc. No. 12, 59th Cong., 2d sess.) ; 95 per cent complete. Estimated cost, $38,600. Amount (estimated) to be appropriatedto complete: Nothing. Funds required for fiscal year 1916: For maintenance, $5,000. Commerce: 163,522 tons, valued at $4,834,290. Examinations: Ordered by act March 3, 1909. Unfavorable report. (H. Doc. No. 318, 61st Cong., 2d sess.); and by act of July 25, 1912. Unfavorable report. (H. Doc. No. 1436, 62d Cong., 3d sess.) Location.-This river lies wholly in Salem County. It formerly flowed westward 10 miles, thence southward 13 miles to the city of Salem, and thence westward 3 miles, emptying into the Delaware River about 45 miles below Philadelphia. In 1872 it was divided into two distinct streams by a dam, and the upper section was connected with the Delaware River by a canal. Original condition.-Before improvement the river was obstructed by stony and gravel bars and had a minimum available depth at the entrance through Salem Cove of 51 feet and of 42 feet in Little Salem River. 1Exclusive of the balance unexpended July 1, 1914, 326 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Previous projects.---The original project, adopted in 1870 and modified in 1878, was for improvement at the mouth and in the upper river (now cut off). Present project.-Adopted by the following provision of the river and harbor act of March 2, 1907: Improving Salem River, New Jersey: Completing improvement in accordance with the report submitted in House Document Numbered Seventy-eight, Fifty- fifth Congress, first session, twenty-nine thousand dollars. It is for a channel 9 feet deep and 100 feet wide from the Delaware River to the highway bridge over Little Salem River and the removal of the stony bars in front of the city wharves and at the bend above the brickyard. Estimated cost, $38,600. (H. Doc. No. 78, 55th Cong., 1st sess.; River and Harbor Com. Doc. No. 12, 59th Cong., 2d sess.; and Annual Report of Chief of Engineers for 1897, p. 1245.) Examinations and surveys.-Ordered by river and harbor act of March 3, 1909. Further improvement than contemplated by the completion and maintenance of the existing project was not deemed advisable by the Chief of Engineers. (H. Doc. No. 318, 61st Cong., 2d sess.) Ordered by river and harbor act of July 25, 1912. The construction of the cut-off desired at the expense of the Federal Government was not deemed advisable by the Chief of Engineers. (H. Doc. No. 1436, 62d Cong., 3d sess.) Reference to reports of examinations and surveys. Annual reports Congressional documents. of Chief of Engineers. Section covered. HoSenate No. Congress. Session. Year. Page. The river ................................ ... . ..- ... ......... ......... . 1879 474 Do. ............. _ .....-- .............. Senate.. 141 Forty-seventh. First... 1882 814 Do. --....... ......-............... . House... 71 Forty-eighth.. Second.. 1885 86 Little Salem River 1... .................................. ... ................ .......... 1889 876 The river 1.......................... .... House... 34 Fifty-third.... Third... 1895 1091 Do.12 .............. ............ ....... ... do.... 78 Fifty-fifth.... First.... 1897 1245 Do. ................. ............... ... do .... 12 Fifty-ninth... Second ................ Do.'........... .................. . do.. .. 318 Sixty-first..... ... do. .... ........ Lowerpart of the river 3.................. ... do.... 1436 Sixty-second.. Third.............. INo maps. 2Basis of project adopted by Congress. 3 Contains maps. Operations and results prior to fiscal year.-Prior to the present project, a channel 6 feet deep and 50 feet wide was dredged in the portion of the river since cut off, and a channel 8 feet deep and 100 feet wide was dredged from the Delaware River to the mouth of the river across Salem Cove. Under the present project the channel has been dredged 9 feet deep and 75 to 100 feet wide from the Delaware River to the highway bridge over Little Salem River, and the stony bar in front of the city wharves has been removed to a depth of 9 feet. Operations and results during fiscal year.-The channel was re- dredged across Salem Cove outward from the mouth of the river, 9 feet deep and 100 feet wide for a distance of 2,505 feet, widening at the bend of the beacon to a maximum of 230 feet. The work was done by contract. RIVER AND HARBOR IMPROVEMENTS. 327 Present condition.-About 95 per cent of the project has been com- pleted. The minimum usable depth, June 30, 1914, was 7 feet across Salem- Cove and 9 feet in the river. From outside the mouth to the ocean, there is a minimum usable depth of 30 feet. The mean range of tide is 6 feet. Effect of improvement.-The freight rates have not been reported, but shipments of fruit and other perishable freights have been facilitated and expedited. Commercial statistics.-The commerce of the river for the calendar year 1913 is reported as 163,522 tons, valued at $4,834,290. Summary of commerce. Calendar years. Tons. Value Calendar years. Tons Value. 1908...................... 121,658 $3,063,051 1911..................... 144,545 $10,973,960 1909........ ................ 149,204 6,013,750 1912......... ........ . 391,346 2,235,344 1910..... ........... 171,184 6,915,805 1913......................... 163,522 4,834,290 Appropriations.- Previous project, amount as per House Document No. 421, Fifty- seventh Congress, second session-------------------------$18, 700.00 Present project: Mar. 2, 1907--------------- $29, 000 Mar. 3, 1909 (allotment Jain. 28, 1910) - 5, 000 June 25, 1910--------------------------- - 12, 000 Feb. 27, 1911_-- 10, 600 July 25, 1912_-- 5, 000 Mar. 4, 1913 ---------------------------------- 15, 000 76, 600.00 Received from sale of property------ 100. 00 Total------- -- _ ----- --- - 95, 400. 00 Amount carried to surplus fund--__ 1, 490. 66 93, 909. 34 Financialsummary.- July 1, 1913, balance unexpended - - $19, 838. 42 June 30, 1914, amount expended during fiscal year, for lm.inte- nance------------------------- 4, 909. 26 July 1, 1914, balance unexpended ---------- 929. 16 1----------------4, The amount expended on this improvement to June 30, 1914, was $78,980.18, of which $61,770.84 was for work on the present project. Of the latter amount $23,170.84 was for maintenance. Funds required.-- Amount that can be profitably expended in fiscal year 1916, for main- tenance------------------ ------------ _ $5, 000 Proposed operations.-It is proposed to apply the balance avail- able and funds estimated for in maintenance by dredging. The small portion of the project remaining uncompleted is the widening of the channel from 75 and 80 feet to 100 feet at the upper end of Little Salem River. No funds are asked for this work because it is un- important. 1Exclusive of the balance unexpended July 1, 1914. 328 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 7. ALLOWAY CREEK, N. J. Locality: Southern New Jersey, Salem County. Tributary to: Delaware River. Head of navigation: Quinton, 8 miles from mouth. Head of project: Quinton. Project: 1890; 6 feet (H. Doc. No. 60, 51st Cong., 1st sess.): completed. Funds required for fiscal year 1916: None. Commerce: 32,342 tons, valued at $1,105,483. Examination: Ordered by act of July 25, 1912. Extension of im- provement to Alloway; unfavorable report. (H. Doc. No. 604, 63d Cong., 2d sess.) Location.-This creek rises in Salem County and flows south- westerly, emptying into the Delaware River about 47 miles below Philadelphia. Original condition.-Before improvement the creek had numerous shoals over which the depth was from 4 to 5 feet. Previous projects.-None. Present project.-Adopted by the following provision of the river and harbor act of September 19, 1890: Improving Alloway Creek, New Jersey, six thousand dollars. It is for a channel 6 feet deep from a locality known as "The Square" upstream to Quinton, 75 feet wide to a point 1,000 feet above Upper Hancock Bridge and thence 60 feet wide to Quinton, supplemented by a dike at the Square, and by an increase of width at the Canal to 150 feet between low-water lines. Estimated cost, $25,000. (H. Doc. No. 60, 51st Cong., 1st sess.; Annual Report of Chief of Engineers for 1890, p. 906.) The project was modified in 1896 to include a dike above Upper Hancock Bridge, and in 1907 by the following provision of the river and harbor act of March 2, 1907: Improving Alloway Creek, New Jersey: Continuing improvement and for maintenance, five thousand dollars, of which a sufficient amount may be ap- plied for the construction of a cut-off at Fosters Bottle: Provided, That no expenditure shall be made thereon until all land needed for such cut-off is deeded to the United States free of expense. These modifications did not increase the originally estimated cost of the work. Examinations and surveys.-Examination above Quinton ordered by the river and harbor act of July 25, 1912. The improvement was not deemed advisable by the Chief of Engineers. (H. Doc. No. 604, 63d Cong., 2d sess.) Reference to reports of examinations and surveys. Annual reports Congressional Documents. of Chief of Engineers. Section covered. Housenate.or No. Congress. Session. Year. Page. Mouth to Quinton 2................... House... 60 Fifty-first..... First.... 1890 960 Quinton to Alloway 2.......................do.... 604 Sixty-third.... Second.. . . 1 Basis of project adopted by Congress. 2No maps. RIVER AND HARBOR IMPROVEMENTS. 329 Operations and results prior to fiscal year.-Dredging was begun in 1891. The channel was dredged and maintained to project dimen- sions from Fosters Bottle to Quinton, and the dikes at the Square and above Upper Hancock Bridge were constructed. The cut-off at Fosters Bottle shortened the channel about 1 mile. Operations and results during fiscal year.-No operations have been in progress during the fiscal year. The expenditure was for office expenses and examinations. Present condition.-The project has been completed. The mini- mum usable depth, June 30, 1914, was about 4 feet. From outside the mouth to the ocean there is a minimum usable depth of 30 feet. The mean range of tide at the mouth is 6 feet; at Hancock Bridge, 5 feet; and at Quinton, 4 feet. Effect of improvement.-The carrying of perishable freight has been facilitated, and vessels are now able to get to Quinton at low tide. Commercial statistics.-The commerce for the calendar year 1913 is reported as 34,342 tons, valued at $1,105,483. Summary of commerce. Calendar years. Tons. Value. Calendar years. Tons. Value. 1904 ....................... 60,350 $1,093,200 1909.................... 17,565 3611,500 1905 ...................... 60,150 1,206,500 1910.................... 25,825 385,000 1906....................... 57,903 1,162,750 1911 ...................... 17,149 482,950 1907........................ 66,15 1,040,000 1912 ..................... 17,062 464,100 ..................... 1908.. 18,490 658,125 1913.................... 34,342 1,105,483 Appropriations.- Present project: Sept. 19, 1890 ... - -- $6, 000. 00 July 13, 1892___ 3, 000.00 Aug. 18, 1894 ... 3, 000. 00 June 3, 1896 ..... 3, 000. 00 Mar. 3, 1899 - - 3, 000. 00 June 13, 1902___ 3, 000.00 Mar. 3, 1905 -- 3, 000. 00 Mar. 2, 1907........ . . --- 5, 000. 00 Mar. 3, 1909 (allotment Oct. 28, 1909) -- 5,000. 00 June 25, 1910 3, 500. 00 F eb. 27, 1911- ------------------------- 5, 000. 00 July 25, 1912 .. 3, 000. 00 Mar. 4, 1913___ 5, 000. 00 Total -------------------------- 50,500.00 Received from sales__ 100. 00 50, 600. 00 Financial summary.- July 1, 1913, balance unexpended _ $5, 249. 15 June 30, 1914, amount expended during fiscal year, for maintenance__ 238. 70 July 1, 1914, balance unexpended____________________________ 5, 010. 45 The amount expended on this improvement to June 30, 1914, was $45,589.55. Of this amount $24,191.82 was for maintenance. Proposed operations.-It is proposed to apply the balance avail- able in maintenance by dredging. 830 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 8. COHANSEY RIVER, N. J. Locality: Southern New Jersey, Cumberland County. Tributary to: Delaware Bay. Head of navigation: Bridgeton, 20 miles from mouth. Head of project: Bridgeton. Project: 1907; 7 feet (H. Doc. No. 645, 59th Cong., 1st sess.). Com- pleted. Funds required for fiscal year 1916: None. Commerce: 50,186 tons, valued at $605,190. The foregoing statistics were furnished by shippers on Cohansey River, but are not con- sidered complete. Location.-This river rises in Salem County, flows southerly and southwesterly through Cumberland County, and empties into Dela- ware Bay about 62 miles below Philadelphia. Original condition.-Before improvement the river was obstructed by a bar at the mouth over which there was a depth of about 5 feet. Through and below the city of Bridgeton the bottom was nearly bare at low water. Previous projects.-The original project was for a channel 4 feet deep and 130 feet wide from deep water to the lower steamboat land- ing at Broad Street bridge, and 3 feet deep to the Nail Works bridge at the head of navigation. The project was modified to make a channel 80 feet wide and from 5 to 7 feet deep. Present project.-Adopted by the following provision of the river and harbor act of March 2, 1907: Improving Cohansey River, New Jersey: Completing improvement in accord- ance with the report submitted in House Document Numbered six hundred and forty-five, Fifty-ninth Congress, first session, fifty-five thousand eight hundred dollars. It is for a cut-off 7 feet deep and 100 feet wide at the mouth; and for a channel 7 feet deep, 100 feet wide, from Stony Point to Broad Street, Bridgeton, a distance of 6,000 feet; thence 75 feet' wide to Commerce Street, a distance of 740 feet; and thence 60 feet wide to the Nail WXrks bridge, a distance of 900 feet. Estimated cost, $55,800. (H. Doc. No. 645, 59th Cong., 1st sess.) References to reports of examinations and surveys. Annual reports Congressional documents. of Chief of Engineers. Section covered. Senateor No. Congress. Session. Year. Page. The river......................... .. ....... ..... ....... .......... 1873 889 Do. 1........................... .. Senate.. 141 Forty-seventh First.... 1882 773 Do.23............................ Rouse... 645 Fifty-ninth... do... ....do .. ........ 1No maps. 2Contains maps. 3 Basis of project adopted by Congress. Operations and results prior to fiscal year.-Prior to the present project, a channel was dredged 7 feet deep and 70 to 90 feet wide from deep water up to Broad Street Bridge and 4 feet deep and 40 RIVER AND HARBOR IMPROVEMENTS. 331 feet wide thence to the Nail Works bridge. Under the present proj- ect, the cut-off was made and the channel was dredged from Stony Point to the Nail Works bridge to project dimensions. Operations and results during fiscal year.-The channel was re- dredged from Stony Point to Commerce Street Bridge to project dimensions. The work was done by contract. Present condition.-The project has been completed. The mini- mum usable depth, June 30, 1914, between Delaware Bay and the Nail Works bridge was 7 feet. From outside the mouth to the ocean there is a minimum usable depth of 30 feet. The mean range of tide isabout 5 feet at the mouth and 7 feet at Bridgeton. Effect of improvement.-The effect of the improvement on freight rates has not been reported, but it is known that it has facilitated and expedited shipments of fruits and other perishable merchandise. The cut-off saves 3 miles to and from points up Delaware Bay and River, and assures a deeper entrance. Commercial statistics.-The commerce for the calendar year 1913 is reported as 50,186 tons, valued at $605,190. These statistics were furnished by shippers on Cohansey River, but are not considered complete. Summary of commerce. Calendar years. Tons. Value. Remarks. 1908.................................. 51,817 $371,600 1909 ............................................. No statement obtained. 1910. ..... .............. ............ 107,390 501,440 1911.................................. Do. 1912.. .......................................... 186,960 3,759,924 1913................. 50,186 .............................. 605,190 Appropriations.- Previous projects (amount as per H. Doc. No. 421, 57th Cong., 2d sess.) ---------------------- $36, 000. 00 Present project: Mar. 2, 1907 $55, 800.00 Mar. 3, 1909 (allotment Dec. 1. 1909)------------- 6, 000. 00 July 25, 1912 ------------------------ 3,500. 00 65, 300. 00 101, 300. 00 Received from sale of property1---------------------------------- 00. 00 Total ---------------------------------------- 101, 400. 00 Financialsummary.- July 1, 1913, balance unexpended_ - ------ 18,154. 40 June 30, 1914, amount expended during fiscal year: For improvement__------------------ $7, 000.00 For maintenance----------------------- 4,012. 45 11, 012. 45 July 1, 1914, balance unexpended-------------------------- 7,141. 95 The amount expended on this improvement to June 30, 1914, was $94,258.05, of which $58,258.05 was for work on the present project. Of the latter amount, $9,679.16 was for maintenance. Proposed operations.-It is proposed to apply the balance avail- able in maintenance by dredging, if necessary. 332 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 9. MAURICE RIVER, N. J. Locality: Extreme southern New Jersey, Cumberland County. Tributary to: Delaware Bay, through Maurice Cove. Head of navigation:Miliville, 24 miles from mouth. Head of project: Millville. Project: 1905; 7 feet (H. Doc. No. 664, 59th Cong., 1st sess.); 26 per cent complete. Estimated cost: $156,200. Amount (estimated) to be appropriated to complete: $81,200. Funds required for fiscal year 1916: For maintenance, $10,000. Commerce: 526,448 tons, valued at $2,356,676. Location.-This river rises in Gloucester County, flows southerly and southwesterly through Cumberland County, and empties into Delaware Bay about 89 miles below Philadelphia. Original condition.--This river has a width of 500 to 1,000 feet in the lower portion and of 200 to 400 feet in the upper portion. Before improvement it was obstructed by numerous bars. The depth over the bar at the mouth was 5 feet; at Frenchs Bar, 20 miles above, it was 4 feet; and at Millville, 2 feet. Previous projects.--The original project, adopted in 1882, was for a channel 6 feet deep and 100 feet wide from Frenchs Bar to Millville Bridge, and thence 4 feet deep and 50 to 100 feet wide to the head of navigation. The project was'modified in 1890 so as to extend the 6-foot depth to the head of navigation, and in 1892 to a further distance of 500 feet. Present project.-Adopted by the following provision of the river and harbor act of June 25, 1910: 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. It is for a channel 7 feet deep across the bar at the mouth and up 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 thence to the milldam. Estimated cost, $156,200. (H. Doc. No. 664, 59th Cong., 1st sess.) Reference to reports of examinations and surveys. Annual reports Congressional documents. of Chief of Engineers. Section covered. HSenate.r No. Congress Session. Year. Page. The river ....... ................... Senate.. 141 Forty-seventh First.... 1882 809 Do.2 .............................. ..... House... 344 Fifty-sixth... ... do.... 1900 1605 Do. 3................................ .. do..... 664 Fifty-ninth: ... do.. .. ...... 2 1 No maps. .Contains maps. 8 Basis of project adopted by Congress. Operations and results prior to fiscal year.-Dredging was begun in 1885. The channel was dredged to project dimensions and mai- tained from Frenchs Bar upstream to about 1,000 feet above the Millville Bridge, including a turning basin below the bridge. RIVER AND HARBOR IMPROVEMENTS. 333 Operations and results during fiscal year.-Dredging was contr ued from about 1,000 feet above the Millville Bridge upstream for a distance of about 1,900 feet, resulting in a channel 7 feet deep and 60 feet wide for that distance. The work was done by contract. Present condition.-About 26 per cent of the project has been completed. The minimum usable depth June 30, 1914, over the bar outside the mouth was 5 feet and in the river 7 feet. From outside the mouth to the ocean there is a minimum usable depth of 30 feet. The mean range of tide is 6 feet at the mouth and 5 feet at Millville. Effect of improvement.-Larger vessels can now be used and in consequence there is a larger output from the sand deposits, and vessels can now.be operated to Millville at low tide. Commercial statistics.-The commerce for the calendar year 1913 is reported at 526,448 tons, valued at $2,356,676. The commerce reported for 1912, prior to which time no report was made, was 391,346 tons, valued at $2,235,440. Appropriations.- Previous project (amount as per H. Doc. No. 421, 57th Cong., 2d sess.) _ ---- ------------------- --- $43, 000. 00 Present project: June 25, 1910 ------- ------- $25, 000 July 25, 1912 ---------- 20, 000 Mar. 4, 1913 ------------------------------------ 30, 000 75, 000. 00 Total__ __ . 118, 000. 00 Financial summary.- July 1, 1913, balance unexpended -------------------------- $46, 101. 02 June 30, 1914, amount expended during fiscal year: For improvement-_. .----- . . _... -----------------------.. $6, 639. 73 For maintenance -------------------------------- 3, 839. 35 10, 479. 08 July 1, 1914, balance unexpended 35, 621. 94 The amount expended to June 30, 1914, was $82,378.06, of which $39,378.06 was for the present project. Of the latter amount $3,839 .35 was for maintenance. Amount (estimated) required to be appropriated for completion of existing project _------------ ---------------- 1$81, 200 Funds required.- Amount that can be profitably expended in fiscal year 1916 for main- tenance_ --...- -.-- --- -- - - - - - -- - --- - - -- -- - 10, 000 Proposed operations.-It is proposed to apply the balance avail- able and funds estimated for in continuing improvement and in maintenance by dredging. 10. COLD SPRING INLET, N. J. Locality: Southern New Jersey, Cape May County. Tributary to: Atlantic Ocean. Head of navigation: Cold Spring Harbor. Head of project: Cold Spring Harbor. Project: 1907; 25 feet, 2 jetties (H. Doc. No. 388, 59th Cong., 2d sess.); 841 per cent complete. Estimated cost, $1,311,000. Exclusive of the balance unexpended July 1, 1914. 334 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) to be appropriatedto complete: $249,800. Funds required for fiscal year 1916: None. Commerce: 5,516 tons, valued at $82,276. Location.-This inlet is located on the coast of New Jersey about 3 miles east of the city of Cape May and about 16 miles from Dela- ware Breakwater. Original condition.-Before improvement there was a natural basin inside the inlet about 6 feet deep and 60 acres in area. In the gorge of the inlet there was a depth of 29 feet and on the outside bar, a minimum depth of 3 feet. There was no commerce. In 1903 pri- vate parties began the enlargement of the basin inside to a depth of 30 to 40 feet and to about 500 acres in area. Previous projects.-None. Present project.-Adopted by the following provision of the river and harbor act of March 2, 1907: Improving Cold Spring Inlet, New Jersey, to a depth of fifteen feet, in ac- cordance with the plan printed in House Document Numbered Three hundred and eighty-eight, Fifty-ninth Congress, second session, three hundred and eleven thousand dollars: Provided, That the depth may be increased to twenty- five feet in case the local authorities or private persons or corporations shall within one year from the date of this act contribute to the improvement the sum of one hundred thousand dollars, making the sum so contributed subject to the order of the Secretary of War in such manner as he shall direct; and the said Secretary of War may receive and expend upon the improvement to a depth of twenty-five feet the said sum of one hundred thousand dollars so contributed: Provided further, That the Secretary of War may enter into a contract or contracts for such materials and work as may be necessary to complete said improvement, to be paid for as appropriations may frolm time to time be made by law, not to exceed in the aggregate, exclusive of the amount herein appropriated and of any sums contributed from other sources, five hundred and ninety-six thousand dollars in case the improvement be made to a depth of fifteen feet, or nine hundred thousand dollars in case the im- provement be made to a depth of twenty five feet: Provided further. That no portion of the funds herein appropriated and authorized shall be expended until the necessary land and right of way for the shore ends of the jetties, for lighthouses, for the establishment of a life-saving station, and for a depot of engineer supplies, shall have been deeded to the United States free of cost, and until assurance, satisfactory to the Secretary of War, shall have been given that the plan of the harbor, to be established by private capital inside the entrance, will be modified by increasing the distance between the bulkheads immediately inside the shore end of the jetties in the manner recommended in said House Document Numbered Three hundred and eighty-eight, Fifty- ninth Congress, second session, and that the work proposed by the United States for the entrance channel to this harbor will be supplemented by such expenditure from private or corporate sources as shall make the harbor suit- able for commerce and protected from injurious wave action: And provided further, That the Secretary of War shall have power to prescribe, regulate, and at any time modify the wharfage charges at this harbor, and no part of this appropriation shall be expended until the Cape May Real Estate Company shall, for itself and its successors and assigns, execute such formal acceptance of this proviso as the Secretary of War may require. It is for an entrance channel 25 feet deep and 400 feet wide, pro- tected by parallel stone jetties 700 feet or more apart. Estimated cost, $1,311,000. (H. Doc. No. 388, 59th Cong., 2d sess.) Operations and results prior to fiscal year.-The stone jetties were made parallel throughout and the clear distance apart fixed at 850 feet, with pile, brush, and stone wings at the shore ends; pile, brush, and stone construction was substituted for stone for a length of 2,000 feet on the inshore end of the west jetty. The jetties were completed RIVER AND HARBOR IMPROVEMENTS. 335 August 12, 1911, and a channel was dredged 15 feet deep and 400 feet wide from the harbor to the ocean, a distance of 5,200 feet. The inside harbor was dredged 15 to 37 feet deep over an area of about 300 acres, connection with the entrance channel was made, and about 2,200 feet of bulkhead was constructed along the westerly side of the harbor from the angle of the west jetty by the Cape May Real Estate Co. Operations and results during fiscal year.-The channel was dredged from inside the harbor seaward a distance of 2,862 feet, and a further distance of 1,300 feet for a part of the channel on the west side, resulting in a channel of project depth between these points. The work was done by contract. Present condition.-About 842 per cent of the project has been completed. The minimum usable depth, June 30, 1914, was 13 feet. The mean range of tide is 42 feet. Effect of improvement.-Increased use by commercial and fishing industries, and as a harbor of refuge. Commercial statistics.-The commerce for the calendar year 1913 is reported as 5,516 tons, valued at $82,276. Appropriations.- Present project: Act of Mar. 2, 1907--------------------------- --- $311, 000 Sundry civil act, May 27, 1908-- 236, 200 Sundry civil act, Mar. 4, 1909.- --- 284, 000 Sundry civil act, Mar. 4, 1911 130, 000 Total----------------- -- -------- -------- - 961, 200 Contributed by Cape May Real Estate Co___ 100, 000 Total-------- -------- --- --------------------- 1, 061, 200 Financialsummary.- July 1, 1913, balance unexpended-------------------------- $202, 583. 92 June 30,1914, amount expended during fiscal year, for improvement : Government ----------------------- -- $37, 740.24 Private funds ----------- 9, 640. 39 47, 380. 63 July 1, 1914, balance unexpended----------------------------- 155, 203. 29 July 1, 1914, outstanding liabilities------------------- --. 6, 700. 00 July 1, 1914, balance available------------------------- 148, 503. 29 July 1, 1914, amount covered by uncompleted contracts -.. -.. 62,710. 00 Amount of continuing contract authorization, act of Mar. 2, 1907__- 900, 000. 00 Amount appropriated under such authorization-------------- 650, 200. 00 Amount yet to be appropriated-------- 249, 800.00 The amount expended to June 30, 1914, was $905,996.71, of which $97,161.94 was from funds contributed by the Cape May Real Estate Co. Nothing has been spent for maintenance. Amount (estimated) required to be appropriated for completion of existing project ---------------------------- - - $249, 800 Proposed operations.-The project will be completed and repairs made to the stone jetties. 1Exclusive of the balance unexpended July 1, 1914, 336 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 11. ABSECON INLET, N. J. Locality: Eastern New Jersey, Atlantic City. Tributary to: Atlantic Ocean. Head of navigation: Atlantic City and inland waters. Head of project: Atlantic City. Project: 1912; 12 feet (H. Doc. No. 1395, 61st Cong., 1st sess.); no improvement yet made. Estimated cost: $190,000, and $45,000 annually for maintenance. -Amount (estimated) to be appropriated to complete: $45,000 an- nually. Amount required for fiscal year 1916: For maintenance, $45,000. Commerce: No statistios could be obtained. Location.--This inlet. separates Atlantic City from Brigantine Beach, and is located about 65 miles north of Delaware Breakwater. Original condition.-The inlet is unsafe on account of the unstable nature of the channel across the bar. The channel proper is about 1,200 feet wide and the minimum usable depth varies from 7 to 9 feet. Previous projects.-None. Present project.-Adopted by the following provision of the river and harbor act of July 25, 1912: Improving Absecon Inlet, New Jersey, in accordance with the report submit- ted in House Document Numbered Thirteen hundred and ninety-five, Sixty-first Congress, third session, one hundred and ninety thousand dollars, of which amount so much as may be necessary may be used for the constraction of a dredge: Provided, That if, in the opinion of the Secretary of War, dredges of a suitable character to do the work at Absecon Inlet are readily obtainable for doing the work by contract at reasonable rates, the amount herein appropriated shall become immediately available for the prosecution of such work. And by the following provision of the river and harbor act of March 4, 1913: Improving Absecon Inlet, New Jersey, by dredging, to keep an open channel until the completion of the dredge heretofore authorized, $45,000: Provided, That no part of the appropriation herein made shall be available for expendi- ture until the Secretary of War shall be satisfied that local interests have made provision for furnishing the sum of $50,000 for said improvement and have placed the same to his credit and sabject to his order in a bank to be designated by him. It is for a channel 12 feet deep and 300 feet wide, to be increased ultimately to 600 feet, by dredging with a Government-owned plant. Estimated cost of plant and preliminaries, $190,000, with $45,000 annually for operation. (H. Doc. No. 1395, 61st Cong., 3d sess.) Reference to reports of examinations and surveys. Annual reports Congressional documents. of Chief of Engineers. Section covered. Housenateor No. Congress. Session. Year. Page. The inlet1. ........ . . .. .... .... .. ... . .. ........ 1881 831 Do..................... ...................... .............. 1887 862 Do.1............ ........................ do..... ..... .1395o......... r 1i Do.' ........................... House 747 Sity-first. Second............. o .d 1395.do. Third.............. 1 No maps. 2 Basis of project adopted by Congress. RIVER AND HARBOR IMPROVEMENTS. 337 Operations and results prior to fiscal year.-No operations were in progress. Plans and specifications were prepared for construc- tion of a dredge. Operations and results during fiscal year.-Construction of the dredge Absecon by contract was in progress, and at the end of the fiscal year was about 56 per cent completed. Abstract of title and maps were prepared for the purchase of site for a depot for the dredge at Atlantic City. Authorities of Atlantic City undertook some experimental work of harrowing the crest of the bar with the view of deepening the channel, but without any definite results. Present condition.-See " Original condition." The mean range of tide is about 4 feet. Effect of improvement.-No work has been done. Commercial statistics.-The commerce for the calendar year 1913 could not be obtained. Appropriations.- Present project: Act of July 25. 1912__----------------------------------- $190, 000. 00 Act of Mar. 4, 1913 --------------------------- 145, 000. 00 Act of Oct. 2, 1914 ___ 25, 000. 00 Total--------------------------- ---------------------- 260, 000. 00 Financialsummary.- July 1, 1913, balance unexpended___ $234, 500. 46 June 30, 1914, amount expended during fiscal year, for improve- ment_ - - -- - - - - 59, 370. 57 July 1, 1914, balance unexpended------------------------------- 175, 129. 89 July 1, 1914, outstanding liabilities -------- ---- - - 23, 000. 00 July 1, 1914, balance available 152, 129. 89 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-......... 25, 000. 00 Amount available for fiscal year ending June 30, 1915------------- 177. 129. 89 July 1, 1914, amount covered by uncompleted contracts- _ 83, 550. 00 The amount expended to June 30, 1914, was $59,870.11, none of which was for maintenance. Amount (estimated) required to be appropriated annually ...... 2 $45, 000. 00 Funds required.- Amount that can be profitably expended in fiscal year 1916, for main- tenance _.__-.. - -- -. 2 $45, 000. 00 Proposed operations.-It is proposed to apply the balance avail- able and funds estimated for to the completion of the dredge, estab- lishing a depot for the dredge, and to continuing the improvement by dredging. Special recommendations.-The $45,000 appropriated by the act of March 4, 1913, is not available for use because of the fact that so far the local interests have not complied with the provision of that act requiring the furnishing by them of $50,000 for the improve- 2 Exclusive of amount available for fiscal year 1915. 1 Subject to conditions which have not been complied with. 0 60993 -ENG 1914----22 338 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ment. In the annual report for the fiscal year 1913 the Chief of Engineers stated that the $45,000 appropriated by the act of 1913, or a similar amount, would be required for dredging during the suc- ceeding fiscal year, and recommended that it be made available for that purpose. If this amount already conditionally appropriated is made available for use, the amount hereinabove estimated as re- quired for the fiscal year 1916 need not be appropriated. 12. ABSECON CREEK, N. J. Locality: Eastern New Jersey, Atlantic County. Tributary to: Absecon Bay and Atlantic Ocean. Head of navigation: Absecon, N. J. Head of project: Absecon. Project: 1912; 5 feet (HI. Doc. No. 71, 62d Cong., 1st sess.) ; com- pleted. Funds requiredfor fiscal year 1916: None. Commerce: 29,540 tons, valued at $105,660. Location.-This creek rises in and flows easterly through Atlantic County, emptying into Absecon Bay about 5 miles northwest of Atlantic City. Original condition.-Before improvement the creek was very crooked, obstructed by numerous shoals and near its head by the ruins of an old dam. There was an available depth of 3 feet in the creek and about 1 foot across Absecon Bay. Previous projects.-None. Present project.-Adopted by the following provision of the river and harbor act of July 25, 1912: Improving Absecon Creek, New Jersey: Completing improvement in accord- ance with the report submitted in House Document Numbered Seventy-one, Sixty-second Congress, first session, fifteen thousand dollars. It is for a channel 5 feet deep, 80 feet wide from the head of Abse- con Bay channel across Absecon Bay to the mouth of the creek, thence 50 feet wide to the highway bridge at Absecon, including a turning basin at Absecon, a distance of about 3 miles. Estimated cost, $15,000. (H. Doc. No. 71, 62d Cong., 1st sess.) Operations and results prior to fiscal year.-Dredging was begun in March, 1913. The channel was completed to project dimensions across Absecon Bay and up Absecon Creek to the old dam. Operations and results during fiscal year.-Work was in progress at the beginning of the fiscal year. The channel was continued up- stream to the highway bridge at Absecon and the old dam was re- moved, forming a turning basin. The work was completed July 8, 1913. The work was done by contract. Present condition.-The project has been completed. The mini- mum usable depth, June 30, 1914, to the highway bridge at Absecon was 5 feet. From outside the mouth to the ocean there was a mini- mum usable depth of 7 feet. The mean range of tide is about 4 feet in Absecon Creek. Effect of improvement.-The channel is navigable at any stage of the tide, whereas formerly vessels could not cross Absecon Bay at low tide. No effect on freight rates is reported. RIVER AND HARBOR IMPROVEMENTS. 339 Commercial statistics.-The commerce for the calendar year 1913 is reported as 29,540 tons, valued at $105,660. The commerce of the creek for the calendar year 1912, prior to improvement, was reported as 26,265 tons, valued at $98,275. Appropriations.- Present project: Act of July 25, 1912 ---------------------------------- $15, 000. 00 Act of Mar. 4, 1913 ------------------------------ 1, 600. 00 Total-------------------------------------- 16, 600. 00 Financialsummary.- July 1, 1913, balance unexpended---------------------------- $7, 915. 83 June 30, 1914, amount expended during fiscal year, for improvement 3, 250. 79 July 1, 1914, balance unexpended----- ---------------------------- 4, 665. 04 The amount expended to June 30, 1914, is $11,943.96, no part of which was for maintenance. Proposed operations.-It is proposed to apply the balance avail- able in maintenance by dredging. 13. TUCKERTON CREEK, N. J. Locality: Eastern New Jersey, Ocean County. Tributary to: Little Egg Harbor. Head of navigation: Tuckerton, about 2 miles from mouth. Head of project: Tuckerton. Project: 1902; 3, 5, and 6 feet (H. Doc. No. 274, 56th Cong., 1st sess.); 97 per cent complete. Estimated cost: $61,380. Amount (estimated) to be appropriated to complete: Nothing. (Amount available is sufficient.) Funds required for fiscal year 1916: For maintenance, $5,000. Commerce: 16,755 tons, valued at $472,400. Location.-This creek rises in and flows southeasterly through Ocean County, emptying into Little Egg Harbor about 8 miles north of Little Egg Inlet. Original condition.-Before improvement the creek was obstructed by a broad flat outside the mouth, over which there was an available depth of about 2 feet, with numerous shoals and sharp bends in the creek with an available depth of about 4 feet at the mouth and about 1l feet at Tuckerton. Previous projects.-None. Present project.-Adopted by the following provision of the river and harbor act of June 13, 1902: Improving Tuckerton Creek, New Jersey, in accordance with the report sub- mitted in House Document Numbered Two hundred and seventy-four, Fifty-sixth Congress, first session, twelve thousand dollars. It is for a channel 6 feet deep and 80 feet wide from Gaunts Point seven-eighths mile to the mouth of the creek; thence up the creek 6 feet deep and 75 feet wide, 1 mile to Parkers Landing; thence 6 feet deep and 60 feet wide, five-eighths mile to West Tuckerton Land- ing; thence 5 feet deep and 60 feet wide, three-eighths mile to just above Scow Landing; and thence 3 feet deep and 40 feet wide, one- eighth mile to the milldam at Tuckerton. Estimated cost, $61,380. (H. Doc. No. 274, 56th Cong., 1st sess.) 340 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It was modified by the following provision of the river and harbor act of March 3, 1905: Improving Tuckerton Creek, New Jersey: Continuing improvement and for maintenance, twelve thousand dollars; and the Secretary of War may, in his discretion, direct that the plan heretofore adopted for this improvement may be modified: Provided, That the cost of completion shall not exceed the estimate heretofore made for the completion of such improvement. The modification substituted for the channel from the mouth of the creek to Gaunts Point a channel from the mouth of the creek to the head of Marchelder Channel, a distance of about 1- miles, and eliminated the revetment wall. Reference to reports of examinations and surveys. Annual reports Congressional documents. of Chief of Engineers. Section covered. HouSenate or No. Congress. Session. Year. Page. The creek 1............... ............. House.. 123 Fifty-fourth... Second.. 1897 1230 Do. 1. . ... ... . ... ..... do..... 274 Fifty-sixth.... First.... 1900 1612 1No maps. 2 Basis of project adopted by Congress. Operations and results prior to fscal year.-Dredging was begun in 1903. The channel was dredged to project dimensions, except at the mouth, from the head of Marchelder Channel to the milldam at Tuckerton. Operations and results during fscal year.-No operations have been in progress during the fiscal year. The expenditures were for office expenses and inspections. Preparations have been made for expending the funds available in completing the improvement and in maintenance by dredging. Proposals will soon be advertised for. Present condition.-About 97 per cent of the project completed. The minimum usable depth, June 30, 1914, was 4 feet across Little Egg Harbor, thence 5 feet to Willow Landing, and 3 feet to the milldam at Tuckerton. From outside the mouth to the ocean there is a minimum usable depth of 6 feet. The mean range of tide at the mouth of the creek is 22 feet. Effect of improvement.-Navigation is now possible at low tide. No effect on freight rates has been reported, and none is expected, as there is no competition. Commercial statistics.-The commerce for the calendar year 1913 is reported as 16,755 tons, valued at $472,400. Summary of commerce. Calendar years. Tons. Value. Remarks. 1904.............. .. ....................... 17,330 $564, 880 1905........................... .............. 15,417 674,387 1906 ......................... ....................... 3,230 917,585 1907. 4,183 1,310, 945 1908-----------... 26, 609 1,292,898 1909..-------------. 27,209 1,352,898 1910.............. ........................ 33,275 1,651,270 1911............................... 13,975 799,600 10 - - - - - - - - - - - - - - - - - - - - - - - - 1912...................................................... 2 . 0 . 5 . 9 No statistics obtained. 1913. .................. ....................... .... 16, 755 472,400 RIVER AND HARBOR IMPROVEMENTS. 341 Appropriations.- Present project: June 13, 1902._ $12,000.00 Mar. 3, 1905-. . . . .. . .. .. . . . 12, 000. 00 Mar. 2, 1907 ------------------------------------ 12, 000. 00 Mar. 3, 1909 (allotment Mar. 13, 1909) 2, 000. 00 June 25, 1910 - - 12, 000.00 Feb. 27, 1911___ -- 23, 380. 00 Mar. 4, 1913_ 5, 000. 00 Total_ 78, 380. 00 Financialsummary.- July 1, 1913, balance unexpended 126. 94 $------------------- June 30, 1914, amount expended during fiscal year, for maintenance__ 15. 10 July 1, 1914, balance unexpended 6, 111. 84 The amount expended to June 30, 1914, was $72,268.16, of which $12,526 was for maintenance. Funds required.- Amount that can be profitably expended in fiscal year 1916, for main- tenance -.- ___.._ 1$5, 000 Proposed operations.-It is proposed to apply the balance avail- able and funds estimated for in completing the improvement and in maintenance by dredging. 14. TOMS RIVER, N. J. Locality: Eastern New Jersey, Ocean County. Tributary to: Barnegat Bay. Head of navigation: Toms River. Head of project: Toms River. Project: 1910; 5 feet (H. Doc. No. 346, 60th Cong., 1st sess.); completed. Funds required for fiscal year 1916: For maintenance, $1,000. Commerce: It was impracticable to obtain commercial statistics. Location.-This river rises and flows easterly through Ocean County, emptying into Barnegat Bay 5 miles below the town of Toms River and about 11 miles north of Barnegat Inlet. Original condition.-Before improvement the river had a mini- mum usable depth of 5 feet to a point about 3,500 feet below the bridges at Toms River, and thence 22 feet to the bridges. Previous projects.-None. Present project.-Adopted by the following provision of the river and harbor act of June 25, 1910: 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. It is for a channel 5 feet deep, 100 feet wide, from deep water to the Forks, and thence the full widths of the Forks to the bridges at Toms River. Estimated cost, $10,050, with $1,000 annually for maintenance after completion. (H. Doc. No. 346, 60th Cong., 1st sess.) 1Exclusive of the balance unexpended July 1, 1914. 842 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Reference to reports of examinations and surveys. Annual reports Congressional documents. of Chief of Engineers. Section covered. Senateor No. Congress. Session. Year. Page. The River .............................. ...... ..... .......... .......... 1891 1114 Do.2................................. House... 346 Sixtieth...... First... ............ 1 Contains maps. 2 Basis of project adopted by Congress. Operations and results prior to fiscal year.-Dredging was begun in 1911, and the channel was dredged 5 feet deep and to project widths from the 5-foot depth in Toms River to the highway bridges across the Forks. Operations and results during fiscal year.-No operations have been in progress during the fiscal year. The funds on hand will be held until a sufficient amount becomes available for redredging. The expenditures were for office expenses and inspections. Present condition.-The project has been completed. The mini- mum usable depth, June 30, 1914, was 22 feet in the North Fork, 3 feet in the South Fork, and 5 feet from their junction to the mouth. From outside the mouth to the ocean the minimum usable depth is about 5 feet. The mean range of tide in Toms River is about one-half foot. Effect of improvement.-Increased transportation facilities are afforded, resulting in a large increase in traffic. No effect on freight rates is shown, there being no competition. Commercial statistics.-It was impracticable to obtain statistics. Appropriations.- Present project: Act of June 25, 1910-------------------------------- $10, 050. 00 Act of July 25, 1912 ----------------- 1, 000. 00 Act of Mar. 4, 1913 -------------------------- 1, 000. 00 Total------------------------------------------ 12, 050. 00 Financialsummary.- July 1, 1913, balance unexpended--------------------------------$2, 000. 00 June 30, 1914, amount expended during fiscal year, for maintenance_ 56. 77 July 1, 1914, balance unexpended---------------------------------1, 943. 23 The amount expended on this improvement to June 30, 1914, was $10,106.77, of which $56.77 was for examinations and contingent expenses since the completion of the project. Funds required.- Amount that can be profitably expended in fiscal year 1916, for mainte- nance ------------------------------------- -------------- $1, 000 Proposed operations.-It is proposed to apply the balance avail- able and funds estimated for in maintenance by dredging. SExclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 343 15. WILMINGTON HARBOR, DEL. Locality: Northern Delaware, New Castle County. Tributary to: Delaware River. Head of navigation: Christiana village, 15 miles from mouth. Head of project: Newport, 83 miles from mouth. Project: 1896; 21 feet to Pulp Works, thence diminishing to 10 feet at Philadelphia, Baltimore & Washington Railroad bridge No. 4, thence 7 feet to Newport; and jetty at mouth and at mouth of Brandywine (H. Doc. No. 66, 54th Cong., 1st sess.); com- pleted. Modification: 1912; construction and operation of self- propelled hopper dredge for maintenance, and a depot for same (H. Doc. No. 359, 62d Cong., 2d sess.). Funds required for fiscal year 1916: For maintenance, $60,000. Commerce: 473,382 tons, valued at $48,270,363. Examination: Ordered by act of March 3, 1909, from Newport to Christiana village; unfavorable report (H. Doc. No. 399, 61st Cong., 2d sess.). Location.-The Christiana River rises in and flows northeasterly through New Castle County and through the city of Wilmington, emptying into the Delaware River about 29 miles below Philadel- phia. The Brandywine River rises in Chester County, Pa., flows southerly and southeasterly through New Castle County, Del., and joins the Christiana River about 1 mile above the mouth of the latter. Original condition.-Before improvement the depth at the en- trance of the Christiana River was 82 feet; at the Pulp Works, about 4 miles above, 7T feet; at Newport, about 82 miles above, 5 feet; and at Christiana village, the head of navigation, about 2 feet. Previous projects.-Work was done on the Christiana River from 1836 to 1838. The original project, adopted in 1870, was for a channel 12 feet deep, from the mouth to Market Street Bridge; in 1881 this was modified for a channel 15 feet deep, from the mouth to the Pulp Works, and 12 feet deep thence to the Delaware Railroad bridge, including rock removal at Third Street Bridge, and a jetty at the mouth. It was modified in 1883 to give a uniform increase of width to 150 feet, from the mouth to the Pulp Works; and in 1884, to give an additional height of 4 feet and an extension to the jetty. Present project.-Ordered by the following provision of the river and harbor act of August 18, 1894: Improving harbor at Wilmington, and Christiana River, Delaware: Continu- ing improvement, twenty-five thousand dollars, including a survey of the Chris- tiana River and harbor, with a view of obtaining a depth of twenty-one feet- And adopted by the following provision of the river and harbor act of June 3, 1896: Improving harbor at Wilmington, and Christiana River, Delaware: Continu- ing improvement, in accordance with the modified project, twenty thousand dol- lars: Provided,moreover, That of which amount five thousand dollars may, in the discretion of the Secretary of War, be expended during the year eighteen hun- dred and ninety-six in improving the channel between Churchman's Bridge and Snalley's Bridge on said river, of which sum one-half shall be expended below and the other half above the drawbridge at Christiana village: And provided further, That contracts may be entered into by the Secretary of War for such materials and work as may be necessary to complete the project of improve- 344 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ment, not including estimate for flushing basin and extension of jetty, to be paid for as appropriations may from time to time be made by law, not to exceed in the aggregate two hundred and twenty-five thousand eight hundred and forty-six dollars- And modified by the following provision of the river and harbor act of March 3, 1899: Improving harbor at Wilmington, and Christiana River, Delaware: Continu- ing improvement, forty-five thousand dollars, of which amount twenty thousand dollars, or so much thereof as may be necessary, shall be used for maintenance, and the Secretary of War may enter into a contract or contracts for such ma- terials and work as may be necessary to complete the project of improvement, in accordance with the project submitted by the Board of Engineers, in its report of October third, eighteen hundred and ninety-six, and including the removal of rock from the channel as recommended in the Annual Report of the Chief of Engineers for eighteen hundred and ninety-seven, to be paid for as appropriations may from time to time be made by law, not to exceed in the aggregate two hundred and five thousand seven hundred and eighty dollars, exclusive of the amount herein and heretofore appropriated, that being the amount reported by the Chief of Engineers as necessary to complete said project. It is for the formation, by dredging and rock removal, of a chan- nel 21 feet deep from the Delaware River to the Pulp Works, a dis- tance of about 4 miles; thence diminishing to 10 feet deep at the Philadelphia, Baltimore & Washington Railroad bridge No. 4; and thence 7 feet deep to Newport, a total distance of 8* miles; 250 feet wide from the Delaware River to the mouth of the Brandywine; 200 feet thence to bridge No. 4, and 100 feet thence to Newport; also the construction of a jetty at the mouth of the Brandywine, one on the south side at the mouth of the Christiana, and the extension of the north jetty at the mouth of the Christiana. Estimated cost, $476,625. (H. Doc. No. 66, 54th Cong., 1st sess., Annual Report of Chief of Engineers for 1896, p. 973, and for 1897, p. 1250.) The river and harbor act of July 25, 1912, provided for the main- tenance of the project, as follows: Improving harbor at Wilmington, Delaware, in accordance with the report submitted in House Document Numbered three hundred and fifty-nine, Sixty- second Congress, second session, two hundred and fifty thousand dollars, of which amount so much as may be necessary may be used for the purchase or construction of a dredging plant to be used in connection with the work of improving and maintaining the harbor at Wilmington, Delaware, and at other places in the engineer district, with headquarters at Wilmington: Provided, That if, in the opinion of the Secretary of War, dredges of a suitable char- acter to do the work at Wilmington, Delaware, are readily obtainable for doing the work by contract at reasonable rates, the amount herein appropriated shall become immediately available for the prosecution of such work. It is for the purchase or construction of a Fruhling-type dredge and auxiliaries, including a wharf and depot. Estimated cost, $250,000, with $30,000 annually for operation. (H. Doc. No. 359, 62d Cong., 2d sess.) An act of the Legislature of the State of Delaware passed March 9, 1901, provided: SECTION 1. That, from and after any future appropriation by the Federal Government for the purposes of the improvement of the Christiana River as hereinabove designated, the mayor and council of Wilmington be, and it is hereby, authorized and directed to pay to such person, or persons, placed in charge of such future proposed improvements by the United States Govern- ment a sum, or sums, of money not exceeding in the aggregate sixty thousand RIVER AND HARBOR IMIPROVEMENTS. 345 dollars: Provided, however, That not more than twenty thousand dollars shall be paid on said account in any one year: And further provided, That prior to any such payment so to be made, the person, or persons, placed in charge of said proposed improvements by the United States Government shall render to the said mayor and council of Wilmington a detailed estimate, as far as pos- sible, of all amounts to be expended in the course of said improvements: And further provided, That no such payment so to be made by the said mayor and council of Wilmington shall exceed in amount the sum of ten per centum of the sum then already expended, as shown by the statement of the Federal official in charge. SEC. 2. That the said sum, or sums, to be paid by the mayor and council of Wilmington, as authorized and directed by the provisions of the preceding sec- tion, shall be paid as other expenses of said city of Wilmington are paid, and shall be provided for by ordinance or otherwise, as council may direct. SEC. 3. That this act shall be deemed and taken to be a public act, and that all acts or parts of acts inconsistent herewith be, and the same are hereby, repealed. To the close of the fiscal year 1914, $20,297.07 of the city's money had been expended by the district Engineer officers in dredging for general improvement of the harbor. Reference to reports of examinations and surveys. Annual reports Congressional documents. of Chief of Engineers. Section covered. Senate.or House No. Congress. Session. Year. Page. Christiana River and Wilmington Harbor'. ................ ........................ 1870 426 Do.' ................ ........... ....................... ... ..................... 1879 441 Do.'................... ........ House... 34 Forty-sixth.. First.... 1881 771 Do.'.................................................... .......................... 1891 1138 Do.'2............. . ............. . ............... ................................ .. 1895 1148 Do. 3 ..... ..................... House... 66 Fifty-fourth... First.... 1896 973 Do.1 2--. 1897 1250 Do.1 ...... ................................................. ............. .... 1897 1250 Newport to Christiana ............... House... 399 Sixty-first... Second............. Wilmington Harbor 1 2................. ... .do.... 359 Sixty-second.. .. do.................... 1No maps. 2Basis of project adopted by Congress. s Contains maps. Operations and results prior to fiscal year.-Dredging was done prior to 1840. It was resumed in 1870, and the channel was dredged from the mouth to Newport to the dimensions required by the vari- ous projects, including rock removal above and below Third Street Bridge; a jetty at the mouth of the Brandywine, and two jetties at the mouth of the Christiana River were constructed; and a channel 3 feet deep and 25 feet wide was dredged for part of the distance be- tween Churchmans Bridge and Christiana Village, and between Christiana Village and Smalleys Bridge, but was not completed for the entire distance. Operations and results during fiscal year.-Shoals were removed from the channel between the outer end of the jetties and the pulp works, resulting in a channel of project depth from the pulp works to 700 feet above Third Street Bridge; thence 17 to 20 feet deep to 1,00 feet below Third Street Bridge; and thence of project depth to the outer end of the jetties. The width made was from 00 to 250 feet except between the jetties, where it was made 150 feet. The con- 346 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. struction of a Friihling-type dredge and a depot for the dredge was in progress. The work was done by contract. Present condition.-The project has been completed. About 26 per cent of the dredge and 35 per cent of the depot have been com- pleted. The minimum usable depth, June 30, 1914, from the Dela- ware River to the pulp works was 15 feet; and thence to Newport, 6 feet. The thinimum usable depth from outside the mouth to the ocean is 30 feet. The mean range of tide at Wilmington is 6 feet; at Newport, 52 feet; and at Christiana Village, 3 feet. Effect of improvement.-The transportation of freight of all classes at rates slightly less than by rail has been facilitated. Commercial statistics.-The commerce for the calendar year 1913 is reported as 473,382 tons, valued at $48,270,363. Summary of commerce. Calendar years. Tons. Value. Calendar years. Tons. Value. 1904....................... 680,263 $31,343,099 1909....................... 815,245 $64,707,575 1905 ........................ 752,809 58,785,777 1910....................... 886,974 71,278,878 1906......................... 1,016,696 64,511,617 1911..................... . 859,736 68,674,051 1907 ........................ 788,828 66,589,663 1912. ... ......... 778,605 69,965,131 1908 ........................ 738,403 61,026,414 1913. ... ......... 473,382 48,270,363 Appropriations:-- Previous projects (amount as per H. Doc. No. 421, 57th Cong., 2d sess.)" - $384, 606. 00 Present project: June 3, 1896- $20,000. 00 July 1, 1898_. 205, 846. 00 Mar. 3, 1899-- 45, 000. 00 June 6, 1900 -- 200, 000. 00 June 13, 1902 _ - 50, 000. 00 Mar. 3, 1905---- --- 25, 000. 00 Mar. 3, 1905 (allotment Nov. 28, 1906)_ 250. 00 Mar. 2, 1907----------------- 75, 000. 00 Mar. 2, 1907 (allotment Dec. 30, 1907)- 600. 00 Mar. 2, 1907 (allotment June 12, 1908)- 650. 00 Mar. 3, 1909 (allotment Apr. 2, 1909) June 25, 1910- --- 40, 000. 00 100, 000. 00 - Feb. 27, 1911 - -- 100, 000.00 July 25, 1912___ 250, 000.00 Mar. 4, 1913- 30, 000. 00 Oct. 2, 1914. - 30, 000.00 - 1 172. 3R4 nn 1, 556, 952. 00 Returned to the Treasury 2, 474. 19 Returned to credit of appropriation for emergencies__ 749. 31 3,223.50 1, 553, 728. 50 Received from sales__ 667. 26 1, 554, 395. 76 RIVER AND HARBOR IMPROVEMENTS. 347 Financial summary.- July 1, 1913, balance unexpended-----------------------_ - $313, 043.57 June 30, 1914, amount expended during fiscal year: For improvement__________________________ $57, 155. 18 For maintenance_______---________________ 66, 316. 07 123, 471. 25 July 1, 1914, balance unexpended___________________________ 189, 572. 32 July 1, 1914, outstanding liabilities-------------------------- 12, 000. 00 July 1, 1914, balance available______________________________ 177, 572. 32 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 30, 000. 00 Amount available for fiscal year ending June 30, 1915_____________ 207, 572. 32 July 1, 1914, amount covered by uncompleted contracts ---------- 149, 645. 00 The amount expended to June 30, 1914, was $1,334,823.44, includ- ing $500.69 expended from appropriation for emergencies in removal of obstructions from the channel above Churchmans Bridge. Of this sum $45,364.66 was for the dredge, $11,790.52 for the dredge depot, and $431,394.73 for maintenance. Amount (estimated) required to be appropriated annually --------- 1 $50, 000 Funds required.- Amount that can be profitably expended in fiscal year 1916, for main- tenance-- ---------------------------------------------- $60, 000 Proposed operations.-It is proposed to expend the balance avail- able in completing the dredge and depot. The amount estimated will be needed for operation of the dredge for the period from March, 1915, to June 30, 1916, and for repairs to jetties. It is hoped that after the expenses necessarily incident to commencement of work have been met, the maintenance of the harbor can be effected for a smaller sum annually than that indicated by the amount estimated herein. However, the shoaling in the harbor recently has been such as to indicate that continuous operation of the dredge will probably be required. It is quite possible that this continuous operation may result in a greater annual cost than the $30,000 originally estimated. 16. APPOQUINIMINK, MURDERKILL, AND MISPILLION RIVERS, DEL. (A) APPOQUINIMINK RIVER. Locality: Northern Delaware, New Castle County. Tributary to: Delaware River. Head of navigation: Odessa, 64 miles. Head of project: Odessa. Project: 1890; 8 feet; (H. Doc. No. 19, 51st Cong., 1st sess.); 90 per cent complete. Estimated cost: $39,963. Amount (estimated) to be appropriated to complete: $2,000. 1 Exclusive of amount available for fiscal year 1915. 348 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Funds required for fiscal year 1916: For maintenance of present project.' Commerce: 28,850 tons, valued at $1,853,375. Examination: Ordered by act of February 27, 1911. 7-foot depth and improvement of bar at mouth recommended. Estimated cost, $11,000. (H. Doc. No. 149, 63d Cong., 1st sess.) Location.-This river rises in the Maryland-Delaware divide, flows in a general easterly direction, and empties into Delaware River about 50 miles below Philadelphia. Original condition.-Before improvement this river had numerous sharp bends, and there was a broad bar outside the mouth over which was a depth of 2 feet. In the river there was an available depth of 4 feet up to Odessa. Previous projects.-None. Present project.-Adopted by the following provision of the river and harbor act of September 19, 1890: Improving Appoquin (n)imink River and the mouth of the same, Delaware, five thousand dollars. It is for a channel 8 feet deep and 100 feet wide from the mouth to New Bridge, a distance of 5 miles, and 80 feet wide thence 34 miles to Odessa. Estimated cost, $39,963. (H. Doc. No. 19, 51st Cong., 1st sess., Annual Report of Chief of Engineers for 1890, p. 943.) This project includes no work outside of the mouth. Examinations and surveys.-As a result of the examination or- dered by the river and harbor act of February 27, 1911, the Chief of Engineers recommended that the existing project be modified to provide for a channel 7 feet deep and 100 feet wide over the bar outside the mouth and 60 feet wide to Odessa. Estimated cost, $11,000. (H. Doc. No. 149, 63d Cong., 1st sess.) Reference to reports of examinations and surveys. Annual reports Congressional documents. of Chief of Engineers. Section covered. . HoSenateor No. Congress. Session. Year. Page. The River 1......................... House... 34 Forty-sixth... Third... 1881 826 Do.' 2.. . ......................... ... do.... 19 Fifty-first..... First... 1890 943 Do.3........ .............................. do.... 149 Sixty-third... .... do........ ...... 1 No maps. 2Basis of project adopted by Congress. 3 Contains maps. Operations and results prior to fiscal year.-Dredging was begun in 1891, and the channel was dredged and maintained between the mouth and Odessa, several cut-offs were made, and sharp bends eased. The dredging resulted in a channel 8 feet deep, 100 feet wide from inside the bar at the mouth to New Bridge; thence 60 to 80 feet wide to Odessa. The cut-offs shortened the channel distance 1I miles. Operations and results during fiscal year.-The channel was dredged for a distance of 970 feet at Rock Landing, and shoals were 1 See consolidated statement on p. 356. RIVER AND HARBOR IMPROVEMENTS. 349 redredged thence to Odessa, resulting in a channel 8 feet deep, 100 feet wide, through Rock Reach, and 60 feet wide thence to Odessa. The work was done by contract. Present condition.-About 90 per cent of the project has been com- pleted. The minimum usable depth, June 30, 1914, within the river is 8 feet; and across the flats at the mouth, 2 feet. From outside the mouth to the ocean there is a minimum usable low-water depth of 30 feet. The mean range of tide at Rock Landing, about 1 mile inside the mouth, is 5.2 feet, and at Odessa, 3.3 feet. Effect of improvement.-An increase of passenger business and greater ease of vessel movement at all stages of the tide, except on the bar outside the mouth, where boats must wait for the tide. Commercial statistics.-The commerce for the calendar year 1913 is reported as 28,850 tons, valued at $1,853,375. Summary of commerce. Calendar years. Tons. Value. Calendar years. Tons. Value. 1904..................... 30,705 $2,055,600 1909.................... 29,250 $1,786,400 1905 ....................... 31,700 2,131,575 1910...................... 31,550 1,904,300 1906 ....................... 32,370 2,180,375 1911....................... 31,225 1,911,450 1907....................... 33,525 2,238,950 1912.......... .............. 27,370 1,712,400 1908..................... . 30,975 1,942,325 1913 ............... ..... 28,850 1,853,375 Appropriations.- Present project: Sept. 19, 1890 $5,000.00 July 13, 1892 ..--------- ---- 5, 000. 00 Aug. 18, 1894_ 5, 000. 00 June 3, 1896-- - ---------- 5, 000. 00 Mar. 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 Mar. 3, 1905 (allotment Apr. 18, 1905) 5, 500.00 Mar. 3, 1905 (allotment Mar. 20, 1907) - 100. 00 Mar. 2, 1907 (allotment Mar. 20, 1907) 5, 000. 00 Mar. 3, 1909 (allotment June 29, 1909) 5, 000. 00 June 25, 1910 (allotment Aug. 30, 1910) 6, 000. 00 Feb. 27, 1911 (allotment May 22, 1911)_ 5, 000. 00 July 25, 1912 (allotment Sept. 26, 1912)- 3, 500. 00 Mar. 4, 1913 (allotment May 10, 1913)- 5, 000. 00 67, 100. 00 Received from sales of property _ 150. 00 Total_------------- 67, 250.00 Returned to Treasury .............. -. .---. . --- . 3. 09 67, 096. 91 Financial summary.- July 1, 1913, balance anexpended $7, 359. 15 June 30, 1914, amount expended during fiscal year, for maintenance_ 7, 311. 19 July 1, 1914, balance unexpended-__----- --------------------------- 47. 96 350 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended on this improvement to June 30, 1914, was $67,198.95, of which $30,225.60 was for maintenance. Amount (estimated) required to be appropriated for completion of existing project---_------------------------- 1$2, 000 Funds required.- Amount that can be profitably expended in fiscal year 1916, for main- tenance ------------------------------------------ (2) Proposed operations.--It is proposed to apply the balance avail- able and funds estimated for in dredging for maintenance of the present project. Pending action by Congress on the new plan recom- mended, no estimate is submitted for completing the little work re- maining to be done on the present project. (B)MURDERKILL RIVER. Locality: Mid Delaware, Kent County. Tributary to: Delaware Bay. Head of navigation: Frederica, 8 miles. Head of project: Frederica. Project: 1892; 7 feet (H. Doc. No. 21, 52d Cong., 1st sess.); 75 per cent complete. Estimated cost: $47,550. Amount (estimated) to be appropriatedto complete: $12,264. Funds required for fiscal year 1916: For maintenance of present project.2 Commerce: 35,082 tons, valued at $1,431,950. Examination: Ordered by act of February 27, 1911. Seven-foot depth, 60 to 75 feet width, with cut-offs, recommended. Esti- mated cost, $31,468. (H. Doc. No. 1058, 62d Cong., 3d sess.) Location.-This river rises in Kent County, Del., flows in a gen- eral northeasterly direction, and empties into Delaware Bay about 25 miles above Cape Henlopen. Original condition.-Before improvement the entrance was ob- structed by a bar, over which was a depth of only 1 foot, while inside there was a depth of 52 feet in the shoalest places. The canals or cut-offs made by private parties were narrow and poorly located, causing excessive shoaling. Previous projects.-None. Present project.-Adopted by the following provision of the river and harbor act of July 13, 1892: Improving Murderkill River, Delaware, seven thousand dollars. It is for a channel 7 feet deep from Delaware Bay to Frederica, 150 feet wide outside the mouth, and 80 feet wide inside the river. Estimated cost, $47,550. (H. Doc. No. 21, 52d Cong., 1st sess., An- nual Report of Chief of Engineers for 1892, p. 981.) Examinations and surveys.-As a result of the examination ordered by the river and harbor act of February 27, 1911, the Chief of Engi- neers recommended a plan for a channel 7 feet deep from Delaware 1 Exclusive of the balance unexpended July 1, 1914. 2 See consolidated statement on p. 356. RIVER AND HARBOR IMPROVEMENTS. 351 Bay to Frederica, 75 feet wide outside the mouth, and 60 feet wide in the river, including three cut-offs. Estimated cost, $31,468. (H. Doc. No. 1058, 62d Cong., 3d sess.) Reference to reports of ecaminations and surveys. Annual reports Congressional documents. of Chief of Engineers. Section covered. Senate. No. Congress. Session. Year. Page. The river 1.............................. Senate.. 141 Forty-seventh First.... 1882 817 Do.'1 ................................. House .. 21 Fifty-second....do.... 1892 981 Do. .................................. ... do... 1058 Sixty-second.. Third... I No maps. 2Basis of project adopted by Congress. 3 Contains maps. Operations and results prior to fiscal year.-Priorto improvement by the United States, several cut-offs or canals were made which shortened the distance to the mouth. Dredging under the Federal project was begun in 1892, and the channel was dredged and main- tained from Delaware Bay to Frederica, and one cut-off made, re- sulting in a channel 7 feet deep and 60 feet wide. Operations and results during fiscal year. The channel was re- dredged across the bar outside the mouth, and shoals removed in the river upstream to Coles Cut-off, except at Lindales Reach, and from Long Reach to Frederica, resulting in a channel 7 feet deep and 60 feet wide. At the end of the fiscal year operations were still in progress. The work was done by contract. Present condition.-About 75 per cent of the project is completed. The minimum usable depth, June 30, 1914, in the channel between Delaware Bay and Frederica, is 7 feet. From outside the mouth to the ocean there is a minimum usable low water depth of 30 feet. The mean range of tide at the mouth is 4.8 feet; and at Frederica 1.8 feet. Effect of improvement.-Freightrates are reported to be 25 to 50 per cent lower by water than by rail, except in wintertime when the boats can not run; and vessel movement at all stages of the tide has been made possible. Commercial statistics.-The commerce for the calendar year 1913 is reported as 35,082 tons, valued at $1,431,950. Summary of commerce. Calendar years. Tons. Value. Remarks. 1904................----------------...................... 22,480 $985,780 1905.............-------------------......................... 31,885 1,276,350 1906............--------------------.......................... 29,015 1,418,525 1907............--------......................... 63,180 1,370,900 1908...................................... 29,478 1,158,800 1909 .......... ............................ 26,067 1,324, 700 1910.............. ........................ 35,173 1,437,200 1911..................... ............................. No statement otained. 1912 ............... . ...................... 34, 895 1,472,750 1913.............---......................... 35,082 1,431,950 352 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Appropriations.- Present project: July 13, 1892 - --- - $7, 000.00 Aug. 18, 1894- 6, 500. 00 June 3, 1896 ------- 6, 500. 00 Mar. 3, 1899 . ..... .. 5, 000.00 June 13, 1902 (allotment July 30, 1902)- 2, 000. 00 Apr. 28, 1904 (allotment June 16, 1904)- 5, 500. 00 Mar. 3, 1905 (allotment Apr. 18, 1905)- 5, 500. 00 Mar. 3, 1905 (allotment Apr. 3, 1906)_________ 3, 860. 00 Mar. 2, 1907 (allotment Mar. 20, 1907)- 8, 000. 00 Mar. 2, 1907 (allotment Apr. 18, 1908)- 3, 000. 00 Mar. 3, 1909 (allotment May 1, 1909) __ ___ 7, 000. 00 June 25, 1910 (allotment Aug. 30, 1910) _ 15, 000.00 Feb. 27, 1911 (allotment May 22, 1911) - 5. 000.00 July 25, 1912 (allotment Sept. 26, 1912)- 3, 000. 00 Mar. 4, 1913 (allotment May 10, 1913) 5, 000. 00 Total------------- - 87, 860.00 Expended at mouth of St. Jones River, Del ___ $1,500. 00 Returned to Treasury----------------------- 409. 01 1.909 01 Total -------------------------------------------------- 85, 950.99 Financialsummary.- July 1, 1913, balance 'unexpended _ $8, 067. 28 June 30, 1914, amount expended during fiscal year, for maintenance_ 4, 127. 64 July 1, 1914, balance unexpended- 3, 939. 64 July 1, 1914, outstanding liabilities------------------------____ 1, 700. 00 July 1, 1914, balance available------------------ ----- 2, 239. 64 July 1, 1914, amount covered by uncompleted contracts ... 1, 906. 00 The amount expended to June 30, 1914, was $82,011.35, of which $44,381.28 was for maintenance. Amount (estimated) required to be appropriated for completion of existing project ------------------------ '$12, 264 Funds required.- Amount that can be profitably expended in fiscal year 1916, for main- tenance -------- ---------------------------------- () Proposed operations.-It is proposed to apply the balance avail- able and funds estimated for in maintenance by dredging. No esti- mate is submitted for continuing improvement under present proj- ect. This is because the work of the present project remaining to be done is unnecessary and does not form a part of the new plan recommended for adoption by Congress. (c) MISPILLION RIVER. Locality: Mid Delaware, between Kent and Sussex Counties. Tributary to: Delaware Bay. Head of navigation: Milford, 14 miles from mouth. Head of project: Milford. 1 Exclusive of the balance unexpended July 1, 1914. 2 See consolidated statement on p. 356. RIVER AND HARBOR IMPROVEMENTS. 353 Project: 1907; 4 to 6 feet deep, and jetty (H. Doc. No. 102, 56th Cong., 2d sess.) ; 90 per cent complete. Estimated cost: $87,065. Amount (estimated) to be appropriatedto complete: $7,000. Funds required for fiscal year 1916: For maintenance.' Commerce: 157,150 tons, valued at $6,165,600. Examination: Ordered by act of Feb. 27, 1911. Extension of the 6-feet denth across bar outside the mouth and of the jetty, and also making of several cut-offs; recommended. Estimated cost, - $70,400. ( i. Doc. No. 678, 62d Cong., 2d sess.) Location.--This river flows northeasterly and easterly between Kent and Sussex Counties and empties into Delaware Bay about 16 miles above Cape Henlopen. Original condition.-Before improvement the entrance was ob- structed by a bar extending far out into the bay over which there was a controlling depth of 1 feet, and in the river there were numerous shoals with an available depth of only 4 feet. Previous projects.-The original project, adopted in 1879, was for a channel 6 feet deep and 40 feet wide from Delaware Bay to Milford. A second project, adopted by the river and harbor act of July 13, 1892, was for a channel across the bar outside the mouth 6 feet deep and 150 feet wide, the dredged material to form a pro- tective bank on the northern side of the cut. This project was modified by authority of the Chief of Engineers, July 3, 1893, to provide for the strengthening of the inshore end of the protective bank with a pile dike filled with brush. Present project.-Adopted by the following provision of the river and harbor act of March 2, 1907: Improving Appoquinimink, Murderkill, and Mispillion Rivers, Delaware: Continuing improvement and for maintenance, fifty-three thousand ddllars, of which forty thousand dollars may be expended upon the Mispillion River in accordance with the report submitted in House Document Numbered One hun- dred and two, Fifty-sixth Congress, second session. It is for a channel 4 feet deep and 150 feet wide across the bar outside the mouth, protected by a jetty along the south side, and 6 feet deep and 60 feet wide, increasing to 75 feet at sharp turns, from the mouth to Milford. Estimated cost, $87,065. (H. Doc. No. 102, 56th Cong., 2d sess.) Examinations and surveys.-As a result of the examination ordered by the river and harbor act of February 27, 1911, there was recom- mended as a modification of the present project an extension of the 6-foot depth across the flats outside the mouth, with a reduction of width to 80 feet, and extension of the jetty on the south side; five cut-offs in the river, 6 feet deep and 50 feet wide; and the mainte- nance of the channel 6 feet deep and 60 feet wide elsewhere in the river. Estimated cost, $70,400. (H. Doc. No. 678, 62d Cong., 2d sess.) 1 See consolidated statement on p. 356. 0 60993 -- ENG 1914-23 354 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Reference to reports of examinations and surveys. Annual reports Congressional documents. of Chief of Engineers. Section covered. Houseor No. Congress. Session. Year. Page. The river l ..................................... 1879 467 Do.1......................._.....H. Iouse... 141 Forty-seventh. First... 1882 769 Do.'............................. . . do.... 57 Fifty-second.. ...do.... 1892 988 o.12.......... .................... do... 102 Fifty-sixth.. Second.............. Do . ........................... .. do... 678 Sixty-second..do................ 1 No maps. 2 Basis of project adopted by Congress. 3Contains maps. Operations and results prior to fiscal year.-Dredging was begun in 1879, and the channel was dredged 4 feet deep and 150 feet wide across the bar outside the mouth, and 6 feet deep and 60 feet wide from the mouth to Milford; and in order to protect the channel across the bar outside the mouth and to concentrate the flow of the tide, 7,146 linear feet of dike and jetty was constructed. Operations and results during fiscal year.-The construction of an 800-foot extension to the north jetty, begun prior to the fiscal year, was completed; and the channel was redredged 4 feet deep and 100 feet wide for a distance of 2,700 feet bayward from the mouth of the river. Dredging was in progress at the close of the fiscal year. The work was done by contract. Present condition.-About 90 per cent of the project has been com- pleted. The minimum usable depth June 30, 1914, across the bar outside the mouth was 2 feet, and in the river was 6 feet. From out- side the mouth to the ocean, there is a minimum usable depth of 30 feet. The mean range of tide at the mouth is 41 feet; and at Mil- ford, 3j feet. Effect of improvement.-Freight rates are reported to have been reduced an average of 25 per cent, and the greater depth afforded permits the movement of vessels in the river at low water. Commercial statistics.-The commerce for the calendar year 1913 is reported as 157,150 tons, valued at $6,165,600. Summary of commerce. Calendar years. Tons. Value. Remarks. 1904............................................ 187,065 $4,537,300 1905 . .......................................... 121,687 3,349,300 1906......................... ............ 258, 704 6,117,323 1907......... ........................................ .... 229,886 5,226,230 1908.............................................. 171,034 5,107,350 1909. ........... ............................. ..... 187,356 4,085,500 1910.............. ............................ 191,745 5,133,500 1911 ........................................................................ No statement obtained. 1912.............................................. 140,895 5,602,400 1913....................................... 157,150 6,155,600 RIVER AND HARBOR IMPROVEMENTS. 355 Appropriations.- Previous projects: Amount as per H. Doc. No. 421, 57th Cong., 2d sess_ $57, 850. 00 Apr. 28, 1904 (allotment June 16, 1904) ---------- 1, 800. 00 Mar. 3, 1905- Allotment Apr. 18, 1905------------------- 9, 000. 00 Allotment Mar. 24, 1906------------------- 10, 000. 00 Present project: Mar. 2, 1907 (allotment Mar. 20, 1907)-----------40, 000. 00 Mar. 3, 1909 (allotment June 15, 1909)-----------7, 000. 00 June 25, 1910 (allotment Aug. 30, 1910) - 39, 000. 00 Feb. 27, 1911 (allotment May 22, 1911)-----------5, 000. 00 July 25, 1912 (allotment Sept. 26, 1912) ---------- 6, 000. 00 Mar. 4, 1913 (allotment May 10, 1913)-----------17, 000. 00 Total -- __---- --------------------------------- $192, 650. 00 Returned to Treasury --------------------- $159. 93 Transferred to Appoquinimink-----------------------100. 00 259. 93 192, 390. 07 Financial summary.- July 1, 1913, balance unexpended ---- ----------------------- $20, 924. 51 June 30, 1914, amount expended during fiscal year: For improvement ------------ --------------- $5, 000.00 For maintenance__---------- --------------- 5, 475.15 10, 475. 15 July 1, 1914, balance unexpended__ ------- 10, 449.36 July 1, 1914, outstanding liabilities--------------------------- 3, 100. 00 July 1, 1914, balance available------------------------------- 7, 349. 36 July 1, 1914, amount covered by uncompleted contracts---------- 6, 900. 00 The amount expended on this improvement to June 30, 1914, was $181,940.71, of which $103,550.64 was for the present project. Of the latter amount $33,142.30 was for maintenance. Amount (estimated) required to be appropriated for completion of ex- isting project----- --------------------------- ------------ $7, 000 Funds required.- Amount that can be profitably expended in fiscal year 1916 on present project for maintenance-------- ----------- ---- (2) Proposed operations.-It is proposed to apply the balance avail- able and funds estimated for in maintenance by dredging and re- pairing jetties, pending action by Congress on the new plan recom- mended, the uncompleted work of the present project being unim- portant. 1 Exclusive of the balance unexpended July 1, 1914. 2 See consolidated statement on p. 356. 356 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONSOLIDATED STATEMENT. Financial summary- July 1, 1913, balance unexpended__________________ ____ _ $36, 350. 94 June 30, 1914, amount expended during fiscal year: For works of improvement_________________ __ $5, 000. 00 For maintenance of improvement -_______________ 16, 913.98 21, 913.98 July 1, 1914, balance unexpended_--------___- _________ 14, 436. 96 July 1, 1914, outstanding liabilities--- __- _____ _ 4_______- 4, 800. 00 July 1, 1914, balance available__---____-- ---- --- ______ _ 9. 636.96 July 1, 1914, amount covered by uncompleted contracts ------------ 8, 800. 00 Amount (estimated) required to be appropriated for completion of existing projects-... ------- 1_---------------- __ 121, 264. 00 Funds required- Amount that can be profitably expended in fiscal year 1916 on present projects for maintenance ____----------------- 115, 000. 00 17. SMYRNA RIVER, DEL. Locality: Northern Delaware, between New Castle and Kent Coun- ties. Tributary to: Delaware Bay. Head of navigation: Smyrna Landing, 10 miles. Head of project: Smyrna Landing. Project: 1910; 7 feet and jetty (H. Doc. No. 815, 60th Cong., 1st sess.). Estimated cost, $89,000. Amount (estimated) to be appropriatedto complete: $49,000. Funds required for fiscal year 1916: None. Commerce: 117,786 tons, valued at $1,067,750. NOTE.-NO work yet done on new project because of failure of local interests to fully comply with provisions of law requiring title for land to be furnished free of cost, and that the United States be released from claims for damages due to diversion of stream. Location.-This river, formerly Duck Creek, forms a part of the boundary line between New Castle and Kent Counties, flows in a northeasterly direction, and empties into Delaware Bay about 57 miles below Philadelphia. Original condition.-Before improvement the river was very crooked, shoal, and navigable only to Rothwells Landing. It was obstructed by a bar at the mouth over which there was an available depth of 3 feet. Previous projects.-The original project, adopted in 1878, was for a channel across the bar outside the mouth and the removal of various shoals in the river. A second project, adopted by the river and harbor act of August 11, 1888, was for a channel 7 feet deep, 100 feet wide over the bar outside the mouth, and 60 feet wide in the river, the channel across the bar to be protected by a stone jetty. A third project, adopted by the river and harbor act of June 13, 1902, was for two cut-offs, 7 feet deep and 60 feet wide. This project 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 357 was modified by the river and harbor act of March 3, 1905, chang- ing location of cut-offs. Present project.-Adopted by the following provision of the river and harbor act of June 25, 1910: Improving Smyrna River, Delaware: For maintenance, and continuing im- provement in accordance with the report submitted in House Document Num- bered Eight hundred and fifteen, Sixtieth Congress, first session, twenty-five thousand dollars: Provided, That no part of said amount shall be expended until satisfactory title to the land required for the necessary cut-offs shall have been transferred to the United States free of cost. It is for redredging the channel from Smyrna Landing to the mouth 7 feet deep and 60 feet wide, and 100 feet wide across the bar outside the mouth; also three cut-offs and the permanent pro- tection of the channel across the bar by jetties. Estimated cost, $89,000. (H.Doc. No. 815, 60th Cong., 1st sess.) Reference to reports of examinations and surveys. Annual reports Congressional Documents. of Chief of Engineers. Section covered. Senate No. Congress. Session. Year. Page. The rivert.. _0..... .......... .1879 470 1............... Do.] ..................... .............. .. . ...... ... ... 1887 850 Do........................... . House.. 90 Fifty-sixth... Second..... ........ do..... 815 Do. 2?*.................................. First... Sixtieth....... . ...... ....... INo maps. 2Contains maps. 8Basis of project adopted by Congress. Operations and results prior to fiscal year.-Dredging was begun in 1880. The channel was dredged 7 feet deep and 100 feet wide across the bar at the mouth, and 60 feet in the river to Smyrna Land- ing, including the two cut-offs, which shortened the distance 4,500 feet. Operationsand results during fiscal year.-No work has been done during the fiscal year. The expenditures were for office expenses. Present condition.-No work yet done on new project, because of failure of local interests to fully comply with provisions of law requiring title for land to be furnished free of cost, and that the United States be released from claims for damages due to diversion of the stream. The minimum usable depth June 30, 1914, was 5 feet. From outside the mouth to the ocean, there is a minimum unsable depth of 30 feet. The mean range of tide at the mouth is 6 feet; and at Smyrna Landing, 31 feet. Effect of improvement.-Freight rates have been reduced about 25 per cent, and the shipment of fruit and other perishable products has been expedited. Commercial statistics.-The commerce for the calendar year 1913 is reported as 117,786 tons, valued at $1,067,750. 358 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Summary of commerce. Calendar years. Tons. Value. Remarks. 1900......................... ...................... 204,731 $4,923,450 1906........................................................ 207,021 5,122, 450 1907 ....................................... 197,290 4,914,450 1908......... ... ....... .. ................. 203,080 5,047,000 1909............. ........ ....... ................. 203,580 4,979,740 1910 ...... .......... .................... ............ ... No statement received. 1911 .......................................... ......... ....... ..... .. .. Do. 1912 ....... ........ ............. ................. ................. Do. 1913 .................. ............... 117,786 1,067,750 Appropriations.- Projects of 1878 and 1887, amount as per H. Doc. No. 421, 57th Cong.,. 2d sess------------------- --------------------------- $58, 000. 00 Project of 1887: June 13, 1902 (allotment June 25, 1904) - _ $6, 000.00 Mar. 3, 1905--------------------------------__ 5, 365. 00 Mar. 3, 1905 (allotment Apr. 19, 1906)-_ 1, 600. 00 Mar. 2, 1907------------------------------ 2, 000.00 Mar. 2, 1907 (allotment Apr. 6, 1908) 2, 500. 00 Mar. 3, 1909 (allotment June 9, 1909) 500. 00 6---------------, 23, 965. 00 Present project (1910) : June 25, 1910 ----------------------------------------- 25, 000. 00 Feb. 27, 1911----------------------------------------------15, 000. 00 Total--------------------------------------------------121, 965. 00 Returned to credit of appropriation-------------------------------4, 157. 37 117, 807. 63 Financialsummary.-- July 1, 1913, balance unexpended-___----- --- - __- __ $40, 011.93 June 30, 1914, amount expended during fiscal year, for maintenance_ 8. 50 July 1, 1914, balance unexpended -------------------------------- 40, 003.43 The amount expended on this improvement to June 30, 1914, was $77,804.20, of which $22,719.42 was for maintenance. Amount (estimated) required to be appropriated for completion of existing project-------------------------------------- $49, 000 The funds in hand are ample for the work which will be done to June 30, 1916, if title to the land needed for cut-offs is acquired. Proposed operations.-It is proposed to apply the balance available in improvement and maintenance by dredging if the title to the land needed for the cut-offs is acquired. 18. LEIPSIC RIVER, DEL. Locality: Mid Delaware, Kent County. Tributary to: Delaware Bay. Head of Navigation: Garrisons Mill, 15 miles from mouth. Head of project: Garrisons Mill. Project: 1910 and 1912; 5 and 6 feet (H. Doc. No. 574, 61st Cong., 2d sess., and H. Doc. No. 647, 62d Cong., 2d sess.); 85 per cent complete. Estimated cost: 1910, $18,500; 1912, $19,600; total. $38,100. 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 359 Amount (estimated) to be appropriated to complete: Nothing. Funds requiredfor fiscal year 1916: None. Commerce: 12,581 tons, valued at $254,380. Examination: Ordered by act of March 4, 1913. Unfavorable re- port. (H. Doc. No. 165, 63d Cong., 1st sess.) Location.-This river rises in and flows in an easterly direction through Kent County, emptying into Delaware Bay about 38 miles above Cape Henlopen. Original condition.-Before improvement this river was very crooked and obstructed by several shoals and sharp bends between the mouth and the town of Leipsic, a distance of 12 miles, with an available depth of 5 feet; and thence to Garrisons Mill, 5-1miles, it was very shoal, having an available depth of but 1 foot. Previous projects.-None. Present projects.-There are two adopted projects for the im- provement of this stream, the first adopted by the following pro- vision of the river and harbor act of June 25, 1910: 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- And modified by the following provision of the river and harbor act of July 25, 1912: Improving Leipsic River, Delaware, in accordance with the report submitted in House Document Numbered Five hundred and seventy-four, Sixty-first Con- gress, second session. Any unexpended balance of appropriation heretofore made for the improvement of Leipsic River, or so much thereof as may be re- quired, may be expended for making cut-offs numbered one and five: Provided, That the land required for making said cut-offs, or easements therein, shall be furnished free of cost to the United' States, and the United States shall be re- leased from all claims for damages arising from the proposed diversion of the stream. It is for the excavation 6 feet deep and 50 feet wide of Cut-offs Nos. 1, 2, 3, 4, and 5. Estimated cost, $18,500. (H. Doc. No. 574, 61st Cong., 2d sess.) The second project was adopted by the provision of the river and harbor act of July 25, 1912, which follows: Improving Leipsic River, Delaware, in accordance with report submitted in House Document Numbered Six hundred and forty-seven, Sixty-second Con- gress, second session, and upon the condition specified in said report, nineteen thousand six hundred dollars. It is for a channel 5 feet deep and 40 feet wide from Leipsic to Garrisons Mill, including Cut-off No. 6, and a turning basin at Gar- risons Mill. Estimated cost, $19,600. (H. Doc. No. 647, 62d Cong., 2d sess.) Examinations and surveys.-Examination ordered by the river and harbor act of March 4, 1913. Further improvement was not deemed advisable by the Chief of Engineers to a greater extent than can be accomplished under the existing project. (H. Doc. No. 165, 63d Cong., 1st sess.) 360 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Reference to reports of examinations and surveys. Annual reports Congressional Documents. of Chief of Engineers. Section covered. Houseornate No. Congress. Session. Year Page. The river 2 3 1..................... . . . . . . . . . . . . . . . . . . . . . . . . . .. . Senate.. 59 Forty-eighth.. First.... 1884 854 Do. ..... . House... 574 Sixty-first..... Second. ]....... ....... Do.12................................... Do. .................................. .do..... do..... 647 165 Sixty-second.. Sixty-third.... do...do ........ . ... First............... iNo maps. ofproject adopted by Congress. 2Basis 3Contains maps. Operations and results prior to fiscal year.-Dredging was begun in 1911. Cut-offs Nos. 2, 3, and 4 were made, and the channel was dredged from Leipsic upstream, including Cut-off No. 6, about 3 miles, to project dimensions. Operations and results during fiscal year.-Dredging was contin- ued upstream to Garrisons Mill, including the turning basin, and Cut-off No. 5 was completed to project dimensions. The work was done by contract. Present condition.-The first project is 70 per cent completed, and the second is entirely completed, making an average for the whole improvement of 85 per cent. The minirum usable depth from Dela- ware Bay to Leipsic by way of Cut-offs Nos. 2, 3, 4 and 5 is 6 feet, and from Leipsic to Garrisons Mill, 5 feet. The cut-offs shortened the distance 2- miles. From outside the mouth to the ocean, there is a minimum usable depth of 30 feet. The mean range of tide at the mouth is 5 feet; at Leipsic, 3 feet; and at Garrisons Mill, 24 feet. Effect of improvement.-It has facilitated vessel movement and invited additional production and traffic. Commercial statistics.-The commerce for the calendar year 1913 is reported as 12,581 tons, valued at $254,380. Summary of commerce. Calendar years. Tons. Value. Calendar years. Tons. Value. 1910 ......................... 17,241 $454,150 1912 ...................... 16,057 $32,655 1911 ...................... 15,498 327,208 1913 ...................... 12581 254,380 Appropriations.- Present projects: Act of June 25, 1910-------------------------------------- $18, 500. 00 Act of July 25, 1912--------------------------------------- 19, 600.00 Act of Mar. 4, 1913------------------------------------------ 5, 000. 00 43, 100. 00 RIVER AND HARBOR IMPROVEMENTS. 361 Financialsummary.- July 1, 1913, balance unexpended_----------_-------- $29,104.17 June 30, 1914, amount expended during fiscal year for improvement 13, 336. 89 July 1, 1914, balance unexpended__ ________________________ 15, 767. 28 July 1, 1914, outstanding liabilities 2, 350. 00 July 1,. 1914, balance available_-.... __...-_______________ 13, 417. 28 July 1, 1914, amount covered by uncompleted contracts ____________ 8, 150. 00 The amount expended on this improvement to June 30, 1914, was $27,332.72, none of which was for maintenance. Proposed operations.-Itis proposed to apply the balance available in maintenance by dredging. 19. LITTLE RIVER, DEL. Locality: Mid Delaware, Kent County. Tributary to: Delaware Bay. Head of navigation: Little Creek Landing, 3 miles from mouth. Head of project: Little Creek Landing. Project: 1912; 5 feet (H. Doc. No. 626, 62d Cong., 2d sess.); com- pleted. Funds required for fiscal year 1916: For maintenance, $1,000. Conmmerce: 27,061 tons, valued at $1,355,150. Locality.-This river rises in and flows easterly through Kent County, emptying into Delaware Bay about 32 miles above Cape Henlopen. Original condition.-Before improvement the river was narrow, obstructed by numerous shoals and sharp bends and by a bar outside the mouth, over which there was an available depth of about 3 feet. The controlling depth in the river was 4 feet. Previous projects.-None. Present project.-Adopted by the following provision of the river and harbor act of July 25, 1912: Improving Little River, Delaware, in accordance with the report submitted in House Document Numbered Six hundred and twenty-six, Sixty-second Congress, second session, and upon the condition specified in said report, fourteen thousand dollars. It is for a channel 5 feet deep from Delaware Bay to the bridge at Little Creek Landing, 60 feet wide across the bar outside the mouth, and 40 feet wide in the river. Estimated cost, $14,000. (H. Doc. No. 626, 62d Cong., 2d sess.) Reference to reports of examinations and surveys. Annual reports Congressional documents. of Chief of Engineers. Section covered. ousenate. r No. Congress. Session. Year. Page. The River 1........... ............. . .. .. ........ ... . . 1881 829 Do............................. .... House... 78 Sixtieth. ... First.... ....... Do.' ..................................... do.... 49 Sixty-first.... Second.. ... ..... Do.t .... .. ................ ..... do... 626 Sixty-second.. ..do............. 1No maps. s Basis of project adopted by Congress. 362 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARM Y. Operations and results prior to fiscal year.--Prior to its improve- ment by the United States, with private funds this river was dredged 3 feet deep and 25 feet wide along the lines of the present project, including three cut-offs and a turning basin. Work under the proj- ect was begun in May, 1913. A channel was dredged from Delaware Bay across the bar outside the mouth and up the river a distance of 4,100 feet, to a depth of 5 feet, 60 feet wide across the bar and 40 feet in the river. Operations and results during fiscal year.-Work in progress at the close of the fiscal year 1913 was continued. A channel 5 feet deep and 40 feet wide, including the cut-offs and redredging the turning basin near the head of navigation, was continued to the bridge at Little Creek Landing. The work was done by contract. Present condition.-The project has been completed. The cut-offs shortened the channel about one-half mile. The minimum usable depth June 30, 1914, was 3 feet. From outside the mouth to the ocean the minimum usable depth was 30 feet. The mean range of tide is 5 feet at the mouth and 42 feet at Little Creek Landing. Effect of improvement.-The improvement opened a new lane for commerce and affords opportunity for new industries on the river by furnishing an outlet. The railroad is at Dover, 4 miles distant. Commercial statistics.-The commerce for the calendar year 1913 is reported as 27,061 tons, valued at $1,355,150. For the calendar year 1912, just before improvement vas made, the commerce was reported as 6,075 tons, valued at $160,500. Appropriations.- Present project: Act of July 25, 1912__ ---------------------------------- $14, 000. 00 Act of Mar. 4, 1913------------------------------------ 1, 000. 00 15, 000. 00 Financialsummary. July 1, 1913, balance unexpended --------------------------- $14, 187.44 June 30, 1914, amount expended during fiscal year, for improvement_ 11, 203. 30 July 1, 1914, balance unexpended-__---------------------- 2, 984. 14 The amount expended to June 30, 1914, was $12,015.86, none of which was for maintenance. Funds required.- Amount that can be profitably expended in fiscal year 1916, for main- tenance---------------------------------------------- $1, 000 Proposed operations.-It is proposed to apply the balance avail- able and funds estimated for in maintenance by dredging. 20. ST. JONES RIVER, DEL. Locality: Mid Delaware, Kent County. Tributary to: Delaware Bay. Head of navigation: Dover, 17 miles. Head of project: Dover. Project: 1910; 7 feet, cut-offs and jetty. (H. Doc. No. 1116, 60th Cong., 2d sess.) 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 363 Estimated cost: $181,425. Amount (estimated) to be appropriated to complete: $144,725. Funds required for fiscal year 1916: For maintenance of previous project, $5,000. Commerce: 102,291 tons, valued at $5,901,524. NOTE.-NO work yet done on new project because of failure of local interests to fully comply with provisions of law requiring title for land to be furnished free of cost, and that the United States be released from claims for damages due to diversion of stream. Location.-This river rises in the western part of Kent County, flows in a general southeasterly direction and empties into Delaware Bay about 26 miles above Cape Henlopen. Original condition.-Before improvement the river was crooked, obstructed by numerous shoals and by broad flats outside the mouth. The controlling depths were 31 feet inside the river and 1 foot out- side. Previous projects.-The original project, adopted in 1881, was for a channel 3 feet deep and 100 feet wide across the bar at the mouth, to be protected by a jetty. This was modified in 1884 so as to include the removal of shoals in the river to a depth of 6 feet between the mouth and Dover, and the cutting off of sharp bends. This was again modified in 1889 so as to dispense with the jetty, substituting banks thrown up along the sides of the cut, and to include the dredg- ing of a cut-off near Wharton's fishery, 1 mile below Lebanon. Present project.-Adopted by the following provision of the river and harbor act of June 25, 1910: Improving Saint Jones River, Delaware: For maintenance, and continuing improvement from the mouth to Dover, in accordance with the report sub- mitted 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. It is for a channel 7 feet deep from Delaware Bay to Dover, 100 feet wide outside the mouth, 50 feet wide from the mouth to Lebanon, 11 miles, and 40 feet wide thence to Dover; the construction of 5,000 feet of jetty on the north side of the entrance channel and the dredg- ing of 16 cut-offs. Estimated cost, $181,425. (H. Doc. No. 1116, 60th Cong., 2d sess.) Reference to reports of examinations and surveys. * IAnnual reports Congressional Documents. of Chief of Engineers. Section covered. Senate.or Rouse No. Congress. Session. Year. Page. The river t.............................. House... 34 Forty-sixth... Third... 1881 801 Do..................... .................. do.... 34 Fifty-second.. Second.. 1893 1229 Do.'....... ............ ......... do.... 85 Fifty-fourth... ... do ... 1897 1290 Do.'............. ... .... ... ........ do.... 166 Fifty-sixth.... First.... 1900 1662 T'o connect St. Jones and .. ..... Little Rivers ... ... do ... . . . . . . . . . . . . . . . .. . 133 Fifty-ninth ..... do ... .. The river 2 8 ... .... do.... 1116 Sixtieth..... Second......... l~o of polec adoped b mps. congess. contimas I No maps. 2 Basis of project adopted by Congress. 8 Contains maps. 364 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Operations and results prior to fiscal year.-Dredging was begun in 1885 and a channel was dredged across the bar at the mouth, a cut-off was made, and numerous shoals removed. The dredging operations resulted in a channel 6 feet deep from the mouth to Dover. The original project was completed in 1890. Subsequent dredging operations were for maintenance, resulting in a channel 6 feet deep across the flats and to the steamboat wharf at Lebanon. Operations and results during fiscal year.-Under the previous project the channel was redredged for maintenance 6 feet deep and 50 feet wide from Delaware Bay to inside the mouth; and thence 6 feet deep and not less than 40 feet wide to Barkers Landing, about 7 miles. Several sharp bends were widened. The work was done by contract. Present condition.-No work yet done on new project because of failure of local interests to fully comply with provisions of law re- quiring title for land to be furnished free of cost, and that the United States be released from claims for damages due to diversion of the stream. The minimum usable depth June 30, 1914, over the shoalest part of the improvement between Delaware Bay and Lebanon was 6 feet. From outside the mouth to the ocean there is a minimum usable low-water depth of 30 feet. The mean range of tide at the mouth is 42 feet; at Lebanon, 2 feet; and at Dover, 1 -feet. Commercial statistics.-The commerce for the calendar year 1913 is reported as 102,291 tons, valued at $5,901,524. Summary of commerce. Calendar years. Tons. Value. Remarks. 1904 ................................. 81,610 $4,658,444 1905 ........... ................... ... 89,018 5,463,338 1906.................................. 55,196 6,165,940 1907................................................ 76,377 4,809,740 1908................. ................... 235,313 4,486,778 1909 ....................... ....................... 113,550 6,055,129 1910...... ............................ 121;871 5,888,075 1911 .................. . .... ....... 100,154 5,876,550 1912 ............................................. ... .......... No statement obtained. 1913.............................................. 102,291 5,901,524 Appropriations.- Previous project: Amount as per House Document No. 421, Fifty-seventh Congress, second session----------------------- $49, 500 Mar. 3, 1905 (allotment Feb. 9, 1906) ------------------ 150 Mar. 3, 1905 (allotment Mar. 9, 1906) ---------------- 9, 500 Mar. 2, 1907------------------- --------------- 3. 000 Mar. 2, 1907 (allotment Apr. 9, 1908) --------------- 3, 000 Mar. 3, 1909 (allotment June 11, 1909)---------------7, 000 $72, 150. 00 New project: June 25, 1910------- -------------------------------- 25. 000. 00 Feb. 27, 1911 ------------------------------------ -- 11, 700 00 Mar. 4, 1913- ..-------------------- 5, 000. 00 Total---- -------------- ------------- 113, 850. 00 Returned to Treasury -- ---------------- 1, 593. 50 112, 256. 50 RIVER AND HARBOR IMPROVEMENTS. 365 Financial summary.- July 1, 1913, balance unexpended----------- ---------------- $33, 827. 77 June 30, 1914, amount expended during fiscal year, for mainte- nance ---------------------------------------------- 4, 994. 62 July 1, 1914, balance unexpended------ ------------------ -- 28, 833. 15 The amount expended on this improvement to June 30, 1914, was $83,423.35, none of which was for work of the present project. Of this amount, $28,833.15 was for maintenance. Amount (estimated) required to be appropriated for completion of existing project ---------------------------------------- $144, 725. 00 Funds required.- Amount that can be profitably expended in fiscal year 1916, for maintenance --------------------------------------- ----- 5,000. 00 Proposed operations.-Itis proposed to apply the balance available in work of the new project as soon as the local interests have complied with the legal conditions precedent. The amount estimated as re- quired for maintenance will be used in dredging for maintenance of channel of the previous project. 21. BROADKILL RIVER, DEL. Locality: Southern Delaware, Sussex County. Tributary to: Delaware Bay. Head of navigation: Milton, 13 miles from mouth. Head of project: Milton. Project: 1907; 6 feet and jetty (H. Doc. No. 214, 59th Cong., 2d sess.) ; completed. Funds required for fiscal year 1916: For maintenance, $5,000. Commerce: No report could be obtained. Examination: Ordered by act of March 4, 1913. Plan submitted for extension of jetties; estimated cost, $60,000. Recommended. (H. Doc. No. 1109, 63d Cong., 2d sess.) Location.--This river rises in and flows *northeasterly through Sussex County, emptying into the Delaware Bay about 5 miles above Cape Henlopen. Original condition.-Before improvement this river was crooked, obstructed by numerous shoals and by a bar of shifting sand at the mouth, with controlling depths of 3 feet in the river and 2 feet outside. Previous projects.-The original project, adopted in 1872, was for a 6-foot depth with various widths of channel from the mouth to Milton. This was modified in 1885 for a channel 6 feet deep and 40 feet wide between the same limits and for cutting off certain sharp bends. This project was completed in 1890. Present project.--Adcpted by the following provision of the river and harbor act of March 2, 1907: Improving Broadkill River, Delaware, in accordance with the report. submitted in House Document Numbered Two hundrel and fourteen, Fifty-ninth Congress., second session: Completing improvement, thirty-three thousand three hundred and thirty dollars. 1 Exclusive of the balance unexpended July 1, 1914. 366 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is for the establishment of a permanent entrance by dredging a channel through Lewes Cape 6 feet deep and 150 feet wide from Delaware Bay to Broadkill River and the construction of a jetty on the north side of the entrance. Estimated cost, $33,330. (H. Doc. No. 214, 59th Cong., 2d sess.) A limited amount of dredging was. done from time to time to maintain the channel of the earlier project in that part of the river between the mouth and Milton. Examinations and surveys.-As a result of the examination ordered by the river and harbor act of March 4, 1913, the Chief of Engineers recommended a plan for dredging of the channel at the mouth 6 feet deep and 100 feet wide; an extension to the north jetty of 400 feet; construction of the south jetty, 1,600 feet; and a sand fence 200 yards long. Estimated cost, $60,000. It was suggested that there be constructed at first the extension of the north jetty, 500 feet of the south jetty, and the sand fence, and the dredging of the mouth of the river. Estimated cost, $26,840. (H. Doc. No. 1109, 63d Cong., 2d sess.) Reference to reports of examinations and surveys. Annual reports Congressional documents. of Chief of Engineers. Section covered. rer The 1.......... ....... ...... The river1............ ...17 7 ....... ........ The mouth 1......................... The river 3.................................. do ... The mouth a.................. ........ IHouseor House... 70 do.... 214 1109 No. .. Congress. . . Session. o . Year. 1872 Fifty-third.... Third... 1895 Fifty-ninth... Second..... . .... Sixty-third... ... do. ......... Page. 792 1151 1No maps. 2Basis of project adopted by Congress. 3Contains maps. Operations and results prior to fiscal year.-Dredging was begun in 1873. The channel was dredged from Milton to Delaware Bay, including the new entrance, to project dimensions, and a jetty was constructed on the north side of the entrance. Operations and results during fiscal year.-To prevent scour, 983 tons of riprap stone was deposited at the inner end of the jetty. The work was done by contract. Present condition.-The project has been completed. The mini- mum usable depth, June 30, 1914, across the bar outside the mouth, was 21 feet, and in the river 6 feet. From outside the mouth to the ocean, there is a minimum usable depth of 30 feet. The mean range of tide at the mouth is 4 feet and at Milton 3 feet. Effect of improvement.-The improvement has greatly facilitated vessel movement in the river, particularly at the entrance. Commercial statistics.-It was impracticable to obtain commercial statistics. Summary of commerce. Calendar years. Tons. Value. Remarks. 1908......... ............................. 35,122 $750,825 1909........................................... 35,163 1,110,450 1910............ ........................ 10,929 320,105 1911... .... ................................ .................... . No statement obtained. 1912.................................. 1,963 50,965 1913 Do. RIVER AND HARBOR IMPROVEMENTS. 367 Appropriations.- Project of Mar. 3, 1873, amount as per House Document No. 421, Ffty-seventh Congress, second session-------------------------- $35, 000. 00 Present project: Mar. 2, 1907--------------------------------- $33, 330. 00 Mar. 2, 1907, allotments- Oct. 20, 1908---- ------------- _ $4, 500. 00 Dec. 5, 1908--------------------_ 3,200.00 7, 700. 00 Mar. 3, 1909 (allotment June 28, 1909)------- ------- 3, 000. 00 June 25, 1910-- - -- 5, 000. 00 Feb. 27, 1911------ ---------- - .10, 000. 00 July 25, 1912----___ 5, 000. 00 Mar. 4, 1913 --------------------------------- 5,000. 00 69, 030. 00 104, 030. 00 Returned to credit of appropriation for emergencies in river and harbor works 67.33 1-------------------------- 103, 862. 67 Received from sales----------- ---------------------------------- 100. 00 103, 962. 67 Financialsummary.- July 1, 1913, balance unexpended-----------------------------$10, 768. 61 June 30, 1914, amount expended during fiscal year, for maintenance 5, 918. 54 July 1, 1914, balance unexpended---------------------------------4, 850. 07 The amount expended to June 30, 1914, was $99,112.60, of which $64,082.60 was for work of the present project. Of the latter amount $30,884.63 was for maintenance. Funds required.- Amount that can be profitably expended in fiscal year 1916, for main- tenance---------------------------------------------- 1$5, 000. 00 Proposed operations.-It is proposed to apply the balance avail- able and funds estimated for in maintenance by dredging and jetty repairs. 22. INLAND WATERWAY BETWEEN REHOBOTH BAY AND DELAWARE BAY, DEL. Locality: Southern Delaware, Sussex County. Tributary to: Delaware Bay. Canal connects navigable waters. Total length of improvement: 12 miles. Project: 1912, 6 feet. (H. Doc. No. 823, 60th Cong., 1st sess., and R. & H. Com. Doc. No. 51, 61st Cong., 3d sess.) About 9 per cent complete. Estimated cost: $356,000 Amount (estimated) to be appropriatedto complete: $250,000. Amount required for fiscal year 1916: For improvement, $130,000. Commerce: No statistics received; commerce inconsiderable; im- provement not sufficiently advanced. 1 Exclusive of the balance unexpended July 1, 1914. 368 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Location.-This canal, situated in the southeasterly part of Sussex County, extends from Rehoboth Bay northward through the highland west of the town of Rehoboth Beach to Gordon Lake; thence through the marshes back of Cape Henlopen to Lewes River. It follows the latter and Broadkill River, emptying into Delaware Bay about 5 miles above Cape Henlopen. The length is about 12 miles. Original condition.-There is no channel connecting Rehoboth and Delaware Bays. The land through which it is necessary to dredge has a highland elevation and a marsh elevation of about 23 feet and 4 feet, respectively, above mean low water at Delaware Breakwater Harbor. Before improvement Lewes River had an available depth of about one-half foot at its upper end. Previous projects.-None. Present project.-Adopted by the following provision of the river and harbor act of July 25, 1912: Improving inland waterway between Rehoboth Bay and Delaware Bay. Dela- ware, in accordance with the reports submitted in House Document Numbered Eight hundred and twenty-three, Sixtieth Congress, first session, and in Rivers and Harbors Committee Document Numbered Fifty-one, Sixty-first Congress. third session, and subject to the condition that the land needed for right of way, or easements therein, shall be furnished free of cost to the United States, fifty thousand dollars. It is for a canal 6 feet deep, 50 feet wide, through the marshes and Lewes River, and 40 feet wide where it passes through deep cutting, including also the construction of two bridges. Estimated cost, $356,000, which includes $14,275 for purchase of land since obtained free of cost to the United States. (H. Doc. No. 823, 60th Cong., 1st sess., and Rivers and Harbors Committee Doc. No. 51, 61st Cong., 3d sess.) Operations and results prior to fiscal year.-Priorto improvement by the United States, a cut 4 feet deep and 30 feet wide was dredged with private funds from the junction of the Lewes and Broadkill Rivers to the town of Lewes along the line which had been proposed in the report for the improvement of the waterway. No operations under the present project had been in progress. Operations and results during fscal year.-The channel was dredged from a point 500 feet below Ocean House Bridge, 3.2 miles from junction of Broadkill and Lewes Rivers, upstream a distance of $15,800 feet, except a length of 200 feet at the Maryland, Dela- ware & Virginia Railway bridge, which was only partially dredged, resulting in a channel 5 feet deep, 35 to 50 feet wide. The work was done by contract. Present condition.-About 9 per cent of the project has been com- pleted: The minimum usable depth June 30, 1914, from the town of Lewes to Delaware Bay was 2 feet, and where work has been done, 5 feet. From outside the mouth of the Broadkill River to the ocean there is a minimum usable depth of 30 feet. The mean range of tide at the mouth of Broadkill River is 4 feet, and at Lewes 24 feet. Effect of improvement.-The improvement has not progressed suf- ficiently to have an appreciable effect upon commerce. Commercial statistics.-No commerce as yet. RIVER AND HARBOR IMPROVEMENTS. 369 Appropriations.-- Present project : Act of July 25, 1912----__ $50, 000 Act of Mar. 4, 1913111111111111111111111111111111___ 41, 725 Total -------------------------------------------- 91, 725 Financialsummary.- July 1, 1913, balance unexpended $-------------------- 540. 73 June 30, 1914, amount expended during fiscal year for improvement- 16, 091. 88 July 1, 1914, balance unexpended --------------------------- 75, 448. 85 July 1, 1914, outstanding liabilities --------------------------- 5, 425. 00 July 1, 1914, balance available------------------------------70, 023. 85 July 1, 1914, amount covered by uncompleted contracts ----------- 24, 270. 00 The amount expended to June 30, 1914, was $16,276.15, none of which was for maintenance. Amount (estimated) required to be appropriated for completion of existing project ...... ----------------------------------- 1$250, 000 Funds required.- Amount that can be profitably expended in fiscal year 1916, for im- provement and for maintenance_______________ _________ 1130,000 Proposed operations.-It is proposed to apply the balance avail- able and funds estimated for in continuing the canal excavation; in the construction of the highway bridge at Rehoboth, which is within the reservation acquired by the United States in 1892 for the inland waterway between Chincoteague, Va., and Delaware Bay at or near Lewes, Del.; and in satisfying the claim of the Delaware, Maryland & Virginia Railroad Co. for crossing its right of way at Rehoboth, provided Congress authorizes the condemnation of a right of way through the railroad company's right of way where the line of the canal intersects the tracks. Under authority of the river and harbor act of June 3, 1896, pro- ceedings were instituted for condemnation of a right of way for the inland waterway from Chincoteague, Va., to Delaware Bay, through the crossing now in question, resulting in a voluntary deed, dated January 13, 1899, from the commissioners of Rehoboth to the United States, conveying whatever interest that corporation had in the land at the place named, and in an award made by commis- sioners appointed pursuant to an act of the General Assembly of the State of Delaware, entitled "An act in relation to the proposed canal intended as a free inland waterway connecting Assawaman Bay with Delaware Bay," passed at Dover April 4, 1884, and the supplements thereto. The amount of the award was $37,343.58. (Annual Report of the Chief of Engineers for 1899, p. 191). This award was not paid, as the river and harbor act of March 3, 1905, pro- vided that all provisions of previous river and harbor acts provid- ing for the prosecution of work upon (among others) the inland waterway from Chincoteague, Va., to Delaware Bay at or near Lewes, Del., be repealed. 1Exclusive of the balance unexperded July 1, 1914. 0 60993 -NG 1914-24 370 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The estimate for a canal to connect Rehoboth Bay with Delaware Bay, submitted in compliance with the river and harbor act of March 2, 1907 (H.Doc. 823, 60th Cong., 1st sess.), included the above amount to be paid to the railroad company, since this part of the canal fol- lows the line of that of the former project. The railroad company, under date of September 26, 1913, sub- mitted a revised and increased estimate of the cost of construction and maintenance of a bridge at the crossing in question amounting to $77,300. The river and harbor act of July 25, 1912, adopted the later project in accordance with the reports submitted in House Document No. 823, Sixtieth Congress, first session, and in Rivers and Harbors Committee Document No. 51, Sixty-first Congress, third session (con- taining in the estimate the amount of the original award), subject to the condition that the land needed for right of way, or easements therein, shall be furnished free of cost to the United States. The wording of the act raises the question as to whether it was the intention of Congress to include the railroad right of way in " the land or easements therein to be furnished free of cost," or to make it the subject of condemnation and payment of an award from the appropriations made for the improvement. In view of the increased estimate submitted by the railroad com- pany and of the additional facts hereinbefore stated, further action by Congress is deemed advisable. The work so far done has been at a cost so far below the estimate that it seems probable that the canal, including the increased cost of the railroad bridge, can be completed well within it. 23. INLAND WATERWAY FROM CHINCOTEAGUE BAY, VA., TO DELA- WARE BAY, AT OR NEAR LEWES, DEL. Locality: Southern Delaware, eastern Maryland, and Virginia. Tributary to: Delaware Bay and Atlantic Ocean through Chinco- teague Inlet. Canal to connect navigable waters. Total length of improvement: About 75 miles. Project: 1886; 6 feet; reduced from 70 to 20 foot width, 1892. Amount (estimated) to be appropriated to complete: No further work contemplated at present, except maintenance. Amount required for fiscal year 1916: (For maintenance by dredg- ing, and bridge repairs and reconstruction, $12,500.) See special recommendations, page 372. Commerce: Inconsiderable. Location.-This waterway was to extend from Chincoteague Bay, Va., northward, following the natural waterways parallel with the ocean, through Virginia, Maryland, and Delaware, cutting the neck of land at Ocean View, Del., and the land between Rehoboth Bay and Lewes, Del., entering the Delaware Bay opposite the town of Lewes. Originalcondition.--The larger portion of the route was in natural waterways of sufficient depth for the proposed canal. Some shoals existed which were to have been dredged out. A neck of land at Ocean View, Del., separating Assawaman and Indian River Bays RIVER AND HARBOR IMPROVEMENTS. 371 required cutting through, and from Rehoboth Bay to Delaware Bay required an artificial waterway. Previous projects.-None. Present project.-Adopted by the following provision of the river and harbor act of August 5, 1886: Improving by dredging and otherwise, the inland waterway from Chinco- teague Bay, Virginia, to Delaware Bay, at or near Lewes, Delaware, to be used from Chincoteague Bay to Indian River Bay, eighteen thousand seven hun- dred and fifty dollars. It was for a channel and canal 6 feet deep and 70 feet wide. Esti- mated cost, $350,000 (Annual Report of Chief of Engineers for 1885, pp. 891-905). The project was modified in 1892, the width being reduced to 20 feet, with turnouts every mile, 70 feet wide on the bottom, for the section between Rehoboth Bay and Delaware Bay. (Senate Ex. Doc. No. 85, 52d Cong., 1st sess., and Annual Report of Chief of Engi- neers for 1891, pp. 1168-1181; and for 1892, pp. 956-966.) This project was annulled by the river and harbor act of 1905; but following a survey ordered in 1907, the act of July 25, 1912, adopted as a new project a plan to finish the uncompleted portion of this waterway between Rehoboth Bay and Delaware Bay. For report on this project, see page 367. Reference to reports of examinations and surveys. Annual reports Congressional documents. of Chief or Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. 2. . . . .. . . .... . . . . .. .. . .. . . .. . .. Chincoteague Bay to Delaware Bay 12 1 .. 1885 891 Rehoboth Bay to Delaware Bay ...... Senate.. 85 Fifty-second.. First... 1892 956 Do.1........................... ............... .......... .. ... .... ....... 1891 1168 1 No maps. 2Basis of project adopted by Congress. Operations and results prior to fiscal year.-Between 1889 and 1891 a cut 4 miles long, 4 feet deep, and 20 feet wide was made from Assawaman to Indian River Bays, and three bridges were built. Between 1893 and 1895 a canal 6 feet deep and 20 feet wide was dug from Rehoboth Bay to the Delaware, Maryland & Virginia Railroad crossing, about 2 miles, and some work was done north of the rail- road. An injunction was then served by the railroad company, which stopped further work. The bridges at Ocean View have been repaired from time to time as needed. In 1902-1904 two parallel jetties of stone and brush 700 feet long were built at Rehoboth Bay end of cut and some dredging for maintenance was done in the canal and in Rehoboth Bay. By section 7 of the river and harbor act of March 3, 1905, provi- sions of the river and harbor acts previously passed for the prosecu- tion of work on this project were repealed, and the amount remain- ing unexpended was required to be returned to the Treasury of the United States. Accordingly the unexpended balance of $7.70 was returned to the Treasury. 372 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. By section 9 of the same act an examination was directed to be made of the artificial channels constructed in connection with this project, with a view to ascertaining whether any bridge or bridges should be constructed over such artificial channels. Report thereon is printed in House Document No. 538, Fifty-ninth Congress, first session. The river and harbor act of June 25, 1910, contained the following provision: Inland waterway from Chincoteague Bay, Virginia, to Delaware Bay, Dela- ware: For restoration and repair of existing bridges built by the United States, one thousand five hundred dollars. The repairs - ere made during the calendar year 1910. Operations and results during fiscal year.-None. Present condition.--The project was about one-third completed when annulled. The minimum usable depth June 30, 1914, from the railroad to Rehoboth Bay was 4 feet, and from Indian River Bay to Assawaman Bay, 2 feet. There is no tide in these waters. The bridges at Ocean View are in need of repairs. Effect of improvement.-As the project was not finished, its effect on commerce is inconsiderable. The canal is used to some extent to convey farm produce, timber, and piling to the railroad at Rehoboth, and passengers between Rehoboth and Bethany Beach, a resort near Ocean View. Commercial statistics.-No statistics have been obtained. Appropriations.- Aug. 5, 1886___ $18, 750 Aug. 11, 1888---------------- 50, 000 Sept. 19, 1890 ------- 50, 000 July 13, 1892------ ---------- -- 25, 000 Aug. 18, 1894_------------- ------ 25, 000 June 3, 1896---.. 25, 000 June 25, 1910- --------------------- 1, 500 Oct. 2, 1914-_ 1, 000 __ Total ------------------- ------------------------ 196, 250 Financial summary.-No funds on hand, none received, and none expended during the fiscal year. The amount expended to June 30, 1914, was $195,242.30, of which $26,830.42 was for maintenance; $7.70 was returned to the Treasury. Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ..----------------------------- -------- $1, 000 Amount available for fiscal year ending June 30, 1915--------------- 1, 000 Proposed operations.-It is proposed to apply the funds allotted from appropriation made by river and harbor act of October 2, 1914, in maintenance and reconstruction of the bridges at Ocean View, Del., which were constructed by the United States in 1891. Special recommendations.-In the report for 1913 attention was drawn to the condition of that part of the waterway between Assawaman Bay and Indian River Bay. The channel created be- tween 1888 and 1891 has shoaled and local interests desire that a limited amount of dredging be done to restore a channel of prac- ticable dimensions. If Congress should desire to keep this section open pending the completion of the Rehoboth-Delaware Bay section, an appropriation of $12,500 could be profitably expended during the RIVER AND HARBOR IMPROVEMENTS. 378 fiscal year 1916 in maintaining the channel by dredging and in neces- sary repair of the bridges. This amount could be made available by a special appropriation or by an allotment from the Rehoboth- Delaware Bay appropriation as provided in the river and harbor bill of 1914. Should Congress desire to consider the further improvement of this waterway in connection with the new project for the Rehoboth- Delaware Bay section, a resurvey of the route between Rehoboth Bay and Chincoteague Bay would be advisable at this time. 24. WATERWAY ON THE COAST OF VIRGINIA. Locality: Northern "Eastern Shore" of Virginia, Accomac County. Tributary to: Atlantic Ocean through Chincoteague and Assawaman Inlets. The channel connects naturally navigable inland waterways. Length of waterway under improvement about 22 miles. Project: 1910; 4 feet (H. Doc. No. 957, 60th Cong., 1st sess.) ; com- pleted. Funds required for fiscal year 1916: None. Commerce: Extensive; statistics not obtained. Location.-This waterway, which includes Cat River and Bogues Bay, is in the northeastern part of Accomac County, Va., separating Wallops Island from the mainland. It is 7 miles distant from Chincoteague Inlet by way of Ballast Narrows and Island Hole Narrows. Original condition.-Before improvement Cat River was very crooked, with shoals over which was an available depth of only 1 feet. In the lower part of Bogues Bay there were shoals bare at low water. Previous projects.-None. Present project.-Adopted by the following provision of the river and harbor act of June 25, 1910: Improving waterway on the coast of Virginia: Completing improvement in accordance with the report submitted in House Document Numbered Nine han- dred and fifty-seven, Sixtieth Congress, first session, twelve thousand one hun- dred dollars. It is for a channel 4 feet deep in Cat River and across Bogues Bay, 25 feet in Cat River and 50 feet wide in Bogues Bay. Esti- mated cost, $12,100. (H. Doc. No. 957, 60th Cong., 1st sess.) Operations and results prior to fiscal year.--Dredging was begun in 1911, and the channel was dredged to project dimensions from the "Keys," at the lower end of Cat River, through Cat River, and across Bogues Bay, a distance of 2.4 miles, completing the project. Operations and results during fiscal year.-The channel was re- dredged across Bogues Bay to project dimensions. The work was done by contract. Present condition.-The minimum usable depth, June 30, 1914, was 4 feet. The mean range of tide is about 3 feet. Effect of improvement.-The transportation of oysters has been facilitated and cheapened by providing a much-used protected inland route, which can be used by small boats without detention on account of the tide. 374 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Commercial statistics.-The commerce for the calendar year 1913 was extensive, but statistics were not obtained. Summary of commerce. Calendar years. Tons. Value. Remarks. 1910.............................. .......... 45,207 $451,050 1911.................................. 47,169 947,900 1912 ............... ..... No statement obtained. ........................................................ 1913.............. Do. Appropriations- Present project, act June 25, 1910-------- ---------- _ $12, 100. 00 Financialsummary- July 1, 1913, balance unexpended______--_____ $2, 323.36 June 30, 1914, amount expended during fiscal year, for maintenance_ 1, 603. 42 ------ July 1, 1914, balance unexpended ___________-______------ 719. 94 The amount expended on this improvement to June 30, 1914, was $11,380.06, of which $1,975.61 was for maintenance. Proposed operations.-It is proposed to apply the balance avail- able in maintenance by dredging. 25. REMOVING SUNKEN VESSELS OR CRAFT OBSTRUCTING OR ENDANGERING NAVIGATION. Name. Class. Locality. of removalst Remarks. (No name)..... Pile driver Christiana River, Del ................... $250 Removed by con. float, tract. Psyche......... Sloop....... Back of Brigantine Beach; entrance to 200 Do. Obes Thorofare, N. J. (No name)..... Bottom of Broadkill River, Del..................... 150 Do. old scow. Charlemagne Steamer..... Atlantic Ocean, off Seaside Park, N. J............. Contract m a d e. Tower, Jr. Work not yet begun. Two Sisters.... Schooner.... Maurice River Cove, N. J.......................... Examination not made. R. E. English.. Sloop....... ..... do..................... .......... ... .. . Do. Enos Soule.... Barge....... Atlantic Ocean, off Brigantine Shoal, N. J. ........ E x a mi na t i on made. Teaser......... Tug......... Atlantic Ocean, off Ludlam Beach Light, ........... Do. N. J. Maj. W. Allen.. Steamer..... Cold Spring Inlet, N. J.................... 127. 66 Removed. 1This amount remained unpaid at end of fiscal year 1913. Total cost of removal is $340.56. EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JUNE 25, 1910, JULY 251 1912, AND MARCH 4, 1913. Reports on preliminary examinations and surveys required by the river and harbor acts approved June 25, 1910, July 25, 1912, and March 4, 1913, 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. Prelimina.ry examination of Leipsic River, Del.-IReport dated April 16, 1913, is printed in House Document No. 165, Sixty-third RIVER AND HARBOR IMPROVEMENTS. 375 Congress, first session. The improvement of this locality by the United States is not deemed advisable at the present time to a greater extent than can be accomplished under the existing project. 2. Preliminary examination of Pensauken Creek, N. J.-Report dated January 9, 1911, is printed in House Document No. 175, Sixty- third Congress, first session. The improvement of this stream by the United States in the manner proposed is not deemed advisable at the present time. 3. Preliminaryexamination and survey of channel from deep water to Oyster, Va.-Reports dated November 11, 1912, and April 2, 1913, with map, are printed in House Document No. 209, Sixty-third Con- gress, first session. A plan of improvement at an estimated cost of $22,500, with $2,000 annually for maintenance, subject to local inter- ests contributing one-half ($11,250), is presented. 4. Preliminary examination of Sinepuxent Bay, Md., from the mouth of St. Martins River south, with a view to a channel 5 feet in depth.--Report dated November 10, 1910, is printed in House Docu- ment No. 248, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 5. Preliminary examination of St. Martins River in Worcester County, Md.-Report dated November 30, 1910, is printed in :House Document No. 254, Sixty-third Congress, first session. The improve- ment of this stream by the United States in the manner proposed is not deemed advisable at the present time. 6. Preliminaryexamination of Alloway Creek, N. J., above Quin- ton.-Report dated November 6, 1912, with map, is printed in House Document No. 604, Sixty-third Congress, second session. The im- provement of this stream by the United States in the manner pro- posed is not deemed advisable at the present time. 7. Preliminary examination and survey of Raccoon Creek, N. J., including the construction of a dike or jetty at the mouth, if neces- sary.-Reports dated May 14 and December 16, 1913, with maps, are printed in House Document No. 800, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $39,770, with $5,000 annually for maintenance, is presented. 8. Preliminary examination and survey of Cedar Creek, Cumber- land County, N. J., with a view to deepening and straightening the channel.-Reports dated November 6, 1912, and December 16, 1913, with maps, are printed in House Document No. 826, Sixty-third Con- gress, second session. A plan of improvement at an estimated cost of $18,140, subject to local interests contributing one-half that sum and furnishing adequate dumping grounds, is presented. 9. Preliminary examination and survey of Broadkill River, Del.- Reports dated April 30 and December 11, 1913, with map, are printed in House Document No. 1109, Sixty-third Congress, second ses- sion. A plan of improvement at an estimated cost of $60,000 is presented. IMPROVEMENT OF RIVERS AND HARBORS IN THE BALTIMORE, MD.. DISTRICT. This district was in charge of Col. Lansing H. Beach, Corps of Engineers; division engineer, Col. W. M. Black, Corps of Engineers. 376 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Throughout this report all depths given are those at mean low tide, as all improvements are in tidal waters and all channel widths are widths at bottom unless specifically stated otherwise. 1. Patapsco River and Channel to Baltimore, Md.-Before opera- tions were begun by the United States a depth of 17 feet was avail- able at low tide and slightly more than 18 feet at high tide. Vessels over that draft were obliged to lighter portions of their cargoes about 14 miles below the city to permit them to reach the wharves. There were pockets where deeper water prevailed1, but these were uncon- nected by any channel, natural or artificial. The source of the river is in Carroll County, Md., and its mouth is generally considered as lying between North Point and Bodkin Point, Md., where it empties into Chesapeake Bay. Its general course is southeasterly and its length 65 miles. The project applies to channels for 20 miles in Pa- tapsco River and Chesapeake Bay above Sandy Point, and about 41 miles in the lower bay opposite York Spit. The lower end of the upper section is about 9 miles below the mouth of the river and the York Spit section about 158 miles. There is a natural depth of 35 feet from the ocean to York Spit Channel and from that point to the upper channel. The minimum usable depth from the mouth of the river to the ocean is 35 feet. Under the original project. dated April 15, 1853, for a channel 22 feet deep and 150 feet wide, the Fort McHenry Channel was dredged from the limits of the city of Balti- more 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 provide a width of 400 feet at the lower end of the channel, diminishing to 250 feet at its upper end, with a depth of 24 feet. Meantime it had been found that the por- tion of the Brewerton Channel which was exposed to the material brought into the bay by the Susquehanna River was continually ob- structed by sedimentary deposit. This led to a search for a better location for a deep channel which could be more easily maintained by dredging and the natural currents, and it was found on the line of the resultant of the two great forces made by the currents of the upper bay and Patapsco River. 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 has been much lessened. In 1892 a project for 27 feet depth 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 Brewerton Channel between the upper end of the present cut-off and the point of intersection of the Brewerton and Craighill Channels was aban- doned. The act of June 3, 1896, authorized the increase of the depth of the channel to 30 feet, 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 main- tenance. Present project.-To obtain a channel 35 feet deep and 1,000 feet wide between 35-foot contours opposite York Spit and to provide a channel 35 feet deep and 600 feet wide from the 35-foot contour be- low the mouth of Patapsco River, to and in that river as far as Fort RIVER AND HARBOR IMPROVEMENTS. 877 McHenry, and an anchorage basin 35 feet deep, 600 feet wide, and 3,500 feet long near the intersection of the Fort McHenry and Curtis Bay Channels at an estimated cost of $3,770,250. (River and harbor acts Mar. 3, 1905, Mar. 3, 1909, Mar. 4, 1913.) No estimate for main- tenance. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Section near Baltimore 1................. House... 57 Fifty-third.... Third... 1895 1201 Do.1...............................do..... 50 Fifty-fourth... Second.. 1897 1308 Entire work 1 ........................... Senate.. 118 Fifty-sixth..... do..... 1901 1395 Do. 12............... ............... House... 186 Fifty-seventh ... do..... 1903 1032 York Spit 23............... ..... do..... 1190 Sixty-second.. Third............ 1No maps. 2 Basis of project adopted by Congress. 8 Contains map. Work under contract was in progress during the fiscal year. It was confined to the York Spit Channel and was for improvement in wid- ening the channel from 600 to 1,000 feet. About 67 per cent of this work was accomplished at a cost of $75,512.74. This was new work. The amount expended on the existing project to the close of the fiscal year ending June 30, 1914, is $3,428,768.85, of which $217,458.05 was for maintenance. Receipts from sales of old condemned prop- erty amount to $10. Outstanding liabilities, $2,230.22. The total expended on all projects to the end of the fiscal year 1914 is $8,205,038.33. Amount expended during the fiscal year---------------------- $82, 256. 22 Reimbursable ------------------------------------- 1,168. 50 Net expenditures _ 81, 087. 72 All of the approved project, except about 33 per cent of widening the York Spit section to 1,000 feet, has been completed. The maximum draft that could be carried June 30, 1914, over the shoalest part of the locality under improvement was 35 feet. The mean range of tide is a little over 1 foot in the section near Balti- more and about 2 feet in the York Spit section. The length of all improved sections of channel near Baltimore (which are contiguous) is about 20 miles; of that opposite York Spit, 4 miles. The head of navigation is Baltimore. The tonnage movement of the port has been as follows: Fiscal year ending June 30- Short tons. Fiscal year ending June 30- Short tons. 1904 -------------- 8, 214, 350 1910 --------------- 9,425,046 1905 --------------- 8,411,999 1911 ---------------- 9,806,421 1906 9, 270. 349 1911 (calendar year)__ 10. 123, 355 1907 --------- 9,461, 987 1912 (calendar year)__ 10,029, 875 1908 ----------------- 9,453. 958 1913 (calendar year) 14,781, 548 1909 ----------------- 8, 328, 626 The value of the commerce. which consisted of coal, coke, grain, iron, oysters, lumber, etc., was $439,906,468. 378 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The project has had the effect of putting Baltimore on the same plane with other ports having the same facilities. No estimate of funds for 1916 is submitted because those on hand are considered sufficient for work contemplated. July 1, 1913, balance unexpended____- ____________________ $492, 354. 29 Sept. 4, 1913, sale of public property---------------------------- 10. 00 492, 364. 29 June 30, 1914, amount expended during fiscal year: For works of improvement _ ______ $75, 512. 74 For maintenance of improvement-- -- 5, 574. 98 81, 087. 72 July 1, 1914, balance unexpended ____________________________ 411. 276. 57 July 1, 1914, outstanding liabilities_____________________________ 2, 230. 22 July 1, 1914, balance available_--- ---------- _____-- - - -___ 409, 046. 35 July 1, 1914, amount covered by uncompleted contracts __________ 177, 341. 52 (See Appendix J 1.) 2. Channel to Curtis Bay, in Patapsco River, Baltimore Harbor, Md.-There was an available depth of 20 feet at mean low water in 1893, when the first improvement was undertaken by the United States. Curtis Bay is a tidal estuary of Patapsco River about 6 miles southeast of Baltimore Harbor. It is also the mouth of Curtis Creek, whose source is in Anne Arundel County, Md. The length of the section of channel included in the project is 2 miles. The distance of its lower end from the mouth of the bay is 1 mile. The minimum usable depth is 30 feet; the tidal range is about 1 foot. The original project was dated July 15, 1892, and was for a chan- nel 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 esti- mate was appropriated, and with this total expenditure the channel was first made 25 feet deep for the project width and then dredged to 27 feet deep for a width of 70 feet in the axis of the 150-foot channel. The project was never completed. Present project.-To provide a channel 30 feet deep and 250 feet wide frcm the Baltimore Ship Channel to the old sugar refinery wharf in South Baltimore Harbor at an estimated cost of $196,000. No estimate for maintenance. (River and harbor act, June 13, 1902.) No modification has been made in the existing project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Entire work 1........................... House... 102 Fifty-first..... Second.. 1891 1243 Do. 1 ................................. Senate.. 118 Fifty-sixth... ... do. 1901 1394 Do.......................... ..... ... 7 Sixt-third.... First.... 1No maps. a Basis of project adopted- by Congress. 3Contains map. RIVER AND HARBOR IMPROVEMENTS. 379 No work was done during the fiscal year and no expenditures made. The amount expended on the existing project to the close of the fiscal year ending June 30, 1914, was $215,000, of which $22,316.64 was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $255,000. The project was completed November 30, 1903, and operations since that date have been for maintenance. The maximum draft that could be carried June 30, 1914, over the shoalest part of the locality under improvement was 30 feet. The mean range of tide is a little over 1 foot. The length of the improved section is 2* miles. The head of navigation is in Curtis Creek, for shallow-draft vessels, 5$ miles above the upper end of the improvement. This bay is in the collection district of Baltimore and the statistics are included in the report for that harbor. The improvement has had the effect of putting this port on the same plane with other ports having the same facilities. No funds are asked for the fiscal year ending June 30, 1916, as $5,000 appropriated by the act of February 27, 1911, is in hand for maintenance, which is being held until the deterioration of the channel renders it desirable to expend it. July 1, 1913, balance unexpended_----_-- __-______ -_ $5, 000. 00 July 1, 1914, balance unexpended------------- -------------------- 5, 000. 00 (See Appendix J 2.) 3. Harbor of Southwest Baltimore (Spring Garden), Md.-No work was done by the United States before the adoption of the exist- ing project, although the city of Baltimore had dredged a channel from the main ship channel to the foot of Eutaw Street, with a depth of 15 feet. Southwest Baltimore Harbor, or Spring Garden, is a tidal estuary of Patapsco River on the south side of Baltimore City. The length of the channel included in the project is 4 miles, the lower end forming an approach about 24 miles long. This harbor is 2 miles long and about one-half mile wide. The minimum usable depth is 27 feet; the tidal range is about 1 foot. There has only been one project for this improvement. Present project.-To provide a channel 27 feet deep and 100 feet wide from the Baltimore Ship Channel, near Fort McHenry, through the middle arm of the Patapsco, 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. No estimate for maintenance. River and harbor act of June 3, 1896, House Document No. 304, Fifty-fourth Congress, first session; no maps; published in report of the Chief of Engineers for 1896, page 1006. No modification has been made in the existing project. 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 was large, but the side slopes have flattened considerably, and it is thought that the cost of maintenance will be reduced. On June 3, 1896, $5,000 was appropriated, but it was deemed inexpedient to start the work with that small sum. June 13, 1902, $88,000 was appropriated and authority granted to enter into contracts for the completion of the work. A continuing contract was made for the completion of the project and it was completed April 4, 1905. No field work was done during the fiscal year. Funds ex- pended were for proportion of office expenses. 380 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended on the original, which is the existing project, to the close of the fiscal year ending June 30, 1914, was $380,983.14, of which $66,983.14 was for maintenance. The project was com- pleted April 4, 1905, and operations since that date have been for maintenance. The maximum draft that could be carried June 30, 1914, at mean low water over the shoalest part of the locality under improvement was 27 feet. The average rise of tide is a little over 1 foot. The length of the improved section is 4 miles, and it extends about 2 miles below the mouth of the harbor. The improvement extends to the foot of Eutaw Street, Baltimore, which is the head of navigation. This harbor is in the collection district of Baltimore, and the statis- tics are included in the report for that harbor. The improvement has had the effect of putting this port on the same plane with other ports having the same facilities. No funds are asked for the fiscal year ending June 30, 1916, as there is a balance on hand for mainte- nance, which is being held until the deterioration of the channel renders its expenditure desirable. July 1, 1913, balance unexpended---------------------------- $17, 523. 34 June 30, 1914, amount expended during fiscal year, for maintenance of improvement--------------------------------------------6. 48 July 1, 1914, balance unexpended---------------------------17, 516. 86 (See Appendix J 3.) 4. Elk and Little Elk Rivers, Md.-Before improvements were commenced there was practically no navigation above Cedar Point, 15 miles from the mouth. The Elk River rises in Chester County, Pa., and empties into the head of Chesapeake Bay, after a course of about 35 miles. About 15 miles from its mouth it is joined by the Little Elk, which also rises in Chester County, Pa., and has a length of about 12 miles. The general direction of both is southerly. The length of the portions included in the project are about 1,200 feet and 2,000 feet, respectively, in the Elk and Little Elk, the lower end of the two portions being at the junction of the two rivers and about 15 miles from the mouth of the Elk. The minimum usable depth from the mouth of the Elk to the ocean is 21 feet, and of the Little Elk 8 feet. 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 Ben- netts 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 de- posit 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. Tn 1893 a channel 100 feet wide and 8 feet deep from deep water be- low Cedar Point to the bridge at Elkton was completed. RIVER AND HARBOR IMPROVEMENTS. 381 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. A project adopted by the river and harbor act of March 2, 1907, was 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 con- tract was entered into and the project completed in March, 1908. Extensive shoaling followed, and it was doubtful whether the proj- ect could be maintained without annual dredging to an extent much greater than was anticipated. The expenditure on the original and modified projects has amounted to $103,946.59, of which $24,342.35 was for maintenance. Present project.-To secure a channel 7 feet deep and 80 feet wide from deep water below Cedar Point up to a point about 1,200 feet up the Elk and 2,000 feet up the Little Elk, at an estimated cost of $6,060. No estimate for maintenance. (River and harbor act of July 25, 1912, H. Doc. No. 770, 62d Cong., 2d sess., with map.) The sum of $4,040 was appropriated by the act for the completion of the improvement upon condition that local interests provide the remaining $2,020, which was done. No modification has been made in the existing project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional Documents. of Chief of Engineers. Section covered. HouSenate. No. Congress. Session. Year. Page. Elkton Md., to Partridges Wharf...................... ........ .. ...... 11873 815 Cedar Point to Elkton and Cedar Point to 1874 . Bennetts Wharf........................................ 11874 8183, Cedar Point to Elkton................. .... ........ ..... .......... 1890 966 Elk River for 14,000 feet down from Elkton, House... 105 Fifty-sixth.... First .... 11900 1668 Little Elk River 2z000 feet up from mouth Elkton to Cedar Point 2....... .... do.... 738 Fifty-ninth.......do.... 1906 214 Elk River-Elkton to Cedar Point, Little ... do..... 770 Sixty-second.. Second... . ....... Elk 2,000 feet above mouth.2 3 'No maps. 2Contains map. 3Basis of project adopted by Congress. Work under project adopted July 25, 1912, under a contract for completion, was in progress during the fiscal year, which resulted in completing the channel to project dimensions. The amount ex- pended on the existing project to June 30, 1914, is $6,057.66. Ex- penditures from contributed funds amounted to $2,020. The total amount expended ,on all projects to the end of the fiscal year 1914 is $110,004.25. 382 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The maximum draft that could be carried June 30, 1914, over the shoalest part of the locality under improvement was 5.5 feet. The mean range of tide is 2 feet. The length of the improvement in the Elk River is 1,200 feet, and in the Little Elk 2,000 feet. The streams are navigable, in fact, to Elkton, Md., which is 16 miles from the mouth of Elk River and 2,000 feet from the mouth of the Little Elk. The commerce of the river for the year ending December 31, 1913, is reported to be 48,408 short tons, consisting of fertilizers, general merchandise, and pulp wood, valued at $182,282. Water rates have not been affected; rail rates have been reduced. Funds asked for will be applied to maintenance by dredging. July 1, 1913, balance unexpended----------------------------$4, 931. 27 June 30, 1914, amount expended during fiscal year, for works of improvement ----- ___- - -_____- __ -- ___--4, 907. 52 July 1, 1914, balance unexpended ............-......- 23. 75 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ------------------- 5, 000. 00 (See Appendix J 4.) 6. Susquehanna River above and below Havre de Grace, Md.-The original governing depth was 5 feet. The channel above Havre de Grace was narrow and subject to ice gorges. The river rises in the southern part of New York, flows in a general southerly direction, and empties into the head of Chesapeake Bay. Its length is about 400 miles. The length of the section included in the project is 5 miles, and the project extends about 5 miles below the mouth of the river. The minimum usable depth from the mouth of the river to the ocean is 12 feet. 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. Improvements have been in progress since 1853, and up to August 2, 1882, $97,390 had been expended upon them. Present project.-To give a channel 200 feet wide and 15 feet deep from Chesapeake Bay to Havre de Grace, and to remove the shoal opposite Watsons Island (which is above Havre de Grace) to a depth of 8 feet, at an estimated cost of $168,000, subsequently in- creased to $200,750, December 2, 1911. (River and harbor act of Aug. 2, 1882, p. 837, Annual Report of the Chief of Engineers for 1882; no maps.) There have been no modifications in the existing project since its adoption. Reports on examinations and survey are to be found on page 837, Annual Report of the Chief of Engineers for 1882 (no maps), and in House Document No. 396, Sixty-second Congress, second session (no maps). Dredging under contract for completion was in progress at the close of the fiscal year. During this period about 10 per cent of the project work was done, completing about 85 per cent of the entire work. The amount expended on the present project to June 30, 1914, is $175,862.43, of which $18,480 was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $273,- 252.43. The maximum draft that could be carried June 30, 1914. over the shoalest part of the channel under improvement was 12 feet. 1Exclusive of the balance unexpended July 1, 1.914. RIVER AND HARBOR IMPROVEMENTS. 383 The mean range of tide is 21 feet. The lengths of all improved sec- tions 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. The commerce of the river is reported to be as follows: 1905, 151,528; 1906, 82,673; 1907, 95,437; 1908, 37,927; 1910, 192,675; 1911, 352,335; 1912, 87,762; and for the year ending December 31, 1913, 156,269 short tons, consisting of canned goods, fertilizers, fish, gen- eral merchandise, salt, stone, etc., valued at $1,098,731. The improvement has made no appreciable difference in freight rates. No additional funds are asked for, as those available are considered to be sufficient for the fiscal year 1916. July 1, 1913, balance unexpended--------------------- _ $51,257.99 June 30, 1914, amount expended during fiscal year for works of improvement------------------------------------------------- 7, 890. 42 July 1, 1914, balance unexpended- -- 43, 367. 57 July 1, 1914, outstanding liabilities 270. 00 July 1, 1914, balance available------ 43, 097. 57 July 1, 1914, amount covered by uncompleted contracts- -......... 15, 942. 05 (See Appendix J 5.) 6. Harbors at Rockhall, Queenstown, Claiborne, and Cambridge. and Chester, Choptank, Warwick, Wicomico, Pocomoke, La Trappe, and Manokin Rivers, and T'yash1in Creek, Md.-(a) Rockchall Har- bor.-In 1894 the controlling depth at Rockhall Harbor was 5 feet. The general dimensions of the harbor are about one-third mile wide by three-fourths mile long. It is located on the eastern shore of Chesapeake Bay, about 25 miles southeast of Baltimore Harbor. The minimum usable depth is 12 feet. The tidal range is about 1 foot. 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 turning basin, embracing the old and new piers, was also dredged. In accordance with the river and harbor act of March 3, 1899, an examination was made of Rockhall Harbor and the inner harbor at Rockhall. The project then proposed was to dredge a channel 12 feet deep and 150 feet wide from Chesapeake Bay to Swan Creek Inlet, across Swan Point Bar, and 12 feet deep and 150 feet wide from Swan Creek Inlet to the wharf at Rockhall, at a cost estimated in 1899 to be $43,065, with $9,208 every two years for maintenance. The river and harbor act of June 13, 1902, adopted that project. The unit price of dredging exceeded that assumed in the original esti- mate, and the estimated cost of the project was therefore increased May 13, 1907, to $60,386.81, and further increased April 9, 1912, to $71,196.81, due to the broadening of the outer bar, which prevented completion of the project under the previous increase. Lack of wharf 884 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. facilities and use of the inner harbor rendered it undesirable for the United States to continue work in that section of the improvement, and it was recommended that it be dropped. Recommendation was also made to modify the project for the section embracing the channel through the outer bar by reducing it from 12 feet to 10 feet, the rea- sons for which were the proximity of a deeper channel to the south- ward, the large cost of maintenance, and the comparatively small number of vessels which would have to use it. The amount expended on the original project, prior to operations under the existing one, is $16,600. Present project.-To dredge a channel 10 feet deep and 150 feet wide from the 10-foot contour in Chesapeake Bay, across Swan Point Bar, to the 10-foot contour in Swan Creek Inlet, at an estimated cost of $71,196.81 and about $3,500 for maintenance. No modification has been made in the existing project. (River and harbor act, Mar. 4, 1913, H. Doc. No. 99, 56th Cong., 1st sess., no maps, and Annual Report of the Chief of Engineers for 1900, pp. 1670-1672.) Work for maintenance under contract approved December 16, 1912, and for improvement under contract approved May 21, 1914, was in progress during the fiscal year and resulted in partially re- storing that part of the channel already dredged and in completing about 87 per cent of the improvement. The total amount expended on the existing project to the close of the fiscal year ending June 30, 1914, is $69,867.05, of which $9,520.32 was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $86,467.05. The maximum draft that could be carried June 30, 1914, over the shoalest part of the channel across Swan Point Bar was 5 feet. The average range of tide is about 1 foot. The length of all improved sec- tions of the channel is about 11 miles. The harbor is a bay making from Chesapeake Bay, and is navigable in fact to Rockhall Pier, which is about one-fourth mile above the mouth of Rockhall Harbor. The commerce of the harbor is reported to be as follows: 191f, 8,570; 1912, 17,550; and 1913, 20,716 short tons, consisting of canned goods, coal, lumber, and oysters, valued at $177,958. It is stated that the improvement has had no appreciable effect on freight rates. No funds asked for, as those available are considered sufficient. July 1, 1913, balance unexpended__--------------_____ $15, 805 00 June 30, 1914, amount expended during fiscal year for maintenance of improvement------------ -------------- 4, 990. 33 July 1, 1914, balance unexpended -------------------------------- 10, 814. 67 July 1, 1914, outstanding liabilities----------------------------- 230. 52 July 1, 1914, balance available-..---------------------------- 10, 584. 15 July 1, 1914, amount covered by uncompleted contracts------------ 8, 510. 00 (b) Queenstown Harbor.-Before 1871 the controlling depth in this harbor was 6 feet. The general dimensions of the harbor are about one-half mile square. It is located on the eastern shore of Chesapeake Bay, on Chester River, about 35 miles southeast of Baltimore Harbor. The minimum usable depth is 10 feet. The tidal range is about 2 feet. Between 1871 and 1880 it was improved munder a project dated January 2, 1871, and a channel 100 feet wide at bottom and 8 feet RIVER AND HARBOR IMPROVEMENTS. 385 deep at mean low water was made. In 1897, with $5,000 appropri- ated for continuing the improvement, a channel was dredged to 81 feet at mean low water and 100 feet wide from Chester River to the inner harbor, and in 1900 a shoal extending from a point about 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. Present project.-To dredge a channel 10 feet deep and 200 feet wide from that depth in Chester River to the 10-foot contour in the inner harbor, at an estimated cost of $23,100 (no estimate for main- tenance), subsequently increased to $25,886.35. (River and harbor acts, June 13, 1902, and March 2, 1907, H. Doc. No. 92, 56th Cong., 1st sess., with map, and Annual Report of the Chief of Engineers for 1900, pp. 1673-1676.) No modifications in the existing project have been made. Field operations were in progress under two contracts for maintenance during the year, which resulted in restoring the channel to project dimensions. The amount expended on the present project to June 30, 1914, is $38,049.41, of which $12,191.14 was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $57,049.41. The project has been completed. The maximum draft that could be carried June 30, 1914, over the shoalest part of the locality under improvement was 10 feet. The mean range of the 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, the head of navigation, which is about one-half mile above the mouth of the harbor. The commerce of the harbor is reported to be as follows: 1904, 19,144; 1905, 19,421; 1906, 19,808; 1907, 20,202; 1908, 22,220; 1910, 22,439; 1911, 28,142; 1912, 28,891; and for the year ending December 31, 1913, 28,335 short tons, consisting of agricultural products, canned goods, coal, corn, fish and oysters, wheat, and general merchandise, valued at $1,307,806. The improvement has made no appreciable difference in freight rates. Funds asked for will be applied to work of maintenance by dredg- ing. July 1, 1913, balance unexpended--------------------------------$8, 476. 00 June 30, 1914, amount expended during fiscal year for maintenance of improvement--------- --------------- 5, 367. 39 July 1, 1914, balance unexpended -------------------------------- 3, 108. 61 July 1, 1914, outstanding liabilities---------------------------- 289. 88 July 1, 1914, balance available___------------------------------- 2, 818. 73 July 1, 1914, amount covered by uncompleted contracts------------2, 370. 41 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_----------------------(1) (c) Claiborne Harbor, Md.-Before 1902 the controlling depth in this harbor was 9 feet at mean low water. The general dimen- 1 See consolidated money statement on p. 397. 60993°--ENG 1914---25 386 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. sions of the harbor are about one-half mile square. It is located on the eastern side of Eastern Bay, a tributary of Chesapeake Bay, about 42 miles southeast of Baltimore Harbor. The minimum usable depth is 12 feet. The tidal range is about 2 feet. No improvement had ever been made there by the United States previous to the exist- ing project. Present project.-To dredge a channel 12 feet deep and 300 feet wide from the 12-foot contour in Eastern Bay to the railroad pier in the harbor, and thence shoreward 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 of $2,500 for extension of existing jetty. No estimate for maintenance. (River and harbor act of June 13, 1902, H. Dec. No. 81, 56th Cong., 1st sess., with map, and in the Annual Report of the Chief of Engineers for 1900, pp. 1677-1681.) No modification in the existing project has been made. 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 was 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. Work was in progress during the fiscal year, under two contracts for maintenance, and resulted in nearly restoring the channel to project dimensions. The total amount expended on the existing, which is the original, project to June 30, 1914, is $51,129.77, of which $21,256.12 was for maintenance. The sum of $1,202.68 was turned into the Treasury in 1910. The project has been completed. The maximum draft that could be carried June 30, 1914, over the shoalest part of the channel was 11 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 & Atlantic Rail- way. It is about one-half mile from the mouth of the harbor. The commerce of the harbor is reported to be as follows: 1903, 89,549; 1904, 90,435; 1905, 93,603; 1906, 91,957; 1907, 93,794; 1908, 103,173; 1909, 104,201; 1910, 105,249; 1911, 105,511; 1912, 108,278; and for the year ending December 31, 1913, 107,564 short tons con- sisting of agricultural products, canned goods, coal, general mer- chandise, and lumber, valued at $9,075,385. The improvement has made no appreciable difference in freight rates. Funds asked for will be applied to work of maintenance. RIVER AND HARBOR IMPROVEMENTS. 387 July 1, 1913, balance unexpended___ $6, 600. 00 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ------------ 1, 483. 68 July 1, 1914, balance unexpended -- 5, 116. 32 July 1, 1914, outstanding liabilities---------------------------- 97. 93 July 1, 1914, balance available------------------------------- 5, 018. 39 July 1, 1914, amount covered by uncompleted contracts -- 2, 775. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_------------------------ (1) (d) Cambridge Harbor.-In 1870, before operations were com- menced, there was a controlling depth of 4 feet. The general dimen sions of the harbor are about three-fourths mile long by one-fourth mile wide. It is located on the eastern side of Choptank River about 20 miles above its mouth, and is distant southeastwardly from Balti- more Harbor about 65 miles. The minimum usable depth is 12 feet. The tidal range is about 1.7 feet. The improvement of the harbor was commenced in 1871 with a project submitted in March of that year for an entrance way of 100 feet in width and to provide sufficient harbor accommodations of a depth of 10 feet at mean low water. The estimated cost was $36,000. The sum of $10,000 was appropriated March 3, 1871, and work begun. On this and succeeding projects $50,237 was expended to June 30, 1896, resulting in a channel 150 feet wide and 12 feet deep at mean low water from that depth in the Choptank River to the rail- road wharf, a distance of nearly a mile. The inner harbor below the bridge had been dredged over its whole irregular area to a depth of 10 feet, and the part of the harbor above the bridge for a distance of 750 feet had been dredged to a depth of 8 feet and a width of 215 feet. Present project.-To provide a channel 12 feet deep and 150 feet wide from the 12-foot curve in the Choptank River to a point 500 feet outside the Baltimore, Chesapeake & Atlantic Railway Co.'s steamboat wharf, from this point gradually widening to the harbor line at the wharf, and from the steamboat wharf to Mill Wharf with a width of 200 feet and depth of 8 feet, making an anchorage basin; increasing the width of the lower harbor 40 feet on the north side and widening the upper harbor an average of 360 feet along the chan- nel, already dredged to a depth of 8 feet, at an estimated cost of $8,120, increased May 13, 1907, to $13,858.25. No estimate for main- tenance. (River and harbor act of June 13, 1902, H. Doc. No. 119, 54th Cong., 2d sess., no maps, and No. 560, 61st Cong., 2d sess., with map; Annual Report of the Chief of Engineers for 1897, pp. 1296- 1297.) No modification in the existing project has been made. No field operations were in progress during the fiscal year. The amount spent on the existing project to June 30, 1914, is $16,466.57, of which $5,382.44 was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $66,- 703.57. To June 30, 1914, the project has been completed and the channel restored to project dimensions. The maximum draft that could be carried June 30, 1914, over the shoalest part of the channel below the bridge was 12 feet, and 8 feet 1See consolidated money statement on p. 397. 388 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. above. The mean range of tide is about 1.7 feet. The length of the improved sections of this harbor is about 1 mile. Cambridge is the head of navigation, to which point the harbor is navigable, in fact. The commerce is reported to be as follows: For the year ended December 31, 1909, 115,195; 1910, 116,343; 1911, 122,176; 1912, 217,- 347; and in 1913, 237,789 short tons, consisting of agricultural prod- ucts, canned goods, fish and oysters, and general merchandise, valued at $11,927,222. The improvement has made no appreciable difference in freight rates. No funds are asked for because present conditions do not require any. July 1, 1913, balance unexpended--------------- -------------------- $4. 86 July 1, 1914, balance unexpended __ 4. 86 (e) Chester River, Md., from Crumpton to Jones Landing.-Be- fore 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, 6 miles, the controlling depth was 3 feet. Chester River rises in Kent County, Del., flows in a generally southwesterly direction and empties into the Chesapeake Bay. Its total length is about 50 miles. The length of the section included in the project is 64 miles, and its lower end is 33 miles above the mouth of the river. The minimum usable depth from the mouth of the river to the ocean is 35 feet. Before the adoption of the present project there had been appro- priated for this river $41,000, of which $2,958.54 was carried to the surplus fund on June 30, 1909, all of which was for work on parts of the river not covered by the existing project. Present project.-To provide by dredging a channel 6 feet deep and 60 feet wide from Crumpton to Jones Landing, at an estimated cost of $12,750, increased in 1896 to $14,250, and still later to $19,- 562.50. No estimate for maintenance. (River and harbor act of Sept. 19, 1890, Annual Report of the Chief of Engineers for 1890. pp. 954-959, no maps.) 'here has been but one project for this sec- tion of the river. No modification has been made in the existing project. No field operations were in progress during the fiscal year. Funds expended were for proportion of office expenses. The amount expended on the existing project to June 30, 1914, is $33,622.35, of which $15,962.87 was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $71,663.81, and $2,958.54 was carried to the surplus fund of the Treas- ury June 30, 1909. The project has been completed. There has been some shoaling which, it is estimated, will require $4,300 to remove. The maximum draft that could be carried June 30, 1914, over the shoalest part of the river was 3.3 feet. The mean range of tide is 2.4 feet. The length of the improved section is 64 miles. The head of navigation is Millington, Md., about 2 miles above Jones Landing. The commerce of the river is reported to be as follows: 1906, 48,199; 1907, 49,162; 1908, 54,078; 1909, 54,618; 1910, 54,616; 1911, 68,709; 1912, 68,772; and for the year ending December 31, 1913, 63,558 short tons, consisting of agricultural products, canned goods, RIVER AND HARBOR IMPROVEMENTS. 889 coal, fertilizers, general merchandise, oysters, poultry, and live stock, valued at $4,288,665. The improvemerit has made no appreciable difference in water rates, but railroad rates have been reduced. Funds asked for will be applied to maintenance by dredging. July 1, 1913, balance unexpended___________________________ $18. 27 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ---------------------------------------------------- 7. 84 July 1, 1914, balance unexpended-__-... 10. 43 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement__________________________ (1) (f) Choptank River, .Md.-Before improvements were begun in 1879 the depth of water in the channel between Denton and Greens- boro 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 headwaters of Choptank River are partly in Delaware and partly in Maryland in the section of country between Dover and Centerville. Its general direction is southwest until near Cambridge, where it turns to the northwest and empties into Chesapeake Bay. Its total length is about 70 miles. The length of the section included in the project is about 8 miles, the lower end of which is about 38 miles above the mouth of the river. The minimum usable depth from the mouth of the river to the ocean is 35 feet. There has been but one project for this river. Present project.-To secure a channel 8 feet deep and 75 feet wide, from Denton to Greensboro, at an estimated cost of $79,000. No estimate for maintenance. (River and harbor act of June 14, 1880, Annual Report of the Chief of Engineers for 1880, pp. 634-636, no maps.) No modification has been made in this project. Operations during the year were carried on under contract approved December 16, 1912, and were for maintenance. They resulted in restoring the upper portion of the channel to project dimensions. The amount expended on the existing, which is the original, project to June 30, 1914, was $91,930.59, of which $12,934.25 was for maintenance. The project has been completed and the channel maintained to project dimensions. The maximum draft that could be carried June 30, 1914, over the shoalest part of the channel under improvement was 8 feet. The mean range of tide is about 2 feet. The length of the improved section of the river from Denton to Greensboro is about 8 miles. Greensboro, located about 46 miles above the mouth of the river, is the head of navigation. The commerce 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, 2331916; 1909, 234,920; 1910, 237,273; 1911, 252,502; 1912, 252,937; and for the year ending December 31, 1913, 243,749 short tons, consisting of agricultural products, canned goods, coal, general merchandise, fish and oysters, and lumber, valued at $19,790,784. 1 See consolidated money statement on p. 397. 390 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The improvement has made no appreciable difference in water rates, but railroad rates have been reduced. It is proposed to apply the funds asked for to maintenance by dredging. July 1, 1913, balance unexpended ________________-__- $6, 991. 62 June 30, 1914, amount expended during fiscal year for maintenance of improvement -- ------------------------------------------------- 2, 976. 04 July 1, 1914, balance' unexpended ----------------------------- 4,015. 5S July 1, 1914, amount covered by uncompleted contracts--------- --- 3, 145. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_ )--------------- (g) Warwick River, Md.-This river, formerly named Secretary Creek, is in Dorchester County, eastern shore of Maryland, and flows into Choptank River, one of the largest tributaries of Chesa- peake Bay. It is a tidal estuary about 1 mile long with little fresh- water inflow at the head, and was originally only 4 feet deep. The length of the section included in the project embraces the entire river, and the lower end extends about one-half mile into the Chop- tank River. The minimum usable depth from the mouth of the river to the ocean is 20 feet. The original project for the stream was adopted June 14, 1880, and provided for a channel 7 feet deep and 75 feet wide. On this project about $12,000 was expended in the improvement of this river-$6,000 by the General Government and the remainder by pri- vate parties. Present project.-To provide for a channel 10 feet deep and 100 feet wide from the 10-foot depth in Choptank River to Secretary Landing, including a turning basin at the latter point, at an esti- mated cost of $18,600. No estimate for maintenance. (River and harbor act of July 13, 1892; Reports of Chief of Engineers for 1880 and 1891, pp. 636-637 and 1218-1221, respectively, no maps.) No modification has been made in the existing project. Operations during the year were carried on under a contract approved Decem- ber 16, 1912, and were for maintenance. These partially restored the channel to project dimensions. The amount expended on the existing project to June 30, 1914, is $32,958.32, of which $16,917.50 was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $38,958.32. The project has been completed. There has been some shoaling, and a contract is in force for restoration. The maximum draft that could be carried June 30, 1914, over the shoalest part of the channel under improvement was 10 feet. The average rise of tide is 2 feet. The length of the improvement is about 1 miles. The stream is navigable to Secretary Landing, which is the head of navigation. The commerce 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; 1910, 68,595; 1911, 73,056; 1912, 75,960; and for the year ending December 31, 1913, 72,833 short tons, consisting of 1 See consolidated money statement on p. 397. RIVER ANtD HARBOR IMPROVEMENTS. 391 agricultural products, canned goods, coal, general merchandise, and oysters, valued at $3,776,030. The improvement has made no appreciable difference in freight rates. The funds asked for will be applied to maintenance by dredg- ing. July 1, 1913, balance unexpended -------------------------------- $7, 992. 11 June 30, 1914, amount expended during fiscal year, for maintenance of improvement --- __ 3, 968. 61 July 1, 1914, balance unexpended..------------------------------- 4, 023 50 July 1, 1914, amount covered by uncompleted contracts___ 3, 145. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_-- (1) (h) TIicomico River, cld.-The river has its source in the north- ern part of Wicomico County, Md., is about 33 miles in length, and flows in a generally southwesterly direction, emptying into Monie Bay, a tributary of Tangier Sound. The length of the particular section included in the project is 3.4 miles and the distance of its lower end from the mouth of the river is about 20 miles. The mini- mum usable depth from the mouth of the river to the ocean is 8 feet. The portion of the river at and just below Salisbury has been under improvement by the United States since 1872, under project adopted June 10, 1872, which is the original project. Originally the navigable channel, with a minimum depth of 8 feet, 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 had an average depth of only 18 inches at low tide. Between 1872 and 1885 a channel 75 feet to nearly 100 feet wide and 7 feet deep was dredged from deep water below to the drawbridge in the town at a cost to the Gov- ernment of $50,000. Present project.--To provide a channel 9 feet deep and of prac- ticable width from the upper point of natural 9-foot depth to the Salisbury milldam and a turning basin 360 feet by 650 feet, at an estimated cost of $50,200, subject to certain requirements regarding necessary right of way and to disposition of dredged material to be deeded to the United States free of cost. Estimated annual main- tenance, $600. By the terms of the river and harbor act approved March 4, 1913, which provides that of the $33,510 appropriated by said act " so much as shall be necessary may, in the discretion of the Secretary of War, be allotted for completing the improvement of * * * Wicomico River at Salisbury in accordance with the exist- ing approved projects," $3,000 was allotted to this stream for the purpose of completing the project, thereby increasing the estimated cost of the project by that amount. .(River and hai bor acts of June 25, 1910, Mar. 4, 1913, H. Doc. No. 569, 61st Cong., 2d sess., contains map.) 1 See consolidated money statement on p. 397 392 REPORT OF THE CHIEF OF ENGINEERS, J. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Fruitland to drawbridge, Salisbury............ ....... ........... ........ 1 1871 621 Whitehaven to Salisbury................... _..... ............. 21890 947 Mouth of river to Salisbury ............... 908 Fifty-ninth.... House... First............... Drawbridge to milidam, Salisbury........do..... 3 2 569 Sixty-first.... Second............. 1No maps. 2 Basis of project adopted by Congress. 3 Contains map. Work under contracts for improvement and maintenance was in progress during the year and resulted in the completion of the proj- ect and in restoring the lower end of the project. The amount expended on the existing project to June 39, 1914, was $77,863.46, of which $30,260.47 was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $127,863.46. The maximum draft that could be carried June 30, 1914, over the shoalest part of the channel under improvement was 9 feet. The average rise and fall of the tide is about 3 feet. The length of all improved sections of the river aggregates 3.4 miles. Salisbury, the head of navigation, is about 23 miles above the mouth of the river. The commerce 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; 1910, 227,428; 1911, 362,545; 1912, 366,228; and for the year ending December 31, 1913, 381,940 short tons, consisting of agricultural products, canned goods, coal, ferti- lizers, general merchandise, lumber, oysters, shingles, laths, and cord- wood, valued at $18,652,356. The improvement has made no appreciable difference in water rates; railroad rates have been reduced. It is proposed to apply the funds asked for in restoring the chan- nel to project dimensions by dredging. July 1, 1913, balance unexpended_ $6, 011.94 June 30, 1914, amount expended during fiscal year: For works of improvement___- $320. 06 For maintenance of improvement_------- -------- 3, 039. 34 3, 359. 40 July 1, 1914, balance unexpended-_____ 2,652. 54 July 1, 1914, outstanding liabilities---------- -------------- 267. 81 July 1, 1914, balance available____------------ -------- _ 2,384. 73 July 1, 1914, amount covered by uncompleted contracts ----------- 2, 089. 14 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement--------------------- (1) (i) Pocomoke River, Md.-The river has been under improvement by the General Government since 1878. Originally the upper por- tion of the river was very crooked and narrow at certain points, and 1 See consolidated money statement on p. 397. RIVER AND HARBOR IMPROVEMENTS. 393 a depth of but from 42 to 5 feet could be obtained to Snow Hill, Md. It rises in Great Cypress Swamp, partly in Delaware and partly in Maryland, is about 50 miles in length, and flows southwesterly into Pocomoke Sound. The length of the particular section included in the project is about 43 miles, and its lower end is 24 miles above the mouth of the river. The minimum usable depth from the mouth of the river to the ocean is 7 feet. The original project is dated Novem- ber 19, 1878, authorized in the river and harbor act of June 18, 1878, and was for a channel 7 feet deep with varying widths between Snow Hill and Shad Landing. In 1879 and 1880, $12,503 was expended on work below Snow Hill, chiefly in the rectification of the channel and in giving increased width, the depth being 7 feet. 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 expended on this project was $20,500. The total amount expended on the original and modified projects prior to operations under existing project was $20,500. Present project.-To dredge a channel 9 feet deep and from 100 to 130 feet wide from Shad Landing, Md., to Snow Hill, at an estimated cost of $14,009. No estimate for maintenance. (River and harbor act of June 3, 1896; H. Doc. No. 344, 61st Cong., 2d sess., no maps; Annual Reports of the Chief of Engineers for 1879 and 1895, pp. 505- 510 and 1167, contains map, respectively.) No modification has been made in the existing project. No field work was in progress during the fiscal year and no expenditures made. The amount expended on the existing project to June 30, 1914, is $21,695.55, of which $7,695.55 was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $42,195.55. The project was completed (about 1904) and the chan- nel maintained at project dimensions. The maximum draft that could be carried June 30, 1914, over the shoalest part of the channel under improvement was 9 feet. The mean range of tide is 22 feet. The length of the improved portion of the river is about 43 miles. The head of navigation is about 24 miles above Snow Hill, to which point, 302 miles from the mouth, the stream is navigable in fact. The commerce 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; 1909, 74,459; 1910, 75,199; 1911, 78,644; 1912, 91,775; and for the year ending December 31, 1913, 100,359 short tons, consisting of agricultural products, bricks, canned goods, coal, general merchan- dise, and lumber, valued at $5,045,321. The improvement has made no appreciable difference in freight rates. No funds asked for, as none are considered necessary, for the fiscal year 1916. July 1, 1913, balance unexpended_--------------------- $14. 47 July 1, 1914, balance unexpended__-------------- --------- -- 14: 47 (j) La Trappe River, Md.-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. It is in the lower sec- tion of Talbot County, Md., and is a small tidal basin 3 miles long, 394 REPORT OF THE CHIEF OF ENGINEERS, TU. S. ARMY, with no fresh-water influx at its head. The length of the particular section included in the project embraces the whole river, its lower end being in the Choptank River. The minimum usable depth from the mouth of the river to the ocean is 11 feet. There has been but one project for this river, which is the existing one. Present project.-To dredge a channel 11 feet deep and 150 feet wide across the bar at the mouth, and 8 feet deep and 75 feet wide inside the bar as far as Trappe Landing, with a turning basin at the latter point, at an estimated cost of $7,250, subsequently increased to $9,750. No estimate for maintenance. (River and harbor act of July 13, 1892; Annual Reports of the Chief of Engineers for 1889 and 1891, pp. 920-921 and 1215-1218, respectively; no maps.) No modification has been made in the existing project. Operations dur- ing the year were carried on under a contract approved December 16, 1912, and were for maintenance. These restored the channel across the bar to project dimensions. The amount expended on the existing, which is the original, project to June 30, 1914, is $18,807.95, of which $10,744. 08 was for maintenance. The project has been completed. There has been some shoaling, and a contract is in force for restoration. The maximum draft that could be carried June 30, 1914, over the shoalest part of the channel was 11 feet across the bar and 8 feet inside. The mean range of tide is 2 feet. The length of all im- proved sections is about 3 miles. Trappe Landing is the head of navigation, to which point the stream is navigable in fact. The commerce of the river is reported to be as follows: 1903. 11,466; 1904, 13,601; 1905, 13,848; 1906, 13,588; 1907, 13,859; 1903, 15,244; 1909, 15,394; 1910, 15,549; 1911, 18,530; 1912, 18,368; and for the year ending December 31, 1913, 19,986 short tons, consisting of agricultural products, cans, coal, canned goods, fertilizers, general merchandise, and lumber, valued at $1,141,808. The improvement has made no appreciable difference in freight rates. The funds asked for will be applied to maintenance by dredg- ing. July 1, 1913, balance unexpended ---------------------- $5, 000. 00 June 30, 1914, amount expended during fiscal year, for maintenance of improvement----------------------------- 2, 976. 11 July 1, 1914, balance unexpended --------------------------------- 2. 023. 89 July 1, 1914, amount covered by uncompleted contracts-----------_ 1, 572. 50 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement--------------------------- (1) (k) ilanokin River, 3Md.-Before improvements were commenced in 1891 the depth of water at the mouth of the river at the so-called mud flats was between 1 and 2 feet. These flats are about 2z miles wide and make navigation impossible except at high water, thereby rendering the upper part of the river, which has a very fair depth and width, almost useless for extensive shipping purposes. The river has its source in Somerset County, Md., is 224 miles long, and flows in a generally southwesterly direction and empties into Tangier Sound. The length of the section included in the project is 24 miles, and its lower end is 54 miles above the mouth of the river. The minimum usable depth from the mouth of the river to the ocean 1 See consolidated money statement on p. 397. RIVER AND HARBOR IMPROVEMENTS. 395 is 12 feet. There has been but one project for this river, which is the existing one. Present project.-To obtain a channel 6 feet deep and 100 feet wide from Locust Point to Sharps Point, at an estimated cost of $30,000, increased May 13, 1907, to $42,103.99. No estimate for maintenance. (River and harbor act of Sept. 19, 1890, H. Doc. No. 398, 62d Cong., 2d sess. (no maps), Annual Report of the Chief of Engineers for 1890, pp. 959-964.) No modification has been made in the existing project. Work under contract for maintenance was in progress during the year and resulted in practically restoring the channel to project dimensions. The creation and maintenance of a channel across the mud flats at the mouth of the river is a work of some difficulty and uncertainty under the methods 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 mainte- nance, and the channel has always deteriorated rapidly. The amount expended on the existing project to June 30, 1914, is $59,530.77, of which $26,742.72 was for maintenance and $2,000 additional was expended on the upper river, which is not included in the existing project. The total amount expended on all projects to the end of the fiscal year 1914 is $61,530.77. To June 30, 1914, the project has been completed and maintained in a fairly good condition. The maximum draft that could be carried June 30, 1914, over the shoalest part of the channel was 6 feet. The -average rise of tide is 2.6 feet. The length of the improved sections is about 2 miles. Princess Anne is the head of navigation, to which point the river is navigable in fact. The length of all navigable portions of the river is 16 miles. The commerce of the river is reported to be as follows: 1912, 39,704; 1913, 24,533 short tons, consisting of canned goods, coal, fertilizers, lumber and oysters, valued at $639,772. The improvement has made no appreciable difference in freight rates. Funds asked for will be applied to maintenance by dredging. July 1, 1913, balance unexpended_________--------------- $4, 994. 47 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ------------------------------------ 4, 962. 75 July 1, 1914, balance unexpended_______--__________________ 31. 72 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement (----------------- (1) Tyaskcin Creek, Md.-This stream is also known as Wetipquin Creek or River. It has its source in Wicomico County, Md., and flows in a generally westerly direction, emptying into the Nanticoke River after a length of about 5 miles. The particular section in- cluded in the project is about 3,500 feet long, and its lower end ex- tends into the Nanticoke River. The controlling depth in the creek was 8 feet, but on the bar at the mouth it was 3- feet. The minimum usable depth from the mouth of the creek to the ocean is 10 feet. 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 1See consolidated money statement on p. 397. 396 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. feet deep, with a width of 120 feet, at an estimated cost of $13,200. Under this project $10,158 was expended. Present project.-To provide a channel 9 feet deep and 120 feet wide from the 9-foot contour in the Nanticoke River to the wharf at Tyaskin with a suitable turning basin at the upper end at an estimated cost of $6,462.39. No estimate for maintenance. (River and harbor act of Mar. 2, 1907; H. Does. No. 109, 56th Cong., 1st sess.. and No. 682, 59th Cong., 1st sess., with maps; Annual Report of the Chief of Engineers for 1900, pp. 1681-1684.) No modifications have been made in the existing project. No field work was done during the fiscal year. Contract for maintenance is in force and operations will be conducted when this work is reached in order of others under the same contract. Expenditures during the fiscal year were for pay- ment of retained percentage under a former contract and proportion of office expenses. The amount expended on the existing project to June 30, 1914, is $15,053.84, of which $8,915.21 was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $25,211.84. The project has been completed and maintained in fairly good condition. The maximum draft that could be carried June 30, 1914, over the shoalest part of the improvement was 9 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 three-fourths mile from its mouth. The commerce 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; 1910, 11087; 1911, 4,344; 1912, 10,105; and for the year ending De- cember 31, 1913, 3,692 short tons, consisting of agricultural products, cans, canned goods, general merchandise, lumber, and oysters, valued at $133,466. The improvement has made no appreciable difference in freight rates. Funds asked for will be applied to maintenance by dredging. July 1, 1913, balance unexpended___________________________ $3, 471.72 June 30, 1914, amount expended during fiscal year, for maintenance of improvement----- ------------------------------------ 946. 62 July 1, 1914, balance unexpended------------------------------- 2, 525. 10 July 1, 1914, amount covered by uncompleted contracts_____________ 2, 035. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement---------------------- (1) CONSOLIDATED. July 1, 1913, balance unexpended------------------------------$65, 380. 46 June 30, 1914, amount expended during fiscal year: For works of improvement-__________ _________ $320. 06 For maintenance of improvement-_____________ 30, 718. 71 31, 038. 77 July 1, 1914, balance unexpended ---------------------------- 34, 341. 69 July 1, 1914, outstanding liabilities___________________________ 886. 14 July 1, 1914, balance available__ 33, 455. 55 1 See consolidated money statement on p. 397. RIVER AND HARBOR IMPROVEMENTS. 397 July 1, 1914, amount covered by uncompleted contracts ___________ $25, 642. 05 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-____ _______ ____ 135, 800.00 (See Appendix J 6.) 7. Corsica River, Md.-This stream (formerly called Corsica Creek) is a tributary of Chester River, which it joins about 8 miles above Queenstown. It rises in Queen Annes County, Md., is about 10 miles long, and has a generally westerly course. The minimum usable depth from the mouth of the river to the ocean is 14 feet. The improved section of the river is about 1 miles long and the distance of its lower end above the mouth of the river is about 42 miles. Formerly this river was available to commerce only to within about 11 miles of Centerville Landing. The original project was adopted August 2, 1882, and provided for a channel 100 feet wide and 8 feet deep from the mouth to the wharf at Centerville and a turning basin of the same depth, 200 feet by 300 feet, at the upper end. This channel was completed in 1889 at an expenditure of $30,000. No work had been done since that time up to the adoption of the present project. Present project.-To dredge a channel 8 feet deep and 100 feet wide from the 8-foot contour in Chester River to the wharf at Cen- terville, and a turning basin 200 feet by 300 feet at the upper end, at an estimated cost of $5,368. (River and harbor act of July 25, 1912; Annual Report of the Chief of Engineers for 1882, p. 842 (no map) ; H. Doc. No. 537, 61st Cong., 2d sess., with map.) Owing to in- sufficient allowance in estimate of material to be removed under sur- vey, the estimated cost of the project was increased to $10,168. Cost of maintenance, $400 per annum. No modification has been made in the existing project. No field work was done during the fiscal year. Expenditures were for payment of retained percentage on contract work during the preceding fiscal year and proportion of office ex- penses. The amount expended on the existing project to June 30, 1914, is $5,345.30, none of which was for maintenance. The total amount ex- pended on all projects to the end of the fiscal year 1914 is $35,345.30. The project has been completed except the turning basin and a por- tion of the channel at the upper end. The maximum draft that could be carried June 30, 1914, over the shoalest part of the river was minus 1 foot. The tide has a mean range of about 2 feet. The stream is navigable, in fact, to Centerville Landing, the head of navigation, which is 6 miles above the mouth of the river. The commerce of the river is reported to be as follows: 1912, 38,551; and for the year ending December 31, 1913, 50,746 short tons, consisting of bricks, canned goods, grain, fertilizers, and general merchandise, valued at $786,900. The effect of the project on freight rates can not be determined until its completion. The funds asked for will be applied to dredging for the completion of the project. 1 Exclusive of the balance unexpended July 1, 1914. 398 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended ...- - $1, 523. 58 June 30, 1914, amount expended during fiscal year, for works of improvement-------------------- 1, 500. 88 July 1, 1914, balance unexpended---__---- 22. 70 Amount (estimated) reqaired to be appropriated for completion of existing project------- ---------------------------------- 14, 800. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement ------------------------- 14, 800. 00 (See Appendix J 7.) 8. Tuckahoe River, Md.-This river (formerly called Tuckahoe Creek) rises in Queen Anne County, Md., flows in a generally south- erly direction, and empties into Choptank River, about 8 miles below Denton. It is about 25 miles in length. The minimum usable depth from the mouth of the river to the ocean is 13 feet. This stream is crooked and shoal above Waymans Wharf, with a maximum depth of about 4 feet. No work was done on this river prior to operations under the existing project. Presentproject.-To dredge a channel 8 feet deep and 50 feet wide from Waymans Wharf to Rolphs Landing and to remove a shoal be- low Waymans Wharf, at an estimated cost of $15,600, with $500 per annum for maintenance. (River and harbor act of July 25, 1912, HI. Doc. No. 1160, 60th Cong., 2d sess., map.) No modifications have been made in the existing project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or Senate. No. Congress. Session. Year. Page. Mouth to Rillsboro .............. ..... ......... ........................ 1880 736 Waymans Wharf to Hillsboro................ o .......................... 1885 908 Do.. .......................... ..................... ...... 1889 921 Mouth to Hillsboro...................... House.. 23 1160 Sixtieth...... Second............. 1No map. 2Contains map. 3 Basis of project adopted by Congress. Work under contract during the fiscal year resulted in completing the project. The amount expended on the existing, which is also the original, project to June 30, 1914, is $9,727.36, none of which was for maintenance. The average rise and fall of tide is 2.3 feet. The stream is navigable in fact to Hillsboro, the head of naviga- tion, which is 123 miles above the mouth of the river. The maximum draft that could be carried, June 30, 1914, over the shoalest part of the river was 8 feet. The commerce of the river is reported to be as follows: 1912, 6,546, and for the year ending December 31, 1913, 6,579 short tons, con- sisting of agricultural products, canned goods, fish and oysters, and general merchandise, valued at $457,053. The effect of the project 1Exclusive of the balance unexpended July 1, 19. 4. RIVER AND HARBOR IMPROVEMENTS. 399 on freight rates can not be determined so soon after its completion. No funds are asked for, as those now on hand are considered suffi- cient for the fiscal year 1916 for maintenance by dredging. July 1, 1913, balance unexpended ---------------------------- $15, 581. 47 June 30, 1914, amount expended during fiscal year, for works of im- provement _----- ------------ ------------------------- 9, 708. 83 July 1, 1914, balance unexpended--------------------------5, 872. 64 (See Appendix J 8.) 9. Tilghman Island Harbor, Md.--This harbor is located on the easterly side of Tilghman Island, which is situated between Chesa- peake Bay and Choptank River. It is about 60 miles southeast- wardly from Baltimore Harbor. The general dimensions of the har- bor are about 1,200 feet long by 600 feet wide. The controlling depth before operations by the United States was 6 feet. The minimum usable depth is 10 feet. The tidal range is 1.4 feet. There have been no projects for this harbor prior to the existing one. Present project.-To dredge an anchorage basin 10 feet deep, 300 feet wide, and 700 feet long to the northward of the steamboat wharf, at an estimated cost of $7,820. No estimate for maintenance. (River and harbor act of July 25, 1912; H. Doc. No. 400, 62d Cong., 2d sess., with map.) No modification has been made in the existing project. No work was done during the fiscal year. Funds expended were for propor- tion of office expenses. The amount expended on the existing, which is the original, project to June 30, 1914, is $29.73, none of which was for maintenance. The maximum draft that could be carried June 30, 1914, over the shoalest part of the harbor was 6.8 feet. The average rise and fall of the tide is 1.4 feet. The length of the improved sec- tion of this harbor is 700 feet. Avalon is the head of navigation, to which point the harbor is navigable in fact. The commerce of the harbor is reported to be as follows: 1912, 26,201; and for the year ending December 31, 1913, 25,185 short tons, consisting of agricultural products, canned goods, oysters, and general merchandise, valued at $988,434. The effect of the project on freight rates can not be determined until its completion. No funds asked for, as those on hand are considered sufficient. July 1, 1913, balance unexpended---------------------------$7, 807. 43 June 30, 1914, amount expended during fiscal year, for works of im- provement ----------------------------------------------- 17. 16 July 1, 1914, balance unexpended- --------------- ---- 7, 790. 27 (See Appendix J 9.) 10. Tred Avon River, AMd.-This stream, formerly called Tread- haven Creek, is a tributary of the Choptank River, which it joins about 10 miles from its mouth. It rises in Talbot County, Md., is about 10 miles long, and has a generally southerly course. The im- proved section of the river is about 3 miles long and the distance of its lower end above the mouth of the river is 7 miles. The minimum usable depth from the mouth of the river to the ocean is 18 feet. Before operations were begun in 1880 there was a depth of less than 7 feet to Easton Point. With \6,000 appropriated in 1880 and 1881, 400 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. a channel was dredged from Peach Blossom Creek to Easton Point 8 feet deep and 150 feet wide, with a turning basin at the latter point. Present project.-To restore the channel formerly dredged from Peach Blossom Creek to Easton Point to 8 feet deep and 150 feet wide, widening out at the upper end, at an estimated cost of $9,200, with no estimate for maintenance. (River and harbor act of July 25, 1912, H. Doc. No. 399, 62d Cong., 2d sess., contains map; Annual Report of the Chief of Engineers for 1880, p. 638, no map.) No modification has been made in the existing project. Dredging during the fiscal year under contract for completion, resulted in completing the project. The amount expended on the existing project to June 30, 1914, is $6,692.87, none of which was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914, is $12,692.87. The maximum draft that could be carried June 30, 1914, over the shoalest part of the locality under improvement was 8 feet.. The average rise and fall of tide is about 2 feet. The stream is navigable in fact for about one-half mile above Easton Point, which is 10 miles above the mouth of the river. The commerce of the river is reported to be as follows: 1912, 36,532; and for the year ending December 31, 1913, 28,884 short tons consisting of agricultural products, canned goods, coal, lumber, and general merchandise, valued at $1,140,880. The effect of the project on freight rates can not be determined so soon after its completion. No funds asked for, as those available are considered sufficient. July 1, 1913, balance unexpended $9, 037. 18 June 30, 1914, amount expended during fiscal year, for works of im- provement --- 6, 530 05 July 1, 1914, balance unexpended--- . -- --------------------- 2, 507. 13 (See Appendix J 10.) 11. Slaughter Creek, Md.-This stream is a tributary of the Little Choptank River, which it joins about 5 miles from the mouth. It rises in Dorchester County, Md., flows in a generally northerly direc- tion, and is about 8 miles long. The improved section of the creek is about one-third mile in length, its lower end extending about 900 feet into the Little Choptank River. The minimum usable depth from the mouth of the creek to the ocean is 7 feet. There have been no projects for this creek prior to the existing one. Present project.-To dredge a channel 7 feet deep and 100 feet wide, through the bar at the mouth at an estimated cost of $4,140, with no estimate for maintenance. (River and harbor act of July 25, 1912; H. Doc. No. 87, 62d Cong., 1st sess., no map; Annual Re- port of the Chief of Engineers for 1880, p. 739, no map.) No modification has been made in the existing project. No field work was done during the fiscal year, the project having been com- pleted. Expenditures were for payment of retained percentage on contract work during the preceding fiscal year, and for the propor- tion of office expenses. The amount expended on the existing, which is the original, project to June 30, 1914, was $4,109.79, none of which was for maintenance. The maximum draft that could be carried June 30, 1914, over the shoalest part of the improvement was 7 feet. The RIVER AND HARBOR IMPROVE MENTS. 401 average rise and fall of tide is about 1.5 feet. The stream is navi- gable in fact to Taylors Island Wharf, the head of navigation, which is 3 miles above the mouth of the creek. The commerce of the creek is reported to be as follows: 1912, 19,375, and for the year ending December 31, 1913, 16,612 short tons consisting of canned goods, fish, oysters, lumber, grain, and general merchandise, valued at $606,450. The project has not been completed long enough to determine its effect on freight rates. No funds asked for, as annual deterioration is not thought to be great enough to justify an estimate at this time. July 1, 1913, balance unexpended ______-__-- __________-___ -- June 30, 1914, amount expended during fiscal year, for works of im- $611. 26 provement --------- ----------------------------------- 581.05 July 1, 1914, balance unexpended--------------------------------30. 21 (See Appendix J 11.) 12. Nanticoke River, Del. and Md., and Northwest Fork of Nanti- coke River, Md.-The Nanticoke River is a tidal stream, its head- waters consisting of numerous branches rising mainly in the northern section of Sussex County, Del. The river flows in a southwesterly direction to Tangier Sound, Chesapeake Bay. The interests for the improvement of the river center at Seaford. It is about 50 miles in length, and flows in a generally southwesterly direction. The length of the particular section included in the project is about 2 miles, and its lower end is 34 miles above the mouth of the river. The minimum usable depth from the mouth of the river to the ocean is 30 feet. The river and harbor act of August 18, 1894, appropriated $5,000 for improving Broad Creek River, Del., 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 pre- vious appropriation for Nanticoke River in 1886 was, in accordance with the terms of the law, applied to Broad Creek River up to Laurel. Present project.-To provide a channel 9 feet deep and 100 feet wide from the 9-foot contour to the county bridge at Seaford, with a turning basin at the upper end, at an estimated cost of $15,860. No estimate for maintenance. (River and harbor acts of June 3, 1896, and June 25, 1910, H. Docs. No. 323, 53d Cong., 3d sess., with map, and No. 674, 61st Cong., 2d. sess., no map; Annual Report of the Chief of Engineers for 1895, pp. 1165-1167.) No modification has been made in the existing project. Also to create a channel 6 feet deep and 60 feet wide in the Northwest Fork from Upper Browns Wharf to within about one-half mile of the south boundary of the town of Federalsburg, with a turning basin at the upper end, at an estimated cost in round numbers of $44,200, with annual maintenance of $2,000. (River and harbor act of June 25, 1910, H. Doc., No. 869, 60th Cong., 1st sess., no map.) No work was done during the fiscal year. Expenditures were for payment of retained percentage on 60993°-ENG 1914-----26 402 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. contract work during the preceding year and for proportion of office expenses. Contract for maintenance is in force and operations will be conducted when this work is reached in order of others under the same contract. The amount expended on the existing project to June 30, 191A, is $65,931.67, of which $22,116.36 was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914, is $70,931.67. These figures include both the Nanticoke River proper and the Northwest Fork. To June 30, 1914, the project has been completed and maintained in good condition. The maximum draft that could be carried June 30, 1914, over the shoalest part of the channel was 9 feet (Nanticoke River proper). The mean range of tide is about 3.4 feet. The length of improved sections of the river is about 2 miles. Seaford, the head of naviga- tion, is 36 miles from the mouth. The commerce of the river is reported to be as follows: 1904, 120,229; 1905, 121,769; 1906, 119,348; 1907, 121,733; 1909, 135.241; 1910, 136,569; 1911, 148,006; 1912, 168,488; and for the year ending December 31, 1913, 167,107 short tons, consisting of agricultural products, canned goods, coal, fertilizers, general merchandise, lumber, and oysters, valued at $8,548,708. The improvement has made no appreciable difference in water rates; railroad rates have been reduced. No funds asked for, as those available are considered sufficient for maintenance. Northwest Fork of Nanticoke River (Marshyhope Creek) is about 30 miles in length. It rises in Kent County, Del., and flows past Federalsburg, Md. (the head of tidewater), in a general southerly direction, through Dorchester County, Md., to its junction with Nanticoke River opposite Riverton. From its mouth to upper Browns Wharf, the head of steamboat navigation, 51 miles below Federalsburg, the minimum depth of water was 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 contained numerous shoals of gravel, sand, and mud. The length of the section included in the project is 54 miles, and the distance of its lower end from the mouth of the river is 111 miles. The minimum usable depth from the mouth of the river to the ocean is 10 feet. No modification has been made in the existing project, which has been stated above. This should be a separate project from that for the Nanticoke River. The project is completed. No work was done during the, fiscal 'year. Expenditures were for payment of retained percentage on contract work during the preceding year and for proportion of office expenses. Contract for maintenance is in force, and operations will be conducted when this work is reached in order of others under the same contract. The amount expended to June 30, 1914, is $46,521.30, of which $11,085.20 was for maintenance; all of which are included in the amounts stated for Nanticoke River. The maximum draft that could be carried June 30, 1914, over the shoalest part of the locality under improvement was 6 feet. The mean range of tide is 2.6 feet. The length of the improved section is about 5j miles. The head of navigation is within one-half mile of Federalsburg. The navigable portion of the stream is 16 miles in length. RIVER AND HARBOR IMPROVEMENTS. 403 The commerce of the river is reported to be as follows: 1912, 10,970. and for the year ending December 31, 1913, 7,822 short tons. consisting of canned goods, cordwood, general merchandise, lumber, etc., valued at $164,169. It is impracticable to determine the effect of the improvement on freight rates. No funds asked for, as those available are considered sufficient for maintenance. NANTICOKE RIVER. July 1, 1913, balance unexpended -------------------- $2, 234. 79 June 30, 1914, amount expended during fiscal year for maintenance of improvement --------------- 428. 60 July 1, 1914, balance unexpended----------------------------- 1, 806. 19 July 1, 1914, amount covered by uncompleted contracts------------1, 387. 50 NORTHWEST FORK OF NANTICOKE RIVER. July 1, 1913, balance unexpended----------------------------$2, 179. 02 June 30, 1914, amount expended during fiscal year for maintenance of improvement------------------- ----- 356. 88 July 1, 1914, balance unexpended --------------------------- 1, 822. 14 July 1, 1914, amount covered by uncompleted contracts ------------ 1, 387. 50 CONSOLIDATED. July 1, 1913, balance unexpended------- -------------- ------ 4, 413. 81 June 30, 1914, amount expended during fiscal year, for maintenance of improvement---------- --------------------------- 785. 48 July 1, 1914, balance unexpended--------------------------- -- 3, 628. 33 July 1, 1914, amount covered by uncompleted contracts------------2, 775. 00 (See Appendix J 12.) 13. Broad Creek River, Del.-This is a tributary of the Nanticoke River, and in 1881 the controlling depth was 1 feet. It rises near the Great Cypress Swamps in the southern part of Sussex County, Del.; its length is about 18 miles; its general direction of flow is westerly, and it empties into the Nanticoke River about 6 miles below Seaford, Del. The length of the particular section included in the project is 4 miles, and its lower end is about 3 miles above the mouth of the river. The minimum usable depth from the mouth of the river to the ocean is 10 feet. In 1889 a channel 6 feet deep at mean low water and 50 feet wide had been dredged under project dated June 14, 1880, from Bethel to Laurel, at a cost of $35,000. The project of July 13, 1892, was 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. This project was completed and maintained to June 30, 1912, at a cost of $22,462.57, of which $7,462.57 was for mainte- nance. The amount expended on original and modified projects prior to operations under the existing project was $57,462.57. Present project.--To provide a channel 8 feet deep and 70 feet wide from Portsville Landing to Laurel, to straighten and widen several sharp bends in the river, and to widen the channel below the railroad bridge so as to provide a suitable turning basin, at an esti- 404 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. mated cost of $14,520, and $1,500 annually for maintenance. (River and harbor act of July 25, 1912, H. Doc. No. 601, 61st Cong., 2d sess., no map.) No modification has been made in the existing project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. Senate.or No. Congress. Session. Year. Page. Bethel to Laurel........................ ........ ........ .................... 11880 40 Do ...................................... .... ..... ............. ......... 21891 1209 Mouth of river to Laurel............. . House... 601 Sixty-first.... Second ..... ....... 1 No map. 2 Contains map. 3Basis of project adopted by Congress. No work was done during the fiscal year, and expenditures were for payment of retained percentage on contract work during the preceding year, and for proportion of office expenses. Contract for maintenance is in force, and operations will be conducted when this work is reached in order of others under the same contract. The amount expended on existing project to June 30, 1914, is $14,549.26, of which $29.26 was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914, is $72,- 011.83. The appropriation of August 18, 1894, of $5,000 was ap- Splied to removing bar on Nanticoke River under the terms of the appropriation. The project has been completed. The maximum draft that could be carried June 30, 1914, over the shoalest part of the channel was 8 feet. The mean range of tide is 3 feet. The length of the improved portion of the river is 4 miles. Laurel, the head of navigation, is 7 miles from the mouth of the river. The commerce of the river is reported to be as follows: 1909, 28,480; 1911, 31,202; 1912, 25,498, and for the year ending December 31, 1913, 33,686 short tons consisting of berry crates, fertilizers, gum logs, and lumber, valued at $665,992. The improvement is reported to have made a reduction in railroad rates, but not in water rates. No funds asked for, as those available are considered sufficient. July 1, 1913, balance unexpended --------------------------- $3, 407. 20 June 30, 1914, amount expended during fiscal year, for works of im- provement ------------------------ ----------- --- 1, 399. 03 July 1, 1914, balance unexpended------------------------------- 2, 008. 17 July 1, 1914, amount covered by uncompleted contracts----------- 1,572. 50 (See Appendix J 13.) 14. Twitch Cove and Big Thoroughfare River, Md.-This is a tidal stream extending from Chesapeake Bay on the western to Tangier Sound on the eastern side of Smiths Island, Md. It flows through the center of the island in a generally northwesterly and southeasterly direction, the trend of the current varying with the RIVER AND HARBOR IMPROVEMENTS. 405 rise and fall of the tide. It is about 4 miles in length. The improved sections will be about 1 mile in length. The controlling depth in the stream is about 22 feet at high tide. The minimum usable depth from the mouth of the river to the ocean is 4 feet. There have been no projects for this river prior to the existing one. Present project.-To provide a channel 4 feet deep and 25 feet wide from Tangier Sound into Big Thoroughfare River, and one of the same dimensions around the point between said river and Tylers River at an estimated cost of $2,900, with $100 annually for mainte- nance. (River and harbor act of July 25, 1912; H. Doc. No. 285, 62d Cong., 2d sess., with map.) No modification has been made in the existing project. No work was done during the fiscal year. Expenditures were for payment of retained percentage on contract work during the preceding year, and for proportion of office expenses. The amount expended on the existing, which is the original, project to June 30, 1914, is $2,871.83, none of which was for maintenance. The project has been com- pleted. The maximum draft that could be carried June 30, 1914, over the shoalest part of the improvement was 4 feet. The average rise and fall of tide is 1.7 feet. The stream is navigable, in fact, from Tangier Sound to Chesapeake Bay, a distance of about 4 miles. The commerce of the river is reported to be as follows: 1912, 2,959, and for the year ending December 31, 1913, 3,309 short tons, consist- ing of crabs, fish, and oysters, and general merchandise, valued at $127,178. The improvement has had no effect on freight rates. No funds are asked for, as the project is completed, and no mainte- nance is considered necessary at this time. July 1, 1913, balance unexpended----------------------------------$451. 94 June 30, 1914, amount expended during fiscal year, for works of im- provement----------------------------------------------------- 423.77 July 1, 1914, balance unexpended------------------ 28. 17 July 1, 1914, outstanding liabilities-- - 7. 17 July 1, 1914, balance available------ --- 21.00 (See Appendix J 14.) 15. Crisfield Harbor, Md.-This harbor is situated at Somers Cove, Little Annemessex River, which at this point is an estuary of Tan- gier Sound, on the east side of Chesapeake Bay. It is about 116 miles southeast of Baltimore Harbor and about 95 miles north by east from Norfolk Harbor, and is about one-quarter mile square. The length of the portion of the channel included in the project is about 2 miles. Its lower end is about 1 mile above the mouth of the river. The minimum usable depth is 12 feet in the harbor proper and 10 feet in the anchorage basin. The rise and fall of the tide is 2.6 feet. Originally the harbor had a controlling depth of 81 feet 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 from above the railroad wharf to a point known as the second angle, opposite Somers Cove Light, and from that point to deep water be- low, 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 12 406 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. feet deep, at an estimated cost of $37,317.50. The work was com- pleted in May, 1876, with an expenditure of that amount. Present project.-To secure a channel 12 feet deep and 425 feet wide from the 12-foot contour in Tangier Sound to opposite Somers Cove Light, thence with a width of 266 feet to " above the railroad wharf," and to provide an anchorage basin, with a depth of 10 feet and width of 250 feet, at an estimated cost of $37,706.62; estimated maintenance, $800. (River and harbor act of Mar. 2, 1907, H. Doc. No. 783, 59th Cong., 1st sess., with map; Annual Report of the Chief of Engineers, 1895, Pt. II, p. 105.) The estimated cost of the proj- ect was increased April 17, 1909, to $47,762, and again on February 10, 1911, to $51,942. No modification has been made in the existing project. Operations during the year were under contract and re- sulted in completing the project and in restoring a previously dredged area on the west side of the anchorage basin. To June 30, 1914, $52,750.52 has been expended on the existing project, $2,327.98 of which was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $90,068.02. To June 30, 1914, the project has been completed. The maximum draft that could be carried, June 30, 1914, over the shoalest part of the improvement was 12 feet in the channel. 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 naviga- tion, about 3 miles above the mouth of the river. The commerce of the harbor is reported to be as follows: 1906, 30,265; 1907, 30,738; 1908, 102,982; 1909, 104,027; 1910, 105,064; 1911, 239,027; 1912, 106,475; and for the year ending December 31, 1913, 300,194 short tons, consisting of agricultural products, canned goods, coal, fish, crabs, general merchandise, lumber, and oysters, valued at $12,921,288. No funds asked for as none are considered necessary at this time. The improvement has made no known difference in freight rates. July 1, 1913, balance unexpended ------------- $5. 000. 00 June 30, 1914, amount expended during fiscal year: For works of improvement-- _____--- _____________ $2, 660. 54 For maintenance of improvement______________ ____ 2, 327. 98 4, 988. 52 July 1, 1914, balance unexpended ---------------------------------- 11. 48 (See Appendix J 15.) 16. Lower thoroughfare, at or near Venona, Deal Island, Md.- This is a tidal waterway between Deal Island and Little Deal Island, Md., extending from Tangier Sound, with varying widths of one- eighth to one-half mile and about 1I miles long. It is about 20 miles north of Crisfield Harbor, Md. Before work was undertaken by the Government in 1881 the controlling depth was 2z feet. The minimum usable depth is 6 feet. The original project adopted March 3, 1881, provided for a channel 7 feet deep and 100 feet wide from Tangier Sound to the wharves of Daniel and Vetra & Son, with a turning basin at the upper end, at an estimated cost of $10,000. There was appropriated March 3, 1881, and expended on this project $5,000. Present project.-To provide a channel 6 feet deep and 80 feet wide from Tangier Sound to the wharves at Wenona, Deal Island, with widening at the angles and end so as to furnish anchorage basins, RIVER AND HARBOR IMPROVEMENTS. 407 at an estimated cost of $5,300. Estimated annual maintenance, $200. (River and harbor act of June 25, 1910, H. Doc. No. 76, 60th Cong., 1st sess., no maps; Annual Report of the Chief of Engineers for 1881, pp. 882-884.) No modification has been made in the existing project. On account of shoaling that had taken place since the survey and estimate of cost was made, and for the reason that the unit price of dredging exceeded that in the original estimate, the estimated cost of the project was increased February 16, 1911, to $7,200. No field work was done during the year, and expenditures were for payment of retained percentage on contract work during the preceding year and for proportion of office expenses. The amount expended on the existing project to June 30, 1914, is $7,289.43, of which $89.43 was for maintenance. The total amount ex- pended on all projects to the end of the fiscal year 1914 is $12,289.43. The project has been completed. The maximum draft that could be carried June 30, 1914, over the shoalest part of the locality under improvement is 6 feet. The mean range of tide is 2.2 feet. The length of the improved section of the work is about one-half mile. The head of navigation is about cne-half mile above Wenona, which is about 3,000 feet from Tangier Sound. The commerce of the improvement is reported to be as follows: 1912, 14,782, and for the year ending December 31, 1913, 15,208 short tons, consisting of crabs (hard and soft), oysters, cordwood, and general merchandise, valued at $270,957. As this improvement has just been completed, the effect of the project on freight rates can nct be determined. No funds asked for, as no maintenance is considered necessary at this time. July 1, 1913, balance unexpended------------------------------ $172. 37 June 30, 1914, amount expended during fiscal year, for works of im- provement ------------------------------------------- ---- 161. 80 July 1, 1914, balance unexpended------------ ------------------- 10. 57 (See Appendix J 16.) 17. Broad Creek,, iMd.-This is a tidal waterway flowing through a low, marshy region, the level of which is only slightly above high water. It connects Pocomoke Sound and Little Annemessex River, Md. It flows in a generally northerly and southerly direction, the course of the current depending on the rise and fall of the tide. It is about 2, miles in length, and the improved section will be about 2 miles long. The minimum usable depth from the mouth of the creek to the ocean is 7 feet. There have been no projects for this creek prior to the existing one. The controlling depth is about 1 feet. Present project.-To provide a channel 6 feet deep and 100 feet wide in the straight reaches and 130 feet wide at the bends from the 6-foot contour in Broad Creek to the 6-foot contour in Little Anne- messex River, at an estimated cost of $57,200. Estimated annual maintenance, $200. (River and harbor act of July 25, 1912, H. Doc. No. 269, 62d Cong., 2d sess., contains map: Annual Report of the Chief of Engineers for 1891, p. 1221, no map.) The law requires that no portion of the appropriation shall be expended until the necessary right of way has been deeded and per- 408 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. mission granted for the deposit of dredged material on the marsh at a sufficient distance to prevent its return to the creek, both free of cost to the United States. These requirements have been complied with, and the work will be advertised early in the coming year. No modification has been made in the existing project. No dredg- ing work was done during the fiscal year, and no expenditures made. The amount expended on the existing, which is the original, project to June 30, 1914, is $32.96. The maximum draft that could be car- ried June 30, 1914, over the shoalest part of the creek was 1 feet. The average rise and fall of tide is about 1.9 feet. The stream is navigable in fact for its entire length, a distance of 2 miles. The commerce of the improvement for the year ending December 31, 1913, is 56,632 short tons, consisting of berries, crabs (hard and soft), clams, fish, and oysters, valued at $1,136,800. The effect of the project on freight rates can not be determined until its completion. No funds asked for, as those available are con- sidered sufficient to complete the project by dredging. July 1, 1913, balance unexpended---------------------- $57, 167. 04 July 1, 1914, balance unexpended------------ --------- 57, 167. 04 July 1, 1914, outstanding liabilities___------------------- ---- 7. 00 July 1, 1914, balance available ----------------------------------- 57, 160. 04 (See Appendix J 17.) 18. Removing sunken vessels or craft obstructing or endangering navigation.-Duringthe past fiscal year the following wrecks were removed: Steamer Alum Chine, railroad cars, etc., off Hawkins Point, in Patapsco River, Md., at a cost of $19,812.28, $17,883.54 of which was expended during the fiscal year; steamship Julia Lucken- bach, from Chesapeake Bay, Md., at a cost of $13,198, $13,156.05 of which was expended during the fiscal year; tug Olive Branch, from Pocomoke River, Md., at a cost of $880, $845.37 of which was ex- pended during the fiscal year. The total amount expended was $32,196.98, of which $235 was on account of the schooner Wm. S. Miles, removed during the previous fiscal year, and $77.02 on account of pungy Ella Y. Daniel, from Tangier Sound, Md., on which work was completed June 24, 1914, leaving outstanding liabilities at the end of the fiscal year amounting to $322.98. Award was made June 22, 1914, for removal of wrecked schooner Stella I. Lewis, from Bodkin Creek, Md., but actual work was not commenced or expendi- tures made at the end of the fiscal year. (See Appendix J 18.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations and surveys required by the river and harbor acts approved July 25, 1912, and March 4, 1913, 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 Herring Bay and Roclc- hole Creek, Fairhaven,Md.-Reports dated December 18, 1912, and RIVER AND HARBOR IMPROVEMENTS. 409 May 6, 1913, with map, are printed in House Document No. 161, Sixty-third Congress, first session. A plan of improvement at an estimated cost of $12,280, with $500 annually for maintenance sub- ject to certain specified local cooperation, is presented. 2. Preliminary examination of Fox Creek, Dorchester County, Md.-Report dated May 31, 1913, with map, is printed in House Document No. 177, Sixty-third Congress, first session. The improve- ment of this creek by the United States in the manner proposed is not deemed advisable at the present time. 3. Preliminaryexamination of Hunting Field Creek, Md.-Report dated May 31, 1913, with map, is printed in House Document No. 182, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 4. Preliminary examination of Rockhall Harbor, Md., with a view to extending navigation beyond its present head.-Report dated May 31, 1913, with map, is printed in House Document No. 207, Sixty- third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 5.Preliminary examination and survey of Southeast River, Md.- Reports dated March 1 and July 18, 1913, with map, are printed in House Document No. 231, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 6. Preliminary examination with plan and estimate of cost of improvement of Tilghman Island Harbor, Md., wzith a view to a modification of the existing project.-Reports dated January 3 and January 30, 1914, with map, are printed in House Document No. 796, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $7,790 is presented. 7. Preliminary examination of mouth of Fishing Creek, Anne Arundel County, Md.-Report dated February 20, 1914, is printed in House Document No. 897, Sixty-third Congress, third session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 8. Preliminary examination and survey of Chester River, Md., from Crumpton to Millington.-Reports dated January 23, 1913, and January 3, 1914, with map, are printed in House Document No. 797, Sixty-third Congress, second session. Plans of improvement are presented as follows: For restoring the project channel dimen- sions below Jones Landing at an estimated cost of $4,300, and for extending the channel 6 feet deep at mean low water and 60 feet wide from Jones Landing upstream for a distance of about 2,'00 feet, with a suitable turning basin, at an estimated cost of $7,700, with $1,700 annually for maintenance, subject to certain specified local cooperation, or a total estimated cost of $12,000. 9. Preliminary examination and survey of Ferry 'Cove, Md.-Re- ports dated October 1, 1913, and July 9, 1914, with map, are printed in House Document No. 1142, Sixty-third Congress, second session. A plan of improvement, at an estimated cost of $4,950, with $250 an- nually for maintenance, is submitted. The local officer was also charged with the duty of making other preliminary examinations and surveys required by the river and har- 410 REPORT OF THE CHIEF OF E1NGINEERS, U. S. ARMY. bor acts approved July 25, 1912, and March 4, 1913, as follows, and reports thereon will be duly submitted when received. 1. Nassawadox Creek, Va., with a view to the removal of the bar at its mouth so as to connect with the bay and provide a suitable chan- nel. 2. Big Annemessex River, Md., with a view to providing a suitable channel from Clear Creek Point to Muddy Creek Point. 3. Black Walnut Harbor, Mid. 4. Kent Island Narrows, Md. 5. Wicomico River, Md. 6. Harbor at Saxis, Va. IMPROVEMENT OF RIVERS AND HARBORS IN THE WASHINGTON, D. C., DISTRICT. This district was in the charge of Col. W. C. Langfitt Corps of Engineers, United States Army, to January 5, 1914; in charge of Lieut. Col. H. C. Newcomer, Corps of Engineers, United States Army, from that date to March 12, 1914, and in charge of Maj. C. W. Kutz, Corps of Engineers, United States Army, from that date to the end of the fiscal year. The officer in charge had under his immediate orders Capt. Jarvis J. Bain, Corps of Engineers, from the beginning of the fiscal year until November 30, 1913, and Capt. Lewis H. Watkins, Corps of Engineers, from December 8, 1913, to the close of the fiscal year. Division engineer, Col. W. M. Black, Corps of Engineers. 1. Potomac River at Washington, D. C.-The Potomac River rises in West Virginia, in the Allegheny Mountains, and, flowing in a southeasterly direction 410 miles, empties into Chesapeake Bay. The portion included in this project extends from the Aqueduct Bridge downstream 5 miles to Giesboro Point, D. C., which is 108 miles from the mouth of the river. A draft of 23 feet can be brought to this section from the Atlantic Ocean via the Chesapeake Bay and Potomac River. Before improvement, the channel was obstructed by two bars, the lower bar near Giesboro Point on which the minimum depth at mean low water was 14 feet, and the upper bar extending upstream 1 mile from the Highway Bridge, in what is known as Virginia Channel, on which the minimum depth at mean low water was 8 feet. The minimum depth at mean low water in the Washington channel was 10 feet. Georgetown Harbor was obstructed by several dan- gerous rocks. The flats, which extended to the edge of the Virginia Channel, were largely bare at low water and were an active agent in spreading malarial and other diseases. 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 15 feet deep and 200 feet wide through the Georgetown and Washington Channels, and for the removal of the most dangerous rocks obstructing naviga- tion in the harbor of Georgetown to a depth of 20 feet. RIVER AND HARBOR IMPROVEMENTS. 411 The existing project for the improvement, estimated to cost $2,500,000, was adopted August 2, 1882, and is contained in Senate Executive Document No. 126, Forty-seventh Congress, first session, which contains maps, and also in the Annual Report of the Chief of En ineers for 1882, page 980. The project 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 establishlnment of harbor lines. To effect these. the project provided " that the channel depths * * * should be sufficient to accommo- date 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 condition was at that time limited to 20 feet at low tide, whereas the ruling depth in the Potomac River below Washington has now been increased by dredging to 24 feet at low tide), that the flats be reclaimed 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 1 80), and for a tidal reservoir to be provided 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 BI;rilge 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. The esti- mated cost was increased in 1883 to $2,716,365, and in 1897 was in- creased to $2,953,020, to provide for shrinkage and settlement of material in fills. The existing project provides for dredging the Virginia Channel 20 feet deep and of sufficient width to afford a low-water cross-sec- tional area of 25,000 square feet; for dredging the Washington Chan- nel 20 feet deep, for the reclamation of the flats to 3 feet above the freshet elevation of 1877 by depositing the dredged material thereon; for the construction of a tidal reservoir to periodically flush the Washington Channel; for the establishment of harbor lines; and for the construction of a training dike in the Virginia Channel, at an estimated cost of $2,953,020. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Georgetown to Giesboro Point, including Senate.. 1126 Forty-seventh First.............. Washington Channel. Do ... . ............................................. . ..... 12 1883 776 Borings on site of sluice gates ........................ ....... ........ 11886 885 Upper bar ............................... ...... . ................ . . 1 1894 934 Do............................... ....... 11897 1316 i- ontains maps. 2 of project adopted by Congress. I Contains maps. 2 Basis of project adopted by Congress. 412 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Maps of the locality may be found in each Annual Report of the Chief of Engineers between the years 1880 and 1906, with the excep- tion of those for 1882, and 1893, and in the Annual Report of the Chief of Engineers for 1909. The work of the fiscal year consisted in repairing the inlet and outlet gates of the tidal reservoir; in maintaining, repairing, and caring for the Government property and plant connected with this improvement. The work was done by hired labor, and the total expenditure incidental thereto, amounting to $7,126.24, was applied to maintenance. The amount expended on the existing project to June 30, 1914, was $3,046,693.02, of which $590,625.88 has been applied to maintenance since March 3, 1899. The following sums have been obtained from other sources than appropriations: Recovered as a judgment against a failing contractor, $235.71; from sale of blue prints, $4.77, and from sale of condemned property, $494.84; total, $735.32. The total amount expended on the existing and previous projects to June 30, 1914, was $3,337,901.63, and this expenditure resulted in obtaining the following channels by dredging: Virginia Channel, 4 miles long, about 500 feet wide and 20 feet deep; Washington Chan- nel, 24 miles long, having a 400-foot width to a depth of 24 to 26 feet and a 350-foot width to a depth of 18 to 20 feet; in dredging the tidal reservoir to a depth of 8 feet over its entire area (111 acres) ; in fully reclaiming Potomac Park with the dredged material; in completing the inlet and outlet gates for the tidal basin; in constructing 36,975 linear feet of sea wall around the reclaimed area and rebuilding 26,239 linear feet therof; in building 7,207 linear feet of training dike to the height of 6 feet above mean low water and restoring this height, where settlement had occurred (the total amount of stone used in the construction and maintenance of the training dike is about 42,757.7 cubic yards); and in removing dangerous rocks from the Georgetown Harbor. The above-mentioned channels have been redredged from time to time for maintenance, thereby removing freshet accretion. The total amount of material dredged from these channels and deposited on the flats is about 15,712,870 cubic yards, paid for under the various contracts, and about 3,383,235 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 922,200 cubic yards. The area of land reclaimed by these operations is 628 acres (includ- ing 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 work of the project is now completed, and the benefits to navi- gation and general health of the community derived from the im- provement have been most marked. Larger and deeper draft vessels are now engaged in trade, and it is understood that freight rates have been materially reduced from those formerly charged. The maxi- mum draft that could be carried June 30, 1914, at mean low water over the shoalest part of the Washington Channel was 24 feet and of the Virginia Channel 15 feet. The mean range of tide is about RIVER AND HARBOR IMVIPROVEMENTS. 413 3 feet. The Potomac River is navigable to the foot of Little Falls, 32 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, in the order of their relative values, are general merchandise, coal, lumber, oil (gas and refined), fish, gasoline, sand and gravel, oysters and clams, crabs and crab meat, shucked oysters, and paving blocks. The receipts and shipments during 1913 amounted to 823,038 short tons, and were estimated to be worth $12,141,079. The funds asked for the fiscal year 1916 will be used for mainte- nance of channels, sea walls, inlet and outlet gates of tidal reservoir, and other work incidental to the maintenance of improvement. July 1, 1913, balance unexpended--- ------------ Received from sales during the fiscal year ----------------------- ___ $88, 103. 17 65. 37 88, 168. 54 June 30, 1914, amount expended during fiscal year, for maintenance of improvement-----------------------7, 1.26. 24 __ July 1, 1914, balance unexpended_---------------- 81, 042. 30 July 1, 1914, outstanding liabilities----------------------------- 370. 40 July 1, 1914, balance available __--80, 671. 90 8------------------- Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914--- - ------------------ _-__ 10, 000. 00 Amount available for fiscal year ending June 30, 1915-------------90, 671. 90 July 1, 1914, amount covered by uncompleted contracts 000. 00 6------------5, Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement------------------- 20, 000.00 (See Appendix K 1.) t. Anacostia River, D. C.-The Anacostia River, about 20 miles in length, rises in Maryland, flows in a southwesterly direction, and empties into the Potomac at Washington, D. C. The section under improvement is about 2 miles long, extending from Anacostia Bridge, near the navy yard, to the Potomac River. Before improvement this section was from one-half to 1 mile wide; the channel was narrow, tortuous, and had the ruling depth of about 18 feet; between the nar- row channel and the shore there were extensive flats with depths of 1 to 4 feet, which were covered in summer with aquatic grasses and plants. Sewage was discharged into the river and collected in the aquatic plants on the flats, which caused offensive and unhealthy conditions. The section covered by the existing project is from Anacostia Bridge to the mouth. A draft of 23 feet can be brought to the mouth of the river from the Atlantic Ocean via the Chesapeake Bay and Potomac River. An allotment of $20,000 for work in the Anacostia was made from the appropriation of September 19, 1890, for improving Potomac 1 Exclusive of amount available for fiscal year 1915. 414 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 existing project for this stream was adopted June 13, 1902, in accordance with plan printed in House Document No. 87, Fifty-fifth Congress, third session, which contains maps, and in the Annual Re- port of the Chief of Engineers for 1899, page 1443. It 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. No modification has been made of the existing project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional Documents. of Chief of Engineers. Section covered. Senate.or No. Congress. Session. Year. Page. District of Columbia and Maryland, Bla- 892 1064 densburg to mouth. "....... ................ 1892 1068 Below Navy Yard Bridge............... . ....... ......... ......... 1899 1443 Do......... ...... .......... .. House... 2 30 Fifty-second.. First.............. District of Columbia and Maryland, Bla- ..- do.... 23 87 Fifty-fifth..... Third.... ...... densburg to mouth. 1 No maps. 2 Contains maps. 8 Basis of project adopted by Congress. A report relative to the title to Anacostia Flats is printed in House Document No. 194, Fifty-ninth Congress, first session; Senate Docu- ment No. 462, Sixty-first Congress, second session; and Senate Docu- ment No. 19, Sixty-second Congress, first session. Maps of the locality will be found in the Annual Reports of the Chief of Engineers for 1903, 1904, 1905, 1906, 1909, and 1912. The work of improvement during the fiscal year consisted in dredg- ing, sea-wall work, and embankment work. The work of mainte- nance during the fiscal year consisted in rebuilding sea wall, restor- ing sea-wall foundations, embankment work, and making repairs to floating plant and Government property. The total expenditure was $50,364.41, of which $13,986.24 was for maintenance work. The work was done partly by contract and partly by hired labor using Gov- ernment plant. The amount expended on the existing project to June 30, 1914, was $733,308.06 (including $2,000 for survey on which existing project was based), of which $90,354.56 was applied to maintenance. As a result of this expenditure, a channel 1.8 miles long has been dredged RIVER AND HARBOR IMPROVEMENTS. 415 to the full projected dimensions from the mouth to the upper limits of the navy yard, and some dredging has been done between the chan- nel limits and the bulkhead lines. The amount of material excavated under various contracts, 6,214,102.8 cubic yards, and the amount dredged by private parties working under permits from but without cost to the Government, about 111,051 cubic yards, were deposited !on the portions of the flats assigned for reclamation. In addition about 373,347 cubic yards of material have been dredged by other depart- ments of the Government or private parties and deposited at other locations. Riprap foundations for masonry sea wall along the left bulkhead line have been completed the entire distance, 13,119 feet, from Giesboro Point to Anacostia Bridge. These foundations now contain 14,368.7 cubic yards of cobblestones and 89,464.3 cubic yards of riprip; 10,185 linear feet of sea wall have been constructed, of which 1,200 linear feet were torn down and rebuilt; 791 piles of the old dismantled wharf opposite the navy yard have been removed; and 340 acres of flats have been reclaimed or partially reclaimed by the deposit of excavated material. Harbor lines from the mouth of the river to Massachusetts Avenue were established in June, 1904. The total amount expended on the existing and previous projects to June 30, 1914, was $751,845. The entire project is now about 80 per cent completed. The improvement already made has been of great benefit to naviga- tion and has resulted in the diversion of considerable traffic from the Washington Channel, where conditions were rapidly becoming con- gested. Health conditions in the portion of the city bordering on the Ana- costia River are greatly improved. The maximum draft that could be carried, on June 30, 1914, over the shoalest part of the locality under improvement was 21 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, 24, and 8* miles above its mouth. The principal articles of commerce, in the order of their relative values, are naval ordnance and supplies, powder-making supplies and apparatus, oil, miscellaneous, coal, lumber, gravel and sand, brick, general merchandise, brick clay, and asphalt. The receipts and shipments during 1913 amounted to 358,919 short tons, and were estimated to be worth $21,684,063. It is not known that any reduction in freight rates has resulted from the work done. The district officer in his report invites attention to the fact that the funds asked for the fiscal year 1916, in addition to those heretor fore appropriated, will be sufficient to complete the project so far as channel depths are concerned, but that additional funds will be needed if the flats are to be reclaimed to the elevation specified in the project originally presented to. Congress, House Document No. 87, Fifty-fifth Congress, third session. In adopting the project Congress inserted a clause "with a view to the interests of commerce and navigation," which is apparently restrictive in character. The flats are not now needed for commercial purposes, but for sanitary reasons they should not be left in the present unfinished .416 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. condition. The district officer suggests that pending the development of a commercial need for this area it be converted into a public park, as was ,done with the area reclaimed during the improvement of the Potomac River. The Chief of Engineers concurs in this recommen- dation. The funds asked for the fiscal year 1916 will be used in continuing the reclamation of the flats to an average elevation of 7 feet above mean low water. July 1, 1913, balance unexpended-_ _ _--- $163, 019.41 June 30, 1914, amount expended during fiscal year: For works of improvement____________________ $36, 378. 17 For maintenance of improvement ---------------- 13, 986. 24 50, 364. 41 July 1, 1914, balance unexpended------------------------------112, 655.00 July 1, 1914, outstanding liabilities----------------------------- 3, 671. 89 July 1, 1914, balance available--------------- -------------- 108, 983. 11 July 1, 1914, amount covered by uncompleted contracts ---------- 36, 532. 48 Amount (estimated) required to be appropriated for completion of existing project_____________________________ _ 1465, 260. 75 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement .--- ____________________ 1 75, 000. 00 (See Appendix K 2.) 3. Potomac River at Alexandria, Va.-The Potomac River in front of Alexandria, Va., has a deep-water channel about one-half mile wide and is built up solidly with wharves for a length of nearly a mile. The city of Alexandria is situated on the right bank of the Potomac about 5 miles below Washington, 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 estab- lished as a port prior to that. It is stated by those familiar with the locality that up to 20 years ago the main current of the Potomac was deflected from the opposite Maryland shore above Shepherds Landing and ran close in front of the wharves at Alexandria, main- taining a depth of 20 feet or more along the entire wharf front, and that during the 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 existing 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 accord- ance with plan printed in House Document No. 1253, Sixtieth Con- gre~s, second session, which contains maps. The estimated cost of the project is $116,000, with an additional charge of about $2,000 a year for maintenance. - E clusive of the balance unexpended July 1, 1914, RIVER AND HARBOR IMPROVEMENTS. 417 No modification has been made in the existing project. The work of the fiscal year was for maintenance, and consisted in making surveys and in repairing and caring for floating plant. An expenditure of $1,549.84 was made for this purpose. The amount expended on the existing project to June 30, 1914, was $104,788.90, of which $9,574.38 was applied to maintenance, and the following results have been accomplished: The wreck of the " old steamboat's hull" has been removed. The dredging in front of the city, about 7,300 linear feet, was completed to the full projected dimensions on December 29, 1911. The amount of material excavated and paid for under various contracts was 538,278 cubic yards, and the amount not paid for, owing to excava- tion having been done beyond the limits specified in the contracts, was about 149,395 cubic yards. All this material, together with about 60,000 .cubic yards removed by private parties working under permits from but without cost to the United States, amounting to a total of 747,673 cubic yards, was deposited in Battery Cove, and the cove was thereby reclaimed to the average height of 7. feet above the mean low water. A retaining wall was constructed, preparatory to the deposit of the excavated material, across the mouth of Battery Cove to inclose the area thereof, amounting to 50 acres. This wall is 2,730 feet long and contains 8,032.9 cubic yards of cobblestones and 4,952.9 cubic yards of riprap. Harbor lines were established for this port on June 1, 1909. All the work of the approved project has been completed. The benefits to navigation derived from the improvement consist of allowing deep-draft steamers and vessels entrance to this port, and the trade thereby has been increased. Incidentally the locality has been benefited by the fill made in Battery Cove, which has heretofore been shoal and stagnant and an active and prolific agent in spread- ing malarial and other diseases. The Government also receives the benefit of being partly reimbursed for the money expended on the improvement to the amount of the value, estimated to be from $20,000 to $50,000, of the 50 acres of land reclaimed. The maximum draft that could be carried over the shoalest part of the area in front of the city of Alexandria on June 30, 1914, at mean low water was 12 feet. The mean range of tide is 3 feet. The principal articles of commerce, in the order of their relative values, are general merchandise, fertilizer materials, fertilizer, bot- tles, miscellaneous, coal, potatoes, flour and bread, coal oil, lumber, canned goods, gasoline, and railroad ties. The receipts and shipments during 1913 amounted to 167,552 short tons, and were estimauted to be worth $3,332,884. It is not known that freight rates have been reduced. As the funds now available are sufficient to provide for mainte- nance, no further appropriation is at present recommended. July 1, 1913, balance unexpended-------------------------------_ $12, 760. 94 June 30, 1914, amount expended during fiscal year, for maintenance of improvement --- ---- ---------- 1, 549. 84 1--------- July 1, 1914, balance unexpended------------------------------ 11. 211. 10 (See Appendix K 3.) 60993---_G 1914----27 418 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 4. Potomac River at Lower Cedar Point, Md.--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 shipping point for persons residing within a radius of 6 or 7 miles. The ruling depth was 7 feet in 1907. Twenty or twenty-five years ago the chan- nel was dredged to a depth of about 10 feet at the expense of private parties. Portions of this channel gradually shoaled until the width was not sufficient for navigation. The section covered by the existing project is from deep water in Potomac River to D)ills Wharf, a distance of about two-fifths of a mile. From the section covered by the existing project to the ocean mean low-water depths equal to or greater than the project depths are now available. The existing 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 Dills 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 two-fifths mile, in accordance with plan printed in House Document No. 918, Sixtieth Congress, first session, which contains map. The estimated cost of this project is $13,300, with an additional charge of about $600 a year for maintenance. No modification of the existing project has been made. A map of the locality may also be found in the Annual Report of the Chief of Engineers for 1911, page 1450. The work of the fiscal year consisted in making survey and main- taining and repairing floating plant. The expenditure incidental thereto, amounting to $1,284.06, was applied to maintenance. The amount expended on the existing project to June 30, 1914, was $14,584.06, of which $4,350.55 was applied to maintenance. The ex- penditure resulted in completing the project by dredging the channel and turning basin, aggregating 1,950 feet in length and to full pro- jected width and depth. The amount excavated was 35,297 cubic yards. All work of the approved project has been completed. The bene- fits to navigation derived from the improvement consist of allowing steamers of fully 3 feet deeper draft to land at this port, making it possible for the steamers of the Washington and Baltimore line to "The trade at this port. maximum draft that could be carried over the shoalest part of the locality on June 30, 1914, was 10 feet at mean low water. The mean range of tide is about 1.8 feet. The principal articles of commerce, in the order of their relative values, are general merchandise, live stock, tobacco, hay and feed, fish and oysters, farm produce, and fertilizer. The receipts and shipments during 1913 amounted to 1,761 short tons and were estimated to be worth $108,630. It is not known that freight rates have been reduced. The funds now available are sufficient for immediate needs, and therefore no further appropriation is at present recommended. RIVER AND HARBOR IMPROVEMENTS. 419 July 1, 1913, balance unexpended ___________-_________________ $3, 000. 00 June 30, 1914, amount expended during fiscal year. for maintenance of improvement __________-___________ ___ 1, 284. 06 July 1, 1914, balance unexpended_- -__-_______-__________ 1, 715. 94 July 1, 1914, outstanding liabilities____________________________ 5. 40 July 1, 1914, balance available------------------------------- 1 710. 54 (See Appendix K 4.) 5. Upper Machodoc Creek, Va.-Upper Machodoc Creek, rising in Virginia, is a tidal stream of a total length of about 10 miles, having few fluvial characteristics, entering the Potomac River from the south 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 4 feet to Little Ferry Wharf over Reel Bar. From Little Ferry Wharf to Milford, 7.7 miles above the mouth, at the head of navigation, six shoals were en- countered, having from 4 to 5 feet of water over them. The aggre- gate length of Donothon, Brickhouse, and Reel Bars is 6,570 feet, and the aggregate length of the five bars above Little Ferry Wharf was 7,400 feet. The section covered by the existing project is from Milford Land- ing to Potomac River, a distance of about 7.7 miles. The depth at the mouth of Upper Machodoc Creek is 7 feet. From the section covered by the existing project to the ocean, mean low-water depths equal to or greater than the project depths are now available. The existing project for the improvement, adopted by the river and harbor act of June 25, 1910, provides for dredging channels 100 feet wide and 62 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, which does not contain maps. The report on examination and survey is contained in Rivers and Harbors Committee Document No. 4, Sixty-first Congress, second session, and covers the creek from its mouth to Milford Landing. The maps accompanying report were not printed. No modification in the project has as yet been made. The work of the fiscal year consisted in dredging and repairing floating plant. The expenditure incidental thereto, amounting to $3,200, was applied to maintenance. The work was done with Gov- ernment plant. The amount expended on the existing project to June 30, 1914, was $26,400, of which $6,118.72 was applied to maintenance. As a result of this expenditure, channels aggregating about 2.65 miles in length have been dredged from the mouth to Milford through all 10 bars to the full projected dimensions. The amount of material ex- cavated from these channels was 171,238 cubic yards. All work of the approved project has been completed. The benefits to navigation from the improvement so far made consist of permit- ting the steamers to enter the creek at low tides and giving an unin- 420 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. terrupted service. Formerly the steamers were barred from entering the creek by low tides. The maximum draft that could be carried at mean low water over the shoalest part of the locality on June 30, 1914, was 6 feet between the mouth and Little Ferry Wharf, and about 6 feet from there to Milford. The mean range of tide is about 1.8 feet. Milford is the head of navigation for steamers. Small craft can proceed about a mile farther up the creek. The principal articles of commerce, in the order of their relative values, are general merchandise, farm produce, railroad ties, pulp- wood, live stock, and cordwood. The receipts and shipments during 1913 amounted to 13,436 short tons and were estimated to be worth $184,389. It is not known that freight rates have been reduced. The project has been completed and as no maintenance work is required, no further appropriation is at present recommended. July 1, 1913, balance unexpended __ ________------------$3, 200.00 June 30, 1914, amount expended during fiscal year, for maintenance of improvement-----------------------------------------3, 200. 00 (See Appendix K 5.) 6. Nomini Creek, Va.-Nomini Creek, rising in Virginia, with a total length of but 6 miles, is a tidal stream having few fluvial char- acteristics. It enters the Potomac from the south about 80 miles below Washington, D. C. Before improvement, navigation was ob- structed by a bar about 1 mile long at the entrance, 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 section covered by the existing project is from the mouth to Hickory Point, a distance of about 14 miles. The depth at the mouth is 10 feet. From the section covered by the existing project to the ocean, mean low-water depths equal to or greater than the project depths are now available. The original project for this improvement, adopted by the river and harbor act of March 3, 1873, was in accordance with plan printed in Senate Document No. 25, Forty-second Congress, third session, which does not contain maps, and in the Annual Report of the Chief of Engineers, 1873, page 822. This project, as subsequently modified in 1879, 1885, 1888, 1890, 1897, and 1908, is the existing project, and provides for a channel through the bar at the entrance 150 feet wide and 9 feet deep, with a jetty about 2,370 feet long at the mouth, at an estimated cost of $105,000. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. HouSenateorNo. Congress. Session. Year. Page. Bar at mouth of creek............. .............. ....................... 11873 822-824 From the ferry to the head of tidewater...................................... Bar at mouth of creek.................... Senate.. 225 Forty-second.. First 1881 .... .. 954 No O maps. a Basis of project adopted by Congress. RIVER AND HARBOR IMPROVEMENTS. 421 A map of the locality may be found in the Annual Reports of the Chief of Engineers for 1885 and 1889. The work of the fiscal year was for maintenance of work already done, and consisted in redredging the channel at the entrance with Government plant. The total expenditure for the fiscal year was $948.50, all of which was applied to maintenance work. The amount expended to June 30, 1914, was $96,000, of which $17,553.79 was applied to maintenance subsequent to March 3, 1899. The project has been completed and the work done has been of sub- stantial benefit to navigation. As a result of this expenditure, a channel about 1 mile in length has been dredged and redredged to the full projected dimensions; the amount of material dredged was 155,411 cubic yards and 2,410 linear feet of jetty has been constructed by the placement of 7,619.3 cubic yards of riprap and about 3,000 cubic yards of oyster shells. The maximum draft that could be carried on June 30, 1914, at mean low tide over the shoalest part of the locality under improve- ment was 9.5 feet. The mean range of tide is 1.8 feet. Nomini Ferry, 4 miles above the mouth, is the head of navigation for steamers and large vessels. Smaller vessels ascend the stream for an addi- tional distance of 2 miles, over which a depth of 5 feet is available. The principal articles of commerce, in the order of their relative values, are general merchandise, farm produce, canned goods, rail- road ties, live stock, fertilizer, and pulp wood. The receipts and shipments during 1913 amounted to 28,953 short tons and were estimated to be worth $421,733. It is understood that freight rates have been considerably reduced and shipments much facilitated. The project has been completed and as no maintenance work is required, no further appropriation is at present recommended. July 1, 1913, balance unexpended---------------------------------$948. 50 June 30, 1914, amount expended during fiscal year, for maintenance of improvement -------------------------------------- 948. 50 (See Appendix K 6.) 7. Mattaponi and Pamunkey Rivers, Occoquan and Aquia Creeks, Va.-- (a) Mattaponi River.-The Mattaponi River rises in Virginia, flows in a southeasterly direction for about 120 miles and empties into the York River at West Point, Va. At the time of adoption of the improvement a draft of about 10 feet could be carried at low tide to Walkerton, 29 miles above West Point. Between Walkerton and Aylett, a distance of about 10 miles, there were seven bars with ruling depths varying from 2.4 to 3.8 feet. Besides these bars the river was obstructed by wrecks, logs, snags, and overhanging trees. The section covered by the existing project is from Line Tree Bar to Aylett, a distance of 7.4 miles. From the section covered by the existing project to the ocean mean low water depths equal to or greater than the project depths are now available. The original project for improvement, adopted June 14, 1880, as stated in Annual Report, Chief of Engineers, 1875, volume 2, page 166, provided 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 5 feet at low tide 'and a channel width of 422 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 pro- vided for the removal of snags as far up as Guineys Bridge, 102 miles from the mouth, near Milford Station, on the Richmond, Fred- ericksburg & Potomac Railroad. The estimated cost of the extended, which is the present, project is $72,100. Maps of the locality may be found in the Annual Reports of the Chief of Engineers for 1887, 1888, 1890, and 1910. Reports on examinations and surveys of Mattaponi River, Va., will be found in the Annual Report of the Chief of Engineers for 1875, Part II, page 166, and in House Document No. 311, Sixty-first Con- gress, second session, which does not contain maps. No modifications have been made in the project. The work of improvement during the fiscal year consisted in dredg- ing. The work of maintenance during the fiscal year consisted in snagging and in maintaining and repairing floating plant. The total expenditure was $12,709.18, of which $6,460.85 was for maintenance work. The work was done partly by contract and partly by hired labor using Government plant. The amount expended on the existing project to June 30, 1914, was $102,611.81, of which $47,712.09 has been applied to maintenance since March 3, 1899. Resulting from this expenditure, channels have been dredged to the full projected dimensions through 15 bars, ag- gregating about 5.0 miles in length (eight bars having been formed since the adoption of the project) within the reach of river between Aylett and 7.4 miles therebelow, making a total of about 217,293 cubic yards of material excavated to date. Sheet pile dikes 2,297 linear feet in length have been constructed at Robinson Bar. Five wrecks, innumerable logs, snags, and overhanging trees have been removed, and the river has been kept free of such obstructions as far as Aylett. Fully 90 per cent of all the work done and expenditure made has been on the 4.4 mile reach immediately below Aylett. The work on the project is now completed, and has been of con- siderable benefit to commerce. The maximum draft that could be carried at mean low water over the shoalest part of the channel June 30, 1914, was 5.5 feet. The mean range of tide is about 3.5 feet. The Mattaponi River is navi- gable 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. The principal articles of commerce, in the order of their relative values, are general merchandise, lumber, farm products, railroad ties, fertilizer, canned goods, mine props, cordwood, and pulp wood. The receipts and shipments during 1913 amounted to 73,277 short tons and were estimated to be worth $1,103,030. It is understood that shipments have been facilitated and that freight rates have been somewhat reduced. The district engineer officer calls attention to the excessive cost of the improvement and maintenance of the channel of this stream, especially below the town of Aylett, and attention is invited to his remarks on this subject and to his recommendation that the upper limit of the channel work (dredging) be placed at Poplar Landing, 3 miles below Aylett. Neither the commerce nor the benefits to be derived therefrom through this 3k-mile reach below Aylett is com- RIVER AND HARBOR IMPROVE1MENTS. 423 mensurate with the cost of the improvement and its maintenance. The lower end of this reach, Poplar Landing, is available by roads from Aylett and the surrounding country, as well as by small craft and launches via the river. The funds asked for for the fiscal year 1916 will be applied to redregding, resnagging, and maintenance of improvement. July 1, 1913, balance unexpended -------------------------- $12, 709. 18 June 30, 1914, amount expended during fiscal year: For works of improvement--------------------$6, 248. 33 For maintenance of improvement , 460. 85 6---------------- 12, 709. 18 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_- 3. 000. 00 Amount (estimated) required to be appropriated for completion of existing project -------------------------- (1) Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_ (2) (b) Pamunkey River.-The Pamunkey River rises in Virginia, flows in an easterly direction about 130 miles, and empties into the York River at West Point, Va. 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, 382 miles above its mouth. Between this bar and Bassett Ferry, a distance of 82 miles, there were five bars, the ruling depths on which varied from 2 to 52 feet. Besides these bars the river was obstructed by wrecks, logs, snags, and overhanging trees. The section covered by the existing project is from Buckland Bar to Bassett Ferry, a distance of 82 miles. From the section covered by the existing project to the ocean, mean low-water depths equal to or greater than the project depths are now available. The original, which is also the existing, project for the improve- ment of this river was adopted June 14, 1880, and, as modified in 1885 and 1908, contemplates securing a channel 7 feet deep and 100 feet wide between Bassett Ferry and the mouth of the river, 47 miles. This result is to be obtained by dredging and the construction of dikes, the latter being also designed to secure the dredged material deposited behind them. Wrecks, snags, logs, and trees obstructing navigation are also to be removed. The estimated cost of the revised project is $55,000, and it is estimated that the cost of maintenance will be $4,000 every four years, or an average of $1,000 annually. A report on the examination and survey of the Pamunkey River, Va., upon which the project is based, will be found in the Annual Reports of the Chief of Engineers for 1875, Part II, page 162; 1880, page 904; and 1895, page 1250, none of which contain maps covering the river from its mouth to Hanovertown, a distance of 59 miles. Maps of the locality may be found in the Annual Reports of the Chief of Engineers for 1887, 1888, and 1890. No work of improvement was done during the fiscal year. The work of maintenance during the fiscal year consisted in snagging 1The estimated amount required for completion ($10,738.43), as given in the Annual Report of the Chief of Engineers for 191, was the difference between the oriTinally estimated cost and the expenditures to that date for works of improvement. The ex- penditure of $6,248.33 during the year, for works of improvement, completed the project. See consolidated money statement on p. 429. 424 REPORT OP THE CHIEF OF ENGINEERS, U. S. ARMY. and in repairing and fitting up floating plant, and was done by hired labor. The total expenditure was $2,375.47, of which $1,538.25 was for the maintenance work of the fiscal year and $837.22 was pay- ment of improvement work done prior to fiscal year. The amount expended on the existing project to June 30, 1914, was $61,820.37, of which $22,154.14 was applied to maintenance after March 3, 1899. This expenditure has resulted in dredging channels through all the bars to the 7-foot depth and to the projected width of 100 feet, the aggregate length of these channels being about 12 miles and the amount of excavation to date about 91,884 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 obstruc- tions from about 50 miles of river and keeping it free from such obstructions. The work of the project is now completed and has been of consid- erable benefit to commerce. It is understood that shipments have been facilitated. The maximum draft that could be carried on June 30, 1914, at mean low tide over the shoalest part of the locality under improve- ment was 7 feet. The mean range of tide is about 32 feet. Bassett Ferry, 47 miles above the mouth of the river, is the head of naviga- tion for vessels drawing 7 feet, and navigation by small lighters and rafts extends about 15 miles above. The principal articles of commerce, in the order of their relative values, are lumber, railroad ties, pulpwood, mine props, fertilizer, cordwood, grain, logs, and piles. The receipts and shipments dur- ing 1913 amounted to 36,990 short tons and were estimated to be worth $236,257. It is understood that freight rates have been reduced. The funds asked for the fiscal year 1916 will be applied to snagging and to maintenance of the work already done. July 1, 1913, balance unexpended------------------------ ---- $2, 375. 47 June 30, 1914, amount expended during fiscal year: For works of improvement----------------------- $837. 22 For maintenance of improvement , 538. 25 1------------------ 2, 375. 47 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914__-------------------------- 1,000. 00 Amount (estimated) required to be appropriated for completion of existing project ---------------------------------------- (1) Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement (2) (c) Occoquan Creek.-Occoquan Creek rises in Virginia, flows about 50 miles in a generally southeasterly direction, and empties into the Potomac River about 28 miles below Washington, D. C. At the time of adoption of the improvement navigation in Occoquan Creek was obstructed by three bars, over which but 1.2 feet could be carried 1 The money statement for 1913 showed the estimated cost of completion as $15,469.86. This was an error, as the project was completed during that year. The amount expended during 1913-14 for work of improvement was for retained percentage on contract work completed in 1912-13. 2 See consolidated money statement on p. 429. BIVER AND HARBOR IVIPROVEMENTS. 425 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 section covered by the existing project is from the town of Occoquan to Potomac River, a distance of about 6 miles. The depth at the mouth of Occoquan Creek is 7 feet. From the section covered by the existing project to the ocean mean low water depths equal to or greater than the project depths are now available. The first project for the improvement, adopted by river and harbor act of March 3, 1873, was in accordance with the plan printed in Senate Document No. 25, Forty-second Congress, third session, and had for its object the dredging of channels 100 feet wide and 5 feet deep through Sand, Upper Mud, and Lower Mud Bars, at alt estimated cost of $18,000. In 1879 a dike at Sand Bar was added to the project, increasing the estimated cost to $25,000. Appropria- tions made from 1873 to 1879 amounted to $25,000, sufficient to com- plete the project as above outlined. Channels of full projected dimensions were dredged through all three bars, and 876 linear feet of timber dikes were built at Sand Bar to secure permanency of the channel at that location. The amount of dredging was about 124,173 cubic yards. Nothing more was done on the improvement until the river and harbor act of August 11, 1888, which authorized a preliminary examination and survey. This examination and survey was made during the year 1889, and provided for dredging channels through Occoquan, Sand, and Upper Mud Bars 100 feet wide and 8 feet deep, and through Lower Mud Bar 150 feet wide and 8 feet deep, and also provided for building brush and pile mattress dikes at each of these bars. The estimated cost of this project was $91,249.92. The river and harbor act of September 19, 1890, carried an item of $10,000 for this improvement worded as follows: "Improving Occoquan Creek, Va., $10,000." At that time a review of the project was made and upon the recommendation of the district officer and the Chief of Engineers, and sanctioned by the Secretary of War, the project was revised to provide for dredging channels through all the bars 100 feet wide and 6 feet deep, except that the lower end of Lower Mud Bar was to be dredged 150 feet wide. Sheet-pile and timber dikes were substituted for the brush and pile mattress dikes at Occoquan, Sand, and Upper Mud Bars of respective lengths of 900 feet, 1,500 feet, and 1,000 feet. By the reduction in depth and width of the channel the estimated cost of the project was reduced to $45,000. Riprap dikes were substituted for the sheet-pile and timber dikes on July 16, 1892, without increasing the estimated cost. The project was extended by river and harbor act of March 2, 1907, to include the dredging of a channel 150 feet wide and 6 feet deep through Outer Bar, from the lower end of Lower Mud Bar to deep water in Potomac River. The estimated cost of the additional work was $19,000, thereby increasing the estimated cost of the proj- ect to $64,000. Accordingly, the existing project for this stream contemplates the dredging of channels 6 feet deep through the five bars obstructing 6-foot navigation 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 Lower Mud Bar, where the channel is to be 150 feet wide. 426 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Dikes are to be constructed at the three upper bars. The estimated cost of the project is $64,000, with $750 annually for maintenance. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Senate. Page. Through 5 bars obstructing 6-foot navi- I 18 819- 821 gation below Occoquan. ' I'......................... 1873 825- 826 Do.................................. .. ...... . ... .......... 11890 1089-1096 Occoquan to mouth .............. ... House... 1190 Fifty-ninth.. First........... Do.................................... . ...... ... ..........-- .......... 1 1897 1322 Do................................. House... 275 Fifty-first..... First... ............. Do.................................. enate 1825 Forty-second.. Third ... .... ...... Ex. Do ............................. House... 2661 Sixty-third.... Second . .. ..... 1No maps. 2 Contains maps. 8Basis of project adopted by Congress. No modification has been made in the existing project since its adoption. The work of the fiscal year consisted in making survey and in maintaining and repairing floating plant. The expenditure inci- dental thereto, amounting to $1,707.68, was applied to maintenance. The amount expended under the existing project to June 30, 1914, was $71,845.85, of which $27,418.71 was applied to maintenance sub- sequent to March 3, 1899. As a result of this expenditure, channels of the full projected dimensions have been dredged through all of the bars and redredged where shoaling occurred, and 2,220 linear feet of dike have been constructed at Occoquan Bar and Sand Bar and repaired where injured by freshets and ice. The aggregate amount of excavation is about 290,326 cubic yards, and dikes at Occoquan and Sand Bars have an aggregate length of 2,220 feet and contain 7,826.6 cubic yards of riprap. The total amount expended on the existing and previous projects to June 30, 1914, was $96,845.85. All work provided for in the project has been done, except dike called for at Upper Mud Bar, the construction of which is not at present necessary. The benefits to navigation derived from this im- provement are marked. Tugboats and vessels of 6-foot draft can now enter the creek on mean low tide. The maximun~ draft that could be carried on June 30, 1914, at mean low water over the shoalest part of the locality under improve- ment 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. At Occoquan, rapids and falls begin and navigation ceases. The principal articles of commerce, in the order of their relative values, are miscellaneous, coal, railrcad ties, brick, piles, manure, stone, lumber, and cordwood. The receipts and shipments during 1913 amounted to 57,580 short tons and were estimated to be worth $161,860. Freight rates have been reduced. RIVER AND HARBOR IMPROVEMENTS. 427 The funds now available are sufficient for immediate needs as a dike at Upper Mud Bar is not now necessary, and therefore no fur- ther appropriation on the existing project is recommended. July 1, 1913, balance unexpended ---------------------- $5, 961. 24 June 30, 1914, amount expended during fiscal year, for maintenance of improvement----------------------------------------------1,707. 68 July 1, 1914, balance unexpended__ 4, 253. 56 July 1, 1914, outstanding liabilities -______. 05 July 1, 1914, balance available _ 4, 252. 91 Amount (estimated) required to be appropriated for completion of existing project_ -------------------------------------------- 1 5, 000. 00 (d) Aquia Creek, Va.-Aquia Creek lies wholly within the limits of Stafford County, Va., flows in a southeasterly direction and enters Potomac River from the right bank at about 41 miles below Wash- ington, D. C. From the source to Whartons Landing it is shoal, narrow, and has no navigable importance. Before improvement was begun the creek had a well-defined channel (60 to 200 feet wide by 2 to 17 feet deep) between Whartons Landing and the Narrows, a distance of 3 miles; and from the Narrows to Thorny Point, a dis- tance of 3z miles, the stream expanded into a bay, 1,000 to 6,000 feet wide and 2 to 5 feet deep. Near Thorny Point the depth increased and a channel 6 or 7 feet deep and fully 150 feet wide was available to the mouth, a distance of 1 mile. The Richmond, Fredericksburg & Potomac Railroad crossed the creek on a trestle bridge provided with a 30-foot draw at 1 miles below the Narrows, or 31 miles above the mouth. The section covered by the existing project is from Coal Landing to Thorny Point, near the mouth, a distance of about 5 miles. The depth in the vicinity of Thorny Point is 6 feet or more. From the section covered by the existing project to the ocean, mean low water depths equal to or greater than the project depths are now available. The first project for improvement, adopted by river and harbor act of June 10, 1872, was in accordance with plans printed in Senate Executive Document No. 35, Fortieth Congress, second session, and the Annual Report, Chief of Engineers for 1872, pages 708 to 710 (neither of which contain maps), and provided for dredging a chan- nel 40 feet wide and 6 feet deep from the Narrows to the natural 6-foot depth, about 22 miles therebelow, at an estimated cost of $18,000. Congress made four appropriations, amounting to $10,500, the last being made on June 18, 1878, for completing the improve- ment. Accordingly this project was completed with the expenditure of the $10,500 on December 25, 1878. The resulting dredged channel was about 14 miles long, 40 to 50 feet wide, and 42 to 6 feet deep, and the amount of material excavated was about 67,576 cubic yards. No further work was done until the second project was adopted by river and harbor act approved September 19, 1890. This project, based on plans printed in House Executive Document No. 135 (con- tains map), Fifty-first Congress, first session, and in the Annual Report, Chief of Engineers, for 1890, pages 1096 to 1103 (no map), 1 Exclusive of the balance unexpended July 1, 1914. 2 This is the present estimated cost of the uncompleted work. The amount given in the last annual report ($14,053.47) was the difference between the originally estimated coat and the expenditure to that date for works of improvement. 428 REPORT OF THE CflIEF OF ENGINEERS, U. S. ARMY. provided for dredging a channel 150 feet wide and 8 feet deep from the mouth to the Narrows, for dredging a channel 80 feet wide and 8 feet deep off the mouth of Austin Run, and for the construction of a brush or timber dike off Austin Run, at the estimated cost of $101,278. This project as modified by the Secretary of War on De- cember 4, 1890, provided for dredging a channel 80 feet wide and 6 feet deep from the mouth to the Narrows, work above the Narrows being omitted, at the estimated cost of $40,000, which was later re- duced to $21,000. Between 1890 and 1896 Congress made four ap- propriations, amounting to $21,000, of which $463.36 was trans- ferred to consolidated appropriation under the provisions of the river and harbor act of June 13, 1902. Accordingly, this project was completed on December 4, 1897, by the expenditure of $20,536.64, which resulted in dredging through all shoals having less than 6 feet depth, between the mouth and the Narrows, in making a channel about 3 miles long, 80 feet wide and 6 feet deep, and in the excava- tion of 128,295 cubic yards of earth. No further work was done under this project. The third and existing project, adopted by river and harbor act of July 25, 1912, is in accordance with plans printed in House Docu- ment No. 579 (contains map), Sixty-second Congress, second session, and provides for dredging channels 6 feet deep and 100 feet wide from Thorny Point to the railroad bridge, 60 feet wide from the railroad bridge .to about 400 yards below Coal Landing, and 100 to 150 feet wide from about 400 yards below to about 100 yards above Coal Landing, at the estimated cost of $21,400, with an additional cost of $1,000 annually for maintenance. No modification has been made in the existing project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. The Narrows to mouth............. Senate.. 1 35 Fortieth...... Second.. 11972 708-710 Wharton Landing to mouth............ Iouse... 2135 Fifty-first..... First.... 11890 1098-1103 Dent Landing to Coal Landing......... do.... 1964 Sixtieth .. .. do................. Mouth to Coal Landing............... do.... 3 579 Sixty-second.. Second............... 1No maps. 2 Contains maps. 3 Basis of project adopted by Congress. Reference to work done under previous projects, Annual Reports for 1872 to 1879, inclusive, for 1890 to 1899, inclusive, and for 1903 to 1905, inclusive. None of these reports contain maps. The work of improvement during the fiscal year consisted in dredg- ing. The total expenditure during the fiscal year was $15,205.01, none of which was applied to maintenance. As a result of this ex- penditure a channel 2.66 miles long has been dredged to the full pro- jected dimensions, 142,579 cubic yards of mud having been excavated. The work was done partly by contract and partly by hired labor, using Government plant. RIVER AND HARBOR IMPROVEMENTS. 429 The amount expended on the existing project to June 30, 1914, was $21,400, which completed the project. Channels and turning basin aggregating 3.8 miles in length have been dredged to their full projected dimensions, and the excavation therefrom has amounted to 175,107 cubic yards. Two wrecks and six snags were also removed from the channels and secured ashore. The total amount expended on the existing and previous projects to June 30, 1914, was $52,436.64. The existing project has been completed and the work has been of substantial benefit to navigation. The maximum draft that could be carried on June 30, 1914, over the shoalest part of the locality under the improvement was 6 feet. The mean range of tide is 2 feet. Aquia Creek is navigable for vessels and craft of 5-foot draft to Coal Landing, and for smaller craft of 2-foot draft to Wharton Landing at 5 and 7 miles above the mouth, respectively. The principal articles of commerce, in the order of their relative values, are lumber, general merchandise, railroad ties, pulp wood, cordwood, and fertilizer. The receipts and shipments during 1913 amounted to 12,356 short tons, and were estimated to be worth $89,409. It is understood that shipments have been greatly facilitated and that freight rates have been somewhat reduced. The project has been completed, and as no maintenance work is required, no further appropriation is at present recommended. July 1, 1913, balance unexpended------------------------------- $15, 205. 01 June 30, 1914, amount expended during fiscal year, for works of im- provement-------- --------------- --------------------------- 15, 205. 01 CONSOLIDATED. July 1, 1913, balance unexpended------------------------------- $36, 250. 90 June 30, 1914, amount expended during fiscal year: For works of improvement ----------------------- $22, 290. 56 For maintenance of improvement------------------ 9, 706. 78 31,997. 34 July 1, 1914, balance unexpended--------------------------------- 4, 253. 56 July 1, 1914, outstanding liabilities------------------------------- .65 July 1, 1914, balance available----------------------------------- 4, 252. 91 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------ 4. 000. 00 Amount available for fiscal year ending June 30, 1915-------------- 8, 252. 91 Amount (estimated) required to be appropriated for completion of existing project------------------------------------------- 12 5, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement---------------------- 16, 000. 00 (See Appendix K 7.) 1Exclusive of amount available for fiscal year 1915. 2 The consolidated money statement for these streams in the last annual report showed $121,161.63 as the amount required for completion. This sum included an item for York River of $80,899.87. In the Annual Report of the Chief of Engineers for 1911, page 317, and in the Annual Report for 1912, page 379, it was explained that no further work on the York River project was contemplated, and no report on York River was included in the annual report for 1913. The above amount is, therefore, omitted from the consolidated statement. 430 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 8. Rappahannock River, Va.-Rappahannock River rises in Vir- ginia in the Blue Ridge Mountains, flows in a general southeasterly direction, and empties into Chesapeake Bay about 40 miles above Fortress Monroe. The river is tidal from the mouth to Fredericks- burg, a distance of 106 miles; 6 miles above Fredericksburg there are extensive falls, and from the falls to the source, a distance of about 100 miles, the river is not navigable on account of rapids and shoals. The lower 70 miles of the 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 consisted of 9 bars in the upper portion of the river between Tappahannock and Fredericksburg, over which the ruling depths were from 4 to 81 feet. Seven of the bars were in the 122-mile reach of river below Fredericksburg. Of these bars Fredericksburg Bar, with a least depth of 4 feet, and Spottswood Bar, 4 miles below Fredericksburg, with a least depth of 6 feet, caused the most delay to steamboats and vessels. The section covered by the existing project is from Fredericksburg, to Farley Vale, Va., a distance of about 122 miles, and also the shoals known as Nanzatico and Mangoright Bars at 31 and 60 miles, respec- tively, below Fredericksburg. From the section covered by the exist- ing project to the ocean, mean low water depths equal to or greater " than the project depths are now available. The project for this improvement was adopted by the river and harbor act of March 3, 1871, in accordance with plan printed in House Document No. 60, Forty-first Congress, third session, which contains map, and provided for dredging channels 100 feet wide and 10 feet deep through the bars between Fredericksburg and Port Royal, and 200 feet wide and 15 feet deep below Port Royal. The depth was to be secured by dredging and to be maintained by a sys- tem of wing dams and training dikes, the dikes being also required to secure the dredged material from being carried back into the river. The total estimated cost of this project is $381,500. The amount expended under this project was $310,645.83, of which $113,500 was applied to maintenance. As -a result of this expenditure, channels were dredged through 7 bars in the 13-mile reach of river imme- diately below Fredericksburg, Va., and timber dikes were built at some of the bars where it was found necessary to preserve the chan- nels; about 510,128 cubic yards of material had been dredged, 1,537 cubic yards of rock excavated, 13,399 linear feet of dikes built, 2,618 linear feet of dikes repaired, and various miscellaneous work done. The project as modified on October 25, 1905, forms the existing project. The existing project for the improvement was adopted by the river and harbor act of March 2, 1907, and is in accordance with plans printed in the Annual Report of the Chief of Engineers for 1906, pages 1110 to 1113, and 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 ex- cavated material deposited behind them. The estimated cost of the RIVER AND HARBOR IMPROVEMENTS. 431 existing project, exclusive of the amouit, $305,728.86, previously spent, was $209,500, with an additional charge of $10,000 a year for maintenance. A report on examination and survey of Rappahannock River, Va., will be found in House Document No. 60, Forty-first Congress, third session, which contains map, and a report of the survey submitting the revised project will be found in the Annual Report of the Chief of Engineers for 1906, pages 1110-1113, which contains map. 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. The work of the fiscal year consisted of preparing for redredging, protection of sand fills, and repairing floating plant. The expendi- ture incidental thereto, amounting to $4,486.09, was applied to maintenance. The work was done by hired labor. The amount expended on the existing project to June 30, 1914, was $258,024.91, of which $39,427.71 has been applied to maintenance. The following sums have been obtained from other sources than appropriations: Damages recovered from contractor's sureties, $1,000; proceeds of sale of property, $633; and proceeds from sale of steamer General Warren, $500; total, $2,133, which has been ex- pended on the improvement. The total amount expended on the existing and previous projects to June 30, 1914, was $568,670.74, and this expenditure has resulted in the completed improvement of the 20 bars between Fredericksburg and Tappahannock, Va., a distance of 62 miles, by means of dredg- ing, construction of dikes, and removal of two wrecks which ob- structed navigation. About 808,516 cubic yards of material has been dredged, 20,401 linear feet of dikes constructed, 6,110 linear feet of dikes repaired, 1,906 linear feet of riprap dike constructed, and 3,625 cubic yards of riprap stone used. Willow trees have been planted,. and wattlings, fences, etc., have been constructed on the sand fills to prevent their erosion. All work of the approved project has been completed, but it is esti- mated that an average annual expenditure of $10,000 will be required to keep the channels open and keep the work previously done in repair. The work has been of benefit to commerce, and has afforded the coastwise trade access to the upper portion of the river. The maximum draft that could be carried June 30, 1914, at mean low water over the shoalest part of the locality under improvement was 9 feet. The mean range of tide is about 3 feet. Fredericks- burg, 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, in the order of their relative values, are general merchandise, farm produce, railroad ties, oysters, canned goods, lumber, grain, live stock, flour, fertilizer, hay and feed, and pulpwood. The receipts and shipments during 1913 amounted to 251,070 short tons, and were estimated to be worth $6,657,369. It is understood that freight rates in the last few years have been increased. 432 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. The funds asked for the fiscal year 1916 will be applied to re. dredging, repairing dikes, and maintenance of improvement. Amount expended during the fiscal year $4, 529. 76 Reimbursable ---------------------------------------------- 43. 67 Net expenditures 486. 09 4---------------------------- July 1, 1913, balance unexpended ------------- _ 28, 094. 32 June 30, 1914, amount expended during fiscal year, for maintenance of improvement__ _ - _ 4, 486. 09 July 1, 1914, balance unexpended_ -------- ------------ __ 23, 608. 23 July 1, 1914, outstanding liabilities---------------------------- 614. 39 July 1, 1914, balance available-- --------------------------- 22, 993. 84 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-- -- _-------________ ___________ 5, 000. 00 Amount available for fiscal year ending June 30, 1915-------------27. 993. 84 July 1, 1914, amount covered by uncompleted contracts ----------- 13, 400. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement.................... 210, 000.00 (See Appendix K 8). 9. Urbana Creek, Va.-Urbana Creek, rising in Virginia, of a total length of 44 miles, is a tidal stream, having few fluvial charac- teristics, entering the Rappahannock River from the right bank about 18 miles from Chesapeake Bay. Before the improvement a bar existed outside the mouth, over which but 6 feet could be car- ried at low tide, and there was a shoal within the creek with a ruling depth of 7 feet. The section covered by the existing project is from the mouth to the steamboat wharf, a distance of nine-tenths of a mile. The depth at the mouth is 11 feet. From the section covered by the existing project to the ocean mean low-water depths equal to or greater than the project depths are now available. The project for this improvement adopted by river and harbor act of March 3, 1879, based upon examination and survey as printed in Annual Report of the Chief of Engineers for 1875, volume 2, page 139, which does not contain map, had for its object the excavation of a channel 150 feet wide and 10 feet deep through the outer bar at the estimated cost of $22,100, which was subsequently reduced to $20;000. This project was modified in 1883 on recommendation of the Chief of Engineers and approval of the Secretary of War to include dredg- ing through the inner bar and a turning basin at Palmers Wharf at the same estimated cost, $20,000. To June 30, 1884, $15,500 had been appropriated and expended. This expenditure resulted in a 1On account of removal of wreck for Baltimore office by snagboat. 2Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 433 total dredging of 58,729 cubic yards in dredging the channels through the outer bar 1,200 feet long, 120 feet wide, and 10 feet deep, through the inner bar 1,090 feet long, 80 feet wide, and 10 feet deep, and a turning basin at Palmers Wharf 300 feet long, 200 feet wide, and 10 feet deep. No further appropriation was made until August 11, 1888, when $3,000 was appropriated. On December 18, 1888, the project was extended upon recommendation of the Chief of Engineers and approval of the Secretary of War (see Annual Report of the Chief of Engineers for 1889, p. 1010, which has a map) to protect the channel through the outer bar by a series of brush and oyster-shell dikes and brush mattresses at an estimated cost of $27,980. By ex- perience it was shown that the brush and oyster-shell dikes were not sufficiently substantial to withstand wave action during northwest winds, and accordingly the project was modified in 1897 to form the existing project. The existing project 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 of steamboat navigation, for a series of spur dikes at Bailey Point, and for a stone jetty to protect the channel through the outer bar. Final revised estimate of cost is $70,000. A report on examination and survey of Urbana Creek, Va., upon which the project is based, will be found in the Annual Report of the Chief of Engineers for 1875, volume 2, page 139, which does not con- tain maps. Maps of this locality may be found in the Annual Reports of the Chief of Engineers for 1889 and 1890. The work of improvement during the fiscal year consisted in re- dredging channel where shoaling had occurred, and building a spur dike at Bailey Point. The work of maintenance consisted in main- taining floating plant. The expenditure was $5,195.42, of which $1,910.87 was applied to improvement, and $3,284.55 was applied to maintenance. The work was done by hired labor using Government plant. The amount expended to June 30, 1914, was $66,000, of which $27,188.23 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; redredging has been done in the channels and turning basin where shoaling has occurred; the total amount of material dredged to date is about 213,358 cubic yards. Harbor lines have been established; 1,895 linear feet of stone jetty have been completed by the placement of 3,937.4 cubic yards of riprap; and 717 linear feet of timber dike have been built at Bailey Point. The work of the project has been completed, and has been of bene- fit to commerce, allowing shipments to be made from Urbana. The maximum draft that could be carried on June 30, 1914, at mean low water over the shoalest part of the locality under improve- ment was about 9.5 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 60993o--ENG 1914-----28 434 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. for steamers and large vessels, while small vessels ascend the stream for a distance of 3 or 4 miles. The principal articles of commerce, in the order of their relative values, are general merchandise, oysters, farm produce, lumber, canned goods, hay and feed, flour, live stock, fertilizer, and oils and gasoline. The receipts and shipments during 1913 amounted to 18,295 short tons, and were estimated to be worth $433,738. Freight rates have been advanced in the last few years. The project has been completed and as no maintenance work is re- quired no further appropriation is at present recommended. July 1, 1913, balance unexpended__ - $5, 195. 42 June 30, 1914, amount expended during fiscal year: For works of improvement___________-_____ ___ $1, 910. 87 For maintenance of improvement----------------- 3, 284. 55 5. 195. 42 (See Appendix K 9.) 10. Harbor at Milford Haven, Va.-The harbor at Milford Haven is a tidal estuary of Chesapeake Bay, about 4 miles long and from one-half to 1 mile wide and about 35 miles from Fort Monroe. The depth in the channel ranges from 6 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 Chesa- peake Bay. Both entrances before improvement was made were ob- structed 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 ob- structed the northwest 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 mean range of tide is 1.3 feet. The section covered by the existing project is from the northwest entrance to Callis Wharf, a distance of about a mile. From the section covered by the existing project to the ocean, mean low water depths equal to or greater than the project depths are now available. The project for this improvement was adopted March 3, 1899, in accordance with plan printed in House Document No. 299, Fifty- third Congress, third session, which contains map, and in Annual Report of the Chief of Engineers for 1895, pages 1267-1270, and pro- vides for dredging the channel at the entrance to a minimum width of 200 feet and a depth of 10 feet at low tide, at an estimated cost of $12,500. The act of Congress approved June 6, 1900, added the im- provement of a bar within the harbor and $5,000 to the estimated cost, thereby increasing it to $17,500. In 1908 a short stone jetty was constructed off Narrows Point, and for the reasons given in the Annual Report of the Chief of Engineers for 1909, page 1241, the extension of this jetty was added to the project, with estimated cost thereby increased $10,000, or to $27,500. The existing project is the original one, with the above modifica- tions, and provides for dredging channels 10 feet deep by a minimum width of 200 feet through the bars at the northwest entrance and between Cricket Hill and Callis Wharves, and for the construction of a jetty 1,183 feet long at the northwest entrance at a total estimated cost of $27,500. RIVER AND HARBOR IMPROVEMENTS. 435 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No Congress. Session. Year. Page. Senate. Bar at mouth ... ........................ ................................. 11893 1319-1321 Bar at northwest entrance from Pianka- .......... .... ............ ... .......... 11895 1267-1270 tank River. Bar at mouth ............ ........ House... 159 Fifty-second.. Second.................. Bar at northwest entrance from Pianka- ... do.... 23 299 Fifty-third... Third.................. tank .River. 1No maps. 2Contains map. 3 Basis of project adopted by Congress. The work during the fiscal year consisted in redredging channel and the expenditure ($1,776.70) was applied to maintenance. The work was done with Government plant. The amount expended to June 30, 1914, was $30,975.16, of which $10,613.65 was applied to maintenance. (The expenditure for the construction of jetty is included in maintenance.) The sum of $3,032.97, recovered as a judgment from a failing contractor, is included in the above expenditure. As a result of this expenditure, channels of the full projected dimensions have been dredged and redredged through both bars for a total length of sixty-four one-hundredths mile, and a stone jetty 1,183 feet long has been constructed to maintain the outer channel. The amount of material excavated from the channels was 74,339 cubic yards, and the amount of riprap used in the construction of the jetty was 2,496.4 cubic yards. The project is completed. Commerce has been considerably bene- fited by the work. The maximum draft that could be carried June 30, 1914, at mean low tide over the shoalest part of the locality under improve- ment 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 Fitchetts Wharf, about 3 miles above the northwest en- trance, is the highest point reached by the large steamers. The principal articles of commerce, in the order of their relative values, are general merchandise, fish and crabs, oysters, other pro- duce, gasoline and oil, hay and feed, and fertilizer. The receipts and shipments during 1913 amounted to 9,361 short tons, and were estimated to be worth $516,683. Freight rates have been advanced. The project has been completed and as no maintenance work is required no further appropriation is at present recommended. July 1. 1913. balance unexpended------------------------------- $1, 776. 70 June 30. 1914, amount expended during fiscal year, for maintenance of improvement--------------- -------------------------- 1, 776. 70 (See Appendix K10.) 11. Removing sunken vessels or craft obstructing or endangering navigation.-(a) Wreck of barge " White Cloud" in York River, Va., near Gloucester Point.-This wreck was reported August 18, 1913, and found to be well out of the beaten track of vessels and con- stituted no obstruction or menace to navigation. Accordingly, it 436 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. was not removed. The expenditure for the examination and report was $40, the full amount of the allotment. (b) Wreck of schooner "Marilla M. Jones" in Mobjack Bay, Va.-This wreck was reported and found to be a menace to naviga- tion. Allotments amounting to $240 were made for examination and removal. The removal was accomplished between November 19 and 20, 1913. The expenditure was $240, the full amount of allotments. (c) Wreck of steamer "St. Mary " in Patuxent River near Bene- dict, Md.-This wreck was reported and found to be a menace to navigation. Allotments amounting to $1,200 were made for examina- tion and removal. The removal was accomplished between April 29-June 11, 1914. The expenditure was $1,200 the full amount of the allotments. (See Appendix K 11.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations and surveys required by the river and harbor acts approved July 25, 1912, and March 4, 1913, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engineers foL Rivers and Harbors. pursuant to law, and were transmitted to Congress and printed in documents as indicated. 1. Preliminary examination and survey of Mill Creek, Middlesex County, Va.-Reports dated December 17, 1912, and October 20, 1913, with map, are printed in House Document No. 602, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 2. Preliminary examination and survey of Locklies Creek, Va.- Reports dated December 24, 1912, and October 27, 1913, with map, are printed in House Document No. 612, Sixty-third Congress, sec- ond session. A plan of improvement at an estimated cost of $4,100, subject to certain specified conditions, is presented. 3. Preliminary examination and survey of Occoquan Creek, Va.- Reports dated June 13 and December 8, 1913, with maps, are printed in House Document No. 661, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $43,000, with $800 annually for maintenance, is presented. 4. Preliminary examination of Potomac River from Washington, D. C., to Cumberland, Md.-Report dated November 3, 1913, is printed in House Document No. 893, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 5. Preliminary examination and survey of Ware River, Va., be- tween Iockleys Wharf and the warehouse landing, with a view to improvement by dredging to a suitable navigable depth.-Reports dated July 7 and December 30, 1913, with maps, are printed in House Document No. 969, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. The district officer was also charged with the duty of making a preliminary examination and survey, provided for in the river and -flIYR AND HAIOR IMPROVEMENTTPS. 487 harbor act of March 4, 1913, of Coan River, Va., with a view to deep- ening and widening the channel at and near its main entrance, and reports thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE NORFOLK, VA., DISTRICT. Officer in charge, Lieut. Col. E. Eveleth Winslow, Corps of En- gineers. Division engineer, Col. Dan C. Kingman, Corps of Engi- neers, until October 11, 1913; Col. W. C. Langfitt, Corps of Engineers, from December 27, 1913, to June 16, 1914, and Col. John Biddle, Corps of Engineers, since that date. 1. Harbor at Norfolk, Va.-As the term "harbor at Norfolk " was formerly used it comprised only the main portion of Elizabeth River, the lower portion of the Eastern Branch along the old city wharf front, and the Southern Branch as far up as the Norfolk Navy Yard. More recently, however, under the general designation of the " harbor at Norfolk " appropriations have been made for work over a much more extensive area, including the lower portion of the Western Branch, the Southern Branch for about 4 miles above the navy yard, the shoals in the southern end of Chesapeake Bay separating the deep water of Hampton Roads from the deep water.of the Atlantic Ocean near Cape Henry, and the channels connecting Hampton Roads with the deep water of the James River in front of the city of Newport News. The improvement of the "harbor at Norfolk," therefore, naturally divides itself into a number of subheads.. (a) General improvement.-The work under this subhead com- prises the improvement of those portions of the harbor contained within the limits as originally understood, namely, the main por* tion of the Elizabeth River and the lower portions of its eastern and southern branches. The harbor as thus defined includes about 1.5 miles of the Eastern Branch, 1.7 miles of the Southern Branch, and the 10 miles of the main river from the junction of the Eastern and Southern Branches northwardly to deep water in Hampton Roads. Norfolk is 37 miles by water southwest of Cape Charles City Har- bor and 187 miles by water south of Baltimore, Md. From the mouth of the Elizabeth River to the ocean there now exists, through Hampton Roads and the southern end of Chesapeake Bay, a navigable channel 500 feet wide and not less than 35 feet deep at mean low water. The normal tidal range in the harbor and thence to Cape Henry is about 2.7 feet. In its original condition the main channel of this harbor was ob- structed by a shoal nearly opposite the mouth of the Western Branch, having a depth of about 19 feet at mean low water, and in the chan- nel at the north end of the harbor opposite Sewalls Point there was another shoal having a mean low-water depth of only 21 feet. The channel into the Eastern Branch was obstructed by a bar at the mouth of this branch having a mean low-water depth of about 15 feet. The original project of improvement was adopted August 14, 1876, and was increased in scope in 1885, 1890, 1898, 1902, 1905, 1907, 1908, and 1910. Beginning with a provision for dredging through the worst shoals only, the project has been gradually extended so as to provide, successively, channels 25, 28, 30, and 35 feet deep at mean low water. 488 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The project as modified up to and including 1910 provides for the attainment of a channel 35 feet deep at mean low water and not less than 400 feet wide from Hampton Roads to above the Norfolk Navy Yard. This 35-foot channel is located within the limits of an older 30-foot channel, 600 feet wide from Hampton Roads to Lamberts Point and 800 feet wide from Lamberts Point to the junction of the Eastern and Southern Branches. On the Eastern Branch the proj- ect provides for a channel 500 feet wide, 25 feet deep at mean low water as far as the Norfolk & Western Railroad bridge, and thence 22 feet deep at mean low water up to the Campostella Bridge. There has also been included in the project the dredging of an anchorage at the mouth of the Western Branch having an area of 26 acres and a depth of 25 feet at mean low water (now included within the lim- its of the main 30-foot channel), and another anchorage near Lam- berts Point having an area of 22 acres and a depth of 30 feet at mean low water. In front of the Pinners Point Railroad docks dredging to the depth of 28 feet at mean low water has been carried on from the western edge of the 30-foot channel to a line 75 feet outside of the established pierhead line. The project also includes the cutting back of Hospital Point for a distance of 400 feet, the dredging of the cut-off portion of the point, and of the shoal areas in this vicinity to a depth of 25 feet at mean low water, the construction of a new sea wall across the end of the cut-off point, and other incidental work. The total estimated cost of all the work mentioned above was $3,780,231.56. In the original estimate of cost of the project and its earlier modifications no figures for maintenance were included, and in some of the later modifications the cost of maintenance was re- ferred to only in the most general terms. However, in the modifica- tion of 1910 providing for the 35-foot channel, the cost of maintain- ing the channel was estimated at $40,000 annually. The original project of improvement and its modificatiois, as stated above, have all been completed. References to examination or surt3ey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. Senate.or House No. Congress. Session. Year. Page. Inner Harbor ................ .......... ..... ................. 1 1875 146 Hampton Roads to Norfolk... ................. ................ .. 2 1880 815 Eastern Branch......... ....... ............ ..... 21885 1007 Junction of Eastern and Southern Branches to navy yard ................. .......... ........... 2 1887 963 Hospital Point .............. ............... ......................... 21889 964 Harbor and Eastern and Southern I Branches................. ... .. ............... ..................... 1893 1323 28-foot channel 3............. ........... House.. 331 Fifty-fourth... First... 2 1896 1071 Hospital Point .................................. At Pinners Point 3....... ................ House 1 .... ................ 74 Fifty-sixth... ...... Second .............. 11897 1355 Norfolk Harbor and Eastern, Southern, 373 F i ft y -n i n t h F i rs t . . .... . .. . and Western Branches 3.............. ... do.<.. .... . Hampton Roads to navy yard 3.. .... 381 .... do.......o.. ... o........ . Harbor at Norfolk and approaches thereto House2 1 . 551 Sixty-first.... 1 , 167 S i x t y -s e c on d T h i rd . . . . ........ Second.. . . Eastern Branch ........................ do. 2 60 S i x t y - t h i r d .. S e c on d. . . . . . Main channel and anchorage.............. .. do. 5 1 ap. Cotansmas. Baiso projec adpe byCnge SNo maps. 2Contains maps. jBasis of project; adopted by Congress. RIVER AND HARBOR IMPROVEMENTS. 439 The only actual operations in this harbor during the year were a survey and the making of a new map. A new survey cruiser was contracted for, and at the end of the year was nearly completed. Early in the fiscal year a large payment was made for dredging pre- viously done, this having been held up due to the late passage of the sundry civil bill. The total expenditure was $126,054.56. Up to June 30, 1914, there had been expended on this project $3,260,441.63, of which amount $67,039.27 was for maintenance. The sum of $209.89 has been received from sale of property and blue prints. For the calendar year 1913 the water-borne shipments handled in the portion of Norfolk Harbor considered under this subhead aggre- gated 17,349,942 short tons, having an estimated value of more than 850,000,000. The chief products handled 'are coal, cotton, fertilizer, forest and agricultural products and general merchandise. In addition to the traffic just stated, a large quantity of freight is brought into the port of Norfolk and carried out in vessels calling at Norfolk for bunker coal, and as this freight is not handled in Nor- folk it is not included in the statement of commerce in the preceding paragraph. This freight, however, passes at least twice through the Norfolk Harbor channels, and it is therefore considered proper that it should be noted in connection with the report on these channels. For the calendar year 1913 the statistics of the customhouse indi- cate that the total cargo of such " bunker" ships was 3,294,000 short tons, having a valuation of about $183,000,000. There also passes through the channels of Norfolk Harbor proper the freight specifically pertaining to the " Southern and Western Branches," which is referred to in the reports under those subheads, and is not included above. Norfolk Harbor is the northern gateway of two canals leading to Albemarle Sound and thence farther south. The larger part of the traffic of these canals is through traffic, not originating or landing at Norfolk, and is therefore not included in the above figures of freight handled. By adding the above classes of freight traffic together and omitting duplication, it would appear that the total commercial movement over the Norfolk Harbor channels during the calendar year amounted to about 24,000,000 tons, valued at approximately $1,100,000,000. It has not been found practicable to ascertain what effect, if any, the improvement has had on freight rates. It is proposed to expend the available funds in doing such main- tenance dredging as may be required. July 1, 1913, balance unexpended----------------------- --- $283, 600. 99 Received from sales---------------------------------------- 20. 25 283, 621. 24 1 Carried last year under four separate accounts, as follows: General improvement------------------------------ ----- - $11,818. 57 30-foot channel ------------------------------------------------- 22, 512. 67 Anchorage at and near Lamberts Point- ----- , 606. 62 6------------------ 35-foot channel - ----.-- 42, 663. 13 2-------------------- Total -------------------------- . 283, 600. 99 440 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. June 30, 1914, amount expended during fiscal year: For works of improvement------------------$125, 0833. 68 For maintenance of improvement-------------.... 990. 88 $126, 054. 56 July 1, 1914, balance unexpended . -------------------------- 157, 566. 68 July 1, 1914, outstanding liabilities ___________________________ 164. 49 July 1, 1914, balance available- ___- - - -- 157, 402. 19 July 1, 1914, amount covered by uncompleted contracts_____----- 2, 764. 83 (b) South Branch of Elizabeth River.-This branch of the river extends northward in a sinuous course from the locks of the Albe- marle & Chesapeake Canal at Great Bridge, Va., to the junction with the Eastern Branch of the Elizabeth River at the center of Norfolk Harbor, 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 navigable to the locks of the Dismal Swamp Canal, about 3 miles from the junction. At the Norfolk and Western bridge, which crosses this branch about 5 miles above the junction with the Eastern Branch, the harbor of Norfolk, as included in existing projects, is supposed to end. Above this bridge the branch forms part of the inland water route to the southward, and all work previously done therein by the United States pertains to this water route and is described in connection with it. (See section 9, current summary.) The portion of this branch included in this subhead of Norfolk Harbor is therefore only that from the Norfolk and Western bridge down to the upper end of the navy yard, which is just below the Belt Line bridge, a distance of about 3 miles. From the mouth of this branch navigable channels exist through Elizabeth River, Hampton Roads, and Chesapeake Bay to the ocean, not less than 35 feet deep at mean low water. The natural channel of the South Branch for about 1 miles above the Belt Line bridge had a depth of about 18 feet at mean low water, and thence to the Norfolk & Western Railway bridge, about 2 miles farther, a depth of about 12 feet at mean low water. Above the Belt Line Railway bridge this channel at many places was very narrow and for its entire length very tortuous. The existing 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 1 miles above, 300 feet wide and 25 feet deep at mean low water, and thence to the Norfolk & Western Railway bridge, a further distance of about 2 miles, 200 feet wide and 22 feet deep at mean low water, at an esti- mated 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. The annual maintenance was estimated at $5,000. No modification of the existing project, since its adoption, has been made. RIVER AND HARBOR IMPROVEMENTS. 441 Reports upon examinations and surveys of this locality are printed as House Documents No. 373, Fifty-ninth Congress, first session, and No. 551, Sixty-first Congress, second session, with map. No work was done on this project during the fiscal year, and no expenditures have been made. Up to June 30,1914, the expenditures have amounted to $180,750.71, and have resulted in the completion of the project. No portion of this expenditure has been for maintenance. The amount of material actually removed proving to be less than had been estimated, and the prices obtained for dredging being less than had been expected, the total cost of this project was more than $40,000 less than the original estimate of $222,500. On June 30, 1914, a draft of 25 feet could be carried at mean low water over the stretch of the river from the Belt Line Railway bridge to a point about 1l miles above, and for the remainder of the distance to the Norfolk & Western Railway bridge, 22 feet. This branch of the Elizabeth River forms an approach to both of the inland water routes to Albemarle Sound, N. C., and thence farther south. One of these inland routes, through the privately owned Dismal Swamp Canal, has now an available depth of about 9 feet at mean low water. The other route through the recently pur- chased Albemarle & Chesapeake Canal has an available depth of 81 feet only, but a project has been adopted for increasing the depth to 12 feet. The commerce of this branch over the distance covered by the project amounted, during the calendar year 1913, to 832,798 short tons, having an estimated value of about $11,600,000. The articles transported are coal, forest products, iron, chemicals, oil, and fer- tilizers. In addition to the tonnage just stated, there passed through the channel in this Southern Branch all of the traffic by way of the two inland waterways, which in the calendar year 1913 aggregated 635,067 short tons. It has not been possible to ascertain the effect the improvement has had on freight rates. Its completion, however, has enabled shippers to load and unload vessels alongside their wharves instead of lighter- ing much of the cargoes of incoming and outgoing vessels which for- merly had to be anchored, in some cases, at least 4 miles from the wharves. This discontinuance of the necessity for lightering has decreased the cost of loading and unloading vessels. The balance available will be applied to maintenance if necessary, and as it is expected that the funds will be sufficient for such work until June 30, 1916, no estimate of additional funds is submitted. July 1, 1913, balance unexpended _------------------------------- $9,249. 29 July 1, 1914, balance unexpended-------------------------------- 9, 249. 29 (c) lVestern Branch of Elizabeth River, Va.-This branch rises in the northern portion of the Dismal Swamp region in eastern Vir- ginia, flows northeasterly, and after a course of about 10 miles empties into the main part of the Elizabeth River in Norfolk Harbor. The part of the branch included in the project is the lower portion, about 1 mnile in length, from deep water in Norfolk Harbor up to near the West Norfolk drawbridge, and really forms a part of Nor- 442 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. folk Harbor. From the mouth of this branch there is a channel to the ocean nowhere less than 35 feet in depth at mean low water. The original project of this branch was adopted June 3, 1896, and 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, at an estimated cost of $45,000. Up to June 30, 1913, a total of $49,671,65 has been expended on this project, of which $5,000 was for maintenance. The project was completed. By the act of February 27, 1911, under the heading "Improving harbor at Norfolk, Va.," $5,000 was appropriated for maintenance of improvement on the Western Branch, which amount and an addi- tional sum of $5,000, allotted for maintenance work from the appropriation made by act of July 25, 1912, have not yet been expended. By the act of March 4, 1913, Congress adopted a new project for the improvement of this branch in accordance with the report sub- mitted in House Document No. 566, Sixty-second Congress, second session, at an estimated cost of $82,000 (with $2,000 annually for maintenance), all of which was appropriated. The new project is really an extension of the former project, increasing the dimensions. It provides for a navigable channel 300 feet wide and 24 feet deep from deep water in Norfolk Harbor up to the first bend below the West Norfolk bridge, and 200 feet wide and the same depth from this bend up to near the bridge, and for dredging to a depth of 16 feet at mean low water a part of the shoal on the north side of the junction of the Western Branch Channel and the Norfolk Har bor Channel. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. From mouth 1 mile .................. House... ' 218 Fifty-third.... Third... 1 1895 1300 Do................... .......... .. do.. .. 331 Fifty-fourth ir t ... .. 1896 1071 Do ... ........................... do.... 2 373 Fifty-ninth... ... ... .. ...... Do ........ ............... ..... do ...... 1 551 Sixty-first..... Second........ Do..................................... do.... 23 556 Sixty-second..do....do ........ SNo map. Contains maps. Basis of project adopted by Congress. During the fiscal year work has been in progress, under contract, and at the end of the fiscal year was still in progress on the project of March 4, 1913. There have been removed 257,331 cubic yards of material, completing about 70 per cent of this project. The ex- penditures on this were $23,639.27. The total expenditures on all projects have been $73,310.92. There now exists a navigable channel 20 feet deep from the West Norfolk Bridge to its mouth. The average rise and fall of the tide is 2.7 feet. Above the West Norfolk Bridge, this stream is navigable for small sail and gasoline boats for a distance of approximately 9 miles. IlVER AND HARBOR IMPROVEMENTS. 443 For the calendar year 1913 the commerce of this stream is re- ported to have been 2,584,891 short tons, valued at about $76,500,000, a considerable increase over the preceding calendar year. The prin- cipal items are lumber, truck, groceries, and miscellaneous articles. It has not been found possible to ascertain what effect, if any, the improvement has had upon freight rates. It is proposed to expend the funds available on the new project and any maintenance work necessary, and as the amount available is expected to be sufficient to complete the latest modifications of the project, and to maintain this channel until June 30, 1916, no esti- mate for additional funds is submitted. July 1, 1913, balance unexpended------------------------------- $92, 000. 00 June 30, 1914, amount expended during fiscal year, for works of improvement--.----------------------------------------------23, 639. 27 July 1, 1914, balance unexpended_________, 360.73 July 1, 1914, outstanding liabilities-------------------------------5, 159. 02 July 1, 1914, balance available__ 63, 201. 71 A'ly 1, 1914, amount covered by uncompleted contracts--__-------- 12, 373. 01 (d) Thimble Shoal.--This shoal extends from a point about 1l miles eastward of Thimble Shoal Lighthouse in Chesapeake Bay in a southeastern direction toward the entrance to the bay from the ocean. The shoal is about 5 miles long and lies between the 35-foot contours in Chesapeake Bay, in the main and only channel between Hampton Roads and the ocean. From the eastward end of this shoal there is a channel of ample width and nowhere less than 35 feet deep at mean low water all the way to deep water in the ocean. The average oscil- lation of the tide is about 2.7 feet. Before improvement was begun the available channel through this shoal was but 30 feet deep at mean low water. 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. The annual maintenance was estimated at $25,000. No modification of the existing project, since its adoption, has been made, and the project has now been completed. References to examination or survey reports and maps or plans (including project documents). 1No maps. 2Basis of project adopted by Congress. SContains maps. 444 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARIVMY. Dredging was in progress under contract from July 7, 1913, to May 9, 1914, a total of 523,216 cubic yards of material being removed, which completed the project. During the fiscal year the sum of $98,963.08 was expended for dredging and contingencies, and the total expenditures up to June 30, 1914, have amounted to $334,020.63, none of which has been for maintenance. The original estimate for this work was based upon information derived from Coast and Geodetic Survey charts, there being no other data available at the time. This information was quite gen- eral, and the amount of material which had actually to be removed was much less than was estimated. This reduction in the amount of material, combined with a contract price much lower than the esti- mated unit cost, has resulted in the completion of this project at a cost of approximately $334,000, instead of $660,000, the original estimate, or a saving of about $326,000. The commerce passing to and from, between the ocean and the ports of Norfolk and Newport News, Va., uses this channel, and as the commercial statistics are given in connection with reports on those harbors they are not repeated here. The balance available will be applied to maintenance of the project when required, and as the amount available is believed to be suffi- cient for any such work that may be required up to June 30, 1916, no estimate of additional funds is submitted. July 1, 1913, balance unexpended------------------------------ $124, 942. 45 June 30, 1914, amount expended during fiscal year for works of improvement -_--------------------------------- 98, 963. 08 July 1, 1914, balance unexpended----------_--------------- - 25, 979. 37 (e) The channel to Newport News.-The city of Newport News is situated on the left bank of the James River, at its mouth, and the channels to Newport News connect the deep water in Hampton Roads with the deep water in James River in front of Newport News, and have been dredged through a shoal known as " Middle Ground Bar." The harbor of Newport News is about 10 miles west from the harbor of Norfolk, Va., and there exists, at present, from Hampton Roads through Chesapeake Bay to the ocean, a navigable channel not less than 35 feet deep at mean low water. The normal range of the tide at Newport News and thence to the ocean is about 2.7 feet. Before any improvement was made of this locality vessels of 25 feet draft could proceed to Newport 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, Va., through the shoal known as " Middle Ground Bar," the sum of $225,000 having been appropriated and ex- pended therefor. In addition $12,500 was applied, to maintaining the dredged channel. The present project adopted by the river and harbor act of June 25, 1910, provides for dredging a channel 400 feet wide and 35 feet deep at mean low water for a distance of about 34 miles through the shoal north of Middle Ground Light in Hampton Roads, Va., at al, estimated cost of $465,000, with $15,000 annually for maintenance. The project as adopted in 1910 has been completed. RIVER AND HARBOR IMPROVEMENTS. 445 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. HouSenate. No. Congress. Session. Year. Page. Middle Ground Bar, Hampton Roads, Va.. House... 1 2 93 Fifty-sixth.... First.... 3 1900 1785 Do....... ......................... do.... 2 Sixty-first... Second. . Do.................. ........................... Do.................................... do.... ........ 550 .................... 605 Sixty-third.... . 1912 Second ............ .... 1704 1 Contains map. 2 Basis of project adopted by Congress. 8No map. The only operations during the year were examinations of the channel to determine its condition, the cost of these examinations being $162.85. Up to June 30, 1914, the expenditures on the present project have amounted to $471,467.27. Of this expenditure $162.85 has been for maintenance. The total expenditure under all projects has amounted to $708,967.27, of which $12,662.85 has been for maintenance. At the close of the fiscal year a navigable channel exists from deep water in Hampton Roads to deep water in James River, nowhere less than 35 feet deep at mean low water. The normal tidal range is 2.7 feet. For the calendar year 1913 the water-borne shipments to and from Newport News aggregated 4,721,726 short tons, valued at about $221,000,000. The chief commodities handled are coal, cotton fer- tilizer, forest and agricultural products, and general merchandise. It has not been possible to determine the effect, if any, the improve- ment has had on freight rates. The balance available will be applied to maintenance when neces- sary, and as the funds are considered sufficient for such work until June 30, 1916, no estimate of additional funds is submitted. July 1, 1913, balance unexpended----------- ---------------- $18, 695. 58 June 30, 1914, amount expended during fiscal year, for maintenance of improvement------------------ --------------- 162. 85 July 1, 1914, balance unexpended---------------------------- 18, 532. 73 CONSOLIDATED. July 1, 1913, balance unexpended_--__ ------------------------- $528, 488. 31 Received from sales ......---------------------- ------- 20. 25 528, 508. 56 June 30, 1914, amount expended during fiscal year: For works of improvement ------------------ $247, 666. 03 For maintenance of improvement--------------- 1,153. 73 248, 819. 76 July 1, 1914, balance unexpended ....-------------------------- 279. 688. 80 July 1, 1914, outstanding liabilities- . .-----.------------------- 5, 323. 51 July 1, 1914, balance available.----------................................ 274, 365. 29 July 1, 1914, amount covered by uncompleted contracts--............ 15, 137. 84 (See Appendix L 1.) 446 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 2. Nansemond River, Va.-This stream rises in Nansemond County, Va., flows in a northerly direction, and after a course of 25 miles empties into Hampton Roads opposite Newport News, Va. Its length from Suffolk, Va., the head of navigation, to its mouth is 18 miles. From the mouth of this river navigable channels exist through Hampton Roads and Chesapeake Bay to the ocean not less than 35 feet deep at mean low water. 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 appro- priations made between 1873 and 1878, at a cost of $37,000. The project under which the work has been carried on 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. The cost of mainte- nance was not estimated. At present there has been provided a channel only 80 feet wide and 12 feet deep at mean low water between Suffolk and the mouth, a distance of 18 miles, which is now deemed ample for the commerce of the stream. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. sn. . Page. From Suffolk to the mouth .... .......... ....... ...... ............ ....... . 11872 723 Suffolk to Town Point............................. ..... ..... ...... .. ..... 1887 1001 Ham'-,ton Roads to Suffolk................. House... 1395 Sixty-first.... Second.............. Do................................... House 52 ..... do........ Third.............. R. and I. (om. At and near the Western Branch.......... House... 11246 Sixty-second..do.. do.... . ........ 1Contains maps. 2 Basis of project adopted by Congress. 3 No maps. During the fiscal year work was in progress in the restoration of the dikes opposite the mouth of the Western Branch. The cost of this work was $3,717.44, and resulted in the construction of 416 feet of new dikes and the repair of 1,298 feet of old dikes. This work was all of the nature of maintenance, the work being done by hired labor and the use of the United States snag boat. Up to June 30, 1914, the total expenditures under the project of 1888 have been $59,626.35, and under all projects $96,626.35; of these amounts, $18,949.24 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. RIVER AND HARBOR IMPROVEMENTS. 447 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, agricul- tural products, clay, brick, coal, and merchandise. In 1890 it is reported to have reached about 220,000 short tons. For the calendar year 1913, it is reported to have amounted to 88,821 short tons, valued at about $2,370,000. 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 toward maintaining the im- provement when and where necessary. July 1, 1913, balance unexpended 091. 09 $----------------- June 30, 1914, amount expended during fiscal year for maintenance of improvement ------------------------- ---------------- 3, 717. 44 July 1., 1914, balance unexpended----------------------------- 3, 373. 65 (See Appendix L 2.) 3. James River, Va.-The river rises in the Allegheny Mountains in Highland County, Va., near the West Virginia line. It flows in a generally easterly direction, and measured from the confluence of the Cowpasture and Jackson Rivers its length is about 320 miles to its mouth at the western end of Hampton Roads. Hampton Roads is about 10 miles long and empties into the southwestern corner of Chesapeake Bay. The portion of the river under improvement ex- tends from Richmond, Va., to its mouth, a distance of about 103.8 miles. From the mouth of this river to the ocean a navigable chan- nel exists through Hampton Roads and Chesapeake Bay, having a depth of not less than 35 feet at mean low water. Under appropriations made in 1836 and 1852, $23,000 was ex- pended in the improvement of the river. Work by the United States on this river was resumed in 1870, and at that time the channel was obstructed by shoals, wrecks, war ob- structions, and the remains of military bridges. Owing to these, the channel, especially near Richmond, was in places narrow and tortuous. From the mouth to City Point, a distance of about 70 miles, the ruling depth was but 15 feet; thence to Trents Reach, 18 miles, about 13 feet, and from the latter point to Richmond, but 7 feet. The project adopted in 1870 was to secure a channel 180 feet wide and 18 feet deep at high water, and to cut a canal through Dutch Gap. The amount expended on this project prior to the adoption of the project of 1884 was $740,000, and had resulted only in the par- tial completion of the work proposed. The project under which the improvement is now being carried on was adopted July 5, 1884, and is printed in Senate Document No. 147, Forty-seventh Congress, first session (without map). 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 448 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 300 feet, and thence to Richmond of 200 feet, at a total estimated cost of $4,500.000. This project was modified by the act of June 13, 1902, which pro- vided for extending the improvement from the lower city line of Richmond, a distance of about 3,300 feet, to the head of navigation at the docks, at an additional cost of $724,943.15, and again by the act of March 3, 1905, which provided for the excavation, to the depth of 22 feet at mean low water, of a turning basin at Richmond 400 feet wide by 600 feet long, at a cost not to exceed $150,000. Both of these modifications were based on plans discussed in House Docu- ment No. 234, Fifty-sixth Congress, first session (without map). None of the estimates above contained any references to the cost of maintenance. The existing project, with the modifications noted, comprises exca- vating a channel 22 feet deep at mean low water between the mouth of the river at Hampton Roads and the mouth of the Virginia and Kanawha Canal ship lock at Richmond, Va., of the following widths: From the river's mouth to City Point, 400;feet; from City Point to Drewry Bluff, 300 feet; and from Drewry Bluff to the head of navi- gation at the lock, 200 feet, except at the turning basin, where the channel width is to be 400 feet. The total estimated cost of all this work is $5,374,943.15. References to examination or surrey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. oSenaterNo. Congress. Session. Year. Page. ... Senate 1 Thirty-third .. First.... 1853 389 James River & Kanawha Canal ship lock ............................ to one-half mile below Dutch Gap. ... 11875 74 Dutch Gap cutoff................................... .... ........ .................. .. .. 1876 292 Rocketts Reef............................. ......... .................. 2 1876 294 Richmond Bar.... ... . ........ ... . ................... ...... ......... ......... 1876 298 Kingsland Reach, Dutch Gap to 2 miles .......... ...... .... .............. 11878 459 below, head of Harrisons Bar to West- over Wharf. All shoals between Richmond, Va., and ................ ........ ..................... 1 1882 870 the river's mouth requiring improve- ment. Ship lock at Richmond to Varina, and .................... ......... ............ 1887 871 Curles Neck, Harrisons Bar, and Swans Point Shoals. Dutch Gap to Jordans Point............................................... 11890 996 Jamestown Island and shoals near Goose.......... Hill, Swans Point, Dancing Point, Harri- .......... 11896 1010 sons Landing, Ferry Reach, and Varina. ..................................... Senate .. 147 Forty-seventh First....... .. Lower city line of Richmond to docks.. House... 3 234 Fifty-sixth... .. do..... 11900 1754 Jetty 15 to Jetty 35 and Jetty 65 to Jetty 85 ...................................... 1904 1338 1 No maps. 8 Contains maps. 2Maps. ' Basis of project adopted by Congress. New work done under contract during the fiscal year consisted in completing the widening of about 2,600 feet of the 18-foot channel near Richmond, from its former widths of 125 and 150 feet to the full project width of 200 feet; working toward widening to 200 feet of about 4,500 feet of the 18-foot channel at Richmond Bar, 2 miles RIVER AND HARBOR IMPROVEMENTS. 449 below the city; widening to 200 feet, about 2,900 feet of the 18-foot channel at Warwick Bar, 5 miles below Richmond, and about 3,000 feet at Kingsland Reach, about 10 miles below Richmond; widening to the full project width of 400 feet about 2,100 feet of the 20-foot channel at Harrisons Bar, widening about 8,000 additional feet of this bar channel from its former width of about 250 feet, to from 385 to 400 feet, and excavating a channel 20 feet deep by about 250 :feet wide through the remaining 3,800 feet of this bar. In addition to the above work, about 1,120 feet of timber jetty were constructed at Warwick Bar for maintaining the channel re- cently dredged through the bar, and about 360 linear feet of the same class of work constructed and about 1,700 linear feet partly constructed on Kingsland Reach, for maintaining the dredged chan- nel at that locality. An old sunken and partially destroyed detached landing place about two miles above Jamestown Island, considered a serious ob- struction to navigation, was removed by blasting, the work being done by hired labor and the use of Government plant. The expenditure for new work during the fiscal year amounted to $141,495.65. The year's operations for maintenance consisted in dredging by contract from the channels 16,262.37 cubic yards of earth at and near Richmond, Va., 5,239 cubic yards of earth at Warwick Bar, 7,400 cubic yards in Kingsland Reach, and 13,272.55 cubic yards at Harri- sons Bar-an aggregate of 42,173.92 cubic yards, at a cost of $19,696.18. The amount expended on the present project to June 30, 1914, was $2,419,370.96, of which $93,870.21, expended subsequently to March 3, 1899, was for maintenance. The cost of maintenance in- cludes the cost of dredging sand and mud deposited in the channel since the adoption of the project and in repairs to regulating woJkLs. To June 30, 1914, the total amount expended on all projects is $3,182,370.96. Until November 30, 1910, the improvement of the river was con- fined chiefly to its upper reaches, where the water was shoalest and the channel rocky, and consequently where the greatest benefits to commerce would be obtained. The exceptions to this were the dredg- ing of shoals at Harrisons Bar, Swans Point Shoal, and Goose Hill Flats to a depth of 18 feet. In 1910 the improvement of the upper reaches being sufficiently advanced to give a channel with a depth of 18 feet and a minimum width of 100 feet, the excavation of channels on the shoals between City Point and the mouth of the river, to give them a depth of 20 feet and a width of 400 feet prescribed in the project, was begun. and has been completed for City Point Shoal, Goose Hill Flats, Dancing Point, and Swans Point Shoals, Point of Shoals Bar, and Rocklanding Shoal. A channel on Harrisons Bar 20 feet deep, hav- ing widths of 250 to 400 feet, has been completed. The project is estimated to be about 45 per cent completed. The result of the work of improvement is a channel from Hamp- ton Reads to the city wharf at Richmond, having a width of not less than 100 feet and a depth of 18 feet at mean low water. 60993 -ENG 1914-----29 450" REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The maximum draft that could be carried at low water on June 30, 1914, between Richmond and the mouth of the river, was 18 feet. The mean tidal range varies for different parts of the river, being approximately as follows: 2.5 feet at the mouth of the river, 1.85 feet at Jamestown, 3 feet at City Point, 3.5 feet at Dutch Gap, and 4 feet at Richmond. The channel length of the James River from Hampton Roads to the head of navigation at Richmond, Va., for steamers and other craft, is 103.8 miles. The river is navigable for rafting and logging for about three-fourths mile above the head of navigation for steamers. The commerce of the river for the calendar year of 1913 amounted to 592,165 short tons, having an estimated value of $33,523,461. Of the above, 332,179 short tons, having an estimated value of $30,675,- 417, represent the part of the commerce and its value, respectively, for the port of Richmond, Va. The above statistics, as compared with those for the calendar year of 1912, show a substantial increase in the total of the James River tonnage and the portion of this tonnage pertaining to the port of Richmond. The principal items of commerce comprised lumber, general mer- chandise, coal, cordwood, fertilizer material, coal oil, railroad ties, and gasoline. The work done has been beneficial in reducing the cost of water transportation of lumber, fertilizer material, coal, and other articles carried principally in sailing vessels and barges. In many instances the freight rates by steamers are the, same as rail rates. The berthing and terminal facilities for vessels at Richmond have been improved during the year by repairs made by the city of Richmond to the gates of the entrance lock between the lower end of the old James River & Kanawha Canal basin and James River. The basin was recently acquired by purchase by the city. It is used by small steamers, sailing vessels, and barges. The balance available and the new appropriation recommended will be applied to enlarging the improved channels, in constructing regulating works, to assist in maintaining these channels, and in dredging for restoring channels previously obtained. July 1, 1913, balance unexpended--------------------------- $179, 653. 37 June 30, 1914, amount expended during fiscal year: For works of improvement---------------- $141, 495. 65 For maintenance of improvement------------- 19, 696. 18 161, 191. 83 July 1, 1914, balance unexpended----------------------------18, 461. 54 July 1, 1914, outstanding liabilities-------------------------- 4, 104. 27 July 1, 1914, balance available----------------------------- 14, 357. 27 July 1, 1914, amount covered by uncompleted contracts--------- 1, 910. 59 Amount (estimated) required to be appropriated for completion of existing project---------- ---------------------- 13, 030, 978. 90 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance. 100, 000. 00 (See Appendix L 3.) 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 451 4. Pagan River, Va.-This stream rises in Isle of Wight County, Va., flows northeast, and after a course of obout 10 miles empties into the right bank of the James River near the mouth of the latter. The navigable length of the river, which is now under improvement is about 5 miles and extends from near the town of Smithfield, Va., to the mouth of the river. From the mouth of this river navigable channels exist through the James River, Hampton Roads, and Chesa- peake Bay to the ocean not less than 38 feet deep at mean low water. 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 and 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 modification of the existing project since its adoption has been made. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. enouateor No. Congress. Session. Year. Page. Mouth to Smithfield.......... ...................... ............. .... 1875 156 Do ................ .............. . House..l' 188 Fifty-sixth.... Second.. 11901 1474 Do .................................. do.....1 2 397 Sixtieth Fit... ... ... ....... 1 No maps. 2Basis of project adopted by Congress No operations were carried on during the fiscal year and no ex- penditures were incurred. To June 30, 1914, the total amount expended under the existing project was $4,600. The total amount expended on all projects has been $25,271.01. The project has been completed, but work of maintenance will be required. 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, Va., to Smithfield, Va., a distance of about 5 miles. The river is navigable for rafts for a distance of about 3 miles farther up- stream, making the total navigable length of the river about 8 miles. The average range of the tide is 2.6 feet. The commerce of this stream has varied considerably from year to year, according to whether conditions have or have not been 452 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. favorable to the production of peanuts and oysters. For the calen- dar year 1913 it is reported to have amounted to 58,951 short tons, valued at about $11,000,000. 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. As the funds on hand, which are to be applied to maintenance, are expected to prove sufficient for maintenance work until June 30, 1916, no estimate of additional funds is submitted. July 1, 1913, balance unexpended--------------- $2, 000 July 1, 1914, balance unexpended ----- --- __------- - 2, 000 (See Appendix L 4.) 5. Appomattox River, Va.-(a) General improvement.-This stream rises in Appomattox County, Va. The general direction of its flow is northeast to its mouth at City Point in the James River. Its total length is about 137 miles, but its navigable length, which has been improved under the present project, is only about 11 miles between Petersburg, Va., and its mouth. The draft that can be brought to the mouth of the river from the ocean is 18 feet at mean low water. The original channel in this river was narrow and tortuous, and numerous shoals prevented vessels drawing more than 6 feet from navigating it at mean high water. The original project for this improvement was adopted in 1871 and provided for a channel 60 feet wide at bottom and 12 feet deep at ordinary high water. In 1893 the project was revised to provide a channel from Petersburg to natural deep water at Point of Rocks, 80 feet wide at bottom and 12 feet deep at ordinary high water, by making a cut-off called Puddledock Cut. The total amount ex- pended on the original project, as modified, prior to operations on the existing project, was $530,516.04, of which the sum of $58,596.04 was for maintenance. The existing project is the original project as modified above, restored and extended by the river and harbor act of June 25, 1910, at an estimated cost of $73,000, with $3,000 annually for maintenance. It 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. No modification of the existing project has been made since its adoption in 1910. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. ouSenate.orNo. Congress. Session. Year. Page. Point of Rocks to Petersburg............. .... .............. ........ 1870 6 Do ............................... House 1 952 Sixtieth. irst... 1 Cotais z Basis of project adopted by Congress. maps. RIVER AND HARBOR IMPROVEMENTS. 453 The expenditures during the fiscal year, amounting to $126.22, were applied to examinations, inspections, etc. To the close of the fiscal year ending June 30, 1914, the total amount expended on the existing project was $20,496.97, of which $5,281.02 has been for maintenance. The total amount expended on all projects has been $551,013.01, of which $63,877.06 has been for maintenance. The existing project is considered completed, but expenditures will be required from time to time for maintenance. The maximum draft that could be carried at mean low water over the shoalest part of the improved channel on June 30, 1914, was 8.3 feet, corresponding to 10.9 feet at ordinary high water. The head of navigation, to which the stream is navigable for steamers and other craft, as well as for rafting and logging, is Peters- burg, Va. The navigable portion of the stream is 11 miles long. The normal tidal range is 2.6 feet. The commerce for the calendar year 1913 amounted to 33,252 short tons, or slightly less than in 1912. The principal articles were ferti- lizer, cordwood, railroad ties, brick, fish, lumber, and other miscel- laneous products. The improvement has resulted in more favorable freight rates to and from Petersburg, Va. The available balance will be applied to maintenance of the im- provement by dredging when necessary. July 1, 1913, balance unexpended --- ---------- $8. 311. 51 June 30, 1914, amount expended during fiscal year. for maintenance of improvement----- ----------- ------------------- 126. 22 July 1, 1914, balance unexpended-------------------------------8, 185. 29 July 1, 1914, outstanding liabilities------------------------------- 78. 31 July 1, 1914, balance available-----------------_ --------------- 8, d. 98 (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 2z 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 of the cost of this work was $266,915, but the act of June 13, 1902, limited the total cost of the work to $200,000. The act of March 3, 1909, authorized its increase to $260,000, and this whole amount has been appropriated. No modification of the original project, except as to cost, has been made since its adoption. 454 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or ylans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. Senate.r No. Congress. Session. Year. Page. At Petersburg .................................. ..... ................... . ......... 1882 903 Petersburg to Point of Rocks9....................... ..................... ... .......... 2 1889 952 Do... .............................. .. ... ... . ......... 1893 1333 At Petersburg........................... .House 139 Fifty-sixth... Second............. 5 1No maps. Contains maps. a Basis of project adopted by Congress. The expenditures for the fiscal year, amounting to $145.46, were applied to examinations, inspections, etc. At the close of the fiscal year the sum of $243,931.21 had been ex- pended on the existing project. The project is about 94 per cent completed; all of the land needed has been acquired, the highway and railway bridges have been built, the new cut excavated, and the dam across the river built to a height of 9.5 feet above diversion low water. The freshet of March, 1912, broke the incomplete diversion dam, and through this break water now flows at low tide. Funds are avail- able for rebuilding the dam, but it has been recommended, by a board of Engineer officers, that this work be not undertaken until the south bank of the stream for a distance of about 2,000 feet above the dam site is raised above the overflow level, or to about 20 feet above low water. The general elevation of this bank at present is about 16 feet above low water, and on it are the tracks of the Norfolk & Western Railroad. The work of raising the tracks is not considered as work to be done by the United States, but is to be done by the railroad company, after certain work on the neighboring streets of the city is done by the city. The work planned by the city has not yet been begun, and pending this all other matters connected with this improvement are at a standstill. The commerce to be affected by the improvement is the same as that mentioned in the preceding section, and all general statements made therein apply equally well to this section. The balance of funds will be applied to completing the work under the adopted project and maintaining the works. July 1, 1913, balance unexpended__________-______________ _ $21, 214. 25 June 30, 1914, amount expended during fiscal year, for maintenance of improvement------------------------------------------ 45. 46 July 1, 1914, balance unexpended.---------------------------- 21, 068. 79 (See Appendix L 5.) 6. Harbor at Cape Charles City, Va.-This harbor is of rectangu- lar shape, about 1,100 feet long by about 600 feet wide, and was artifi- cially dredged in the basin of an almost insignificant creek. It is con- RIVER AND HARBOR IMIPROVEMENTS. 455 nected with deep water in Chesapeake Bay by an artificially dredged entrance. The harbor is situated on the eastern shore of Chesapeake Bay about 151 miles south of Baltimore, Md., and about 37 miles northeast from Norfolk, Va. Between the harbor and deep water in Chesapeake Bay there are three shoals, over one of which the present available depth does not exceed 12 feet. Between these shoals and the ocean the available channel depth is much greater. The average range of tide is about 2.5 feet. 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. No modification of the original project has been made since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. Houseor No. Congress. Session. Year. Page. Harbor and approaches by Cheuton [Cher- ................................. 11890 2971 rystone] Inlet. Harbor and entrance through Cherrystone House... 21085 Sixty-second.. Third.......... ...... Inlet. Do....................... ........ .. 81112 ..... do.........do................ 1 Basis of project adopted by Congress. 2 No maps. 8 Contains map. During the fiscal year the channels in Cherrystone Inlet and across Old Plantation Bar were restored to their project dimensions by dredging under contract, 118,272 cubic yards of material being re, moved. The cost of this work was $25,152.78. The expenditures to June 30, 1914, amounted to $144,917.34, of which $39,133.66 was applied to maintenance. The sum of $250 has been received on account of the annulment of a contract and the extra cost of doing the work. The project is completed, except the building of the south jetty to the length originally proposed, and this is now thought unnecessary. The work has resulted in the dredging and redredging of the inner harbor to the proper depth, the excavation and maintaining of channels of the required dimensions 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. 456 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. On June 30, 1914, a vessel drawing 12 feet dould 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 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 1913 it is reported to have amounted to 3,021,344 short tons, valued at over $80,000,000. It has not been found practicable to ascertain what effect, if any, the improvement has had upon freight rates. The balance available will be expended for the maintenance of im- provement, as above noted, and as no work of this character is con- sidered probable before June 30, 1916, no estimate of additional funds is submitted. July 1, 1913, balance unexpended ------------------------------ $25, 485. 44 June 30, 1914, amount expended during fiscal year for maintenance of improvement____---------------------------------------------- 25, 152. 78 July 1, 1914. balance unexpended-___ 332. 66 (See Appendix L 6.) 7. Onancock River, Va.-This stream rises in Accomac County, Va., and flows west for a course of 6.5 miles, and empties into Chesa- peake Bay. The navigable length of the river now under improve- ment is about 5 miles, and extends from the town of Onancock, Va., to the mouth of the river. From outside of the mouth of this river a navigable channel exists through Chesapeake Bay to the ocean, not less than 35 feet deep at mean low water. TBefore improvement the channel depth was 4 feet at mean low water to the head of navigation, 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 100 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 shoaled to 7 feet at mean low water; the inner bar channel has not deteriorated appreciably, but the natural channel in the river proper is narrow and tortuous, and where it was dredged there had 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. No modification of the existing project, since its adoption, has been made. This project has been completed. RIVER AND HARBOR IMPROVEMENTS. 457 References to examination or survey reports and maps or plans (includig project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. Bouseor No. Congress. Session. Year. Page. Mouth to Onancock............... ..... ....... . ................. ..... .. 11879 716 Do.................................... Iouse... 68 Forty-fifth.... Third... ........... Do...................... ............ do 83 Fifty-first..... First4.... ............. Do................................... do.... 12 652 Sixtieth.. do ... ... ............ 1No maps. 2 Basis of project adopted by Congress. No work was done and no expenditures were made during the fiscal year. The expenditures under existing project to June 30,1914, amounted to $13,038.02, and under all projects to $33,549.02. On June 30, 1914, vessels of 7 feet draft could reach Onancock, Va., at mean low water. 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 1913 it is reported at 52,025 short tons, valued at about $3,000,000. It has not been found practicable to ascertain what effect, if any, the improvement has had upon freight rates. The available funds will be applied toward maintaining the im- provement, and as they are considered sufficient for maintenance work up to June 30, 1916, no estimate for additional funds is sub- mitted. July 1, 1913, balance unexpended---------------- $1,461. 98 _--------------- July 1, 1914, balance unexpended--------------------------------- , 461. 98 (See Appendix L 7.) 8. Waterway from Norfolk, Va., to the sounds of North Caro- lina.-This waterway extends from Norfolk, Va:, via the Southern Branch of 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 Pasquotank River, to Albemarle Sound, a distance of 67 miles, and thence to Pamlico Sound by Croatan Sound. Of the waterways mentioned, the Dismal Swamp Canal is a private toll canal. From the mouth of Deep Creek, through the Southern Branch of the Elizabeth River and Hampton Roads to the ocean, navigable channels exist having a least depth of 20 feet at mean low water. The draft which could be carried through this waterway at the time of the adoption of the project for improvement was limited to 2 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 dredging channels in Deep Creek, 3 miles long, Turners Cut, 3.8 miles long, through a shoal in Pasquotank River near Ship Yard Bar, 1,800 feet long, and through a bar in Croatan Sound near Croatan Light, 1,200 feet long. 458 REPORT OF THE CHIEF OF ENGINEERS. U. S. ARM1VY. 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 pro- tection of these channels sheet piling was to be driven where neces- sary. The estimated cost of this work was $274,310. No modification of the existing project has been made since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. HoSeunate.r No. Congress. Session. Year. Page. Pasquotank River ......................... ...... ....... . 1876 360 General............................................. ..... ..... ........ 11880 851 Pasquotank River ...................................................... 1 1885 1049 Do.. ................... .......... ............ ............... 11889 1135 Deep Creek........................ HIouse' . 154 Fifty-third... . Third... 1895 1298 Turners Cut ........................... do.'... 213 .. ....... do.... 11895 1357 General ..................................... do.'... do.' .. First.... 317 Fifty-fourth... Fifty-fifth...Third... 11896 1899 1086 1485 Deep Creek.............. ............ 131 South Mills to and including Ocracoke and ... do.2... 202 Fifty-sixth.... Second.. 1 1901 1511 Beaufort Inlets. 2 Norfolk, Va., to Beaufort Inlet, N. C...... ... do. ... 563 Fifty-eighth. do..... 11904 1387 General .... .......................... do.2.. 391 Sixty-second.. ... do................... 1No maps. 2Contains maps. 8 Basis of project adopted by Congress. The operations during the fiscal year consisted in the removal from the channel by the snagboat Roanoke of 130 obstructions and the dredging by contract of 9,181 cubic yards from a shoal that had formed at the mouth of Deep Creek. All of this work was for main- tenance, and its cost was $4,196. Up to June 30, 1914, the sum of $267,656.21 had been expended on the project, of which $16,459.75 was for maintenance. The project has been completed, but additional work will be re- quired from time to time for maintenance. On June 30, 1914, vessels drawing 10 feet of water can at mean low water navigate through all sections of the route which have been im- proved 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, 1914, 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 commerce for the calendar year 1913 is reported to have amounted to 336,626 short tons, valued at about $4,500,000. The main items of commerce are coal, fertilizer, farm products, and general merchandise. It has not been found practicable to ascertain what effect, if any, the improvement has had upon freight rates. RIVER AND HARBOR IMPROVEMENTS. 459 July 1, 1913, balance unexpended---.......--.-. ----.---- $4, 409. 79 June 30, 1914. amount expended during fiscal year, for maintenance of improvement.----. --.. ----- _-.-- --....... .---- 4, 196. 00 July 1, 1914, balance unexpended- --- -------- __ _ 213. 79 (See Appendix L 8.) 9. Inland water route from Norfolk Harbor, Va., to Albemarle Sound, N. C., 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 Chesapeake Canal, 9 miles long; North Landing River, 17 miles long; Currituck Sound, 101 miles long; Coanjock Bay, 2a miles long; North Carolina Cut, 2J miles long; and North River, 13 miles long. The two canal cuts mentioned were formerly owned by a private corporation, but on April 30, 1913, the canal and its appurtenant property was purchased by the United States and the waterway opened free to commerce. From the point where the canal cut enters the South Branch of the Elizabeth River there is a navigable channel via the Elizabeth River Hampton Roads, and Chesapeake Bay to the ocean, nowhere less than 10 feet deep at mean low water. 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 previous expenditures above mentioned. The river and harbor act of July 25, 1912, made provision for the purchase of the Chesapeake and Albemarle Canal, and for deepening the waterway between Norfolk, Va., and Beaufort Inlet, N. C., to 12 feet at mean low water. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. HouSenator No. Congress. Session. Year. Page. North Landing River .................. .................................. 11879 686 Norfolk Harbor to the Atlantic Ocean, ....... ..... ......... 2 1880 851 south of Hatteras, and communication with Cape Fear River. Currituck Sound, Coanjock Bay, and North .......................................... 21889 961 River Bar. Norfolk to Beaufort, N. C................. House... 563 Fifty-eighth... Second........ ....... Waterway from Norfolk, Va., to Beau- ............................. ... ..... 8 1904 1387 fort, N. C. Norfolk to Beaufort Inlet, N. C............ House... 2 84 Fifty-ninth.... Second... INo maps. 2Contains maps. s Basis of project adopted by Congress 460 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Expenditures during the fiscal year were $339.91 in part payment of the expense connected with the removal from the channel of 170 logs, 375 snags, and 2 piles, the work being done by hired labor and the use of the United States snagboat. Since September 19, 1890, and up to June 30, 1914, the sum of $102,892.53 had been expended upon improvement, of which the sum of $40,904.53 was for maintenance. Upon all projects $343,062.22 has been expended. The sum of $2,479.59 has been received from sales. The project is considered completed, but additional work will be required for maintenance. The draft of vessels which can pass through the route at mean low water on June 30, 1914, is 81 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 3.0 feet. In the other sections the water level varies accord- ing to the velocity and direction of the wind, for which an allowance of 0.5 foot is made, but severe storms may cause an elevation or de- pression of 2 feet or more. Statement of commerce through this waterway will be found under " Operating and Care of the Inland Waterway from Norfolk, Va., to Beaufort Inlet, N. C." The available funds will be applied toward the maintenance of the improvement, by the removal of logs, snags, and other obstruc- tions whenever such work may be necessary. As this water route forms part of the more comprehensive Inland Waterway from Nor- folk, Va., to Beaufort Inlet, N. C., upon which work is now in prog- ress, and as it will eventually become merged into that more com- prehensive route when the balance now available is expended no estimate for additional funds is submitted. July 1, 1913, balance unexpended $4, 594. 88 Received from sales----------------------------------------------62. 40 4, 657. 28 June 30, 1914, amount expended during fiscal year, for maintenance of improvement -------------------------------------------- 339. 91. July 1, 1914, balance unexpended 4, 317. 37 July 1, 1914, outstanding liabilities 470. 00 July 1, 1914, balance available---------------------------------- 3, 847. 37 (See Appendix L 9.) 10. Inland waterway from Norfolk, Va., to Beaufort Inlet, N. C.- This waterway is to be a part of the Boston, Mass., to Beaufort Inlet, N. C., section of the proposed continuous inland waterway from Boston, Mass., to the Rio Grande, and covers that portion of the route lying between Norfolk, Va., and Beaufort Inlet, N. C., a distance of 186 miles. Between Norfolk, Va., and Albemarle Sound the proposed route follows successively the Southern Branch of the Elizabeth River. Va., the Virginia Cut of the Albemarle and Chesapeake Canal, North RIVER AND HARBOR IMPROVEMENTS. 461 Landing River, Currituck Sound, Coanjock Bay, the Carolina Cut of the Albemarle and Chesapeake Canal, and North River to Albe- marle Sound, a distance of 63.5 miles. Between Albemarle Sound and the Neuse River the present adopted route follows, successively, the Alligator River, a proposed land cut to Rose Bay, Rose Bay, and Pamlico Sound, but under authority granted by the act of March 4, 1913, surveys are now in progress to determine the relative advisability of adhering to this route or tak- ing another. There is at present through the section a natural water route by way of Croatan Sound, having a navigable depth of 9 feet. Between Pamlico Sound and Beaufort Inlet, N. C., the proposed route follows the existing waterway via Neuse River, Adams Creek, Adams Creek Canal, Core Creek, and Newport River to Beaufort, N.C. This waterway includes and absorbs the inland water route from Norfolk Harbor, Va., to Albemarle Sound, N. C., through Currituck Sound, N. C., reported upon under item No. 9 above. .Reports of examinations and surveys, commercial statistics, and the statement as to limiting depths there given apply to this improvement. The approved project adopted in the river and harbor act of July 25, 1912, provides for a waterway 12 feet in depth at mean low water, at an estimated cost of $5,400,000, as described in House Document No. 391 (with maps), Sixty-second Congress, second session. No modification of the existing project since its adoption has been made. During the fiscal year the expenditures on this project were $63,- 463.34, which were applied to surveys, the purchase of plant, dredg- ing, the clearing of canal banks, administration, supervision, and other incidental expenses. The sum of $72 has been received from sales. The total expenditures on this waterway up to June 30, 1914, were $576,305.58, which includes the purchase price of $500,000 paid for the former Albemarle and Chesapeake Canal. It is proposed to expend the balance of the funds, and the addi- tional funds requested on dredging, surveys, the purchase of land for right of way and dumping grounds and on smaller items of plant. On June 30, 1914, a draft 8.5 feet could be carried from Norfolk, Va., to Beaufort Inlet, N. C. The commerce carried on the part of the route between Norfolk, Va., and Albemarle Sound, N. C., amounted to 258,441 short tons during the fiscal year ending June 30, 1914. The operation and care of this canal now devolves upon the United States, and for the purpose of providing for such operation it was accordingly placed under the indefinite appropriation provided by 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. For account of such operations, attention is invited to the following report, L 11. 462 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1. 1013. balance unexpended-------...-----------...- $887, 157. 76 Received from sales----....-------------------7------------------2. 00 887, 229. 76 June 30, 1914, amount expended during fiscal year, for works of improvement --.- __-.__-.- ________--___--____-- '63, 463. 34 July 1, 1914, balance unexpended------------------------------ 823, 766. 42 July 1, 1914, outstanding liabilities--- ---.--.... 3,651. 15 July 1, 1914, balance available_-- ----- __--____--- ------ - 820, 115. 27 July 1, 1914, amount covered by uncompleted contracts--------- 702, 151. 99 Amount (estimated) required to be appropriated for completion of existing project----_--------------____ 2 4, 000, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement--..--------- ..- 21, 000, 000. 00 (See Appendix L 10,) 11. Operating and care of the inland waterway from Norfolk, Va., to Beaufort Inlet, N. C.-The river and harbor act of July 25, 1912, adopted the project for an inland waterway from Norfolk, Va., to Beaufort Inlet, N. C., recommended in the report of the Board of Engineers, printed as House Document No. 391, Sixty-second Con- gress, second session, and also provided for the purchase of the former Albemarle and Chesapeake Canal, a private waterway, which formed a part of the adopted route in that part of the route which lies between Norfolk and Albemarle Sound. This canal became the property of the United States on April 30, 1913, and was immediately opened to commerce as a free waterway, thus giving free water communication over the entire distance be- tween Norfolk, Va., and Beaufort Inlet, N. C. The canal has one lock, which is a tidal lock capable of passing vessels 200 feet in length, 38 feet beam, and 9 feet draft. At present the least depth on the route of the waterway is in the Virginia cut of the canal, where a depth of 8. feet exists at low water. The existing project for the improvement of this waterway is for a depth of 12 feet. 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. During the fiscal year ending June 30, 1914, the United States operated the waterway, at a cost of $19,774.01, exclusive of outstand- ing liabilities. There were 4,120 lockages, and the freight passed through the canal amounted to 258,441 short tons. The total number of passen- gers carried was 6,582. The number of vessels was 5,342, with an aggregate net registered tonnage of 242,290 tons. References to reports upon examinations and surveys may be found under "Inland water route from Norfolk Harbor, Va, to Albemarle Sound, N. C., through Currituck Sound." (See L 9 preceding.) (See Appendix L 11.) 1'Exclusive Includes $1,000 expended by Wilmington, N. C.,district, of the balance unexpended July 1, 1914. for survey. RIVER AND HARBOR IMPROVEMVIENTS. 463 12. Blackcwater River, Va.-This stream rises in Prince George County, near Petersburg, Va., flows first southeast, then south to its junction with Nottaway River, where the two form the Chowan River. Its total length is about 80 miles, but work under the exist- ing project is confined to the section 13 miles long just above its mouth. The available depth through Chowan River, N. C., to the ocean is about 8 feet. In its original condition the navigable channel had a depth of about 7 feet, 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. No modification of the existing project, since its adoption, has been made. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. HouSenateorNo. Congress. Session. Year. Page. Franklin tomouth....................... . .... ............. ......... 1 1875 161 Do................................... Houe... 1 2 177 Fifty-ninth.... First... . ..... . 1 No maps. 2Basis of project adopted by Congress. During the fiscal year the U. S. snag boat Roanoke worked a por- tion of its time in this river, removing 202 obstructions from the stream and dredging 8,783 cubic yards of sand from a shoal which had formed near the mouth of the river. The cost of this work was $2;203.88. To June 30, 1914, there had been expended on the existing project $5,747.99, of which $3,603.66 has been for maintenance. The sum of $15 has been received from sales. The total amount expended on all projects up to June 30, 1914, is $19,747.99. The project is considered as completed, but additional work will be required for maintenance. On June 30, 1914, vessels drawing 7 feet can navigate the river at ordinary low stages. 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 head of navigation is at Franklin, Va., 13 miles from the mouth. During the calendar year 1909 the commerce amounted to 5,413 short tons, valued at $862,400, and for 1913 it is reported at 4,148 464 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. short tons, valued at about $380,000. The principal items consisted of agricultural products, fertilizer, and general merchandise. It is impracticable to state what effect, if any, the improvement has had on freight rates. The balance unexpended will be applied toward maintaining the improvement. July 1, 1013, balance unexpended______________--________ _ $4, 470. 89 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ---_____ ___------------__ 2, 203. 88 July 1, 1914, balance unexpended__- --- ---- ___-_____________ 2, 267. 01 (See Appendix L 12.) 13. Meherrin River, N. C.-This stream rises in Greenville County, Va., flows in a general easterly direction, and empties into the Chowan River, N. C. Its total length is about 50 miles, but work under the existing project is confined to the section 11 miles long just above its mouth. The available channel depth, from the mouth of the Meherrin River through the Chowan River to the ocean, is about 8 feet. In its original condition the navigable channel was about 80 feet wide and 7 feet deep, but was tortuous, badly obstructed by logs, overhanging trees, and a few shoals. In the year 1882 Congress appropriated $5,000 toward the im- provement of the river, the improvement to consist in the removal of the obstructions to navigation, and operations were carried on from time to time in the years 1883 to 1886, inclusive. The total expendi- ture amounted to $4,584.53. The existing project was adopted by Congress March 2, 1907. It provides for the removal of existing obstructions, sunken logs, over- hanging trees, and a few shoals, so as to render navigation easy. The estimated cost of the project is $6,000, all of which has been appropriated. No modification of the existing project since its adoption has been made. References to examination or survey reports and maps or plans (including project documents). Annlual renorts Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Skinner's bridle to month ................ ...... ... .. ...... 1.......18821114 Mouth to Murfreesboro..................... ouse... 1 137 Fifty-ninth .. First ... ......... Do........................ ........... .do 2112 Sity-third... ..do... ...... ....... 1 No maps. 2 Contains maps. a Basis of project adopted by Congress. During the fiscal year the U. S. snagboat Roanoke removed from the channel and placed on the banks 53 obstructions and dredged from Dardens Bar 4,498 cubic yards of sand. All of this work was for maintenance and its cost was $1,749.19. RIVER AND HARBOR IVIPROVEMENTS. 465 The expenditures up to June 30, 1914, amounted to $5,596.92, of which the sum of $3,664.04 was for maintenance. The sum of $10 has been received from sales. The total amount expended on all projects up to June 30, 1914, is $10,181.45. The project is considered completed, but additional work will be required for maintenance. On June 30, 1914, the maximum draft that could be carried with safety was 7 feet at ordinary low stages. 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 aggre- gated 8,690 short tons, valued at $1,086,700, and for 1913 it is re- ported at 20,056 short tons, valued at about $1,500,000. The princi- pal items of shipment are timber, fertilizer, farm products, and general merchandise. It is impracticable to state what effect, if any, the improvement has had on freight rates. The balance unexpended will be applied toward maintaining the improvement. July 1, .1913, balance unexpended------_ -------------------------- $2, 162. 27 June 30, 1914, amount expended during fiscal year, for maintenance of improvement---------------------------------------------- 1 749. 19 July 1, 1914, balance unexpended---------------------------------413. 08 (See Appendix L 13.) 14. Roanoke River, N. C.-This stream is formed by the junction of the Dan and Staunton Rivers in Mecklenburg County, Va., flows in a general southeasterly direction, and empties into Albemarle Sound, N. C. Its total length is about 200 miles, but work under the existing project has been confined to the 129 miles from Weldon, N. C., to the mouth. The available depth through Albemarle Sound, N. C., to the ocean is about 9 feet. 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 22 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. No modification of the original project, since its adoption, has been made. 60993 0 -ENG 1914----30 466 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination cr survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. Housenate.orNo. Congress. Session. Year. Page. Weldon to mouth.......................... Senate.. 1 23 Forty-second.. Second.. ........ Do................................................................................... ........ 1 21872 726 Weldon to Clarksville, Va....................................... ........ 2 1882 1060 Weldon to Plymouth........................................ 2 1884 1020 Highland Landing to mouth..................... ........ ........... ........ 31888 840 Clarksville to Eaton Falls ....... ......................................... 2 1890 1175 Albemarle Sound to Weldon .......................... ...................... 31890 1106 Do.................................................................................... 3 1892 Atlas 18 Clarksville, Va., to head of steamboat nayv- House... 139 Sixty-third.... First............... igation, below Weldon, N. C. 1 Basis of project adopted by Congress. 2No maps. 3 Contains maps. No work was done and no expenditures were made during the fiscal year. The expenditures to June 30, 1914, amounted to $245,187.92, of which amount $16,752.30 has been expended in maintenance. There has been received from sales $1,361.50. The project is about 80 per cent completed. The channel obstructions have been removed, and a channel depth of 4 feet at mean low water over the projected width has been pro- vided between Hamilton and Weldon, a distance of 67 miles. On June 30, 1914, vessels drawing 81 feet could go as far as Hamilton, 62 miles from the mouth; and beyond that point, to within a short dis- tance of Weldon, 4 feet could be carried at mean low water. A bar is forming at the mouth of the river, due to deposits brought down by freshets, and this has somewhat diminished the depth that could otherwise be carried to Hamilton. The upper river is subject to heavy freshets, which cause the only variation in the level of the wa- ter surface. Weldon, situated about 129 miles from the mouth, is the head of navigation. The commerce has varied considerably since the improvement was ulndertaken, the maximum amount of freight transported having been in 1891, when it was 376,181 short tons. Since then it has de- creased, and for the calendar year 1913 it is reported at 74,322 short tons, valued at sbFghtly less than $3,000,000. 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 fre;ght in recent years. It has not been found possible to ascertain what effect, if any, the improvement has had upon freght rates. The balance unexpended will be applied toward maintaining the improvement. July 1, 1913. balance unexpended -------------------------------- $2. 173. 58 July. 1, 1914, balance unexpende-------------------------------- 2,173.58 (See Appendix L 14.) RIVER AND HARBOR IMPROVEMENTS. 467 15. Removing sunken vessels or craft obstructing or endangering navigation.--(a) Wreck of Italian bark "Rosalia d'Ali."-This wreck was reported in December, 1912, as lying between the south channel leading to Newport News, Va., and the main channel to Nor- folk, opposite Sewalls Point. At the close of the last fiscal year the work of removal was in progress under contract, and was completed on September 29, 1913. (b) Wreck of barge "Florida."-Thiswreck was reported in De- cember, 1912, as lying in Hampton Roads, Va., about 3 of a mile north, 4 east, from Fort Wool (Rip-Raps), Va. At the close of the last fiscal year the work of removal was in progress under contract, and was completed on July 18, 1913. (c) Wreck of barge "Bangor."-Thiswreck was reported in Decem- ber, 1912, as lying near the intersection of the north and south chan- nels leading to Newport News, Va. At the close of the last fiscal year the work of removal was in progress under contract, and was finally completed on August 19, 1913. (d) Wreck of steamer "Monroe."-This wreck was reported in January, 1914, lying in the Atlantic Ocean in 15 fathoms of water off the Coast of Virginia, in latitude 37 ° 37' 30" N., longitude 75 ° 14' W., Assateague Light bearing N. by W. -s W. magnetic, Hog Island Light SW. by - W. magnetic. The parts of this wreck con- sidered an obstruction to navigation were removed by the revenue cutter Onondaga during the fiscal year, so that there is now over all parts of the wreck not less than 9 fathoms of water. (e) Wreck of " Dom Pedro II."-The wreck was reported in Feb- ruary, 1914, as lying on what is known as the Tail of the Horse Shoe. at the entrance to Chesapeake Bay, about 6 miles nearly due east from Thimble Shoal Light. The wreck was destroyed by the reve- nue cutter Onondaga, during the fiscal year. EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED FEBRUARY 27, 1911, AND MARCH 4, 1913. Reports on preliminary examinations and surveys required by the river and harbor acts approved February 27, 1911, and March 4, 1913, of the following localities within this district were duly sub- mitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were trans- mitted to Congress and printed in documents as indicated. 1. Preliminary examination of Blackwater River, Va., with a view to removal of shoal at its mouth.-Report dated May 13, 1913, is printed in House Document No. 179, Sixty-third Congress, first ses- sion. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 2. Preliminary examination of Conoby Creek, N. C.-Report dated December 21, 1911, is printed in House Document No. 259, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advis- able at the present time. 3. Preliminary examination of Scotts Creek, Va.-Report dated August 18, 1913, with map, is printed in House Document No. 284, Sixty-third Congress, first session. The improvement of this locality 468 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. by the United States in the manner proposed is not deemed advis- able at the present time. 4. Preliminary examination and survey of harbor at Norfolk and Portsmouth and approaches thereto and channel to Newport News, Va., with a view to securing increased width of channel and provid- ing additional anchorage area.-Reports dated May 28 and Decem- ber 15, 1913, with map, are printed in House Document No. 605, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $1,244,000, for- Widening Newport News Channel to 600 feet $270, 000 Widening Norfolk Channel-------------------- 840, 000 35-foot anchorage opposite Lamberts Point_--------------- 9, 000 12-foot anchorage near Pinners Point-__--------------------------- 35, 000 Total -------------------------------------------- 1, 244, 000 with $15,000 annually for maintenance of the Newport News Chan- nel and of the Norfolk Channel, is presented. 5. Preliminary examination and survey of Pembroke Creek, N. C., from its mouth up to the United States fish station.-Reports dated May 27 and September 30, 1913, with map, are printed in House Document No. 630, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $10,000, with $250 annually for maintenance, is presented. The local officer was also charged with the duty of making a pre- liminary examination and survey, provided for by the river and har- bor act of March 4, 1913, of inland waterway from Norfolk, Va., to Beaufort Inlet, N. C., with a view to determining whether there should be any change in that part of the route from Alligator River southwardly to Neuse River from that heretofore recommended in House Document No. 391, Sixty-second Congress, second session, and heretofore adopted, and whether it would be desirable to extend the route from Alligator River to Pungo River, thence to Goose Creek, thence from the head of Goose Creek to Jones Bay, and thence to Neuse River, or whether any modification of said part of the route is desirable, and reports thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE WILMINGTON, N. C., DISTRICT. This district was in charge of Maj. H. W. Stickle, Corps of Engi- neers, having under his immediate orders Capt. C. S. Ridley, Corps of Engineers; division engineer, Col. Dan C. Kingman, Corps of Engineers, until October 11, 1913; Col. W. C. Langfitt, Corps of En- gineers, from December 27, 1913, until June 16, 1914; and Col. John Biddle, Corps of Engineers, since that date. 1. Scuppernong River, N. C.-The river rises in the center of a peninsula between Albemarle Sound on the north and Pamlico Sound on the south. It is about 30 miles long and flows in a general north- erly direction, making a long bend eastward to the town of Colum- bia, then turning westward again until it flows into Albemarle Sound. Section under improvement, from mouth to Spruills Bridge, 23 miles. From the mouth to Columbia is 5 miles; to Cherry, 26 miles. Ten feet is the minimum usable low-water depth from the ocean to the mouth of the river, by way of the inland waterway from Pamlico Sound to Beaufort Inlet, Pamlico Sound, and Albemarle Sound. RIVER AND HARBOR IMPROVEMENTS. 469 Before work was commenced on the river there was only about 5 feet at mean low water across the bar at its mouth. The upper por- tion was obstructed by logs, snags, stumps, overhanging growth, and abrupt bends, permitting navigation by small vessels only. The original project, adopted in 1879, was to dredge the bar so as to obtain a channel 80 feet wide and 9 feet deep at low water, and to make cut-offs at sharp bends and to remove obstructions up to Spruills Bridge. The sum of $8,000 was expended on the original project. The present project, adopted by the act of June 13, 1902 (printed in H. Doc. No. 131, 56th Cong., 2d sess., and published on pp. 1541- 1543, Annual Report of Chief of Engineers, 1901, without maps), 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. No modification of the existing project has been made since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Bar at mouth and upper river from Sim- ................ .............. 1879 698-699 mons Landing to Spruills Bridge. Mouth to Spruills Bridge. ................ House... 217 Fifty-third.... Third... 1 1895 1360 Bar at mouth 2.................. ....... ... do..... 131 Fifty-sixth.... Second........ Mouth to Cherry.............. .......... do..... 1196 Sixty-second.. Third............. 1No maps. 2Basis of project adopted by Congress. 3 Contains maps. The expenditures for the year were $2,741.65, all for maintenance. The work consisted of dredging 4,353 cubic yards of material with leased plant on the bar at the mouth of the river. Expended on present project up to June 30, 1914: For improvement------- ----------------------- $13, 248. 68 For maintenance- ----------------------------- 10, 677. 45 Total------------ ---------------------------- - 23, 926. 13 Received from rents------------------- 251. 00 Total amount expended on all projects to June 30, 1914 -------- 31, 926. 13 The project has been completed. At the close of the fiscal year 1914 the conditions are a channel of full project depth and width across the bar at the mouth of the river, the only portion of the stream under improvement; thence to Cross Landing, 14 miles above, a good open channel of 7 feet at mean low water free from obstacles; thence to Spruills 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 surface being controlled by the winds, which cause a maximum ordi- nary variation of 1 foot. 470 REPORT OF THE CIHEF OF ENGINEERS, U. S. ARMY. Cherry, 26 miles from its mouth, is the head of navigation, to which point 5 feet can be carried at mean low water. Above Cherry, the landowners have constructed drainage canals, which are virtually an extension of the river, through which some logging and rafting may be carried. The commerce for 1913 amounted to 30,073 short tons, valued at approximately $382,622.50, an increase of 3,420 short tons above the tonnage for 1912. The commerce consisted principally of lumber, timber, fertilizers, and cotton. The improvement has had the effect of reducing freight rates to Columbia and other points on the stream. It is proposed to apply the additional appropriation recommended as a profitable expenditure in the fiscal year ending June 30, 1916, to maintenance by dredging on the bar at the mouth of the river where shoaling occurs, superintendence, and surveys. July 1, 1913, balance unexpended $3, 066. 52 June 30, 1914, amount expended during fiscal year, for maintenance of improvement_----------------- 2, 741. 65 July 1, 1914, balance unexpended---------------------------------- 324. 87 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement--- ' 5,400. 00 (See Appendix M 1.) 2. Shallowbag Bay, N. C.-Situated on northeastern side of Roa- noke Island, N. C. Before improvement began, about 5 feet was the maximum draft that could be carried into the bay at mean low water. A bar existed at the entrance over which the depth was 5 feet. In- side the bay was a pocket whose average depth was a little more than 7 feet. From the entrance out into Roanoke Sound the depth in- creased to 82 and 9 feet. The town of Manteo is at the head of the bay, on Doughs Creek, about 1 mile from the entrance. Elizabeth City, N. C., the nearest town of any importance, is 45 miles to the north, and Washington, N. C., lies 115 miles to the south. Ten feet is the minimum usable depth at mean low water from the ocean to the entrance channel of the bay by way of the inland water- way from Pamlico Sound to Beaufort Inlet, Pamlico Sound, and Roanoke Sound. The present and only project for improvement, adopted by the river and harbor act approved June 25, 1910, provided for securing a 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 the plan printed in House Document No. 906, Sixtieth Congress, first session. (Contains map.) Another preliminary examination and survey report was made and published (with map) in House Document No. 864, 63d Congress, 2d session. 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 471 The expenditures for the year were $321.96, all for maintenance. The work consisted of making surveys and collecting commercial statistics. Amount expended on present and only project up to June 30, 1914: For improvement 503. 18 $-------------------- For maintenance ------------------------------------------- 1,445. 63 Total----------------------------------- 11. 948. 81 The project has been completed, and has resulted in increasing the depth of the entrance channel by 1 foot. Increased depth and width have also been provided in front of the wharves along Doughs Creek at the town of Manteo. Some deterioration in the dredged channels had occurred at the close of the fiscal year 1914. Five and four-tenths feet at mean low water is the maximum draft that can be carried from Roanoke Sound to the town of Manteo. Length of dredged channel, 0.9 mile. The bay is nontidal. Variations in the water level due to winds seldom exceed 1 or 2 feet higher or lower than the mean stage. The commerce for the year 191.3 amounted to 8,867 short tons, valued at $576,404.50, a decrease of 8,017 tons below last year. The tendency of the improvement is to reduce freight rates. It is proposed to apply the additional appropriation recommended as a profitable expenditure in fiscal year 1916 to maintenance by dredging in the entrance channel. July 1, 1913, balance unexpended-------------------------------- $3, 123. 15 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ------------------------------------------ 321. 96 July 1, 1914, balance unexpended 2, 801. 19 July 1, 1914, outstanding liabilities - -........ 5. 00 July 1, 1914, balance available----------------------------------- 2. 796. 19 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement------------------------_ 3, 600.00 (See Appendix M 2.) 3. Fishing Creel.--This stream rises in Warren County, N. C., and flows in a general southeasterly direction, forming for some dis- tance the boundary line between Warren and Halifax Counties on the north, and Franklin, Nash and Edgecombe Counties on the south. It empties into Tar River about 8 miles above Tarboro. Its total length is about 120 miles (about 50 miles in an air line). Section under improvement, mouth to railroad bridge, 40 miles above. Twenty inches is the minimum usable low-water depth from the ocean to the mouth of the river, though on freshet stages, prevalent for approximately 6 months in each year, 3-foot navigation is pos- sible. 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. Its depth was about 4 feet at ordinary stages to Bellamy's mill, and its width from 40 to 100 feet, and occasionally 120 feet. 1 Exclusive of the balance unexpended July 1, 1914. 472 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The original project of 1889 (see H. Ex. Doc. No. 32, 51st Cong., 1st sess., pp. 1179-1181, Annual Report of Chief of Engineers, 1890, no map) was to clear the stream of logs, snags, trees, etc., up to Bellamy's mill, about 50 miles above its mouth, so as to give a mini- mum low-water depth of 20 inches and a minimum width of 40 feet, at an estimated cost of $25,000. It was amended in 1896 to limit the work to that part below the Wilmington & Weldon Railroad bridge, about 40 miles above the mouth, and this amended project was com- pleted in 1901, since which time work has been confined to main- tenance below Coffields Bridge, 21 miles above the mouth. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Senate. Page. Mouth to Bellamy's mill 1.......H...... House... 2 32 Fifty-first.... First... 21890 1179-1181 Do............ ....... . ........... . ...... ...... ......... .. I......... 1893 1377 Whole stream........................... House.. 356 Sixty-second.. Second.. ........ 1Basis of project adopted by Congress. s No maps. * Contains maps. The expenditures for the year were $2,387.20. The work consisted of snagging operations by Government plant and hired labor be- tween the mouth of the creek and Coffield's bridge, 21 miles above, which resulted in restoring the channel to good condition. Amount expended up to June 30, 1914: For improvement ------------------------------------ $22, 715.10 For maintenance -------------------------------------- 6, 567.36 Total ----------------- 29, 282. 46 The stream is not navigable above Coffields Bridge on account of its tortuous course and rapid current. Below that point it is navi- gable during the higher stages about six months annually. Between Coffields Bridge and the railroad bridge the condition of the stream is unknown, but it is presumably bad. The present head of navigation is Coffields Bridge, 21 miles from its mouth, to which about 3 feet can be carried during about six months of the year, and the stream is now in fair condition to that point. 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 1913 amounted to 2,459 short tons, valued at $23,820, showing a decrease below that for 1912 of 304 tons. It con- sisted principally of cottonseed meal, fertilizers, timbers, etc. The effect of the improvement is to reduce freight rates. It is proposed to apply the amount estimated as a profitable ex- penditure in the fiscal year ending June 30, 1916, to maintenance of the natural channel by snagging where necessary. ElIAR AND HAIRBOR 1VIM OVE1VIENTS. 473 July 1, 1913, balance unexpended- --------------------------- $2, 854. 74 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ---------------------------------------- 2, 387.20 July 1, 1914, balance unexpended--------------- 467. 54 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-- ------------------------------ 1, 00000 Amount available for fiscal year ending June 30, 1915-------------- 1, 467. 54 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ----------------------- 2, 000. 00 (See Appendix M 3.) 4. Waterway connecting Swan Quarter Bay with Deep Bay, N. C.- Situated on the north side of Pamlico Sound, near the mouth of Pam- lico River. Swan Quarter, the county seat of Hyde County, is situ- ated at the head of Swan Quarter Bay. The nearest large cities to Swan Quarter are Washington, N. C., 50 miles distant in a north- westerly direction, on the Pamlico River, and Belhaven, 30 miles dis- tant in a northwesterly direction, on the Pungo River. Six feet is the minimum usable depth at mean low water from the Atlantic Ocean to either end of the waterway. Prior to the improvement of the waterway by the United States a channel existed ranging in width from 25 to 150 feet, 2 to 7 feet deep at mean low water, and 0.6 mile long. The present and only project for improvement, adopted by the river and harbor act approved June 25, 1910, contemplated 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 map.) No work was done during the year. The expenditures, $103.65, all for maintenance, were for district office expenses, collecting com- mercial statistics, and repairs to plant. Total amount expended on the project up to June 30, 1914. For improvement---------- ---------------------------- $8, 550. 98 For maintenance 163. 32 1------------------------1, Total ------------------------------- ----- 9, 714. 30 The project has been completed, and resulted in increasing the depth of the channel from 2 to 6 feet, while the width was increased from 25 to 50 feet. There was no deterioration in the project depth at the end of the fiscal year, and 6 feet is the maximum draft that can be carried through the waterway at mean low water. The proj- ect width, however, does not exist throughout the waterway. Since the completion of the waterway, the distances by water from Swan Quarter to Washington, to Belhaven, and other points on Pamlico and Pungo Rivers have been shortened about 5 miles. Lunar tides are very small, the variations in water level being due to winds, the maximum variation not exceeding 2 feet. The commerce for 1913 amounted to 5,841 short tons, valued at $302,504.50, an increase of 1,881 short tons over last year. 1Exclusive of amount available for fiscal year 1915, 474 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The effect of the improvement on freight rates is unknown, but it renders navigation safe between Swan Quarter and points on Pamlico River. No additional appropriation is recommended for the fiscal year 1916, the balance of funds available being deemed sufficient for main- tenance of the channel. July 1. 1913, balance unexpended 964. 35 $-------------------- June 30, 1914, amount expended during fiscal year, for maintenance of improvement ------------------------------------------ 103.65 July 1, 1914, balance unexpended__------ 4. 860. 70 (See Appendix M 4.) 5. Pamlico and Tar Rivers, N. C.- (One river, called the Pamlico below Washington, N. C., and the Tar above that point.) Distance from Washington to Greenville, 22 miles; to Tarboro, 48 miles; to Fishing Creek, 56 miles; to Little Falls, 82 miles; to Rocky Mount, 84 miles. The river rises in Person County, flows in a general southeasterly direction, and empties into Pamlico Sound. Total length, about 217 miles. Section under improvement, mouth to Little Falls, 82 miles. Ten feet is the minimum usable low-water depth from the ocean to the mouth of the river. 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 at mean low water to Washington and perhaps 1 foot to Tarboro, the navigation to which place was practicable 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 Wash- ington was that submitted in December, 1875 (Annual Report of the Chief of Engineers for 1876, p. 361), and adopted by Congress August 14, 1876, and had for its object to provide 9 feet at low water from Washington to its mouth by dredging and the removal of piles and obstructions, at an estimated cost of $28,050. In the project proper the proposed draft to be provided was not specified, but work under the project was devoted to securing 9 feet at mean low water. Under this project the sum of $18,000 was appropriated, of which $17,877.12 was expended; the remainder, $122.88, was transferred to the improvement of the Pamlico and Tar Rivers when the improve- ments were combined in 1880. The Tar River (that portion of the stream above Washington) prior to improvement was obstructed by sunken logs, piles, wrecks, stumps, snags, and trees in the channel, and overhanging trees along its banks. The original project for.,this portion of the stream was that of 1879 (Annual Report of the Chief of Engineers for 1879, p. 700) for the removal of obstructions between Washington and Tarboro at an estimated cost of $10,000. An appropriation of $3,000 was made for this purpose in 1879, of which $2,867.27 was expended, leaving a balance of $132.73, which was transferred to the joint improvement. RIVER AND HARBOR IMPROVEMENTS. 475 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 project, as modified by act of March 2, 1907, in accordance with plan printed in House Document No. 342, Fifty-ninth Congress, sec- end session, changed the depth between Washington and Greenville from 3 to 4 feet at mean low water, at an estimated cost of $3,800. The project was again modified by the river and harbor act ap- proved July 25, 1912, in accordance with House Document No. 270, Sixty second Congress, second session, to secure an available channel depth of 10 feet and a channel width of 200 feet up to Washington, and a depth of 6 feet with width of 75 feet thence to Greenville, at an estimated cost of $94,050 and $3,500 annually for maintenance. Owing to a greater number of logs and snags being encountered than was anticipated, the estimated cost of the project was increased in 1913 by $15,000, and again in 1914 by $23,500, making the total revised estimate of cost $132,550. Expended prior to 1876 on previous projects, $15,000. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to Washington 1... .......... .. , ...... 1876 361363 Washington to Tarboro 1.............. House... 68 Forty-fifth._... Third... 2 1879 700-702 Above Tarboro................... .......... ........................ 2 1889 1130-1132 Washington to Greenville............. House.. 2 62 Fifty-third.... Third... 2 1895 1365-1366 Mouth to Washington .................. ... do... 25 Fifty-fifth..... First.... 2 1897 1425-1427 Washington to Greenville 1..............do.... 2342 Fifty-ninth.... Second............... From 10 miles below Washington to Tarboro 1 ................... ....... do ... 3270 Sixty-second.. ... do........ .......... Mouth of Runyons Creek to Chocowin- ity Bay... ..................... do.... 2868 Sixty-third... ... do.... .. ....... 1Basis of project adopted by Congress. 2No maps. 3 Contains maps. The present project, therefore, is that of 1875 (for Pamlico River) and of 1879, 1889, and 1907 (for Tar River), and 1912, modified to secure a channel 200 feet wide and 10 feet deep at mean low water to Washington; thence a channel 75 feet wide and 6 feet deep to Green- ville; thence a channel 60 feet wide and 20 inches deep at low water to Tarboro; thence to keep clear of obstructions the natural channel to Little Falls. Amount expended during fiscal year-------------------------$78, 462. 48 Reimbursable ------------------------------------------------ 538. 29 Net expenditures ---------------------------------------- 7, 924. 19 Of these expenditures $858.09 was for maintenance. The work consisted of dredging under contracts above and below Washington and snagging operations with Government plant and hired labor. The contractors removed 250,595 cubic yards of dredged material and also were engaged 2,102 hours removing logs and stumps. 476 REPORT OF TIE CHIEF OF ENGINEERS, U. S. ARMY. Expended on present project to June 30, 1914: For improvement ------------------------------------ $251, 164. 66 For maintenance ------------------------------------- 37, 661. 20 Total -------------------------------------------- 288, 825. 86 Received from sales, rents, etc_ 1, 301. 15 Total amount spent on all projects to June 30, 1914 303, 825. 86 The project of 1875, with its various modifications, is completed, except the 1912 modified project, which is about 77 per cent com- pleted. At the close 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 75 feet wide and 6 feet deep at low water; thence a natural channel free of obstruction to the mouth of Fishing Creek, 56 miles above Washington. The stream is nontidal. Below Washington the only surface vari- ations of importance are due to the wind, with an extreme range of 3 feet under normal conditions. Long protracted easterly or wes'terly 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 steamboat navigation is the mouth of Fishing Creek, 56 miles above Washington, though boats have gone as far as the sixty-third mile post above Washington. Logging and rafting may be carried to Dunbars Bridge, 108 miles from the mouth. The commerce for the year 1913 amounted to 322,364 short tons, valued at approximately $5,429,622.50, a decrease as compared with 1912 of 32,822 tons. It consisted principally of cotton, cottonseed products, grain, potatoes, wood, timber, lumber, fertilizer, and general merchandise. The tendency of the improvement is to keep down freight rates. It is proposed to apply the amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, to completing improvement and to maintenance by dredging and snagging from Washington to the mouth of Fishing Creek and for some distance above that point. July 1, 1913, balance unexpended--------------------------- $78, 461. 48 June 30, 1914, amount expended during fiscal year: For works of improvement-------------------- $77, 065. 10 For maintenance of improvement ----------------- 58. 09 77, 923. 19 July 1, 1914, balance unexpended---------------------------- 538. 29 A mount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------------------------------- 8, 500. 00 Amount available for fiscal year ending June 30, 1915----------- 19,038. 29 Amount (estimated) required to be appropriated for completion of existing project__--------------------------- --- 23, 500. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance ------- 135, 800.00 (See Appendix M 5.) 6. Bay River, N. C.-This stream is properly an arm of Pamlico Sound, emptying into same between the mouths of the Neuse and Pamlico Rivers. It is about 20 miles long, and lies in Pamlico 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 477 County, flowing in a general southeasterly direction. A 10-foot channel existed originally from its mouth for a distance of 11 miles. From the head of the 10-foot channel to Bayboro, 6 miles above, the channel was obstructed by seeral shoals, over which about 6 to 74 feet could be carried at ordinary stages of the water. The upper portion was 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. Section under improvement from Bayboro to a point about 6 miles below the town and 11 miles above mouth of river. Ten feet is the minimum usable low-water depth from the ocean to the mouth of the river by way of the inland waterway from Pamlico Sound to Beaufort Inlet. The present and only project for improvement, adopted by the river and harbor act approved June 25, 1913, contemplated 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 annu- ally for maintenance in accordance with report (without maps) printed in House Document No. 583, Sixty-first Congress, second session. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. SenaseorNo. Congress. Session. Year. Page. Mouth to Bayboro.................................................... 11884 1064 Do.2.. ...................... House 1 583 8 10 Sixty-first..... S i x t y -t h ir d Second................ .... . . ..... Northwestprong to public wharfat dam in Houses ... do ... Bayboro. 1No maps. 2 Basis of project adopted by Congress. 8 Contains maps. The expenditures for the fiscal year were $1,729.76, all for im- provement. The work consisted of dredging operations with Gov- ernment plant and hired labor. Five thousand three hundred and ninety-four cubic yards of material were removed, which resulted in securing 575 linear feet of channel, 100 feet wide and 10 feet deep. Amount expended up to June 30, 1914: For improvement__ ---------------------------------- $22, 729. 76 For maintenance -------------------------------------------- 64. 60 Total----------------- ---------------------------------- 22, 794. 36 The project has been completed. No deterioration in the dredged channels has occurred, and 10 feet was the maximum draft that could be carried to Bayboro at mean low water on June 30, 1914. 478 REPORT OF THE CHIEF OF ENGINEERS. U. S. ARMY. 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. Logging and rafting may be carried on for about a mile above Bayboro. . The commerce for 1913 amounted to 16,047 short tons, valued at $376,983, a decrease below that of last year of 1,686 tons. It consisted principally of fertilizers, lumber, and farm products. The result of the improvement is a slight reduction in freight rates. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, will be applied to maintenance by dredging where shoaling occurs. July 1, 1913, balance unexpended ------------ $1, 935.40 June 30, 1914, amount expended during fiscal year, for works of im- provement ------------------------------------- 729. 76 1--------------, July 1, 1914, balance unexpended ------------------- 205. 64 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-- ---------- ---------- 1, 000. 00 Amount available for fiscal year ending June 30, 1915-------------- 1, 205. 64 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ------------------- '3, 400. 00 (See Appendix M 6.) 7. South River, N. C.-A tributary of Pamlico River, rises in Beaufort County, flows in a general northeasterly direction, and empties into Pamlico River, about 28 miles below Washington, N. C. Length about 13 miles. Section under improvement, Idalia to a point 12 miles below Aurora and 9z miles above its mouth. Length of section under improvement about 4 miles. Before improvement began an 8-foot channel, 400 to 600 feet wide, extended from the mouth a distance of 81 miles. A 7-foot channel extended about a mile farther, and a 6-foot channel to a point near Aurora, 11 miles above the mouth. Ten feet is the minimum usuable low-water depth from the ocean to the mouth of the river by way of the waterway from Pamlico Sound to Beaufort Inlet. The original 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 (with map), contemplated securing a channel 100 feet wide and 7 feet deep at mean low water from Aurora to the head of the 7-foot channel, with necessary widening of the channel at bends, at an esti- mated cost of $16,000, with $800 annually for maintenance after completion. This work was completed and the project was modified by the river and harbor act approved March 4, 1913, to secure a channel depth of 7 feet at mean low water, and width of 50 feet between Aurora and Royal, and 35-foot width thence to Idalia, increased on curves at an estimated cost of $6,092.20 for first construction, and $500 to $800 annually for maintenance, this extension to be accom- 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 479 plished with the balance remaining from previous appropriations for the lower river. (See H. Doe. No. 1095, 62d Cong., 3d sess., with map.) The existing project, therefore, is to secure a channel 7 feet deep at mean low water and 100 feet wide to Aurora, 50 feet wide between Aurora and Royal, and 35 feet wide between Royal and Idalia, with increased width on curves. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. lection covered. House or No. Congress. Session. Year. Page. Senate. Mouth to head of navigation .............. House 1 221 Fifty-third.... Third.. 1895 1366 Mouth to Aurora 2....................... ... do.a... 954 Sixtieth. First......... First...... Aurora to Idalia 2....................... .. ..... 1095 Sixty-second.. Third.......... ..... 1No maps. 2 Basis of project adopted by Congress. 3 Contains maps. Am'rnt expended during the fiscal year------------------------. $7,208. 02 Reimbursable ------------------ -------------------------------- 334. 50 Net expenditures --- 6, 873. 52 The expenditures were all for improvement. The work consisted of dredging operations with Government plant and hired labor. A channel was dug from Aurora to Royal 50 feet wide and 7 feet deep, and from Royal to Idalia 35 feet wide and 7 feet deep; 53,691 cubic yards of material were removed. Amount expended on the project up to June 30, 1914: For improvement_---------------------------$12, 452. 02 For maintenance -- - ------ 195. 66 Total--------------------------------------------------12, 647. 68 The project has been completed. So far as known, no deterioration has occurred in the dredged channels, and 7 feet is the maximum draft that can be carried to Idalia at mean low water on June 30. 1914. 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 is Idalia, about 2 miles from Aurora and 13 miles from the mouth of the river. The commerce for 1913 amounted to 61,985 short tons, valued at $540,505.50, a decrease below last year of 15,806 short tons, or about 20 per cent. It consisted principally of lumber, timber, fertilizer, and farm products. The improvement has had a beneficial effect on freight rates. No additional appropriation is recommended for the fiscal year 1916, the balance of funds available being deemed sufficient to main- tain the dredged channels. 480 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended-------------------------------$10, 225. 84 June 30, 1914, amount expended during fiscal year for works of improvement , 873. 52 6----------------------------- July 1, 1914, balance unexpended ----------------------------- 3, 352. 32 (See Appendix M 7.) 8. Contentnia Creek, N. C.-A tributary of Neuse River, rises in Wilson County, flows in a general southeasterly direction, and empties into the Neuse River about 32 miles above Newbern. It is about 144 miles long. Section under improvement, mouth to Stan- tonsburg, 63 miles. Distance from the mouth to Snow Hill, 312 miles; Speights Bridge, 502 miles. Four feet is the minimum usable low-water depth from the ocean to the mouth of the creek. Previous to improvement this stream had a depth of about 3 feet during nine months of the year, from its mouth to Stantonsburg, but was obstructed throughout its entire length by fallen timber, sand shoals, and overhanging growth, and was navigable for shallow- draft craft only during 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 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 be- low Snow Hill and was again extended in 1899 to include mainte- nance from Stantonsburg to the mouth. The project has been com- pleted and additional work required is for maintenance. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to Stantonsburg 1.................. House... 2 85 Forty-sixth... Third... 2 1881 1010-1012 Do.'.......... .................. ..... ...... .............. ........ 1887 1013 Mouth to Snow Hill........................ ..... ..... ........................... 2 1896 1103 Mouth to Stantonsburg ......... ..-.-... ....-.... ........ ............ ....- 21901 301 Snow Hill to Stantonsburg............. House... 2 322 Sixty-first..... Second............... 1Basis of project adopted by Congress. 2 No maps. 8Contains maps. The expenditures for the year were $1,382.44, all for maintenance. The work consisted of snagging operations with Government plant and hired labor. Amount expended up to June 30, 1914: For improvement------------- -- -------------------- $64, 394. 56 For maintenance----------------- -------------------- 17, 907. 44 Total - - 82. 302.00 Received from rents, sales, etc 302. 00 RIVER AND HARBOR IMPROVEMENTS. 481 At the close of the fiscal year the creek between its mouth and Fools Bridge, or the forty-second milepost, was in good condition, and depth of from 3 to 6 feet is available on freshet stages. Fools Bridge, 42 miles from its mouth, is practically the head of naviga- tion, although during the freshet stages boats can ascend the stream to Speights Bridge, 502 miles from its mouth, and logging and raft- ing can be carried on several miles above this point. The stream is subject to freshets, rising 15 feet above low water at Snow Hill and Stantonsburg. The commerce for the year 1913 amounted to 8,684 short tons, valued at approximately $196,320, a decrease of 9,230 tons below last year. It consisted principally of cotton, cottonseed, timber, fertilizer, 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 amount estimated as a profitable expen- diture in the fiscal year ending June 30, 1916, to maintenance by snagging. July 1, 1913, balance unexpended----------------------- ---- $382. 44 Amount allotted from emergency appropriation made by river and harbor act approved Mar. 4, 1913 -- 1, 000. 00 1, 382. 44 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ------------ ---- ------------ 1, 382. 44 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 -___ 2, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_------------------------- 2, 00. 00 (See Appendix M 8.) 9. Smiths Creek, N. C.-A small tributary of Neuse River, rises in Pamlico County and flows into the latter stream on the north side at the town of Oriental, about 10 miles from the mouth of Neuse River and opposite the mouth of Adams Creek, the northern terminus of the waterway from Pamlico Sound to Beaufort Inlet. It flows in a general easterly direction. It is about 5 miles long, and is navigable 2 or 3 miles above its mouth, but there is very little commerce on it, the section to be improved being limited to its mouth, the harbor of Oriental. 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. Ten feet is the minimum usable low-water depth from the ocean to the harbor, which is the mouth of the creek. The present and only project for improvement, adopted by the river and harbor act of June 25, 1910, contemplates the excavation 1Exclusive of amount allotted from the act of Oct. 2, 1914. 0 60993 -ENG 1914----31 482 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 en- trance channel at an estimated cost of $16,250, with $1,000 annually for maintenance, in accordance with plan printed in House Docu- ment No. 774, Sixty-first Congress, second session (contains map). The plan further provides for the construction by local interests of a bulkhead of sheet piling, in two rows 300 feet apart, for the de- posit of dredged material, which will protect the harbor thus formed from rough water outside. The expenditures for the year were $95.75, all for maintenance. The work consisted of collecting commercial statistics, making sur- veys, and district office work. Amount expended on project up to June 30, 1914: For improvement - $14, 471. 80 For maintenance------------------- --- ------------- 95. 75 Total - -- 14, 567. 55 The project was about 92 per cent completed when dredging oper- ations were suspended. Considerable shoaling has occurred in the dredged area, owing to the failure of the bulkhead to hold the dredged material, and a large portion of the cut has a depth of only 8 feet at mean low water. Recent surveys show that 41,000 yards of material would have to be excavated to complete the project. There is practically no tide on the stream. Variations in water levels, due to winds, sometime amount to 3 feet. The commerce for the year 1913 amounted to 2,935 short tons, valued at $116,788.50, a decrease of 11,291 tons below last year. This decrease was due to the closing down of a large lumber mill. The improvement has had little or no effect on freight rates. It is proposed to expend the additional appropriation recom- mended as a profitable expenditure in the fiscal year ending June 30, 1916, to restoring the depth of the harbor by dredging under con- tract when local interests shall have completed the bulkhead. July 1, 1913, balance unexpended-------------------------- $1, 778. 20 June 30, 1914, amount expended during fiscal year, for maintenance of improvement -- - - 95. 75 July 1, 1914, balance unexpended--------------------------------- 1, 682. 45 July 1, 1914, outstanding liabilities ------------------------------ 96. 49 July 1, 1914, balance available__ 1, 585. 96 Amount that can be profitably expended in fiscal year ended June 30, 1916, for maintenance of improvement ---- 5, 400. 00 (See Appendix M 9.) 10. Neuse and Trent Rivers, N. C.-(a) Neuse River.-A tribu- tary of Pamlico Sound, rises in the northern part of North Carolina and flows in a southeasterly direction, passing near Durham, Raleigh, and Goldsboro, until it reaches Kinston; its direction then changes to the northeast until it reaches the mouth of Contentnia Creek, when it again changes to the southeast and continues so for 20 miles past Newbern, when it again changes to the northeast and continues 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 483 so until it flows into Pamlico Sound at its southern extremity. Its total length is about 350 miles. The section under improvement is from 10 miles below Newbern to Smithfield, 150 miles above. Ten feet is the minimum usable low-water depth from the ocean to the mouth of the river. 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 Smith- field, 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 (H. Doc. No. 317, 54th Cong., 2d sess.) 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 1897, page 1427, at an estimated addi- tional cost of $59,081.25. Since its adoption this additional estimate has been reduced to $24,000. In 1902 the improvement of this river was combined with that of the Trent. References in examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Below Goldsboro 1..................... Senate.. 2 23 Forty-second.. Second.. 1872 734-741 Mouth to Goldsboro .................. . ...... ........... ......... ........ 1876 363-367 Smithfield to Goldsboro .............. House... 68 Forty-fifth.... Third... 3 1879 708-710 At and below Newbern 1 .......... ....... do..... 3 317 Fifty-fourth... Second.. 3 1897 1427-1429 Goldsboro to Newbern ..................... do ..... 3648 Fifth-eighth... .. do..... 31904 1525-1537 Pamlico Sound to Newbern ............... do..... 31093 Sixty-first..... Third................ 1 Basis of project adopted by Congress. 2Contains maps. 8No maps. The present project, with its various modifications, provides for an 8-foot depth to Newbern at dead low water during the entire year, 4 feet to Kinston, and during nine months of the year 3 feet to Smith- field, including a channel 300 feet wide below Newbern, 200 feet wide at Newbern, and 8 feet deep at dead low water. Amount expended during fiscal year-------------------------- $3, 836. 12 Reimbursable ---------------------------------------------- 340. 78 ----------- Net expenditures--__ -- 3, 495. 34 All expenditures were for maintenance. 484 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The work of the year consisted of snagging with Government plant and hired labor, collecting commercial statistics, etc. In addition, an allotment of $450 was made for snagging Little Contentnia Creek, a tributary of Contentnia Creek, which is a tributary of Neuse River. The work resulted in putting the creek in fair condition at a cost of $410.14. The balance of the allotment was returned to the funds for Neuse River. Amount expended on foregoing projects to June 30, 1914: For improvement__ $347, 248. 47 For maintenance --------------------------------- 43, 954. 99 Total__ _ 391, 203. 46 Received from sales, rents, etc., $1,014.23. The improvement above Newbern is completed to the practical limits of the existing project. The percentage of completion of the project as stated is uncertain. Below Newbern the cut through Hampton Shoal is about 15 per cent completed. As a result of the expenditures to date the channel at and below Newbern has been partially 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 dead low water 8 feet can be carried to Newbern; 4 feet at mean low water to Biddles Landing, 272 miles above; 2.5 feet to the mouth of Contentnia Creek, 312 miles above Newbern; and 1 foot to Seven Springs, 75 miles above Newbern. Navigation is practicable from the mouth of Contentnia Creek to Waynesboro Landing, 98 miles above Newbern, only during freshet stages, but little if any commerce is carried at these times above Seven Springs. Smithfield, 150 miles above Newbern, is considered the head of navigation. A channel known as the Western Channel, immediately above New. bern, 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 stream is nontidal. The variations of the water surface below Newbern are entirely due to the influences of the wind and vary from 3.3 feet below mean low water during severe northwest winds to 5 feet above during violent northeast gales. The upper river is subject to freshets, which rise 17 feet at Smithfield, 18 feet at Waynes- boro Landing, and 20 feet at Kinston. The commerce for the year amounted to 443,957 short tons, valued at $7,023,987, an increase of 60,820 tons over last year. It consisted of grain, timber, fertilizers, general merchandise, etc. Freight rates are materially lessened by reason of the improvement. The appropriation recommended as a profitable expenditure in the fiscal year ending June 30, 1916, will be applied to prosecution of the work below Newbern and snagging between Newbern and Seven Springs. RIVER AND HARBOR IMPROVEMENTS. 485 NEUSE RIVER. July 1, 1913, balance unexpended-- -- $8, 500. 21 June 30, 1914, amount expended during fiscal year: Amount transferred to Little Contentnia Creek____._--- $410. 14 For maintenance of improvement---------------- 3, 029.30 3, 439. 44 July 1, 1914, balance unexpended 5, 060. 77 July 1, 1914, outstanding liabilities___ 403. 03 July 1, 1914, balance available---------------------------___ 4, 657. 74 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------------ 25, 000. 00 Amount available for fiscal year ending June 30, 1915-------------- 29, 657. 74 Amount (estimated) required to be appropriated for completion of existing project--------------------------------------- 41, 500. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and maintenance----------- (2) SNAGGING LITTLE CONTENTNIA CREEK. Amount transferred from Neuse River-----------------------------$410. 14 June 30, 1914, amount expended during fiscal year, for maintenance of improvement---------------------- ------------------------ 410. 14 (b) Trent River.-A tributary of Neuse River is formed by the junction of Beaver Dam and Tuckahoe Creeks in Jones County. Its length, including the two creeks named, is about 80 miles (about 40 miles in an air line). It flows in an easterly direction through Jones County and Craven County, emptying into the Neuse River at New- bern. Section under improvement, from the mouth to upper Quaker Bridge, 78 miles. Distance from the mouth at Newbern to Polloks- ville, 18 miles; to lower Quaker Bridge, 27 miles; to Trenton, 38 miles. Ten feet is the minimum usable low-water depth from the ocean to the mouth of the river. The original condition of the river was a channel of 6 feet depth, roughly cleared, to Polloksville, and the stream was fairly clear to lower Quaker Bridge for light-draft navigation, above which point it was badly obstructed, which prevented all navigation except occa- sionally by small flatboats during high freshets. The original project of 1879 (see Annual Report of the Chief of Engineers for 1879, p. 711, and H. Ex. Doc. No. 68, 45th Cong., 3d sess.) 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 Tren- ton. 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 (H. Doc. No. 121, 56th Cong., 2d sess.) 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. In 1902 the im- 1Exclusive of amount available for fiscal year 1915. 8 See consolidated money statement on page 488. 486 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. provement 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 might 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 and practically affords a 10- foot channel at mean low water to Polloksville. 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. The existing project is therefore to provide a channel 8 feet deep at dead low water at Newbern; a channel 50 feet wide and 4 feet deep at low water to Trenton, with a channel 6 feet deep at dead low water over Foys Flats. References to examination and survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Newbern to Trenton .................... House... 68 Forty-fifth.... Third... 1 1879 711-714 Trenton to upper Quaker Bridge ................. ............ ........... 1 1889 1140-1142 Newbern to Trenton 2................ House... 1 121 Fifty-sixth... Second.. 1 1901 1545-1552 Do.2..............................do.... 11471 Sixtieth...... .do................. Mouth to Quaker Bridge .............. .. do.....1 1092 Sixty-first..... Third................. 1No maps. 2 Basis of project adopted by Congress. The expenditures for the year were $2,025.37, of which $1,371.96 was for improvement and $653.41 for maintenance. The work consisted of snagging, dredging, and rock removal, using Government plant and hired labor. The following quantities of materials were removed: 1,145 cubic yards of sand, 93 cubic yards of rock, 12 snigs, 41 logs, snags, and trees, and 17 trees cut and hauled back from the banks. Amount expended on existing project up to June 30, 1914: For improvement______ ___________ __ $45, 127. 43 For maintenance------------------------------------------ 28, 378. 12 Total __------------------------------------------------- 73, 505. 55 Received from sales, etc---------------------------------- - 1, 019. 19 Total amount expended on all projects to June 30, 1914------------137, 768. 19 The improvement above Trenton has been abandoned. The project is 99 per cent completed. Between Trenton and Newbern a 4-foot channel exists and the stream is in fair condition, but the full project width has not yet been obtained throughout its entire length. Unforeseen conditions of weather and character of material increased cost, so that project RIVER AND H ARBOR IMPROVEMENTS. 487 could not be completed within project estimate. The maximum draft at mean low water that can be carried June 30, 1914, to Polloksville, 18 miles above the mouth, is 9.3 feet; to lower Quaker Bridge, 9 miles farther, 6.5 feet; and to Trenton, 38 miles above the mouth, 4 feet. Near the mouth the water level varies about 3 feet under normal conditions, according to the prevailing winds. Long-protracted easterly or westerly winds sometimes cause a variation of 7 or 8 feet. At Trenton the stream is subject to freshets of about 5 to 15 feet during the winter months. The head of navigation is Trenton. Above Trenton logging and rafting can be carried on for a short distance. The commerce for the year 1913 amounted to 179,772 short tons, valued at $4,345,25..60, an increase of 37,279 tons above last year. The commerce carried consisted principally of fertilizers, general merchandise, 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. The additional appropriation recommended as a profitable ex- penditure in the fiscal year ending June 30, 1916, will be applied to maintenance. July 1, 1913, balance unexpended______ $2, 025.37 Amount received from sales_______________________________ 1.00 2, 026. 37 June 30, 1914, amount expended during fiscal year: For works of improvement $1,371. 96 For maintenance of improvement 6 53. 41 2, 025. 37 July 1, 1914, balance unexpended - - 1.00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement _ (1) CONSOLIDATED. July 1, 1913, balance unexpended------------------------------ $10, 525. 58 Amount received by transfer from Neuse River to Little Contentnia Creek__--------------- - -- -- 410.14 Amount received from sales -------------------------------------- __ 1.00 10, 526. 58 June 30, 1914, amount expended during fiscal year: Amount transferred to Litttle Contentnia Creek------ $410. 14 For works of improvement------------------------- 1, 371. 96 For maintenance of improvement------------ _ 4, 092. -85 5, 874. 95 July 1, 1914, balance unexpended------------------------------ 5, 061. 77 July 1, 1914, outstanding liabilities------------------------------ 403. 03 July 1, 1914, balance available 4, 658. 74 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914---------------------------- -- 25, 000. 00 Amount available for fiscal year ending June 30, 1915------------ 29. 658. 74 1 See consolidated money statement on p. 488. 488 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) required to be appropriated for completion of existing project__------------------------------------------- $41, 500. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance-------- 132, 000. 00 (See Appendix M 10.) 11. Swift Creek, N. C.--A tributary of Neuse River, rises in Pitt County and flows in a southeasterly direction, almost parallel to Con- tentnia Creek, into Craven County, to a point about 8 miles below Vanceboro, when it turns and flows southwest for about 5 miles, emptying into the Neuse River about 8 miles above Newbern. The section under improvement is from the mouth to Vanceboro, 14 miles. Seven feet is the minimum usable low-water depth from the ocean to the mouth of the creek. For 6 miles above its mouth this stream was in good condition before improvement, 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 6 feet, and width from 50 to 150 feet, averaging about 80 feet. This upper 8 miles was rather crooked, with three bad bends, and was originally badly obstructed by logs, snags, etc., and overhanging trees. The narrowest part is the Thoroughfare, about 5 miles below Vanceboro. The only project for improvement adopted by the river and har- bor act of June 25, 1910, contemplated securing a clear channel be- tween the mouth of the river and Vanceboro by the removal 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 maps). References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Whole stream 1. ........ .......... . House... 2360 Sixty-first.... Second..... ...... Horseshoe Bend, Poplar Branch, and ... do..... 2279 Sixty-second.. do.. ............... Thoroughfare. 1Basis of project adopted by Congress. 2No maps The expenditures for the fiscal year were $864.86, all for mainte- nance. The work consisted of snagging operations between the mouth of the river and Vanceboro, using Government plant and hired labor. Total expenditures to June 30, 1914: For improvement _________ -------------- $1, 600. 00 __ For maintenance -------------------------------------------- 893.16 Total--------------------------------------------------2, 493.16 The project was completed in November, 1910. and at the close of the present fiscal year 6 feet is the maximum draft that can be 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 489 carried to Vanceboro, which is the head of navigation, 14 miles above its mouth. Logging and rafting may be carried on a few miles farther. The rise of water level due to floods sometimes causes considerable currents. The maximum flood height at Vanceboro is about 12 feet. The commerce for the year 1913 amounted to 27,781 short tons, valued at $197,030, an increase of 842 short tons over last year. The commerce consisted principally of fertilizer, cotton, timber, lumber, and farm products. The improvement has had a beneficial effect on freight rates. July 1, 1913, balance unexpended_ ------------------------ $971. 70 June 30, 1914, amount expended during fiscal year, for maintenance of improvement---- -- ---------------------------------- 864. 86 July 1, 1914, balance unexpended ----------------------------- 106. 84 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914----------- ---------------- ---------- 500. 00 Amount available for fiscal year ending June 30, 1915--------------606. 84 (See Appendix M11.) 12. Inland waterway from Pamlico Sound to Beaufort Inlet, N. C.-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 distance 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 was required about 18 miles. Thirteen and a half feet is the minimum usable low-water depth from the ocean to the South end of the waterway. 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 was across dry land; from the head of Core Creek to its mouth the creek was 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 (H. Doc. No. 84, 59th Cong., 2d sess.), contemplates securing, by dredging, a channel 10 feet deep at low water from Pam- lico Sound to Beaufort Inlet via Adams and Core Creeks, said chan- nel 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. The act made an appropriation of $200,000 and provided for the completion of the project by authorizing continuing contracts in the further sum of $350,000, of which $305,000 has been appropriated. The project having been completed for less than the estimated cost, the remainder of the authorization will not be needed. 490 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered House or No. Congress. Session. Year. Page. Senate. Entire waterway 1................. ... House... 84 Fifty-ninth.... Second.......... ... Do ................................ ....... ... ....................... 190 1401-1402 1 Basis of project adopted by Congress. 2No maps. The project has been completed. Additional work will be for maintenance. The expenditures for the year were $7,410.70, all for maintenance, the work consisting of dredging under contract and maintaining and operating the drawbridge over Core Creek. The contractor removed 41,736 cubic yards of material and com- pleted 3,000 linear feet of channel 125 feet wide and 10 feet deep on Range " Q," and 1,050 feet of channel on Range "R" to the same dimensions. Amount expended on the project up to'June 30, 1914: For improvement ---------------------------------------- $502, 078. 63 For maintenence---------- ------------------------ 14, 801. 82 Total - - - ----------------- 516, 880. 45 Received from sales, etc., $1.50. During the year 4,752 steamers, yachts, and other vessels passed through the waterway. The draw in Core Creek bridge was opened 2,510 times. The commerce for 1913 amounted to 57,457 short tons, valued at $1,285,394.63, an increase of 4,047 short tons over last year. The commerce consisted principally of cotton, lumber,' timber, fish, farm products, and general merchandise. The improvement has had a beneficial effect on freight rates. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, will be used for maintenance and operation of the drawbridge and for maintenance of existing channel by dredg- ing where shoaling ocurs. July 1, 1913, balance unexpended ------------------------------- $7, 531. 75 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ---------------------------------------------- 7, 410. 70 July 1. 1914, balance unexpended--------------------------------- 121. 05 July 1, 1914, outstanding liabilities____--- ------__ --------- - 117. 88 July 1, 1914, balance available -- - - - 3. 17 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914.._ 3, 400. 00 Amount available for fiscal year ending June 30, 1915_-------------3, 403. 17 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_---------_ - 10, 400. 00 (See Appendix M 12.) 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 491 13. Harbor of refuge at Cape Lookout, N. C.-Cape Lookout is the middle one of the three prominent capes on the coast of North Carolina. A triangular-shaped area of beach projects into the ocean in a southerly direction for about 3 miles and forms the cape. This area is connected with the general line of the coast by a narrow neck of land on the eastern side of the triangle, and the body of water ex- tending behind the western point of the triangle, called Western Point, forms the harbor of Lookout Bight. Forty-two feet is the minimum usable depth at mean low water to the harbor from the ocean. Vessels drawing not over 15 feet can enter. The mean range of tides is 3.7 feet. Beaufort Harbor is the nearest harbor of importance and is 8 miles to the westward. The mouth of the Cape Fear River is 120 miles to the southwest, and Norfolk is about 180 miles to the north. The present and only project, adopted by the river and harbor act approved July 25, 1912, provides for the construction of a harbor of refuge inclosing 575 acres, of 30 feet or more in depth, in accordance with report printed in House Document No. 528, Sixty-second Con- gress, second session, or such modification of the plan contained in said report as may be deemed advisable after examination and survey, at an estimated cost of $3,526,600. The river and harbor act approved March 4, 1913, made an appro- priation of $500,000 and authorized continuing contracts for the fur- ther prosecution of the project in the additional sum of $600,000, yet to be appropriated. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Whole harbor ............................ House... 1 319 Fifty-third.... Third... 2 1895 1376 Do.................................... Senate.. 2122 Fifty-fourth... First ......... .......... Do....... ......................... House.. 1 25 Fifty-fifth..... Second.. 11897 1430 Do.................................... . do..... 80 Fifty-sixth.... First.... 21900 1829 Do......................................do.... 3. .... . . .... .......... .. 2 315 Sixty-first..... Second.. ................ Do. ......... ...... do.... 2528 Sixty-second. ... do................ 1 Contains maps. 2 No maps. 3Basis of project adopted by Congress, The expenditures for the year were $4,675.50, all for improvement. The work consisted of building sand fences, using hired labor, prep- aration of plans and specifications for breakwater, surveys, etc. Expenditures up to June 30, 1914, all for improvement, were $10,375.08. Received from sales, etc., $2.50. Outstanding liabili- ties June 30, 1914, $1,422.83. The amount of money on hand and authorized is sufficient for the iext fiscal year, but a continuing contract authorization for the full amount required to complete the project, viz $2,126,600 is strongly recommended. 4:92 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended------- ----------------------- $794, 300. 42 Amount received from sales, 1914----------------------- 2. 50 794, 302. 92 June 30, 1914, amount expended during fiscal year for works of improvement ____ 4, 675. 50 July 1, 1914, balance unexpended ------------------------------- 789, 627. 42 July 1, 1914, outstanding liabilities_-------------------------_ 1, 422. 83 July 1, 1914, balance available-------------------_ 788, 204. 59 Amount of continuing contract authorization, act of March 4, 1913 600, 000. 00 Amount yet to be appropriated-----------------_--- 600, 000. 00 Amount (estimated) required to be appropriated for completion of existing project . ----- ----- ------------- ------- 12, 726, 600. 00 (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. Newbern is 43 miles by water west from Beaufort; Southport, at the mouth of the Cape Fear River, is 120 miles to the southwest; Cape Lookout, 8 miles east. The minimum usable depth at mean low water to the harbor from the ocean is 13.5 feet. The minimum usable depth of the harbor is 10 feet at mean low water. The tidal range at the wharves at Beaufort is 2.5 feet; at the entrance, i. e., Beaufort Inlet, 3.5 feet. The original project is that of 1881, to stop erosion at the inlet (Fort Macon and Shackelford Points) by jetties and to provide a channel 200 feet wide and 9 feet deep at ordinary low tide to Beau- fort and a channel 100 feet wide and 6 feet deep from Beaufort to the 6-foot contour of the channel leading up North River, estimated to cost $82,103.38, increased in 1885 to $159,000, when the project was modified by reducing the channel to Beaufort to 100 feet and its depth to 5 feet at mean low water and eliminating the channel east from Beaufort. In 1887 the estimate for the above work was further increased to $163,000. The project was again modified in 1890, the project depth of the Bulkhead channel being increased to 7 feet. The project as modified was completed. The amount expended under the original project as modified was $148,843. To the above amount should be added $5,000, appropriated July 4, 1836, making the total cost up to the completion of the origi- nal project $153,843. The project of 1896 includes the maintenance of jetties and sand fences at Fort Macon and Shackelford Points and the maintenance 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 preventing the inlet from shifting and deteriorating. 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 493 The jetties have been successful in preventing the inlet from wid- ening 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 Pamlico Sound and Beaufort Inlet 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, and authorized any unex- pended balance of the appropriation to be used for constructing a turning basin in front of the town of Beaufort. The existing project provides for the maintenance of jetties and sand fences at Fort Macon and Shackelford Points; maintenance of the 7-foot channel across Bulkhead Shoal, thence to the wharves at Beaufort; repairs to existing jetties at Fort Macon Point and con- struction of additional jetties and shore protection; and excavation of a channel 60 feet wide and 10 feet deep at mean low water from Beaufort via Gallants Channel connecting the inland waterway be- tween Pamlico Sound and Beaufort Inlet; also the excavation of a turning basin in front of Beaufort if funds remain available from the appropriation made June 25, 1910, for Gallants Channel, or from the appropriation of March 4, 1913, for waterways connecting Core Sound and Beaufort Harbor. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Shackelford Point and Harbor proper.... House.. 1 78 Forty-sixth... Third... 1 1881 1013-1014 Shackelford Banks..--.......... ----..--- ..... .......... .... .............. .1092 Fort Macon and Shackelford Points....... ... ........................ .. .. 2 1885 1076-1083 Bulkhead Channel ................ ............ . ...... ............... 187 1039 Do ............. ........... ................ ... ...................... 1891 1358-1371 Breakwater. ........................... Inlet ...................... .......... ouse.. 1246 Fifty-second.. do ... 21454 Sixtieth...... ... do.... Second. 1 1893 . 1457-1467 ......... Channel from Beaufort to waterway from Pamlico Sound to Beaufort Inlet 3 ... do.. .. 2511 Sixty-first..... . ............. Turning basin and anchorage area at Beaufort...................... .. ... do.... 21108 Sixty-third...... do..... 1No maps. 2Contains maps. 3 Basis of project adopted by Congress. The expenditures for the year were $10,464.78, all for maintenance. The work consisted of dredging with leased plant, and exte ding the training wall at Bulkhead Shoal by depositing stone. The dredge removed 7,132.7 cubic yards of material, digging a channe 60 feet 494 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. wide and 7 feet deep for 700 linear feet. Seven hundred and eighty tons of stone were used in extending the training wall 250 linear feet. Amount expended on present project to June 30, 1914: For improvement under the modified project of 1910 .....--- $25, 857. 64 For maintenance---------------------------------------- 55, 685. 24 Total --------------------------------------------------- 81, 542. 88 Amount spent on all projects to June 30, 1914__ 235, 385. 88 Received from sales, $727. The project of 1910 is completed. Outstanding liabilities, June 30, 1914, $811.81. The training wall has operated to afford a depth of 7.7 feet on the Bulkhead Shoal proper, with a minimum depth in the Bulkhead Channel of 6.3 feet. Gallants Channel affords a minimum depth of 10 feet at mean low water. The tide rises 2.5 feet at Beaufort and 3.5 feet at the inlet. The commerce for the year 1913 amounted to 85,423 short tons, valued at approximately $2,400,015, a decrease below last year of 4,891 tons. The improvement has had a favorable effect on freight rates. It is proposed to expend the amount estimated as a profitable ex- penditure in the fiscal year ending June 30, 1916, for maintenance by dredging and for building sand fences at Fort Macon and Shackel- ford points. July 1, 1913, balance unexpended------------- ----------------- $11, 481. 40 Amount received from sales------------------------------------- .50 11, 481. 90 June 30, 1914, amount expended during fiscal year for maintenance of improvement---------------------------- 10, 464. 78 July 1, 1914, balance unexpended___ 1, 017. 12 July 1, 1914, outstanding liabilities . ________ 811. -- 81 July 1, 1914, balance available___________--_______ 205. 31 Amount allotted from appropriation made by the riverr and harbor act approved Oct. 2, 1914 5, 000. 00 Amount available for fiscal year ending June 30, 1915_ -- 5, 205. 31 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement---------------------- 17, 000. 00 (See Appendix M 14.) . 15. Waterway connecting Core Sound and Beaufort Harbor. N. C.-The present channel connecting Core Sound and Beaufort Harbor is known as Taylors Creek, which is a narrow, shallow body of water extending along the north shore of Core Sound from Lenox- ville Point to the town of Beaufort and separated from Core Sound by Carrot Island Marshes. The minimum usable low-water depth to this waterway from the ocean is 10 feet at Beaufort Harbor end. The length of the section under improvement from the 5-foot con- tour in Core Sound to a 5-foot depth in Beaufort Harbor is 13,506 feet. The depth of water along the route does not generally exceed 1 foot at mean low water, parts of it being bare at that stage. 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 495 The present and only project for improvement adopted by river and harbor act approved March 4, 1913 (see H. Doc. No. 546, 62d Cong., 2d sess., with map), provides for securing a channel by dredging to secure an available mean low-water depth of 5 feet and a bottom width of 40 feet at an estimated cost of $30,000 for first construction.and $2,000 annually for maintenance, subject to the con- dition that the work shall not be undertaken until local interests have contributed the sum of $10,000 therefor. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Waterway via Carrot Island Slough and House' . 210 Fifty-eighth... Second.......... ...... Lewis Thoroughfare. Waterway via Taylors Creek 2... ... do.3... 546 Sixty-second. .. do.... ...... .... 1No maps. 2Basis of project adopted by Congress. 3 Contains maps. ' No work was done during the year, and no expenditures were made, as the funds required to be contributed by local interests as a con- dition of this improvement had not been made available at the end of the fiscal year. It is proposed to expend the amount estimated as a profitable ex- penditure in the fiscal year ending June 30, 1916,-for maintenance by dredging. July 1, 1913, balance unexpended_ _-_-------------------- $20, 000.00 July 1, 1914, balance unexpended________---------------- ___ 20, 000. 00 Amount that can be pfofitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-- ----- 1__-------- 12, 000. 00 (See Appendix M 15.) 16. Beaufort Inlet, N. C.-When improvement began in Septem- ber, 1905, there was a minimum depth on the bar of approximately 12 feet at mean low water. The original, which is also the existing, project, adopted by Con- gress in the river and harbor act of March 3, 1905, is printed on page 1415 of the Annual Report of the Chief of Engineers for 1904, and in House Document No. 563, Fifty-eighth Congress, second session. It contemplated a channel 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. This work was accomplished at a cost of $44,484.24. The project was completed in December, 1910. The result of this work was to obtain a channel 20 feet deep at mean low water and 300 feet wide across the bar. Some shoaling has occurred, and the minimum usable low-water depth available over the bar in June, 1914, was 13.5 feet. 1Exclusive of the balance unexpended July 1, 1914. 496 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The expenditures for the year were $1,358.61, all for maintenance. The work consisted of making surveys, collecting commercial statis- tics, and work on the new engineer yard at Newbern. Amount expended to June 30, 1914: For improvement_ -- --- $44,484. 24 For maintenance_ 39, 348. 27 Total_-------------- 83, 832. 51 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Bar 1... ......................... . House .. 2563 Fifty-eighth... Second.. 2 1904 1415 Do .... ........................ do .... 1454 Sixtieth........ do ... .. ....... 1 Basis of project adopted by Congress. 2No maps. 3Contains maps. The commerce for the year 1913 amounted to 27,275 short tons, valued at $466,716, and consisted principally of fish and lumber. Compared with the commerce for 1912, this shows a loss of 10,811 tons. The improvement has had a favorable effect on freight rates. This work is designed to provide a deep-water outlet to the ocean for the inland waterway from Pamlico Sound to Beaufort Inlet, N. C. It is proposed to expend the additional appropriation recom- mended as a profitable expenditure in the fiscal year ending June 30, 1916, in maintenance by dredging where shoaling has occurred. July 1, 1913, balance unexpended ..........-.---.. $10, 026. 10 June 30, 1914, amount expended during fiscal year, for maintenance of improvement-- - - 1, 1--------------------- 358. 61 July 1, 1914, balance unexpended-------------------------------- 8,667. 49 July 1, 1914, outstanding liabilities .-------- 57. 32 July 1, 1914, balance available------- 8,610 17 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_------------------- _.------------------ 10, 000 00 Amount available for fiscal year ending June 30, 1915------------ 8.610. 17 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement--_------------------- 10, 000 00 (See Appendix M16.) 17. Harbor at Morehead City, N. C.-Situated on Bogue Sound. The city is separated from deep water in Bogue Sound by mud flats and marine marshes. Between 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 nearest city of importance is Beaufort, about 2 miles to the eastward. Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 497 The minimum usable depth at mean low water to the harbor from the ocean is 10 feet. The tidal range at the wharves at Morehead City is 2.5 feet; at the entrance, i. e., Beaufort Inlet, 3.5 feet. The present and only project for improvement, adopted by the river and harbor act of June 25, 1910, contemplated 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 annu- ally for maintenance, in accordance with plan, with map, 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 de- posit part of the dredged material. Another examination and survey report was made and published in House Document No. 1022, Sixty- third Congress, second session. (Contains map.) The expenditures for the year were $1,131.15, all for improvement. The work consisted of dredging under open-market agreement, mak- ing surveys, and collecting commercial statistics. There were re- moved 3,497.cubic yards of material, which resulted in widening the existing channel from 100 to 200 feet for a distance of 169 linear feet. The total expenditures to June 30, 1914, were $20,291.58, all for improvement. Outstanding liabilities, June 30, 1914, $137.43. The project is about 98 per cent completed. As a result of work under the project, the maximum draft that can be carried to the wharves at Morehead City is 10 feet, whereas prior to tlfe improvement only 3 feet was available. The average range of tides is about 2.5 feet. The commerce for the year 1913 amounted to 14,824 short tons, valued at $951,812.40, a decrease of 763 tons below last year. It con- sisted principally of fish, lumber, and farm products. It is proposed to apply the additional appropriation recommended as a profitable expenditure in the fiscal year ending June 30, 1916, to maintenance by dredging where shoaling occurs. July 1, 1913, balance unexpended--- ---------------- _ $2, 839. 57 June 30, 1914, amount expended during fiscal year, for works of im- provement--------------------------------- 1,131. 15 July 1, 1914, balance unexpended------------- -------- 1, 708. 42 July 1, 1914, outstanding liabilities- ------- ------- 37. 43 1--- July 1, 1914, balance available ----------------------------- - 1, 570. 99 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement _-------- ---------- - 8, 800. 00 (See Appendix M 17.) 18. New River, N. C., including inland waterways between Beau- fort Harbor and New River and between New River and Swans- boro.-The act of March 2, 1907, combined these three improvements under this new heading. (a) New River.-New River lies almost wholly within Onslow County. It flows in a general southerly direction and empties into 1 Exclusive of the balance unexpended July 1, 1914. 609930-ENG 1914---32 498 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the Atlantic Ocean through New River Inlet about midway between Cape Lookout and Cape Fear. Total length, 52 miles. Section under improvement, mouth to Jacksonville, 23 miles. Five feet is the minimum usable low-water depth from the ocean to river, by way of New River Inlet. Appropriations amounting to $50,000 were made for the river in- 1836, 1837, and 1838, after which no further appropriations were made until 1882, when $5,000 was appropriated. Another appro- priation of $5,000 was made in 1884, but since these amounts were considered too small to justify undertaking the improvements no work was done until 1886, when still another appropriatiaon of $10,000 was made. When improvement began in 1886 the governing low-water depth was 4 feet for a distance of 23 miles to Jacksonville, and the channel included two circuitous parts around Wrights Island and Cedar Bush Marsh. The original project of 1886 was to dredge a cut 4 feet deep and 100 feet wide through Wrights Island and a second cut 4 feet deep and 150 feet wide through Cedar Bush Marsh. Both were com- pleted, but the Cedar Bush Marsh cut deteriorated at the upper end and was abandoned, and the project of June 18, 1894, to obtain 4 feet depth around Cedar Bush Marsh by dredging and an experimental timber training wall was adopted and successfully carried out. The additional work required is for maintenance. The act of March 3, 1905, authorized the balance from the project of 1894 to be expended in rebuilding the dike hitherto constructed. (See H. Doc. No. 239, 58th Cong., 2d sess.) 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. The existing project provides for securing a channel 200 feet wide and 5 feet deep at mean low water from the mouth of the river to Jacksonville. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Channel through bar at inlet...........h.. ouse... 1169' Forty-seventh. First... 11882 1117-1119 Do ................................. ............ ................ .......... 11885 1082 Do................................................... .. ............ .. ..... .......... 11887 1040 Do................................. ...... ........... ...... .... 2 1891 1380 Do ................. .............. . .. ...... .............. ....... _' 1893 1401 Do.................... ....... ......... ............... .......... 11894 1038 Do................................ House.. 1 239 Fifty-eighth... Second.. 11904 1537-1542 Mouth to Jacksonville .. ............. do.... 1085 Sixtieth.. do ... ....... .. Jacksonville upward............................do .... 2277 Sixty-third. ... First..... .. ........ 1No maps. SContains maps. 8 Basis of project adopted by Congress. RIVER AND HARBOR IMPROVEMENTS. 499 No work has been done on the project authorized by the river and harbor act of June 25, 1910, as repeated advertising has failed to secure suitable bids for this work. The expenditures for the year were $801.37, which were in pay- ment for surveys, collecting statistics, district office expenses, etc. Amount expended since Civil War on previous projects- - $33. 807 82 Amount expended on project of 1910 up to June 30, 1914, for im- provement ------------------------------------------------- 1, 103. 25 Total-------------------------------------------------- 34, 911. 07 Received from sales, etc----------------------------------------- 98. 55 Total expended on all projects to June 30, 1914--------------------84, 911. 07 The tidal range at the inlet is about 3- feet, and at the head of the marshes about 1 foot. The head of navigation for all practical purposes is Tar Landing, 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. Above Tar Landing logging and rafting can be carried on for some distance. The commerce for 1913 amounted to 42,687 short tons, valued at $301,084, an increase of 4,879 tons over the calendar year 1912. It consisted principally of timber, fish, fertilizer, cottonseed, 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 to be handled by wagon at a cost that would prohibit their being marketed. If the bar and channel were sufficiently improved to justify a line of steam vessels between Wil- mington and Jacksonville, freight could probably be carried to the latter point much more cheaply than at present. July 1, 1913, balance unexpende ----------------- --------- $6, 759. 60 Amount received from sales-------------------------------------- 98. 45 6, 858. 05 June 30, 1914, amount expended during fiscal year for works of im- provement -------- ---------- ------ --- -------------------- 801.37 July 1, 1914, balance unexpended--------------------------- --- 6, 056. 68 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914__------------------------------ 000. 00 1,----- Amount available for fiscal year ending June 30, 1915--------------7, 056. 68 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_ --------------------------- (1) (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 1.890 two separate appropriations were made- one for the "Inland waterway between Beaufort Harbor and New 1See consolidated money statement on p. 503. 500 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. Five feet is the minimum usable low-water depth from the ocean to the waterway. 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 com- municating 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 mini- mum 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 & Onslow Navigation Co. 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 & Onslow Navigation Co., in which paper it was declared that the privileges and franchises granted in said charter had never been exercised and that said privileges and franchises had " to all intents and purposes been surrendered and abandoned." References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. Rouse or No. Congress. Session. Year. Page. Senate. ..... . 124 Entire waterway . ... .. .......................... 2 89 112....................... Do....................................... .. .. .. ............... ....... 1..891 1377 Do................................... House .. 26 Fifty-second.. First.... 1892 1147 2 1Basis of project adopted by Congress. No maps. a Contains maps. The expenditures for the year were $3,918.69, all for maintenance and consisted of dredging with Government plant and hired labor. Shoals aggregating 6,670 feet in length were dredged to a width of 50 feet and 3 feet depth at mean low water. RIVER AND HARBOR IMPROVEMENTS. 501 Amount expended on existing project up to June 30, 1914: For improvement-- $25, 965. 01 For maintenance -------------------------------------- 8, 718. 69 Total ----------------------------------------- 34, 683. 70 Received from sales, etc------------- ------------------- ..-- 1, 125. 00 The project is about 65 per cent completed. The project depth exists throughout the waterway, except at the points midway between the four inlets which it crosses, where con- siderable shoaling has occurred and where a depth of about 2 feet at mean high water is available. 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 for the year 1913 amounted to 8,987 short tons, at an approximate value of $164,696.90, a decrease of 8,487 tons below that of last year. It consisted principally of timber, cotton, fish, oysters, clams, and fertilizers. The improvement of this waterway has had no effect upon freight rates, but provides a means of transportation for large quantities of timber and miscellaneous products which would otherwise have to be hauled long distances by wagon. It is proposed to apply the additional appropriation, recommended as a profitable expenditure in the fiscal year ending June 30, 1916, toward completion of the project and to maintenance of the project by dredging. July 1, 1913, balance unexpended--------------------------- $4, 690. 79 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ________--------------_ . . 3, 918. 69 July 1, 1914, balance unexpended ------------------------ 772. 10 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ------------------------------ 10, 000. 00 Amount available for fiscal year ending June 30, 1915------------ 10, 772. 10 Amount (estimated) required to be appropriated for completion of existing project------------------ ------------- - 117, 798. 48 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance--------- (2) (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. Ten feet is the minimum usable low-water depth from the ocean to the waterway. 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 Har- bor 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 1Exclusive of amount available for fiscal year 1915. 2 See consolidated money statement on p. 503. 502 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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.) No modification of the original project has been made. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of En- gineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entire waterway .......... ....... ...................................... 1884 1055-1056 Do 2...................................... .................... ......................... 1885 1133-1139 Do............................................................................. 1891 1378 Do................................ .......... ...... ............. ........ 31892 1142 Do................... ......... ............ ..................... 11894 1034 " 1 No maps. 2Basis of project adopted by Congress. 3Contains maps. The expenditures for the year were $1,609.07, all for improve- ment. The work consisted of dredging, using Government plant and hired labor. Four thousand one hundred and sixty-eight cubic yards of material were removed, which completed Goose Creek Cut-off. Amount expended on present project to June 30, 1914: For improvement_- -- ............. ____-_ $75, 714.06 For maintenance_- ---- ____- - - - 2, 609. 54 Total ------------------------------------- 78, 323. 60 Received from sales-------------------------------------- . 50 The project is about 90 per cent completed. At the close of the fiscal year the project depth and width prevailed throughout the waterway, except in the 62 miles above Swansboro, where the project depth is available with a width of from 40 to 60 feet. 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 3 feet. Where the tides meet in Bogue Sound the range is only about 1 foot. The commerce for the calendar year 1913 amounted to 44,089 short tons, valued at $770,006.90, a decrease of 18,022 tons below that of last year. The commerce consisted chiefly of lumber, fish, oysters, clams, rosin, turpentine, miscellaneous farm products, fertilizers, and general merchandise. The improvement has had no direct effect on freight rates, but provides a means of transportation for large quantities of timber and miscellaneous products which would otherwise have to be hauled longdistances by wagon. RIVER AND HARBOR IMPROVEMENTS. 503 It is proposed to use the appropriation recommended as a profit- able expenditure in the fiscal year ending June 30, 1916, to mainte- nance of the project by dredging where necessary. July 1, 1913, balance unexpended-------------------------------$2, 285.47 Amount received from sales -------------------------------------- 1. 50 2, 286. 97 June 30, 1914, amount expended during fiscal year, for works of im- provement ------------ 1, 609. 07 July 1, 1914, balance unexpended ---------------------- ----- 677. 90 July 1, 1914, outstanding liabilities -------------------------------- 15. 14 July 1, 1914, balance available 662. 76 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ------- ----------- 5, 000. 00 Amount available for fiscal year ending Jule 30, 1915--------------5, 662. 76 Amount (estimated) required to be appropriated for completion of existing project-----_-------------------------- 14, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_ (----------------- CONSOLIDATED. July 1, 1913, balance unexpended-------------------- ------ $13, 735. 86 Amount received from sales------------------------------------- 99. 95 13, 835. 81 June 30, 1914, amount expended during fiscal year: For works of improvement------------------------- $2, 410. 44 For maintenance of improvement 3, 918. 69 6, 329. 13 July 1, 1914, balance unexpended--------------------------------- 7, 506. 68 July 1, 1914, outstanding liabilities-------- ----------------------- 15. 14 July 1, 1914, balance available---------------- 491. 54 7-------------------, Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------16,----------------------------16, 000. 00 Amount available for fiscal year ending June 30, 1915 ------------- 23, 491. 54 Amount (estimated) required to be appropriated for completion of existing project ------------------------- 21, 798. 48 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance_---------- 137, 300. 00 (See Appendix M 18.) 19. Northeast and Black Rivers, and Cape Fear River above Wil- mington, N. C.-(a) Northeast River.--A tributary of Cape Fear River rises in the northern part of Duplin County and flows in a general southerly direction, emptying into the Cape Fear River at Wilmington. Length of river, 130 miles. Section under improve- ment, from mouth to Kornegays Bridge, 103 miles. Distance from mouth to Bannermans Bridge, 48 miles; to Hallsville, 88 miles; to Kornegays Bridge, the head of navigation, 103 miles. The minimum usable low-water depth from the ocean to the mouth of the river is 26 feet. 1 Exclusive of amount available for fiscal year 1915. 2 See consolidated money statement on this page. 504 REPORT OF THE CHIEF OF E1GINEERS, U. S. ARMY. The original condition before improvement began was as follows: From the mouth, 30 miles up to Rocky Point, the river at low water was from 200 to 300 feet wide, and its channel about 60 feet wide and from 12 to 30 feet deep at high tide. In the next 30 miles the river was 100 to 150 feet wide and 6 to 30 feet deep at low tide., In the next 20 miles there was a depth of from 4.5 to 6 feet at low water. From this point to Hallsville, the river was more narrow, crooked, and shallow. At low stages it was not navigable for shallow flats. The original project of 1889 is still in force, and includes the clearing of the natural channel for small steamers to Hallsville, and for pole boats to Kornegays Bridge, at an estimated cost of $30,000. Additional work proposed is for maintenance only, the project having been completed. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. i House or No. Congress. Session. Year. Page. Senate. Mouth to source.................... House... 171 Forty-eighth.. Second.. 11885 1128-1132 Do.2_.............. ........... do.... 835 Fity-first... First.... 11890 1181-1184 Old county ferry to Juniper Swamp_.... ... do.... '322 Fifty-third.... Third... 11895 1389-1390 Mouth to source........... ........... do... 1229 Fifty-ninth.... First........... ...... From mouth, 21 miles above ............ .do.... 1867 Sixty-first.... Second....... ...... Mouth to Hallsville .. ............... d..... 11356 Sixty-second.. Third...... .......... From Hilton Bridge, 3 miles upstream..-. ... do.... 3802 Sixty-third.... Second......... ......... 1No maps. 2 Basis of project adopted by Congress. Contains maps. The expenditures for the year were $3,257.87, all for maintenance. The work consisted of snagging operations, using Government plant and hired labor. The river was thoroughly snagged between the 27th and 62d mile boards, and between the 83d and 88th mile boards, which resulted in putting the river in good condition to Crooms Bridge, 56 miles above Wilmington, and in fair condition up to Chin- quepin, 79 miles above Wilmington. From Chinquepin to the 83d mile board is badly obstructed, but from this point up to Hallsville, 88 miles above Wilmington, it is in good condition. Amount expended on present project up to June 30, 1914: For improvement------------------ $10, 687.96 For maintenance -------- ....-- .----- 26, 308 77 ------ Total - ----- 36, 996. 73 As a result of the expenditures to date, the channel has been cleared wherever needed. Six feet of water can be carried to Bannermans Bridge and 3 feet to Crooms Bridge during all stages of the water. From Crooms Bridge to Kornegays Bridge, the head of naviga- tion, 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 summer low stages usually prevail. RIVER AND HARBOR IMPROVEMENTS. 505 The minimum low-water depth to Bannermans Bridge is 6 feet; to Grooms Bridge, 3 feet; to Hallsville, 0.5 foot; to Kornegays Bridge (the head of navigation), 0.1 foot. There is a tidal range of about 2 feet at the mouth of this stream, which decreases to nothing at or about a short distance above Ban- nermans 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 79th milepost, but is in good condition below that point. The commerce for 1913 amounted to 123,170 short tons, valued at approximately $1,848,558.60, a decrease below last year of 42,153 tons. It consisted principally of timber, fertilizers, general merchan- dise, cotton, and miscellaneous farm products. The result of the improvement on freight rates is unknown, but the stream when opened to navigation affords an outlet for farm products, timber, lumber, etc., which have no other outlet except by wagon. The commerce is handled on a few boats that make some attempt at regular trips, and a large number of rafts, flats, etc. It is proposed to apply the additional appropriation recommended as a profitable expenditure in the fiscal year ending Juine 30, 1916, to maintenance by snagging where necessary. July 1, 1913, balance unexpended-_ $3, 704. 47 June 30, 1914, amount expended during fiscal year, for maintenance of improvement -- ------------- 3, 257. 87 July 1, 1914, balance unexpended----------------------------- 446. 60 July 1, 1914, outstanding liabilities___ 93. 26 July 1, 1914, balance available_ - 353. 34 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ------- ---- 2, 50. 00 Amount available for fiscal year ending June 30, 1.915 .-- __ _ 2, 853. 34 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement----------------------___ (1) (b) Black River.--Black River rises in Sampson County, flows in a general southeasterly direction, and empties into Cape Fear River, 14 miles above Wilmington. Length, 175 miles. Section under im- provement, mouth to Clear Run, 66 miles. The original condition when improvement began was a natural channel cleared fairly to Point Caswell and roughly to Lisbon, with governing low-water depths of 4 feet to Point Caswell, 2.5 feet to Hawes Narrows, and 1.5 feet to Lisbon. The minimum usable low-water depth from the ocean to the mouth of the river is about 15 feet. The original and existing 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 com- pleted September 20, 1895. Additional work proposed is for main- tenance only. 1 See consolidated money statement on p. 509. 506 REPORT OF THE CHIEF OF ENGINEERS, TU. S. ARMVY. References to examination or survey reports and maps or plans (including project documents).. Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Whole river...................... ... Senate 130 Forty-eighth.. First.... 11884 1061-1062 Do.................... ...... ..... ............................ 11885 1145-1154 1 No maps. 2 Basis of project adopted by Congress. The expenditures for the year were $1,069.65, all for maintenance. Of this' amount $415.26 was for outstanding liabilities from the previous fiscal year, leaving $654.39 as the cost of the work. No field work was carried on. Repairs to plant were made; all bridges on the river inspected, measured, and photographed. Amount expended to June 30, 1914: For improvement----------------------------------------- $12, 358. 40 For maintenance------------------------------------------ 21, 588. 51 Total ------------- 33, 946.91 Received from sales, etc., $243.34. The result obtained by the expenditures to date has been a cleared channel, 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 Hawes 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 navigation. 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, ex- cepting maintenance, is now proposed. The commerce during 1913 amounted to 41,065 short tons, esti- mated value, $466,399.50, a decrease below last year of 11,487 tons. It consisted principally of timber, general merchandise, naval stores, fertilizers, cotton, and other farm products. The commerce is handled on a few boats, which make some at- tempt at regularity, and on a large number of rafts, flats, etc., whose trips are altogether irregular. The effect of the improvement on freight rates is not known, but the stream when opened for navigation affords an outlet for freight which would have no other outlet except by wagon. It is proposed to expend the appropriation recommended as a prof- itable expenditure in the fiscal year ending June 30, 1916, for main- tenance by snagging between the mouth and Clear Run as required. RIVER AND HARBOR IMPROVEMENTS. 507 July 1, 1913, balance unexpended ----------------------------- $4, 166.08 June 30, 1914, amount expended during fiscal year: Amount transferred to Cape Fear River above Wil- mington ---------------------------------- $2, 000.00 For maintenance of improvement ----------------- 1, 069. 65 3, 069. 65 July 1, 1914, balance unexpended 096. 43 1____, Amount allotted from appropriation made by the river and harbor ac approved Oct. 2, 1914_-------------- _ 2, 000. 00 Amount available for fiscal year ending June 30, 1915 3, 096. 43 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement (-------------------------(1 (c) Cape Fear River above Wilmington, N. C.-The Cape Fear River is formed by the confluence at Haywood, N. C., in Chatham County, of the Deep and Haw Rivers. It flows in a southeasterly direction and empties into the Atlantic Ocean at Cape Fear, near the southern extremity of the State. Its total length is about 400 miles. The improvement of the river is divided into two parts, that section above Wilmington and that section at and below Wilmington. The portion of the section above Wilmington included in the project is from Wilmington to Fayetteville, 115 miles. The minimum usable low-water depth from the ocean to the mouth of the river is 26 feet. The original condition when work began was a channel badly ob- structed 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 p. 509 of this report.) References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. - House or No. Congress. Session. Year. Page. Senate. Haywood, N. C., to 20 miles below Wil- ........ ....................... 11872 742 mington. Wilmington to Fayetteville............. House... 278 Forty-sixth... Third 11881 1018-1020 Above Fayetteville...... .. 1884 1064-1065 Do ........................... .. House. 65 Fifty-fourth.. First... 11896 1144-1147 1 See consolidated money statement on p. 509 SNo maps. 8 Contains maps. 508 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The expenditures for the year were $6,926.32, all for improvement. The work consisted of snagging operations and dredging, using Gov- ernment plant and hired labor. The work was confined principally to that part of the river between the 46th and 56th mile boards. As a result of the operations the channel is free from snags up to the 56th mile board, and the most troublesome snags have been re- moved between the 56th mile board and Browns Landing. There are still many snags between the 65th and 98th mile boards. The river is in good condition from the 98th-mile board to Fayetteville, the head of navigation. Amount expended on project of 1881 to June 30, 1914: For improvement_---- $134, 436. 96 For maintenance -- . -14, 352. :4 4----------------------- Total---------------- - 178, 789. 30 Received from sales, rents, etc., $414.33. At present the low-water depths are 8 feet to Kings Bluff, 39 miles above Wilmington; 22 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 regu- larity, however. The commerce of 1913 was 154,797 short tons, worth $3,485,373.99, a decrease in the commerce below last year of 53,384 tons. River navigation is too unreliable at present to affect freight rates. It is proposed to apply the appropriation recommended as a profit- able expenditure in the fiscal year ending June 30, 1916, to snagging, clearing banks, and dredging to maintain the present channel where- ever necessary, but more particularly above the 56th mile board. July 1, 1913, balance unexpended ----------- $5, 301. 35 Amount transferred from Black River-.... 2, 000. 00 7, 301. 35 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ----------------------- 6, 926. 32 July 1, 1914, balance unexpended_- 375. 03 July 1, 1914, outstanding liabilities .........- 285. 81 July 1, 1914, balance available- - -- 89. 22 Amount allotted from appropriation made by the river and harbor act approved October 2, 1914_- 6, 000. 00 Amount available for fiscal year ending June 30, 1915 -- ____- 6, 089. 22 Amount that can be profitably expended in fiscal year ending 1916, for maintenance of improvement---------------------- June 30, (1) 1 See consolidated money statement on p. 509. RIVER AND HARBOR IMPROVEMENTS. 509 CONSOLIDATED. July 1, 1913, balance unexpended___________________________ $13, 171. 90 Amount transferred to Cape Fear River__ 2, 000. 00 15, 171. 90 June 30, 1914, amount expended during fiscal year : Amount transferred from Black River ____ $2, 000. 00 For maintenance of improvement__________________ 11, 253. 84 13, 253. 84 July 1, 1914, balance unexpended_________________________________ 1, 918. 06 July 1, 1914, outstanding liabilities______________________ 379. 07 July 1, 1914, balance available 1, 538. 99 Amount allotted from appropriation made by the river and harbor act approved October 2,1914 10, 500. 00 Amount available for fiscal year ending June 30, 1915_____________ 12. 038. 99 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement___-____________ ____ 116, 500. 00 (See Appendix M 19.) 90. Cape FearRiver above Wilmington,N. C. (locks and dams).- No construction work has yet been done under the existing project to affect navigation conditions, except that 8 feet of water was secured by dredging between Wilmington and Kings Bluff. At present the low-water depths are 8 feet to Kings Bluff, 39 miles above Wilming- ton, except at Pridgens Landing, 35 miles above Wilmington, where for about 100 yards the depth is only 6 feet; 2.5 feet to Elizabeth- town, 73 miles above Wilmington, and 2 feet to Fayetteville, 115 miles above Wilmington. These depths are not subject to reference to a common plane on account of the slope of the river. The governing width of channel at the extreme low-water depths is 20 feet. Low-water stages prevailed three months during the year, and freshets which raised the water level from 15 to 50 feet at Fayette- ville (the effects lower down being less marked) occured in seven months of the year. The freshets do not occur with any regularity. Steamers made regular trips to Fayetteville eight and one-half months of the year and intermittent trips during the remainder of the year. At the close of the year the river was in good condition for navigation from Wilmington to Fayetteville. The Cape Fear River rises in the northwestern part of North Carolina and flows in a general southeasterly direction to the Atlantic Ocean, having a length of about 400 miles. The length of the sec- tion included in this project is 115 miles from Fayetteville to Wil- mington, which is 30 miles from the river's mouth. 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 ap- propriation of $50,000 for the purchase of sites for locks and dams. Extensive surveys were made, the sites tentatively located and ap- 1 Exclusive of amount available for fiscal year 1915. 510 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. proved. 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 total expenditure being $14,682.23. The balance of this appro- priation ($35,317.77) was later 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 an estimated cost of $615,000, with $8,000 annually for maintenance. Since the adoption of the present project closer investigation of construction conditions, together with the advance in prices of labor and material, render it necessary to increase the estimate for this project from $615,000 to $1,031,000. An appropriation of $100,000 was made for beginning the im- provement, including surveys and acquisition of land for sites for locks and dams and completion of plans for the same. The said act further provided for the completion of this project by authorizing continuing contacts in the additional sum of $515,000, all of which has since been appropriated. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. . . . . to Wilmington . . . . . . . . . ............... . . Fayetteville . . . . . . . . . . . . House . .. 1180 Fifty-sixth.... Second.. 2 1901 1552 Do. do.... 2890 Sixtieth..... First... 21910 354 1 Contains maps. 2 NO maps. 3 Basis of project adopted by Congress. The expenditures for the year were $163,556.28, all for improve- ment. The work consisted of partially constructing lock and dam No. 1, at Kings Bluff, N. C., with Government plant and hired labor, and preliminary work on site of lock and dam No. 2, at Browns Landing, N. C. The steel sheet pile cofferdam for lock wall at Kings Bluff was completed in December, 1913. There were driven 1,841 foundation piles and concreting began December 29; 4,327 cubic yards of con- crete were deposited. Concreting in the lock walls was begun on April 28, and 3,408 cubic yards were placed by the end of the fiscal year, at which time they were 47.2 per cent completed. There were excavated 801 cubic yards of earth for the abutment, and 93 concrete piles were made and driven by June 30. The abut- ment is about 85 per cent completed. All materials for the dam except riprap stone were delivered. By June 30, 47,691 feet, board measure, of lumber were placed in crib No. 1, which was 26.5 per cent completed, and 29,851 feet in crib No. 2, which was 16.6 per cent completed. Work during the year at Browns Landing consisted mainly in surveying and investigation of foundation conditions. Many wash RIVER AND HARBOR IMPROVEMENTS. 511 borings were made, and a test pit sunk in the center of the lock foundation. A shoal at Pridgens Landing was dredged out during the year, 7,019 cubic yards of material being removed. The entire project is about 40 per cent completed. The expenditures to June 30, 1914, amounted to $346,160.68, all for improvement. Received from sales, $130. The improvement is not sufficiently advanced to show any ad- vantages to navigation, except that now boats drawing 6 feet of water can navigate the river at all seasons between Wilmington and Kings Bluff. The maximum draft that can be carried between Wil- mington and Fayetteville at extreme low water is 2 feet. Pridgens Landing rock shoal, about 500 feet long, is now being removed, and when this is finished the draft should be 8 feet. From Kings Bluff to Kellys Cove it is 4 feet, from Kellys Cove to Fayettsville it is 2 feet'. The improvement has had no effect on freight rates so far. For commercial statistics for this stream see Appendix M 20. The additional appropriation estimated as a profitable expendi- ture in the fiscal year ending June 30, 1916, will be used for comple- tion of the lock and dam at Browns Landing. July 1, 1913, balance unexpended _ _- $432, 465. 60 Amount received from sales, 1914------------------------------ 60. 00 432, 525. 60 June 30, 1914, amount expended during fiscal year, for works of improvement ------------------------------- 163, 556 28 July 1, 1914, balance unexpended 268, 969. 32 July 1, 1914, outstanding liabilities -_ 20, 245. 64 July 1, 1914, balance available --------------------------------- 248, 723. 68 July 1, 1914, amount covered by uncompleted contracts----------- 69, 561. 07 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_ 70, 000 00 -______ Amount available for fiscal year ending June 30, 1915------------ 139, 561. 07 Amount (estimated) required to be apropriated for completion of existing project _--346,----------_ 136, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement _-------- 1271, 000. 00 (See Appendix M 20.) 21. Cape Fear River, N. C., at and below Wilmington.-For de- scription of river see Cape Fear River, N. C., above Wilmington, page 507 of this report. The section of this portion of the Cape Fear River under im- provement is from Wilmington to the ocean, 30 miles. The minimum usable low water depth from the ocean over the bar at mouth of river is 26 feet. The condition of the river prior to the opening of New Inlet (which seems to have occurred during an equinoctial storm in 1761) 1Exclusive of amount available for fiscal year 1915. 512 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 Wilmington and the mouth being 7.5 feet. There is also some un- certainty as to the conditions in 1829, when the improvement was first undertaken by the United States, but the most reliable informa- tion 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 govern- ing 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. Expenditures prior to Civil War (including balance transferred), $363,228.92. After the Civil War the first project was that of 1870, to deepen the bar channel by closing breaches between Smiths and Zekes Islands, with the ultimate closure of New Inlet in view. The project of 1873 included that of 1870, and in addition the dredging of the bar chan- nel and closing of New Inlet. The project of 1874 was to obtain by dredging a channel 100 feet wide and 12 feet deep at low water up to Wilmington. The project of 1881 was to obtain by dredging a chan- nel 270 feet wide and 16 feet deep at low water up to Wilmington. These projects had been practically completed in 1889. Expenditures since Civil War on prior projects, $2,102,271.93. The project adopted September 19, 1890 (see Annual Report of the Chief of Engineers for 1889, p. 1132), was 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 modi- fied by act of June 13, 1902, to authorize the construction of mooring dolphins at Wilmington at a cost of $30,000, and to provide for the removal of obstructions at mouth of Brunswick River, at an esti- mated cost of $1,000 (see H. Doc. No. 180, 56th Cong., 2d sess.). The project was modified by the river and harbor act of March 2, 1907, which provides for continuing improvement 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 Wilmington, involving a reduc- tion in the estimate of cost to $1,392,750, including removal of ob- structions 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 improve- ment, and authorized so much as may be necessary of the funds avail- able to be applied to repairing the New Inlet and Swash Defense Dams. The cost of these repairs was estimated at $165,000. Annual maintenance was 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. RIVER AND HARBOR IMPROVEMENTS. 513 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. 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 to 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. Suitable bids having been obtained, $200,000 of the above was pledged by contract. The river and harbor act of February 27, 1911, made an appropria- tion of $100,000 for continuing the improvement to such depth in excess of 20 feet as appropriations made for the work will permit, and provided also that not exceeding $1,000 thereof might be used for clearing to a depth of 10 feet the channel or cut between the main channel of the river and the Carolina Beach Pier. This latter work was completed in May, 1911, which resulted in a channel 10 feet deep, 80 feet wide, and about 700 feet long. The river and harbor act of July 25, 1912, modified the project so as to secure an available channel depth of 26 feet at mean low water and width of 30 feet, increased at entrance and curves in the river and widening to 400 feet across the bar, at an estimated cost of $572,940, with $80,000 annually for maintenance, in accordance with report printed in House Document No. 287, Sixty-second Congress, second session. The existing project is that of 1890, modified in 1902 and 1907, by authorizing the excavation of a mooring basin at Wilmington, and the repair of New Inlet and Swash Defense Dams, again modified in 1912, to secure a channel depth of 26 feet, and width of 300 feet in the river, and width of 400 feet across the bar. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Wilmington to mouth................. House... 127 Twentieth.... First............... Do ... ................................ .. ............... 11873 44 Mouth of river......................... enate. 1 27Forty-first.... Third....... . ......... Do................................ Iouse.. 1108 Forty-second .... ....... ...... Wilmington 2 .. to. .mouth . . .. . .. .................. ..... .... Senate.. 1 53 ...Forty-filth.... .... Second......... ... ...... ..... .. .... ..... Do. .. 1189 1132-1134 Wilmington H arbor and Wilmington to House... 1180 Fifty-sixth.... Second.. 1101 1552-1566 Fayetteville. .. . .. . . . . . . . . .. Wilmington . . . . to . . . . . .2.. . . . . . . . . . . . . . do.... . . .mouth 1545 Fifty-ninth ... First...................... Do. do... 287 Sixty-second.. Second.................... Channel to quarantine station............do.... 17 Sixty-third.... First ................. I No maps. 0 2Basis of project adopted by Congress. 8Contains maps. 60993 -ENG 1914- 33 514 REPORT OF THE CIHIEF OF ENGINEERS, U. S. ARMY. Amount expended during the fiscal year--------------------- $428, 257. 10 Reimbursable -------------------------------------------------- 4, 547.75 Net expenditures ---------------------------------------- 423, 709. 35 Of this amount $80,000 was for maintenance. The work consisted of dredging under contract and with Govern- ment plant, making minor surveys, and repairs to plant. The fol- lowing quantities of material were removed: 1,661,473 cubic yards of sand and mud from the Ocean Bar channel; 2,781,935 cubic yards of sand and mud, 487 stumps and 53 logs from river channels and 23,934 cubic yards of sand and mud, 3 stumps and 7 logs from the channel in front of Government yard at Wilmington. As a result of the year's work the Ocean Bar has a project depth of 26 feet for a width of 250 to 400 feet. The river channel of proj- ect depth of 26 feet has been increased in width as follows: Mid- night Shoal, from a width of 150 to 225 feet; Lilliput Shoal, lower reach, from a width of 150 feet to a width of 300 feet; Keg Island Shoal from a width of 150 feet to a width of 300 feet; Logs and Big Island Shoal, lower reach, from a width of 150 feet to a width of 300 feet; upper reach, from a width of 150 feet to a width of 260 to 300 feet and Brunswick River Shoal from a width of 150 to 300 feet to a width of 300 feet. Reeves Point Shoal was redredged to 26 feet depth for a width of 150 feet. In addition, these channels and Snows March Channel were maintained during the year. A depth of 26 feet can be carried at high water over the shoalest part of the improvement. The project has been completed except the modification of July 25, 1912, which is about 65 per cent completed. Expenditures on existing project up to June 30, 1914: For improvement _________--- . .___ $2, 485, 332. 26 For maintenance -8--------------------__ _______ 854, 957. 72 Total __--- ---- - ------------- -- _-------- 3, 340, 289. 98 Received from rents, sales, etc., $42,343.47. Total expended on all projects to June 30, 1914, $5,805,790.83. The average rise of the tides is 41 feet at the ocean bar, 3 feet at Keg Island, and 2 feet at Wilmington. The distance from the ocean bar to Wilmington is 30 miles. The commerce of the year 1913 amounted to 773,610 short tons, valued at $46,736,713.06, a decrease below last year of 298,595 tons. The commerce consisted principally of cotton, cottonseed meal, naval stores, manufactured lumber, shingles, fertilizers, fertilizer material, coal, gum logs, crossties, 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 1913 the average was 1,508. This increase in tonnage has caused a corresponding decrease in freight rates on shipments by water. It is proposed to apply the additional appropriation recommended as a profitable expenditure in the fiscal year ending June 30, 1916, to completing the improvement and to maintenance by dredging. RIVER AND HARBOR IMVIPROVEMENTS. 515 July 1, 1913, balance unexpended-----------------------------_-- $541. 430. 91 June 30, 1914, amount expended during fiscal year: For works of improvement_____________ ________$343, 709. 35 For maintenance of improvement ---------------- 80, 000. 00 423, 709. 35 July 1, 1914, balance unexpended ------------------------------- 117, 721. 56 July 1, 1914, outstanding liabilities------------------------------ 45, 110. 70 July 1, 1914, balance available 610. 86 7------------------------------- Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------------ 115, 000. 00 Amount available for fiscal year ending June 30, 1915 ------------- 187. 610. 86 July 1, 1914, amount covered by uncompleted contracts ----------- 50, 000. 00 Amount (estinmated) required to be appropriated for completion of existing project--------- ---------------------------------- 1125, 000. 00 Amount that can be profitably expended in fiscal year ending June 30. 1916, for works of improvement and for maintenance.... __._ 1205, 000. 00 (See Appendix M 21.) 22. Shallotte River, N. C.-Shallotte River is a small stream in Brunswick County, N. C., rising in the large swamp country between Cape Fear and Waccamaw Rivers, known as Green Swamp. The stream is about 30 miles long and flows in a southerly direction into the Atlantic Ocean at a point about 20 miles west of the mouth of the Cape Fear River. The available low-water depth over the ocean bar is about 5 feet. Section under improvement, from mouth to Whites Landing, 7 miles. Before improvement was begun the channel depth on the ocean bar was about 3 feet at low water and 7 feet at high water. From the bar to a point 21 miles above there was a 5-foot low-water channel; the next 1 miles was badly obstructed by mud flats and oyster rocks, over which there was about 1 foot depth at low water. From this point to the town of Shallotte, 8 miles farther up, the river was nar- row and crooked and the low-water depth varied from 2 to 12 feet. Act of Congress approved March 2, 1907, appropriated $3,000 to be expended on this river. This appropriation not being based on any previous project, the project submitted to and approved by the Chief of Engineers for the expenditure of the funds available became the project. This project was to dredge a channel 35 feet wide and 4 feet deep at low water, following the best water along the western shore, be- tween a point 2J miles above the inlet and a point 4 miles above the inlet. Three thousand dollars was expended on this project, which was completed. The present project, adopted by the river and harbor act approved March 4, 1913 (see H. Doc. No. 721, 62d Cong., 2d sess., without maps), provides for securing a channel of 4 feet at mean low water, and a width on bottom of 36 feet, increased on curves, including the straightening of the channel by the making of 6 cut-offs and the con- struction of a turning basin at Whites Landing, at an estimated cost of $9,845 for first construction and $1,000 annually for maintenance, 1 Exclusive of amount available for fiscal year 1915. 516 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and that further improvement to 6 feet depth is desirable also, pro- vided the extra first cost be provided for by local interests, and the project was adopted by Congress subject to this provision. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth of river ...................... House... 78 Fifty-first..... First... 1890 1184 Mouth to Shallotte .......................... do... 146 Fifty-ninth ... do . ......... Mouth to Shallotte 2............ .... do.... 721 Sixty-second.. Second.............. 1No maps. 2 Basis of project adopted by Congress. The expenditures for the year were $6,180.25, all for improvement. The work consisted of dredging, using Government plant and hired labor. There were 96,142 cubic yards of sand and mud removed, which resulted in completing the project. Amount expended on present project up to June 30, 1914, for improve- ment --- -_-__ ---- __- --- 6, 180. 25 $-------------------- Total amount spent on all projects up to June 30, 1914, for improve- sment --------------- -- ____-- _ _ 9, 180. 25 The river is tidal, there being a rise and fall of tide of approxi- mately 5 feet at the mouth and 3 feet at the town of Shallotte, which is the head of schooner navigation, 9 miles above the mouth. At mean low water a draft of 4 feet can now be carried to Whites Landing, and 2 feet about 1 mile farther up to the town of Shallotte, which is practically the head of navigation. The commerce for the calendar year 1913 amounted to 8,001 tons, valued at $367,609.50. It consisted principally of lumber, cotton, rosin, fish, and farm products. The effect of the improvement on freight rates is not known, but the stream affords an outlet to products, which have no outlet except by wagon. The additional appropriation estimated as a profitable expenditure in the fiscal year ending June 30, 1916, will be used for maintaining the dredged channel where necessary. July 1, 1913, balance unexpended--------------------- 845. 00 $-----------9, Amount received from sales--------------------------------------- .50 9, 845. 50 June 30, 1914, amount expended during fiscal year, for works of improvement ------------------------------------------------- 6, 180. 25 July 1, 1914, balance unexpended_-- -------------------- 3, 665. 25 July 1, 1914, outstanding liabilities------------------------------- 947. 91 July 1, 1914, balance available------------------------ ------------ 2, 717. 34 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-- ---------- _ 3, 600. 00 (See Appendix M 22.) 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IlMIPROVEMENTS. 517 23. Removing sunken vessels or craft obstructing or endangering navigation.-(a) On October 8, 1913, an allotment of $100 was made from the indefinite appropriation provided by section 20 of the river and harbor act of March 3, 1899, for removing sunken vessels or craft obstructing or endangering navigation for the removal of the wreck of a schooner from South River, near Aurora, N. C. On October 13, 1913, the Government dredge Scuppernong was towed to South River and removed the wreck at a cost of $81.86. (b) On October 10, 1913, an allotment of $50 was made for the removal of the wreck of the schooner J. H. Davis from Tonkards Creek, N. C. The Government snagboat Trent removed the wreck on October 25, at a cost of $50. EXAMINATIONS AND SURVEYS MADE IN COMIPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JUNE 251 1910, FEBRUARY 27, 1911, JULY 12, 1912, AND MARCH 41 1913. Reports on preliminary examinations and surveys required by the river and harbor acts approved June 25, 1910, February 27, 1911, July 25, 1912, and March 4, 1913, 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, pursu- a ant to law, and were transmitted to Congress and printed in docu- ments as indicated: 1. Preliminary examination of Newport River, N. C., from its mouth to the head of navigation, or as far as may be advisable.- Report dated June 12, 1913, with map, is printed in House Document No. 214, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 2. Preliminary examination of New River, N. C., from Jackson- ville asfar up as practicable.-Report dated March 12, 1913, with map, is printed in House Document No. 27.7, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 3. Preliminary examination of Northeast Cape Fear River, N. C., for a distance of about 3 miles above Hilton Bridge.-Report dated August 15, 1913, with map, is printed as House Document No. 802, Sixty-third Congress, second session. The improvement of this river by the United States for a distance of 3 miles above Hilton Bridge is deemed advisable, to the extent and under the conditions heretofore printed in House Document No. 1356, Sixty-second Congress, third session. 4. Preliminary examination and survey of Northwest Prong of Bay River to public wharf at dam in town of Bayboro, N. C.- Reports dated February 27 and October 10, 1913, with map, are printed in House Document No. 810, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 5. Preliminary examination and survey of iManteo Bay, N. C., including its approaches, and extending to the upper limits of the town of Manteo.-Reports dated May 15, 1913, and February 17, 1914, with map, are printed in House Document No. 864, Sixty-third 518 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Congress, second session. A plan of improvement at an estimated cost of $28,000, with $2,000 annually for maintenance, provided that no expense shall be incurred by the United States for acquiring any land required for the purpose of this improvement, is submitted. 6. Preliminary examination of Pamlico River, N. C., with a view to improving the inner channel on the north side of that river, and with a further view of removing any excavated material which may have heretofore been placed therein by the War Department, in the vicinity of Runyons Creek.-Report dated July 10, 1911, is printed in House Document No. 868, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 7. Preliminary examination and survey of Trent River from New- bern to Polloksville, N. C., for a depth of 10 feet.-Reports dated March 13 and November 10, 1913, are printed in House Document No. 882, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 8. Preliminary examination, with plan and estimate of cost of im- provement, of Elizabeth River, N. C.-Reports dated December 4, 1910, and April 28, 1911, are printed in House Document No. 629, Sixty-third Congress, second session. The improvement of this lo- cality by the United States in the manner proposed is not deemed advisable at the present time. 9. Preliminary examination and survey of Silver Lake Harbor, Ocracoke Island, and entrance thereto from Pamlico Sound, N. C.- Reports dated February 6, 1913, and February 13, 1914, with map, are printed in House Document No. 984, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 10. Preliminary examination and survey of Cape Channel, includ- ing the inner and outer approaches thereto, on the east side of Pam- lico Sound, N. C.-Reports dated December 10, 1912, and February 11, 1914, with map, are printed in House Document No. 1023, Sixty- third Congress, second session. A plan of improvement at an esti- mated cost of $17,900 is presented. 11. Preliminary examination and survey of Beaufort Harbor, N. C., with a view to providing a suitable turning basin and anchor- age area in front of the town of Beaufort.-Reports dated April 25, 1913, and February 16, 1914, with map, are printed in House Docu- ment No. 1108, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $15,900, with $1,100 annually for maintenance, is presented. 19. Preliminary examination and survey of harbor at Morehead City, N. C., with a view to extending the present project westerly to the main channel of Bogue Sound and to widening the channel in front of the wharves so as to provide a turning basin of adequate area.-Reports dated February 14, 1913, and February 12, 1914, with map, are printed in House Document No. 1022, Sixty-third Congress, second session. The improvement by the United States of this local- ity in the manner proposed is not deemed advisable at the present time. RIVER AND HARBOR IMPROVEMENTS. 519 13. Preliminary examination and survey of Thoroughfare Bay, N. C., from Core Sound to Cedar Bay, near the mouth of Neuse River, Pamlico Sound.-Reports dated October 8, 1913, and April 11., 1914, with map, are printed in House Document No. 1125, Sixty- third Congress, second session. A plan of improvement at an esti- mated cost of $5,200, with $300 annually for maintenance, is pre- sented. IMPROVEMENT OF RIVERS AND HARBORS IN THE CHARLESTON, S. C., DISTRICT. This district was in the charge of Maj. G. P. Howell, Corps of Engineers. Division engineer, Col. Dan C. Kingman, Corps of Engineers, to October 11, 1913; Col. W. C. Langfitt, Corps of En- gineers, December 27, 1913, to June 16, 1914, and Col. John Biddle, Corps of Engineers, since that date. 1. WVaccamaw River, N. C. and S. C.-This stream rises in Lake Waccamaw, Columbus County, N. C., and, flowing in a general south- westerly direction, empties into Winyah Bay, at Georgetown, S. C. Its length is 147 miles, all of which is embraced in the project. As Winyah Bay is being improved under a project calling for an 18-foot low-water channel to the ocean, this draft can shortly be brought to the mouth of the river from the ocean. At present such minimum usable low-water depth is 16 feet. In 1880 this stream was navigable for 12-foot draft boats at all stages of water from Georgetown, 23 miles, to Bull Creek, and at high water 4 miles farther, to Bucks lower mills (Bucksport) ; 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 ob- structed 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 $138,400. In the Annual Report of the Chief of Engineers for 1886, page 170, main- tenance is estimated at $4,000 per year after completion of improve- ment. For report on examination of the river upon which the project is based see Senate Executive Document No. 117, Forty-sixth Congress, second session (p. 848, Annual Report of the Chief of Engineers for 1880). The document does not contain a map of the river. For outline map of the river see page 1200, Annual Report of the Chief of Engineers for 1889. No modification has been made in the existing project since its adoption. 520 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chiefsf Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Winyah Bay to Lake Waccamaw 12 ...... Senate.. 117 Forty-sixth... Second.. 1880 848 Conwaj to take Waccainaw...................... ..... ....... 1884 1056 Mouth to Conway' ...................... ouse... 514 Fifty-eighth... Second. 1904 1614 INo maps. 2Basis of project adopted by Congress. 3Contains maps. During the year the river was cleared of obstructions and over- hanging trees and dredged to restore the 6-foot channel in the 11 miles stretch between Conway and Bucksville; and the r;ver was cleared, forming a 3-foot low-water channel between Conway and Red Bluff (mile 70). The expenditure was $8,483.32, all of which was for maintenance. Work was done by hired labor with Govern- ment plant. The total amount expended on the existing, which is also the origi- nal, project to June 30, 1914, was $207,052.27, of which '60.710.83 was for maintenance. The receipts from miscellaneous sources have been $462.10. The proportion of the approved project accomplished to June 30, 1914, is 60 per cent. All the cut-offs required below Conv ay have been made and deepened to 8 feet, with width of 80 feet. 0, account of these cut-offs the distance from the mouth to Conway has been reduced from 49 miles to 45 miles. There is a 12-foot channel at mean low water to Bucksport, 27 miles above the mouth; 6 feet to Conway, 45 miles; 3 feet to Red Bluff, 73 miles; and about 2 feet to Worthams Bridge, 93 miles. At high water small boats go to Reeves Ferry, N. C., 113 miles. This is the head of navigation. The usual variation in water surface is about 7.5 feet at Conway and about 12 feet at Star Bluff, 84 miles above the mouth. The tidal influence at low water extends 97 miles above the mouth. During the calendar year 1913 the commerce carried on the river was 85,287 short tons, valued at $1,950,408. The principal articles were cotton, cotton goods, timber and its products, provisions, etc. There has been little change in the nature of the commerce During the year the tonnage increased about 10 per cent, and the valuation over 25 per cent. Railroad rates to and from Conway are lower on a good proportion of the articles of traffic than to and from several interior towns en route to Conway and, as the river touches points not reached by rail- roads, the improvement enables freight to be taken to such points. The amount estimated as a profitable expenditure in the :Iscal year ending June 30, 1916, will be applied to completing the approved project and will be for new work. RIVER AND HARBOR IIPROVEMENTS. 521 July 1, 1913, balance unexpended-___------------------------------ $54, 588. 55 Receipts account sales___________ -- - ______________ 4. 60 54. 593. 15 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ---------------------------------------------- 8,483. 32 July 1, 1914, balance unexpended------------------ 46, 109 83 July 1, 1914, outstanding liabilities___________________________-- 53. 35 July 1, 1914, balance available---------------------------------- 46. 056. 48 July 1, 1914, amount covered by uncompleted contracts------------ 40, 000. 00 Amount (estimated) required to be appropriated for completion of existing project __________________________ 1 55, 500. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement --------------------------- 55, 500. 00 (See Appendix N 1.) 2. Little Peedee River, S. C.-This river rises in Richmond County, N. C., and, flowing in a southerly direction, empties into the Great Peedee River at a point 34 miles above the mouth of the latter in Winyah Bay at Georgetown, S. C. Its length is about 220 miles, but only the lower 113 miles are embraced in the project. The minimum usable low water depth from the mouth of the river to the ocean is 9 feet. 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. No estimate was made for maintenance. For report on examination of the river upon which the project is based see page 1111, Annual Report of the Chief of Engineers for 1887. The report does not contain a map of the river. For outline map of the river see page 1214, Annual Report of the Chief of Engi- neers for 1890. No modification has been made in the existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to Little Rock 23.......... Senate.. 117 Forty-sixth... Second.. 1887 1111 outh to Lumber Rivr .......... ouse.. 862 Sixty-first......do.... 189 1214 Williams Landing' ...... ........... ... do..... 239 Sixty-third.... First ... .. 1Exclusive of the balance unexpended July 1, 1914. SBasis of project adopted by Congress. 2No maps. 522 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The operations during the year consisted in the completion of the snagging of the upper portion of the river below the mouth of Lum- ber River, work being carried on between mile 61 and Sandy Bluff Landing at mile 58. The expenditure was $1,701.29, all of which was for maintenance. Work was done by hired labor with Government plant. The total amount expended on the existing, which is the original, project up to June 30, 1914, was $42,746.47, of which $23,196.48 was for maintenance. The receipts from miscellaneous sources have been $110.40. As snagging will be required continually, the approved project will never be completed. The river has been well snagged to Lumber River and roughly cleared for pole-boat navigation to Little Rock. At present the river is well snagged from the mouth to the mouth of Lumber River. Steamer traffic on the river is limited to the flush- water season, which generally lasts eight months, during which time the river can be navigated by craft drawing 2z feet. No navigation can be carried on during low water. The usual variation in water level at Gilchrist Bridge, .65.5 miles above the mouth, is about 9.5 feet. The plane of reference is ordinary low water. The head of navigation for some years has been Sandy Bluff Bridge, 58 miles above the mouth. The commerce during the calendar year 1913 amounted to 1,411 short tons, valued at $62,707, of which 125 tons, valued at $30,000, was cotton, and 700 tons, valued at $17,500, was fertilizers. There was little change in the nature of the commerce during the year. No change in freight rates occurred during the year. Practically all traffic on the river is between the mouth and Gallivants Ferry, mile 47. This improvement is of especial benefit to the farmers living along the lower portion of the river between the Little Peedee and Great Peedee Rivers, where railroad facilities are lacking. Some of the territory to the westward of the river has lately been provided with railroad facilities where none existed formerly. Water rates were reduced 25 cents per ton on fertilizer and 25 cents per bale on cotton, to meet railroad rates. No estimate is submitted for additional funds, as the amount now in hand and available for expenditure in the fiscal year ending June 30, 1916, is sufficient for present needs. July 1, 1913. balance unexpended __________________________ $5, 765. 22 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ---------------------------------------------- 1, 701. 29 July 1, 1914, balance unexpended--------------------------------4, 063. 93 July 1, 1914, outstanding liabilities -------------------------------- 40. 00 July 1, 1914, balance available----------------------------------- 4, 023. 93 (See Appendix N 2.) 3. Great Peedee Rier, 8. C.-This river is a continuation of the stream called the Yadkin River, which rises in the mountains in the northwestern part of North Carolina and flows in a southeasterly direction across the State. It changes its name to the Peedee (or Great Peedee) at the mouth of the Uwharie River in North Caro- RIVER AND HARBOR IMPROVEMENTS. 523 lina, at a point 67 miles above Cheraw, S. C. Its length from this point to its mouth in Winyah Bay at Georgetown, S. C., is 234 miles, of which the portion below Cheraw, 167 miles, is embraced in the project. As Winyah Bay is being improved under a project calling for an 18-foot low-water channel to the ocean, this draft can shortly be brought to the mouth of the river. At present such minimum usable low-water depth is 16 feet. 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 3l 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 3 -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 & Augusta Railroad) was adopted in 1902. This project was in ac- cordance with the original project and provided 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, with $5,000 yearly for maintenance. This total amount has been appropriated, and the work completed. For report on examination of the river upon which the project is based, see Senate Executive Document No. 117, Forty-sixth Congress, second session (p. 845, Annual Report, Chief of Engineers for 1880). This document does not contain a map of the river. For outline map of river, see page 1180, Annual Report, Chief of Engineers for 1889. No modification has been made in the existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Cheraw to mouth........ .......... ................... ........ 1873 753 Cheraw to mouth1 2...... . . --.. . Senate.. 117 Forty-sixth... Second.. 1880 845 Cheraw and Wilmington, Columbia & house... 124 Fifty-sixth.... ... do..... 1901 1607 Augusta R. R. bridge.' /2 Georgetown and Peedee Station' ............. do..... 1162 Sixtieth....... .. do............... Cheraw to tilewetts Falls, N. C....... ... do 305 Sixty-first..... ... do................ 1... Georgetown to Cheraw .......... .... do..... 308 ..... do.........-...do..... ...... .... Gibson Dam, S. C. ......................... do..... 23 Sixty-second ..... do ........ ....... 'No aps Bais o prfec adptedby ongess 1No maps. 2 Basis of project adopted by Congress. 524 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. During the year the work accomplished was the snagging of the river between Allisons Landing (mile 671) and Bull Creek (mile 29 ). The expenditure was $5,957.23, all of which was for mainte- nance. Work was done by hired labor with Government plant. The total amount expended on existing, which is also the original, project up to June 30, 1914, was $328,609.25, of which $144,896.84 was for maintenance. The receipts from miscellaneous sources have been $379.03. As snagging will continually be required, the approved project will never be completed. The river had been cleared of snags from the mouth to the Wilmington, Columbia & Augusta Railroad bridge, 103 miles, and between that bridge and Cheraw, 167 miles, a 3k-foot channel had been formed; but, as there has been no navigation lately above Caines Landing (mile 86), the upper portion of the river is blocked again. The usual variation in water level is 16.4 feet at Smiths Mills, 52 miles above the mouth, and 34.2 feet at Cheraw. The plane of reference is ordinary low water. About 9 feet can be carried to Smiths Mills and about 3 feet to Caines Landing, the present head of navigation. The commerce carried during the calendar year 1913 amounted to 13,945 short tons, valued at $804,529. It consisted of cotton, ferti- lizers, timber, and its products, provisions, etc. There was little change in the nature of the commerce during the year, and no change in rates. The decrease in tonnage, about 7,000 tons, is due mainly to the small number of logs carried. The improvement enables steamers to carry freights to points which can not be reached by rail. A new railroad has just been built connecting with the road to Georgetown and crossing the river at Allisons (mile 63). This road has caused a marked falling off in river ,business-about 35 per cent-although the rates are higher than the river rates. One of the two river boats has been withdrawn. No estimate is submitted for additional funds, as the funds in hand will be sufficient to maintain the present navigable state of the river till June 30, 1916. July 1, 1913, balance unexpended------ --------------------- $8, 027. 01 June 30, 1914, amount expended during fiscal year, for maintenance of improvement--------- -------------------------------- 5, 957. 23 July 1, 1914, balance unexpended--------- -------------------- 2, 069. 78 July 1, 1914, outstanding liabilities ----------------------------- 235. 99 July 1, 1914, balance available------------ ------------------- 1, 833. 79 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914---- ------------------------------ 10, 000. 00 Amount available for fiscal year ending June 30, 1915--------- 11, 833. 79 (See Appendix N 3.) 4. Winyah Bay, S. C.-Winyah Bay lies on the coast of South Carolina, 50 miles northeast of Charleston Harbor and 90 miles southwest of the entrance to Cape Fear River, N. C. Its length from the ocean bar to the entrance to the city of Georgetown in a north- erly direction is about 13 miles. Its breadth is small, being generally about 1 miles, though at one place it enlarges to an area of 3 miles long and 4 miles wide. Its area is about 25 square miles. RIVER AND HARBOR IMPROVEMENTS. 525 The tidal range on the bar entrance and within the harbor is 31. feet. Before improvement the minimum usable low-water depth was about 10 feet. This large bay is connected with the ocean by a passage between the shores of North and South Islands 2 miles long, 1 mile wide at the bay, three-fourths mile wide at the gorge, and 14 miles wide at the ocean, or southeasterly, end of North Island. Through the pas- sage, which trends north-northwest and south-southeast, there is a bold channel 36 feet deep at the bay, retaining a depth of not less than 20 feet until about 3,000 feet southerly from the end of North Island, and of not less than 15 feet to a point about 1 mile south of the island, where the channel divides into two. One of these two channels, known as Main Channel, continues 34 miles farther, through extensive shoals, to the 18-foot contour in the ocean. This channel is 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 easterly, and about 3,000 feet northeasterly, reaches the 18-foot contour in the ocean at a distance of about 12 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 is 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 was 15 feet at mean low water. The river and harbor act of June 3, 1896, authorized the completion of the work under the con- tinuing-contract system, at a cost not exceeding $1,996,250, in addi- tion to the $20,000 appropriated by the act. The entire amount has been appropriated by sundry civil acts since that date, and the jetties were completed in November, 1902. 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. This 15-foot project was completed June 30, 1909. The existing project, as adopted in the river and harbor act of June 25, 1910, provides for securing by dredging and the construc- tion of.a training wall, a channel 18 feet deep and 400 feet wide 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 as may be necessary, at an esti- mated cost of $650,000. No estimate for maintenance was submitted. For reports on examination of the harbor upon which the original project was based see page 1154, Annual Report of the Chief of En- 526 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. gineers for 1885 (printed with maps), and House Document NTo. 117, Fiftieth Congress, second session (p. 1110, Annual Report Chief of Engineers for 1889), printed with map. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Bar to mouth 1............................ Senate.. 46 Forty-seventh First.... 1882 1122 Entrance 2 Winyah . 2 . . . . . . 3 . . Bay . ................ . . . . . . . . . . . . . . . . House... . 258 Forty-eighth.. Second.. 1885 1154 Do. 3 do.... 117 Fiftieth........do.... 1889 1110 Sampit River 2 ......................... do.... 387 Fifty-sixth... ... do.... 1900 1883 Winyah Bay and Georgetown Harbor 23 ... do.... 398 Fifty-eighth... ... do.... 1904 1591 Basin Winyah Bay I............ ............. do.... 278 Sixty-second-..... do................ 1 No maps. 2 Contains maps. 3 Basis of existing project adopted by Congress. During the fiscal year 1914 dredging was carried on by the U. S. dredge W/inyah Bay in the western channel of Winyah Bay, gener- ally in maintaining the 18-foot depth previously obtained in a chan- nel 280-feet wide. The entire western channel was widened to the full project width of 400 feet and depth of 18 feet, under contract. The work of forming the 18-foot channel at the Sampit River bar and in front of the city of Georgetown was continued. The con- tractors completed the channel at the Sampit River bar and at the upper end of the work in Georgetown Harbor. The U. S. dipper dredge Cheraw continued excavating in the hard shale in front of the city wharves. The total expenditure charged to " Improving Winyah Bay, S. C.," was $184,678.66. Of this amount $7,224.69 is reimbursable, leaving a net expenditure of $177,453.97, of which $36,874.36 was for main- tenance. The total amount expended on the former 15-foot project up to June 30, 1912, was $2,522,310.52, of which $123,958.64 was for main- tenance; of this amount, $8,197.28 was derived from miscellaneous sources. The total amount expended on the new 18-foot project up to June 30, 1914, was $458,354.23, of which $55,695.77 was for main- tenance. The receipts from miscellaneous sources were $632.64. The total amount expended on all projects to the end of the fiscal year 1914 is $2,980,664.75. The proportion of the approved project accomplished up to June 30, 1914, is 70 per cent. A channel has been dredged to the depth of 18 feet and width of 400 feet along the western shore of Winyah Bay for a length of 6 miles. The minimum usable low-water depth June 30, 1914, was 16 feet. The dredging in front of Georgetown Harbor is well advanced. The mean tidal variation is 32 feet. The distance between the limits named in the project for the authorized channel is about 14 miles. TI'he amount of the commerce for the calendar year 1913 was 211,055 short tons, valued at $4,849,083. It consisted mainly of lum- ber, timber products, cotton, provisions, and general merchandise. RIVER AND HARBOR IMPROVEMENTS. 527 There has been little change in the nature of the commerce during the past year. The falling off in the amount is due almost entirely to the reduced output of the lumber mills, a fire having destroyed some of the mills, which are now rebuilding. This improvement and the operation of ocean-going steamers and sailing vessels appear to secure Georgetown the usual port differ- entials which are designed to meet water competition, this particu- larly on through freight from and to New York and Baltimore. The precise percentage of reduction of rates does not appear to be sus- ceptible of determination. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, will be applied to completing the channel in front of the city of Georgetown, which will be for new work, and for maintaining the depths in the western channel. July 1, 1913, balance unexpended 259. 08 $-------------------- Receipts account sales --------------------------------------- 351. 73 253, 610. 81 June 30, 1914, amount expended during fiscal year: For works of improvement $140, 579. 61 For maintenance of improvement -------------- 36, 874. 36 177, 453. 97 July 1, 1914, balance unexpended_________________--------------------------- 76. 156. 84 July 1, 1914, outstanding liabilities--------------------------- 8, 441. 36 July 1, 1914, balance available----------------------------- 67, 715. 48 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ----- ---.---------------------- 15, 000. 00 Amount available for fiscal year ending June 30, 1915 _-____.. _ 82, 715. 48 July 1, 1914, amount covered by uncompleted contracts------------ 24, 308. 00 Amount (estimated) required to be appropriated for completion of existing project---- ------------------------------- 1173, 700.00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance- --. _ 1100, 000. 00 (See Appendix N 4.) 5. Mingo Creek, S. C.-This stream is about 45 miles long, lying in Williamsburg and Georgetown Counties, S. C. It rises at a point 12 miles east of Kingville, S. C., flows in a southeasterly direc- tion, and empties into Black River at a point about 25 miles above the mouth of the latter and about 30 miles (by water) from George- town, S. C. The head of navigation is regarded as being 31 miles above the mouth, and this is the section included in the project. A draft of about 8 feet can be brought from Winyah Bay up the Great Peedee and Black Rivers to the mouth of Mingo Creek, and this is the minimum usable low-water depth that can be brought from the mouth of the river to the ocean. From the mouth of Mingo downward to Winyah Bay there is a good navigable channel. Above the mouth the river was obstructed by snags and overhanging trees. As far as Rhems Landing (7 miles above the mouth) the channel was 10 feet deep; to Hemmingway Bridge, 4 miles farther, the channel was 7 feet deep; to Williams Landing, 10 miles farther, the channel was 5 feet deep at low water. 1 Exclusive of amount available for fiscal year 1915. 528 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Beyond to the head of navigation, 10 miles farther, the channel was 4 to 5 feet deep at high water. The former project, adopted in 1888, provided for improving the stream for steamboats from its mouth to Williams Landing and for pole boats at high water to the head of navigation, by snagging and clearing banks, at an estimated cost of $17,000. The amount ex- pended on this project up to June 30, 1912, was $17,600, of which $600 was for maintenance. The existing project, adopted by the river and harbor act approved July 25, 1912, provides fqr an unobstructed 8-foot low-water chan- nel, with bottom width of 60 feet from the mouth to Hemingway Bridge, 11 miles, at an estimated cost of $22,000, with $1,000 annually for maintenance, in accordance with plan printed in House Document No. 782, Sixty-first Congress, second session (without map). For report on examination of the stream upon which the original project was based, see page 1106, Annual Report Chief of Engineers for 1887 (without map). References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to head of navigation 1................. . ....... ............ .... o....... 1887 1106 Mouth to Hemingway Bridge 12.......... House... 782 Sixty-first.... Second.. .... 1 No maps. 2Basis of project adopted by Congress. There was no work during the year, the project being completed. There was no expenditure during the year. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, is $12,006.71, none of which has been applied to maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $29,606.71. The approved project was completed in 1913. An easily navigated 8-foot channel at low water, with bottom width of 60 feet, extends from the mouth to Hemmingway Bridge, the present head of navi- gation, a distance of 10" miles. Tidal influence extends this far. The average rise of tides is about 2 feet, and the average freshet height is about 4 feet above mean low water. The commerce during the calendar year 1913 amounted to 6,407 short tons, valued at $492,944. It consisted of cotton, fertilizer, provisions, etc. Owing to the opening of a new railroad paralleling Mingo Creek, there has been a marked falling off in the business done by the steamboats; and owing to the towing of rafts having been temporarily discontinued, on account of the burning of some of the mills in Georgetown, the tonnage fell off during the year from 95,415 to 6,407, the decrease in the amount of logs being 85,426 tons; the value of the business done by the steamboats has decreased in two years over 50 per cent. No change in rates occurred. RIVER AND HARBOR IMPROVEMENTS. 529 No estimate is submitted for additional funds, as the project is completed, and the balance on hand is sufficient for maintenance. July 1, 1913, balance unexpended------------------------------ $11, 993. 29 July 1, 1914, balance unexpended-------11, 93. 29 (See Appendix N 5.) 6. Santee, WVateree, and Congaree Rivers, and Estherville-Minim Creek Canal, S. C.-(a) Santee River and Estherville-Minim Creek Canal.-This river is formed by the confluence of the Congaree and Wateree Rivers, at a point 30 miles southeast of Columbia, S. C. It flows in a southeasterly direction for a distance of 143 miles and empties into the Atlantic Ocean a few miles wst of the entrance to Winyah Bay. The entire length is embraced in the project. This river in its original condition was considerably 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 expensive to improve. By means of the improvement the river has been connected with Winyah Bay, and as Winyah Bay is being improved under a project calling for an 18-foot low-water channel to the ocean, this draft can be brought to the mouth of the river. The minimum usable low-water depth is 18 feet. 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 proposed in 1889 and adopted by the river and harbor act of 1890 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 includ- ing the amount expended under the original project, $250,000 for constructing the canal, and $100,000 for snagging the river. For reports on examination of the river upon which the projects were based see Senate Document No. 161, Forty-sixth Congress, second session (p. 916, Annual Report, Chief of Engineers, 1880), printed without maps; and page 1184, Annual Report, Chief of En- gineers for 1889, printed with maps, showing also the outline of the river. For map of the canal, see page 1174, Annual Report Chief of Engineers, 1896. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entire river 23 .. . . . . . . . . . . . . ......... 1. . ................. . . . . . . Senate.. . . 161 . . .. . . . . . . . . . . . . . . Second.. Forty-sixth... . . . . . . . 1880 916 Do. . 1889 1184 Entire river and canal i.............. . House... 608 Sixty-first..... Second............. Entire river 3 ............ ................ do... 191 Sixty-third.... First...... ... .......... Do. ..................................... do.... .do... 603 603. do........ Second.. ..... .. ... SContains maps. 2Ba sis of project adopted by Congress. ' No maps. 60993°-ENG 1914--34 530 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The operations during the year were confined to redredging the Estherville-Minim Creek Canal and a small amount of snagging on the upper end of the river. The expenditure was $4,981.27, all of which was for maintenance. Work was done by hired labor with Government plant. The total amount expended on the existing project up to June 30, 1914, was $272,245.74. The original cost of the canal was $174,619.85, and maintenance of same has been $87,660.20. On snagging the river $9,965.69 has been spent, which is also maintenance. The re- ceipts from miscellaneous sources have been $312.32. The total amount expended on all projects to the end of the fiscal year 1914 is $371,995.74. Since continual work will be required to maintain the canal and snag the river, the approved project will never be completed. The available depth at low water is about 4 feet in the canal and 3 feet in the river. The plane of reference is for the canal and lower river mean low water, the tidal rise being 32 feet. Tidal action extends to Lenuds Ferry (mile 38). For the upper river the plane of reference is ordi- nary low water, the variation in water level being 19 feet at the Atlantic Coast Line bridge, 542 miles above the mouth, and 20 feet at the junction of the Congaree and Wateree Rivers. The head of navigation is at this point, 143 miles above the mouth. The distance from the head of the river to Georgetown is 152 miles-139 miles by river, 5 miles in the canal, and 8 miles in Winyah Bay. The commerce for the calendar year 1913 amounted to 73,5572 short tons, valued at $749,747. It consisted mainly of logs and lumber and the freight carried by the steamer line between Georgetown and Columbia, S. C. The tonnage has decreased in the past year by 20,000 tons, that being the diminution in the item of logs. The value of the business done by the boat line has increased over 46 per cent. The improvement allows logs and lumber to be transported. The Santee River is a link in the waterway between Georgetown and Columbia, the effect of which is discussed under Congaree River. July 1. 1913. balance unexpended_____________ - ___________ $30, 612. 88 June 30, 1914, amount expended during fiscal year, for maintenance of improvement --------------------------------------------- 4, 981. 27 July 1, 1914, balance unexpended__---- __-__ - -_______- 25, 631.61 July 1, 1914, outstanding liabilities----------------------------- 108. 75 July 1, 1914, balance available -------------------- _ 25, 522. 86 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------------ 6, 000. 00 Amount available for fiscal year ending June 30, 1915------------- 31. 522. 86 Amount (estimated) required to be appropriated for completion of existing project------------------------------ 150, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement --------------------- (2) (b) 1Vateree River.-This river is a continuation of the stream called the Catawba River, which rises in the mountains in the west- ern part of North Carolina and flows in a southeasterly direction Exclusive of amount available for fiscal year 1915. 2 See consolidated nuoney statement on p. 535. RIVER AND HARBOR IMPROVEMENTS. 531 across the State. It changes its name to the Wateree at the point where it is joined by the waters of Wateree Creek, in the north cen- tral part of South Carolina. It then flows in a southerly direction for 105 miles, where it unites with the Congaree River in forming the Santee River. The stretch from the mouth to Camden (67 miles) is the portion embraced in the project. 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 & Augusta Railroads, then without draw spans; thence to Camden navigation was possible, but dangerous, except during high water. Its commerce was practically nothing. The Santee River is under improvement to provide a 4-foot depth; the minimum usable low-water depth that can be brought from the mouth of the river to the ocean is 4 feet. The present project of improvement, adopted in 1881, provides for safe and unobstructed 4-foot navigation for steamers from Cam- den 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. Snag- ging work must be done annually in order to keep the channel open. For outline map of the river, see page 1190, Annual Report, Chief of Engineers, 1889. No modification has been made in- the existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual 1eports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Wateree Creek to month 1 2................ Sen. Ex. 161 Forty-sixth... Second.. 1880 914 Camden to mouth 12 ..................... H. Ex... 61 .... do........ Third... 1881 1034 Wateree Creek to Camden 1....... House... ......... 58 Fiftieth...... Second.. 1888 958 Falls of Catawba to bend 4 miles below ... do.... 271 Fifty-first.... ... do.... 1891 1487 Camden.' Camden to mouth' .......................... do.... 185 Fifty-eighth.. ... do.... 1904 1629 Do.'.....................................do.... 608 Sixty-first.... ... do .. .. .. .. Do................... ........ .......... do.... 191 Sixty-third.... First............... 1No maps. 2 Basis of project adopted by Congress. The work during the year consisted in snagging the lower 12 miles of the river, and was for maintenance. The expenditures were $10,360.33. Work was done by hired labor with Government plant. The total amount expended on the existing, which is also the origi- nal, project up to June 30, 1914, was $186,307.65, of which $126,307.65 was for maintenance. The miscellaneous receipts were $1,800.44. Since continued work will be required to maintain the channel, the approved project will never be completed. The expenditures have 532 REPORT OF THE CHIEF OF ENGINEERS, U.. S. ARMY. not resulted in a permanent increase in depth. The stream is at pres- ent navigable for about 12 miles, the minimum draft that can be carried at low water being about 4 feet. The plane of reference is ordinary low water. The usual variation in water surface is about 17 feet at a point 4 miles above the mouth and about 28.5 feet at Cam- den, 67 miles above the mouth. There was practically no business on the river during the year, a few logs being floated. The project has had no effect on freight rates. The amount estimated as a profitable expenditure in fiscal year ending June 30, 1916, will be applied to snagging, and will be for maintenance. It is intended to clear thoroughly the river from the mouth to Camden. July 1, 1913, balance unexpended $21, 150. 48 Receipts account use of snagboats------------------------------486. 47 21, 636. 95 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ---------------------------------------- 10, 360. 33 July 1, 1914, balance unexpended----------------------------11, 276. 62 July 1, 1914, outstanding liabilities--------------------------- - 381. 73 July 1, 1914, balance available------------------------------10, 894. 89 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914---------------------------------6, 000. 00 Amount available for fiscal year ending June 30, 1915------------- 16, 804. 89 Amount that can be profitably expended in fiscal year ending June 30. 1916, for maintenance of improvement---------------------- (1) (c) Congaree River.-This river is formed by the meeting of the Broad and Saluda Rivers, 1 mile above Columbia, S. C. It flows southeasterly about 52 miles till it unites with the Wateree River and forms the Santee River. The stretch from Columbia to the mouth, a distance of 51 miles, is embraced in the project. 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, to the city of Columbia, was prevented by swift currents and nu- merous rock ledges and bowlders. Its commerce was nothing. The Santee River is under improvement to provide a 4-foot depth; the minimum usable low-water depth that can be brought from the mouth of the river to the ocean is 4 feet. The project of improvement adopted in 1886 proposed 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. SSee consolidated money statement on p. 535. RIVER AND HARBOR IMPROVEMENTS. 533 Up to 1899, $30,673.52 had been expended. Appropriations 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 lock located at Granby Landing is of concrete, 55 feet wide and 170 feet between quoins, with lift of 10 feet: the dam is of the Chanoine type, 376 feet long. The available length is 160 feet, width 55 feet, low-water depth over miter sills 6 feet. The river and harbor act of March 2, 1907, contained the follow- ing 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, S. C." Under this authority 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, S. C. 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. For report on examination of the river upon which the original project is based, see House Document No. 254, Forty-eighth Congress, second session (p. 1140, Annual Report Chief of Engineers, 1885), printed with map. For outline map of the river see page 1194, An- nual Report Chief of Engineers, 1889. For report on project for lock and dam, see House Document No. 66, Fifty-third Congress, second session (p. 1183, Annual Report Chief of Engineers, 1896), printed without map. The existing project provides for a thoroughly cleared 4-foot chan- nel at all stages of water from the mouth to Gervais Street Bridge, Columbia. References to examination or survey reports and maps or plans (including project documents). Annual renorts Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. . . .. . . . . . . . . . . Head of river to mouth1 2 . . House... 254 Forty-eighth.. Second.. 1885 1140 Gervais Street to Granby 2 3................do.... 66 Fifty-third.......do.... 1896 1183 Head of navigation to Broad R iver3..........do.... 650 Sixtieth...... First......... . . . . . . 2 Head of navigation to. mouth . 8............ . . . . . . . . . . . do.... 608 Sixty-first.... Second.. 1910 371 Columbia to mouth 3 do.... 191 Sixty-third.. First............... Gervais Street to mouth 2................ do... do........ Second...... 702 ..... ....... 1 Contains maps. 2Basis of project adopted by Congress. 3 No maps. The work during the year consisted in dredging and.snagging to maintain a navigable steamboat channel, this being for maintenance, and in continuing the raising of the dam at the lock just below 534 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Columbia. The expenditure was $49,244.11, of which $24,260.04 was for maintenance. The total expenditure during the fiscal year was $49,284.90; of this amount $40.79 is reimbursable, leaving the net expenditure $49,244.11, of which $24,260.04 was for maintenance. Work was done by hired labor with Government plant. The total expenditures on the existing, which is also the original, project to June 30, 1914, were $548,215.59, of which $186,340.66 was for maintenance. The receipts from miscellaneous sources were $775.52. Work was done by hired labor with Government plant. Since continual work will be required to maintain the channel desired, the approved project will never be completed. The expendi- tures have not resulted in a permanent increase of depth. The usual variation in water surface at a point 2 miles above the mouth is about 24 feet and at Columbia 33 feet. The plane of reference is ordinary low water. The length of the improved section is from the mouth to Columbia, a distance of 51 miles, with the head of navigation at present at Granby, 49 miles above the mouth. During the calendar year 1913 the commerce amounted to 3,631 short tons, valued at $532,558. It consisted of miscellaneous general merchandise handled by a steamboat running between Columbia and Georgetown. The value of the business has increased about 30 per cent during the year. The project has had no effect on the railroad freight rates, but the operating of the boat line to Georgetown, S. C., allows merchants to bring in goods from northern markets via ocean lines to George- town cheaper than the all-rail route, the railroad rate being about 30 per cent higher than the boat rate. The amount estimated as a profitable expenditure in fiscal year ending June 30, 1916, will be applied to dredging and snagging the channel, and will be for maintenance. The river will be kept free from obstructions and the worst shoals will be dredged to provide a channel for the steamboat line plying between Columbia and Georgetown. July 1, 1913, balance unexpended________________________ $76, 587. 77 Receipts account sales, etc----------------------- ---------------- 514. 91 77, 102. 68 June 30, 1914, amount expended during fiscal year: For works of improvement --------------- - $24, 984. 07 For maintenance of improvement___--------- 24, 260. 04 49, 244. 11 July 1, 1914, balance unexpended-------------------------------- 27, 858. 57 July 1, 1914, outstanding liabilities-------------------------------- 3, 525. 02 July 1, 1914, balance available _---_----------------------- . 24, 333. 55 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 -------------------------------- 18. 000. 00 Amount available for fiscal year ending June 30, 1915 __---- __ 42, 333. 55 July 1, 1914, amount covered by uncompleted contracts ------------ 11, 575. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement___----- ------------- (1) 1See consolidated money statement on p. 535. tIlVER AND HARBOR IMPROVEMENTS. 535 CONSOLIDATED. July 1, 1913, balance unexpended$------------------------------128. 351.13 Receipts account sales, etc--------------------------------------1, 001. 38 120, 352. 51 June 30, 1914, amount expended during fiscal year: For works of improvement_- $24, 984. 07 For maintenance of improvement----------------- 39, 601. 64 64, 585. 71 July 1, 1914, balance unexpended-------------------------------- 64, 706. 80 July 1, 1914, outstanding liabilities ------------------------------ 4, 015. 50 July 1, 1914, balance available------------------------------ 60, 751. 30 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------ ------- 30, 000. 00 Amount available for fiscal year ending June 30, 1915 ------------- 90, 751. 30 July 1, 1914, amount covered by uncompleted contracts----------- 11.575. 00 Amount (estimated) required to be appropriated for completion of existing project---------------------------------------- 1150, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ---------------- 20, 000. 00 (See Appendix N 6.) 7. 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 $8,980.97; the total expenditures have been $62,026.56. (See Appendix N 7.) 8. Inland waterways between Charleston Harbor, S. C., and Alli- gator Creek, opposite McClellanville.-These waterways consist of a series of creeks, sounds, rivers, and bays, which afford a route shel- tered 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 was obstructed by a number of shallow reaches and narrow, crooked passages, particu- larly at points where the tides meet. The passage across Bulls Bay, besides being very shallow, was much exposed. The commerce was comparatively small, as only very small vessels could get through without excessive delays. The plan of improvement adopted in 1902, which is the existing project, is in accordance with plan printed in House Document No. 84, Fifty-sixth Congress, first session, without map, and in Annual Report of the Chief of Engineers for 1900, page 1908, and provides for a channel between Charleston Harbor and a point opposite Mc- Clellanville 4 feet deep at mean low water and 60 feet bottom width, 1Exclusive of amount available for fiscal year 1915. 536 REPORT OF THE CHIEF OF ENGI±NEERS, U. S. ARMY. at an estimated cost of $125,290. No estimate for maintenance was made. The project was modified by the river and harbor act of March 2, 1907, to provide for a branch of the channel to Morrisons Landing in McClellanville. The new channel partly follows the present channels and partly lies in cuts across the marsh to avoid crooked and dangerous sections. It passes to the northward of Bulls Bay. A revised estimate made during the fiscal year 1908, based upon work already done, showed that to complete the improvement there would be required $66,000 in addition to the amount originally estimated. All of this has been appropriated. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Bulls Bay and McClellanville 1.......... ....................................... 1887 1114 Bulls Bay and Charleston Harbor 2........ House... 82 Fifty-first..... Second.. 1890 1239 Charleston Harbor and Alligator Creek 2 3.. ... do.... 84 Fifty-sixth.... First.... 1900 1908 Do. .......... ........................................... ...... 1903 1133 Charleston to Winyah Bay .............. House.. 178 Sixty-third-... First................ Charleston to North Santee River ......... ... do.... 191 ..... do...........do................... Charleston to Winyah Bay t............... ... do .. 229 ..... do....... .. do...... ......... Jeremy Creek '........................... .. do. . 660 ..... do........ Second.............. 1 Contains maps. s No maps. 3 Basis of project adopted by Congress. During the year no work was done on the waterway proper, but a branch thereof, Owendaw Creek, was cleared of obstructions from the junction with the waterway to the Charleston-McClellanville highway, a distance of 8 miles, at an expense of $490.42, under an allotment authorized by section 1 of the river and harbor act of July 25, 1912. The total expenditure for the year was $913.75, of which $423.33 was for maintenance, and $490.42 was for removing obstructions from Owendaw Creek, as stated above. Work was done by hired labor with Government plant. The total amount expended on the existing, which is also the original, project up to June 30, 1914, is $197,805.21, of which $11,769.02 was for maintenance, and $490.42 was for Owendaw Creek. The approved project was completed in 1913. The number of cubic yards removed in forming the channel has been 740,844, and in maintaining same since the work was begun in January, 1906, has been 61,705. The maximum depth that can be carried is about 4 feet at low water, the tidal rise being about 5 feet. The length of the completed channel is 43 miles. The commerce through these waterways for the calendar year 1913 amounted to 54,252 short tons, valued at $1,551,688. It consisted of cotton and cotton products, fertilizer and other plantation supplies, vegetables, naval stores, timber, oysters, etc. 11VER AND HARBOR IMPROVEMENTS. 537 No estimate is submitted for additional funds. The amount on hand and available for expenditure in the fiscal year ending June 30, 1916, is sufficient for maintaining the channel. July 1, 1913. balance unexpended $39, 398. 54 June 30, 1914. amount expended during fiscal year, for maintenance of improvement _ __ - 913. 75 July 1, 1914. balance unexpended_____ 38, 484. 79 July 1, 1914, outstanding liabiiities ------------------------------- 3. 00 July 1, 1914, balance available----------------------------------- 38, 481. 79 (See Appendix N 8.) 9. Charleston Harbor, S. C.-This harbor lies on the coast of South Carolina, about 15 miles to the south of the middle point of the coast line. It is 80 miles northeast of the mouth of the Savannah River. From the ocean bar northwest to the southern point of the city of Charleston the distance is 7 miles; the average width of the harbor is about a mile. There were originally four channels across the bar, the deepest having about 12 feet depth at low water. The tidal range was 5.2 feet on the bar entrance and within the harbor. 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 10z feet of water, too crooked for safe use. The natural channels were shifting in position and variable in depth. The original project, adopted in 1878, provided for establishing and maintaining, by means of two jetties and auxiliary dredging, a low-water channel of not less than 21 feet depth across the bar. The Swash Channel was selected for improvement. The estimated cost was $3,000,000. In 1888 it became necessary to modify the height of the crest line of the jetties and to revise the estimate. This increase in the esti- mate was largely due to the fact that money had been appropriated so slowly that reasonable contract prices could not be obtained. The annual appropriation up to that time had been only 5z 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. Under this project the jetties were completed in 1895 at a cost of $3,432,223, the north jetty having a total length of 15,443 feet and the south jetty of 19,104 feet, the width between them at the outer ends being 2,900 feet. The jetties had been brought to a height of 12 feet above low water for the greater portion of the length. Dredging had also been carried on, a seagoing suction dredge hav- ing been constructed, and by June 30, 1899, a channel 250 feet wide and 21 feet deep had been procured. The total expenditures on the 21-foot project to this date were $4,037,256.70, of which about $670,000 was for dredging. The project adopted by the river and harbor act approved March 3, 1899, provided for obtaining a channel at the entrance to Charles- 538 REPORT OF THE CHIEF Oi ENGINEERS, U. S. ARMY. 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 6Charleston, for three years. The estimated cost of constructing the new dredge and operat- ing all dredges, 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 was appropriated. This project was completed in September, 1906. Up to June 30, 1910, $636,749.86 had been expended, including $41,943.37 for main- tenance during the four years since the completion. This project was modified by the river and harbor act of June 25, 1910, to provide for the dredging of the harbor with a view to pro- viding 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 amount of the original estimate has been appropriated, but the project channel is still incomplete, and.it has been found neces- sary to increase the estimated cost of the project by $75,000, making the total estimate as revised, $446,616. For the report on which the original project was based see page 553, Annual Report Chief of Engineers, 1878, printed with maps. For revision of project and estimate see page 1150, Annual Report Chief of Engineers, 1889, without maps. For report on which 26-foot project was based see House Document No. 83, Fifty-fifth Congress, second session (p. 1551, Annual Report Chief of Engineers, 1899), printed with maps. For report on which 28-foot project was based see House Document No. 499, Fifty-eighth Congress, second session (p. 1574, Annual Report Chief of Engineers, 1904), without maps. The existing project, as modified in 1910, provides for an entrance channel 28 feet deep at mean low water, 1,000 feet wide beyond the jetties and 500 feet wide between them. The river and harbor act approved July 25, 1912, adopted a project for completing a 20-foot deep channel, 240 feet wide, in Ashley River, S. C., up to Standard Wharf, in accordance with plan printed in Rivers and Harbors Committee Document No. 4, Sixty-second Congress, second session, estimated to cost $51,150. No estimate was submitted for maintenance. This act also adopted a project for improvement of Shipyard Creek in accordance with plan printed in Senate Document No. 350, Sixty- second Congress, second session, which contemplates dredging a chan- nel 15 feet deep and 100 feet wide through the upper mouth of the creek, at an estimated cost of $5,000, it being understood that any dredging found necessary within the creek with a view to affording access to the wharves shall be done by local interests benefited thereby. No estimate was submitted for maintenance. RIVER AND HARBOR IMPROVEMENTS. 539 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. ousenate.orNo. Congress. Session. Year. Page. Charleston Harbor 1 2..................................... . 1878 553 Do.2 ............................................... .... .. ............... 1889 1150 Charleston Harbor to 26 feet 1 2. ....... House... 83 Fifty-fifth... Second.. 1899 1551 Charleston Harbor to 28 feet 2 3........ .. do.... 499 Fifty-eighth...... do.... 1934 1574 Charleston Harbor to 30 feet 1............. Senate.. 300 Sixty-first.......do............... ............ . House... 288 Sixty-second.. .do do .... .. Charleston Harbor 2 3.... . .... Ashley hiver to Standard Wharf 2 3.........do.. 115 Fifty-sixth .... ... 1901 1619 Do.23 . .......................... R. &. H.. 4 Sixty-second....do....do ... ... ...... Cornm. Shipyard Creek 12............ House... 452 Sixtieth....... First ............. Do.2 ........................... Senate.. 350 Sixty-second..j Second.............. 1 Contains maps. 2Basis of project adopted by Congress. ' No maps. Dredging under the 28-foot project which began August 18, 1910, was continued during the year by the dredge Sumter. The total amount removed was 919,093 cubic yards by bin measurement, of which 666,016 cubic yards was for new work and 253,077 cubic yards for maintenance. The total expenditure during the year was $89,601.16; of this amount $14,007.56 is reimbursable, leaving a net expenditure of $75,- 593.60, of which $18,702.39 was for maintenance. Work was done by hired labor with Government plant. The total amount expended on the existing 28-foot project up to June 30, 1914, was $409,589.77, of which $390,887.38 was for new work and $18,702.39 for maintenance. The total amount of ma- terial removed was 4,553,805 cubic yards, bin measurement. The receipts from miscellaneous sources have been $40,510. The proportion of the approved project accomplished up to June 30, 1914, is about 95 per cent. A channel has been secured 28 feet deep at mean low water, 600 feet wide across the bar and between the jetties. There is a channel 28 feet deep at low water and 33 feet at high water from Charleston to the sea, a distance of 9 miles. This is the minimum usable low-water depth. The work of dredging under contract in Ashley River was com- pleted during the year, 70,951 cubic yards having been removed dur- ing the year. The total expenditures for the fiscal year were $15,- 885.11. The total quantity of material removed under the project was 360,836 cubic yards. The total expenditures up to June 30, 1914, were $51,150, all of which was for new work. The project is completed. The work of dredging under contract at the upper mouth of Ship- yard Creek was completed by the removal of 20,886 cubic yards of material, and the expenditure was $4,010.91. The total expenditures up to June 30, 1914, were $4,140.17, all of which was for new work. The project is completed. 540 REPORT OF THE CHIEF OF ENGINEERS, U. S,. ARMY. The total amount expended on all projects to the end of the fiscal year 1914 is $5,138,886.50. The exports for the calendar year 1913 amounted to 310,858 short tons, valued at $51,824,014; the imports, 732,200 short tons, valued at $27,401,758, making a total of 1,043,058 tons, valued at $79,225,772. It consisted of cotton, cotton goods, fertilizer materials, provisions. general merchandise, etc. This is an increase of about 10 per cent from the previous year. The improvement has slightly influenced the rates of marine insurance; otherwise it has had no effect. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, will be applied to completing the 28-foot channel, Charleston Harbor. CHARLESTON HARBOR. July 1, 1913. balance unexpended_ $51. 96. 11 Receipts account sales_-...... _____-.-----__- -__________ 25, 656. 06 79, 624. 17 June 30, 1914, amount expended during fiscal year: For works of improvement__ ---- _____ - $56, 891. 21 For maintenance of improvement ------------- 18, 702. 39 - 75, 593. 60 July 1, 1914, balance unexpended --------------------------------- 4, 030. 57 July 1, 1914, outstanding liabilities------------------------------ 404. 53 July 1, 1914, balance available --------------------------------- 3. 626 04 Amount (estimated) required to be appropriated for completion of existing project _.__-- __.------------__-_-__- ' 70. 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement------------------------- 170, 000. 00 ASHLEY RIVER. July 1, 1913. balance unexpended___ -- $15, 885. 11 June 30, 1914, amount expended during fiscal year, for works of im- provement ---------------------------------------------- 15. 85. 11 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 __ __-- --- . _.-------.... 15, 000. 00 Amount available for fiscal year ending June 30, 1915_ 15 000 00 ]__-___-- SHIPYARD CREEK. July 1, 1913, balance unexpended___--- __-------------- $4, 870. 74 June 30, 1914, amount expended during fiscal year, for works of im- provement _------------ -------------------------------- 4, 010. 91 July 1, 1914, balance unexpended ------------------------------ 859. 83 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 541 CONSOLIDATED. July 1, 1913, balance unexpended-----------------$74, 723. 96 Receipts account sales------------------------------------ 25, 656. 06 100, 380. 02 June 30, 1914, amount expended during fiscal year: For works of improvement-.. .--- $76, 787. 23 For maintenance of improvement -------------- 18, 702.39 95, 489. 62 July 1, 1914, balance unexpended-- --------------- _-_ 4, 890.40 July 1, 1914, outstanding- liabilities----------------------------- 404. 53 July 1, 1914, balance available---------- -------------------- 4, 485. 87 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------- 15, 000. 00 Amount available for fiscal year ending June 30, 1915.....------------- 19. 485. 87 Amount (estimated) required to be appropriated for completion of existing project ------------------------------------ 1 70 00 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement- ---------------------- 70, 000. 00 (See Appendix N 9.) 10. Archers Creek, S. C.-This stream is a narrow tidal passage lying between Port Royal Island and Paris Island, S. C., and con- necting Beaufort River with Broad River. Its length is about 3 miles, all of which is embraced in the project. The least depth before improvement was about 1.6 feet. The tidal range is about 7 feet. The creek will form a portion of the inland waterway be- tween Beaufort, S. C., and Savannah, Ga., thus avoiding the present exposed route at the southern end of Paris Island. The project of improvement adopted by the river and harbor act approved July 25, 1912, provides fora channel 6 feet deep at mean low water with a width of 75 feet, at an estimated cost of $25,000. The river and harbor act of March 4, 1913, amended the item in the act of 1912 by providing that the land required for the widening be donated to the United States free of cost, and that permission be given for the deposit of the dredged materials on adjacent lands free of cost to the United States. No modification has been made in the project since its adoption except as provided by the act of 1913. For report on examination of the river upon which the project is based see House Document No. 513, Sixty-second Congress, second session (with outline map). During the year the contract for the forming of the channel by dredging was completed. The expenditures were $20.366.31, which is for new work. The total amount that has been expended on the existing, which is also the original, project to June 30, 1914, is $20,646.12. The project has been completed, a channel 6 feet deep at mean low water, and 75 feet wide having been obtained. No commercial sta- tistics have been collected, the vessels using the creek are small craft 1 Exclusive of amount available for fiscal year 1915. 542 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. owned by many different parties and scattered over a large area. The business consists of farm products, oysters, logs, etc. No estimate is submitted for additional funds. The amount on hand and available for expenditure in the fiscal year ending June 30, 1916, is sufficient to maintain the channel. July 1, 1913, balance unexpended-------------------------------$24, 720. 19 June 30, 1914, amount expended during fiscal year for works of im- provement ------------------------------------------------- 20, 366. 31 July 1, 1914, balance unexpended-------------------------------- 4, 353. 88 (See Appendix N 10.) 11. Removing sunken vessels or craft obstructing or endangering navigation, indefinite; removal of two small craft in the inland waterway to the south of Charleston, S. C.-For the purpose of re- moval the sum of $500 was allotted July 14, 1913; the wrecks were re- moved and placed in the marsh on July 21, 1913. The expenditures during the year were $59.89. EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JUNE 251 1910, JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations and surveys required by the river and harbor acts approved June 25, 1910, July 25, 1912, and March 4, 1913, 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 inland w~aterway be- tween McClellan ille and Winyah Bay and between Charleston and McClellanville by way of Alligator Creek and Se wee Bay, S. C.- Reports dated December 9, 1912, and June 6, 1913, with maps, are printed in House Document No. 178, Sixty-third Congress. first ses- sion. The improvement by the United States of the inland waterway between Charleston and McClellanville in the manner proposed is not deemed advisable at the present time; a plan of improvement, at an estimated cost of $20,030, with $2,000 annually for maintenance of inland waterway between McClellanville and Winyah Bay, is pre- sented. 2. Preliminary examination with plan and estimate of cost of im- provement of waterwoay from Columbia and Camden to Charleston, S. .- Reports dated January 25, 1911, and February 12, 1912, are printed in House Document No. 191, Sixty-third Congress, first ses- sion. A plan of improvement, at an estimated cost of $430,000, with about $20,000 annually for maintenance, subject to certain specified conditions, is presented. 3. Preliminary examination of the channel of Little Pedee River at Williams Landing, S. C.-Report dated June 16, 1913, 4 ith map, is printed in House Document No. 239, Sixty-third Congress. first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 4. Preliminary examination, with plan and estimate of cost of im- provement, of Santee Rirer, S. C.-Reports dated June 7 and Octo- ber 28, 1913, are printed in House Document No. 603, Sixty-third RIVER AND HARBOR IMPROVEMENTS. 543 Congress, second session. A plan of improvement, at an estimated cost of $10,000, for dredging in Santee River to a depth of 4 feet and to maintain the present 6-foot channel in the Estherville-Minim Creek Canal, at an estimated cost of $15,000 per annum for mainte- nance of the project as a whole, is presented. 5. Preliminary examination and survey of waterways from Orangeburg to Charleston, S. C., including cut-off or canal from Edisto River to Ashley River with a view to providing a more direct route between said cities than that afforded by existing channels.- Reports dated November 4, 1910, May 16, and August 8, 1913, are printed in House Document No. 606, Sixty-third Congress, second session. A plan of improvement by the United States of the water- way between Orangeburg and Charleston by the removal of snags and other obstructions, at an estimated first cost of $35,030, to be followed by appropriations of about $5,000 annually for continuing operations, is presented. 6. Preliminary examination with plan and estimate of cost of im- provement of inland waterway from Charleston, S. C., to Savannah, Ga., including inland waterway from Beaufort, S. C., to Savannah, Ga.-Reports dated April 24 and November 4, 1913, with map, are printed in House Document No. 627, Sixty-third Congress, second session. A plan of improvement, at an estimated cost of $100,000, w-ith $10,000 annually for maintenance, subject to certain specified conditions, is presented. 7. Preliminary examination and survey of Jeremy Creek, S. C., from Morrisons Wharf to Morrisons Bridge, with a view to provid- ing a depth of 4 feet and a width of 60 feet.-Reports dated April 16 and December 4, 1913, with map, are printed in House Document No. 660, Sixty-third Congress, second session. A plan of improve- ment, at an estimated cost of $13,000, with $1,000 annually for main- tenance, subject to certain specified conditions of local cooperation, is presented. 8. Preliminary examination and survey of Congaree River, S. C.- Reports dated January 10 and December 22, 1913, by a special board of engineers, are printed in House Document No. 702, Sixty-third. Congress, second session. A plan of improvement, at an estimated cost of $100,000, with $10,000 annually for the operation of the dredge now owned by the work and for other necessary maintenance, is pre- sented. IMPROVEMENT OF RIVERS AND HARBORS IN THE SAVANNAH, GA., DISTRICT. This district was in the charge of Col. Dan C. Kingman, Corps of Engineers, division engineer, southeast division, from July 1 to October 9, 1913; in temporary charge of Maj. G. P. Howell, Corps of Engineers, from October 9, 1913, to January 7, 1914; in charge of Col. W. C. Langfitt, Corps of Engineers, from January 7, 1914, to June 20, 1914, and in temporary charge of Col. John Biddle, Corps of Engineers, from June 20 to June 30, 1914. 1. Savannah harbor, Ga.-This harbor is 112 miles, by water, south of Charleston Harbor, S. C., and 111 miles, by water, north of Bruns- wick Harbor, Ga.. The harbor includes the artificially improved channel across the bar, Tybee Roads, Tybee Knoll, and the estuary of Savannah River from the mouth of the river up to a point 2 miles 544 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. above the upper limits of the city of Savannah. The length of this improved channel is 28 miles; the width, as defined by the regulating works, varies from about 600 feet, opposite the city, to 1,800 feet, at the mouth of the river. The portion which is being improved for navigation varies from 400 to 600 feet, according to locality and curvature, with a minimum depth of 26 feet at mean low water. Above the city the improved width is 300 feet, with a depth of 21 feet. This work is completed, with the exception of the removal of 390,000 cubic yards of hard material in the upper portion of the harbor, and needs only maintenance, which, however, must be con- stant, to preserve the required depths. The mean rise and fall of tide on the outer bar is 6.5 feet; on Tybee Knoll, 6.5 feet; and at the upper limits of the harbor, 6.1 feet. The earliest reports on Savannah River, 1734, give a depth on the bar of 3 fathoms at low water. In 1773 it is stated that 13 feet could be brought to Savannah at high water. During the Revolutionary War the channel was obstructed by wrecks. Between 1804 and 1809 some piles were driven to cut off secondary channels. At the out- break of the Civil War 17.5 feet could be brought to the city wharves at high tide. During the war the channel was obstructed by vessels, piles, snags, torpedoes, logs, and cribs. The high-water depth was reduced to 13.5 feet by shoaling. In 1871 the channel at low water was in places not more than 10 feet deep. The first appropriation for the improvement of this harbor was made in 1826, and had reference to the removal of natural and arti- ficial obstructions. There was appropriated for improvement, be- tween 1826 and 1852, $188,430.62. In 1853 a comprehensive plan was made for improving the river by dredging and contraction works. The depth sought was 10 feet at low water, and the estimated cost $201,427. Two hundred and sixty-one thousand dollars was appro- priated between 1855 and 1873, inclusive. In 1873 a plan of improve- ment was adopted providing for a channel of 22 feet at high water, from the city to the sea, at an estimated cost of $481,320. This was modified at various times up to 1890, keeping the same channel depth. The amount expended under this project up to June 30, 1890, was $1,850,528.53. In 1890 a project was adopted providing for a depth of 26 feet at mean high water. Some subsequent modifications were made, keeping the same depth. The channel depth contemplated 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. Th, 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. From the time of the reported completion of the project of 1890, in July, 1896, until June 30, 1902, extensive dredging was done, both for maintenance and as part of the modification of the project. Between June 30, 1896. and June 30, 1902, $712.918.8. was ex- pended on the modified 26-foot project, of which $84,830.98 was for maintenance. 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 RIVER AND HARBOR IMPROVEMENTS. 545 the raising of all existing training walls between Savannah and Tybee Roads. It also provided for the construction of mooring dolphins at two points in the harbor--the "Bight" and Venus Point. The amount expended under this project up to June 30, 1908, was $1,643,282.29, of which $214,043.28 was for maintenance. The river and harbor act of March 3, 1905, called for a resurvey of Savannah Harbor, Ga., with plans and estimates of cost, with a view to securing a channel to the sea 26 feet deep at mean low water. 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 prosecuting the improve- ment and for maintenance, in accordance with the plans of the Board of Engineers for Rivers and Harbors, as set forth in the House Doc- ument No. 181, Fifty-ninth Congress, first session, just referred to. The recommendation of the board was that the improvement should be undertaken in a tentative manner, with the object of first securing across the bar the maximum depth within the limits fixed by Congress that can be maintained by dredging alone, a 21-foot channel first to be dredged and then gradually deepened until the limit fixed by economy of maintenance is reached. The act authorized such raising and extending of dikes, jetties, and other contraction works as may be necessary, at a cost not to exceed $300,000, and the purchase of a pumping dredge of the stationary type, at a cost of $125,000. The increased depth gained upon the bar was to be carried up the river by dredging at such a rate as would insure the same navigable depth as that maintained on the bar. For a detailed report of what was accomplished in this experiment attention is invited to the report of the district officer, Appendix 0 1, of the Report of the Chief of En- gineers 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 four annual installments the first three of $400,000 each and the last in an amount sufficient to make up the balance. The expenditures up to June 30, 1914, under this project were $2,474,434.17; liabilities, $20,313.50. Included in this total there was received from sales and other miscellaneous sources $4,140.87. Of the expended amount $1,677,426.27 was for improvement and $797,- 007.90 for maintenance. The river and harbor act approved July 25, 1912, extended the ex- isting project so as to provide for improving the Savannah River from the upper limits of the present project to the foot of Kings Island by the excavation of a channel 21 feet in depth at mean low water, and 300 feet in width, at an estimated cost of $140,000, which amount was appropriated by the act, subject to the condition that before the work was undertaken the city. of Savannah should accept the parcel of land near the upper end of the proposed improvement, previously offered by interested parties, and give assurances satisfac- tory to the Secretary of War that the city would provide suitable terminal facilities thereat. The expenditures to June 30, 1914, under this project amounted to $80,993.31, all of which was for the accomplishment of the project, with no outstanding liabilities. 60993 0 -ENG 1914----35 546 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. In compliance with act of Congress approved March 4, 1913, a re- port was submitted by the Chief of Engineers, House Document 290, Sixty-third Congress, first session, on an examination and survey of Savannah Harbor, Ga., with a view to providing an adequate turning basin at an estimated cost of $154,000, with the provision that the city of Savannah shall dedicate the necessary land. No action has. been taken by Congress on this project. The present project for Savannah Harbor is to obtain and main- tain, first, by dredging, a channel 21 feet deep at mean low water and 300 feet wide from the foot of Kings Island to the upper city limits, a distance of about 2 miles; second, by dredging and contraction works, a channel 26 feet in depth and 400 to 600 feet wide from upper city limits to the sea, a distance of 26 miles. The maintenance of these channels will necessarily be continuous. The total expenditure on Savannah Harbor up to June 30, 1914, was $10,222,207.13, of which about $1,095,902.16 was for maintenance since 1896; liabilities $20,313.50; $5,614.53 was received from various sources. References to examination or survey reports and maps or plans (including project documents). 1 Annual reports Congressional documents. of Chief of Engineers. Section covered. I - _________ - House or No. Congress. Session. Senate. Year. Page. Savannah Harbor................................. Removal of Confederate obstructions...... Savannah Harbor, 22 feet at high-water project. Do............................. ......................... Senate.. 1 Thirty-third.. ......... ........ .......................... 11875 First.... 1853 1872 .......... 11873 468 653 736 34 Do............................ .......... ...... .............. .......... 1 1876 437 Do..................................... ................. ................ .......... 11880 933 Fig Island to Elba Island and Elba Island .. .............. 1 1885 1202 to Cockspur Island. Head of Elba Island to sea............... -.........-......- .......--- 11888 1072 Savannah Harbor, 26 feet at high-water ---................. ............. .......... 1890 1258 project. Modifications of above .................. House... 1115 Fifty-third .... Third........ Do........................... .... ............... ....... .. 1895 1459 Do............................. ..........-........-.............. ---..... 1900 1922 Index map cross tides to sea; opposite ........ ............... ............ 1 1891 1496 Central of Georgia R. R. wharves; Gar- den Bank; Upper and Lower Wrecks Channel; obstructions; Duck Puddle Closing Dam; Upper and Lower Flats; Elba Island Spur Dams; Jones Island Spur Dams; Long Island Crossing; Ty- bee Knoll. Hydrographic map, cross tides to the sea; 11896 1245 high and low water lines; cross sections; velocity curves; percentage of sea water in North Channel; and comparative pro- file of thalweg cross tides to sea. Savannah Harbor, 28 feet at high-water project. 1 157 Fiftieth.......I First ... Modifications of above project........-.. 1888 1057 Do...................................- 123 Fifty-sixth .... Second.. Do........ ................. 1901 1719 Upper limits to the sea..................... 11902 1178 Do............................ 11904 1646 Do .................................... 11906 1192 Do.... ..... ... ' 1909 1332 Savannah Harbor, 26 feet at low-water Fifty-ninth.. . First .... ' 1906 311 project. 2miles above upper limits of city of Savan- nah. 2563 Sixty-second.. Second.. ........ Savannah Harbor turning basin .......... 290 Sixty-third.... First......... 'o 'conain mas. mps. 'Bais o prjec adptedby ongcos SContains maps. 2No maps. Basis Iof project adopted by Congress, RIVER AND HARBOR IMPROVEMENTS. 547 A detailed history of the work of improvement may be obtained by consulting Annual Report of the Chief of Engineers for 1888, part 2, page 1013, and report of 1896, part 2, page 1218; also report of 1903, pages 1146-1152; report for 1904, pages 1644-1647; report for 1909, pages 1320-1325; report for 1910, pages 1460-1463; report for 1911, pages 1592-1594; report for 1912, pages 1811-1818; and report for 1913, pages 2014-2022. Refractory material in the form of a heavy clay interspersed with layers of rotten stone was encountered in the 21-foot project area, and also in the extreme upper area of the 26-foot project. It has been estimated that 263,000 cubic yards of this class of material remains in the limits of the harbor under the 21-foot project and 90,000 cubic yards under the 26-foot project. Including the necessary and prob- able filling before this material will be removed it is estimated that the additional yardage to be removed will amount to 380,000 cubic yards. Additional funds are asked for the removal of this material. The amount of dredging by contract and Government dredges was 2,936,527 cubic yards, of which 1,373,000 yards was for maintenance due to shoaling. The United States snagboat Tugaloo was used to remove 1,069 logs from the channel between the Seaboard Air Line Railway bridge and the foot of West Broad Street. During February, 1914, the steamer Somerset, of the Merchants & Miners Transportation Co., ran through the Lower Flats training wall and damaged the same for length of about 85 feet. This break was repaired by Government labor, the total cost being reimbursed by the Merchants & Miners Transportation Co. Test borings were made to determine the nature of hard material yet to be removed to accomplish the 21-foot and 26-foot projects, 49 test holes being driven. The annual survey of the harbor, in addition to the necessary sur- veys to determine the amount of material dredged, has been carried on during the year. In addition to this survey work a new system of triangulation is being built up for the entire harbor, and a reference line, marked by suitable monuments by which to locate the official harbor line, was placed on both sides of the river in the vicinity of the harbor wharves proper. This latter survey work is about 60 per cent completed. The original project for the improvement of this harbor (26 feet) calls for its completion on June 30, 1914, and with the exception of the refractory material to be removed from the upper portion of the same, and the removal of a small portion of refractory material in front of the city proper, this project has been accomplished, though the shoaling which has occurred during the period since the com- mencement of this improvement has materially decreased the project depth in various places throughout the harbor. The channel gen- erally, however, is in satisfactory condition. For 90 per cent of the total length of the improved channel, from the upper limits of the city to deep water outside the bar, a depth of 27 feet is ob- tained and the channel will more than average this depth. Only at three points in the harbor is there found less than 25 feet as con- 548 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. trolling depth, the minimum usable depth of the harbor being 24.2 feet, found at the entrance to the estuary that forms a part of the harbor proper, between the entrance jetties. This does not consider the stretch of harbor for about 1,200 feet below the Seaboard Air Line Railway bridge, where the refractory material still remains in the improved channel; it is contemplated that this will be removed by Government dredge Morgan in the near future. On June 30, 1914, 86.8 per cent of the work proposed had been finished, and 94.1 per cent of the total estimated cost had been ex- pended. For the first time the proportion of work has fallen be- hind the proportional money expenditure, which is undoubtedly due to the large amount of shoaling that has occurred during the latter years of the improvement. By last year's computation it was shown that the average annual filling for the last eight years amounted to 783,500 cubic yards. Similar computations show it to be for the last nine years 873,100 cubic yards, whereas last year the shoaling amounted to 1,373,000 cubic yards, and 1,673,800 cubic yards must be removed to restore the full depths and widths-a total of 3,046,800 cubic yards. The combined yearly capacity of the Government fleet of dredges is about 3,000,000 yards. It is proposed to expend the balance on hand and additional funds asked for in completing and maintaining the authorized 26-foot proj - ect of 1905 and the 21-foot project authorized in 1912. In 1.872 the tonnage of vessels arriving and clearing at Savannah Harbor was reported to be about 1,000,000 short tons, with a value of imports and exports of about $34,000,000. In 1.890 the total ton- nage had increased to about 2,000,000 short tons, with a value of imports and exports of $152,000,000. For the calendar year 1913, the total amount of freight received and shipped was 3,154,087 short tons, valued at $360,536,275. The commerce consists principally of naval stores, fertilizers, iron, cotton, lumber, and general mer- chandise. In the collection of commercial statistics for the calendar year 1913 information has mainly been obtained from primary sources, and collections and tabulations made by committees or boards have been adopted. This method prevents duplication and should give correct results. Attention is invited to a detailed statement 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 on freight rates has been a reduction of 30 to 50 per cent, according to the nature of the commodity. 26-FOOT PROJECT. July 1, 1913, balance unexpended ---------------------------- $496, 065. 59 Amounts received from sales of property and blue prints---------- 564. 75 Amounts reimbursed by contractors for cost of inspection-------- 541. 33 Amounts received from damage by steamship Somerset...---------- 651. 15 497, 822. 82 1Erroneously stated as $496,065.58 in last annual report, RIVER AND HARBOR IMPROVEMENTS. 549 June 30, 1914, amount expended during fiscal year: For works of improvement_____________------------------ $142, 422. 59 For maintenance of improvement-------------- 177, 435. 94 $319, 858. 53 July 1, 1914, balance unexpended__---------------------------177, 964.29 July 1, 1914, outstanding liabilities-- 20, 313. 50 July 1, 1914, balance available ----------------------------- 157, 650.79 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 000, 00 1-------------------------------- Amount available for fiscal year ending June 30, 1915 ---------- 307, 650. 79 Amount (estimated) required to be appropriated for completion of existing project--------------------------------- --- 25, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance .------ 2350, 000. 00 21-FOOT PROJECT. July 1, 1913, balance unexpended __________________-- - - 1$90, 072. 17 June 30, 1914, amount expended during fiscal year, for works of improvement ---------- ------------------------------- 31, 065. 48 July 1, 1914, balance unexpended____ _____ __ ___-_ 59,006. 69 Amount (estimated) required to be appropriated for completion of existing project---- ---- - ---------------------- 220, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement ------------------------ 25, 000. 00 CONSOLIDATED. July 1, 1913, balance unexpended___--------------------------$586, 137. 76 Amounts received from sale of property and blue prints---------- 564. 75 Amounts reimbursed by contractors for cost of inspection 541. 33 Amounts received from Merchants & Miners Transportation Co., damage by steamship Somerset ------------------------------ 651. 15 587, 894. 99 June 30, 1914, amount expended during fiscal year: For works of improvement ..------------------ $173, 488.07 For maintenance of improvement_ 177, 435. 94 350, 924.01 July 1, 1914, balance unexpended_______________________ -_ 236, 970. 98 July 1, 1914, outstanding liabilities_ - - 20, 313. 50 July 1, 1914, balance available-_ 216, 657. 48 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------------------------------- 150, 000. 00 Amount available for fiscal year ending June 30, 1915----------- 366, 657. 48 Amount (estimated) required to be appropriated for completion of _ existing project ______________________ ______ 22 245, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance -__ --- 2375. 000. 00 (See Appendix 0 1.) 1Erroneously stated as $90,072.18 in last annual report. Exclusive of amount available for fiscal year 1915. 550 REPORT OF THE CHIEF OF ENGINEERS,1U. S. ARMY. '. Savannah River below Augusta, Ga.-This river is formed by the junction of the Tugaloo and Seneca Rivers, and flows in a south- easterly direction and empties into the Atlantic Ocean. Its sources are near the point where the three States of Georgia, South Caro- lina, and North Carolina come together. The total length, above Savannah, is about 315 miles. From Savannah to the sea is a dis- tance of 26 miles with a low-water depth of 26 feet. Separate appropriations and a separate project have always been had for the improvement of the river below Augusta, at Augusta, and above Augusta. The distance from Augusta to Savannah is 202 miles by river. Previous to improvement the river was navigable for the greater part of the year for steamboats drawing 4 to 5 feet, but during the low-water season there were various shoals in the upper portion of the river, with low-water depths of not more than 2 or 3 feet. The other obstructions consisted of overhanging trees, snags, and sunken logs. 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 $93,480.09. A project adopted in 1890 provided 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 main- tenance. The river and harbor act of March 2, 1907, called for a survey and report on the Savannah River for 30 miles below Augusta, Ga., where all the serious obstructions to navigation were to be found. It provided a project for 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, particularly 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 main- tenance of $10,000, until all 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 comple.te the work in four years. There has been expended under projects of 1890 and 1910, to June 30, 1914, $774,256.43, of which $168,353.91 was for maintenance. Liabilities, $11,592.28. Received from various sources, $3,842.87. The river and harbor act of March 4, 1914, provides for examina- tion and survey of the Savannah River from Savannah to Augusta, with a view to securing increased depth of channel. This survey will be completed during the present low-water season. IVFt R AID HARBOR IlVMPROVtIENTS. '9 M The complete present project is a combination of the projects of 1890 and 1910 and provides for a channel of 5 feet depth at ordinary summer low water by the means stated above. The total expended on this portion of the river to June 30, 1914, was $867,736.52, of which $168,353.91 was for maintenance since the present project. Liabilities, $11,592.28. There has been received from various sources $3,842.87. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressio nal documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Augusta, Ga., to Savannah, Ga........................ ........... ........ 1881 1088 Do.'.................................. House.. 23 Forty-sixth.. Third .. .... ..... Do......................... ................. .......... ... ........ 1886 1098 Do... ........................................... 2. .......... .. ................... .......... ............ . . . .. .. . ... .. .. . 1887 1166 Do. ........... ...... 1890 1324 Do.'.................................. House... 255 Fifty-first.... Second. ....... 30miles below Augusta .....................do..... 962 Sixtieth. First..... First........ 1'Contains maps. 2 Basis ofproject adopted by Congress. A detailed history of the work of improvement may be obtained by consulting Annual Reports of the Chief of Engineers as follows: Report for 1888, part 2, page 1029; for 1890, part 2, page 1324; and for 1899, part 2, page 1569. Maps showing the condition of the work at various dates may be found in the following documents: Annual Reports of the Chief of Engineers for 1883, part 1, page 908; for 1885, part 2, page 1210; and for 1902, part 2, page 1185. The work done freed the river from snags, stumps, and overhang- ing trees, although others appear from time to time; shoals and sand bars were removed from a number of localities by training dykes, and the banks were protected in a number of caving bends. A great deal of work still remains to be done, particularly in the upper por- tion of the river, where the natural conditions are most unstable, and where the concave banks must be protected, and where detritus brought down from the torrential portion of the river above forms shoals after every freshet, which regulating works can never wholly control, and which must be periodically removed by dredging. The work done during the fiscal year consisted of the following: The construction of dykes and shore protection by contract on the 30 miles of river immediately below Augusta continued during the year, and the following work accomplished: 53,851 cubic yards of brush; 7,918 cubic yards of rock were placed between double rows of piling, 3,460 of which were driven, accomplishing the protection of 17,918 lineal feet of bank, and constructing 1,251 lineal feet of breaks. Snagging operations by Government plant consisted of the removal of 1,787 snags and 245 stumps from the channel; 747 over- hanging trees and 30 logs cut from the bank. In addition the United States snag boat removed 2,385 cubic yards of clay from the point at 552 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Tweedys Bar, with a view of straightening the main bank of the river at this point. The United States pump boat Augusta removed 13,056 cubic yards of material, improving 1,338 lineal feet of chan- nel. Wire crossties were placed upon shore protection for a length of 35,284 feet. The total commerce of the river during the calendar year of 1913 amounted to 33,902 short tons, valued at $8,897,112, consisting principally of cotton and cotton factory products, naval stores, fer- tilizer, and general merchandise. There was also rafted down the river during 1913, 27,284,000 feet b. m. of timber, valued at $215,590. The effect of the improvements in freight rates has been a reduc- tion of from 30 to 50 per cent, according to the nature of the com- modity, and also a relative control of freight rates between various points throughout the United States to the interior parts of Georgia. It is proposed to expend the available balance, and the funds asked for, in first extending the system of bank protection, now being constructed in the upper portion of the river, as far as the improve- ment funds will allow, and using the balance for the maintenance of this shore protection, snagging work, and construction of training walls, and dredging where these contraction works will not control or create a navigable channel. July 1, 1913, balance unexpended____________________________ $160, 314. 33 Amount received from sale of blue prints___ 1. 50 160, 315. 83 June 30, 1914, amount expended during fiscal year: For works of improvement ------------------- $74, 283. 71 For maintenance of improvement 925. 77 1______-___-19, 94, 209. 48 July 1, 1914, balance unexpended________________________ 66, 106. 35 July 1, 1914, outstanding liabilities ------------------------ 11, 592. 28 July 1, 1914, balance available_ 54, 514. 07 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------ 15, 000. 00 Amount available for fiscal year ending June 30, 1915_ 69. 514. 07 July 1, 1914, amount covered by uncompleted contracts .--. . 6, 210. 85 Amount that can be profitably expended in fiscal year ending June '30, 1916, for maintenance of improvement___ __-------------- 135, 000. 00 (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 subject to sudden and severe freshets. These freshets develop a very high velocity of current, which attacks the banks of the stream, particularly on the Augusta side, and with every high freshet a loss of bank occurs. The mate- rial thus eroded is carried into the river and furnishes to a large extent the material with which the bars are made, which prevents or obstructs navigation at low water and renders the improvement of the river by regulation almost impossible. 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 553 The original project was adopted by the river and litrbor act of June 25, 1910, based on project authorized March 3, 1909, and pro- vides 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, with the condition that half of this sum be provided by the city of Augusta; $125,000 was appro- priated. During the fiscal year of 1911 the city of Augusta deposited $125,- 000, its half of the cost of the improvement, with the United States assistant treasurer, New York, N. Y. Up to June 30, 1914, $227,812.51 was expended under this project; $114,872.21 was from the amount appropriated by Congress and $112,940.30 contributed by the city of Augusta, there being no lia- bilities. This project has been completed. The river and harbor act of March 4, 1913, further extended the project to include bank protection work from Fifth Street to East Boundary Street, Augusta, to a height of 25 feet on the Augusta gauge, at an estimated cost of $120,000 for first construction, pro- vided $60,000 be contributed by the city of Augusta or other local interests, the act making an appropriation of the United States share of the improvement, $60,000. The city of Augusta deposited $60,000, its half of the cost of the improvement, with the Treasurer of the United States. The above is the present project. The river and harbor act of March 4, 1913, provided for an exami- nation and survey of Savannah River at and above Augusta, Ga. There has been expended on the present project up to June 30, 1914, $199.04, of which $99.52 was from the amount appropriated by Congress and $99.52 from that amount contributed by the city of Augusta. Liabilities, $3,429.22. The total expenditures on all projects up to June 30, 1914, have been $228,011.55, of which $114,971.73 was from the amount appro- priated by the United States and $113,039.82 from amount contrib- uted by the city of Augusta; liabilities, $3,429.22, of which $1,714.62 was from amount appropriated by Congress and $1,764.62 from amount contributed by the city of Augusta. The proportion of the present project completed is 3 per cent. The work already done has withstood a very severe freshet, and there is no doubt that the proposed improvement will fully accom- plish the purpose for which it was designed. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Hawks Gully 1to Center Street Bridge, House... 487 Sixty-first..... Second............. Augusta, Ga. Center Street Bridge to east boundary .. do.... 1319 Sixty-second.. Third ...... 2 line, Augusta, Ga. 1Contains maps. 2Basis of project adopted by Congress. 554 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMVIY. Work was continued during the fiscal year, under contract of February 23, 1911, with Bryan & Co., and completed October 30, 1913. The following work was done: 546.93 tons of trench rock placed, 1,200.57 tons of subpavement stone placed, and'4,754.13 tons of top paving stone placed. The grading and sodding of the slope above the 25-foot contour was completed. A contract was entered into with A. J. Twigg & Son, of Augusta, Ga., May 14, 1914, for the second lot of bank-protection work, under which contract there has been furnished and deposited the follow- ing quantities of material: Trench excavation, 471.87 cubic yards; trench rock placed, 622.95 tons; subpavement stone, 289.975 tons; and top pavement stone, 378.825 tons. It is proposed to apply the available balance in completing the project. GOVERNMENT FUNDS. July 1, 1913, balance unexpended-------------------------- __ $86, 740. 91 June 30, 1914, amount expended during fiscal year, for works of improvement-------------------------------------------- 16, 712. 64 July 1, 1914, balance unexpended ...--------------------------- 70, 028. 27 July 1, 1914, outstanding liabilities --------------------------- 1, 714. 60 July 1, 1914, balance available-----------------------------68, 313. 67 July 1, 1914, amount covered by uncompleted contracts----------54, 211. 55 SPECIAL FUNDS. July 1, 1913, balance unexpended------ ---------------------- $34, 817.75 Amount deposited by the city of Augusta---------------------60, 000. 00 94, 817. 75 June 30, 1914, amount expended during fiscal year, for works of improvement------ ---------------------------------- 22, 857. 57 July 1, 1914, balance unexpended 71, 960. 18 July 1, 1914, outstanding liabilities --------------------- 1, 714. 62 July 1, 1914, balance available----------------------------- 70, 245. 56 July 1, 1914, amount covered by uncompleted contracts---------- 54, 211. 54 CONSOLIDATED. July 1, 1913, balance unexpended $121, 558. 66 $------------------------ Amount deposited by the city of Augusta------------------ 60, 000. 00 181, 558. 66 June 30, 1914, amount expended during fiscal year, for works of improvement------------------------------------------ 39, 570. 21 July 1, 1914, balance unexpended --------------------------- 141, 988. 45 July 1, 1914, outstanding liabilities--------------------------- 3, 429. 22 July 1, 1914, balance available--------------- ---------- ---- 138. 559. 23 July 1, 1914, amount covered by uncompleted contracts.---..---- 108, 423. 09 (See Appendix O 3.) RIVER AND ITHARBOR IMPROVEMENTS. 555 4. Savannah River above Augusta, Ga.-The length of this por- tion of the river from the junction of the Tugaloo and Seneca Rivers to Augusta is about 113 miles. Eight miles above Augusta is a fixed dam, without locks. A navigable canal, with a lock at the dam, con- nects with the city of Augusta, but there is no navigable connection with the river below. About 1 mile above this dam is the power dam of the Georgia-Carolina Power Co., in which there is a lock. At Gregg Shoals, about 75 miles above Augusta, is a third dam without a lock. Continuous navigation of this portion of the river is there- fore impracticable at any stage of the river. Navigation between the locks, though possible for rafts and pole boats, is exceedingly difficult and dangerous. The fall is great and unequally distributed. The bottom and banks are generally of rock. Only that portion of the river from Petersburg to the Augusta Dam (48 miles) is at present considered worthy of improvement. Even in this portion of the river, in its original condition, navigation at low water was very difficult on account of the rapids, shoals and rocks, snags, and similar obstructions. 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 lock near Augusta, of a downstream channel of 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 re- moving logs and overhanging trees; excavating rocks, sand, or gravel, and with excavated materials raising crests of ledges; con- structing training walls, to increase flow of water through sluices. The total estimated cost was $33,000. The total amount expended under the present project up to June 30, 1914, was $28,854.14, of which $1,595.52 was for maintenance The amount of $779.88 has been received from the contractor for salary of inspectors. The total expenditures on all projects to June 30, 1914, was $67,854.14, of which $1,595.52 was for maintenance. There are no liabilities. The river and harbor act of March 4, 1913, provided for an ex- amination and survey of this portion of the river, which will be made during the present low-water season. The work accomplished under this project has given a down- stream channel about 2 feet deep and an upstream channel of the project depth. In many places, however, these channels are difficult to navigate and are capable of greater improvement. The proportion of the approved project accomplished up to June 30, 1914, was about 64 per cent. The construction of these dams will partially drown out the chan- nel heretofore improved and will, between the dams, improve navi- gation. 556 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. " of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Augusta to Trotters Shoal.............. .. . .... ...... ................... 1879 747 Petersburg to Augusta Locks 1... .... ... ......... ..... 1890 1366 Do.2........... .................. use.. . 213 Fifty-first.... First........ ....... 1 Basis of project adopted by Congress. 2Contains maps. A detailed history of the work of improvement may be obtained by consulting the Annual Reports of the Chief of Engineers for 1888, part 2, page 1032, and for 1900, part 3, page 1930. It is proposed to apply the available balance and the additional appropriation recommended to such work of maintenance as may be necessary and in such other work as may be necessary to supervise the construction of the locks and dams. The freight carried on this portion of the river consists of cotton, hay, grain, fertilizer, cordwood, and general merchandise. There, however, is no established boat line, the freight being transported in flat or pole boats belonging to private individuals. During the calendar year of 1913 the commerce amounted to 1,733 short tons, valued at $79,112. This commerce was handled in three months, the rest of the year the river being closed during the con- struction of the Georgia-Carolina Power Co. dam at Stevens Creek. The effect of the improvement has been to render navigation safer and easier, but it is impossible to determine whether it has caused any material reduction in freight rates. July 1, 1913, balance unexpended__________----------- ______ $6, 520. 32 Amount received for cost of supervision__ __---- _______-____-- 779. 88 7, 300. 20 June 30, 1914, amount expended during fiscal year: For works of improvement __________ $779. 88 For maintenance of improvement-------------- 124. 58 904. 46 July 1, 1914, balance utexpended---_---------------------- __ 6, 395. 74 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement______------------------- __ 13, 000. 00 (See Appendix O 4.) 5. Inland waterway between Savannah, Ga., and Beaufort, S. C.- An examination of this portion of the inland waterway in 1912 prompted by complaints of steamboat operators showed that shoal- ing had ocurred at some seven different places in Mud River Cut and Ramshorn Creek, and $7,000 was allotted from the emergency appropriation provided by the river and harbor act of March 2, 1907, under date of July 20, 1912, for the removal of an estimated quan- tity of 35,000 cubic yards. After the rejection of two sets of bids an open-market agreement was entered into for the removal of this 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 557 material at a unit price of 23 cents per cubic yard. Work com- menced on this project December 18, 1912; the contractor's dredge sank on the night of December 31, 1912 and work was not re- sumed until July 17, 1913 and completed September 27, 1913. There were removed 24,607 cubic yards down to 8 feet and 20,480 cubic yards between 8 and 10 feet, 20,855 cubic yards was removed below this depth and outside of ranges. The amount expended up to June 30, 1914, was $7,008.83 for the accomplishment of the improvement. No liabilities. During the calendar year 1913, 166,641 tons of commerce was brought over this route into Savannah, Ga., valued .at $1,680,635. As on other portions of the inside waterway, complete statistics are unobtainable owing to the great number of craft of various types that pass up and down the coast, record of which can not be obtained. July 1, 1913, balance unexpended-------------------- $4, 887. 71 Amount allotted Oct. 17, 1913_ ------------------------- 8. 83 4, 896. 54 June 30, 1914, amount expended during fiscal year, for works of im- provement --------------------------------------- 4, 896. 54 (See Appendix O 5.) 6. Cowhead River, Ga.-This is locally known as Cowhead Cut, and is a very narow high-water connection between Tybee Creek and Lazaretto Creek. The cut was without water at low tide. The river and harbor act approved July 25, 1912, adopted a project for the improvement of Cowhead River by the dredging of a straight cut connecting Tybee Creek and Lazaretto Creek, to afford a navig- able depth of 6 feet at mean low water with a bottom width of 75 feet, the length of the cut to be about 1,500 feet. The estimated cost of the improvement was $6,000, and the adopted project pro- vided that one-half of this sum should be contributed by local in- terests, which should also furnish the necessary right of way for the proposed cut free of cost to the United States. The object of the proposed improvement is to provide a sheltered water route, navigable by light-draft boats at all stages of the tide, from Savannah to the south end of Tybee Island, Ga. The desired right of way for this cut was duly deeded to the United States, and funds amounting to $3,000 furnished by local interests. The work was completed May 14, 1913. The amount expended to June 30, 1914, was $4,891.57 for improve- ment, of which amount $2,445.78 was from Government funds and $2,445.79 from funds furnished by local interests. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Cowhead River "2................... House... 109 Sixty-second.. First... 1 Contains maps. 2 Basis of project adopted by Congress. 558 REPORT OF THE CHIEF OF ENGINEERS, UT. S. ARMY. No work was done during the fiscal year. The small balance is retained for maintenance pending later developments. While a great number of small craft and a few excursion steamers have been carried through this cut to the south end of Tybee Island, no regular line of boats was established during 1913, but has been established during the first part of 1914. GOVERNMENT FUND. July 1, 1913, balance unexpended....___ _____________________ $554. 22 July 1, 1914, balance unexpended 554. 22 SPECIAL FUND. July 1, 1913, balance unexpended .--- 554. 21 July 1, 1914, balance unexpended-- 554. 21 CONSOLIDATED. July 1, 1913, balance unexpended - .. 1, 108. 43 July 1, 1914, balance unexpended ...--------------------- 1, 108. 43 (See Appendix O 6.) 7. Sapelo Harbor, Ga.-This harbor is about 80 miles by water south of Savannah Harbor and about 66 miles by water north of Brunswick Harbor, Ga. ' The mean rise and fall of the tide on Sapelo Bar is 7 feet and in the harbor 7.5 feet. The town or commercial harbor is situated on what is known as Front River, a deep tidal creek, 6 miles long, emptying into Sapelo Sound. Distance from mouth of the river to the sea through Sapelo Sound is about 12 miles. That portion of the river used for purposes of commerce is ap- proximately 2 miles in length, with a width varying from 200 to 1,200 feet. 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. In the lower 2 miles of river there were three shoals which interfered with navigation. The bulk of the business, however, is carried' on below the upper shoal. There is no town or commercial harbor on Sapelo Sound. The original project adopted by Congress, river and harbor act of June 25, 1910, 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 neces- sary. No modification of this project has been made. The amount expended under the project to June 30, 1914, was $17,905.73 for improvement. On June 30, 1914, the minimum usable depth at mean low water on Sapelo Bar was 16.5 feet. RIVER AND HARBOR IMPROVEMENTS. 559 Reference to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. ... .... . . . . . . . . . . .. . .. Front River 12 House... 561 Sixty-first..... Second... . .. .. 1Contains maps. 2 Basis of project adopted by Congress. No work was done during the fiscal year. During the calendar year 1913, 25,954,000 feet b. m. of lumber and timber, valued at $519,090, was shipped from the wharves situ- ated on Front River. It is proposed to expend the available balance and funds requested in restoring full project depth and width the coming year by dredging. July 1, 1913, balance unexpended_------------_____________ -- - $3, 094. 27 July 1, 1914, balance unexpended__-------------____________--- 3, 094. 27 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement----------------------- 3, 500. 00 (See Appendix O 7.) 8. Darien Harbor, Ga.-Darien Harbor is 32 miles, by water, north of Brunswick Harbor, Ga., and 92 miles, by water, south of Savannah Harbor, Ga. It comprises the lower 12 miles of Darien River, from the town of Darien to where the river enters Doboy Sound, thence about 10 miles to the sea. The river varies in width from 400 to 1,200 feet. The mean rise and fall of tide varies from 6.5 feet at the town of Darien to 7 feet at the bar. The minimum usable depth from the mouth of Darien River to the sea is 9 feet at mean low water on Doboy Bar. 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 project was reported as completed July 11, 1905. No modifi- cation has been made in the existing project since its adoption. On June 30, 1914, the controlling depth in the harbor was 10 feet at mean low water. The total amount expended under it up to June 30, 1914, was $167,365.96 (of which $30,572.75 was for maintenance), which, added to the amount previously expended, gives a total expenditure for this work of $175,365.96. 1 Exclusive of the balance unexpended July 1, 1914. 560 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The river and harbor act of March 4, 1913, in appropriating for the inside waterway between Savannah, Ga., and Fernandina, Fla., provided that of the amount thereby appropriated ($100,000) so much as shall be necessary may, in the discretion of the Secretary of War, be expended for maintenance of Darien Harbor. No expendi- ture or work has been done under this act. By act of Congress approved June 13, 1902, this work was consoli- dated with Doboy Bar, Ga., work on the latter being completed. A detailed history of the work of improvement may be obtained by consulting the Annual Reports of the Chief of Engineers for 1895, part 2, page 1473, and for 1896, part 2, page 1253. A map showing the jetties constructed will be found in the Annual Report of the Chief of Engineers for 1895, part 2, page 1477. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Harbor at Darien and Doboy Bar, Ga. Darien Harbor' .............. ................ ............................. ........ 1885 1238 Doboy Bar ................................ ....... ...................... 1887 1179 Do. .................................. ...................................... 1897 1539 Do............House... 13 Fifty-fifth..... First. .............. Darien Harbor ...... ...... .......... do.... 1354 Sixty-second.. Third... 1 Basis of project adopted by Congress. 2Contains maps. No work was done during the past year and no funds expended. The improvement of this harbor has rendered it possible to con- tinue shipments from Darien, and has caused a reduction of freight rates of about 15 per cent. The commerce consists largely of lumber and timber, and in 1913 was as follows: Receipts of lumber by water, 60,997.,320 feet b. m., valued at $1,008,550; shipments coastwise, foreign, and local, 133,666 tons, valued at $1,536,680. No unexpended balance was on hand June 30, 1913. (See Appendix O 8.) 9. Altamaha, Oconee, and Ocmulgee Rivers, Ga.-These three im- provements were consolidated by the river and harbor act of March 2, 1907. (a) Altamaha River, Ga.-This river is formed by the junction of the Oconee and Ocmulgee Rivers, and flows in a southeasterlty direc- tion and empties into the Atlantic Ocean. At a point some 25 miles from its mouth the river branches. The main outlet, through Altamaha Sound, is shallow, and little, if at all, used. There is navigable water connection with Darien to the north and with Brunswick to the south by the Inland Waterway, with depth at low tide of 7 feet. The river from the junction of the Oconee and Ocmulgee to where the south branch enters the Inside Waterway is 137 miles. RIVER AND HARBOR IMPROVEMiENTS. 561 The lower section of the river is affected by the tides. 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 swamp lands, and the freshets rise from 5 to 10 feet over the banks. Before improvement the Altamaha River was obstructed by rock ledges, sand bars, snags, sunken logs, and overhanging trees. The low-water depths at some points did not exceed 1 foot. The original project of improvement submitted in 1875 contem- plated a channel 4 feet deep and 80 feet wide from Macon to Darien 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 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 was 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 was $129,000, provided funds were regularly and adequately sup- plied, besides from $3,000 to $5,000 for annual maintenance. The river and harbor act approved July 25, 1912, adopted the recommendation contained in House Document No. 443, Sixty-second Congress, second session, that these streams are worthy of further gradual improvement, following in general the methods carried on under the existing project by the expenditure of $40,000 annually on the Altamaha, Oconee, and Ocmulgee Rivers, the funds to be applied to maintenance of 3-foot depth during ordinary summer low water up to Milledgeville and Macon, and to the gradual increase of channel depths so far as practicable without sacrificing the main- tenance work. This is the present approved project. The need of maintenance will be continuous. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. From Macon (Ocmulgee River) to Darien...........................................1875 670 From Macon (Ocmulgee River) to Darien (modified)....................... .......................................... 1881 1107 From forksto mouth....... ............................. ............ 1 1884 1116 Do............................................................... 1887 1176 Do................. ........ ........ ..... ......... . ..... ... ... 1890 372 House.. 283 Fifty-first . Second...9....... Do.'............................ Do.'......................... ..... do..... 8443 Sixty-second.. Do................................... ..do..... 10 ..... do......... do... Third ...... .. ... ...... ........ 1 Contains maps. ' Basis of project adopted by Congress. * Contains index map. 6099 °---EN 1914------6 562 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The expenditure has resulted in the removal of 3 rock shoals, 11. sand bars, numerous snags, sunken logs, stumps and overhanging trees, and the straightening of the river at several points by cut-offs. Two regular gauges have been maintained since November 1, 1912. The amount expended on the work under the present project up to June 30, 1914, was $155,516.90 (of which $51,459.59 was for mainte- nance), which, added to the amount previously expended, gives a total expenditure for this work of $220,293.49. Outstanding liabili- ties on June 30, 1914, amounted to $2,417.30. A total of $171.45 has been received from various sources. A detailed history of the work of improvement may be obtained by consulting the Annual Reports of the Chief of Engineers, as fol- lows: For 1888, part 2, page 1038; for 1889, part 2, page 1246; for 1892, part 2, page 1261; for 1900, part 3, page 1939. The work during the fiscal year has been entirely by Government plant, and was as follows: 1,208 snags and 62 stumps removed from the channel, and 497 overhanging trees and 20 logs cut from the banks. During high water in the spring of 1913 Jack Williams Suck, mile- age 114, opened to such an extent as to cause serious shoaling in the ,bend of the main river. Work of closing this suck commenced in January, 1914, but, owing to lack of funds, has not been completed. A double row pile, brush, and rock closing dam was placed across the upper end of this suck and brought up to about low-water line. Some dredging by the United States pumpboat Macon was done to restore the channel in the main river. During the calendar year 1913 the commerce amounted to 10,549 short tons, valued at $674,327, in addition to which 50,433,720 feet b. m. of lumber, valued at $1,008,660, was rafted down the river. 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 cav- ing banks, in repairing old works of improvement, and in the con- struction of new and repair of old plant to do the above works. The additional work is proposed for extension of benefits. July 1, 1913, balance unexpended----------------------------$10, 715. 32 Amount reallotted from allotments to Oconee and Ocmulgee Rivers_ 12, 000. 00 Amounts received from sales of blue prints __--------------------20. 10 22, 735. 42 June 30, 1914, amount expended during fiscal year, for maintenance of improvement---- ------------------------------- ------ 18, 082. 46 July 1, 1914, balance unexpended----------------------------- 4, 652. 96 July 1, 1914, outstanding liabilities--------------------------- 2, 417. 30 July 1, 1914, balance available__----------------------- 2, 235. 66 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 -------------------------------- 15, 000. 00 Amount available for fiscal year ending June 30, 1915---------... 17, 235. 66 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance --------- (1) 1See consolidated money statement on p. 57. RIVER AND HARBOR IMPROVEMENTS. 563 (b) Oconee River, Ga.---The headwaters of this river are in the northeastern part of Georgia. It flows in a southeasterly direction and unites with the Ocmulgee to form the Altamaha River. The head of navigation is Milledgeville, Ga., 145 miles from the mouth. 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 ob- stacles, both natural and artificial, and is incapable of improvement except by an expensive system of locks and dams. In its original condition this river was used for navigation mainly at high stages. At low water there were numerous shoals and snags, their being less than 2 feet on many sand bars and rock ledges. The original project was submitted January 29, 1875, and pro- vided 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 the sum of $44,822.18. The project of improvement was adopted, by Congress September 19, 1890. It provides for the establishment of a navigable channel 3 feet deep at ordinary summer low water from Milledgeville to the mouth. This is to be accomplished by removing rock shoals and sand bars, revetting caving banks, closing incipient cut-offs, and removing snags and logs from the channel and overhanging trees from the banks of the stream. The cost of improvement is estimated at $171,000, besides from $3,000 to $5,000 for annual maintenance. 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 northern boundary of Greene County, Ga., thus bringing this short section under im- provement. The river and harbor act approved July 25, 1912, adopted the recommendation contained in House Document No. 443, Sixty-second Congress, second session, that these streams are worthy of further gradual improvement, following in general the methods carried on under the existing project by the expenditure of $40,000 annually on the Altamaha, Oconee, and Ocmulgee Rivers, the funds to be applied to maintenance of 3-foot depth during ordinary summer low water up to Milledgeville and Macon, and to the gradual increase of channel depths so far as practicable without sacrificing the mainte- nance work. This is the present project. As a result of this expenditure numerous logs, snags, stumps, bowlders, and overhanging trees have been removed, several cut- offs closed and others opened, 6 training dikes and 1 spur dam and 1,500 feet of shore protection built, and 24 rock shoals and several sand shoals removed, all below Milledgeville. Between the Georgia Railroad bridge (54 miles above Milledgeville) and the northern boundary of Greene County the most troublesome obstructions have been removed from the channel and numerous overhanging trees and logs cut from the banks. 564 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended under the present project up to June 30, 1914, was $221,282.47, of which $44,412.45 was for maintenance, which, added to the amount previously expended, gives a total ex- penditure for this work of $266,104.65. Liabilities on June 30, 1914, $17.25. A total of $769.70 has been received from various sources. A detailed history of the work of improvement may be obtained by consulting Annual Reports of the Chief of Engineers for 1889, part 2, page 1253, and for 1900, part 2, page 1942. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Milledgeville to mouth......... ................. ..... .......................... 1879 41 Do.......... ......... .... ..... ............................... 1890 1432 Do.'............. ... .... ....... House.. 211 Fifty-first.....First............. 2. . . . . .. . .. . Georgia Railway bridge to northern ... do..... 263 Fifty-ninth.. Second boundary Greene County. Between Dublin and Skull Shoals.......... do..... 304 Fifty-eighth......do..... 1904 1677 From forks to Milledgeville a............. ... do..... 2443 Sixty-second .... do..... ........ ....... Do............. ............... do..... 10.....do......... Third...... ....... 1 Contains maps 2 Contains only index map. a Basis of project adopted by Congress. The work done during the fiscal year consisted of improvement of Bryants Floating Mill rock shoal and part of Devils Elbow rock shoal, by Government plant, which work advanced the project, and some repair work at Bonny Clabber cut-off dam, this latter being maintenance work. The commerce during the calendar year 1913 amounted to 10,440 short tons, valued at $574,125; in addition 10,838,000 feet b. m. of lumber was rafted down the river. As near as can be determined, the effect of the improvement has been to cause reductions of from 25 to 40 per cent in freight rates. 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 rock and sand shoals, in making repairs to existing regulating works protecting caving banks, in closing incipient cut-offs, and for repair and care of plant or for construction of such plant as is necessary for the carrying on of the above outlined work. The additional work proposed is for extension of benefits between The Forks and Milledgeville. No additional work above Milledge- ville is proposed. RIVER AND HARBOR IMPROVEMENTS. 565 July 1, 1913, balance unexpended__ - - . _ _------ -$17, 188. 66 Amount received from sale of blue prints------------------------- 4. 00 17,192. 66 June 30, 1914, amount expended during fiscal year: Reallotted to Altamaha River------------------- $8, 000. 00 For works of improvement- ---------------- 2, 519. 50 For maintenance of improvement ------------ 6, 258. 11 16, 777. 61 July 1, 1914, balance unexpended--------------- ------- -------- 415.05 July 1, 1914, outstanding liabilities- ......-- _-_---------- 17. 25 July 1, 1914, balance available------------------- ------------- 397. 80 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_-- ______------------------- 10, 000. 00 Amount available for fiscal year ending June 30, 1915__----___------ 10, 397.80 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance--------- (1) (c) Ocmulgee River, Ga.-This river has its headwaters in the northwestern part of Georgia and flows in a southeasterly direction and unites with the Oconee to form the Altamaha River. In its original condition this river was used for navigation chiefly at high stages. At low water there were numerous shoals and snags, there being less than 2 feet on many sand bars and rock ledges. The head of navigation is Macon, a distance of 205 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. The project of improvement, adopted by Congress September 19, 1890, provided for the establishment of a navigable channel 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 appropriated, besides from $3,000 to $5,000 for annual maintenance. The river and harbor act approved July 25, 1912, adopted the recommendation contained in House Document No. 443, Sixty-second Congress, second session, that these streams are worthy of further gradual improvement, following in general the methods carried on under the existing project by the expenditure of $40,000 annually on the Altamaha, Oconee, and Ocmulgee Rivers, the funds to be applied to maintenance of 3-foot depth during ordinary summer low water up to Milledgeville and Macon, and to the gradual increase of channel depths so far as practicable without sacrificing the mainte- nance work. 1 See consolidated money statement on p. 567. 566 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The work under the present project has resulted in a navigable channel from the forks to Macon. A great deal of work, however, re- mains to be done between Macon and Hawkinsville, and constant maintenance will be required. The work done has consisted of the dredging by Government plant of a navigable channel through the sand shoals just below Macon, and two of the worst rock shoals in the vicinity of Hawkinsville; also maintaining the river free from dangerous snags, etc., work being done by Government plant. The amount expended under the present project up to June 30, 1914, was $389,832.97 (of which $62,127.43 was for maintenance), which, added to the amount previously expended, gives a total of $469,223.70. A total of $814.76 has been received from various sources. The outstanding liabilities on June 30, 1914, were $7. A detailed history of the work of improvement may be obtained by consulting the Annual Reports of the Chief of Engineers for 1889, part 2, page 1258, and for 1900, part 2, page 1944. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Macon to Darien (Altamaha).................. ......... ... .......... 1875 670 Do............. ..... .. ................. .... ................. ..... 1882 1859 Do......................... .............................. 1885 1297 Do.................................... ................................. 1886 1160 Do......................... ...... ....... .................................... ........ 1887 1276 Macon to 1 mouth ....................... .... ........ .......................... 1890 1458 Do. ........ ....... ............ House.,. 215 Fifty-first.....First....... ........ From City Bridge at Fifth Street, Macon, to Juliette, Monroe County...... ..... do..... 164 Fifty-ninth.... ... do................. Between Macon and Hawkinsville, Ga.... ... do..... 1358 Sixty-first..... Second.......... From Forks to Macon .............. ..... do..... 443 Sixty-second.. ... do............ ....... Do.............................................. .. do.._.. 10 ..... do......... Third................... 2 1 Contains maps. Contains only index map. Operations during the fiscal year have consisted of removal of 659 snags, 37 stumps, 248 overhanging trees, and 14 logs. Improvement of 715 lineal feet of channel through rock shoals in vicinity of Haw- kinsville has been made, and improvement by sand dredging of 6,182 lineal feet of channel just below Macon, Ga. Also, completion of bank protection near Macon and the closing of two incipient cut-offs by piling. The bank protection, rock excavation, and half of sand dredging, was for improvement of the river and not maintenance work. No reliable statistics of the commerce of the river before improve- ment was begun are available. In 1913 the freight carried on the river amounted to 9,728 short tones, valued at $1,256,110. Besides this 9,373,0 0 feet board measure of timber was rafted down the river, valued at $132,150. As nearly as can be determined, the effect of the improvement has been to cause a reduction of from 25 to 4b0 per cent in freight rates. EIVER AND EABEBOB 1MPY MMB' TBETS. "I 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 construction of necessary shore pro- tections and training dikes; in making repairs to the existing dikes; in closing incipient cut-offs and in opening others where deemed ad- visable, and in the removal of rock and sand shoals. The additional work proposed is for the extension of benefits. July 1, 1913, balance unexpended---------------------------- $25, 953. 89 Amount received from sales of blueprints ----------------------- 12. 50 25, 966. 39 June 30, 1914, amount expended during fiscal year: Less amount reallotted to Altamaha River --------- $4, 000. 00 For works of improvement-------------------- 12, 649. 09 For maintenance of improvement---------------- 9, 001. 24 25, 650. 33 July 1, 1914, balance unexpended ----------------------------- 316. 06 July 1, 1914, outstanding liabilities------------------------------- 7. 00 July 1, 1914, balance available ---------------------- ---- 309. 06 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------- ------- 15, 000. 00 Amount available for fiscal year ending June 30, 1915------------- 15, 309. 06 Amount that can be profitably expended in fiscal year ending June 30. 1916, for works of improvement and for maintenance ------------ (1) CONSOLIDATED. July 1, 1913, balance unexpended----------------------------53, 857. 87 Amount reallotted to Altamaha River from allotments to Oconee and Ocmulgee Rivers--------- ---------------------------- 12, 000. 00 Amount received from sale of blueprints------------------------- 36. 60 65, 894. 47 June 30, 1914, amount expended during fiscal year: Amount reallotted to Altamaha River----------$12, 000. 00 For works of improvement-------------------- 15, 168. 59 For maintenance of improvement---------- ---- 33, 341. 81 60, 510. 40 July 1, 1914, balance unexpended -------------------- --------- 5, 384. 07 July 1, 1914, outstanding liabilities__-------------------- 2, 441. 55 July 1, 1914, balance available_ ------------- ---------------- 2,942. 52 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ------------------------------- 40, 000. 00 Amount available for fiscal year ending June 30, 1915---------- 42. 942. 52 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance -------- 40, 000.00 (See Appendix 0 9.) 10. Club and PlantationCreeks, Ga.-Club Creek is a small creek starting near Brunswick, Ga., and emptying into Back River, thence into St. Simons Sound. Plantation Creek starts from Turtle or Brunswick River and connects with St. Simons Sound. At one point xSee consolidated money statement on this page. SExclusive of amount available for fiscal year 1915. 568 REPORT OF THE CHIEF OF ENGINEERS, TU. S. ARMY. these creeks come to within about 400 feet of each other. The object of improvement is, by connecting these creeks and dredging, to obtain a passage 4 miles in length and forming part of the inland waterway, so as to avoid the longer and more exposed route through St. Simons Sound. This forms one of the outlets of the Altamaha River system. A project was adopted by the river and harbor act approved March 2, 1907, for dredging a canal 7 feet deep at mean low water with a bottom width of 50 feet to connect these two creeks and for the straightening of Plantation Creek by 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 was $40,700. Por- tions of the route crossed marsh land owned by private individuals and the city of Brunswick, Ga., and right of way was obtained with- out cost in 1909-10. A contract for carrying out the proposed improvement was entered into on September 19, 1910, and the improvement was completed on October 26, 1911. There has been shoaling at the Turtle River entrance of Plantation Creek, and the waterway will need more or less constant maintenance. The amount expended to June 30, 1914, was $39,223.43, of which $1,937.48 was for maintenance. No liabilities. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress, Session. Year. Page. Senate. Club and Plantation Creeks s........... House... 159 Fifty-eighth... Second.. 1904 1669 I Contains maps. 2 Basis of project adopted by Congress. The western mouth having shoaled since completion of project, it was redredged during the year under contract and widened by removal of 5,962 cubic yards of material, at 231 cents; 3,540 cubic yards, at 11 cents; and 2,550 cubic yards, for which no payment was made; also $3.26 was paid for removal of snags. This waterway is an integral part of the inside waterway, and a portion of the commerce handled and accredited to the same is han- dled through this waterway. Every style of small craft going to the northward of Brunswick and the Altamaha River steamboats make use of this route. No definite statement as to the amount and value of this tonnage can be given. After expenditure of present available funds for maintenance work this waterway will become a part of the inside waterway and be maintained under maintenance work of same. RIVER AND HARBOR IMPROVEMENTS. 569 July 1, 1913, balance unexpended_---__ --.-..- _____ _._- $3, 414. 05 June 30, 1914, amount expended during fiscal year, for maintenance of improvement--- ------------------------- 1, 937.48 July 1, 1914, balance unexpended------ -------------------- 1, 476. 57 (See Appendix O 10.) 11. Brunswick Harbor, Ga.-The entrance to this harbor is 71 miles by water south of entrance to Savannah Harbor, Ga., and 24 miles by water north of entrance to Fernandina Harbor, Fla. The harbor includes the improved channel across the bar, St. Simons Sound, Brunswick River, East River to the upper limits of the city, and Turtle River to the Southern Railway dock; also that portion of Academy Creek used by shipping interests. The distance from the city to deep water beyond the bar is 141 miles. The lower portion of St. Simons Sound affords an anchorage basin 6,000 feet by 3,000 feet, having a controlling depth of 30 feet at mean low water. The upper portion of the sound affords an anchorage basin 2 miles long, with a width varying from 2,000 to 3,000 feet, having a controlling depth of 24 feet at mean low water. Depth on the bar 23 feet. Controlling depth to wharves 21.5 feet. The mean rise and fall of the tide on the bar is 6.6 feet and at Brunswick Point and the city of Brunswick 7 feet. In its original condition the ruling depth in East River was 9 feet at mean low water, and across the bar the ruling depth was variable. Prior to 1879 it appears to have been 17 feet at mean low water, and this a few years later was reduced to about 13 feet. The original project of improvement, adopted March 3, 1879, 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 the sum of $190,000. A project adopted by Congress August 18, 1894, 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 improvement 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 has been expended under this project $34,817.25, all of which has been for maintenance. 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. The improvement of the bar had previously been carried on by direct contract between Congress and a private individual. It also provided for dredging in Academy Creek at not to exceed $5,000. This project was completed in July, 1905, and expenditures since have been for maintenance. 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, 570 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARM~fY. immediately in front of and adjacent to the wharves thereof, to the Old Altamaha Canal a depth equal to the controlling depth on the shoals at the lower end of the city in East River, provided that no money should be expended inside harbor lines theretofore or there- after established in said creek. With these funds a channel was dredged to a depth of 18.5 feet at mean low water and a width rang- ing 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 maintenance. This, added to the amounts previously expended, in- cluding $10,000 spent in 1836 for dredging, gives a total expenditure for the work up to June 30, 1907, of $697,879.25. The result of this expenditure was the accomplishment of a nav- igable 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; also of a narrow channel in Academy Creek above men- tioned. A new project was adopted by the act of Congress approved March 2, 1907. It provides for creating and maintaining throughout the inner harbor (embracing Turtle River, from the Southern Railway docks to its junction with Brunswick River and Academy Creek, from Aiken's wharf to its junction with East River), and the outer harbor (embracing the outer bar, the navigable channel throughout the entrance to St. Simons Sound, and up Brunswick River to Brunswick Point), channels having a depth of 30 feet at mean high water, with widths varying from 150 feet in Academy Creek to 400 feet across the outer bar, to be accomplished mainly by dredging; the extension of the existing training wall in East River and the con- struction of two spur dykes is also authorized. The estimated cost of the work is $496,650, with a yearly cost of maintenance not exceed- ing $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 additional, all of which has been appropriated. The amount expended under this project up to June 30, 1914, was $660,594.69 (of which $116,591.45 was for maintenance), and resulted in securing the proposed depths called for by the project. Continuous maintenance will be necessary. This is the present project. The act of March 4, 1913, directed an examination of Brunswick Harbor, with a view to securing an in- creased depth. This will be completed during the present season. The total amount expended for the improvement of Brunswick Harbor, up to June 30, 1914, was $1,358,473.94. Liabilities on June 30, 1914, $4,111.92. A total of $178 was secured from various sources. A detailed history of the work of improvement may be obtained by consulting the Annual Reports of the Chief of Engineers for 1888, part 2, page 1047; for 1889, part 2, page 1258; for 1890, part 2, page 1407. BIVER AND HARBOR IMPROVEMIENTS. 71 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Lower portion East River .............. ......................................... 1876 489 Do.......................................................................................11880 962 Do ................... ....... ................................... 1 1881 1116 Do ..................... ................. ..................................... 1 1883 922 Do................... ............. ......... ........... ............ ......... x 1885 1228 Do......................... ............. ...... ...... ........... ......... . 11886 1113 Do............ ... ................... ...... .... ...... . ......................... 11887 1184 Do......................................... ............................. I1889 1266 Do................ ....... ..... .............. .............................. 1892 1280 Do.. ............................................... 1...... ................ .......... 1893 1582 Sketch of entire harbor ................. ............ ................ 1 1894 1500 Brunswick Harbor...................... ..................... ...... 1895 1494 Inner Harbor ... ......... .. .......... .. .. ............ . ......... 1899 1586 Brunswick Harbor 1............... .... House.. 40 Fifty-sixth... First.... ............. Brunswick Bar................................ ...... 1892 1327 Brunswick Harbor 1 ............. ...... House... 34 Fifty-second.. First ............... Do................................. ..do... 179 Fifty-sixth.... Second......-....... Do. .. :................................. do... 355 ....do..... . do............... 1 Do..................... .................. ............... ......... 1901 1663 Brunswick Harbor (inner and outer)......... . ..... . . ................ 1909 1346 Investigation of wharfage privileges, House... 326 Sixtieth....... First.... 1908 341 Brunswick Harbor.2 Brunswick Harbor 1 s.................. do... 407 Fifty-ninth... ...do ................ 1 Contains maps. 2No maps. a Basis of project adopted by Congress. The work heretofore done has accomplished a channel 30 feet deep at mean high water from the sea to the upper limits of the harbor, and has raised the East River training wall from about mid-tide to high water and extending it 200 feet. As is usually the case, how- ever, in such artificial channels, a moderate shoaling has taken place, and dredging has already been necessary to restore the project dimen- sions. A great amount of this shoaling has occurred in Academy Creek, where the tidal flow is insufficient to prevent deposits. A special study of the currents and flow of this creek has been made, which shows that it is advisable to adopt some special im- provement of this waterway to prevent this large amount of deposit by increasing the tidal flow. Details of this study and solution will be included in the special survey now being made of Brunswick Harbor. During the present fiscal year dredging under contract has been carried on in East River and Academy Creek, and while the project depth has been restored in East River on the lower portion of it, full width has not been obtained. This river's training wall has been repaired and extended 100 feet. Seagoing dredges Savannah and Cumberland removed from the bar 387,367 cubic yards of material, restoring the project depth, but not obtaimningfull width. A narrow reef of coquina rock was discovered across the lower end of Brunswick Point crossing; 453 cubic yards of this material has been removed by Government plant, but operations were sus- pended May 20, 1914, pending a special examination of the locality with a drag sounding machine. It is, however, thought that all the main part of the reef has been removed. 572 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The controlling depth and minimum width of the harbor are as follows : Controlling Locality Rise and Minimum depth low fall of tide, width. water. Feet. Feet. Feet. Bar.... ... ............................................... 6.3 250 23.1 Brunswick Point .............................................. 7.0 200 21. 5 East River........................................................ 7.0 200 21.8 Academy Creek ............................................. ...... .......... 7.0 150 20.0 Lower Turtle River ....... ......... ......... ...... .............. 7.1 300 21.5 Upper Turtle River................................................... 7.1 300 22.3 Before improvement in 1888 the annual commerce of Brunswick Harbor amounted to about 100,000 short tons, valued at $1,700,000. The total amount of commerce for the calendar year of 1913 amounted to 1,009,026 short tons, valued at $58,258,725. The com- merce consists principally of cotton, lumber, crossties, naval stores, and general merchandise. The effect of the improvement has been to cause a reduction of ocean-going freight rate on lumber of 25 per cent and on naval stores 30 per cent. It has also permitted the regu- lar line coastwise steamers to enter and leave the port regardless of the tide, thereby avoiding much loss of time and expense. It is proposed to apply the available balance, and the additional appropriation recommended, in maintaining and improving the har- bor channels by dredging and the extension of training walls. July 1, 1913, balance unexpended_--------------- ---------- $74, 887. 99 Amount received from proceeds of Government property ----------- 160.00 75, 047. 99 June 30, 1914, amount expended during fiscal year, for maintenance of improvement --------------------------------------------- 50, 193. 93 July 1, 1914, balance unexpended---------------- 24, 854. 06 July 1, 1914, outstanding liabilities -- --------- __- - 4, 111. 92 July 1, 1914. balance available------------------------------ 20, 742.14 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------------------------------------- 25, 000. 00 Amount available for fiscal year ending June 30, 191.5------------45, 742. 14 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ------------------ 41, 000. 00 (See Appendix O 11.) 12. Fancy Bluff Creek, Ga.-This creek empties into South Bruns- wick River, Ga., about 51 miles from Brunswick. In 1907 Glynn County, Ga., expended $2,500 in connecting with a canal 1,200 feet long the head of this creek with Little Satilla River 9 miles above its mouth in Jekyl Sound. The canal was practically dry at low water. The length of waterway between the two rivers is about 44 miles, and a saving of 16 miles between the Little Satilla River and Brunswick 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 573 is made by the use of same, and also avoiding the rougher water of the sound. The project of improvement as adopted by river and harbor act of March 4, 1913, is in accordance with plan printed in House Docu- ment No. 1342, Sixty-second Congress, third session (with map), and provides for the accomplishment of a channel 4 feet deep at mean low water, 50 feet wide, increased at entrances and on curves, using Government plant and hired labor, the estimated cost of which was $8,000, the total amount of which is appropriated in the above-men- tioned act, and has been expended during fiscal year ending June 30, 1914--no liabilities. It is contemplated that after the accomplish- ment of this cut no maintenance will be necessary. This project will be omitted from future annual reports. During the fiscal year the project was completed by dredging, making use of Government plant, a cut 3,400 feet long, minimum width 40 feet, controlling depth 3.4 feet. During the calendar year 1913, 3,840 tons of miscellaneous freight, valued at $86,000, passed through this cut. July 1, 1913, balance unexpended----------------------------$8, 000. 00 June 30, 1914, amount expended during fiscal year, for works of im- provement --- _---------------------------------- 8, 000. 00 (See Appendix O 12.) 13. Satilla River, Ga.-This river has its headwaters in southern and southeastern Georgia, flows in a general southeasterly direc- tion, and empties into St. Andrews Sound; its length is about 350 miles. It is directly connected with the sea over St. Andrews Bar, with a depth of 17 feet low water, and by the inland waterway, 7-foot depth, with Brunswick and Fernandina. From the mouth to Owens Ferry, 30 miles, there is a controlling depth of 111 to 13 feet at low water, with width of 100 to 3,000 feet. Above that point the depth gradually decreases and is 6 feet at Burnt Fort, 52 miles above the mouth. The mean rise and fall of the tide at the mouth is 7 feet, and at Burnt Fort 3.4 feet. The tide is felt for about 15 miles above Burnt Fort. The actual head of naviga- tion is about 4 miles above Burnt Fort. From Burnt Fort to Way- cross, 115 miles, the low water depth on shoals is about 3 feet in the lower sections and 1 foot in the upper. The river is obstructed by many snags. The commerce of the upper river has been mostly rafts. There has been no accurate survey of the river above Burnt Fort. The river and harbor act of March 4, 1913, adopted a project for the removal of snags and similar obstructions between the mouth and Burnt Fort, so as to make it safe at low water stages for boats drawing 6 feet. Estimated cost, $10,000, of which $6,000 was for improvement and $4,000 for maintenance for a few years. The river and harbor act of March 13, 1914, adopted a project for the improvement of the river between Burnt Fort and Waycross by the removal of obstructions and closing incipient cut-offs. Estimated cost $10,000, all for improvement. The present project includes the two above mentioned. There has been expended on all projects to June 30, 1914, $5,856.51, all of which was for improvement. Liabili- ties are $475.58. 574 REPORT O EE CHI E OF ENGINEERS, U. S. ARMVY. References to exccmination or surveye reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to Burnt Fort1 .................... House... 2 41 Sixty-second.. First.... Above BurntFort'-----do- ...do.... 1113.do.............................do........ 1Basis of project adopted by Congress. 2 No maps. 3 Contains maps. During the past fiscal year a nonpropelled snag boat was con- structed at the upper limits of the river under proposed improve- ment and removed snags, etc., from 21 miles of the river from Waycross down. During the calendar year 1913 the commerce carried over the lower and middle portion of this river has amounted to 121,098 short tons, valued at $1,724,712, and in addition to the above it is estimated that the various mills along this waterway have received about 15,000,000 feet of lumber in the form of rafts, valued at $150,000. It is pro- posed to expend the available balance for continuing snag work as above. July 1, 1913, balance unexpended______----__-_____ ___ $19, 326. 99 June 30, 1914, amount expended during fiscal year, for works of improvement ----------------------------------------- 5, 183. 50 July 1, 1914, balance unexpended________ __ - _ 14, 143. 49 July 1, 1914, outstanding liabilities -------.- __________________ 475. 58 July 1, 1914, balance available ------------------------------ 13, 667. 91 (See Appendix O 13.) 14. Fernandina Harbor, Fla., and Cumberland Sound, Ga. and Fla.-These two works of improvement were consolidated by the river and harbor act approved June 25, 1910. The harbor entrance is 221 miles by water north of Jacksonville Harbor, Fla., entrance, and 95 miles by water south of Savannah Harbor, Ga., entrance. Fernandina Harbor proper is a basin about 2 miles long and 1,300 feet wide at the entrance, giving an anchorage of about 160 acres, with a depth of 25 feet at low water, somewhat obstructed by small shoals. The lower end connects with Cumberland Sound, which affords between the jetties an anchorage 4 miles long, 2,000 feet wide, with a depth of 24 to 60 feet. The depth on the bar is 21 feet at low water along Tiger Island Range. The range of tide is 6 feet. The distance from the city wharf to deep water is 7 miles. In its original condition 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 I miles. RIV'EB AND HARBOR IMPROVEMEN TS, 515 575. The first project for improvement was adopted June 14, 1880, and provided for two low jetties, to give a low-water depth of 20 to 21 feet. Modification of this project in 1891 provided for two parallel low-water jetties from the shore, about 3,900 feet apart, designed to produce 19 feet at low water. The cost of the improvement was originally estimated at $2,071,023, and, as modified, at $1,606,500 for the completion of low jetties and at $2,079,500 if high jetties were found necessary. There was expended under this project $932,500. The act of Congress of June 3, 1896, provided for the establish- ment of a channel across the bar 19 feet deep at mean low water by the construction of two jetties of stone, built to the level of high water, and resting on a foundation of brush mattresses, on the same lines as those in the previous project, the scour between the jetties to be aided by dredging, if necessary. The total cost of the improve- ment, at the time of this project, to be $2,350,000, exclusive of amounts previously appropriated. The project for the improvement of Cumberland Sound was re- orted as completed in the Annual Report of the Chief of Engineers for 1905, page 1287. Since that date the work done has been main- tenance. Up to June 25 1910, when Cumberland Sound was consolidated with Fernandina Harbor, there has been expended under this project $2,468,023.71, of which $368,139.31 was for maintenance. Act of Congress approved March 2, 1907, a project for im- provement of Fernandina Harbor by 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. Work under the project was begun September 14, 1907, and com- pleted July 28, 1908. Surveys since the completion of the work in 1908 indicate that very little shoaling has taken place. The soundings show some caving in of the sides, with the depth in the sides of the channel slightly diminished. The amount expended on this project to June 25, 1910 (the date of consolidation with Cumberland Sound), was $110,053.59. The amount expended on the two projects from June 25, 1910, to June 30, 1914, has been $107,771.47, which was for maintenance. Lia- bilities on June 30, 1914, amounted to $756.05. The present work is solely one of maintenance, of 19 feet at mean low water, over the bar, and a dredged channel of 20 to 24 feet in depth and 400 to 600 feet wide along the water front of Fernandina. The total amount expended since beginning of work to June 30, 1914, on Fernandina Harbor and Cumberland Sound has been $3,618,348.77, of which $475,910.78 was for maintenance. Liabilities on June 30, 1914, $756.05. A total of $14.40 has been received from various sources. 576 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annualreports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entrance to Cumberland Sound............. ........................ ........ 1876 459 Do............................... ............. ..... ............ ....... ... 1 1876 482 Do....................... ....... ............... .... .................... 1878 580 Do ............................ ........ ..... ........... .......... 1883 934 Do............................. ... ..... .................... 1885 1232 Do.............. ................ .. .... .. .. . .. .......... 1888 1052 Do........... -......................... .................... 1889 1276 Entrance; lower end of sound and Amelia........ ........................ 11891 1560 River. Entrance to Cumberland Sound................... . ............................ 1 1892 1288 Do............................................... .... ............ ............... 11893 1599 Do.................... ................. Senate.. 1163 Fifty-fifth..... First.... 21897 1533 Do.................................. . do..... 2 19 Fifty-second.. Second.. 11898 1326 Do......... ...... ................ ........... . . ....... ....... . ........ 11899 1597 Do..................... .. ........ .......... ...... ................ ........ 1 1902 1198 Do........... -.................. . .... .. . ..... . ..-- ---.. ....... 11908 1352 Do..........-- ---...--.............. .. I .-- - "-"-' ---......... - -11909 1356 Fernandina Harbor 3.................. House.. 388 Fifty-ninth... First........... Do ................................................ .............. 21910 404 Do ................................... ........................ ....... 2 1908 1358 1 No maps. 2 Contains maps. S Basis of project adopted by Congress. A survey of the entrance during the past year shows that the progressive movement of "the middle ground" between the jetties continued seaward at a rate of about 350 feet during the year, with shoaling at the outer end of Pelican Bank and with shoaling on the south side of the north jetty. The water is naturally deepening along the Tiger Island ranges, and dredging amounting to 356,176 cubic yards was done by the dredge Savannah during the last fiscal year, and in future will be along this range. Repairs to 450 feet of South Jetty were also made during the past year under contract with R. G. Ross, of Jacksonville, Fla. Two stone jetties have been constructed by contract and a United States seagoing dredge provided, which together produced a naviga- ble channel with a minimum width of 400 feet and a controlling depth of 21.5 feet at mean low water on the sailing ranges, at the entrance; in the harbor proper, a channel 400 to 600 feet wide, with a controlling depth of 20 to 24 feet. Before the improvement of Cumberland Sound in 1879, which con- stitutes 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 1913 amounted to 552,865 short tons, with a value of $9,697,281. The chief articles of export are lumber, phosphate rock, naval stores, and fish. 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. It is proposed to apply the available balance and additional appro- priation recommended to such dredging as may be necessary to RIVER. AND HARBOR IMPROVEMENTS. 577 maintain an ample, channel, easy of navigation, and to make such repairs to the permanent structures as from time to time may become necessary. July 1, 1913, balance unexpended___________________________ $66, 644. 22 June 30, 1914, amount expended during fiscal year, for maintenance of improvement --------------------------------------------- 37, 478. 59 July 1, 1914, balance unexpended .________--------------------- 29, 165. 63 July 1, 1914, outstanding liabilities_____________________ ___- 756. 05 July 1, 1914, balance available- - - - 28, 409. 58 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement---------------- 150, 000.00 (See Appendix O 14.) 15. St. Marys River, Ga. and Fla.-This river has its source in the Okeferiokee Swamp and flows, first, in a southerly direction, and thence due north, thence in a southeasterly direction, and empties into Cumberland Sound, about 3 miles north of Fernandina, Fla. It is connected with the sea over Cumberland Sound, with a low- water depth of 22 feet. Its length is about 180 miles, and forms the boundary betwee.n this portion of Georgia and Florida. The lower portion of the river is a deep tidal estuary, with an aver- age width of 1,000 feet for the first 10 miles and 400 feet for the next 20 miles. The river then gradually becomes narrower, until it reaches a width of 150 feet at the Atlantic Coast Line Railroad bridge, 55 miles above the mouth. The mean depth of the river for the first 35 miles is 20 feet at mean low water, only about 2 miles of this distance having a less depth. The controlling depth in this sec- tion is 13.5 feet. Between a point 35 miles above the mouth and Kings Ferry, 2 miles beyond, the average depth is 18 feet at mean low water, and from this latter point to the Atlantic Coast Line Railroad bridge, the mean depth decreases until the bridge is reached, where the least depth is 8 feet. No examination or survey has been made above this point. The river is a tidal stream, the mean rise and fall of the stream varying from 5.9 feet at the mouth to 1.4 feet at the Atlantic Coast Line Railroad bridge. The effect of the ebb tide is felt for about 25 miles above this bridge. An act of Congress, approved December 23, 1880, authorized a fixed span bridge at the point now crossed by the Atlantic Coast Line Railroad, and declared this crossing to be the head of naviga- tion. The act provided for the passage of timber rafts, and re- served the right to alter the bridge in the interest of navigation. The river can be navigated for some distance above this bridge. The river and harbor act of July 25, 1912, adopted a project pro- viding for the dredging of a channel 17 feet deep at mean low water, and 200 feet wide from its mouth to Crandall, a distance of 12 miles, at an estimated cost of $14,450, and the clearing of the channel of snags and similar obstructions, to such point above Kings Ferry, 37 miles from the mouth, as may be practicable, with the sum of $5,000, 1 Exclusive of the balance unexpended July 1, 1914. 60993--ENG 1914----37 578 OENGINEERS, BREPORT OF THE CHI'EOF U. S. ARMEY. making a total estimated cost of $19,450. The total amount of the estimate for carrying out the improvement was appropriated. There has been expended for the accomplishment of this project to June 30, 1914, $14,957.84. No liabilities. The river and harbor act of March 4, 1913, provided for an ex- amination and survey of St. Marys River, with a view to obtaining a depth of 22 feet from deep water at its junction with Cumberland Sound up said river to the western corporate limits of the city of St. Marys. This survey will be made during the present season. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. St. Marys River..................... .... House... 697 Sixty-second.. Second.. ........ No work has been done during the fiscal year. The,project has been completed and only maintenance work is necessary. The commerce for the calendar year of 1913 amounted to 53,400 short tons, mostly lumber, valued at $1,627,344. July 1, 1913, balance unexpended ______________________ - 047. 00 $_____ $7, June 30, 1914, amount expended during fiscal year, for works of improvement---------- - ------ 2, 554.84 July 1, 1914, balance unexpended ... . 4, 492. 16 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-_ 1 000. 00 '5, ------------ (See Appendix O 15.) 16. Inside Waterway, between Savannah, Ga., and Fernandina, Fla.-By the use of tidal estuaries and creeks connecting the sounds, there is a continuous navigable waterway between Savannah, Ga., and Fernandina, Fla., not exposed to ocean waves, except to a certain extent when crossing the wider and more exposed sounds. Vessels have not always used the same route. In its natural condition the usual route afforded a depth of not less than 3 feet at extreme low water. This minimum depth occurred at only a few points; else- where the depth was ample. The mean rise and fall of tide varies at different localities from 6.5 to 8 feet. The improved route has been modified since the beginning, some- times by special projects for which separate appropriations were made, and at other times by modifications made in the ordinary course of maintenance. The effect of these changes has been to shorten the route, or to make it easier of navigation, or to afford greater shelter. Its length, as it exists at present, from Savannah, Ga., to Fernandina, 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 579 Fla., is 151 miles. Touching at Darien increases the distance by 8 miles, and at Brunswick by 10 miles. The river and harbor act of 1882 adopted a project to connect Rom- erly Marsh Creek with Wassaw Sound by a canal with a width of 48 feet and a depth of 7 feet. Estimated cost, $38,720. There was expended on this project $42,108.77, besides $5,000 con- tributed by the Georgia & Florida Steamboat Co. The river and harbor act of 1888 adopted a project for Jekyl Creek to obtain a channel 7 feet in depth and 50 feet in width through the shoals by the construction of training walls at the mouth, and ex- tension of a dam to close Mud River. Estimated cost, $25,323. There was expended on this project $24,000. The river and harbor act of 1892 adopted a project for the whole waterway, providing for a navigable depth of 7 feet. Estimated cost for construction $105,000, provided the entire sum be made available at one time. Cost of maintenance not included in this estimate. The appropriation was not made in one amount, but extended to act of March 3, 1905, and the work was not completed within the estimate. The amount expended on this project was $203,164.40, of which $134,776.21 was for maintenance. The river and harbor act of March 3, 1905, adopted a project for the improvement of Skidaway Narrows, by a channel 6 feet in depth at low water and 75 feet in width, connecting Burnside and Isle of Hope Rivers. Estimated cost $55,000. This change shortened the route by way of Romerly Marsh by about 6 miles, and is better pro- tected from the sea. There was expended on this project $55,000. The river and harbor act of July 12, 1912, adopted a project which provides for a continuation of the improvement to the same general depth of 7 feet at mean low water, but with a widening of the channel from a minimum width of 50 feet to a uniform width of 150 feet. It also provides for a departure from the main route, as it previously existed, in two instances: First, from Romerly Marsh to Skidaway Narrows, and, second, from Mud River to Front River, and also for the improvement of auxiliary channels, as follows: Three-mile Cut, near Darien, on the branch route between Darien and Brunswick, with a depth of 7 feet at mean low water; route around St. Simons and St. Andrews Sounds, affording a low-water depth of 3 feet, and a branch route to reach the wharves along the southerly end of Cum berland Island, affording a low-water depth of 8 feet. The plan also provides for including the proposed route by way of Club and Plan- tation Creeks as an integral part of the improvement. The improve- ment of the Club and Plantation Creeks route has since been com"- pleted. The estimated cost of the improvement is $237,700. This includes the amount necessary to complete the Club and Plantation Creeks improvement, viz, $20,700, which amount was provided in the river and harbor act of June 25, 1910. The estimates should therefore be reduced to $217,000. This provided for the payment of $75,000 to- ward the purchase of a dredge to use upon this route and in the improvement of the Savannah River below Augusta, Ga., but due to the delay in adopting the project the necessary plant for the Savannah River had already been acquired. This is the present project. 580 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The total amount spent under this project to June 30, 1914, was $13,464.80 for improvement. Liabilities, $5,385.31. The total amount expended for improvement, up to June 30, 1914, including amounts expended for improving certain creeks, was $342,737.97. Maintenance, $134,776.21, since the project of 1892. Liabilities, $5,385.31. Amount received from proceeds of sale of Government property, $25. References to examination, or survey reports and maps or plans (including project documents). Annual report Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Romerly Marsh ........ .......... ............................ ......................... 1881 1160 Jekyl Creek.............................................. ............... .... .. . ........... 1881 1162 Inside waterway............................... .... 1892 1309 Do.'.......... ............... I House... 141 Fifty-second.. First.. ... ....... Frederica River............................do..... Club and Plantation Creeks .............. ... do.... 1220 Fifty-eighth... Second.. 159 ..... do.......... do..... 11904 1904 1674 1669 Sk idaway Narrows ...-.. ......... ....2. . .. do..... 450 .... do ...... .. do..... 1904 1680 Savannah, Ga., to Fernandina, Fla. -..... do ..... 1236 Sixtieth..... .. do... .. .......... Do--................ .... .. ....... ................................... 1911 1620 1Contains maps. 2 No maps. a Basis of project adopted by Congress. The project depth of 7 feet at mean low water has been obtained throughout the route. Recent surveys and examinations along the route show that the controlling depths at all points where it is less than 7 feet at mean low water are as follows: Big Mud River 5.6 feet (this portion of the route is to be replaced by the Front River route) ; Little Mud River 5.8 feet. There are a numer of places still remaining where the project width has never been obtained, but the project of 1892 may be regarded as completed, as project depths and ,widths have already been obtained at times at all above localities. The project depth and width were obtained at Skidaway Narrows and reestablished at Florida Passage and Jekyl Creek and the southern mouth of Three Mile Cut opened up to project depth by dredging under contract during the past fiscal year. The dredging of Creighton Narrows Cut to establish the Front River link in the waterway was started, 1,635 feet of cut being opened up with half project width. Construction of a 12-inch hydraulic dredge with tender and aux- iliary plant was started, all of which is to be built at the United States navy yard, Charleston, S. C. The value of the commerce passing over this route was estimated, in 1890, at between $200,000 and $300,000 per annum. Four combined freight-and-passenger steamers run over portions of the route between Darien and Fernandina, and two in the vicinity of Savannah. A large number of barges, towed by tugs, transport naval stores, crossties, lumber and timber to Brunswick and Savannah and take away miscellaneous freight; in addition, a large amount of lumber and timber amounting to 79,199,500 feet b. m., valued at $1,215,980, was collected and rafted on the various rivers entering EIVER AND HARBOR IMPROVEMENTS. 581 this route and carried to points situated thereon. Practically all the freight carried on this route is upon detached sections. During the calendar year 1913 the commerce amounted to 87,634 short tons of miscellaneous products, valued at $3,657,375. In addi- tion, 96,000 passengers were transported and 44 ocean-going vessels towed over a portion of this route. It is impracticable to determine the effect of this improvement upon freight rates. It is proposed to apply the available balance and the additional appropriation recommended toward carrying out the new project, provided by the river and harbor act of July 25, 1912, and toward maintaining a depth in accordance with the same project throughout the route by dredging and the extension of the existing regulation works where necessary. July 1, 1913, balance unexpended$------------------------------167, 518. 73 Amount received from proceeds of Government property---------- 25. 00 167, 543. 73 June 30, 1914, amount expended during fiscal year: For works of improvement --------------------- $17, 343. 05 For maintenance of improvement----------------- 23, 640. 48 40, 983. 53 July 1, 1914, balance unexpended------------------------------- 126, 560. 20 July 1, 1914, outstanding liabilities ------------------------------ 5, 385. 31 July 1, 1914, balance available---------------------------- __ 121, 174. 89 July 1, 1914, amount covered by uncompleted contracts----------- 49, 752. 00 Amount (estimated) required to be appropriated for completion of existing project-------------------------------------------- 77, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement --------------------------- 77, 000. 00 (See Appendix O 16.) 17. Removing sunken vessels or crafts obstructing or endangering navigation.-There was expended during the fiscal year the sum of $501.27 for the removal of steamer Katie belonging to the Augusta- Savannah Steamboat Co., Augusta, Ga., which sank in Savannah River near Augusta, Ga. on September 7, 1913. The above work was done by Government plant. (See Appendix O 17.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations and surveys required by the river and harbor acts approved July 25, 1912, and March 4,; 1913, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engi- neers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 1. Preliminaryexamination of Tugaloo River, Ga. and S. C., from the mouth of Panther Creek to the head of Chandlers Shoals, swith a view to its improvement by means of open-channel work.-Report dated January 16, 1913, with maps, is printed in House Document 1Exclusive of the balance unexpended July 1, 1914. 582 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. No. 125, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 2. Preliminary examination and survey of Savannah Harbor, Ga., with a view to providing an adequate turning basin.-Reports dated May 29 and October 9, 1913, with map, are printed in House Docu- ment No. 290, Sixty-third Congress, first session. A plan of im- provement at an estimated cost of $154,000, subject to certain speci- fied conditions, is presented. 3. Preliminary examination,with plan and estimate of cost of im- provement, of Generals Cut, near Darien, Ga.-Report dated June 6, 1913, with map, is printed in House Document No. 581, Sixty-third Congress, second session. A plan of improvement to the extent of removing snags, logs, and similar obstructions, at an estimated cost of $1,000, is presented. 4. Preliminary examination and survey of Fig Island or Screven Ferry Cut, connecting the forks of the Savannah River at Savannah, Ga.-Reports dated December 8, 1913, and February 5, 1914, with map, are printed in House Document No. 1029, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. The local officer was also charged with the duty of making other preliminary examinations and surveys provided for by the river and harbor act approved March 4, 1913, as follows, and reports thereon will be duly submitted when received: 1. Brunswick Harbor, Ga., with a view to securing increased depth of channel. 2. St. Marys River, Ga., with a view to obtaining a depth of 22 feet from deep water at its junction with Cumberland Sound, up said river to the western corporate limits of the city of St. Marys. 3. Savannah River from Savannah to Augusta, Ga., with a view to securing increased depth of channel. 4. Savannah River at and above Augusta, Ga. IMPROVEMENT OF RIVERS AND HARBORS IN THE JACKSONVILLE, FLA., DISTRICT. This district was in charge of Maj. J. R. Slattery, Corps of Engi- neers, until December 22, 1913, and of Maj. W. B. Ladue, Corps of Engineers, since that date. Division Engineers Col. Dan C. King- man, Corps of Engineers, until October 11, 1913; Col. W. C. Langfitt, Corps of Engineers, from December 27, 1913, to June 16, 1914, and Col. John Biddle, Corps of Engineers, since that date. 1. Channel between St. Johns River and Cumberland Sound, Ga., and Fla., by way of Sisters Creek.-Commencing at the St. Johns River' this waterway follows the following creeks and waterways: Sisters Creek to Fort George River; Fort George River to Gunnisons Cut; Gunnisons Cut to Saw Pit Creek; Saw Pit Creek to Nassau Sound; Nassau Sound to South Amelia River; South Amelia River to Kingsleys Cut; Kingsleys Cut to Amelia River, and Amelia River to Cumberland Sound. The point at which the waterway leaves the St. Johns River is 6 miles from the sea end of the jetties at the entrance to the St. Johns River and 21 miles from Jacksonville. The RIVER. AND HARBOR IMPROVEMENTS. 583 point at which it enters Cumberland Sound is about 32 miles from the sea end of the jetties at the entrance to Cumberland Sound and is nearly opposite the town of Fernandina. The total length of the waterway is 29 miles. Tidal influence is felt at all portions of the waterway in varying degrees. The mean variation at the point where it enters the St. Johns River is about 42 feet and at the point where it enters Cumberland Sound 6 feet. No formal project for this improvement has ever before been adopted, but between 1828 and 1880 the sum of $97,565.55 was ex- pended by the United States in dredging Kingsleys and Gunnisons Cuts and in dredging various shoals between Nassau Sound and the St. Johns River. As a result of this work a narrow, tortuous chan- nel, 4 feet deep at mean low water, was secured. Shoaling has oc- curred in points along the waterway so that at the present time there is only 2 feet of water available at mean low water. The navigation of the waterway is, furthermore, seriously hindered by the numerous sharp bends. The existing project was adopted by the river and harbor act ap- proved March 4, 1913, and is based on plans submitted in House Document No. 898, Sixty-second Congress, second session. (Does not contain maps.) The project provides for the construction of a channel 7 feet deep and 100 feet wide on bottom, following the natural routes described by the district officer in his report printed in above-named document at an estimated cost of $101,000 for the first construction and $1,000 per annum for maintenance. The act made an appropriation of $50,000 and authorized contin- uing contracts for the completion of the project in the further sum of $51,000, yet to be appropriated. No modification has been made in the existing project. A report on survey of this waterway may be found in the Annual Report of the Chief of Engineers for 1875, Part II, pages 48 to 59. Work under continuing contracts began October 13, 1913, and was still in progress at the close of the year. A total of 874,912 cubic yards of material, including a number of logs, was removed, forming a channel of project dimensions from the St. Johns River to a point very near the location of old Gunnisons Cut, a distance of 64 miles. None of the work done was for maintenance. The expenditures made during the year amounted to $47,257.36. The total expended on existing project up to the close of the fiscal year ending June 30, 1914, was $47,299.86. The total amount expended on all projects to the end of the fiscal year 1914 was $144,865.41. The project is about 70 per cent completed. The available depth along the portion of the channel where work has been done has been increased from 2 feet to 7 feet at mean low water and the width from 50 feet to 100 feet and many sharp bends have been eliminated. The northerly portion of the channel through Gunnisons Cut and from there to Cumberland Sound remains in its former condition and affords a least depth of 22 feet at mean low water and a width of 50 feet. It is anticipated that during the coming year work under the continuing contract will be completed, giving a channel of full project dimensions throughout. 584 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The maximum draft that can be carried June 30, 1914, over the shoalest part of the locality under improvement is 2 feet at mean low water. The mean tidal range varies from 4 to 6 feet. The commerce for the calendar year 1913 amounted to 27,612 short tons, valued at $147,850, consisting principally of crossties, logs, lum- ber, and piling, and fish, oyster, and other sea food. There are no regular boats in the trade owing to lack of sufficient channel depth. The improvement is valuable as part of the system of inland water- ways, and is used to a large extent by tourist yachts and other boats passing up and down the coast. The improvement in its present condition has had no effect on freight rates. It is proposed to apply the amount on hand and available in pay- ment for work done under continuing contracts now in force, in mis- cellaneous and office expenses during the fiscal year ending June 30, 1916, and to work of maintenance, by contract, unless Government plant is available. No additional appropriation is deemed necessary at this time. July 1, 1913, balance unexpended--------------------------- $49, 957. 50 June 30, 1914, amount expended during fiscal year, for works of improvement- --------------------------------------- 47, 257. 36 July 1, 1914, balance unexpended--------------------------------2, 700. 14 July 1, 1914, outstanding liabilities------------------------------ 27, 635. 89 July 1, 1914, balance available---------------------------------24, 935. 75 Amount appropriated by sundry civil act approved Aug. 1, 1914 . -- 51, 000. 00 Amount available for fiscal year ending June 30, 1915-------------26, 064. 25 July 1, 1914, amount covered by uncompleted contracts------------ 18, 008. 08 Amount of continuing contract authorization, act of Mar. 4, 1913 ... 51, 000. 00 Amount appropriated under such authorization-------------------- 51, 00. 00 (See Appendix P 1.) St. Johns River, Fla.--This river has its source in the Halpatiokee swamps, which lie south of Saw Grass Lake and northeast of Lake Okechobee. The general direction of flow is north until a point is reached a few miles north of Jacksonville, from which point the general direction of flow becomes east until the river empties into the Atlantic Ocean at Mayport, Fla. The total length of the river from Saw Grass Lake to its mouth is 280 miles. A draft of 30 feet can be carried into the mouth of the river from the Atlantic Ocean. For purposes of improvement the river has been divided into four reaches, known, respectively, as-- The St. Johns River, Fla., general improvement. The St. Johns River, Fla., opposite the city of Jacksonville. The St. Johns River, Fla., Jacksonville to Palatka. The St. Johns River, Fla., Palatka to Lake Harney. 2. The St. Johns River, Fla., general improvement.-This work includes the improvement of the bar at the river mouth and the im- provement of the channel from the bar to Jacksonville, a distance of 27.5 miles. The entrance to this river is 21.7 statute miles from the entrance to Fernandina Harbor, Fla., and 122 statute miles from RIVER AND HARBOR IMPROVEMENTS. 585 the entrance to Savannah River, Ga. Before improvement there was a varying channel across the bar, sometimes 5, sometimes 7 feet deep, shifting in location through a north and south range of 1 mile. Be- tween the bar and Jacksonville the channel had a minimum usable depth at mean low water (at Dames Point) of 11.5 feet, and was about 150 feet wide. The range of tide is 5.22 feet at the bar, 4.3 feet at Mayport, 1.8 feet at Dames Pbint, and 0.8 foot at Jacksonville. The original project for improvement, adopted in 1879, contem- plated a channel 15 feet deep at mean low water over the bar. This was to be obtained by dredging and building training walls in the river and by building two stone jetties at the entrance, 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. When the permanent increase in depth over the bar had been se- cured, a project was submitted in 1892 contemplating securing a chan- nel 18 feet deep at mean low water from the bar to Jacksonville. This project was carried through under the direction of the War Department by the county of Duval. It was completed in 1894. In 1896 a project was adopted providing for a channel from Jackson- ville to the ocean 24 feet deep at mean low water and 300 feet wide. The amount expended on original and modified projects prior to operations on existing project was $3,994,394.89, of which $175,175.99 was for the construction of a seagoing dredge and $543,398.52 was for work of maintenance. With the expenditure for work of maintenance the work of restor- ing the jetties to their original heights was completed, excepting the middle portion of the north jetty, which was left below its effective height, and the channel through Mile Point Cut, White Shells Cut, Fulton Cut, Clapboard Creek Cut, and St. Charles Creek Cut was re- stored to the original depth of 24 feet for a least width of 150 feet. During the course of maintenance dredging in St. Charles Creek Cut was done to a depth of 30 feet, as called for under the new project. The project was nearly completed, and contracts were in force under it when the existing project was adopted. The existing project was adopted by the river and harbor act of June 25, 1910, and provides for a channel 30 feet deep and 300 feet wide from Jacksonville to the ocean, following generally the lines of the 24-foot channel, increasing in width to as much as 600 feet at the bends and through the jetties, as outlined in House Document No. 611, Sixty-first Congress, second session (with maps). The total estimated cost of the work is $2,852,000, which includes the widen- ing of the channel opposite Mayport to 800 feet in excess of the chan- nel width to a depth of 27 feet, to provide an anchorage basin for vessels awaiting favorable weather. No modification has been made in the existing project. 586 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including .roject documents). Annual reports Congressional documents. of Chief-of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. House... Entrance 1............................. 1 Thirty-third.. First...... ... Jacksonville tobar 1.... ........ ...... ...... ........ ............ 1872 ............ 672-677 Entrance ............. ........................ . ..................... 1878 581-586 Do.2.................... ........................................ 1879 767-792 Jacksonville to ocean 2.................House... 346 Fifty-third... Third... 1895 1586-1604 Do.2 a................. ............ ... do..... 611 Sixty-first.... Second............... 1 No maps. 2Contains maps. 8Basis of project adopted by Congress. During the fiscal year the following dredging work was done under contract: White Shells Cut was completed to project width, but not to project depth on account of rock being encountered, which, with a portion of the overlying material, the contractor has so far been unable to remove. The available depth through this shoal is 26.5 feet at mean low water. At the end of the year work was in progress on the upper portion of Mile Point Cut. This work had not progressed far enough to increase the available depth over the shoal- est portion, which has decreased to 22.5 feet at mean low water. since the 24-foot depth was restored in October, 1913. Work in the west- erly half of the rock shoal at Trout Creek Cut began in November and progressed through a length of 3,226 feet of the cut. Project depth has not been obtained throughout and considerable redredging will be necessary. The easterly half of this cut was completed during the previous fiscal year. The available depth across this shoal has not been increased and is now 29.6 feet at mean low water. Work under contract for restoring the middle portion of the north jetty at the entrance to its former height was completed in December, 1913. With Government dredges, the following work was done during the year: Work with the dredge Key West was in progress at Wards Bank Cut and Bar Cut from September 18 until the close of year. The dredge Sumter, loaned by the Charleston, S. C. district, worked in Wards Bank Cut from June 6, 1914, until the close of the year. The result of the work of these dredges was to materially increase the general depth over the bar shoal, leaving a least depth of 26.7 feet at mean low water, an increase of 1.2 feet over last year, and to increase the depth at the lower end of Wards Bank Cut, where shoal- ing has heretofore been most troublesome. Shoaling has occurred at the upper end along the westerly side so that the available depth is no greater than last year and the width of the channel has been slightly decreased. The new 18-inch dredge Major J. C. Mallery, which was purchased early in the year, began dredging at Mile Point Cut October 15. This dredge worked at Mile Point, Dunns Creek, Brills, Dames Point, and Arlington Cuts during the year. Dredging was still in progress at Arlington Cut at the close of the fiscal year. The dredging at Mile RIVER AND HARBOR IMPROVEMENTS. 587 Point Cut was maintenance work to restore the depth of 24 feet. Dunns Creek and Brills Cuts were completed to the project dimen- sions. At Dames Point Cut rock was encountered which prevented the attainment of the full depth throughout the cut. Rock was also encountered in Arlington Cut with the same result. The available channel depth in Dames Point Cut is 30 feet and more over the greater portion, but on shoals overlying rock areas less than 27 feet is found. The least depth within channel limits is 25 feet at mean low water. The channel at Arlington Cut was dredged 150 feet wide for a distance of 2,673 feet from the upper end along the westerly side of the cut. On account of the rock encountered, the depth at- tained was less than the project depth in many places. The available depth over the portion dredged is 27 feet. A gasoline tender for the dredge Major J. C. Mallery was under construction. This boat was about 33 per cent completed at the close of the year. Two fuel barges were purchased and a fuel barge and a water barge were constructed during the year for use with the dredges operating on this river. The expenditures during the year amounted to $576,365.39, of which amount $87,606.54 was for maintenance. Receipts during the year amounted to $1,071.39, of which $21.33 was received for inspec- tion of material dumped by private parties. The sum of $1,843,278.11 has been expended on the existing project to June 30, 1914, of which amount $212,187.12 was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 was $5,837,673. The existing project was .about 60 per cent completed on June 30, 1914. The maximum draft that can be carried at mean low water is 22.5 feet, shoaling having occurred in the Mile Point Cut to this ex- tent. The mean rise of the tide in this cut is 4 feet. The commerce for the calendar year 1913 amounted to 2,562,043 short tons, valued at $71,244,326, consisting of coal, cement, ferti- lizers, fertilizer material, fruits, lumber, merchandise, phosphate, oils, steel rails, vegetables, etc. The increase in tonnage over the pre- ceding year amounted to 16.2 per cent. Were it not for the improvement freight rates from Florida to northern points would be 50 per cent greater than they are. The work on previous projects has resulted in establishing favor- able rates for this port, which permit it to reach far into the Middle West. In its incomplete state the present project can not be said to have had any effect on freight rates nor on the establishment of new business, though in anticipation of deeper water the farseeing men in the city are striving to have adequate terminals to handle the large business which is expected with the completion of the project. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1916 ($577,000), as follows " Operating the Government dredges Key West and Major J. C. Mallery and dredge loaned from another district one year; taking up by contract excavation of rock and overlying material which can not be removed by the usual type of pipe-line dredge in White Shells, Dames Point, and Arlington Cuts; and taking up training wall and shore protection by contract. 588 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended- -------------------------- $844, 183. 30 Receipts from sales --------------------------------------- 1, 050. 06 Received from Florida East Coast Ry. for inspection service------- 21. 33 845, 254. 69 June 30, 1914, amount expended during fiscal year: For works of improvement------------------ $488, 758. 85 For maintenance of improvement--------------- 87, 606. 54 576, 365. 39 July 1, 1914, balance unexpended ---------------------------- 268, 889. 30 July 1, 1914, outstanding liabilities--------------------------- 62, 319. 11 July 1, 1914, balance available-----------------------------206, 570. 19 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------ ------------ 200, 000. 00 Amount available for fiscal year ending June 30, 1915-----------406, 570. 19 July 1, 1914, amount covered by uncompleted contracts ----------- 159, 292.41 Amount (estimated) required to be appropriated for completion of existing project------------------------------------- ' 577, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement----------- ------------ 1577, 000. 00 (See Appendix P 2.) 3. St. Johns River, Fla., opposite the city of Jackksonville.-The section of the river covered by this project lies between the Florida East Coast Railway bridge and Hogans Creek, and is 1.2 miles in length. The lower end of the section is 27 miles from the mouth of the river. Before improvement ample depths existed in this portion of the river through a channel of considerable width, but the pier- head line was established some distance shoreward of this deep-water channel, and between said channel and the pierhead line there was a rock reef with only from 14 to 15 feet of water over it at mean low water. For description of the St. Johns River, see page 584. The original project, which is also the existing project, was adopted by the river and harbor act of March 2, 1907, and provides for dredging to a depth of 24 feet at mean low water the area lying be- tween the 24-foot curve in the river and the pierhead line between the Florida East Coast Railway bridge and Hogans Creek at an estimated cost of $371,000; increased June 30, 1909, to $586,300. This project is based on report of preliminary examination printed in House Document No. 663, Fifty-ninth Congress, first session. (No maps.) No modification has been made in the existing project. There were no operations during the year and no expenditures were made. There had been expended under this project up to the close of the fiscal year ending June 30, 1914, $486,500, none of which was for maintenance. This project ,is completed. As a result of the im- provement 24 feet of water is available between the pierhead line and deep water in the river all along the city's water front from the Florida East Coast Railway bridge to Hogans Creek. 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 589 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, Fla. The work so far completed has not had any effect on freight rates. No funds are required for the year 1916, as no maintenance opera- tions are likely to be needed that soon. (See Appendix P 3.) 4. St. Johns River, Fla., Jacksonville to Palatka.-This improve- ment, previous to the passage of the river and harbor act of June 25, 1910, was reported upon under the title "Improvement of St. Johns River at Orange Mills Flats, Fla." For general description of the St.' Johns River, see page 584. The length of this section of the river is 55 miles. Jacksonville, at the lower end of this section, is 27 miles from the Atlantic Ocean. Before improvement there were four shoals between Tocoi and Palatka. These were Tocoi Shoal, with a least depth of 11.1 feet; Racy Point Shoal, with a least depth of 9.3 feet; Orange Mills Flats, with a least depth of 9.8 feet, and Forresters Point Shoal, with a least depth of 11.6 feet, referred to the plane of mean low water. The channel width was indeterminate over the broad flat shoals. The original project, which is likewise the existing project, was adopted March 3, 1899, and contemplated dredging a channel 200 feet wide and 13 feet deep through the shoals named, at an originally estimated cost of $120,000, increased in 1906 to $185,000. This project is based upon a report of an examination and survey printed in House Document No. 523, Fifty-fifth Congress, second section. (No maps.) No modification has been made in the existing project. References to ewamination or survey reports and maps or plans (including project documents). Annual report; Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Orange Mills Flats 1 ................. House... 240 Fifty-first.....Second.. 1891 1666-1670 Do................. ...... .... ......... ..... do .... 347 Fifty-third.... Third .. 1895 1560-1564 Do.2 ................................. .... ... 1900 1974-1978 Do.2 3 ............ ................ . House... 2 523 Fifty-fifth.... Second.. .... ......... 1No maps. 2Contains maps. 3Basis of project adopted by Congress. The amount expended during the fiscal year was $22,110.11, of which amount $17,446.74 was expended in repairs and alterations and additions to the dredge Florida and other contingent expenses, and the balance, $3,936.29, was expended in completing the channel through Racey Point Shoal to the project width of 200 feet and the 590 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. project depth of 13 feet, and in restoring project depth where shoal- ing had occurred in the previously dredged channel at this locality. The work was done by the use of Government plant. At the request of the Cummer Lumber Co. and by authority of the Secretary of War, the dredge Florida worked in Trout Creek, a tributary of the St. Johns River about 30 miles above Jacksonville, from January 15 to 23, 1914, and removed 36,058 cubic yards of material from the channel of this stream. The cost of the work was $727.08, which amount plus 10 per cent the Cummer Lumber Co. paid to the United States. The amount expended on the work of the existing project up to the close of the fiscal year ending June 30, 1914, was $199,367.08, of which amount $35,890.06 was for work of maintenance. The project was 93 per cent completed at the close of the fiscal year. The work done has been of material benefit to navigation. The maximum draft that could be carried over the shoalest part of the improvement June 30, 1913, was 13 feet. The widths of the 13-foot channels through the shoals are as follows: Feet. Tocoi Shoals---------------------------------------- 200 Racey Point Shoal-------- --------------------------------- 200 Orange Mills Flats .--- ------------------------------------- 200 Forresters Point Shoal-----------------------------------------160 The usual variation of level of water surface due to freshets is 3 feet. The mean range of tide is 0.9 foot. The distance from Jacksonville to Palatka is 55 miles. The river is navigable to Lake Washington, a distance of 276 miles. The head of steamboat navigation at present is Lake Poin- sett, 252 miles from the mouth of the river. 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 to 13 feet has not, as 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 material to Jacksonville, would, it is thought, raise the freight rates. The commerce for the year amounted to 145,354 short tons, val- ued at $4,822,843, consisting principally of crate material, fertilizers, fruit, grain, groceries, logs, lumber, merchandise, naval stores, and vegetables. The commerce apparently decreased 29.5 per cent during the year. It is proposed to apply the amount estimated as a profitable ex- penditure for the next fiscal year to work of continuing improve- ment and for maintenance. July 1, 1913, balance unexpended--------------------- ---------- $21, 383. 03 Received from rent of United States dredge- --------------------- 727. 08 22, 110. 11 June 30, 1914, amount expended during fiscal year, for maintenance of improvement---------------------------------------- 22, 110. 11 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914----------------- ---- -- 5, 000.00 Amount available for fiscal year ending June 30, 1915 ---.---.-- 5, 000. 00 RIVER AND HARBOR IMPROVEMENTS. 591 Amount (estimated) required to be appropriated for completion of existing project ------------------------------------------- $21, 522. 98 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance- --__ 15, 000. 00 (See Appendix P 4.) 5. St. Johns River, Fla., Palatka to Lake Harney.-For general description of the St. Johns River, see page 576. The length of this section of the river is 115 miles. Palatka, at the lower end of this section, is 83 miles from the mouth of the river. Before improve- ment there was a shifting channel through Volusia Bar with depths of from 3.5 to 4.5 feet at mean low-water stages. There were a num- ber of shoals at various points along the river, and several very sharp bends that rendered navigation difficult. Prior to the passage of the river and harbor act of June 25, 1910, only that portion of this stretch of river between Lake George and Lake Monroe was under improvement and this improvement was re- ported upon under the title "Improvement of Volusia Bar, Fla." The original project for this improvement, adopted in 1879 and modified in 1887, provided for the construction of two converging jetties and for dredging at Volusia Bar, 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 has continued, it has been found necessary to dredge from time to time in order to maintain the re- quired depth. The total amount expended on the original and modified projects was $50,838, of which $25,838 was for work of maintenance. The existing project, adopted by the river and harbor act of June 25, 1910, contemplates securing a charnel 8 feet deep and 100 feet wide from Palatka to Sanford and 5 feet deep and 100 feet wide from Sanford to Lake Harney, 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. (Contains maps.) No modification has been made in the existing project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. - . House or No. Congress. Session. Year. Page. Senate. Lake George to Lake Monroe ........... ......... ... ... .... ........ . 1 1879 795-798 Lake Monroe to Lake Harney.......... Senate.. 65 Forty-eighth.. First.... 1 1884 1138-1142 Do. ........ ............... .. do..... 1111 Sixtieth...... do.... ......... 1Contains maps. 2 Basis of project adopted by Congress. The expenditures during the year amounted to $31,000.82, of which amount $16,910.78 was for maintenance. The work accomplished xExclusive of amount available for fiscal year 1915. 592 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. was done by the use of Government plant, and is shown by the fol- lowing table: Miles Depth of Location of shoal. al ove channel Length. Width. Yardage. Palatka. dredged. Feet. Feet. Feet. Little Lake George'... . .. . . . . . . . . . . . . . . . . . . .. .. .. 23.2 9 { 902 10 10,718 Alco Shoal............ ......................... 52.0 9 1,066 110 8,604 Beresford Cut Off2.................................. 72.0 8 327 100 5,711 Blue Springs Shoal.................. ..... ............... 74.3 9 500 60 2,444 Starks Landing Shoal................... .......... 74.7 9 700 110 5,754 Barbers Reach Lower Shoall ............. ......... 80.5 10 905 1 10,265 Barbers Reach Upper Shoal'l....................... 80.7 9 700 60 4,666 Lake Monroe Lower Bar............ ............. 88. 5 9 2,186 110 51,067 Lake Monroe Upper Bar1.......... .. .......... 94. 0 6 1, 666 60 9, 349 Woodwards Shoal ....... ....................... 95.0 6 400 60 888 Lower Geneva Shoall.......... . ~............ 96. 9 6 810 60 11,622 Upper Geneva Shoal l..... ................ ....... 97.3 6 1,379 60 6,504 Ridgeway Shoal l........... .......... ... .. .. 103.6 6 292 110 3,743 Geiger Landings .................... __........ 103.7 6 1,03414 12060 17,178 Mullet Lake Shoall............. .. ............ 104.2 6 1,304 100 10,312 Coffee Landing Shoal 1........... . .......... 104. 5 6 810 120 4, 621 Lemon Bluff Shoal 1............... ......... ... 105.8 6 1,741 100 11,811 Lake Harney Bar 1................. ............... 114.8 6 2,764 110 43,679 218, 936 IMaintenance dredging. 'Work done this year. This cut commenced last year. The amount expended on existing project up to the close of the fiscal year ending June 30, 1914, was $129,449.44, of which amount the sum of $16,910.78 was for maintenance. The total amount expended on all projects for this improvement to the end of the fiscal year 1914 was $180,287.44. The project is 90 per cent completed. The result has been to make navigation materially easier and has enabled the Clyde St. Johns River Line to put on a new and larger boat for its service between Jacksonville and Sanford which could not have navigated this por- tion of the river in its previous condition on account of the,shoal water and sharp bends. Owing to the incomplete condition of the work at Volusia Bar the available depth is no greater than last year. The maximum draft that can be carried at low stage of the river is 7 feet from Palatka to Sanford and 5 feet from Sanford to Lake Harney. The usual variation of water level is 2 feet; the extreme variation 31 to 5 feet. - This section has been improved for its entire length, 115 miles. The river is navigable in fact to Lake Washington, 276 miles above the mouth. The commerce for the year 1913 amounted to 174,045 short tons, an apparent decrease of 17.9 per cent from the tonnage for 1912, valued at $3,549,662, and consisted principally of crate material, fer- tilizers, fruit, grain, groceries, logs, naval stores, potatoes, and merchandise. About 75 per cent of the commerce consists of logs and lumber. Of the commerce of the river, 14,622 tons comes from Oklawaha River and 16,990 tons comes from Crescent Lake and Dunns Creek. RIVER AND HARBOR IMPROVEMENTS. 593 It is proposed to expend the amount estimated as a profitable ex- penditure for the fiscal year ending June 30, 1916, in dredging for continuing improvement and for maintenance. July 1, 1913, balance unexpended ----------------------------$31, 155. 83 June 30, 1914, amount expended during fiscal year, for maintenance of improvement--------- ------------------------------ 31, 000. 82 July 1, 1914, balance unexpended ------------------------------- 155. 01 July 1, 1914, outstanding liabilities ----------------------------- 155. 01 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------ 5, 000. 00 Amount available for fiscal year ending June 30, 1915-------------- 5, 000. 00 Amount (estimated) required to be appropriated for completion of existing project ------------------------------- 16, 971. 35 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance -------- 115, 000. 00 (See Appendix P 5.) 6. Lake Crescent and Dunns Creek, Fla.-Lake Crescent is located in the southern portion of St. Johns and Putnam Counties, Fla.; It is about 14 miles long and varies in width from about 1 to 3 miles, the average width being about 22 miles. Dunns Creek is the outlet of this lake. The creek flows in a northwesterly direction and empties into the St. Johns River about 7 miles above Palatka. The total length of the creek is 81 miles. Before improvement ample depths for steamboat navigation ex- isted both in the lake and the creek except at the lower (northern) end of Crescent Lake, where limiting depths of between 5 and 6 feet are encountered. This shoal and two sharp bends in the creek have in the past hampered navigation. The minimum usable depth from the mouth of the creek to the ocean is 12 feet at mean low water. The project for the improvement of this creek was adopted by the river and harbor act of March 4, 1913, and is based on plans submit- ted in House Document No. 1320, Sixty-second Congress, third ses- sion. (Contains maps.) The project provides for the construction of a channel 8 feet deep and 100 feet wide from the St. Johns River into Crescent Lake, including three cut-offs in Dunns Creek, at an estimated cost of $25,009 for first construction and $1,000 per annum for maintenance, subject to the provision that no part of the money appropriated shall be expended for the purchase of the right of way. No modification has been made in the existing project. Efforts by local interests to secure conveyances for the rights of way required for the cut-offs were being made during the year, but were still unaccomplished at the close of the year, owing to difficulty in locating the various claimants. Work by the United States dredge Florida began on the shoal at the lower end of Lake Crescent at the upper entrance to Dunns Creek on June 25, 1914. A cut 55 feet wide, 92 feet deep, to promote permanency, and about one-third the length of the shoal had been completed at the end of the year, but was not available for use at that time. 1 Exclusive of amount available for fiscal year 1915. 60993 -ENG 1914----38 594 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The total amount expended on the existing project up to the close of the fiscal year was $5,993.32. The maximum draft that could be carried at low stage on June 30, 1914, was 5.4 feet. The head of navigation may be taken to be on Haw Creek, about 6 miles above the point where it enters Crescent Lake. The commerce of this locality in 1913 amounted to 16,990 short tons, valued at $703,447, and consisted principally of citrus fruits, merchandise, potatoes, and wood. The commerce appears to have increased 68.6 per cent during the year. As funds on hand are believed to be sufficient to complete the im- provement and maintain it until March 4, 1915, no estimate of funds other than for maintenance is submitted. July 1, 1913, balance unexpended--------------------------- $25, 000. 00 June 30, 1914, amount expended during fiscal year, for works of im- provement ------------------------------------------- 5, 993. 32 July 1, 1914, balance unexpended------------------------- 19, 006. 68 July 1, 1914, outstanding liabilities----------------------------- 853. 00 July 1, 1914, balance available .---------------------------- 18, 153. 68 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement------------------- 1, 000. 00 (See Appendix P 6.) 7. Oklawaha River, Fla.-This river rises in Lake Griffin, in Lake County, Fla., flows in a northerly direction, and empties into the St. Johns River about 20 miles above Palatka. The total length of the river is 86 miles. The river is narrow, extremely tortuous, and obstructed by shoals. Projects for improvement have embraced the whole river. Before improvement the river was obstructed by snags, accumulations of drift, overhanging trees, and many sharp bends, many of which still remain to be improved. The available depths at ordinary low-water stage to Silver Springs were 4 feet and to Lees- burg 2 feet. A draft of" 8 feet can be carried to the mouth of the river from the ocean. The original project, which is likewise the existing project, was adopted in 1891, and provided for cleaning the river of obstructions so as to give a navigable channel 4 feet deep at mean low-water stage from the mouth to Leesburg, a distance of 94 miles, at an estimated cost of $26,000. The project was modified by the river and harbor act of March 2, 1907, to provide for removing obstruc- tions and deepening the channel so as to afford a depth of 6 feet from the mouth of the river to the head of Silver Springs Run, at an estimated additional cost of $15,000. The river and harbor act approved June 25, 1910, further modified the project so as to pro- vide for the maintenance of the levels in the lake at the head of the stream. The project is based on plans submitted in House Document No. 782, Fifty-ninth Congress, first session. (No maps.) The existing project is therefore to secure a channel 6 feet deep from the mouth of the river to the head of Silver Springs Run, a channel 4 feet deep from the mouth of Silver Spring Run to Lees- burg, and to maintain the levels of the lake at the head of the river. 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVE1VENTS. 595 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. 1. . . . . . . . . . . . ... . . .. .. . . . . . .. .. . . . . . Lake Griffin to mouth ... . ...... 1889 1360-1364 Do.1............ . . . .. .. .. .. .... .................... ... .......... 1891 1620-1627 Mouth to Leesburg 2 3 . House 782 Fifty-ninth... First... 2 1Contains maps. No maps. 3 Basis of project adopted by Congress. Maintenance snagging work was in progress on this stream by the United States power boat Captain Maguire from March 6 until June 11, 1914. The river was cleared of the most obstructive snags and overhanging trees from the mouth to 1 mile above Sharpes Ferry, a distance of 59 miles, and a small amount of clearing for cut- offs was done. The United States dredge Floridaworked on the lower portion of the river from March 25 until June 23, 1914, and dredged a channel through all shoals from the mouth of the river to a point 9 miles above the mouth. No dredging has heretofore been done on this portion of the river, therefore this is properly original work. The amount expended during the year was $19,529.50, of which $10,586.83 was for maintenance. The total amount expended on the existing project, which is also the total amount expended on all projects, up to the close of the fiscal year ending June 30, 1914, was $67,045.86, of which amount the sum of $33,514.54 1 was for maintenance. The original project is believed to be about 70 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. As a general result of the work heretofore done 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 naviga- tion. Navigation in the upper river is much obstructed by hyacinths and eel grass. The commerce for the fiscal year amounted to 14,622 short tons, valued at $645,045. It consisted principally of logs, general mer- chandise, naval stores, and fruit. The commerce apparently de- creased 85.7 per cent during the year. Owing to the improved condition of the river, a new passenger boat has been enabled to make the trip between Palatka and Silver 1 Amount previously reported as expended for maintenance reduced $1,986.36 to correct error in 1912 report. 596 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Springs Run in less than 10 hours. The trip being made during day- light, the cost of transportation has been materially reduced. Hereto- fore about 24 hours has been required to make the trip from Palatka to Silver Springs, making sleeping accommodations and meals on board necessary. Owing to its scenic interest this portion of the river is attractive to winter visitors to the State, and a considerable passenger traffic between the places named results. During the coming year it is proposed to dredge, using leased plant with a view to securing project depth between Eureka and the Kyle and Young Canal. There appears to have been no appreciable decrease in freight rates as yet. A project for the further improvement of this stream as given in House Document No. 514, Sixty-third Congress, second session, is now pending action by Congress. If the proposed project is not adopted, the sum of $10,000 for improvement and maintenance should be provided. July 1, 1913, balance unexpended------------------------------- $31, 193. 64 June 30, 1914, amount expended during fiscal year: For works of improvement_ $8, 942.67 For maintenance of improvement.__-___________- 10, 586. 83 19, 529.50 July 1, 1914, balance unexpended----,_________________________ 11. 664. 14 July 1, 1914, outstanding liabilities------------------- - 1, 617. 30 July 1, 1914, balance available------------------------ ---------- 10. 046. 84 July 1, 1914, amount covered by uncompleted contracts------------ 2, 700.00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance--------- '10, 000. 00 (See Appendix P 7.) 8. Indian River, Fla.-IndianRiver is a shallow sheet of water on the east coast of Florida, lying between the mainland and the Keys bordering the coast and extending from a point a slight distance north of Titusville to Jupiter Inlet, a distance of approximately 140 miles. It has an average width of about a mile and a half. It is not, accurately speaking, a river, but rather a tidal sound. It forms a part of the system of intracoastal canals along the eastern coast of Florida. Before improvement the minimum usable depth was 22 feet, over a width of 30 feet. The original project, which is the existing project, was adopted in 1892, and provides for a continuous channel between Goat Creek and Jupiter Inlet 5 feet deep at mean low water and at least 75 feet wide in the straight reaches, with as much greater width as may be re- quired in the turns. The estimated cost was $44,000. Under date of July 11, 1911, the estimated cost was increased $20,000, making a total estimated cost of $64,000. The project is based upon the report printed in House Document No. 168, Fifty-first Congress, second session (no maps). No modification has been made of the existing project. 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 597 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. North end ............. .. .. . ......................... ............ 1 1882 1229-1243 St. Johns River near mouth to Lake ...................... ...... 1885 1291-1293 Worth. 1. . . . . . . . . . . ..... ...... North end .. Senate.. 33 Forty-seventh. First.... 1884 1143-1144 Indian River to Mosquito Lagoon.......... do..... 65 Forty-eighth....do........... Haulover to Gilberts Bar .................. ......... ........ 1887 1261 Negro Cut.............................. Senate.. 3 Fifty-third.... Second.. 1894 1227-1230 Fort Pierce to Sewalls Point ............ House... 75 Sixty-first..... First...................... Titusville to Jupiter Inlet ................. do..... 1168 Fifty-first.... Second.. .............. 1 No maps. During the year maintenance dredging was done, with hired plant, in the vicinity of Sewalls Point, near the mouth of St. Lucie River, in Great Pocket, and in Pecks Lake. The channel at the localities named was restored to project dimensions. The total expenditure was $21,944.70. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, including expenditures on Jupiter Inlet amounting to $3,125.15, was $98,031.72, of which amount $61,918.30 was for maintenance. The project is about 60 per cent completed. As a result of the work done the project has been completed from Goat Creek to St. Lucie Inlet, a distance of 51 miles, and a portion of the projected work has been done between St. Lucie Inlet and Jupiter Inlet, a distance of 16 miles. St. Lucie Inlet is the result of an artificial opening made into the ocean in 1892, after the project for this im- provement was adopted. The inlet widened under natural influences and caused the sound inside to so fill with sand that the channel has been at times obliterated, and attempts at maintenance have been unsuccessful. To obviate these conditions a channel between Great Pocket and Pecks Lake was dug, 35 feet wide. This needs to be widened 40 feet to attain project width. The maximum draft that can be carried over the shoalest part of the locality under improvement is 4 feet, between Pecks Lake and Jupiter Inlet. The range of tide in the vicinity of the inlets is 2 feet; elsewhere the tide is negligible. The water surface is raised or lowered by strong winds as much as 3 feet, irrespective of the tide. The distance between Goat Creek and Jupiter Inlet is 77 miles. The commerce of this locality consists mainly of fruits, vegetables, fish fertilizers, gasoline, crate material, hay, grain, lumber, and general merchandise. In 1913 it amounted to 28,119 short tons, valued at $1,488,270, an increase of nearly 34 per cent over that of 1912. So far as has been ascertained, the improvement has had no effect on freight rates. 598 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is proposed to apply the funds estimated as a profitable expendi- ture for the fiscal year 1916 to dredging in continuing improvement and for maintenance. July 1, 1913, balance unexpended---------------- $21, 944. 70 _____ June 30, 1914, amount expended during fiscal year, for maintenance of improvement ---------------------------------------- 21, 944. 70 Amount allotted from appropriation made by the river and harbor act approved October 2, 1914__-.__________________-_________ 10, 000. 00 Amount available for fiscal year ending June 30, 1915------------- 10, 000. 00 Amount (estimated) required to be appropriated for completion of existing project-------------------------------------------- 27, 886. 58 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance- ._-___ 10, 000. 00 (See Appendix P 8.) 9. St. Lucie Inlet, Fla.-St. Lucie Inlet is located on the east coast of Florida, about 260 miles south of Jacksonville and about 100 miles north of Miami, Fla. The inlet resulted from an artificial cut, 30 feet wide and 5 feet deep, made by residents in the vicinity, in 1892, across a narrow strip of land separating the ocean from the Indian River. The inlet has widened until it is now half a mile in width. A narrow, shifting channel, having an available depth of about 6 feet, meanders through the inlet. Inside the inlet a harbor of con- siderable area, but of very limited depths, suitable, in fact, only for light-draft yachts, is formed by the St. Lucie and Indian Rivers. There are no well-defined limits to this harbor, and therefore no attempt is made to give its actual area. A draft of 5 feet can be carried into the entrance of the harbor. The tidal range, both on the bar at the entrance and inside the harbor, is about 2 feet. The existing project for the improvement of this inlet was adopted by the river and harbor act of March 4, 1913, and is based on House Documents No. 1312, Sixtieth Congress, second session, and No. 675, Sixty-second Congress, second session. The project provides for excavating a cut 18 feet deep and of such width as is possible across the obstructing rock bar at the entrance to the inlet, at an estimated cost of about $300,000, with a view to securing later a channel, protected by jetties if necessary, 18 feet deep and at least 200 feet wide, from the ocean to Sewalls Point, at an estimated cost of $900,000. No modification has been made in the existing project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Inlet and river . 2.................. . . .. . . . . . . . . . . . . . House... . . . . .. . . . . 159 Fifty-third.... Second.. 1895 1564 Do.. ........ do..... 548 Fifty-fifth........ do..... 1898 1348 Do................................. ...do..... 1312 Sixtieth........ do.... .. . ......... Do.2.........................Senate.. 423 Sixty-first.......do................. Inlet.......... ...................... House... 471 Sixty-second.....do................. Do.4..... ........................ ... do..... 675 ..... do...........do................. 1Exclusive of amount available for fiscal year 1915. 2No maps, a Contains maps. 4Basis of project adopted by Congress. RIVER AND HARBOR IMPROVEMENTS. 599 No work was done during the year, as a reasonable price for doing the work by contract could not be obtained and arrangements for doing the work with Government plant had not been effected at the close of the year. The expenditures during the year amounted to $72.92, and were for expenses connected with advertising for proposals for doing the work by contract. There have been no other expenditures on the project for this improvement. The maximum draft that could be carried through to the inlet on June 30, 1914, was 5 feet. There is no water-borne commerce at this locality at the present time. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1916, to work under con- tract unless it is found that it can be done to a better advantage with Government plant. July 1, 1913, balance unexpended------------------------------ $100, 000. 00 June 30, 1914, amount expended during fiscal year, for works of improvement___------------------------------------------------- 72.92 July 1, 1914, balance unexpended-------------------------------99, 927. 08 Amount (estimated) required to be appropriated for completion of existing project------------------------------------------- 200, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement ---------------- 1200, 000. 00 (See Appendix P 9.) 10. Harborat Miami, Biscayne Bay, Fla.-Biscayne Bay is a shal- low sheet of water lying between the Florida Keys and the mainland. It is some 36 miles long and has an average width of about 6 miles. The city of Miami, Fla., the only town of consequence on the bay, lies about halfway between the head of the bay and the mouth, and is 360 miles south of Jacksonville and about 160 miles north of the harbor of Key West. Before improvement this bay was navigable at mean low water for boats drawing less than 3 feet of water. There was a channel, excavated at private expense, 12.5 miles long, with a least depth of 10.5 feet at mean low water, from Miami to the Atlantic Ocean near Cape Florida. A draft of 9 feet can now be brought into the harbor from the ocean by way of this channel. The tidal range on the bar is about 2.2 feet and in the bay 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 Co. should construct at its own expense a basin 1,600 feet long and 500 feet wide adjacent 1 Exclusive of the balance unexpended July 1, 1914. 600 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 ex- pended in constructing and protecting the portion of the channel extending to the sea from the terminus of the channel to be con- structed by the railway company, of such approximately uniform depth and of such widths as would best serve the interests of navi- gation 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 amount expended on work under original project as modified in preceding paragraph up to close of the fiscal year ending June 30, 1914, was $560,436.60, of which $11,953.33 was for emergency work for maintenance by the construction of shore revetment. Of the amount expended $1.50 was received from sales. The river and harbor act approved July 25, 1912, modified this project in accordance with plan printed in House Document No. 554, Sixty-second Congress, second session (with map), so as to provide for a channel through the cut between the bay and the ocean, 300 feet wide and 20 feet deep at mean low water, for a refuge basin with a depth of 18 feet at mean low water, and for extending the fetties, and for the construction of a dredging plant, all at a total estimated cost of $400,000. The act further provides that no work shall be done by the United States on said project until the Secretary of War is satisfied that the portion of the work contemplated in this project to be done by the Florida East Coast Railway Co. will be promptly completed, nor until the Secretary of War is satisfied that suitable terminal facilities will be provided as contemplated by paragraph 8 of the report of the Board of Engineers for Rivers and Harbors as set forth on page 15 of said Document No. 554, Sixty-second Congress, second session (with maps). The river and harbor act of March 4, 1913, modified the conditions to be fulfilled before undertaking work under the project as modified so as to eliminate the proviso that work should not be undertaken until the Secretary of War is satisfied that the portion of the work to be done by the Florida East Coast Railway Co. will be promptly completed;; but provided further that nothing in said act (March 4, 1913), shall be construed as relieving the said Florida East Coast Railway Co. from the obligation of complying with the terms of its contract heretofore entered into with the United States. The existing project, therefore, is to secure a channel from the ocean to the bay, 300 feet wide and 20 feet deep at mean low water, protected by jetties on both sides of the channel, somewhat longer thanthe existing jetties; a refuge basin at a suitable location inside the western end of this cut, 18 feet deep at mean low water, 1,200 feet RIVER AND HARBOR IMPROVEMENTS. 601 long, and 400 feet wide; and a channel from said refuge basin to the wharves at Miami 18 feet deep and not less than 85 feet nor more than 100 feet wide at mean low water, the latter to be dredged by the Florida East Coast Railway Co. without expense to the United States. The carrying out of the portion of this work to be performed by the United States is contingent upon assurance that the city of Miami will provide suitable public terminals. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. 5 67 Entrance to Biscayne Bay ti............. House... 343 Fifty-third... Third... 1895 et se Biscayne Bay 2 ............... ..... do..... 295 Fifty-fourth... Second.. 1897 1589-1596 Miami to ocean by Norris Cut, 2 Bear Cut, ... do..... 662 Fifty-sixth... First.... 1900 1986-2013 and Cape Florida entrance. Biscayne Bay 2 a................ ........ do..... 554 Sixty-second.. Second.. 1912 ......... 2 1 No maps. Contains maps. a Basis of project adopted by Congress. No work was done during the year. The sum of $53.35 was ex- pended during the year in keeping in touch with the progress made by the city of Miami in meeting the conditions to be fulfilled before work can be undertaken under the project and in inspecting the improvement. The city of Miami decided at an election held May 12, 1914, to issue bonds to the amount of $185,000 for the purpose of acquiring suitable terminal facilities to comply with the requirements of the acts of Congress approved July 25, 1912, and March 4, 1913. Suit was instituted against the Florida East Coast Railway Co. to enforce the completion of its contract to excavate the channel across the bay. The case was set to be heard July 20, 1914, before the United States District Court at Jacksonville,.Fla. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, was $324.07, none of which was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 was $560,760.67. Up to the present time no practicable channel has been secured, as the channels dredged have filled up at the outer ends within a few months after their completion. The expenditures, therefore, have not afforded any increased facilities or advantages up to the present time. The maximum draft that can now be carried through this cut into Biscayne Bay is 8 feet at mean low water. The amount of water-borne commerce during 1913 was 123,850 short tons, valued at $2,946,808, an apparent decrease below the com- merce of 1912 of 16.7 per cent. The commerce consisted principally of canned goods and groceries, cement, crude oil, fish, fruit, grain, hay, logs, lumber, rock, and sand. Freight rates have been reduced about 50 per cent by the establishment of a steamer line between Miami and Jacksonville, Fla. 602 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1916, to dredging and rock excavation in furtherance of the project. It is proposed to do the work by contract or by Government plant, as may be found most advantageous. July 1, 1913, balance unexpended ____ ----------- _______ $100, 053. 35 June 30, 1914, amount expended during fiscal year, for works of improvement --------------------- ----------------------- 53. 35 July 1, 1914, balance unexpended------------------- ---- _ 100, 000. 00 Amount (estimated) required to be appropriated for completion of --------- ---- existing project--____________- 1300, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement.-------------------------- 150, 000. 00 (See Appendix P 10.) 11. Harbor at Key West, Fla., and entrance thereto.-The harbor of Key West consists of a pocket in the reef, protected on the eastern side by the island of Key West and the submerged reef and on the northern and western sides by the submerged reef. Considering the harbor as commencing near Fort Taylor and extending to the north- ern end of Man-of-War Harbor, its approximate dimensions become 2 miles by one-quarter mile. The lower end of the harbor oppo- site the island proper accommodates at mean low water vessels draw- ing about 27 feet. The water becomes shoaler toward the northern end of Man-of-War Harbor, where vessels could not be accommodated drawing more than 22 feet. The entrance referred to herein is the northwest channel. In addition to this channel there are four other channels leading to the harbor, generally known as the southwest channel, the main ship channel, the southeast channel, and the west channel. The minimum usable depth in the main ship channel and in the west channel is 30 feet from the Florida Straits to White- head Spit and 26 feet into the harbor in front of the city of Key West. These channels are somewhat obstructed by coral heads. so that ships of as great draft as stated can only be brought in by pilots thoroughly familiar with the said entrance. The northwest channel before improvement afforded a depth of about 10.5 feet at mean low water over the northwest bar. In addition to the harbor proper a large anchorage area, affording a depth of about 34 feet, lies in a southwesterly direction from Whitehead Point and distant about 2 miles therefrom. Key West is 516 statute miles from Jacksonville and 644 statute miles from New Orleans and 246 statute miles from Tampa. A draft of 26 feet can be brought into the harbor from the ocean. The tidal variation at the Triangle Shoal, 2- miles from Fort Taylor, is 1.4 feet, and in the harbor proper 1.4 feet. The tidal variation in the northwest channel is 2.6 feet. The original project, adopted in 1889, contemplated a channel through the northwest passage 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, converging toward the bar, and by dredging if necessary. The estimated cost of the east jetty was $500,000. 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 603 This project was based upon the report published in House Execu- tive Document No. 145, Fiftieth Congress, second session. (No maps.) 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. No estimate of cost has been adopted for this additional work. The river and harbor act approved July 25, 1912, further modified this project so as to provide also for the deepening and widening of the main ship channel at the entrance and at Triangle Shoals, so as to afford a channel 30 feet deep and 300 feet wide, and for removing shoals in the anchorage in accordance with report submitted in House Document No. 706, Sixty-second Congress, second session (contains maps), at an estimated cost of $48,000. The existing project as modified is to deepen and widen the main ship channel at the entrance and at Triangle Shoals so as to afford a channel 30 feet deep and 300 feet wide at mean low water; to remove the shoals in the anchorage and to maintin a channel 17 feet deep and of sufficient width through the'northwest passage. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Northwest entrance 1..... ........ ... ...... .. ..... .... .................. 1868 521 Harbor and northwest . . . . . . . .4........ . . entrance . . . . . Senate.. . . . . . .. . . .411 .. .Forty-seventh. 1882 . . . . . . . . . . . . . First.... . .. . 1314-1316 Northwest entrance 3 ... . _ . 1887 1221-1234 Ship channel 2........... ........... House... 567 Fifty-eighth... Second.. 1904 1738. 1748 Harbor 2.................................. do .. 970 Sixtieth....... First-.......... ... . Entrance 2 ........................... ... do..... 145 Fiftieth...... Second............... Harbor and channels leading thereto 53......do..... 706 Sixty-second.. ... do....... .......... Key West Harbor, Fla. ................. do..... 680 Sixty-third.......do..... ........ 1 Contains maps. 3 Basis of project adopted by Congress. 2No maps. 4Executive document. During the year 19,318 cubic yards of rock were removed from the coral shoals and heads in the main ship channel and from the anchorage basin. As a result, there is now a channel 30 feet deep 200 feet wide, and 29 feet deep 300 feet wide from the open sea to Whitehead Spit, and a shoal in the anchorage basin having only 22 feet over it has been removed to a depth of 30 feet at mean low water. The work was done by hired labor and the use of.hired plant. The expenditures during the year amounted to $11,553.10. The total amount expended on the existing project, which is the original project as modified, up to the close of the fiscal year ending June 30, 1914, was $761,531.36, of which amount the sum of $28,- 747.59 was applied to removal of reefs from the main ship channel and $44,599.71 to the maintenance of the northwest channel. The northwest channel has deepened slightly during the past year, and there is now a channel 18 feet deep at mean low water and 200 feet wide. 604 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The jetties are about 60 per cent, and the main ship channel is about 90 per cent completed. The maximum draft that could be carried at mean low water, June 30, 1914, through the northwest passage was 18 feet and through the main ship channel was 30 feet. The commerce during the year 1913 amounted to 458,780 short tons, valued at $18,440,661, consisting principally of cattle, cement, cigars, coal, fish, canned turtle soup, lumber, merchandise, sand, sponges, tobacco leaf, tropical fruits, and vegetables. The commerce apparently decreased 17.2 per cent during the year. This decrease is due to the completion of the Florida East Coast Railway to Key West. Formerly all freight was carried by water. The improvement of the northwest passage affords a short cut for vessels drawing less than 17 feet of water plying between Tampa and Key West. This improvement, however, has not affected freight rates. By virtue of steamship competition Key West enjoys much more favorable freight rates than points farther north in the State, but this is not due to improvements made by the United States. No estimate of funds is submitted for the fiscal year ending June 30, 1916, as available funds are believed to be sufficient to complete the main ship channel and to maintain the northwest channel until March 4, 1916. MAIN SHIP CHANNEL. July 1, 1913, balance unexpended-------- ------------------ $34, 079. 95 June 30, 1914, amount expended during fiscal year, for works of improvement ------------------------------------------ 11, 553. 10 July 1, 1914, balance unexpended ---------------------------- 22, 526. 85 July 1, 1914, outstanding liabilities 500. 00 July 1, 1914, balance available--.----------------------------22, 026. 85 NORTHWEST ENTRANCE. July 1, 1913, balance unexpended---------------------------- $31, 495. 26 July 1, 1914, balance unexpended ---------------------------- 31, 495. 26 CONSOLIDATED. July 1, 1913, balance unexpended------- ------------ $65, 575. 21 June 30, 1914, amount expended during fiscal year, for works of improvement ------------------------------------------ 11, 553. 10 July 1, 1914, balance unexpended------------------------- -- 54, 022. 11 July 1, 1914, outstanding liabilities___----------------------------- 500. 00 July 1, 1914, balance available----.....------------- ---------------- 53, 522. 11 (See Appendix P 11.) 19. Kissimmee River, Fla.-This river rises in Lake Tohopekaliga, near the central part of the State. It flows in a southerly direction through Lakes Cypress, Hatcheneha, and Kissimmee and empties into Lake Okechobee. The total distance from source to mouth is 137 miles. RIVER AND HARBOR IMPROVEMENTS. 605 The portion of the river from the town of Kissimmee to Fort Bas- senger is included in the project for the improvement. The length of this stretch is 992 miles. The distance from Fort Bassenger, at the lower end of the stretch, to the mouth is 372 miles. A draft of 3 feet can be carried from the Gulf of Mexico to the mouth of the river, and a draft of 5 feet from the Atlantic Ocean, at ordinary stages, through the State drainage canals. Before improvement the Kissimmee River was tortuous, shallow, and obstructed by snags and overhanging 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 original project for the improvement of this river, which is the existing project, was adopted June 13, 1902. It provides for a channel 30 to 60 feet wide and 3 feet deep at ordinary low-water stages from the town of Kissimmee to Fort Bassenger, and for a channel 25 feet wide and 3 feet deep in Istokpoga Creek, at an esti- mated cost of $24,220.90. This project is based on House Document No. 176, Fifty-seventh Congress, first session, in which report a map of the river will be found. This report is also given in Annual Re- port of the Chief of Engineers, 1902, pages 1226-1261. Contains maps. An examination and survey of this river was authorized by the river and harbor acts approved March 3, 1909, June 25, 1910, and July 25, 1912, and reports thereon are printed in House Document No. 137, Sixty-third Congress, first session, in which a plan of im- provement, at an estimated cost of $47,000, is presented. No modification has been made in the existing project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Kissimmee River and connecting lakes House... 176 Fifty-seventh. First.............. and canals flowing into Lake Okecho- bee, thence down the Caloosahatchee River to the Gulf of Mexico. 2 Kissimmee and Caloosahatchee Rivers ... do.... 137 Sixty-third.... ... do........... and Lake Okechobee, Fla.1 1Contains maps. 2Basis of project adopted by Congress. No work was done and no expenditures were made during the year, the funds available being insufficient to accomplish effective work. At the close of the fiscal year ended June 30, 1914, the sum of $30,852 had been expended on this project, of which amount $10,075.92 was applied to maintenance of the improvement. The project has been completed, but the channel has since shoaled. The maximum draft that can be carried over the shoalest part of the river is 2 feet at ordinary low stage of water. The usual elevation 606 REPORT OF THE CIEF OF ENGINEERS, U. S. ARMY. of water level due to freshets is 4 feet. As a result of this improve- ment navigation is possible by small boats during the entire year, and as the river is the only means of transportation for most of the points along its course, the improvement has been of considerable advantage. The river, together with Lake Okechobee and the Caloosahatchee River, affords a navigable waterway from the Gulf of Mexico to Kissimmee, a distance of 309 miles. Owing to drainage operations of the State of Florida and lack of the usual amount of rainfall, Lake Okechobee has been lowered about 4 feet below its usual level. This has resulted in materially impairing the available depth in the Caloosahatchee River, so that navigation was suspended along its upper portion at the close of the year. The commerce for the calendar year 1913 consisted of crate ma- terial, crossties, fruit, fish, fertilizers, feed, groceries, general mer- chandise, logs, lumber, naval stores, sand, vegetables, and wood. The amount for the year was 85,550 short tons, valued at $3,558,400, being an increase in tons of 18.8 per cent over the preceding year. The river is the only means of communication (other than roads) between some 3,000 square miles of territory along the river and Kissimmee, the nearest point touched by a railroad. The improvement has had no effect on freight rates. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1916, to maintenance work of dredging and training dike construction and repair. July 1, 1913, balance unexpended_-- $2, 000. 00 July 1, 1914, balance unexpended_ _ - __ -- -___ ______---___ 2, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement __.._______-._______ 1 6, 000. 00 (See Appendix P 12.) 13. Caloosahatchee River, Fla., between Puntarasa and Fort Thompson.-The Caloosahatchee River rises in Lake Okechobee and flows in a westerly direction, emptying into the Gulf of Mexico at Puntarasa, Fla. The distance from the lake to the Gulf is 81 miles. Before improvement there was a navigable channel with a least depth of 5 feet at mean low water from Puntarasa to Fort Myers, and a channel with a least depth of 3.5 feet from Fort Myers to Fort Thompson. In the vicinity of Fort Thompson the river was obstructed by a rock shoal. In 1885, for drainage purposes, a channel affording a depth of about 22 feet at mean low water was dredged through this rock shoal, and the shallow water and saw-grass marsh above into Lake Okechobee. Previous projects have involved work from Puntarasa to Fort Thompson, a distance of 592 miles. The distance from Puntarasa to Fort Myers is 16 miles. A draft of 12 feet can be carried into the mouth of the river from the Gulf of Mexico. The original project, adopted in 1882 and modified in 1886 and 1888, provided 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 snag- ging and cutting trees on the upper river. 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 607 The original project was based upon the examination report pub- lished in Annual Report of the Chief of Engineers for 1879, pages 863 to 870. The modified project was based upon report published in Annual Report of the Chief of Engineers for 1888, pages 1095-1102. A map of the river is published in Annual Report of the Chief of Engineers for 1889, opposite page 1338. The project, as modified, was completed in 1901, at a total cost of $33,600. Maintenance work has been required from time to time since. Up to the end of the fiscal year ending June 30, 1914, $22,115.75 had been expended for maintenance of the upper river. The existing project, adopted by the river and harbor act of June 25, 1910, provides, in accordance with plans printed in Rivers and Harbors Committee Document No. 8, Sixty-first Congress, second session (no map)., for a channel 200 feet wide and 12 feet deep over the bar at the entrance below Puntarasa 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. No modification has been made in the existing project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Gulf of Mexico to Lake Okechobee 1...... ..... .. _ . .......... ... .... 1879 863-870 Head of Orange River to Caloosahatchee House... 248 Fifty-fourth... Second.. 1897 1569-1572 River, thence to Gulf of Mexico.' Orange River to Gulf of Mexico 1...........do.... 318 Fifty-first.. First.... 1900 2032-2040 Lake Okechohee to mouth of river 1....l.do... 180 Fifty-ninth. .... do.... 1905. Lake Okechobee to Gulf of Mexico 1.......do.... do.... 347 Sixtieth......... 1907 Do.1 2... .. .................. do .. 8 Sixty-first..... Second .............. Kissimmee and Caloosahatchee Rivers ... do... 137 Sixty-third.... First.................. and Lake O kechobee, Fla.8 'No maps. * 2 Basis of project adopted by Congress. 3Contains maps. Work was in progress from the beginning of the fiscal year until August 9, with Government plant, between a point 2 miles above Labelle and Orange River, a distance of about 38 miles. A total of 1,170 snags and 964 overhanging trees was removed during the year. Owing to the lowering of Lake Okechobee 4 feet below its normal natural level by the drainage operations of the State of Florida and to the lack of the usual amount of rainfall, the portion of the river between a point about 55 miles above the mouth and Lake Okechobee is now at an extreme low stage. Boats find great difficulty in reach- ing Labelle. From Labelle to the lake navigation is practically sus- pended. A light-draft 10-inch hydraulic dredge is being constructed for work on this and other west-coast improvements. For progress made, see report on Sarasota Bay. The amount expended during the year was $2,322.37, all of which was for maintenance of work done under previous project. 608 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended on work under the existing project up to the close of the fiscal year ending June 30, 1914, was $119,502.89. None of this amount was applied to maintenance of improvement. The total amount expended on all projects to the end of the fiscal year 1914 was $175,218.64. This project is completed. The maximum draft that could be car- ried June 30, 1914, over the shoalest part of the locality under im- provement below Fort Myers was 10 feet and between Fort Myers and a point 55 miles above the mouth, 2 feet. The river and harbor act of July 25, 1912, directed that a pre- liminary examination be made of this stream, and report thereon, dated October 4, 1912, is printed in House Document No. 137, Sixty- third Congress, first session, in which a plan of improvement, at an estimated cost of $25,000 is presented. The mean range of tide in the lower river is 1.6 feet. Freshets cause the middle river to rise as much as 12 feet'above mean low stage. The stream is navigable, under normal natural conditions, through Lake Okechobee and the Kissimmee River to the town of Kissimmee, a distance of 309 miles above the entrance. The commerce for the year 1913 consisted of cattle, crate material, fertilizers, fish, grain, groceries, hay, lumber and ties, merchandise, naval stores, oils, oranges and fruit, sand, shell, vegetables, and wood. The tonnage for the year amounted to 112,593 short tons, valued at $3,119,950, being an increase in tons over the preceding year of 3.1 per cent. There is. one steamer line giving regular daily service down the river and one line giving regular daily service up the river, with a rate per ton-mile of 63 cents on general merchandise. With the ex- ception of the Towles Line to Key West, the other many boats are private. There are in all about 16 boats that can be said to be regu- lar boats, and in addition there are 250 under tonnage launches on the river. Two transportation lines were established during the year, through Lake Okechobee to Fort Lauderdale, but these were discontinued on account of lack of water in the upper river. The improvement has had no effect on freight rates, and as the river does not parallel the railroad it probably will not. No rail- road serves the territory adjacent to the river above or below Fort Myers, and all the produce from this territory and supplies for it must, therefore, be handled on this river. The river is therefore an important factor and distributor for the railroad at Fort Myers and also forms a comparatively easy outlet for the country adjacent to Lake Okechobee. The several prosperous little towns on the Caloosa- hatchee River, and likewise the lower islands and towns on the south- ern Gulf coast, are absolutely dependent upon the river as a means of obtaining their supplies from Fort Myers and as a means of getting their produce to Fort Myers for shipment to other markets. It is proposed to apply the amount required for expenditure in fiscal year ending June 30, 1916, in maintaining the work. RIVER AND HARBOR IMPROVEMENTS. 609 July 1, 1913, balance unexpended--------------------------- $3, 604.78 Amount allotted from emergency appropriation for restoring chan- nel depths-------------------- ------------------- 10,000.00 13, 604. 78 June 30, 1914, amount expended during fiscal year, for maintenance of improvement--- ------ ------------------------------ 2, 322. 37 July 1, 1914, balance unexpended ---------------------------- 11, 2S2. 41 July 1, 1914, outstanding liabilities........... ------------------------------ 25. 00 July 1, 1914, balance available-------------------------- ---- 11, 257.41 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ----------------------------- 2, 000. 00 Amount available for fiscal year ending June 30, 1915------------13, 257.41 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-----------------------15, 000. 00 (See Appendix P 13.) 14. Orange River, Fla.-This stream rises in the swamps in the northern part of Lee County, Fla., and empties into the Caloosa- hatchee River about 24 miles above its mouth. Orange River is about 12 miles long. Its general direction of flow is northwesterly. The section included in the project is 5.6 miles long and extends from the mouth to Buckingham. A draft of 5 feet can be carried from the Gulf of Mexico to the mouth of the river. In its original condition the river was obstructed by snags and overhanging trees and afforded a depth of 1.5 feet for a distance of about 6 miles above the mouth. The available channel in its original condition was only about 30 feet wide. The plane of reference is mean low water. Tidal effect is percepti- ble at the head of navigation. The original project, which is also the existing project, was adopted by Congress June 13, 1902, and provides for a channel 50 feet wide and 4 feet deep from the mouth to the head of navigation. The esti- mated cost was $2,500. This project is based upon the report con- tained in House Document No. 318, Fifty-sixth Congress, first ses- sion. This document does not contain a map. No modification has been made to the existing project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Head to Caloosahatchee River, thence to House... 248 Fifty-fourth... Second.. 1897 1569-1572 Gulf.2 Lake Okechobee2 to Gulf of Mexico and -... do..... 347 Sixtieth....... First.... 1907 Orange River. Mouth to head of navigation 2 3............do.... 318 Fifty-sixth.... .. do.... 1902......... 1 Exclusive of amount available for the fiscal year 1915. 2No maps. 5Basis of project adopted by Congress. 6099*--eae 1 0L-r- 610 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A small amount of maintenance work was done by Government plant during the year in the removal of 81 snags and 121 overhang- ing trees. The sum of $250 was expended during the fiscal year 1914. The total amount expended on existing project, which is the only project, up to the close of the fiscal year ending June 30, 1914, was $6,350, of which amount $4,350 was applied to maintenance. The project has been 80 per cent completed. The result of the work done has been to clear the river of obstructions, so that a navi- gable channel 50 feet wide and 4 feet deep exists from the mouth to the head of navigation, excepting one place in the upper portion, where the river banks are only 40 feet apart. The maximum draft that can be carried June 30, 1914, is 4 feet over the shoalest part under improvement. The usual variation of the water surface due to freshets is 2 feet. The length of the improved section of the river is 5.6 miles. The head of navigation is the iron bridge at Buckingham, 5.6 miles above the mouth. The commerce during the calendar year 1913 amounted to 13,196 short tons, valued at $513,140, being an increase of 32.8 per cent over the preceding year. It consisted mostly of fertilizers, general mer- chandise, lumber, oranges and grape fruit, and vegetables. The improvement has caused a material increase in the development of the adjacent territory. As there were no established freight rates prior to the improvement, no change can be noted. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1916, to maintenance of the improvement by the removal of snags and overhanging trees. July 1, 1913, balance unexpended_- ---- $1, 000. 00 June 30, 1914, amount expended during fiscal year, for maintenance of improvement_-- ---------------- 250. 00 July 1, 1914, balance unexpended--------------- ------ 750. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement------------------- 1, 000. 00 (See Appendix P 14.) 15. Charlotte Harbor, Fla.-This harbor is 70 miles south of Tampa Bay. The distance from the entrance at Boca Grande to the main entrance to Tampa Bay is 671 miles and to the northwest entrance to Key West Harbor is 170 miles. From the entrance from the Gulf of Mexico the harbor extends easterly about 11 miles and then northerly about 11 miles. The width of the harbor is about 51 miles. The total area is 111 square miles. The general depth is from 5 to 15 feet, with deeper water in places along the middle line. Before improvement, the entrance channel, which is fairly straight and stable in position, afforded minimum depths of 19 feet at mean low water. Nineteen feet was the deepest draft that could be carried into the harbor from the Gulf at low water. There is an anchorage with an area of 580 acres and a depth of 18 feet at the inner end of the entrance channel. Between this anchorage and the mouth of 1 E1volive of the Patnce inaexjrnded Iuy 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 611 Peace River there was originally a channel 15 feet deep, except at some shoals, 6 to 10 miles from the entrance, where there war a depth of but 9 feet. At the mouth of Peace Creek the depths decreased to 8 feet, which was the available depth at the Punta Gorda Wharves near the mouth of said creek. The channel widths were indetermi- nate, the shoals being broad flats. The mean tidal range is 1.4 feet. The plane of reference is mean low water. The original project for the improvement of Charlotte Harbor adopted in 1891 contemplated a channel 200 feet wide and 12 feet deep from the entrance to the wharves at Punta Gorda, at an esti- mated cost of $127,500, reduced in 1896 to $100,000. This project was practically completed in 1899, although a portion of the channel leading to the wharves at Punta Gorda was only 120 feet wide and other portions were only 160 feet wide. The widths provided ap- peared to be sufficient for the needs of commerce. The amount expended on original and modified projects, prior to operations on existing project, was $100,000. The existing project contemplates securing an available channel depth of 24 feet and a width of 300 feet from the Gulf of Mexico to Boca Grande, at an estimated cost of $40,000 and $4,000 annually for maintenance, provided local interests contribute one-half the esti- mated original cost thereof. This project was adopted by Congress July 25, 1912, and is based upon reports printed as House Document No. 699, Sixty-second Congress, second session (with map). There has been no modification of the existing project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entrance to Punta Gorda 1 .................... . ........... ... 1891 1646-1651 2 . . . . . . . . . . ....... Do................. . . . . . . . . . . . ... . ..... . . . . .House... .. 76 Fifty-sixth.... First.... 1900 20t8-2054 Do. 2..... .. . . . . . . . . ............ . .. . do . . . .. 181 Fifty-eighth... Second.. 1904 1714-1718 Do. 4 .. ... do .... 1 Sixtieth..... First. ........ . ...... Charlotte Harbor 15s................ ... do.... 699 Sixty-second.. Second..... . ......... Do...... ............................. do.... 121 Sixty-third.... First................. 1 Contains maps. 84 Basis of project adopted by Congress. 2No maps. Committee on Rivers and Harbors. There were no operations during the year; the expenditure made was for repairs to the dredge Key West, which had worked on this improvement during the latter part of the previous year. The ex- penditure made amounted to $3,153.42. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, was $31,125.55, of which amount $15,540.51 was contributed by local interests. No expendi- ture was made for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 was $131,125.55. The project is completed. 612 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The maximum draft that could be carried on June 30, 1914, over the shoalest part of the improvement was 24 feet. The mean tidal range is 1.4 feet. The commerce for the year 1913 amounted to 310,494 short tons, consisting of coal, crate material, creosote oil, fish, gravel, ice, lum- ber, phosphate, and sand. The value of the commerce amounted to $1,828,662. The commerce was 3.4 per cent more than that in 1912. Vessels are loading deeper and taking full advantage of the im- provement, but so far as known the improvement has had no effect on freight rates. Available funds are sufficient to maintain the improvement until June 30, 1916, and therefore no estimate of funds for the fiscal year 1916 is submitted. PRIVATE FUNDS. July 1, 1913, balance unexpended ---------------------------- $6, 014. 43 June 30, 1914, amount expended during fiscal year, for works of improvement -------------------------------- _-__---------- 1, 554. 94 July 1, 1914, balance unexpended ---------------------------- 4, 459.49 FEDERAL APPROPRIATION. July 1, 1913, balance unexpended- $10, 013. 44 June 30, 1914, amount expended during fiscal year, for works of improvement ---------- -------------------------------- 1, 598. 48 July 1, 1914, balance unexpended----------------------------8, 414. 96 CONSOLIDATED. July 1, 1913, balance unexpended_ - $16, 027. 87 June 30, 1914, amount expended during fiscal year, for works of improvement ------------------------------------------- 3, 153. 42 July 1, 1914, balance unexpended ---------------------------- 12, 874.45 (See Appendix P 15.) 16. Sarasota Bay, Fla.-The west coast of Florida from a point about 10 miles south of the Anclote River to a point about 20 miles north of the Caloosahatchee River is bordered by keys separated from the mainland by sounds of very variable widths and depths, forming an intercoastal waterway along the coast. Sarasota Bay is the name given to that portion of waterway lying between Tampa Bay and Sarasota Pass. Under this heading is also included the improvement of Little Sarasota Bay, which is the name applied to that portion of the waterway lying between Sarasota Pass and Caseys Pass, opposite the town of Venice. The distance from Tampa Bay to Sarasota, opposite Sarasota Pass, is 20 miles, and the distance from Sarasota to Venice is 18 miles. Sarasota Bay varies in width from one-half mile to 3 miles and Little Sarasota Bay from one- fourth to 1 mile. Before improvement there was a navigable channel in Sarasota Bay with a 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. RIIVER AND HARBOR IMPROVEMENTS. 613 The original, which is also the existing, project was adopted in 1889 and provided 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. This project was modified in 1896 to provide also for a channel 75 feet wide and 3 feet deep from Sarasota, through Little Sarasota Bay, to Caseys Pass, the estimated cost of the modified proj- ect being $55,000, subsequently increased to $70,000 and again in 1911 to $95,000. The project was further modified by the river and harbor act of March 2, 1907, so as to provide for continuing the improve- ment to Venice, about 2 miles southeast of Caseys Pass. This project is based upon House Document No. 61, Fifty-first Congress, first session (contains maps), also published in the Annual Report of the Chief of Engineers for 1890, pages 1615-1620. The project is therefore to secure a channel 100 feet wide and 5 feet deep at mean low water from Tampa Bay to Sarasota, and a channel 75 feet wide and 3 feet deep at mean low water thence to Venice. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Sarasota to Caseys Pass 15.......... House... 61 Fifty-first.... First........... Inside passage through Sarasota Bay to ... do..... 377 Fifty-sixth.... .. do..... 1900 2055-2065 Lemon Bay.' Tampa Bay to Gasparilla Sound 2........ do..... 849 Sixty-first..... Second.. 1909 Sarasota Bay, Fla., including Little Sar- ... do..... 844 Sixty-third.... ... do........ .. ...... asota Bay and Big Sarasota Pass.l 1Contains maps. 2 No maps. 3 Basis of project adopted by Congress. There were no field operations during the year. Plans for the construction of a light-draft 10-inch hydraulic dredge, to be named Sarasota, were prepared and contract was let for the construction of the hull and installation of the machinery. This dredge is intended for use in the shallow rivers and harbors on the Gulf coast of Florida. Construction work had not begun at the close of the year, but material had been ordered and preparations for the work were in progress. There were no expenditures from the funds available for this improvement during the year. There had been expended on the existing project, which is the .original project, up to June 30, 1914, $97,589.20. The project is about 85 per cent completed. The maximum draft that cu>ld be carried June 30, 1913, over the shoalest part of the local- ity under improvement is 5 feet between Tampa Bay and Sarasota and 3 feet between Sarasota and Venice. The mean range of tide is 1.5 feet. A draft of 8 feet can be brought into Sarasota Bay from the Gulf of Mexico. The distance from Tampa Bay to Sarasota is 20 miles and from Sarasota to Venice is 18 miles. 614 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The waterway is navigable its entire length of 38 piles. The commerce for 1913 amounted to 17,947 short tons, valued at $667,930. It consisted principally of cement, crate material, fer- tilizer, fish, ice, merchandise, and naval stores. The commerce ap- parently decreased 26.6 per cent below that of 1912. Daily boat service is maintained between Sarasota and Tampa. The improve- ment affords navigation facilities for a section heretofore unde- veloped, and which is now being rapidly settled and cultivated. The improvement has decreased freight rates about 20 per cent. The amount available is sufficient to maintain the improvement until June 30, 1916, and therefore no estimate for additional appro- priation is submitted at this time. July 1, 1913, balance unexpended------------------------------$27, 453. 55 July 1, 1914, balance unexpended_----------------------------27, 453. 55 (See Appendix P 16.) 17. Manatee River, Fla.-The river rises in the western part of the central portion of the peninsula of Florida and empties into the southern part of Tampa Bay. Its length is about 50 miles and its general direction of flow is westerly. For a distance of 13 miles above the mouth the river is a tidal estuary from one-half mile to 1 mile in width. From the head of the estuary to Rye the width varies from 80 feet to 600 feet. The original channel width was indeterminate, but was in places not more than 50 feet for the available depths given. In its original condition this river had an available channel 6 feet deep to Palmetto, 6 miles above the mouth; 3 feet deep to Ellenton, 10 miles above the mouth; and 12 feet deep to Rye, 24 miles above the mouth. The plane of reference for the lower river is mean low water and for the upper river mean low stage. The river is under improvement from its mouth to a point 24 miles above the mouth. A draft of 8 feet can be brought into the mouth of the river from the Gulf of Mexico. The original project was adopted in 1882 and contemplated a chan- nel 100 feet wide and 13 feet deep from Tampa Bay to Shaw and McNeills Points. This project was modified in 1886 so as to provide for a channel 100 feet wide and 8 feet deep to Manatee, and in 1897 to provide for a cut-off into Terriceia Bay. The amount expended on original and modified projects prior to operations on existing project was $69,350.80, of which amount the sum of $15,643.20 was applied to maintenance. The existing project provides for a channel 100 feet wide and 13 feet deep from Tampa Bay to McNeills Point, 100 feet wide and 9 feet deep to Rocky Bluff, and 75 feet wide and 4 feet deep to Rye; also a cut-off channel, 100 feet wide and 6 feet deep, from the river into Terriceia Bay, at an estimated cost of $130,520. This project was adopted by Congress March 2, 1907, and in its present condition is based upon report published in House Document No. 117, Fifty- eighth Congress, second session. (This document does not contain a map.) No modification has been made in the existing project. RIVER AND HARBOR IMPROVEMIENTS. 615 Reference to eeaminations or survey reports and maps or plans (ineluding project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. . . . . . . . .. .. .. . .. . Manatee to moutht 5 .. . . . . . . . .Senate.. .. 131 . .. ..Forty-seventh . . .. .. . . .. .First.... .. . . . . 1882 1319-1321 Tampa Bay to Mitchelvflle 2.. . .. . . . . . . . . ........... ..... . . . . . . . . ... . . . . . . . . . . . . . .. . 1888 1108-1112 Manatee River to Terriceia Bay ... 1897 1562-1563 Mouth to Rye' a............... ......... House.. 117 Fifty-eighth.. Second.. 1903 ........ Mouth to Rye 2............................do..... 271 Sixty-second.....do................. Mouth to Rye 14................ ... ..... .. do.... 1 Sixty-third... First.... 1913 ......... 1No maps. I Basis of project adopted by Congress. s Contains maps. 4Committee on Rivers and Harbors. There were no operations during the year and no expenditures were made. The total expended on existing project to June 30, 1914, was $80,710, of which amount the sum of $45,000 was applied to mainte- nance. The total amount expended on all projects to the end of the fiscal year 1914 was $150,060.80. The approved project is about 65 per cent completed. Excepting the channel at the entrance, all the work contemplated has been completed. The result of the work accomplished has been to make the channel less tortuous and to increase the available depth to Rocky Bluff 3 feet and to Rye 1 feet. Maintenance work is required to restore the depth of 4 feet to Rye. The channel depths have deteriorated since last year so that the maximum draft that can be carried June 30, 1914, is 8 feet to Rocky Bluff and 2 feet to Rye. The mean range of tide at the entrance is 1.6 feet. At low stages of the upper river the tide is perceptible as far as Rye, the head of navigation. The annual variation of water surface in the upper river on account of freshets is about 3 feet. The lengths of the improved sections of the river are 12 miles from the mouth to Rocky Bluff and 12 miles from Rocky Bluff to Rye, 24 miles in all. The head of navigation is the bridge at Rye 24 miles above the mouth. The commerce during the calendar year 1913 amounted to 44,620 short tons. It consisted mostly of fullers earth, merchandise, naval stores, oranges, sand and shell, and vegetables. The total value was $1,877,880. The commerce apparently decreased 30 per cent below that of the previous year. The full effect and value of this improvement can not be deter- -mined until the channel on the bar at the entrance is completed. The completion of the channel at the entrance is considered essen- tial to the proper development of this improvement. The sum recommended as a profitable expenditure in fiscal year ending June 30, 1916, is to be applied to this portion of the work and for 616 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. maintenance. It was intended to reserve a sum sufficient for this purpose from the appropriation made in the act of March 2, 1907, but work of improvement and maintenance was so urgent farther up the stream that this money was used elsewhere. July 1, 1913, balance unexpended - .------ _-_ __------. - - $10,000.00 July 1, 1914, balance unexpended------------------------------ 10, 000. 00 Amount (estimated) required to be appropriated for completion of existing project__________-- - --_____________ ___ 30, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance __ 135, 000. 00 (See Appendix P 17.) 18. Tampa Bay, Fla.-This bay is located on the west coast of Florida. The distance from the entrance to the bay to its head at Gadsens Point is approximately 25 miles. The average width of the bay is about 7 miles. Gadsens Point is at the southern end of a pen- insula, on both sides of which arms of the bay extend. The easterly arm is known as Hillsboro Bay and the westerly arm as Old Tampa Bay. At the head of Hillsboro Bay lies the city of Tampa, and on the eastern shore of Old Tampa Bay lies Port Tampa. Port Tampa is about 547 miles from New Orleans and 250 miles from Key West. A draft of 26 feet can be carried into the bay from the Gulf of Mexico. The mean tidal range both at Egmont Bar and in the lower bay is 1.5 feet. At Port Tampa at the head of the bay it is 2 feet. Before improvement the least depth between the Gulf of Mexico and Port Tampa was 13 feet. The original 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 of this work was $63,000. Prior to this, work was carried on in connection with improvement of Hillsboro Bay. The total expenditure under this project was $130,000. The existing project was adopted March 3, 1899. It provides 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. The estimate of cost was prepared subsequent to adoption of the project and was approved by the Secretary of War April 10, 1899. 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 suffi- cient 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 terminals 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 existing project as modified is to secure a channel from the Gulf of Mexico to Port Tampa 26 feet deep at mean low water, 500 feet wide across the bar, and 300 feet wide in the bay. 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 617 References to examination or survey reports and maps or plans (inouding project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. The bay . ............. .. .. ...... ....... . .................... 1872 587-647-648 Entrance Tampa Bay to wharves at House... 82 Forty-fifth.... Third... 1879 870-873 Tampa. Entrance Tampa Bay to city of Tampa 1.i .. .................. ... 1887 1257-1258 Port Tampa to mouth of bay' ......... House... 194 Fifty-third.... Third.- - 1895 1570 et seq. ... .. do..... 88 Fifty-fifth.... First.... 1897 Do.2 ....... ...................... 1596-1601 Port Tampa to mouth of bay in Gulf of ...do..... 52 ..... do.........Third... 1899 1640-1643 Mexico.l a 1 No maps. 2Contains maps. aBasis of project adopted by Congress. The Government dredge Key West which was working oh this im- provement at the beginning of the year continued dredging on the bar at the entrance and in the bay until August 19, 1913. During this time the dredge removed 30,160 cubic yards from the bar and 46,748 cubic yards from the channel in the bay. As a result channel depths were restored to 26 feet for a least width of 200 feet across the bar and through the main portion of the bay up to the entrance to Old Tampa Bay. The expenditures during the year amounted to $14,043.32, all of which was for maintenance. The sum of $2,152.08 was expended for repairs to the dredge Key West. The total amount expended on existing project up to the close of the fiscal year ending June 30, 1914, was $659,090.47, of which amount $51,629.66 was applied to maintenance of improvement. The total amount expended on all projects to the end of the fiscal year 1914 was $789,090.47. The project is completed, but maintenance work is required from time to time to overcome shoaling from the sides of the channel. The maximum draft that can be carried over the shoalest portion of the improvement is 26 feet at mean low water. The distance from the entrance to the bay to Port Tampa is 35 miles. Tampa Bay is navigable in fact over its entire area. The commerce for the year 1913 amounted to 2,483,867 short tons, valued at $50,480,832, consisting principally of cement, coal, fish and oysters, fullers earth, fruits, grain and hay, ice, lumber, naval stores, oils, paving brick, phosphate, rock, sand and shell, tobacco leaf, and merchandise. Tampa Bay must be traversed by the water-borne com- merce bound to and from Tampa, Port Tampa, St. Petersburg, and points on Boca Ceiga Bay, Clearwater Harbor, Manatee River, and Sarasota Bay. Its commerce in reality is the combined commerce of all these points. Tampa is the general collecting and distributing center. (See also Hillsboro Bay.) The improvement in connection with improved tributary water- ways has lowered the freight rates for many points as much as 25 per cent. As tributary waterways are further improved, these bene- fits will be further extended. 618 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is proposed to apply the amount estimated as a profitable ex- penditure in the fiscal year ending June 30, 1916, to work of mainte- nance. July 1, 1913, balance unexpended--------------------------- $20, 977. 31 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ---------------------------------------- 14, 043. 32 July 1, 1914, balance unexpended ---------------------------- 6, 933.99 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------------------------------- 6, 000. 00 Amount available for fiscal year ending June 30, 1915----------- 12, 933.99 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement------------------- 9,000. 00 (See Appendix P 18.) 19. St. Petersburg Harbor, Fla.-The city of St. Petersburg is situated on the west shore of Tampa Bay, at a point about 30 miles distant from the entrance to the bay, as measured along the present ship channel. It is 21 miles from the city of Tampa and 8f miles from Port Tampa. The water front of St. Petersburg is devoid of shelter from easterly winds. Tampa Bay is about 10 miles wide opposite this locality, and troublesome wave action occurs along this shore, caused by winds from easterly directions. In 1911 local interests excavated a channel leading directly shoreward from the bay into a basin excavated within the natural shore line near to and south of the southern cor- porate limits of the city. The channel is said to have been made 120 feet wide and 13 feet deep and the basin 450 feet wide, 1,360 feet long, and 14 feet deep. In its present condition the channel has a depth of 9 feet for a width of 75 feet, and the basin has a considerable area where depths of less than 10 feet are found. A least depth of 4 feet is found within the limits of the basin. Bayboro Harbor, the local name for the basin before described, can accommodate vessels of 9 feet draft over a portion of its area. The wharves in front of the city can accommodate vessels drawing from 8 to 11 feet of water. These wharves can not be safely used during easterly storms. A draft of 9 feet can be brought into the harbor from the ocean at the present time. The mean tidal range both at the entrance and inside the harbor is 1.84 feet. The original project, which is also the existing project, was adopted by Congress July 25, 1912, and contemplates widening and deepening the channel entering Bayboro Harbor, so as to provide a depth of 10 feet and a width of 200 feet at the outer end, widening to 300 feet at the inner end, and protecting the channel by a jetty along the south side, at an estimated cost of $32,000 and $1,500 annually for maintenance, provided that before improvement is begun satisfac- tory assurances will be given the Secretary of War that local inter- ests will do all necessary work inshore of the east side of First Street, including the widening of the basin 175 feet and rounding off the corner at the entrance and the maintenance of the basin to a depth of 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 619 10 feet; and provided further, that the frontage on the basin acquired by the city will be moved northward 300 feet and the land along Salt Creek be reserved for future enlargements, the exact lines to be determined by the Chief of Engineers, United States Army. There has been no modification of the existing project. This project is based upon the reports contained in House Docu- ment No. 512, Sixty-second Congress, second session (with maps). A report on a preliminary examination of this harbor may be found printed as House Document No. 148, Fifty-ninth Congress, first session (without maps). There were no expenditures under the existing project during the year. Arrangements were perfected by local interests to comply with the requirements of the act of July 25, 1912. On June 15 the Secretary of War accepted as satisfactory the evidei1ce submitted by local in- terests to show compliance with these requirements and directed that the work of improvement be undertaken. The maximum draft that can be carried over the portion which it is proposed to improve is 9 feet. The length of channel which it is proposed to improve is about 2,900 feet. The commerce during the year 1913 consisted principally of beer, cement, fish, gasoline, ice, merchandise, and sand, and amounted to 24,572 short tons,, valued at $1,273,300, being an increase over the preceding year of 81.4 per cent. It is proposed to do the dredging required with the Government dredge Florida at an early date and construct so much of the jetty by contract as available funds will permit. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1916, to maintenance. July 1, 1913, balance unexpended______-------- ___________ $33, 500. 00 July 1, 1914, balance unexpended---------------------------- 33, 500. 00 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 -_____ ______--------________ _- 1, 500. 00 Amount available for fiscal year ending June 30, 1915____________ 35, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement------__________ _____ 1, 500. 00 (See Appendix P 19.) 20. Hillsboro Bay, Fla.-The bay is an arm of Tampa Bay. It is about 9 miles long and 44 miles wide. Tampa is located at its head and is 259 miles from Key West and 550 miles from New Orleans. Before improvement the channel from deep water in Hillsboro Bay to the city of Tampa was narrow and tortuous, with least depth of about 4 feet at mean low water. A draft of 26 feet can be carried into the lower end of the bay from the Gulf of Mexico. The mean range of the tide is 1.5 feet at the lower end of the bay and 2.2 feet at Tampa, at the upper end of the bay. 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 1 Exclusive of amount available for fiscal year 1915. 620 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 amount expended on original and modified projects prior to operations under existing project was $740,180.13. The existing project, adopted June 25, 1910, is based on plans printed in House Document No. 634, Sixty-first Congress, second session (with maps), and provides for obtaining a channel 200 feet wide and 24 feet deep at mean low water from Tampa Bay to the turning basin at the mouth of Hillsboro River, following the line of the 20-foot channel completed under previous project, a channel 300 feet wide and 24 feet deep from the turning basin eastward to the mouth of the Ybor Estuary; thence northward and up the estuary; and a channel of the same dimensions from the mouth of the estuary, southward through Sparkmans Bay and the present Tampa Northern channel, to the main channel. The estimated cost of this work is $1,750,000, with an annual charge for maintenance of $20,000 for five years and for $10,000 thereafter. The project was adopted, subject to the following conditions: That no expenditure be made on that part of the harbor between the new turning basin and Ybor City until the Secretary of War is assured that the local municipality will construct wharves or slips having an available length of not less than 1,400 feet, which shall be open for the use of the general public under reasonable regulations and charges, and also that the municipality has obtained such con- trol of the property for at least 700 feet on each side of the proposed Ybor Channel throughout its length as will insure its use primarily in the interest of general commerce on equal terms to all, and that all wharfage charges and regulations shall be reasonable and fully controlled by the municipal authorities and subject to the approval of the Secretary of War. This project was modified February 16, 1912, so as to provide for a straight channel in Ybor Estuary, in lieu of the channel shown on the map forming part of House Document No. 634, Sixty-first Con- gress, second session. The existing project as modified is to secure a channel 200 feet wide and 24 feet deep at mean low water from Tampa Bay to the turning basin at the mouth of the Hillsboro River, following the line of the 20-foot channel completed under previous project; a channel 300 feet RIVER AND HARBOR IMPROVEMENTS. 621 wide and 24 feet deep from the turning basin eastward to the mouth of the Ybor Estuary, and thence northward and up the estuary in a straight line; and a channel of the same dimensions from the mouth of the estuary southward through Sparkmans Bay and the present Tampa Northern channel to the main channel. On August 8, 1913, the Secretary of War approved the plans of the city of Tampa for the proposed terminals in Ybor Estuary and accepted as satisfactory the assurances of the compliance by local interests with the requirements of the act of June 25, 1910. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entrance to Tampa Bay to wharves at House... 82 Forty-fifth.... Third... 1879 870-873 Tampa.' Entrance to Tampa Bay to Tampa 1.............. ...... ........... ..... .. 1887 1257-1258 House... Entrance to Tampa1 ................... 229 Fifty-fourth... Second.. 1897 1574-1578 Tampa Bay to Tampa 2.................do..... 545 Fifty-fifth. .. ...do..... 1898 1357-1360 Do.1 ......... . . . .. .. . . do..... . . .. 306 Fifty-eighth. . ..do..... 1904 1726-1738 Turning basin to head of Estuary 2 . 1121 Sixtieth.... ... do......... Hillsboro Bay 2 3 ...... .... .... ..do..... 634 Sixty-first.... ... do................. 1No maps. 2Contains maps. 3Basis of project adopted by Congress. During the year most of the soft material overlying the rock in Sparkman Bay and Tampa Northern Channels, and in widening sec- tion D 50 feet for a distance of 8,200 feet, was removed under con- tract. On May 1, 1914, the contractor suspended work and removed his plant. Under date of December 31, 1913, contract was entered into with the Standard American Dredging Co. of Texas for removing rock and overlying material from the Hillsboro Turning Basin, the Hendry and Knight Channel, the Ybor Turning Basin, the Ybor Channel, the Sparkman Bay Channel and the Tampa Northern Channel. Work under this contract had not begun at the close of the year. During the year the U. S. dredge Barnard was undergoing exten- sive repairs and alterations at the United States navy yard at Charleston, S. C., to fit her for work on this project, and at the close of the year preparations were also in progress for equipping the dredge for service. The expenditure made during the year was $197,698.43. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, was $689,434.77, none of which was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 was $1,429,614.90. The approved project is about 50 per cent completed. Sections A, B, C, and D have a limiting depth of 24 feet at mean low water for a width of 150.feet; Hendry and Knight Channel, 20 feet for a width 622 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of 300 feet; Ybor Channel, 15 feet for a width of 300 feet; Spark- man Bay Channel, 10 feet for a width of 200 feet; and Tampa Northern Channel, 10 feet for a width of 200 feet. Excepting sections A, B, C, and part of section D, no natural channels originally existed in the several localities named. In many places the natural bottom was above water at low tide. The maximum draft that can be carried June 30, 1914, over the shoalest part of the locality under improvement is 10 feet in Spark- man Bay and Tampa Northern Channels. A draft of 24 feet can be taken to the Seaboard terminals in section D, and 20 feet to the wharves along Hendry and Knight Channel. The territory lying along the other channels is as yet undeveloped. The commerce reported for the year 1913 amounted to 1,319,283 short tons, valued at $36,941,311, an apparent decrease of 33.4 per cent from that reported for the year 1912. The commerce consists principally of cement, coal, fish and oysters, fullers earth, fruits, grain and hay, ice, lumber, naval stores, oils, paving brick, phosphate, rock, sand and shell, and merchandise. Three lines of steamers give regular service to New Orleans, Habana, Key West, and New York. Local commerce between Tampa and other points on Tampa Bay, Sarasota Bay, Manatee River, and Boca Ceiga Bay is carried on by four lines of steamers. In addition to this there are many small gasoline boats making more or less regular trips. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1916, to work of completing the improvement and for maintenance. With funds heretofore ap- propriated, work will be continued under contracts for removing soft material and rock and overlying material, and with the use of Gov- ernment plant, if necessary, with a view to completing the project. July 1, 1913, balance unexpended -- ___________________ $858, 266. 81 Receipts from sales --------------------------------- 300. 29 858, 567. 10 June 30, 1914, amount expended during fiscal year, for works of improvement_ ----------------------- -------- 197, 698. 43 July 1, 1914, balance unexpended----------------------------660, 868. 67 July 1, 1914, outstanding liabilities ______________________ _ 166, 761. 68 July 1, 1914, balance available-------- -------------------- 494, 106. 99 July 1, 1914, amount covered by uncompleted contracts ---------- 421, 183. 22 Amount (estimated) required to be appropriated for completion o: existing project -....---------------------------- ------ 400, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and maintenance --------- _ 120, 000. 00 (See Appendix P 20.) 21. Hillsboro River, Fla.-This river rises in marshes in the cen- tral part of the State of Florida and flows in a southwesterly direc- tion, emptying into Hillsboro Bay at Tampa at the northern end of Hillsboro Bay. The total length of the stream is about 36 miles. Only that portion of the river between its mouth at the head of Hills- 1 Exlusive of the balance unexpended July 1, 1914, RIVER AND HARBOR IMPROVEMENTS. 623 boro Bay and Lafayette Street in the city of Tampa has ever been improved. The length of this section is about 2,200 feet. Before improvement limiting depths of about 7 feet at mean low water of the Gulf were encountered in this stretch of the river. Between this point and Sulphur Springs considerable depths generally exist, but occasional shoals occur with depths of between 6 and 7 feet, the limit- ing depth thus being reduced to about 6 feet. Above Sulphur Springs the river shoals rapidly, the depths decreasing to less than 3 feet just below the site of the Tampa Electric Co.'s dam, which is at the head of navigation of the stream. The width of the section under improvement and for a short distance above is about 400 feet. The average width thence to Sulphur Springs is about 125 feet and from this point to the head of navigation about 100 feet. A draft of 24 feet can be carried to the mouth of the river from the Gulf of Mexico at mean low water. The original project, adopted in 1880, provided for a channel 9 feet deep at mean low water and 200 feet wide from the mouth of the river up to a point 100 feet south of the Lafayette Street Bridge, and provided also for a channel 9 feet deep and 150 feet wide in Hillsboro Bay, connecting the mouth of the river with the 12-foot contour in the bay. In 1888 the projected depth was reduced to 8 feet. There was expended under this project the sum of $80,000. The existing project was adopted March 3, 1899, and provided for a channel in the river 12 feet deep at mean low water and 200 feet wide from its mouth to the Lafayette Street Bridge, and for a chan- nel 12 feet deep and 150 feet wide connecting the mouth of the river and the 12-foot contour in the bay. Subsequent projects have pro- vided for channels in the bay first provided for under projects for the improvement of Hillsboro River, so that now this project is limited to the river proper. The existing project for this work may be found in House Docu- ment No. 545, Fifty-fifth Congress, second session (with maps). The existing project is therefore to'provide a channel 12 feet deep at mean low water and 200 feet wide from the mouth of the Hills- boro River to a point 100 feet south of the Lafayette Street Bridge. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entrance Tampa Bay to wharves at ...................................... 1879 870-873 Tampa.2 Entrance Tampa Bay to Tampa .............. ......................... 1887 1257-1258 Tampa Bay to Tampa 2... .. House... 229 Fifty-fourth.. Second.. 1897 1574-1578 Mouth to Tampa 1 1a ......... . . .. ..... ....... .. . . . do.... .. .. . 545 Fifty-fifth....... do........ ......... Lower 10 miles .............. do 132 Sixty-third... First.................. Tampa Electric Co.'s dam to Crystal ... do..... 183 ..... do............do.......... ....... Springs.' I Contains maps, s No maps. 8 Basis of project adopted by Congress. 624 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. No work was done during the year. Additional maintenance work becoming necessary, specifications were prepared for doing the dredging by contract and the work was advertised, bids to be opened July 2, 1914. The expenditure incurred, amounting to $82.50, was for printing and advertising. There had been expended on this project up to June 30, 1914, the sum of $283,382.50, of which $8,082.50 was for maintenance. This amount expended for improvement is also reported under the report for Hillsboro Bay, where the project covers both the river proper and channels at the head of the bay, and is the total expended on all projects to the end of the fiscal year 1914; although only one appro- priation of $25,000 has been made under this specific title. The project has been completed. On June 30, 1914, the maximum draft that could be carried over the shoalest part of the improve- ment was 10 feet. The improvement is made use of by many small boats. Near the head of the improved section the Favorite Steam- ship Co., which carries on a business with St. Petersburg and points on the Manatee River, has its terminals. There are three boats daily plying between these points. The average tidal fluctuation amounts to about 2 feet. The stream is navigable up to the dam of the Tampa Electric Co., 10 miles above its mouth, which is the head of navigation. The water commerce for the year 1913 amounted to 244,120 short tons, valued at $5,171,797. The commerce consists principally of beer, cement, coal, fish and oysters, fruits, fullers earth, grain and hay, groceries, general merchandise, ice, logs, lumber, naval stores, oils, sand and shell, vegetables, and water. This commerce passes over the lower end or mouth of Hillsboro River only, and is in the nature of a terminal for part of the Hillsboro Bay commerce. The improvement has not in any way affected freight rates. No estimate of funds for the year ending June 30, 1916, is sub- mitted, as balance on hand is ample to maintain improvement until then. July 1, 1913, balance unexpended---- -----------.-- $17, 000. 00 June 30, 1914, amount expended during fiscal year, for maintenance of improvement-------------------------------- ----------- 82. 50 July 1, 1914, balance unexpended--------------------------- 16, 917. 50 (See Appendix P 21.) 22. Clearwater Harbor and Boca Ceiga Bay, Fla.-These are the names applied to portions of the sound lying between the mainland of the State of Florida and the keys bordering the west coast, north of Tampa Bay. Boca Ceiga Bay extends northward, and may be considered as beginning opposite Pass-a-Grille. Clearwater Harbor lies to the north of Boca Ceiga Bay. These two sheets of water are connected by a waterway known as The Narrows. The northern limit of Clearwater Harbor may be taken to be opposite Big Pass. North of Clearwater Harbor the sound is known as St. Josephs Sound. Boca Ceiga Bay is about 122 miles long and has an average width of about a mile. The Narrows are about 42 miles in length and have an average width of about 200 yards. Clearwater Harbor is about 8 miles long and varies in width from one-half mile to 14 miles. Before improvement no well-defined channel existed through the intracoastal waterway formed by the bodies of water named RIVER AND HARBOR IMPROVEMENTS. 625 above. Following the best water, depths were encountered in Boca Ceiga Bay of from 2 to 31 feet; in The Narrows of from one-half to 6 feet; and in Clearwater Harbor of from 2 to 21 feet. A draft of 61 feet can be brought into Boca Ceiga Bay from the Gulf of Mexico and a draft of 7 feet into Clearwater Harbor. The mean range of tide at the entrances to this waterway is 1.5 feet and in the waterway itself about 1.8 feet. The original, which is the existing, project was adopted June 25, 1910, and contemplates securing a channel from Clearwater Harbor to Boca Ceiga Bay and through the upper part of said bay 5 feet deep and 50 feet wide and a channel from the lower end of said bay to Tampa Bay 7 feet deep and 100 feet wide, at an estimated cost of $59,000, increased to $79,003 in 1912, with $3,000 annually for main- tenance after completion. This project is based upon plans submit- ted in House Document No. 1190, Sixtieth Congress, second session (with maps). No modifications have been made in the existing project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. . . .. . . . . . . . . . . . . . . . . . . . . . . . .. . . . . .. . . . . . . . Clearwater Harbor and Tampa 2 1884 1220-1221 Clearwater Harbor 2..................... . . . . . . . . . . . . . . .. .885 ......... 1323-1329 ..... . . . . .. 2. . . . . . . . . . .. . Clearwater Harbor to Boca Celga Bay . . . 1887 1259-1260 Clearwater Harbor ..... House... 249 Fifty-fourth... Second.. 1897 1578-1580 Clearwater Harbor and Boca Ceiga Bay 1 ... do.... 1190 Sixtieth....... do..... 1908 369 Boca Ceiga Bay .. .. . ....... do..... 135 Sixty-third.... First..... .. ......... Clearwater Harbor and Big Pass, Fla......do..... 174 .... do......... ... do................. 'Contains maps. 2No maps. 8Basis of project adopted by Congress. Dredging and rock excavation under contract in progress at the beginning of the year continued until May 15, 1914, when work ceased owing to exhaustion of available funds. During the year 17,604.3 cubic yards of soft material was removed from sections II and J and 13,517.36 cubic yards of sand and rock from sections K, L, M, and P. This work resulted in the completion to project dimensions of sections II, J, K, and the partial completion of sections L, M, and P. It is estimated that the excavation of 1,000 cubic yards of soft mate- rial and 1,400 cubic yards of rock is still required to attain the proj- ect depth in sections L, M, and P. During the progress of this work maintenance dredging was found to be necessary in section P. Ex- cepting a shoal 1,600 feet long at the entrance from Tampa Bay which has a depth of 6 feet, and in sections L, M, and P, the chan- nel contemplated by the project has been completed. The expendi- ture made during the year amounted to $20,683.44. The total expended on the existing project, which is the original project, up to the close of the fiscal year ending June 30, 1914, was $79,756.24, none of which was for maintenance. 60993o---ENG 1914----40 626 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The project is about 90 per cent completed. The depth through the narrows, where the greatest obstruction existed, has been in- creased from one-half foot to 3.4 feet. The project width has been attained throughout. The distance between named limits of authorized channels is 28 miles. The water commerce for the calendar year 1913 consisted of fish, ice, groceries, and general merchandise. The amount for the year was 3,550 short tons, valued at $179,000. The improvement has as yet had no apparent effect on freight rates. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1916, to maintenance. July 1, 1913, balance unexpended______________________________ $22, 927. 20 June 30, 1914, amount expended during fiscal year, for works of im- provement--------------------------------------------------20, 683. 44 July 1, 1914, balance unexpended-------------------------------- 2, 243. 76 July 1, 1914, outstanding liabilities------------------------____ 2, 243. 76 Amount allotted from appropriation made by the river and harbor act approved Oct. 2. 1914__----- 12, 000. 00 Amount available for fiscal year ending June 30, 1915 ---------- __ 12, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement----------------------- 3, 000. 00 (See Appendix P 22.) 23. Anclote River, Fla.-This river rises in marshes in the western part of Florida, flows in a generally southwesterly direction, and empties into the Gulf of Mexico about 35 miles north of the entrance to Tampa Bay. Its total length is about 20 miles. It is a narrow and crooked stream from its source to a point about 22 miles from the mouth, where its volume is increased by the flow from Tarpon Springs, which enters the river through Tarpon Bayou. From this point to its mouth the stream has the characteristics of a small tidal estuary. The project for improvement includes only the 21-mile stretch from Tarpon Springs to the mouth, through which, before improvement, there was a narrow tortuous channel, with depths varying from 2 to 20 feet. A draft of 6 feet can be carried into the river from the Gulf of Mexico. The mean tidal range at the mouth of the river is 1.5 feet, and in the river 2 feet. The original, which is also the existing, project was adopted March 3, 1899, and contemplates securing 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, at an estimated cost of $51,500. This project is based upon the report contained in House Docu- ment No. 200, Fifty-fifth Congress, second session (with maps). No modifications have been made in the existing project. 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 627 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. . . . . . . . . . . Tarpon Springs to mouth 2 .... House... 71 Forty-eighth.. Second.. 1885 1280-1281 Anclote River 2.... .. . . ..... ..... .. do..... 160 Fifty-third... hird. 1895 1573-1576 Tarpon Springs to mouth 23............. .. do..... 200 Fifty-fifth..... Second............... Do.1 ............ ........... ...- .-- do..... 18 Sixty-third.... I irst........ ......... 1 Contains maps. 2 No maps. 3 Basis of project adopted by Congress. No work was done during the fiscal year and no funds were expended. The amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1914, was $56,500, of which $4,848.50 was applied to maintenance of improvement. Of the amount expended $225 was derived from sales. The project was completed, but the channel has since shoaled. The maximum draft that could be carried June 30, 1914, over the shoalest part of the locality under improvement was 5 feet to Sponge Harbor and 3 feet to the county bridge at Tarpon Springs. The length of the channel improved is 5 The river is navi- mkiles. gable, in fact, for a distance of 17 miles above the entrance. The commerce for the year 1913 amounted to 22,730 short tons, valued at $1,381,700, and consisted principally of fish, logs,'lumber, merchandise, and sponges. The tonnage decreased 33 per cent below that of the preceding year. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1916, to work of mainte- nance. July 1, 1913, balance unexpended ------------------------------------- $225 July 1, 1914, balance unexpended__ 225 .--------------------- Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ------- 5, 000 (See Appendix P 23.) 24. Crystal River, Fla.-This river rises near the town of Crystal River, Fla., and is formed by several springs. It flows in a westerly direction and empties into the Gulf of Mexico. The length of the river is 9 miles. Before improvement the channel from the Gulf of Mexico to the town of Crystal River was tortuous and shallow, the least depth being 2. T feet at mean low water of the Gulf. The en- trance to the river was obstructed by reefs and sand bars. A draft of 6 feet can be carried into the mouth of the river from the Gulf of Mexico. The mean tidal range on the bar is 1.5 feet, and in the river at Crystal Springs 2.3 feet. The project adopted June 13, 1902, which is the existing project, contemplates a channel 60 feet wide and 6 feet deep at mean low 1Exclusive of the balance unexpended July 1, 1914. 628 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. water of the Gulf from the Gulf of Mexico to the town of Crystal River. The estimated cost was $84,647.46. The project is based upon the report contained in House Docu- ment No. 386, Fifty-sixth Congress, first session (with maps). No modification has been made in the existing project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Head to mouth 1........................ Senate.. 131 Forty-seventh First.... 1882 1316-1317 Crystal River and bar at mouth 1........ House... 157 Fifty-third.... Third... 18,89 1576-1578 Crystal River t1................... do..... 21 Fifty-fourth... Second.. 1897 1580-1583 Crystal River to Gulf 23................ . .... 386 Fifty-sixth........do.... ...... ..... Crystal River to Gulf 1............ do..... 395 SixtiethF....... First... 'No maps. 2Contains maps. 3 Basis of project adopted by Congress. No work was done on the improvement during the year and no funds were expended. The amount expended on work of existing project up to the close of the fiscal year ending June 30, 1914, was $30,431.72, of which $5,225 was applied to maintenance of improvement. The project is completed. The maximum draft that could be carried June 30, 1914, over the shoalest part of the locality under improvement was 4 feet at mean low water. The river is navigable in fact from the entrance to the town of Crystal River, a distance of 9 miles. The water commerce for the calendar year 1913 consisted of fish, ice, oranges, and oysters. The amount for the year was 1,240 short tons, valued at $40,600. This improvement has had no apparent effect on freight rates. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1916, to work of main- tenance. July 1, 1913, balance unexpended--------------------------------- $4, 000. 00 July 1, 1914, balance unexpended--------------------------------- 4, 00000 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement--------------------------- 3, 000. 00 (See Appendix P 24.) 25. Withlacoochee River, Fla.-The Withlacoochee River rises in the swamp lands of Polk County, Fla., not far from the town of Kissimmee. It flows north and then west and empties into the Gulf of Mexico about 20 miles southeast of Cedar Keys, Fla., and 101.7 miles north of the entrance to Tampa Bay. Its total length is about 120 miles. Projects for improvement have covered the river from its mouth to Pembertons Ferry, 77 miles up the river. Before improve- 1Exclusive of the balance unexpended July 1, 1914. IVFER AND HARBOR IMPROVEMENTS. 629 ment the entrance to the Withlacoochee River was crooked and ob- structed by reefs. The least depth at mean low water of the Gulf 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, at mean low water of the Gulf, a depth of 7 to 8 feet as far as Inglis, a distance of 9 miles. Above Inglis the river was obstructed by numerous shoals and snags. A draft of 10 feet can now be carried into the mouth of the river from the Gulf of Mexico. The original project adopted in 1879, provided for a channel having an available depth of 2 feet during about half the year from the mouth of the river to Pembertons Ferry, a distance of 77 miles, and was completed in 1892. The second project, adopted June 13, 1902, provided for straight- ening the channel from the loading pool to the river mouth and deepening it to 8 feet and for work of maintenance. There was expended on the original and modified projects prior to operations under the existing project the sum of $59,700.41. Of this amount $5,296.38 was applied to the construction of the dredge Florida. A considerable amount of dredging has been done by the Port Inglis Terminal Co. under permission granted by the Secretary of War. The existing project, adopted by the river and harbor act of March 2, 1907, provides for a channel 100 feet wide and 10 feet deep at mean low water from Port Inglis to the anchorage in the Gulf of Mexico, at an estimated cost of $215,400 and $5,000 annually for maintenance. This project is based upon the report contained in House Docu- ment No. 483, Fifty-ninth Congress, second session (with maps). No modification has been made of the existing project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Hays Ferry to mouth t............. ... ... ..... . ..................... 180 1110-1119 Mouth to head of navigation I.......... House... 158 Fifty-third.... Third... 1895 1579-1586 Mouth to head of navigation 2..............do. .... 199 Fifty-fifth..... Second.. 1898 1363-1369 Port Inglis to Gulf of Mexico s ............ do..... 483 Fifty-ninth.... ... do...... .......... Port Inglis to Panasoffkee 1........... do..... 395 Sixty-second.. ... do................. 1No maps. 2 Contains maps. ' Basis of project adopted by Congress. Contract work in progress at the beginning of the year continued until May 7, 1914, when the contractor ceased work. During the year 6,961 cubic yards of soft material and 853 cubic yards of rock were removed from.sections L, M, N, 0, and P. Sections N and O were completed to project depth and to a width of 85 feet. Occasional shoal places were left in the remaining sections mentioned, so that 630 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. an available depth of only 9 feet exists for the width of 85 feet dredged. On October 21, 1913, an allotment of $5,000 was made from the appropriation for emergencies in river and harbor works for the purpose of removing water hyacinths from the portion of this river above the Florida Power Co.'s dam. For operations under this allotment see report on Removing the Water Hyacinth from Florida Waters (see p. 633, and also Appendix P 27.) The amount expended during the year. was $17,060.28, of which $548.77 was for maintenance. The total amount expended on existing project up to the close of the fiscal year ending June 30, 1914, was $251,460.65, none of which was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 was $311,161.06. The approved project is about 84 per cent completed. Navigation has been made much easier by the elimination of some sharp turns and by the increased depth and width in the completed portions. The maximum draft that can be carried June 30, 1914, over the shoalest part of the locality under improvement was 8 feet at mean low water. ,Shoaling has occurred in exposed portions of the chan- nel heretofore dredged. 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 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 Hole, about 112 miles above the mouth. The commerce for the year 1913 amounted to 182,716 short tons, valued at $1,516,483, an increase of 30.2 per cent over that of the preceding year. The commerce consisted principally of coal, fish and oysters, lumber, merchandise, phosphate, and iron pyrites. The improvement has materially reduced freight rates throughout the rock-phosphate mining region. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1916, to work of mainte- nance. July 1, 1913, balance unexpended _-------------------- -- $29, 999. 22 Oct. 21, 1913, allotted from emergency appropriation for removing hyacinth --------------------------------------------- 5, 000. 00 34, 999. 22 June 30, 1914, amount expended during fiscal year: For works of improvement---------------------- $16, 511. 51 For maintenance of improvement----------------- 548. 77 17, 060. 28 July 1, 1914, balance unexpended------------------------------ 17, 938. 94 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_ _-- -- - - 10, 000. 00 Amount available for fiscal year ending June 30, 1915_______ __27, 938. 94 RIVER AND HARBOR IMPROVEMENTS. 631 July 1, 1914, amount covered by uncompleted contracts Amount that can be profitably expended in fiscal year ending June ------------ $7, 573. 00 * 30, 1916, for maintenance of improvement --------------------- 5, 000. 00 (See Appendix P 25.) 26. Suwannee River, Fla.-The Suwannee River rises in southern Georgia, near the Okefinokee Swamp, flows in a general southerly direction, and empties into the Gulf of Mexico about 115 miles north of the entrance of Tampa Bay. The total length of the river is 245 miles. The project for improvement includes only that portion of the river between the mouth and Ellaville, which is 125 miles up the river. Before improvement the channel was narrow and tortu- ous and obstructed by a 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 original, which is likewise the existing, project was adopted in 1879, and contemplates securing 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), by dredging, building wing dams, and snagging, at an estimated cost of $65,158. The project is based upon the report contained .in House Docu- ment No. 82, Forty-fifth Congress, third session (no maps). No modification has been made in existing project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to Fllaville i 2....... ......... House... 82 Forty-fifth.... Third... 1879 857-863 White Springs to Gulf of Mexico I ... ... do 427 Sixty-first.... Second........... Source to mouth 3......................do .. 108 Sixty-third.... First. ......... 1 No maps. 2 Basis of project adopted by Congress. 3 Contains maps. No work was done during the year and no funds were expended. The amount expended under the existing project up to the close of the fiscal year ending June 30, 1914, was $75,736.90, of which amount $9,472.96 was applied to work of maintenance of improve- ment. The project was 95 per cent completed on June 30, 1914. As a re- sult there is now a channel 4 feet deep at mean low water of the Gulf 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 stage 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 stage and varying from 30 to 100 feet in width. 1Exclusive of amount available for fiscal year 1915. @M RRPORT OF THE CHTIEF O' I1NEI'ERS, U. S. ARMY. The maximum draft that can be carried over the shoalest part of th'e locality under improvement is 4 feet. The mean rise and fall of tide at Suwannee River entrance is 2.4 feet. The annual variation of the water surface in upper river on account of freshets is about 15 feet. The village of Ellaville is at the head of navigation. Length of the navigable channel is 135 miles. The commerce for the year 1913 amounted to 14,446 short tons, valued at $296,921, and consisted principally of crossties, logs, mer- chandise, and naval stores, the logs composing .1 per cent of this amount. The tonnage was apparently 27.4 per cent less than in 1912. The improvement has had no effect upon freight rates. There is no regular boat service on the river. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1916, to work of maintenance at and near the entrance to the river. Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement .................-------------------... $3, 000. 00 (See Appendix P 26.) 97. Removing the water hyacinth from Florida waters.--Before improvement many Florida rivers, especially the St. Johns and its tributaries, were badly obstructed by packs of hyacinths. The first project, adopted March 3, 1899, provided for the construction of a boat and booms and for destroying the hyacinth by crushing. 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 the existing project was adopted, providing for the de- struction 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 work 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 its 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 was in use until November, 1909, when a hyacinth elevator, consisting of a catamaran scow equipped with an inclined conveyer 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 existing project is therefore to remove the hyacinth by means of an elevator which either places the plants on shore or forms them in deep piles, which are carried away by the currents. ERV 1I AND RARBOEtR IMPROVEMENTPS. References to esamnna.tion or survey reports and maps or plans (inmolui project documents). Annual reports Congressional documents. of Chief of Engineers. House or No. Congress. Session. Year. Page. Senate. Investigation 1. . .................................... .... ....1899 1613-1623 Do.1......... .. ....... House.. 91 Fifty-fifth.... Third... Experiments 1........................ .............. ........ 1906 1235-1240 No maps. Work was in progress on the Withlacoochee River at intervals dur- ing the year. The river above Panasoffkee Outlet was satisfactorily cleared under contract, but is somewhat obstructed again at the close of the year. Work below Panasoffkee Outlet has been conducted under contract in an unsatisfactory manner, and practically no tangi- ble results have been obtained on this portion of the river, which is badly obstructed between Panasoffkee Outlet and the Florida Power Co.'s dam. Work with the Government hyacinth elevator was in progress during a portion of the year in Rice Creek, Trout Creek, Sixmile Creek, and Big Davis Creek, tributaries of the St. Johns River, and in Haw Creek, a tributary of Lake Crescent. A total of 820 acres of the hyacinths and 69 snags and 58 overhanging trees, which caused accumulations of the plants, were removed from these streams during the year. The expenditure during the year amounted to $6,789.07. The total amount expended on existing project, which includes all projects, up to the close of the fiscal year ending June 30, 1914, was $138,203.71. It is proposed to apply the amount estimated as a profitable ex- penditure in fiscal year ending June 30, 1916, in continuing the work of removing the water hyacinth from Florida waters whenever and wherever occasion requires. It is expected that the work will be con- fined mostly to St. Johns River and tributaries and to the Withla- coochee River. July 1, 1913, balance unexpended---------------------------- $10, 002. 16 June 30, 1914, amount expended during fiscal year, for maintenance of improvement---------------------------------------- 6,789. 07 July 1, 1914, balance unexpended-----_______________------_ 3, 213. 09 Amount allotted from appropriation made by the river and harbor act approved October 2, 1914------------------------------ 5, 000.00 Amount available for fiscal year ending June 30, 1915----...-------- 8, 213. 09 Amount that can be profitably expended in fiscal year ending June 30, 1916 -----. ---.------ ----. --.. -.-.-.. -... . 10,000.00 (See Appendix P 27.) I Exclusive of the balance unexpended July 1, 1914. a The funds for this work are allotted from the appropriation for " Removing the water hyacinth Florida, Mississippi, Louisiana, and Texas,' for which an appropriation of $80,000 in all is recommended. See estimate of $20,000 for work in Louisiana on p. T1S. 634 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 28. Removing sunken vessels or craft obstructing or endangering navigation.-(a) On April 4, 1913, the sum of $2,500 was allotted for removal of the tug Monarch, which was wrecked on the shoal in the entrance to Charlotte Harbor, Fla., on November 17, 1912. The wreck eventually broke into pieces, and one piece 100 feet long, consisting of nearly the entire starboard side of the hull, drifted into the harbor and grounded about 1 mile southeast of the quarantine station in about 8 feet of water in such a position as to form a serious obstruc- tion to navigation. The Monarch was a wooden vessel built in 1882, 105 feet long, 22 feet broad, 11 feet deep, and 143 tons gross and 83 tons net register. Proposals for removing this wreck were opened on June 16, 1913, and contract was awarded to Johnston & Virden, of Lewes, Del., who were the lowest bidders. The price agreed upon for the work was $950. Work began July 24, 1913, and was completed July 31, 1913. The wreckage was broken up by blasting and placed on shore and, burned. The total cost of the work was $1,065.30. (b)On June 17, 1913, an allotment of $600, increased November 23, 1913, to $900, was made for the removal of the wreck of dredge Alex C. Roesch, which, some time during April, 1913, burned and sunk in Sarasota Bay, Fla., in such a position as to cause a serious obstruction to the small craft navigating the bay. The hull was of wood, 65 feet long, 28 feet broad, and 7 feet deep. The dredge was equipped with an 80-horsepower locomotive type of boiler and an 8-inch Morris centrifugal pump driven by a 50-horsepower two- cylinder vertical engine. Proposals for removing this wreck were opened September 12, 1913, and contract was awarded to the Edwards Construction Co., of Tampa, Fla. The price agreed upon for the work was $750. Work began October 13, 1913, and was completed October 20, 1913. All portions of the wreck were deposited on shore and burned or piled on shore above extreme high water. The total cost of the work was $900. (c) On March 24, 1914, the sum of $500 was alotted for the removal of what was thought to be a sunken lighter in St. Johns River, off the mouth of Hogans Creek, Fla. The work was advertised by circu- lar letter, and bids were opened on April 13, 1914. The work was awarded to the Merrill-Stevens Co., Jacksonville, Fla., for the sum of $450. Work began April 13, 1914, and was completed April 15, 1914. The material removed consisted of 300 cubic yards of sand and mud, and two logs, one of them a very large cypress log, scarred by ships' propellers. The mud and sand removed was deposited in the designated dumping ground in the St. Johns River, and the logs were deposited on shore above high water. The total cost of remov- ing this obstruction was $480. (d) On May 11, 1914, the sum of $500 was allotted for removal of the steamer Kennedy, which was burned and sunk in Pablo C(reek. at Oak Landing, Fla. The Kennedy was a stern-wheel, wooden, river steamer, about 143 feet long and 30 feet beam. The work was adver- tised by circular letter, and bids were opened on June 15, 1914. The work was awarded to Robert Ranson, of Pablo Beach, Fla., for the sum of $357.65. Work began June 15, 1914, and was completed RIVER AND HARBOR IMPROVEMENTS. 635 June 30, 1914. Part of the wreckage was placed on shore and burned and the remainder on land, above high water. The total cost of removing this wreck was $395.95. The total expenditure during the year for removal of wrecks was $2,427.30. EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JUNE 25 1910, FEBRUARY 27, 1911, JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations and surveys required by the river and harbor acts approved June 25, 1910, February 27, 1911, July 25, 1912, and March 4, 1913, 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 Steinhatchee River, Fla.-Report dated April 18, 1913, with map, is printed in House Document No. 99, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advis- able at the present time. 2. Preliminary examination of Cedar Keys Harbor, Fla.-Report dated January 15, 1913, with map, is printed in House Document No. 100, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 3. Preliminaryexamination of Suwannee River, Fla.-Reportdated April 3, 1913, with map, is printed in House Document No. 108, Sixty-third Congress, first session. The improvement of this locality by the United States, further than covered by existing adopted proj- ect, is not deemed advisable at the present time. 4. Preliminary examination of Charlotte Harbor, Fla., from the 24-foot contour inside Boca Grande Pass to the 162-foot contour west of Punta Gorda Point, thence to the town of Punta Gorda, with a view to obtaining a channel 20 feet in depth with suitable width.- Report dated December 18, 1912, with map, is printed in House Document No. 121, Sixty-third Congress, first session. The im- provement of this locality by the United States in the manner pro- posed is not deemed advisable at the present time. 5. Preliminary examination of inland waterway connecting Haw Creek and Tomoka River, Fla. Report dated March 4, 1913, with map, is printed in House Document No. 122, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 6. Preliminaryexamination and survey of ClearwaterHarbor,Fla., from the mouth of the Anclote River to the channel from the south end of Clearwater Harbor into and through Boca Ceiga Bay, t:ence into Tampa Bay.-Reports dated July 19, 1911, and March 22, 1912, with map, are printed in House Document No. 123, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 636 REPORT OF THE OHIEF OF ENGINEERS, T. S. ARMY. 7. Preliminary examination of Hillsboro River, Fla.--Report dated December 2, 1912, with map, is printed in House Document No. 132, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 8. Preliminary examination and survey of Boca Ceiga Bay, Fla., with a view to securing a channel from the 8-foot contour near Point Pinelos and Maximo Point to the existing channel to Clearwater Harbor at a point near Gulfport for the purpose of shortening said channel to Clearwater Harbor.-Reports dated September 23, 1912, and February 21, 1913, with map, are printed in House Document No. 135, Sixty-third Congress, first session. A plan of improvement at an estimated cost of $10,700, with $1,000 annually for mainte- nance, is presented. 9. Preliminary examination of Clearwater Harbor and Big Pass, Fla., with a view to securing a channel with suitable depth and width from the Gulf of Mexico to a point at or near the town of Clear- water, Fla.-Report dated May 312 1913, with map, is printed in House Document No. 174, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner pro- posed is not deemed advisable at the present time. 10. Preliminary examination of Hillsboro River, Fla., between the Tampa, Electric Co.'s dam and Crystal Springs.-Report dated June 5, 1913, with ma p, is printed in House Document No. 183, Sixty- third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 11. Preliminary examination of canal from St. Johns River, Fla., to Lake Beres ford, with a view to making a cut-off from the river to Lake Beresford, near DeLand River Landing.-Report dated June 5, 1913, with map, is printed in House Document No. 208, Sixty- third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 1i. Preliminary examination of Shell Creek, De Soto County, Fla., from Hickman to Bermont.-Report dated June 14, 1913, is printed in House Document No. 216, Sixty-third Congress, first ses- sion. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 13. Preliminary examination of Mosquito Inlet, Fla., with a view to securing a channel with suitable depth and width from the At- lantic Ocean to a point at or near the town of New Smyrna.-Report dated April 30, 1913, is printed in House Document No. 219, Sixty- third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 14. Preliminary examination of Lemon Bay, Fla., to Gasparilla Sound.-Report dated July 12, 1911, is printed in House Document No. 247, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. RIVER AND HARBOR IMPROVEMENTS. 637 16. Preliminary examination of channel from St. Johns River, through Lake Dexter, thence to Lake Woodruff, thence to St. Johns River, below Hawkinsville, Fla.-Report dated May 5, 1911, is printed in House Document No. 252, Sixty-third Congress, first ses- sion. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 16. Preliminary examination of Wekiva River, Fla.--Report dated May 29, 1911, is printed in House Document No. 271, Sixty- third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 17. Preliminary examination and survey of Oklawaha River to Lake Dora, Fla.-Reports dated December 29, 1911, and January 21, 1913, with map, are printed in House Document No. 514, Sixty- third Congress, second session. A plan of improvement at an esti- mated cost of $733,000, with $12,000 annually for maintenance, sub- ject to certain specified conditions, is presented. 18. Preliminary examination and survey of Key West Harbor, Fla., with a view to construction of a harbor of refuge and a safe anchorage for vessels.-Reports dated April 28 and October 9, 1913, with map, are printed in House Document No. 680, Sixty-third Con- gress, second session. The provision of a harbor of refuge at this locality is not deemed justified in the interests of commerce and navigation; the question of providing for a sheltered harbor for the smaller craft of the Treasury, War, and Navy Departments is left to the further direction of Congress. 19. Preliminaryexamination and survey of Deep Creek, St. Johns County, Fla.-Reports dated February 14 and August 15, 1913, with map, are printed in House Document No. 699, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $9,000 is presented. ~0. Preliminary examination and survey of Sarasota Bay, Fla., including Little Sarasota Bay and Big Sarasota Pass.-Reports dated December 17, 1912, and November 13, 1913, with map, are printed in House Document No. 844, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $92,000, with $3,000 annually for maintenance, 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 acts approved July 25, 1912, and March 4, 1913, as follows, and reports thereon will be duly submitted when received: 1. Withlacoochee River, Florida, including channel from Port Inglid to the anchorage in the Gulf of Mexico, and between Stokes Ferry and Penasoffkee. 2. Harbor at Tampa, Florida, with a view to securing increased depth and width in the channel from the Gulf of Mexico through Tampa and Hillsboro Bays, to the head of the estuary in the city of Tampa. 638 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. IMPROVEMENT OF RIVERS AND HARBORS IN THE MONTGOMERY, ALA., DISTRICT. The district was in the charge of Maj. Earl I. Brown, Corps of Engineers. Division engineer, Col. Lansing H. Beach, Corps of Engineers. 1. Carrabelle Bar and Harbor, Fla.-The town of Carrabelle is situated at the mouth of Carrabelle River, which empties into St. George Sound. The river forms the inner harbor and along the water front its channel varies from 9 to 14 feet in depth, with a minimum width of about 100 feet. Dog Island anchorage, a protected portion of St. George Sound, showing a 4-fathom depth over a considerable area, forms the outer harbor. Between the 10-foot contours in the inner and outer harbors there is a bar about 6,000 feet wide, which originally had a minimum low-water depth over it of 31 feet to 4 feet. Dog Island anchorage is connected with the Gulf of Mexico by East Pass, which originally had limiting low-water depths of about 17 feet on the outer bar and 16.5 feet on the inner bar. The size of the harbor is approximately 28 square miles, situated 180 miles by water east of Pensacola Harbor. The minimum usable depth at mean low water on the outer bar is 21 feet, on the inner bar 20 feet, harbor channel 16.7 feet, thence 10.7 feet to the wharves at Carrabelle; the tidal range on the bar entrance is 1.4 feet; within the harbor the tidal range is 1.6 feet. The original project for Carrabelle Bar and Harbor, Fla., adopted June 3, 1896, provided 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 addition to appropriations already expended on the project. By act of Congress approved June 13, 1902, this project was ex- tended to include the improvement of East Pass by dredging a channel across the bar 201 feet deep and 150 feet wide and closing an opening in Dog Island, at an estimated cost of $27,450. This part of the project is completed. The amount expended on original and modified projects prior to March, 1907, was $66,712.95. The project was further extended by act approved March 2, 1907, which provides for securing 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, thence 10 feet deep and 100 feet wide to the wharves at Carrabelle, but the size of the basin was not fixed by Con- gress, and the estimated cost of the extension of the project has not been determined. The existing project, therefore, is for a channel across the bar at East Pass 150 feet wide and 20 feet deep, thence a channel 100 feet wide and 18 feet deep to a point opposite the beacon situated about 1,000 feet up the river from its mouth, with a suitable turning basin, thence 100 feet wide and 10 feet deep to the wharves at Carrabelle. RIVER AND HARBOR IMPROVEMENTS. 639 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. * Congress. Session. Year. Page. Senate. 1 Dog Island Harbor and Crooked River ... Senate.. 131 Forty-seventh. First.... 1882 1314 Whole ................................... House.. 328 Fifty-third.... Third... 1895 1680 East Pass entrance1 . . .. ...................... .. . . . . . . . . . . .. .. . . ... . do-.... 63 Fifty-sixth.... First.... 1900 2152 Whole 2........................ do do .. 227 ..... do........ Second.. 1901 1800 Do.' ............................. do..... 422 Fifty-ninth.. First_............. Gulf-Carrabellel ......... 622 Sixty-second.. do.................do Second.............. Whole . ......-.---- - .... ........ 3 .. do .... 1057 ..... do...... Third.. .......... 18-foot contour to Carrabelle wharves 2 Apalachicola River-East Pass ............ .... House... I River and harbor act of Mar. 2, 1907. 834 Sixty-third.... Second. ............ INo maps. 2 Contains maps. 3 Basis of project adopted by Congress. No active operations were carried on during the fiscal year ending June 30, 1914. A survey to ascertain the condition of the improve- ment was made. Some deterioration had taken place, which will require work in the near future. The amount expended under the existing project 'to the close of the fiscal year ending June 30, 1914, was $107,793.31, of which about $59,410.54 has been applied to maintenance. Amount returned to the Treasury June 2, 1909, to the credit of emergency appropriation, act of March 2, 1907, $138.65; June 1, 1914, to the surplus fund from act of March 3, 1909, $15,000. The total amount expended on all projects to the end of the fiscal year 1914 was $174,506.26. 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 fiscal year 1909 a channel 100 feet wide and 10 feet deep was completed from the wharves at Carrabelle to site of proposed turning basin. 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 & Alabama Railway Co. 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. The approved project up to the close of the fiscal year ending June 30, 1914, was 95 per cent completed. The maximum depth in river channel was 10.7 feet; between river and anchorage, 16.7 feet; through East Pass, 20 feet; the ruling depth throughout the chan- nel, 10 feet; increased depth secured, 5 feet. The commerce of the port of Carrabelle consists principally of timber, naval stores, dressed and kiln-dried lumber, shingles, fish, 640 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. oysters, and general miscellaneous, and for the calendar year 1913 is reported as 56,123 short tons, valued at $1,552,985. 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 thereto, and the improvements projected by the Georgia, Florida & Alabama Railway Co. in connection therewith. It is proposed to apply the balance available and funds recom- mended in maintenance by dredging between the town of Carrabelle and the mouth of the river and at East Pass. July 1, 1913, balance unexpended----------------------------$20, 668. 54 June 30, 1914, amount expended during fiscal year: Carried to surplus fund from act of Mar. 3, 1909___ $15, 000. 00 For maintenance of improvement-__- -------. - 1, 109. 37 16, 109. 37 July 1, 1914, balance unexpended ----------------. ----- 4, 559. 17 July 1, 1914, outstanding liabilities----------------------------- 65. 96 July 1, 1914, balance available---------------------------- 4, 493. 21 Amount that can be profitably expended in fiscal year ending June 80, 1916, for maintenance of improvement------------------ 20, 000.00 (See Appendix Q 1.) 2. Apalachicola Bay, Fla.-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 size of the harbor is approximately 108 square miles, situated 160 miles, by water, east of Pensacola Harbor. The minimum usable depth at mean low water is 9 feet; the tidal range on the bar entrance is 2 feet; within the harbor the tidal range is 2 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 there has been expended $154,000, of which $100,000 has been applied to maintenance in repeated dredg- ing of the cut across the bar at the mouth of the river. The channel through Bulkhead Shoals, dredged in 1891-92, remains practically unchanged, with a minimum depth of 8 feet at mean low water. 1 xxcluive of balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMIENTS. 641 . Prior to the adoption of any project of record, $18,700 was ex- pended on this improvement-1833 to 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 West Pass along the northern shore of St. George Island and across the bay to the water front of Apalachicola, estimated to cost $350,000, and $20,000 or $30,000 annually for maintenance of completed work. The amount expended on this project was $130,679.26, making the total expenditures prior to adoption of existing project $304,029.55. The existing project was adopted by act of Congress approved March 2, 1907, 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 comple- tion, in accordance with plans proposed in House Document No. 422, Fifty-ninth Congress, first session. The document does not contain maps. The existing project, therefore, is to obtain a channel not less than 150 feet wide and 18 feet deep through West Pass and Link Channel, thence a channel not less than 100 feet wide and 10 feet deep at mean low water across the bar at the mouth of the river, with a channel 9 feet deep and not less than 100 feet wide through the bulkhead. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. 1... ......... All except West Pass route .. House... 241 Forty-second.. Second.. 1872 612 Inner harbor ...................... .. do.. 82 Forty-fifth.... Third... 1879 823 West Pass2 ................. . . ............ ... do..... 129. Fifty-fourth... Second.. 1897 1655 Do.'-.................................. ... do..... 422 Fifty-ninth... First.... -...... ... ... Whole2 ..........- -.............- .......... do..... 1057 Sixty-second.. Third............ St. Georges Sound through inner harbor 2 . ... do..... 610 Sixty-third.... Second.. ............ Apalachicola River to East Pass via ... do..... 834.....do...........do............... Crooked Channel.2 Crooked Channel2 ......................... do..... 816 ..... do.........do................ 'No maps. 2Contains maps. 3 Basis of project adopted by Congress. Operations during the fiscal year ending June 30, 1914, consisted in work by U. S. dredge Muscogee and hired labor at the shoal at the mouth of Apalachicola River. Operations were suspended on September 11, 1913. The work resulted in restoring the project depth and width. There was expended the sum of $14,891.03, all for main- tenance. The amount expended on this project up to the close of the fiscal year ending June 30, 1914, was $155,634.38. This does not include 60993--uN 1914-----41 642 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. $650.29 for surveys at East Pass. There has been expended approxi- mately $145,000 for maintenance. Receipts from sales, none. The total amount expended on all projects to the end of the fiscal year 1914 was $459,663.93. 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. The proportion of the approved project accomplished up to June 30, 1914, is as follows: Through Link Channel and West Pass, 20 per cent; mouth of Apalachicola River, 100 per cent; the maximum draft that could be carried from Apalachicola to Link Channel was 9 feet; through Link Channel, 17 feet; Link Channel to the Gulf, 12 feet; increased depth secured at mouth of the river, 3 feet. The commerce of this port is in timber, cotton, naval stores, staves, a large quantity of dressed and kiln-dried lumber, shingles, and laths, and for the calendar year 1913 is reported as 42,900 short tons, valued at $2,027,901. 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. It is proposed to apply the balance available and funds recom- mended in continuing improvement and in maintenance by dredg- ing through West Pass entrance and Link Channel and at the mouth of Apalachicola River, and. in repairs to bulkhead. July 1, 1913, balance unexpended_ $21, 577. 39 June 30, 1914, amount expended during fiscal year for maintenance of improvement--------------------------------------------- 14, 891. 03 July 1, 1914, balance unexpended ----------------------------- 6, 686. 36 July 1, 1914, outstanding liabilities------------------------------, 081. 06 July 1, 1914, balance available_ 5, 605. 30 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------------- , 000. 00 Amount available for fiscal year ending June 30, 1915_-------------- 20, 605. 30 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance------- 125, 000. 00 (See Appendix Q 2.) 3. Apalachicola River, Fla., 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 Apa- lachicola River has a length of about 137 miles and a low-water slope of about 3 inches to the mile. The general direction of flow is southerly. 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 length of the section included in the project is that from Chattahoochee, Fla., to its mouth, a distance of 137 miles. 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 643 The minimum usable low-water depth from the mouth of the Apa- lachicola River to the Gulf of Mexico is 9 feet; from the mouth of the Cut-off, Lee Slough, and lower Chipola River, 6 feet. 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 rivet 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 cor- responding 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. This project is based on report printed in Annual Report of the Chief of Engineers for 1873, page 698. This annual report does not contain maps. The act of July 13, 1892, adopted an addition to the project pro- viding 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 an estimated cost of $7,500. This project is based on report printed in Annual Report of the Chief of Engineers for 1889, page 1416. This annual report con- tains maps. The existing project therefore provides for securing a channel 100 feet wide and 6 feet deep at low water in the Apalachicola River, widening and straightening Moccasin Slough and the Elbows; also for a channel 60 feet wide and 5 feet deep through the Cut-off, Lee Slough, and lower Chipola River. The estimate of cost for the com- bined projects was $87,833. There was no estimate of cost for maintenance. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. 1 . . . . . .. . . . . . .. . . . . . Mouth of River .... House.. 241 Forty-second.. Second.............. All but upper Chipola River 12....................... ..... ........................ 1873 698 Between mouth of Apalachicola River and ... do..... 610 Sixty-third......do. ... ....... 5 miles above.a 2'N ap. rprjctaope byCnrs. 'Cnan as 1No maps. 2 Basis of project adopted by Congress. 3Contains maps. 644 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Operations during the fiscal year ending June 30, 1914, consisted in a small amount of snagging and removal of overhanging trees, all work done by United States plant and hired labor. The amount expended was $965.70, all for maintenance. In addition, the sum of $4,412.10 was spent in repairs and addition to plant. The amount expended on work under this project since 1874 to the close of the fiscal year ending June 30, 1914, was $135,620.43. About $46,300 was expended in maintenance. In addition there was ex- pended between 1828 and 1831, $13,000, for which no project is of record. Receipts from sales, none. The total amount expended on all projects to the end of the fiscal year ending June 30, 1914, was $148,620.43. The project is about 97 per cent.completed. The expenditures made have improved Moccasin Slough suffi- ciently 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, except at Blountstown Bar, where the depth is but 5 feet, 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 steamboats prefer the main river on the up trip. The work was done with the plant belonging to the Chattahoochee and Flint River improvements, and comprised cutting overhanging timber and removing snags and logs. 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. The commerce of the river consists chiefly of cotton, naval stores, general merchandise, saw logs, and timber for export, and for this section of the improvement is reported as 153,732 short tons, valued at $13,498,409 for the calendar year 1913. 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. It is proposed to apply the balance available and funds recom- mended in improvement and maintenance, as follows: Snagging be- tween Chattahoochee, Fla., and the Cut-off, and by extension of sys- tem of jetties at Blountstown Bar on Apalachicola River, dredging sharp points in Cut-off, Lee Slough, and lower Chipola River. (b) Upper Chipola River, Fla., 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 arid Tremble Shoal, about 45 miles above the Dead Lakes, there is a fall of 5 feet in 40 over rock bottom. At Sister Islands, between this shoal and the Dead Lakes, the main channel of the river EIVBE1R AI) HAtBBOIR IMPROVEMENTS. 645 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 river rises in Jackson County, Fla., flows in a general south- easterly direction, and has a length of about 125 miles. It empties into Apalachicola River. The length of the section included in the project is that from Marianna to its mouth, a distance of 105 miles. The minimum usable low-water depth from the mouth of the river to the Gulf of Mexico is 4 feet. The original and existing 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. The estimate of cost of original work, exclusive of necessary plant, which would comprise a snag boat, drilling barge, and dump scow, was $41,000, and of maintenance, none. The project is based on report printed in Annual Report of the Chief of Engineers for 1889, page 1416. This annual report contains maps. No change has been made in the project since its adoption by Congress. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. . . . . . . . . . . . . . . . . . . . Senate Chipola River ............................ . . . . ... . . . . .11. . Forty-seventh . . . . . . .. . . . . First-... . . . . .. . 1882 1304 Upper Chipola River 1 2 . ... .. 1889 1416 Do.'.. ........................ House. 101 Fifty-fifth..... Second. 1898 1423 Chipola River..................... .. do. . . 463 Sixty-second..do..do . ............ 1No maps. 2Basis of project adopted by Congress. Operations during the fiscal year ending June 30, 1914, consisted in snagging below Look and Tremble Shoal, at a total cost of $544.51, all for maintenance, all work being done by hired labor and United States plant. Repairs to plant amounted to $385.10. The amount expended on this project up to the close of the fiscal year ending June 30, 1914, was $30,380.82, of which about $12,500 was for maintenance. The project is about 60 per cent completed. In 1904 $5,000 was applied to the river above Sister Islands. Snags, logs, and overhanging trees were removed, and a channel blasted through the rock reefs from Marianna to Look and Tremble Shoal; wing dams were built below some of the shoals, and below Look and Tremble Shoal, down as far as Sister Islands, snags, logs, and overhanging timber were removed as well as available funds per- mitted. From the lower end of the Dead Lakes for a distance of 35 miles a channel 60 feet wide was cleared of obstructions by removing 646 REPORT OF THE CHIEF OF ENGINEERS, 17. S. ARMY. logs, overhanging trees, cypress stumps and knees. During the year snagging was confined to the lower end of the Dead Lakes. 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 considerable com- merce on this portion of the river, and in the Dead Lakes a large commerce in towing logs. 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 Braxtons Landing, 40 miles above the foot of the Dead Lakes. The river is in fair condition to Look and Tremble Shoal. The variation of the water level is 0 to 14 feet. The commerce of this stream consists principally of naval stores, round and square timber, lumber, and other miscellaneous freights, and for this section of the improvement is reported as 10,006 short tons, valued at $319,792, for the calendar year 1913. 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 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 balance available and funds recom- mended in improvement by snagging and removal of logs. APALACI-ICOLA RIVER. July 1, 1913, balance unexpended - _ ___-__-- -_ _____ $1, 395. 24 June 30, 1914, amount expended during fiscal year, for works of im- provement ------------------ 1, 379. 47 July 1, 1914, balance unexpended--------------------------------- 15. 77 July 1, 1914, outstanding liabilities---- --------------------------- 15. 77 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914__- 5, 000. 00 Amount available for fiscal year ending June 30, 1915-------------- 5, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance .-.... (1) CUT-OFF, LEE SLOUGH, AND LOWER CHIPOLA RIVER. July 1, 1913, balance unexpended 112. 13 $----------------- Amount allotted from emergency appropriation, act of Mar. 4, 1913__ 2, 000. 00 6, 112. 13 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ---------------------------------------------- 3, 998. 33 July 1, 1914, balance unexpended-------------------------------- 2, 113. 80 July 1, 1914, outstanding liabilities------------------ --------- 34. 00 July 1, 1914, balance available__--------------------------- 2, 079. 80 1 See consolidated money statement on page 647. RIVER AND HARBOR IMPROVEMENTS. 647 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ....-------------------------------- $5, 000.00 Amount available for fiscal year ending June 30, 1915--------------7, 079. 80 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement------------ (1) UPPER CHIPOLA RIVER. July 1, 1913, balance unexpended ___-___--__--.....___________ $2, 806. 27 June 30, 1914, amount expended during fiscal year, for maintenance of improvement_________----__-_____ __- - - 2, 687. 09 July 1, 1914, balance unexpended ----------- -____- 119. 18 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------------- 5, 000. 00 Amount available for fiscal year ending June 30, 1915____----- 5, 119. 18 Amount (estimated) required to be appropriated for completion of existing project ________________-____________ z223, 119. 18 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement------------------------- (1) CONSOLIDATED. July 1, 1913, balance unexpended__ -- ____________ $8, 313. 64 $_______ Amount allotted from emergency appropriation, act of Mar. 4, 1913__ 2, 000. 00 10, 313. 64 June 30, 1914, amount expended during fiscal year: For works of improvement___----______ $1, 379. 47 For maintenance of improvement___________ 6,685. 42 8, 064. 89 July 1, 1914, balance unexpended--------------------------------2, 248. 75 July 1, 1914, outstanding liabilities ___....... _____ -___--_ 49. 77 July 1, 1914, balance available---------------------------_ 2, 198. 98 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------- 15, 000. 00 Amount available for fiscal year ending June 30, 1915___ __ -___--17, 198. 98 Amount (estimated) required to be appropriated for completion of existing project-------------------------------------------- 223, 119.18 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance----____- 35, 000. 00 (See Appendix Q 3.) 4. Entrance to St. Josephs Bay, Fla.-Priorto the improvement of St. Josephs Bay by the Government the depth on the bar was about 20 feet, with varying widths. Length of the bar on channel line was about 7,330 feet. Size of the harbor, approximately 50 square miles, with depths varying from about 30 to 36 feet. The harbor is situated about 115 miles east of Pensacola Harbor. The tidal range on the bar entrance is 1.4 feet; within the harbor the tidal range is 1.4 feet. The existing project, adopted by the river and harbor act of July 25, 1912, provides for a channel 24 feet deep and 300 feet wide over the bar, at an estimated cost of $40,000, of which sum $20,000 is to be borne by private interests. There was no estimate for maintenance. The project is based on House Document No. 660, Sixty-second Congress, second session. The document contains maps of the 1 See consolidated money statement on this page. 2 Exclusive of amount available for fiscal year 1915. 648 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. locality. No modification has been made in the project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Whole 1................................... House.. 464 Sixtieth....... First ........ Entrance 2 ............................... ... do.... 660 Sixty-second.. Second............. 2 'No maps. Contains maps. 8Basis of project adopted by Congress. The U. S. seagoing dredge Caucus completed the improvement on January 6, 1914, the project depth and width being obtained. The amount expended was $32,224.34, all for improvement. In addition, the sum of $2,261.17 was spent in repairs to plant. The total amount expended on this project to the close of the fiscal year ending June 30, 1914, was $39,781.07, of which $20,000 was contributed by private parties; all was for improvement. On June 30, 1914, the project was completed, giving an available depth of 24.8 feet for a width of 300 feet. The commerce of this port is principally lumber and timber for export, and for the calendar year 1913 is reported as 52,594 short tons, valued at $524,768. Completion of the project has facilitated shipping interests of the port to a large extent, but the effect on freight rates is small. It is proposed to apply the balance available and the additional appropriation recommended in maintenance by dredging on the outer bar. UNITED STATES FUNDS. July 1, 1913, balance unexpended ------------------------ $30, 000. 00 June 30, 1914, amount expended during fiscal year, for works of im- provement--- ----------------- ---------------------- 19, 982. 40 July 1, 1914, balance unexpended---------------------------- 10, 017. 60 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement----------------------- 15, 000. 00 FUNDS CONTRIBUTED FOR THE IMPROVEMENT OF ST. JOSEPHS BAY, FLA.--SPECIAL FUND. July 1, 1913, balance unexpended---------------------------- $4, 704. 44 Amount contributed ------ ---- ------------------ 10, 000.00 14, 704. 44 June 30, 1914, amount expended during fiscal year, for works of im- provement-------------------------------------------- 14, 503. 11 July 1, 1914, balance unexpended------------------------------ 201. 33 July 1, 1914, outstanding liabilities-------------------------- 201. 33 1Exclusive of balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 649 CONSOLIDATED. July 1, 1913, balance unexpended--------------------------- $34, 704.44 Amount contributed----------- --------------------------- 10, 000. 00 44, 704. 44 June 30, 1914, amount expended during fiscal year, for works of im- provement------------------------------------------ 34,485. 51 July 1, 1914, balance unexpended ---------------------------- 10, 218. 93 July 1, 1914, outstanding liabilities ----------------------------- 201. 33 July 1, 1914, balance available------------------------------ 10, 017.60 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement 15, 000. 00 _-------------------- (See Appendix Q 4.) 5. Flint River, Ga.-Originally this river was navigable at low water from its mouth to Bainbridge, a distance of 36 miles, for boats drawing 3 feet; but the channel was narrow, crooked, and greatly obstructed by logs, snags, and overhanging trees. Above Bainbridge the channel was so obstructed by rock shoals, loose rock, and bowl- ders that there was no navigation except on a rise of 5 feet, when steamboats could run to Albany, 105 miles above the mouth. Above Albany to Montezuma, 182 miles from the mouth, the channel was so obstructed by sand and rock shoals, bowlders, snags, logs, and over- hanging trees that the river was not navigable at a low-water stage. This river has its source in the northern part of Georgia, flows in a general southwest direction, and its mouth is at the southwest cor- ner of Georgia, where it unites with the Chattahoochee and forms the Apalachicola River. It length is estimated at 360 miles. The proj- ect covers the section from the mouth to Montezuma, a distance of 182 miles. The minimum usable low-water depth from the mouth of the river to the Gulf of Mexico is 5 feet. A draft of 6 feet can be brought from the Gulf of Mexico to the mouth, with the exception of Blountstown Bar, 35 miles below, where the available depth is 5 feet. The original project adopted June 23, 1874, 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 June 14, 1880, 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, cut- ting through rock reefs, and deepening sand bars by contraction works, at an additional cost of $15,000. The project for that section from the mouth to Albany is based on report printed in Annual Report of the Chief of Engineers for 1873, page 707, and for the section between Albany and Montezuma is based on House Document No. 95, Forty-fifth Congress, third ses- sion; Annual Report of the Chief of Engineers for 1879, page 818. This document does not contain maps. The existing project therefore provides for a channel 100 feet wide and 3 feet deep at extreme low water from the mouth of the river to 1 Exclusive of balance unexpended July 1, 1914. 650 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Albany, Ga., and a channel for light-draft steamers at moderate stages of the 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. The total estimate of cost of original work under the projects of June 23, 1874, and of June 14, 1880, was $199,862. There was no estimate for maintenance. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session.Year. Page. Senate. Mouth to Albany 1 2 ......................... 1873 707 Albany to Montezuma 12..... .. Hou..... se .. 95 Forty-fifth.... Third... 1879 818 Montezuma to Old Agency 2.............. . ..... 1887 1290 Rock reefs at Albany and above 2.........1889 1420 1Basis o project adopted by Congress. -No maps. Operations during the fiscal year ending June 30, 1914, consisted in rock removal above Bainbridge, work being carried on at the following shoals: Tea Cup, Lucky Island, Stroziers Ferry, Ferguson, Jones Landing, Odoms Rock, Newton, between Newton Shoals and Hell Gate Shoals, and at Hell Gate Shoals. The amount expended was $14,149.13, of which $12,000 was for improvement and $2,149.13 for maintenance. All work was done by United States plant and hired labor. The amount expended to the close of the fiscal year ending June 30, 1914, was $328,444.09, practically all for permanent work. The total amount expended on all projects to the end of the fiscal year 1914 was $363,444.09. As a result of the work done, the river is now navigable through- out the year from Albany to the mouth, there being a good channel with 3 feet available at low water. The project is about 92 per cent completed. 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 ruling depth is 2.5 feet at low water. 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, and for the calendar year 1913 is reported as 33,594 short tons, valued at $2,176,541, an increase over last year of 6,961 tons, valued at $577,206. RIVER AND HARBOR IMPROVEMENTS. 651 The effect of the improvement on freight rates, if any, can not now be determined. It is proposed to apply the balance available and funds recom- mended in improvement by dredging and rock excavation at various points and by snagging above Bainbridge. July 1, 1913, balance unexpended--------_________________________1 $14. 205. 04 June 30, 1914, amount expended during fiscal year: For works of improvement____ ___ - - -___ $12, 000. 00 For maintenance of improvement---------____ 2, 149. 13 14, 149. 13 July 1, 1914, balance unexpended ___-__- _ -- -____-________- 55. 91 July 1, 1914, outstanding liabilities------------------------------ 18. 00 July 1, 1914, balance available_____________________________ 37. 91 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-----______________________ 18, 000. 00 Amount available for fiscal year ending June 30, 1915_____________ 18. 037. 91 Amount that can be profitably expended in fiscal year ending June 30, 1916, for work of improvement and for maintenance---------- 250, 000. 00 (See Appendix Q 5.) 6. Chattahoochee River, Ga. and Ala., below Columbus.-Colum- bus, Ga., is 223 miles above the junction of this river with the Flint River and 360 miles above the mouth of the Apalachicola River, which is 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 source of this river is in the northern part of the State of Georgia, and its mouth at junction with the Flint River is at the southwest corner of Georgia. Its length is approximately 400 miles. Its general direction of flow is southerly. The length of the section included in the project is that from the mouth to Columbus, Ga., a distance of 223 miles. The minimum usable low-water depth from the mouth of the river to the Gulf of Mexico is 5 feet. The original and existing project for the improvement, adopted June 23, 1874, 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, cutting through the rock and marl shoals, and scouring out sand bars by works of contraction and shore protection. The estimate of cost of original work under the existing project from Chattahoochee, Fla., to Eufaula, Ala., 139 miles, was $145,247; between Eufaula and Columbus, Ga., 84 miles, $876,185. There was no estimate for maintenance. 1 Balance reported in 1913 should have been as stated above, arising from erroneous statement of amount expended during fiscal year, which should have been reported as $15,843.72 instead of $15,843.22. 2Exclusive of amount available for the fiscal year 1915. 652 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The existing project is based on House Document No. 241, Forty- second Congress, second session, Annual Report of the Chief of Engineers for 1873, page 699. This document does not contain maps. No modification of the existing project has ever been made. Reference to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Columbus to mouth 1 ..................... House... 241 Forty-second.. Second.. 1873 699 I No maps. 2Basis of project adopted by Congress. Operations during the fiscal year ending June 30, 1914, consisted in snagging and in dredging at Indian Mound, Woolfolks Bar, Euchee Reach, Upatoi Creek, and Rooneys Creek, and in construct- ing and repairing jetties at Bull Creek Reach, Jennies Island, Indian Mound, and Euchee Reach. A survey was made from Columbus to the vicinity of Eufaula. There was expended, including repairs to plant, $74,980.42, of which the sum of about $30,000 was expended in maintenance. All work was done by United States plant and hired labor. The amount expended on this improvement to the close of the fiscal year ending June 30, 1914, was $1,117,438.99, of which approxi- mately $362,000 was for maintenance. The project is about 97 per cent completed in the upper section, above Eufaula, and about 13 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 the mouth, but at very extreme low water, such as in 1904, scant 3 feet is the maximum draft that can be counted upon. The increased depth obtained since adoption of the project is about 1 foot. During the last few years more liberal apppropriations have per- mitted a more vigorous prosecution of work and considerable prog- ress has been made on the permanent improvement of the river. In addition to maintaining the river free from snags and obstructions, the channel for a distance of 32 miles below Columbus has been regu- lated by a system of jetties, and the most serious bars in the upper river have been kept open by dredging where necessary. As a result of this work Columbus has become the head of navigation, and boats are able to reach there at all times except during unusually low water, such as occurred in the fall of 1904, putting a stop to all navigation. 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 mer- chandise, and for the calendar year 1913 is reported as 107,238 short RIVER AND HARBOR IMPROVEMENTS. 653 tons, valued at $11,951,481, an increase over last year of 7,116 tons, valued at $208,934. 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. It is proposed to apply the balance available and funds recom- mended in improvement by extension of jetties, and in improvement by snagging and dredging and in construction and repairs to plant. July 1, 1913, balance unexpended________________________ $75, 472. 21 June 30, 1914, amount expended during fiscal year: For works of improvement ______ ____ ___ $44, 980. 42 For maintenance of improvement_ __.-------. 30, 000.00 74, 980. 42 July 1, 1914, balance unexpended--_-----____________ ________ 491. 79 July 1, 1914, outstanding liabilities_------ __------__-__ - -____294. 24 July 1, 1914, balance available____-- ____-___________-__ 197. 55 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914__---------___________________ 65, 000.00 Amount available for fiscal year ending June 30, 1915_ ---- -___ 65, 197. 55 Amount (estimated) required to be appropriated for completion of existing project_------- ________- -___ - __ 265, 993. 01 Amount that can be profitably expended in fiscal year ending June 30, 1916, for work of improvement and for maintenance------- 120, 000. 00 (See Appendix Q 6.) 7. Channel from Apalachicola River to St. Andrews Bay, Fla.- The route of this canal extends a distance approximately 32 miles, 42 miles passing through Lake Wimico, with a ruling depth of 22 feet; the other section, for about 272 miles, passes through various creeks and short stretches of swamp and dry land, with no available depth in the creeks except at East Bay, which is an arm of St. An- drews Bay, where the ruling depth was 39 feet. This forms an out- let for the Chattachoochee-Flint-Apalachicola-Chipola system of rivers, with a total navigable length of 470 miles. The minimum usable low-water depth from the eastern terminus to the Gulf of Mexico is 6 feet, and from the western terminus to the Gulf of Mexico is 8 feet. The original and existing project, adopted June 25, 1910, provides for a channel from Apalachicola River to St. Andrews Bay, Fla., 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, in accordance with report printed in House Document No. 670, Sixty- first Congress, second session. This document does not contain maps of the locality. The estimate of cost of original work under the existing project was $450,000 and of maintenance $10,000. No modification has been made in the existing project since its adoption by Congress. 1 Exclusive of amount available for fiscal year 1915. 654 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Whole 1 2........................... ....... House... 670 Sixty-first..... Second.... Do. .................................... . ..... . ... 610 Sixty-third... .. do... 1No maps. 2Basis of project adopted by Congress. ' Contains maps. Operations during the fiscal year ending June 30, 1914, consisted in dredging on the eastern end under contract, and for a short time contract work was supplemented by work of Government plant, the line of canal being advanced about 51 miles. Work on the western end was carried on by Government plant, using hired labor, the line of advance being about 3 miles. There remains yet to be com- pleted approximately 1 miles. The total amount expended was $169,099.97, all for improvement. This, however, included repairs and additions to plant amounting to $20,505.32. The amount expended on this improvement to the close of the fiscal year ending June 30, 1914, was $420,813.88, all for improve- ment. Up to June 30, 1914, the project was about 90 per cent completed. The project depth and width throughout the portion completed was obtained. The improvement is not available for commerce until completed. Until the improvement is available for commerce the effect on freight rates can not be determined. It is proposed to apply the balance available and funds recom- mended in completing the project and in maintenance. July 1, 1913, balance unexpended- $198, 28(6. 09) June 30, 1914, amount expended during fiscal year, for works of improvement ----------------------------------------------- 69, 099. 97 July 1, 1914, balance unexpended-------------------------------- 29, 186. 12 ------------------------------ July 1, 1914, outstanding liabilities___ 17, 827. 66 July 1, 1914, balance available 11, 358. 46 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------------ 65. 000. 00 Amount available for fiscal year ending June 30, 1915--------- 76, 358. 46 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_--------------_ -------- 110, 000. 00 (See Appendix Q 7.) 8. St. Andrews Bay, Fla.-The original depth across the bars at the entrance to this harbor was about 11 feet. The size of the harbor is approximately 104 square miles, situated 110 miles by water east of Pensacola Harbor. 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 655 The original and existing project adopted June 25, 1910, in ac- cordance 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. This document contains maps of the locality. No modification has been made in the existing project since its adoption by Congress. Reference to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. W holes ... ............................... .. .. ... ...... .... . 1889 1414 Entrance .............................................. House... 250 Fifty-eighth... Second.. 1904 1797 Whole 23.................... . .... do.. 12 Sixty-first..... First.... ... Intracoastal waterway 2.....do... 610 Sixty-third.... Second.... .. 1No maps. 2Contains maps. 8 Basis of project adopted by Congress Operations during the fiscal year ending June 30, 1914, consisted in dredging by the _U. S. seagoing dredge Caucus on the outer bar and at Camel Back Shoal. The amount expended was $23,231.70, all for improvement. All work was done by United States plant and hired labor. The project was completed on March 6, 1914. The amount expended on this project to the close of the fiscal year ending June 30, 1914, was $203,401.78, all for improvement. On June 30, 1914, the project was completed. The channels at the entrance and over Camel Back Shoal are now 22 feet deep and 200 feet wide, being an increase since adoption of the project of 10 feet on the outer bar and 17 feet on Camel Back Shoal. The tidal range on the bar entrance and within the harbor is 1.4 feet. The commerce of this port is principally lumber, naval stores, and miscellaneous merchandise, and for the calendar year 1913 is reported as 116,622 short tons, valued at $1,837,351, an increase over last year of 40,060 tons, valued at $825,843. w The completion of the project provides for the inception of ocean transportation and will serve to test the commercial value of a har- bor at this place and determine the stability of the improvement. It is proposed to apply the funds recommended in maintenance by dredging on the outer bar and at Camel Back Shoal to the extent necessary to maintain the project depth and width. 656 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended ---------------------------- $23, 389. 92 June 30, 1914, amount expended during fiscal year, for works of im- provement _-- --------------------------------------- 23, 231. 70 July 1, 1914, balance unexpended--- ------------------- - 158. 22 July 1, 1914, outstanding liabilities------------------------- 158. 22 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------------------------------- 36, 000. 00 Amount available for fiscal year ending June 30, 1915-------------36, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement . 6------------------- 160, 000. 00 (See Appendix Q 8.) 9. Choctawhatchee River, Fla. and Ala.-The Choctawhatchee has its source in southeastern Alabama, flows southerly and southwesterly to Choctawhatchee Bay, an arm of the Gulf of Mexico. The length of the section included in the project is that from New- ton, Ala., to its mouth, a distance of 162 miles. The minimum usable low water depth from the mouth of the river to the Gulf of Mexico is 5 feet. 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. As far back as 1833 work on this river was carried on. The origi- nal project is that covered by the appropriation made in the act ap- proved June 23, 1874, based on report printed in Senate Document No. 63, Forty-second Congress, second session, which provided for removing obstructions at an estimated cost of $34,332. The act of June 14, 1880, amended the project by extending the im- provement for navigation at high water for six months in the year from Geneva to Newton, 40 miles above, at an estimated cost of $33,500, excluding from the original estimate 3 locks and dams not recommended, based on report printed on page 1081, Annual Report of the Chief of Engineers for 1880. The act of August 2, 1882, included the improvement of La Grange Bayou with that of Choctawhatchee River, but this was later dropped from the appropriation bills. The act of September 19, 1890, extended the improvement to pro- vide for a low-water channel throughout the year between Geneva and Newton, at an estimated cost of $57,125, based on report printed on page 1423, Annual Report of the Chief of Engineers for 1889. The act of June 13, 1902, amended the project to provide for im- provement of Cypress Top Outlet by dredging. The amount expended prior to operations under existing project was $137,002.69. The existing project is for improvement and maintenance to pro- vide a low-water navigable channel from the mouth to Newton, Ala., and for improvement of Cypress Top Outlet. The estimate of cost of original work was $91,457, and of mainte- nance, none. 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 657 Refernce to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to Geneva 1....... .. Senate .. 63 Forty-second.. Second.. 1872 588, 640 Geneva to Newton ...................... ........ .... 1880 1081 Do........ .................................. ............ .......... 1889 1423 Mouth to Newton 2........................ River and harbor acts of Sept. 19, 1890, and June 13, 1902. Do...............................House... Mouth to Geneva . 3 ... ... . . . . . . . . . . . . .. . . do.... 876 686 Sixtieth. Sixty-third.... First............... Second............. 1 No maps. 2Basis of project adopted by Congress. 3Contains maps. Operations during the fiscal year ending June 30, 1914, consisted in snagging and removal of obstructions from the banks, and in repairing and constructing plant. The amount expended was $10,659.64, all for maintenance. All work was done by United States plant and hired labor. The amount expended on this river under the existing project (i. e., since 1890) up to the close of the fiscal year ending June 30, 1914, was $96,126.23, the greater part being expenses in maintenance. The expenditures prior to 1874 amounted to $12,876.62. Receipts from sales, $31.50. The total amount expended on all projects to the end of the fiscal year 1914 was $233,128.92. The project has been completed, and the additional work required is for maintenance. A channel 40 feet wide and 3 feet deep was blasted through the marl shoals below Newton to the lower end of these shoals above Pates Landing. A channel 75 feet wide and 6 feet deep at mean low water was dredged through the bar at the mouth of the river (Cy- press Top). The river has been partially cleared of snags and other obstructions from time to time, but has again become very much obstructed, being impassable during low water for boats of even light draft from Newton to the mouth of Holmes River, a distance of 122 miles, the available depth at low water being but 1.4 feet at the end of the fiscal year 1914. From the mouth of the Holmes River to the mouth of the Choctawhatchee River, a distance of about 40 miles, there is a good navigable channel 4 feet deep at mean low water. The actual head of navigation for regular traffic on June 30, 1914, was the mouth of Holmes River. Variation in water surface from 0 at mean low water to 28 feet at upper limit of the project. There is no commerce on the river above the mouth of Holmes River, with the possible exception of a small movement of logs. Below this point there is a large commerce in logs and hewn tim- ber, and several steamers ply between Pensacola and Vernon on the Holmes River. 60993-uENG 1914-----42 658 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The commerce on this stream is mainly saw logs, timber, naval stores, and general merchandise, and for the calendar year 1913 is reported as 73,877 short tons, valued at $1,585,969. The effect of the improvement on freight rates, if any, can not be stated. It is proposed to apply the balance available and funds recom- mended in maintaining the project by dredging at the mouth of Cy- press Top Outlet and by snagging between the mouth of the river and the town of Geneva. July 1, 1913, balance unexpended------------------------------- $10, 707. 34 Received from sales------------------------- 31. 50 10, 738. 84 June 30, 1914, amount expended during fiscal year, for maintenance of improvement------------- ---- ----------- 10, 659. 64 July 1, 1914, balance unexpended--------------------7----------- 9. 20 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------------ 20, 000. 00 Amount available for fiscal year ending June 30, 1915------------- 20, 079. 20 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-------------- ------ 30, 000. 00 (See Appendix Q 9.) 10. "HolmesRiver, Fla., from Vernon to its mouth.-Holmes River empties into the Choctawhatchee River about 40 miles above the mouth of the latter. It is a fairly good 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 naviga- tion by small sailing craft and barges, which occasionally made trips up to Vernon. The source of this stream is in the southern part of Alabama, the general direction of flow is southerly, the river emptying into the Choctawhatchee River. Its length is about 160 miles, of which about 25 miles between the mouth and Vernon is included in the project. The minimum usable low-water depth from the mouth of the river to the Gulf of Mexico is 4 feet. The original and existing project, adopted August 11, 1888, 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 estimate of cost of original work was $5,000. No estimate for maintenance. No modification has been made since adoption by Congress. 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 659 Reference to examination or survey reports and maps or plans (including project documents). Annual reports Congressional document. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to Vernon 12.... Senate .. .................. 11 Forty-seventh. First.... 1882 1308 Do 2................................. River and harbor act of Aug. 11, 1888. Do.t'................................... 3. .. . . . . . . . . . . . . . . . . . . . . . . . . ....... .......... . . . . .. . 1889 1375 Do. ........ House.. 820 Sixty-third... Second.............. 1 No maps. 2 Basis of project adopted by Congress. 8 Contains maps. There were no active operations during the fiscal year ending June 30, 1914. The money expended was for care of plant. The amount expended on the existing project for Holmes River up to the close of the fiscal year ending June 30, 1914, was $22,850.39, of which amount $20,689.59 was expended on the river proper in maintenance, and $2,160.80 on La Grange Bayou. Receipts from sales, $2.60. The project has been completed and additional work required is for maintenance. No increased depth secured; variation of water surface, 0, or low water, to 6 feet above. The importance of this improvement has greatly increased in the last few years, and several steamers are now engaged in the large and growing trade between Vernon and Pensacola. The commerce of this stream consists of naval stores, logs, cotton, fertilizer, and general merchandise, and for the calendar year 1913 is reported as 23,430 short tons, valued at $900,626. 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. It is proposed to apply the balance available and funds recom- mended in snagging and cutting off objectionable points between the mouth and Vernon. July 1, 1913, balance unexpended -------------------------- $3, 678. 71 Received from sales--------------------------- ------------------- 2.60 3, 681. 31 June 30, 1914, amount expended during fiscal year, for maintenance of improvement---------------------------- ------------------ 1,029. 10 July 1, 1914, balance unexpended -------------------- ------- 2, 652. 21 July 1, 1914, outstanding liabilities------------------------------- 130. 00 July 1, 1914, balance available---------------------------------- 2, 522. 21 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement------------------------- 110, 000. 00 (See Appendix Q 10.) 1 Exclusive of balance unexpended July 1, 1914, 660 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 11. The narrows in Santa Rosa Sound, Fla.-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 was about 4.5 feet. The west end of this improvement is 6 miles from Pensacola, Fla., and the east end 45 miles from Freeport, Fla. Length of sound, 34 miles, with an area of approximately 46 square miles. It is the tidal basin of Pensacola and Choctawhatchee Bays. The length of the section included in the project is 12,450 feet. The minimum usable depth at mean low water is 5 feet; the depth through the sound is 5 feet; the tidal range on the western end is 1.4 feet and within the sound 1.4 feet. The original and existing project, adopted June 25, 1910, provides for dredging a channel 6 feet deep through the narrows, at an esti- mated cost of $24,000, in accordance with plan printed in House Document No. 565, Sixty-first Congress, second session. There was no estimate for maintenance. The document does not contain maps. No modification has been made in the existing project since its adoption by Congress. References to examination or survey reports and maps or plans (including project documents.) Annual reports Congressional document. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Bar atjunction with Choctawbatchee Bay .1 . 1893 1741 Whole 12 ....... . House 565 Sixty-first. Second........... Whole (intracoastal waterway)'3......... .. do.. 610 Sixty-third . do......... do.... 1No maps. 2Basis of project adopted by Congress. - Contains maps. No work was done during the fiscal year ending June 30, 1914; the money expended was for a survey, amounting to $659.68. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, for improvement, was $23,185.54, of which sum $659.68 was for a survey. sales, none. The project is completed and has given increased facilities for the commerce between points on the Choctawhatchee and Holmes Rivers and Pensacola. Vessels drawing 5 feet can now pass through the entire length of the improvement, including Choctawhatchee Bar. Increased depth secured, about 3 feet at mean low water. The commerce through the narrows consists principally of naval stores, lumber, hay and feed, and general merchandise, and for the calendar year 1913 is reported as 85,132 short tons, valued at $3,193,- 523, an increase over last year of 34,200 tons, valued at $1,128,079. The completed project does not materially affect freight rates. It is proposed to apply the balance available and funds recom- mended in dredging for maintenance of improvement at Circular, McMannus, and Williams Creek crossings. RIVER AND HARBOR IMPROVEM1ENTS. 661 July 1, 1913, balance unexpended _____________ ___________ _ $1, 474. 14 June 30, 1914, amount expended during fiscal year, for maintenance of improvement---------------------------- 659. 68 July 1, 1914, balance unexpended___------------------------ 814. 46 July 1, 1914, outstanding liabilities____ -_________ _____ __ 1. 50 July 1, 1914, balance available -------------------------------- 812. 96 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914________________________________ 5,000. 00 Amount available for fiscal year ending June 30, 1915__--____-- - 5, 812. 96 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement________________ 5, 000. 00 (See Appendix Q 11.) 12. Blackwater River, Fla.-The river has its source in southern central Alabama, flows in a south-southwesterly direction and emp- ties into an arm of Pensacola Bay. The section included in the project is about 10 miles in length. The channel had a depth of 8 feet, with varying widths. The original project for this improvement was adopted March 3, 1899, and provided for securing a channel 9 feet deep from Milton, Fla., to its mouth, at an estimated cost of $20,000. The project was based on Senate Executive Document No. 11, Forty-seventh Con- gress, first session; Annual Report of the Chief of Engineers for 1882, page 1309, and covers the section from Milton to the mouth. Under this project $5,000 was expended, and a channel of the re- quired depth secured in the river proper. This document does not contain maps. The river and harbor act of March 3, 1905, fixed the width of the channel at 100 feet and provided for the improvement of Blackwater and upper East Bays and the Blackwater River. The estimated cost of completion was $15,000. The project was based on House"Docu- ment No. 193, Fifty-eighth Congress, second session; Annual Report of the Chief of Engineers for 1904, page 1792. This document does not contain maps. The act approved March 2, 1907, provided for improvement and maintenance of Blackwater River only, since which time no modifi- cation has been made. The existing project therefore provides for securing a channel 9 feet deep and 100 feet wide from Milton to the mouth. The esti- mates made for this improvement amounted to $35,000. There was no estimate for maintenance. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. Housenator No. Congress. Session. Year. Page. Milton to mouth 2a....... Do.2 3 .............................. ..... Senate.. 11 Forty-seventh. First.... 1882 1309 House... 193 Fifty-eighth... Second.. 1904 1792 1Exclusive of amount available for fiscal year 1915. 2No maps. 3Basis of project adopted by Congress. 662 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. No work was done during the fiscal year ending June 30, 1914, and no money expended. The total amount expended on this improvement up to the close of the fiscal year ending June 30, 1914, was $45,000, of which about $6,800 was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 was $45,000. Operations have resulted in securing a depth of 9 feet and width of 100 feet, in accordance with the approved project, over all but a small portion of the improvement, where there was a depth of but 8 feet at mean low water. The distance over which dredging was done was 31,672 feet. The project is about 95 per cent completed. In- creased depth secured, about 4 feet. The usual variation of the water surface is 2 feet. Head of navigation is at Milton, about 10 miles above the mouth of the river proper. The commerce of this stream consists of timber, lumber, naval stores, and general merchandise, and for the calendar year 1913 is reported as 125,940 short tons, valued at $2,176,079. The dry dock at Bagdad and marine railway at Milton both do a large business. Lumber brought by rail is stored in the bayou near Milton and taken to Pensacola via this river. The effect of the improvement on freight rates, if any, can not be stated. It is proposed to expend the funds recommended by dredging to complete the project. Amount (estimated) required to be appropriated for completion of existing project--------------------------------------$5, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement-------------------------- 5, 000. 00 (See Appendix Q 12.) 13. 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 con- tracted by the -encroachment of the Middle Ground Shoal to the southward. The harbor entrance and channel way were also ob- structed 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 size of the Pensacola Harbor is approximately 64 square miles, situated about 40 miles, by water, east of Mobile Harbor. The tidal range on the bar entrance is 1.4 feet; within the harbor the tidal range is 1.4 feet. 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 navigation 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 RIVER AND HARBOR IMPROVEMENTS. 663 water. Twvo 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 dredging be tried, using one of the hydraulic dredges belonging to the United States to open up a channel 26 feet deep at mean low water and as wide as practicable on the line of deepest water across the Caucus Shoal and approximately on the line of the axis of the jettied channel proposed by the Board of Engineers in 1891. In December, 1895, this channel was opened by the U. S. dredge Gedney to a width of 120 feet and depth of 24 feet at mean low water. It has a length of about 10,000 feet across Caucus Shoal and is now known as the Caucus Channel. In 1896 the same board that recommended the first amendment to the project of 1891 submitted a second amendment providing for the expenditure of all funds available in continuing the work of dredg- ing 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 construc- tion 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 Pensacola." 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 con- struction 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. The existing project provides for 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. 664 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Reference to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House ornate.No. Congress. Session. Year. Page. Entrance I....................... ....... ...... 1879 806 Do. .............................................................. 1881 1176 Do.' .................................. House... 224 Forty-eighth. Second.. 1885 1316 Do................................... ..do..... 226 Fiftieth...... First.... 1888 1191 Do. ... ...................... ........ ....... ... .............. 1889 1403 Do.2............. ......... ..................... 1891 1713 DO. .............................................................. 1894 1272 Entrance and harbor lines 1...................... ...... . 1896 1389 Entrance 1................. . ................................ 1897 1629 Do..1............................. ............................ 1898 1401 3 . . . . . . . . . . . . . . House... To quarantine station 1.................... 665 Sixtieth ....... First..... ........ Gulf to Pensacola wharves . River and harbor act of June 13, 1902.. ..... ....... Intracoastal waterway 1.. ......... ... House... 10 Sixty-third.... First......... ........ Do.2 ..... ..................... do.... do........ Second.. ... 610 ..... ... ... 1No maps. 2Contains maps. 8 Basis of project adopted by Congress. Work on this improvement during the fiscal year ending June 30, 1914, consisted in dredging by the seagoing dredge Caucus from March 21 to June 30. The project was completed except for a few days' work required in the succeeding month. The amount expended was $22,647.83; $5,000 was spent for maintenance. All work was done by United States plant and hired labor. The amount expended on this improvement under the existing project up to the close of the fiscal year ending June 30, 1914, was $172,221.27 for dredge construction; and for improvement, $425,- 477.64, of which $273,000 has been applied to maintenance. June 1, 1914, carried to the surplus fund from act of March 3, 1909, $13, 881. 92. Receipts from sales, $16.50. The total amount expended on all projects to the end of the fiscal year 1914 was $1,323,655.85. The project is completed, with an unobstructed channel 500 feet wide and 31 feet deep. The maximum draft that could be carried over the improvement at mean low water on June 30, 1914, was 31 feet. The commerce of this port is 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; 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 the fiscal year 1908, exports as $20,322,649 and imports as $675,503; in the calendar year 1908, exports as $16,306,056 and imports as $1,188,925; in the calendar year 1909, exports as $20,960,154 and imports as $1,500,801; in the calendar year 1910, exports as $20,489,291 and imports as $2,123,678; in the calendar year 1911, exports as $20,742,292 and imports as $1,632,734; and in the calendar year 1912, exports as 801,- 681 short tons, valued at $26,754,121, and imports as 470,298 short tons, valued at $7,914,357; in the calendar year 1913, exports as 1,022,047 short tons, valued at $29,107,116, and imports as 453,003 short tons, valued at $7,466,318. RIVER AND HARBOR IMPROVEMENTS. 665 The completion of the project gives increased facilities to the large commerce of Pensacola, but does not materially affect freight rates. It is proposed to apply the balance available and funds recom- mended in dredging operations for maintenance. July 1, 1913, balance unexpended--------------------------- $69, 605.68 Received from sales-------------------------- 16. 50 69, 622. 18 June 30, 1914, amount expended during fiscal year: Carried to surplus fund from act of Mar. 3, 1909___ $13, 881. 92 For works of improvement 1----------------- 17, 647. 83 For maintenance of improvement---------__ _ 5, 000. 00 36, 529. 75 July 1, 1914, balance unexpended--- ----------------------- 33, 092. 43 July 1, 1914, outstanding liabilities 5, 834. 76 July 1, 1914, balance available------------------------------27, 257. 67 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ------------------ 50,000. 00 (See Appendix Q 13.) 14. Escambia and Conecuh Rivers, Fla. and Ala.-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. The source of this stream is near the town of Union Springs, Ala.; the general direction of flow southerly and south, emptying into Escambia Bay, Fla. The length from source to mouth is approxi- mately 300 miles; the length of the section included in the project is 195 miles. The minimum usable low-water depth from the mouth of the river to the Gulf of Mexico is 5 feet. Originally the Conecuh River was impassable for boats, being obstructed by snags, marl reefs, and sand bars; even the transpor- tation of timber and sawlogs during high water was difficult. The Escambia River, a continuation of the Conecuh River at the Alabama and Florida line, had a width varying from 150 to 300 feet, with an abundance of water, but was obstructed by snags, log booms, over- hanging timber, and a bar at its mouth; this bar interfered seriously with navigation, preventing the entrance of tugs where the rafts were made ready for towing to Pensacola. 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. The project as originally adopted June 14, 1880, provided for the improvement of the river from its mouth to Indian Creek, Ala., an estimated distance of 293 miles, by the removal of snags, logs, and overhanging trees, by excavating rock shoals, by works of contrac- 1 Exclusive of balance unexpended July 1, 1914. 666 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tion and shore protection, and by dredging a channel 150 feet wide and 52 feet deep at mean low water through the bar at the mouth, all at an estimated cost of $87,430. By act of Congress approved March 2, 1907, a project was adopted for completing the improvement of the Conecuh River from the mouth of Patsaliga Creek to the State line between Florida and Alabama by removal of bowlders, snags, and rock shoals, in accord- ance with report submitted in House Document No. 159, Fifty-ninth Congress, first session, at an estimated cost of $31,000. The amount expended on original and modified projects prior to operations under existing project was $5,000. The existing project, adopted June 14, 1880, and modified March 2, 1907, provided for a channel 150 feet wide and 5 feet deep at mean low water through the bar at the mouth of Escambia River, and for the removal of logs, snags, and overhanging trees, rock excavation, works of contraction, and shore protection from the mouth of Es- cambia River to Patsaliga Creek, at an estimated cost of $118,430. The existing project is based on report printed in Annual Report of the Chief of Engineers for 1879, pages 843 and 852; also in House Document No. 159, Fifty-ninth Congress, first session. There are no maps in this annual report or House document. The estimate of cost of original work under the act of June 14, 1880, was $87,430, and of original work under the act of March 2, 1907, $31,000; there was no estimate for maintenance. Reference to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. oSenaterNo. Congress. Session. Year. Page. ConecuhRiver mouth to Indian Creek 1 .. ........ ... 1879 843 Escambia River 1 ...... .... ... ..... 1879 852 Conecuh River 1 .............. House... 159 Fifty-ninth..First............. Escambia and Conecuh up to Brewton 1.. do.... 261 Sixty-second.. Second.......... Escambia and Conecuh up to River Falls 3.. .do..... 701 Sixty-third.... ... do.... ........ 1No maps. 2 Basis of project adopted by Congress. 8Contains maps. Operations during the fiscal year ending June 30, 1914, consisted in snagging and removal of obstructions from the banks, including repairs to plant. The amount expended was $7,045.27, all for main- tenance. All work was done by United States plant and hired labor. The amount expended to June 30, 1914, on the existing project was $187,858.27, largely for maintenance. Receipts from sales, $3.87. The total amount expended on all projects to the end of the fiscal year 1914 was $192,858.27. The combined project is completed. Increased depth secured, about 3 feet throughout the entire improvement included in the project. Ruling depth in Conecuh River, 1 feet; in Escambia River, from mouth to within 5 miles of Moline, 6 feet; thence to State line, 3 feet. Plane of reference, mean low water from mouth to about 18 RIVER AND HARBOR IMPROVEMENTS. 667 miles above; for remainder of river, low water. Variation of water surface, 0, or low water, to about 30 feet at upper limit of 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. The commerce consists of logs, timber, and lumber floated in rafts, and for the calendar year 1913 is reported as 107,713 short tons, valued at $1,026,880. Work completed influences the transportation of timber on 195 miles of river, which has been greatly facilitated, admitting of raft- ing on stages of water some 3 feet less than formerly. The freight per thousand by rail from River Falls, a point 3 miles below Pat- saliga Creek, to water is $1.50; by river it is 75 cents. It is proposed to apply the balance available and funds recom- mended in maintenance of the project as follows: By dredging at the mouth of the river and snagging between points located from 15 to 160 miles above the mouth. July 1, 1913, balance unexpended ------------------------ - $7, 187. 00 Received from sales ---------------------------- 3. 87 7, 190. 87 June 30, 1914, amount expended during fiscal year, for maintenance .............-------------------- of improvement_---- 7, 045. 27 July 1, 1914, balance unexpended----------------------------- 145. 60 July 1, 1914, outstanding liabilities_-............ ----- __ _ 5. 75 July 1, 1914, balance available__-- ---------- __ ---- ______--- 139. 85 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 --------------------------------- 5, 000. 00 Amount available for fiscal year ending June 30, 1915 _____- ____ 5,139. 85 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement____ _... __.. 110, 00. 00 (See Appendix Q 14.) 15. Alabama River, Ala.-This river is formed by the junction of the Coosa and the Tallapoosa 11 miles below Wetumpka, on the Coosa River, and from this point 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, Ga., to the Gulf of Mexico. The river was originally so obstructed by logs, snags, overhang- ing 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 general direction of flow is southwest. The section included in the project covers the entire river. The minimum usable low-water depth from the mouth of the river to the Gulf of Mexico is 14 feet. The original project, adopted June 18, 1878, 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, SExclusive of amount available for fiscal year 1915. 668 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and by dredging, all at an estimated cost of $229,741. On this proj- ect $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. By act of July 13, 1892, the original project was amended to provide for a low-water channel 6 feet deep, which was to be secured in the same general way as contemplated in the original project, and the estimated cost was placed at $386,251, provided that at least $1000,000 should be appropriated annually and $10,000 a year there- after for maintenance. The amount expended on original and modified projects prior to operations under existing project was $419,000. The river and harbor act of March 3, 1905, amended the project to securing a continuous channel not less than 4 feet deep in the Ala- bama River by open-channel work, estimated to cost $650,000 from Montgomery to the mouth of the river. 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, estimated to cost $35,695. The existing project contemplates securing a continuous channel not less than 4 feet deep in the Alabama River by open-channel work from the mouth to Wetumpka, on the Coosa River, at an estimated cost of $685,695. There was no estimate for maintenance under the project of March 3, 1905; the estimate for maintenance under the project of June 25, 1910, was $5,000. The project adopted March 3, 1905, is based on the river and harbor act of that date; the project adopted June 25, 1910, is based on House Document No. 1089, Sixtieth Congress, second session. This document contains maps of the locality. Reference to examination and survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to Wetumpka 1..................... 1876 14 Do.................................... House.. 140 Fifty-first..... Second.. 1891 1761 Kings Landing, Elks Bluff 1.............. . .. . ...... ....................... . 1896 1402 Mouth to Wetumpka (various bars) 1... 1897 1638 Mouth to Wetumpka 1....House... 219 Fifty-eighth... Third.. 1905 1351 Whole 2 .. ... ......... River and harbor act of Mar. 3, 1905 ................. Mouth to Wetumpka 1....ouse... 378 Fifty-ninth.... First.............. Montgomery to Wetumpka 23 .... do.... 1089 Sixtieth....... Second.............. Montgomery . . to Selma (for lockand dam) 1...do. . . . . . . . . . . . . . . . . . . . . . . . . . . ... do.. .. 1115 253 Sixty-second.. Third .. Sixty-third.... . . ....... First........ ....... Whole 3 . 1 No maps. 2Basis of project adopted by Congress. 3 Contains maps. Operations during the fiscal year ending June 30, 1914, consisted in snagging and dredging and construction of contraction works RIVER AND HARBOR IMPROVEMENTS. 669 below Montgomery. The amount expended was $103,593.84, of which about $76,000 was expended in maintenance, and in repairs to and construction of plant, as follows: Snagboat Winm. J. Twining hauled out and repaired; new hull constructed for towboat Alabama and her machinery thoroughly overhauled; construction of two 100- foot barges. All work was done by United States plant and hired labor. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, was $721,341.19, of which about $375,000 was for maintenance. June 1, 1914, carried to sur- plus fund from act of March 3, 1909, $234.87. Receipts from sales, $290. The total amount expended on all projects to the end of the fiscal year 1914 was $1,140,341.19. On June 30, 1914, the approved project was 67 per cent completed and the maximum draft that could be carried to Montgomery at low water was about 23 feet; between Montgomery and Wetumpka, 2 feet. Increased depth secured, 1 to 31 feet below Montgomery; none above Montgomery, no work having been done under the project. 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 descrip- tion, and for the calendar year 1913 is reported as 153,295 short tons, valued at $6,141,808. This, however, is but a part of the freight movement that is affected by the improvement, for the actual ship- ments by water have been relatively small, and, with a river improved for continuous navigation, it is estimated that at least 100,000 tons of the present all-rail freight movement would either go by river or at river rates, and the resulting saving would be very large. In addi- tion, improved facilities would render possible an actual reduction in rates on freight now carried by river. During the fiscal year 1909 the municipality of Montgomery estab- lished a modern wharf at Montgomery, which permits loading and unloading at any stage of the river. There was one barge line estab- lished in 1910 for traffic between Mobile and Montgomery and points along the river. This barge line has since been abandoned. It is proposed to apply the balance available and funds recom- mended as follows: Improvement, by dredging and construction of wing dams, jetties, etc.; maintenance, repairing wing dams, jetties, etc., and by dredging and snagging. July 1, 1913, balance unexpended ------------------------- $127, 398. 15 Received fronl sales------ ----------------------------------- 290. 00 127, 688. 15 June 30, 1914, amount expended during fiscal year: Carried to surplus fund from act of Mar. 3, 1909__ $234. 87 For works of improvement_ __----------------- 27, 328. 47 For maintenance of improvement 6, 265. 37 7-------------- 103, 828. 71 SErroneously reported in 1913 as $127,394.01, due to erroneous charge of expense in- curred for Isthmian Canal Commission, 670 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1914, balance unexpended-------------------------- $23, 859. 44 July 1, 1914, outstanding liabilities--------------------------- 10, 249. 65 July 1, 1914, balance available-- --------------------- 13, 609. 79 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914----------- --------------------- 50, 000. 00 Amount available for fiscal year ending June 30, 1915 -------.... . 63, 609. 79 Amount (estimated) required to be appropriated for completion of existing project ------------------------------------- 339, 564. 63 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance .------- 125, 000.00 (See Appendix Q 15.) 16. Coosa River, Ga. and Ala.-The Coosa is formed at Rome, Ga., by the junction of the Oostenaula and Etowah Rivers, which have their sources in northern Georgia. The general direction of flow of the river is southwesterly to its junction with the Tallapoosa and Alabama Rivers, a distance of about 325 miles. The actual length of the river under improvement is about 211 miles. The project covers the section from Rome, Ga., to its mouth. The minimum usable low-water depth from the mouth of the river to the Gulf of Mexico is 2 feet. The Coosa River has always been navigable for light-draft boats from Rome, Ga., to Greenport, Ala., an estimated distance of 162 miles, and this part of the river is of such a character as to make its improvement by works of contraction and channel excavation entirely practicable, except at Horseleg Shoals, near Rome, Ga., where a lock of low lift has been constructed. From Greenport, Ala., to Wetumpka, Ala., a distance of 142 miles, locks and dams are required in conjunction with works of contrac- tion and channel excavation to provide for navigation. From Wetumpka to the junction of the Tallapoosa River the river is navigable at all seasons. (a) Coosa River between Rome, Ga., and East Tennessee, Virginia & Georgia Railroad bridge.-The original project for improvement, adopted August 14, 1876, covered the portion of the river from Rome, Ga., to Wills Creek, in Alabama, at a total estimated cost of $180,000; provided for a crib and timber lock 200 feet long and 32 feet wide, with a 3-foot lift, at Horseleg Shoals; and for excavation for a 4-foot channel between Rome and Wills Creek, and from Greensport to the Selma, Rome & Dalton Railroad bridge (now Selma-Rome divi- sion, Southern Railway), at an estimated cost of $470,688, or $650,688 for the entire project. Three locks were constructed between Greensport and Woods Is- land at the foot of Ten Island Shoals, with a length of 210 feet and a width of 40 feet, an extreme low-water depth of 4 feet on miter sills, together with a 3-foot channel between Locks Nos. 1 and 3, under this project. The act approved September 19, 1890, based on House Document No. 94, Fifty-first Congress, first session, provided for 5 locks and dams from and including Dam No. 4 to the East Tennessee, Vir- ginia & Georgia Railroad bridge. The estimate provided for locks with a clear length of 280 feet and a width of 52 feet, but the river 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 671 and harbor act fixed the dimensions at 210 feet between miter sills, with a width of 40 feet. The estimate also provided for a channel be- tween locks 100 feet wide and 4 feet deep at extreme low water. The total estimated cost was $1,260,491, or a total estimated cost for the entire improvement from Rome to the East Tennessee, Virginia & Georgia Railroad bridge of $1,622,190. This act also authorized improvement of the river from the East Tennessee, Virginia & Geor- gia Railroad bridge to Wetumpka. The act approved July 13, 1892, modified the act of September 19, 1890, removing the restrictions as to size of locks on the Coosa River. The act approved March 3, 1905, restricted the improvement of the upper Coosa River for maintenance of the channel between Rome, Ga., and Lock No. 4, in Alabama. The act approved March 2, 1907, provided for both improvement and maintenance by open-channel work between Rome and Lock No. 4. The act approved June 25, 1910, provided for the construction of a lock in Dam No. 4 in accordance with plan printed in House Docu- ment No. 1421, Sixtieth Congress, second session, at an estimated cost of $282,000, and for the acquisition of site for Dam No. 5, in Ala- bama, which was recommended be placed at Choccolocco Shoals, the estimated cost of which was $134,000. This act also provided 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, in accordance with plan printed in House Document No. 1115, Sixtieth Congress, second session, which includes cost of lock and dam, gates, valves, maneuvering gear, etc. The act approved February 27, 1911, appropriated $150,000 for continuing construction of lock in Dam No. 4, and for the construc- tion of Dam No. 5. This act also authorized the raising of Dam No. 4 an additional 3 feet to provide for development of water power. The franchise is granted the Ragland Water Power Co., with the understanding that the work should be paid for by them, to be done under the supervision of the United States, and coordinate with the improvement of the Coosa River under the present project. The existing project therefore provides for improvement by open- channel work and maintenance thereof from Rome, Ga., to Dam No. 4; for the construction of lock and dam at Mayos Bar; Locks and Dams Nos. 1, 2, 3, and 4; Dam No. 5; for the raising of Dam No. 4 three feet and the development of water power at that point by the Ragland Water Power Co. The available horizontal dimensions of these locks and depths at low water over miter sills are given below : Clear Clear Depth over Depth over Lok. width length upper lower miter sill. miter sill. Feet. Feet. Feet. Feet. Mayos Bar...................................... ........... .... . . 40 177 6.40 5.00 No. 1.......................................... .... 40 175 3.41 3.25 No.2............................ ................... 40 175 5.40 5.20 No. 3.............................................. .... 40 175 5.15 4.00 No. 4 ............................... .............. 52 280 7.00 7.60 672 REPORT OF THE. CHIEF OF ENGINEERS, U. S. ARMY. The estimate of cost of original work under the existing project was $1,997,129; there was no estimate for maintenance. During the fiscal year ending June 30, 1914, work consisted in main- tenance of the channel between Rome and Lock No. 4, and in continu- ing construction of Lock No. 4, and lock and dam at Mayos Bar; also in making tests for foundation for Dam No. 5. Work at Lock No. 4 and at Mayos Bar was completed during the year, and work of construction at Dam No. 5 commenced. The amount expended was $156,025.19, of which $20,424.38 was for maintenance. All work was done by United States plant and hired labor. To the close of the fiscal year ending June 30, 1914, there had been expended on this section of the Coosa River, under existing project, $1,268,044.95, of which about $101,576.46 was for maintenance. There had been expended prior to the modification of 1890 the sum of $519,671.31. June 1, 1914, carried to surplus fund from act of March 3, 1909, $6,131.02. The total amount expended on all projects to the end of the fiscal year 1914 was $1,787,716.26, and the sum of $487.84 was transferred to the portion of the river from the E. T. V. & G. Railroad bridge to Wetumpka. The proportion of the approved project accomplished up to June 30, 1914, was as follows: Locks Nos. 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. Lock and Dam No. 4 (25.89 miles below Greenport), commenced since the adoption of larger dimensions above mentioned, has, to- gether with its appurtenances, been under construction, with desultory appropriations, since 1886, but is now about 99 per cent completed. Lock and dam at Mayos Bar (about 7 miles below Rome) is com- pleted. Dam No. 5 (about 10 miles below Lock No. 4) is about 5 per cent completed. Open-channel work, approximately 27 per cent completed. This work has been partially extended as far down as Dam No. 4, about 200 miles, and navigation is now possible to this point, except at extreme low water, when interruptions occur a short distance above Dam No. 4. 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. Rome, Ga., at the junction of the Oostenaula and Etowah Rivers, is the head of navigation. On June 30, 1914, the maximum draft that could be carried at ordinary low water between Rome and Lock No. 4 was 3 feet. SThe commerce of this portion of the Coosa consists principally in cotton, cotton seed, fertilizers, timber, lumber, staves, grain, and mis- cellaneous articles, and for the calendar year 1913 is reported as 46,339 short tons, valued at $1,642,987. The improvement has resulted in a reduction in railroad rates be- tween points on the river and either Rome or Gadsden of not less than 50 percent, water rates controlling all shipments to and from the country contiguous to the river. RIVER AND HARBOR IMPROVEMENTS. 873 It is proposed to apply the balance available and funds recom- mended as follows: Between Rome, Ga., and Lock No. 4, Alabama, by dredging, rock excavation, and contraction works, for improvement and maintenance; at lock in Dam No. 4, to complete a slight amount of work required to open this lock to navigation; at Dam No. 5, to complete construction of dam, cofferdam, abutments, and levee. (b) Coosa River between Wetumpka and East Tennessee, Virginia & Georgia Railroad bridge.-On account of the numerous rapids this part of the river has never been navigable. The original and existing project for the improvement of this sec- tion of the river, adopted September 19, 1890, as the result of a sur- vey made in 1889 and modified by Congress July 13, 1892, contem- plates 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 vari- ous rock reefs and points so as to give a least depth of 4 feet, all at an estimated cost of $5,106,422. By act approved March 4, 1907, printed in Public Document No. 247, a franchise was granted the Alabama Power Co. to construct a lock and dam on the Coosa River for the development of water power at the location of Lock and Dam No. 12, as set forth in survey made in compliance with river and harbor act approved June 13, 1902. By act approved June 25, 1910, printed in House Document No. 1089, Sixtieth Congress, second session, the improvement of the Coosa River from Wetumpka to its junction with the Alabama and Talla- poosa Rivers, about 11 miles below Wetumpka, was combined with that of the Alabama River. The existing project for this section of the river, adopted September 19, 1890, modified by acts approved March 2, 1907, and June 25, 1910, provides for 23 locks and dams of varying lifts, of an available length of 280 feet and width of 52 feet, with 6 feet over 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; also for the improvement of the Coosa River from Wetumpka to junction with the Alabama and Tallapoosa Rivers, with a depth of 4 feet; fur- ther, to allow the construction by private parties of a lock and dam at site of proposed Dam No. 12, as set forth in survey report submitted in compliance with act approved June 13, 1902. Operations during the fiscal year ending June 30, 1914, consisted in completion of work by the Alabama Power Co. under act of Congress at site for Dam No. 12 for the development of hydroelectric power. In addition, the property at Wetumpka was cared for; amount ex- pended during the fiscal year, $600. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, was $404,943.66, of which about 2 per cent has been applied to maintenance. The sum of $487.84 was transferred to this portion of the improvement from sec- tion (a). The approved project is about 4 per cent completed, resulting in the construction of the lowest lock of the series, known as No. 31, except- ing the dam and gates, the excavation of the channel between this lock 60993°-ENG 1914----43 674 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and the one next above, and the preparation of data and plans for additional locks and dams. As yet no benefit has been derived from this improvement, and its value is entirely dependent on the completion of the entire system. The ordinary variation of the water surface at Wetumpka is 0 to 50 feet. The river is not navigable, and there is no commerce between Wetumpka and the East Tennessee, Virginia & Georgia Railroad bridge. Provision should be made for the care of the property belonging to the improvement. Reference to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Wetumpka to Greensport 1........................ 1871 561 Wetumpka to S. R. & D. R. R. bridge 1.... House. 243 Forty-second.. Second 1872 502 Greensport to 74 miles below 1 ....... 1872 536 Rome to Lock 41 2 ...... 3- ... ... _ ... ...... .(Pt.II) 1875 661 Whistenant and Ten Island Shoals 3............. 1 ............... ... ... 1878 762 Wetumpka to S. R. & D. R. R. bridge .... Senate.. 42 Forty-sixth... Third... 1881 1221 Lock No. 3 to 24 miles below 1....................... ... ...... 1882 1856 Dam No. 4 to E. T. V. & G. R. . bridge 23 House... 94 Fifty-first..... First............... Wetumpka to E. T. V. & G. R. R. bridge 2. River and harbor act of Sept. 19,1890. Do.'............ ......... ........ . ..... ........... .'1897 9........1600 Lock No. 4 to Wetumpka '... ......... House.... 219 Fifty-eighth... Third.. 1905 1351 Water-power development 2 at site for Dam River and harbor act of Mar. 2, 1907. ......... No. 12, lower section. Wetumpka to the mouth 23 ............... House... 1089 Sixtieth...... Second............... Between Romeand Lincoln for Lock No. 4 ... do.... 1421 ..... do.......do.... do.......... and Dam No. 5.1 Between Rome and Lincoln, for lock and ... do... 1115 ..... do.........do.................. dam at Mayos Bar.2 3 Whole s................................. do.... 253 Sixty-third.... First... 1 No maps. 2 Basis of project adopted by Congress. ' Contains maps. BETWEEN ROME, GA., AND LOCK NO. 4, ALA. July 1, 1913, balance unexpended_ ------ ___----------- _ x $57, 872. 76 June 30, 1914, amount expended during fiscal year: Carried to surplus fund from act of Mar. 3, 1909___ $6, 131. 02 For works of improvement- - ------------- 21, 380. 83 27, 511. 85 July 1, 1914, balance unexpended ---------------------------- 30, 360.91 July 1, 1914, outstanding liabilities _____------_ ________ , 894. 08 July 1, 1914, balance available______- __________ _____- _ 28, 466. 83 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance-------- 275, 000. 00 xThis is an increase over the amount reported in 1913 of $0.95, the amount of a Treasury settlement erroneously charged in previous year. 2 Exclusive of balance unexpended July 1, 1914. BIVER AND HARBOR IMPROVEMENTS 675 LOCK AND DAM AT MAYOS BAR, GA. July 1, 1913, balance unexpended___--------------------------- '$47, 230. 55 June 30, 1914, amount expended during fiscal year, for works of improvement ---- ------------------------------------- 46, 015.18 July 1, 1914, balance unexpended----- --------------___ 1, 215. 37 July 1, 1914, outstanding liabilities----------------- ---- -- 221. 25 July 1, 1914, balance available-------------------------------- 994. 12 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 -------------------------------- 10, 000.00 Amount available for fiscal year ending June 30, 1915------------ 10, 994. 12 LOCK NO. 4 AND DAM NO. 5. July 1, 1913, balance unexpended-------------------------- $203, 349. 03 June 30, 1914, amount expended during fiscal year, for works of improvement --------------------------------------- 89, 229. 18 July 1, 1914, balance unexpended----------------------------- 114, 119. 85 July 1, 1914, outstanding liabilities --------------------------- 13, 522. 34 July 1, 1914, balance available- ---------------------------- 100, 597. 51 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ----------------------- 30, 000. 00 Amount available for fiscal year ending June 30, 1915--_--1------ 30, 597. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement---- --------------------- ' 56, 000. 00 CONSOLIDATED. July 1, 1913, balance unexpended-------------------------- 3 $308, 452. 34 June 30, 1914, amount expended during fiscal year: Carried to surplus fund from act of Mar. 3, 1909__ $6, 131. 02 For works of improvement..------------------ 156. 625. 19 162, 756. 21 July 1, 1914, balance unexpended -- -------------------------- 145. 696. 13 July 1, 1914, outstanding liabilities --------------------------- 15, 637. 67 July 1, 1914, balance available --- ----- ---------------- 130, 058. 46 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------------------------------- 40, 000. 00 Amount available for fiscal year ending June 30, 1915----------- 170, 058. 46 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance------- '131, 000. 00 (See Appendix Q 16.) 17. Operating and care of canals and other works of navigation on Coosa River, Ga. and Ala.--Locks Nos. 1, 2, and 3 were opened to navigation on June 30, 1890, and have been operated continuously since, except during such periods as it was necessary to close them for repairs and for a period of 10 days in February, 1895, when the canal between Locks Nos. 2 and 3 was frozen over. 1This amount has been decreased from that reported in 1913 by $5.57, the amount of a Treasury settlement erroneously omitted in previous year. 2 Exclusive of amount available for fiscal year 1915. SThis amount has been decreased from that reported in 1913 by $4.62. 676 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Lock and dam at Mayos Bar, 72 miles below Rome, Ga., was com- pleted and lock opened to navigation September 22, 1913, and oper- ated during the remainder of the year. A small amount of repairs were made by hired labor and United States plant to uncompleted Dam No. 4. The amount expended to the end of the fiscal year ending June 30, 1914, was $208,444.98. The expenses of operating and care of Locks Nos. 1, 2, 3, and at Mayos Bar 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 $4,408.83, exclusive of liabilities out- standing on June 30, 1914, of $1,627.84. (See Appendix Q 17.) 18. Removing sunken vessels or craft obstructing or endangering navigation: Indefinite.-Informal contract was entered into in Feb- ruary, 1913, for removal of sunken logs and timber in Pensacola Bay, Fla. No work having been accomplished, Government plant was placed on this work during the fiscal year ending June 30, 1914, as soon as it was available, and such obstructions removed as funds per- mitted. Work ceased when funds were exhausted. All work was done by United States plant and hired labor. It having been reported to this office that a portion of an Artillery target was obstructing navigation in Pensacola Bay, Fla., an allot- ment of $50 was made March 9, 1914, for the removal of this obstruc- tion. Its complete removal was accomplished during the fiscal year ending June 30, 1914. (See Appendix Q 18.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HAR- BOR ACTS APPROVED MARCH 3, 1909, FEBRUARY 27, 1911, JULY 25, 1912, AND MARCH 47 1913. Reports on preliminary examinations and surveys required by the river and harbor acts approved March 3, 1909, February 27, 1911, July 25, 1912, and March 4, 1913, 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 Wills Creek, Ala.-Report dated March 6, 1913, with map, is printed in House Document No. 101, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 2. Preliminary examination of Fenholloway River, Fla.-Report dated June 30, 1913, is printed in House Document No. 222, Sixty- third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. RIVER AND HARBOR IMPROVEMENTS. 677 3. Preliminary examination and survey of Etowah, Coosa, and Tallapoosa Rivers, Ga. and Ala., with a view to their improvement for navigation, including the Alabama River in connection therewith, and investigations necessary to determine whether storage reservoirs at the headwaters of said rivers can be utilized to advantage, and what portion of the cost of any such improvements, including reser- voirs, should be borne by owners of water power and others.--Reports dated June 1, 1909, and June 10, 1910, with maps and appendixes, are printed in House Document No. 253, Sixty-third Congress, first session. The improvement of these localities by the United States in the manner proposed is not deemed advisable at the present time. 4. Preliminary examination of St. Marks River, Fla., from the town of St. Markcs to the Gulf of Mexico.--Report dated July 20, 1911, is printed in House Document No. 255, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 5. Preliminary examination of Yellow River, Fla.--Report dated November 6, 1913, is printed in House Document No. 650, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 6. Preliminary examination of Choctawhatchee River, Fla. and Ala., up to Geneva, Ala.-Report dated November 21, 1913, with map, is printed in House Document No. 688, Sixty-third Congress, second session. The improvement of this locality by the United States is not deemed advisable to a greater extent than already authorized by the existing project. 7. Preliminaryexamination of Escambia and Conecuh Rivers, Ala. and Fla., from River Falls to the mouth in the Gulf of Mexico.- Report dated November 21, 1913, with map, is printed in House Document No. 701, Sixty-third Congress, second session. The im- provement of this locality by the United States is not deemed ad- visable to a greater extent than already authorized by the existing project. S. Preliminary examination of Crooked Channel, Fla.-Report dated October 3, 1913, with map, is printed in House Document No. 816, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 9. Preliminary examination of Holmes River, Fla.--Report dated December 15, 1913, with map, is printed in House Document No. 820, Sixty-third Congress, second session. The improvement of this local- ity by the United States is not deemed advisable to a greater extent than already authorized by the existing project. 10. Preliminary examination of channel to East Pass from Apa- lachicola River, Fla., by way of Crooked Channel with a view to pro- viding suitable ship channel.-Report dated October 8, 1913, with map, is printed in House Document No. 834, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. The local officer was also charged with the duty of making other preliminary examinations and surveys provided for by the river and 678 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. harbor act of March 4, 1913, as follows, and reports thereon will be duly submitted when received. 2. 1. Ochlockonee and Crooked Rivers, Fla. Inland waterway from Pensacola Bay, Fla., to Mobile Bay, Ala. IMPROVEMENT OF RIVERS AND HARBORS IN THE MOBILE, ALA., DISTRICT. This district was in charge of Lieut. Col. C. A. F. Flagler, Corps of Engineers, to July 28, 1913; Capt. R. T. Ward, Corps of Engineers, from July 29, 1913, to October 31, 1913; and since the latter date under Lieut. Col. C. Keller, Corps of Engineers, having under his immediate orders Capt. R. T. Ward. Division Engineer, Col. Lan- sing H. Beach, Corps of Engineers. 1. Mobile Harbor, Ala.-The channel orginally had minimum depths of 5 feet through Choctaw Pass and 8 feet through Dog River Bar at mean low water, and the available draft for purposes of commerce, by way of Spanish River, the best route then available, was limited to the latter depth. The width of channel over a depth of 52 feet was about one-half mile. The improved channel in this harbor is 33 miles long. The har- bor consists of 5 miles of Mobile River, with an average width of 900 feet, which is considered the harbor proper. The balance of the channel is in Mobile Bay'. Mobile Harbor is about 92 miles from Pensacola, Fla., on the east, and about 61 miles from Pascagoula, Miss., and about 90 miles from Gulfport, Miss., on the west. The minimum usable depth at mean low water is 25 feet, but owing to the soft material forming the bed of the channel a draft of 261 feet can be carried through it. The range of the tide on the bar en- trance is about 1.1 feet and within the harbor it is about 1.4 feet. 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 mainte- nance. The next project for the improvement of Mobile Harbor was that adopted by the river and harbor act of March 3, 1899, and provided RWER AND HARBOR IMPROVEMENTS. 679 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 continued 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 total amount expended on the above project 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 is $1,802,548. 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 straight- ening 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 estimated cost of maintenance is $100,000 per annum. The report of the survey upon which this project is based is printed in House Document No. 657, Sixty-first Congress, second session. This document contains no maps. No modification has been made in the existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate." Mobile Bay and Harbor,.Ala............. (1) ..... ....................... 1871 560 Do................. ....... (1) ......... ......... ... 1879 799 Do. . ... .......... (1) (..... ........ ............ ........ . 1880 1052 From lower anchorage up to northern (1) ................................. 1885 1374 limits of Mobile. Mobile Harbor Channel, Ala............... House... 199 Fifty-fourth... First.... 1896 1465 Do.2.. ...... ................. ....... ... do.... 647 Fifty-ninth.......do...... ........ Mobile Harbor, Ala.3 ................... ... do.... 657 Sixty-first..... Second.............. 1 Not known. 2Contain maps. 3 Basis of present project. The records show that examinations were made of Mobile Harbor and reports thereon submitted November 15, 1826, and November 25, 1852, but do not show where they were published. A map of the channel may be found at page 1916 of the Annual Report of the Chief of Engineers for 1912. During the past fiscal year 904,363.1 cubic yards of material, place measurement, were removed from the channel in Mobile River, and 107,916.5 cubic yards, place measurement, from Mobile Bay, under contract. In addition, the U. S. dredge Pascagoularemoved 722,600 680 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. cubic yards, the U. S. dredge Wahalak 4,198,883 cubic yards, and the U. S. dredge Gulfport 25,437 cubic yards, place measurement, from Mobile Bay. During such time as the weather would not permit of the U. S. dredge Charleston working on the outer bar, that dredge was engaged at the lower end of the channel, removing 36,419 cubic yards of material, bin measurement. All of the contract dredging was original work with the exception of some done in the turning basin and upon a small shoal on the west side of the channel in tangents Nos. 1 and 2 covering a distance of 2,684 feet. The amount of material removed from this shoal and redredgedP from the turning basin was 140,179 cubic yards. The contract prices for material removed from the channels in Mobile Bay and in Mobile River were 7.3 cents and 13.1 cents, respectively. The amount expended on this work during the past fiscal year was $128,491.45, including office expenses and surveys in connection there- with, of which $17,720 was for maintenance of the improvement. The channel in Mobile River had previously been dredged to the project depth over a width of 160 feet with the exception of about 1 mile at the mouth of the river where the full project width of 300 feet had been formed. The channel in Mobile Bay from 1,300 feet south of beacon 14 to 4,000 feet south of same point, 2,700 feet, pre- viously dredged to a width of 135 feet, was widened to the project width of 200 feet. Up to the end of the fiscal year the contractor had formed a cut from 140 to 300 feet wide and from 27 to 29 feet deep from the upper end of the channel at Chickasaw Creek to a point 17,622 feet south, and had redredged the turning basin. There remains only about 1,500 feet of channel to be dredged to complete work under the contract and project. This will be done in July of the present fiscal year by the removal of about 100,000 cubic yards of material. All of the work done in the channel with United States dredges was for maintenance of the improvement, and resulted in the forma- tion of a depth from 28 to 31 feet from day mark No. 2, just above beacon 16, to 200 feet south of beacon 10 and from beacon 8 to 5,900 feet south of beacon 4, and from beacon 2 A to 500 feet south, a total distance of 19 miles. Since it was last dredged the channel had shoaled in some places to a depth of 24 feet. In addition to the above work the U. S. dredge Wahalak made a cut alongside the United States reservation in Pinto Pass 120 feet wide, 1,244 feet long, and 9 feet deep, removing 48,980 cubic yards in the accomplishment of this work. The U. S. snag boat Demopolis was engaged during the year on the following work: Removing 941 obstructions from Mobile Harbor. Handling furnaces and discharge pipe for U. S. dredge Pascagoula. Handling pipe for U. S. dredge Gulfport. Handling pipe and other heavy parts for U. S. dredge Wahalak. Loading pontons and pipe on barge for U. S. dredge Barnard. Transferring property from rented storehouse to Pinto Pass Reservation. Placing top soil and sod on Pinto Pass Reservation. The handling of heavy parts for dredges with machinery on the snag boat was the most economical manner of doing it, both in time and money. Snags, logs, piling, and other obstructions were re- moved from the dredged channel in Mobile River and from the mouth of One Mile Creek between established harbor lines. This RIVER AND HARBOR IMPROVEMENTS. 681 boat worked over about 5 miles of improved channel during the year. Soil to a depth of 5 inches was placed over the entire Pinto Pass Reservation and sod planted therein at a cost of $1,918.47. The soil was handled by machinery on the snag boat, and the work, done in this manner, was much more economical than it would have been under contract. Previous to this, boats could not paint nor repair machinery alongside this reservation, as the sand filling was blown all over and through them. The sod is growing rapidly, and the reservation will soon be covered with a good carpet of grass. The total amount expended in removing obstructions was $4,211.27, and on the other work done in Mobile Harbor by this boat during the year, $4,746.30. The total amount expended on work of Government dredges, in- cluding surveys and office expenses connected therewith, was $114,218.45. In addition to the expenditures for dredging by contract and with United States dredges and for snagging, the sum of $22,907.49 was expended for part cost of the construction of marine ways at the shipyard at Pascagoula, Miss.; part cost of the construction of 30 pontons, pipe and equipment for the pipe lines of the dredges Pas- cagoula and Wahalak; for part cost of purchase and installation of plant at the United States shipyard at Pascagoula, Miss.; putting a loft in storehouse on Pinto Pass Reservation; caring for property and making inspections of all the above works with U. S. S. Chicka- sawo; and operation of two automatic tide gauges in Mobile Bay. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, was $1,594,629.29, of which $18,341.36 was applied to maintenance work of removing sunken obstructions, $250 to removing piling from One Mile Creek, and $144,363.45 to maintenance dredging. Receipts from sales to same date amounted to $1,831.42. The total amount expended on all projects to the end of the fiscal year 1914 was $7,140,120.47. Up to the close of the fiscal year 99.3 per cent of work under the approved project had been completed. The maximum mean low- water draft that can be carried over the shoalest part of the Mobile Channel is 26) feet. The average range of tide is 1.4 feet. Mobile River is navigable at mean low water for vessels of about 14 feet draft up as far as its head, about 45 miles above Mobile. The combined commerce, foreign and domestic, using Mobile Har- bor during the calendar year 1913 aggregated 2,212,805 short tons, valued at $61,368,688. Cotton and cotton products, breadstuffs, 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 quite a large reduction in-rail freight rates between this port and Atlantic seaport cities, and to afford reduced insurance and water freight rates upon shipments from Mobile to foreign ports. The amount estimated for the fiscal year ending June 30, 1916, will be applied to removal of obstructions and maintaining the 27-foot channel. The present project for Mobile Harbor will be completed with the funds now in hand, thus effecting a saving of about $200,000 from the amount of the original estimate for the 27-foot project. 682 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. GENERAL IMPROVEMENT. July 1, 1913, balance unexpended------- -------------------- $369, 228. 60 June 30, 1914, receipts from sales-------------------------------- 49. 50 369, 278. 10 June 30, 1914, amount expended during fiscal year: For works of improvement------------------ $140, 593. 71 For maintenance of improvement_ _ 131, 938. 45 1--------- 1272, 532.16 July 1, 1914, balance unexpended --------------------------- 96, 745. 94 July 1, 1914, outstanding liabilities--------------------------- 62, 218. 39 July 1, 1914, balance available__________-____-____________ 34, 527. 55 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914___________________________________ 60, 000. 00 Amount available for fiscal year ending June 30, 1915-------------- 94, 527. 55 July 1, 1914, amount covered by uncompleted contracts ___________ 13, 100. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement___ ______ - __- (') REMOVING OBSTRUCTIONS. July 1, 1913, balance unexpended------------_ --- _________ _ $5, 556. 88 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ---------------- ------------------------ 3, 961. 27 July 1, 1914, balance unexpended----------------------------- 1, 595. 61 July 1, 1914, outstanding liabilities _________________________ 509. 32 July 1, 1914, balance available___________________________ 1, 086. 29 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914___________________________ _ __ 2, 500. 00 Amount available for fiscal year ending June 30, 1915------------- 3, 586. 29 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ________________ (2) CONSOLIDATED. July 1, 1913, balance unexpended ------------------- $374, 785. 48 June 30, 1914, receipts from sales --- _____________________ _ 49. 50 374, 834. 98 June 30, 1914, amount expended during fiscal year: For works of improvement__-- -------------- $140, 593. 71 For maintenance of improvement ____________ 135, 899. 72 - 4276, 493. 43 July 1, 1914, balance unexpended________ _________________ 98, 341. 55 July 1, 1914, outstanding liabilities _______________________ 62, 727. 71 July 1, 1914, balance available ____________--------__ ______ 35, 613. 84 1 Does not include $1,346.50 paid for inspection of dredging performed by private par- ties, subsequently returned to the appropriation by such private parties. Does include, hqwever, an expenditure of $250 for removing piling and other obstructions in One Mile Citek, Ala. 2 See consolidated money statement on this page. 3 Does not include $214.03 paid for inspection of dredging performed by private parties, subsequently returned to the appropriation by such private parties. 4Does not include $1,560.53 paid for inspection of dredging performed by private parties subsequently returned to the appropriation by such private parties. Does include, however, an expenditure of $250 for removing piling and other obstructions in One Mile Creek, Ala. RIVER AND HARBOR IMPROVEMENTS. 688 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ..... $62, 500. 00 Amount available for fiscal year ending June 30, 1915------------- 98, 113. 84 July 1, 1914, amount covered by uncompleted contracts------------13, 100. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_-_ 1131, 250. 00 (See Appendix R 1.) 2. Mobile Bar, Ala.--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 minimum usable depth at mean low water is 30 feet. The average range of the tide is 1.1 feet. The original and existing project for this improvement was adopted in the river and harbor act of June 13, 1902, and provides for the formation 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. The channel here is about three-quarters of a mile long, extending from the 30-foot curve on one side of the bar to the 30-foot curve on the other. The cost of maintenance has recently been estimated at $20,000 per annum. The report of the survey on which the project for this improvement is based is printed in House Document No. 219, Fifty-sixth Congress, second session. It contains no maps. It is also printed in the Annual Report of the Chief of Engineers for 1901, page 1854. No modification has been made in the existing project since its adoption. The U. S. dredge Charleston worked here from July 10 to October 31, 1913, and from March 20 to 26, 1914, completing the channel to its project dimensions on the latter date. During the time the dredge worked here she removed 94,661 cubic yards of material, bin measurement, at a gross cost of $14,657.49, or 15.48 cents per cubic yard. After the completion of this work the dredge was docked for repairs, and it was found necessary to renew the bins, to make repairs to boiler, machinery, and hull. All these repairs will be completed in July, 1914, and will cost about $16,000. The purchase of the U. S. dredge Charleston from the Charleston, S. C., district for use on the outer bars of the Mobile district was authorized on April 30, 1913. The price agreed upon was $25,000, of which $10,000 was to be paid from the Mobile Bar appropriation, $10,000 from the Ship Island Pass appropriation, and $5,000 from the Horn Island Pass appropriation. These amounts have been paid. 1 Exclusive of amount available for fiscal year 1915. 684 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Up to June 30, 1914, the total amount expended on the existing project was $233,104.55, of which $133,104.55 was for maintenance. Receipts from sales to same date amounted to $4.55. Original work under the project has been completed. The maxi- mum draft that can be carried through the channel is 30 feet at mean low water. For commercial statistics and the effect of the improvement on freight rates, see report on Mobile Harbor. With the funds estimated for the fiscal year ending June 30, 1916, the dredge will be operated on the outer bar for five or six months, dredge and plant will be repaired, and contingent expenses paid. July 1, 1913, balance unexpended _______ ___________________ $25, 253. 27 June 30, 1914, amount expended during fiscal year: For works of improvement----------------- ---- $1, 000. 00 For maintenance of improvement ---------- ____ 24, 253. 27 25, 253. 27 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 10.,000.00 Amount available for fiscal year ending June 30, 1915__ __________ 10, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ___________________ 125, 000. 00 (See Appendix R 2.) 3. Black Warrior, Warrior, and Tombigbee Rivers, Ala.-(a) Black Warrior River.- This name refers to the section of river above Tuscaloosa. Black Warrior River is formed by the junction of the Mulberry and Locust Forks, 46 miles above Tuscaloosa. The sources of these two forks are in the northern part of Alabama, each about 140 miles above their junction. Below Tuscaloosa the same river is called the Warrior, and it has a length of 131 miles more to its mouth, near Demopolis, Ala., where it empties into the Tombigbee River. It flows in a general southwesterly direction. The distance from the mouth of the Warrior to the mouth of the Tombigbee is 185 miles and the latter point is 78 miles from the Gulf of Mexico by way of Mobile River and Mobile Bay. The usable low water depth from the mouth of the Warrior River to the ocean is 2 feet. The Black Warrior River was originally closed to navigation on account of shoals at and above Tuscaloosa. The original project for the improvement was adopted in 1887, the object being to obtain a channel for barges of 6 feet draft at low water all the year round between Tuscaloosa and Daniels Creek, 142 miles above, by means of five locks and dams, at an estimated cost of $741,670. Locks Nos. 10, 11, and 12 were built by hired labor and have been completed and open 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. 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 pro- vided for. It was subsequently decided to build two 21-foot lift locks 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 685 (Nos. 16 and 17) instead of three 14-foot lift locks on Squaw Shoals, thus reducing the number of locks necessary to carry the improve- ment up to the Mulberry and Locust Forks from 20 to 19. Under authority contained in act of Congress approved August 22, 1911, the lift of Lock 17 was changed to 63 feet (a flight of two locks to be built here), thus further reducing the number of locks below the Locust and Mulberry Forks to 18, extending slack water to Sanders Ferry, 36 miles above the forks on-the Mulberry, and to Nichols Shoals, 16 miles above the forks on the Locust, and dispensing with one lock on each fork. Lock No. 14 was completed and opened to navigation in March, 1910, and Lock No. 15 in May, 1910. The completion of six locks on this river has resulted in affording 6-foot navigation at low water from Tuscaloosa to site of Lock No. 16, 25 miles. The minimum width of channel on this section of river is about 250 feet. Lock No. 16 is being built under contract dated November 28, 1908, and is about 95 per cent completed. Two lock tenders' houses have been built, and the steel gates for this lock have been built and erected with hired labor. To reduce the interference from backwater with the work of constructing Lock and Dam No. 17, the contractor for this lock has been granted an extension in time for completion and allowed to leave unfinished gaps in the dam. The construction of Lock 17 was commenced under a contract dated September 20, 1910, providing for a 21-:foot lift, but after con- siderable preliminary work had been done by the contractor the lift at this dam was changed to 63 feet by action of the Secretary of War under act of Congress approved August 22, 1911. A supplemental agreement was then made with the contractor, under date of January 12, 1912, for construction of a dam of 63-foot lift, with two locks and lock tender's house. To provide for foundation conditions which have developed during construction and other necessary changes an- other supplemental agreement was made with the contractor, under date of May 8, 1913. The improvement of Black Warrior River 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. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. River below Locust Fork................. House... 75 Forty-third... Second.. 1875 18 River from Tuscaloosa to Sipsey and (1) .... ).. .......... 1881 1218 Mulberry Forks. River near Tuscaloosa, Ala. ....................... .......... 1887 1302 River from Daniels Creek to Mulberry House... 259 Fifty-fourth... First.... 1896 1461 and Locust Forks.a Mulberry and Locust Forks of Black ... do..... 72 Sixty-second ... do............... Warrior River.a 1 Not Dnown. 2 Basis of project adopted by Congress. 8 Contains maps. 686 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The project as modified provides for slackwater navigation afford- ing (6-foot depth at mean low water) from Tuscaloosa to Sanders Shoals on the Mulberry Fork, 82) miles, and to Nichols Shoals on the Locust Fork, 621 miles. The locks are 52 feet wide in the chambers, have an available length of 285 feet and a depth over sills of 62 feet. The usual variation of water level in this section is about 12 feet. Recent appropriations having been made for locks and dams on the Black Warrior, Warrior, and Tombigbee Rivers, Ala., as one slackwater system, statement of total figures will be found under the heading " General" on page 689. Work on the Black Warrior River during the past fiscal year was carried on at Locks 13, 16, and 17, and a small amount of snagging was done between Tuscaloosa and Lock 16. At Lock 13 an additional locktender's house was built by contract. At Lock 16 the contractor completed grading the bank slopes and protecting them with riprap, but did not work on the dam. At Lock 17 the contractor has practically completed the two locks, about two-thirds of the dam, and most of the necessary works. Valves and special irons were delivered at the lock, and the construction of the steel gates by hired labor is nearly completed. Expenditures during the past fiscal year amounted to $1,462,038 for lock and dam construction, $300 for snagging, and $5,624.66 for construction of lock houses. The total amount expended on this section of river up to the close of the fiscal year ending June 30, 1914, was $4,242,659.95, of which $300 was applied to snagging, $4,224,323.91 to lock and dam construc- tion, and the balance, $18,036.04, to construction of lock houses. Nothing has been applied to maintenance. Work on this part of the approved project, as modified, has been about 93 per cent com- pleted. For effect of project on freight rates see data under heading "General" on page 689, and for commercial statistics see report on "Operating and care of locks." (b) TVarrior River.-This name refers to the portion of the river from Tuscaloosa to its mouth near Demopolis, Ala., where it empties into the Tombigbee River, 131 miles. The same river above Tusca- loosa is called the Black Warrior. It flows in a southwesterly direc- tion. The minimum width of the channel is about 125 feet. Before any work was done on this section the channel width was limited to 60 feet and depth to 1 foot at mean low water, on account of logs, snags, and overhanging trees. The original project for the improvement, adopted by the river and harbor act approved March 3, 1875, contemplated deepening the channel by jetty construction and the removal of snags and over- hanging trees. The amount expended on this project from 1880 until the adoption of the present project was $319,388.30. Prior to 1880 appropriations 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, Warior, and Tombigbee system), with a RIVER AND HARBOR IMPROVEMENTS. 687 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, Ala., has been completed, except that some dredging is needed near the upper end of each pool to give the required depth at low water; some snagging and bank work are required, and fishways are not yet built a~t three of the dams. The locks are 52 feet wide in the chamber, have an available length of 285 feet, and have 62 feet of water over sills. The maxi- mum draft that has been carried over the shoalest place in the chan- nel at low water during the past year was 5 feet, though two of the lock approaches have shoaled up to 4 feet at low water during recent high water. The minimum width for 5 feet draft at some of the worst bars is about 80 feet. The usual variation of water level on this section is about 50 feet in an average year. For report of survey upon which the original project was based see Annual Report of the Chief of Engineers, 1875, page 18. For report of survey upon which present project is based, see Annual Report of the Chief of Engineers for 1890, page 1719, and House Document No. 156, Fifty-first Congress, first session. The work of lock and dam construction on this section has been completed at a cost of $2,072,753.88. In addition, $13,691.24 has been applied to maintenance snagging, $14,768.85 to the construction of lock houses, $35,250.67 to dredging between locks, and $26,824.30 to snagging between locks, making a total of $2,163,288.94. During the fiscal year the U. S. dredge Chas. Humphreys worked over 80 miles of the river, from Tuscaloosa down, and completed channel 100 feet wide for 6-foot draft over that portion, The U. S. snag boat R. C. McCalla worked over all of this section of river, re- moving snags and cutting overhanging trees. One lock tender's house was built under contract at Lock 6. Expenditures during the fiscal year on this work amounted to $44,762.67, divided as follows: Construction of lock houses------------------------------------$2, 654. 00 Dredging between locks --------------------------------- 23, 415.12 Snagging between locks_---------------------------- 18, 693. 55 For total amount expended on existing project, effect on freight rates, and total project figures see data given under heading " Gen- eral," on page 689. For commercial statistics see report on "Operating and care of locks." (c) Tombigbee River from the mouth to Demopolis (construction of locks and dams).-The Tombigbee River rises in the northeastern corner of the State of Mississippi, flows in a southeasterly direction for a length of about 503 miles to its junction with the Alabama River, with which it joins to form the Mobile River. The section from the mouth to Demopolis is 185 miles in length, and the mouth of the river is 45 miles above Mobile and 78 miles from the Gulf of Mexico. A draft of about 142 feet at mean low water can be brought to the mouth of the Tombigbee River from the ocean. For original condition of channel, former projects, and details as to present project see report on Tombigbee River, from the mouth to Demopolis (maintenance of channel), which follows this report. Canalization by the construction of locks and dams was author- ized by the river and harbor act of September 19, 1890, as part of a 688 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. project for the improvement of this section, and the river and har- bor 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 project for this canalization is contained in the report on a survey printed in the Annual Report of the Chief of Engineers for 1890, page 179, and in House Document No. 156, Fifty-first Con- gress, first session. This project has not been modified since its adoption. It provided for three locks and dams on this section of river, of which Lock 1 has been in operation since September 6, 1908, the minimum depths over lower miter sill, upper miter sill, and breast wall being 7.8, 9.5, and 8.5 feet, respectively, and the available horizontal dimensions of the lock chamber 52 feet by 281.9 feet. During the past fiscal year the construction of Lock 2 has been con- tinued under contract dated May 7, 1913, and that of Lock 3 by hired labor and use of Government plant, the former being now 87 per cent completed and the latter 95 per cent, while the work on this section as a whole is about 85 per cent completed. At both locks the available horizontal dimensions are 52 by 286 feet. The minimum depth of water over lower miter sill at Lock 2 is 8,.4 feet, while so far as concerns its upper sill and both sills at Lock 3, the depth is variable, the dams being still under construc- tion. Except the dams, work at both locks was practically completed. All foundation cribs are now placed in Dam 3, and all but two cribs (100 feet) at Dam 2. Work on superstructures has been begun at both places. Expenditures during the fiscal year amounted to $218,560.26 for lock and dam construction, and $45.18 for preparing plant for dredg- ing between locks. None of this amount was applied to maintenance. The total amount expended on work of lock and dam construction on this section to June 30, 1914, including $11,854.53 for surveys, was $1,566,512.89; for construction of dredge, $40,030; for construc- tion of lockhouses, $18,824.33; and for dredging between locks, $2,658.26, or a total of $1,628,025.48. Of the 185 miles covered by this section of the river, from the mouth to Lock 2, a distance of 137 miles, there is a navigable depth of 5 feet all the year, which is to be increased to 6 feet by dredging or improvement of bars near Harolds, Milers Gin, West Bassetts, Lenora, and Pickens Landings. From Lock 2 to Demopolis, a dis- tance of 48 miles, there is at present a navigable depth of 3 feet, except at periods of extreme low water. The dams at Locks 2 and 3, now nearing completion, will increase this depth to 6 feet, except at a few bars where dredging will be necessary. The usual variation of water-level is from about 30 feet at Lock 1 to about 50 feet at Lock 3, but these figures are greatly exceeded during extreme high water, which occurs at rare intervals. At such times the banks are inundated, and the river becomes several miles in width. All depths and variations are referred to mean low water, the elevation of which at these locks is given in the appendix. For commercial statistics see report on "Operating and care of locks." RIVER AND HARBOR IMPROVEMENTS. 689 For statement of existing project and effect on freight rates, see data included under the heading "General," as follows: General.-Recent appropriations for slackwatering the Black Warrior, Warrior, and Tombigbee Rivers, Ala., have been made for one system from Mobile to the Mulberry and Locust Forks of the Black Warrior River, a distance of 4072 miles. Action taken under act of Congress, approved August 22, 1911, extends the upper limit of the project up the Mulberry Fork to Sanders Ferry, 36 miles, and up the Locust Fork to Nicholas Shoals, 16 miles. The entire im- provement is now considered one project. The following statement shows the total figures for the present project as modified to June 30, 1914: Total estimated cost of project, including $13,691.24 applied to maintenance work and increase of $250.000 authorized by the Chief of Engineers, but not including $3,901.41 received from sales, etc ------------------- $9, 497, 000. 00 Total amount appropriated (not including receipts from sales, etc.) to June 30, 1914_------------------------______ 8, 743, 907. 24 Amount not yet appropriated------------------------------- 753, 092. 76 Or, in round numbers ----------------------------------- 750, 000. 00 This amount will be applied to the completion of Locks and Dams Nos. 2, 3, 16, and 17, dredging between locks, and work of snagging (original). Total amount appropriated, including $3,901.41 received from sales, etc., to June 30, 1914 ________________________ 8, 747, 808. 65 Expenditures have been as follows: Applied to work of lock and dam construc- tion, including surveys---------------- $7, 863, 590. 68 Dredging between locks______________--___ 37, 908. 93 Cost of dredge---------------------------- 40, 030. 00 Cost of lockhouses__ -- _________ - 51, 629. 22 Snagging work (original) ------------------- 27, 124.30 Snagging work (maintenance) -------------- 13, 691. 24 8, 033, 974. 37 Balance unexpended June 30, 1914, including amount covered by outstanding liabilities__ _______________________- _ 713, 834. 28 This unexpended balance will be applied as fol- lows: To work of lock and dam construction ____1 $635. 496. 73 To dredging between locks ------------------ . 62. 091. 07 To construction of lockhouses ------------- 3, 370. 78 To snagging work (original)- - ---------- 2, 875. 70 To building fishways in dams 7 to 13 ....... 10, 000. 00 713,. 34 28 Total outstanding liabilities on June 30, 1914------------ 294, 250. 00 Part of the lock and dam work on this project is being performed under continuing contract. The extension of the project up the Mulberry and Locust Forks of the Black Warrior River, Ala., is based on a survey, the report on which is printed in House Document No. 72, Sixty-second Congress, first session, which contains maps. The effect on traffic the all-year-round 6-foot navigation will have can not be definitely stated until the project is completed and 6-foot navigation becomes a fact, but the indications are that it shoulld cause 1 The work proposed to be accomplished during the fiscal year ending June 30, 1915, is the completion by contract of Locks 2, 16, and 17, and of Lock 3 by hired labor, and use of Government plant. 60993o--NG 1914-----44 690 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. considerable reduction in freight rates and develop an important traffic between the coal fields of the Warrior Basin and the Gulf of Mexico. Such a traffic was inaugurated during the fiscal year by a fleet of six self-propelled steel barges, each of about 1,000 tons capacity, transporting coal from a point on the Black Warrior River near Gilmore, Ala., to New Orleans. Due to the unfinished state of the project, upon the approach of low water operations had to be aban- doned, 31,865 tons having been shipped to New Orleans. With hired labor and by contract it is proposed to complete all locks and dams not already built by April 1, 1915. It is also pro- posed to complete all dredging between locks, original snagging, and bank work necessary to secure 6-foot depth, and building of fishways by January 1, 1916. After the annual report for the fiscal year ending June 30, 1913, had been submitted, and as work on the project reached a more advanced stage, it was found that the amount required for the com- pletion of the project was inadequate, due to increased cost of Locks and Dams 2, 3, 16, and 17, and work of snagging (original work). The total increase amounted to $250,000. The estimated total cost of the project is therefore increased from $9,247,000 to $9,497,000. LOCKS AND DAMS. July 1, 1913, balance unexpended__---------$--------- __-$2, 315, 521. 89 June 30, 1914, receipts from sales ________-____---_______---__ 573.10 2, 316, 094. 99 June 30, 1914, amount expended during fiscal year, for works of improvement -------------------------------------- 1,680, 598.26 July 1, 1914, balance unexpended -------------- __ --_______ 635, 496. 73 July 1, 1914, outstanding liabilities .---- ___-_______ ___ __ 290, 250. 00 July 1, 1914, balance available___----------------------------- 345, 246. 73 July 1, 1914, amount covered by uncompleted contracts ......---------- 345, 246. 73 DREDGING BETWEEN LOCKS. July 1, 1913, balance unexpended-------------------------- $85, 551. 37 June 30, 1914, amount expended during fiscal year, for works of improvement----------- -------- ------- ----- 23, 460. 30 July 1, 1914, balance unexpended----- -________--___--- 62, 091. 07 July 1, 1914, outstanding liabilities - -------------- -- ---- 2, 000. 00 July 1, 1914, balance available----------------------------- 60, 091. 07 SNAGGING BETWEEN LOCKS. July 1, 1913, balance unexpended----------------------- $21, 869. 25 June 30, 1914, amount expended during fiscal year, for works of improvement ---------------------------------------- 18, 993. 55 July 1, 1914, balance unexpended---------------------------- 2, 875.70 July 1, 1914, outstanding liabilities__----- ----- --- 2, 000. 00 July 1, 1914, balance available------------------------------- 875. 70 1 Does not include refundments, account of overpayments, amounting to $8.65; repairs amounting to $29.38, for account of private parties; and expenditure of $11.79, account of damages to Government property by private parties; all of which have subsequently been returned to the credit of the appropriation, RIVER AND HARBOR IMPROVEMENTS. 691 FISHWAYS. July 1, 1913, balance unexpended- $10, 000. 00 July 1, 1914, balance unexpended-------------------------- 10, 000. 00 LOCK HOUSES. July 1, 1913, balance unexpended---- ----------------------- $11, 649. 44 June 30, 1914, amount expended during fiscal year, for works of improvement -------------- -- --------------- 8, 278. 66 July 1, 1914, balance unexpended----------------------------- 3, 370. 78 CONSOLIDATED. July 1, 1913, balance unexpended-------------------------$2, 444. 591. 95 June 30, 1914, receipts from sales------------------------------ 573. 10 2, 445, 165. 05 June 30, 1914, amount expended during fiscal year, for works of improvement ---------------------------------------- 11, 731, 330. 77 July 1, 1914, balance unexpended-- ------------------------- 713, 834. 28 July 1, 1914, outstanding liabilities--------------------------294, 250. 00 July 1, 1914, balance available----------------------------- 419, 584.28 Amount allotted from appropriation made by the river and har- bor act approved Oct. 2, 1914__---------------------------- 750; 000. 00 Amount available for fiscal year ending June 30, 1915--------- 1,169, 584. 28 July 1, 1914, amount covered by uncompleted contracts-----_ 345, 246. 73 (d) Tombigbee River from mouth to Demopolis (maintenance of channel).-For length and direction of flow of this stream see (c), preceding this report. This section is 185 miles long. The original condition of the channel of this portion of the river was such as to permit of steamboat navigation only during high- water stages, lasting six to eight months each 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 exist- ing 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 depth at ordinary low water from the mouth to Demopolis, a distance of 185 miles, by the removal of snags, logs, and overhanging trees, and the improvement of the worst bars by dredging. The 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, which provided for securing a channel 6 feet deep at low water between the mouth and Demopolis by the construction of locks and dams, 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 1Does not include refundments, account of overpayments, amounting to $8.65; repairs amounting to $29.38, for account of private parties; and expenditure of $11.79, account of damages to Government property by private parties; all of which have subsequently been returned to the credit of the appropriation. 692 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. $330,000 had been appropriated for the work, the estimate was in- creased, 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, Ala. Information in regard to the 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. Prior to commencement of work under the existing project there was applied to channel work on this section of river $249,542.48. The existing project for improvement of the Tombigbee 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 present project for snagging, as well as that for lock and dam construction, is based on a survey, report of which is dated December 24, 1889, and is printed in Annual Report of the Chief of Engineers for 1890, page 1719, and in House Document No. 156, Fifty-first Congress, first session. This document contains no maps. This survey appears to be the only one ever made of this section of river. During the fiscal year work was carried on by the U. S. snagboat Tombigbee, 2 dikes being built at West Bassetts Creek, 91 miles from Mobile, 560 feet and 550 feet long, respectively, containing 468 cords of brush, 564 cubic yards of rock, 521 piles, and 344 poles. In addi- tion the entire section of river was worked over, 55,168 obstructions being removed from bed and banks of stream; and the snagboat Tom- bigbee and barge were extensively repaired. Expenditures during the past fiscal year, all of which were applied to maintenance, amounted to $18,710.27. The outstanding liabilities are $1,347.80. The total amount expended under the existing project to June 30, 1914, was $109,949.90, all of which was applied to maintenance. The total amount received from sales to same date was $1,213.24. The total amount expended on all projects to the same date was $359,492.38. The work done has resulted in affording a channel navigable for steamboats drawing not more than 3 feet all the year round except during period of extreme low water, and from Mobile to Lock 2, a distance of 182 miles, there is now a 5-foot channel, which by im- proving several small bars where the channel has shifted can be in- creased to a depth of 6 feet. Floods in the upper part of this section usually reach a height of 50 feet, and in rare instances of 60 feet. Commerce on this section of river during the fiscal year amounted to 222,511 short tons, consisting principally of logs, lumbe, cotton, RIVER AND HARBOR IMPROVEMENTS. 693 coal, fertilizer, and general merchandise, valued at $4,048,817.97, details of which are given under "Operating and care of locks." The effect of this project has been to afford water rates and to lower railroad rates between Mobile and points on the river below Demopolis, but extensive traffic can not be expected until lock-and- dam construction is completed. Available funds and future appropriations will be applied to main- tenance of existing channel and such increase in depth as will be obtained upon the completion of project of canalization. On this section the latter is now nearing completion and provides for 6-foot all-year navigation. The work of maintenance will consist of the removal of logs, snags, and other obstructions from stream, dredging at bars, and bank protection. July 1, 1913, balance unexpended_________ __________-______ $21, 249. 92 June 30, 1914, amount expended during fiscal year for maintenance of improvement --------------------------------------------- 18, 710. 27 July 1, 1914, balance unexpended____________-_______ _____ 2, 539. 65 July 1, 1914, outstanding liabilities---------------------________ 1, 347. 80 July 1, 1914, balance available -------------------------- ____ 1, 191. 85 Amount allotted from appropriation made by the river and harbor .......- act approved Oct. 2, 1914------ __________ 9, 000.00 Amount available for fiscal year ending June 30, 1915 __ 10, 191. 85 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement __----- -________-- 154, 500.00 (e) Tombigbee River from Demopolis, Ala., to Walkers Bridge, Miss.-The Tombigbee River rises in the northeastern part of the State of Mississippi and in the northwestern part of Alabama and flows in a southeasterly direction to its junction with the Alabama River in the formation of the Mobile River, which empties into Mobile Bay. The latter opens into the Gulf of Mexico. The Tom- bigbee River is about 503 miles long. The section from Walkers Bridge to Aberdeen, Miss., is 119 miles; from Aberdeen, Miss., to Columbus, -Miss., is 50 miles, and from Columbus, Miss., to Demo- polis, Ala., is 149 miles; from the lower end of this improvement at Demopolis, Ala., to the mouth is 185 miles, and from the mouth to Mobile is a further distance of 45 miles. The draft that can be brought from the ocean to the mouth of Mobile River is 26 feet at mean low water; to the mouth of Tom- bigbee River, 14 feet and to Demopolis, Ala., is 3 feet. The fall in the river between Demopolis and Columbus is 108 feet, but that be- tween Columbus and Walkers Bridge is not known. 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 below Columbus and the channel was 1 foot deep by 50 feet wide below Walkers Bridge. Formerly this section was 1 Exclusive of amount available for fiscal year 1915. 694 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. operated as four separate improvements: Demopolis to Vienna, Vienna to Cotton Gin (or Amory), Columbus to Fulton, and Fulton to Walkers Bridge. It was afterwards combined into two improve- ments: Demopolis to Columbus, and Columbus to Walkers Bridge, and these two have since been combined into one improvement, Demopolis to Walkers Bridge. The improvement of the Tombigbee River between Demopolis and Columbus was commenced under the project of 1871, which contem- plated 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 depth at low water from Demopolis to Columbus. The project for the improvement of the river above Columbus was adopted in 1873, and provided for obtaining a good high-water chan- nel b'y 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 maintenance. The project for the improvement of the river from Fulton to Walkers Bridge was adopted in 1888, and provided for securing a high-water channel by removal of logs, snags, and overhanging trees. This project was completed in 1891 at a cost of $6,517.19. Prior to the adoption of the present project for the section of river from Demop- olis to Columbus, $63,382.98 was expended on that section. The present project, adopted in the river and harbor act of Septem- ber 19, 1890, provides for securing a channel 6 feet deep at low water from Demopolis to Columbus, a distance of 149 miles, by snagging, tree cutting, bank revetment, bar improvement, and the construction of locks and dams at a cost originally estimated at $779,400. In 1897 the construction of locks and dams was estimated to cost $2,000,000. No provision has yet been made by Congress for commencing the work of lock and dam construction. The present project for the section of river from Columbus to Walkers Bridge provides for maintaining a high-water channel by the removal of snags, logs, and overhanging trees. The present project for improvement of the river from Demopolis to Columbus is based on the report of survey printed in House Docu- ment No. 156, Fifty-first Congress, first session. This report is also printed in the Annual Report of the Chief of Engineers for 1890, page 1719. The present project for the improvement of the section from Co- lumbus up to Fulton is based on a survey, report on which is printed in the Annual Report of the Chief of Engineers for 1873, page 548. The project for the improvement of the river from Fulton up to Walkers Bridge is based on an examination of the river, report on which is printed in the Annual Report of the Chief of Engineers for 1882, page 1312. No maps were printed with the above reports. RIVER AND HARBOl, IMPROVEMENTS. 695 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. * Senate. Demopolis to Columbus . . . ................... . . . . . . . . . . . . .. . (1).......... 1871 572 Fulton to Columbus . . . . . (1) ......... ....... . 1873 548 Fulton to Walkers Bridge . ......... (1) .......... .............. . . 1882 1312 Demopolis to Columbus2.............. House... 156 Fifty-first..... First.... 1890 1719 Fulton to Columbus .................. .... (1) 1892 1448 Demopolis to Columbus.................... House... 334 Fifty-ninth. Second............ 1 Not known. 2Basis of project adopted by Congress. No maps were printed with the above reports. An examination of this section of river was made in November and December, 1910, and revealed the fact that considering the benefits to be derived and the commerce involved, the river from Walkers Bridge down to Aberdeen, Miss., was not susceptible of improvement at a reasonable cost. It was therefore recommended by the district engi- neer and the division engineer that the improvement above Aberdeen, Miss., be abandoned. This recommendation was concurred in by the Board of Engineers for Rivers and Harbors, and under date of April 14, 1911, the Chief of Engineers directed that work on this section, with funds available, be restricted to improvement at and below Aberdeen. The U. S. snag boat Vienna was engaged in snagging operations July 1, 1913, near Columbus, Miss., and continued working down- stream until January 3, 1914, when work was stopped on account of high water. The snag boat was then brought to Mobile for the winter. In addition, a bank party started downstream from Aberdeen, Miss., on August 23, 1913, cutting overhanging trees and blasting out snags, etc. The total distance covered by both snagboat and bank party was 169 miles, part of this being worked over twice, 26,829 obstructions and 2,092 cubic yards of sand and gravel being removed in all. The sand and gravel excavated was to permit the passage of snag boat over bars and resulted in no permanent improvement of the river. The total cost of the above work, including office expenses, care and preser- vation of public property, and $1,588.06 expended in paying three- quarters of the cost of a quarterboat, was $14,469.96, the expenditure for the maintenance of the improvement during the fiscal year. Out- standing liabilities are $450. Only the removal of obstructions and bank work have been under- taken under the project, as no appropriations have been made for the construction of locks and dams. All work up to and including June 30, 1914, on this improvement has been carried on by hired labor and use of Government plant. The total amount expended on the im- provement of the section of river above Demopolis, up to the close of the fiscal year ending June 30, 1914, was $374,138.77, of which $176,- 488.06 was for maintenance. Receipts from sales to the same date amounted to $40. 696 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The maximum draft that can be carried over this locality on June 30, 1914, is 1 foot at mean low water. The extreme oscillation of the river at Demopolis, Ala., is 69 feet. High-water stages at other points range from 50 to 60 feet above mean low water. The Tombigbee River, from Demopolis, Ala., to Aberdeen, Miss., is open to steamboat navigation during six months of the year. At present small boats with barges navigate the river in the vicinity of Columbus, for about nine months of the year,.and the regular packet steamers from Mobile navigate the river below Columbus for about six months of the year. A light-draft steamer made regular trips from Columbus, operating above and below it, through the winter season. Commerce on this section during the calendar year 1914, amounted to 64,523 short tons, valued at $876,672, being principally cotton, cotton seed, fertilizer, hardware, logs, staves, and miscellaneous. The pioject is believed to result in lower rail rates from Mobile to points on the Tombigbee River above Demopolis. With available funds and those estimated as a profitable expendi- ture during the fiscal year ending June 30, 1916, it is proposed to operate the snag boat Vienna and a bank party for about seven months in bar improvement and the removal of obstructions from the channel and banks. July 1, 1913, balance unexpended------------------ $15, 421.22 June 30, 1914, amount expended during fiscal year, for maintenance of improvement 14, 469. 96 July 1, 1914, balance unexpended---------------------------------- 951. 26 July 1, 1914, outstanding liabilities------------------------------- 450. 00 July 1, 1914, balance available ----------------------------------- 501. 26 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 --------------------------------- 9, 000.00 Amount available for fiscal year ending June 30, 1915------------- 9, 501. 26 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement__-----------------_ -- 18, 000. 00 (See Appendix R 3.) 4. Operating and care of locks and dams on Black Warrior and Tombigbee Rivers, Ala.-(a) Lock 1.--This lock, 1.11 miles above Mobile, was opened for traffic September 6, 1908, but not entirely completed until September 30, 1909. At that time its operation and care became a charge under the general law of July 5, 1884, as amended and reenacted by section 6 of the river and harbor act of March 3, 1909. During the past year, the lock chamber was un- watered, the gates and operating machinery cleaned and painted, additional deflector plates placed on valves, steel trestles for sup- porting upper coffer timbers installed, the lower forebay deepened, derrick stone placed on apron of dam for protection, earth and quarry waste placed on upstream side of dam to prevent scour, flood deposits and drift removed from lock chamber and approaches, and a boom to deflect driftwood installed above lock. 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 697 (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 and reenacted 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. Telephone line has been repaired and additional stone filled below dam to check erosion. (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 and reenacted by section 6 of the river and harbor act of March 3, 1909. Drift has been re- moved and flood deposit dredged from lock chamber and approaches. (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 and reenacted by section 6 of the river and harbor act of March 3, 1909. Bank slopes have been graded and protected with riprap, additional stone has been filled below to check erosion, drift has been removed from upper approaches to lock and new coal house has been built. (e) Lock 7.-This lock is about 282 miles above Mobile. Con- tract work was completed and the lock turned over to the United States November 7, 1903. At that time its operation and care be- came a charge under the general law of July 5, 1884, as amended and reenacted by section 6 of the river and harbor act of March 3, 1909. Bank slopes have been graded and protected with riprap, additional stone has been filled below dam, flood deposit has been dredged from approaches to lock and guard cribs above lock have been repaired. New pile clusters have been driven along side of channel below lock, concrete steps have been built up the lock mound, concrete catch basin has been built at new artesian well, and new coal house has been built. (f) Lock 8.-This lock is about 298 miles above Mobile. Con- tract work was completed and this lock turned over to the United States in December, 1902. On January 1, 1903, its operation and care became a charge under the general law of July 5, 1884, as amended and reenacted by section 6 of the river and harbor act of March 3, 1909. Flood deposit has been dredged from approaches to lock, new pile clusters have been driven along channel below lock, and telephone line to lock has been rebuilt. Quarry waste has been delivered and placed along bank to check erosion and caving. Material has been delivered for rebuilding guard cribs. Drift has been removed from upper approach to lock. (g) Lock 9.-This lock is about 315 miles above Mobile. Con- tract 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 and reenacted by section 6 of the river and harbor act of March 3, 1909. New pile clusters have been driven along channel below lock. Quarry waste has been delivered and placed to protect bank slopes and slopes of lock mound. 698 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (h) Locks 10, 11, 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 and reenacted by section 6 of the river and har- bor act of March 3, 1909. Flood deposit has been dredged from these lock chambers and from the approaches to same. The upstream timber slopes on these three dams have been repaired, reducing the leakage through them. New force pumps have been installed at wells and new coal houses have been built. Minor repairs have been made 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 and reenacted by section 6 of the river and harbor act of March 3, 1909. Flood deposit has been dredged from this lock and its lower approach. New coal house has been built. (j) Lock 14.-This lock is about 12 miles above Tuscaloosa, Ala., and about 373 miles above Mobile. It was completed and opened to 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 and reenacted by section 6 of the river and harbor act of March 3, 1909. Some improvements have been made to lock grounds. (k) Lock 15.-This lock is 19 miles above Tuscaloosa and about 380 miles above Mobile. It was completed and 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 and reenacted by section 6 of the river and harbor act of March 3, 1909. Some im- provements have been made to lock grounds. (1) During the past year, in addition to work on the locks, the snag boat R. C. McCalla made one trip between Locks 4 and 15, re- moving snags and saw logs which had lodged in the channel during high water. The U. S. dredge Chas. Humphreys dredged out locks and approaches as mentioned above, and also cleaned off flood deposit from boat ways above Lock 12. Towboats Nugent and Sylph, launches Mulberry and Mamie K., derrick boat C, quarter boat B, and nine work barges have been hauled out on ways and repaired during the year. Extensive repairs have been made to the telephone lines leading to the locks. One pile driver has been rebuilt and nec- essary repairs to machinery made. Plant and material have been purchased and delivered, and preparations are now being made to pump out 9 or 10 locks during the coming low-water season for general repairs and painting steel gates and valves. The intention is to close three locks simultaneously. To June 30, 1914, the total expended on this work was $1,067,023.19. The total amount expended during the past fiscal year for operat- ing and care of the 13 locks was $102,146.30, Government plant and hired labor exclusively being used on this work. Outstanding lia- bilities are $6,611.79. The amount of commerce using the locks during the fiscal year ending June 30, 1914, was 361,812.4 short tons, valued at $4,696,622, RIVER ANDt HARBOR IMPROVEMENTS. 699 principally cotton, coal, logs, lumber, staves, fertilizer, and general merchandise. The above tonnage includes 31,865 tons of coal conveyed by steel barges to New Orleans. In addition there was considerable traffic in cotton and miscella- neous freight in the pool above Lock 1, in logs between Locks4 and 5, and considerable coal handled between Locks 12 and 13. (See Appendix R 4.) 5. Channel between Mobile Bay and Mississippi Sound, Ala.- Originally there was a depth on the shoal between Mobile Bay and Mississippi Sound of 3 feet and a width of 500 feet at mean low water. The channel follows Pass Aux Herons, which lies between Mobile Bay and Mississippi Sound, about 30 miles south of Mobile and about 31 miles east of Pascagoula, Miss. The minimum usable depth at mean low water is 8 feet, but the material in Mississippi Sound over which this depth exists is very soft, and a draft of 10 feet can be carried through the channel when the few shoals that still exist are removed, which will be done under the present contract with the Southern Dredging Co. during the first part of July. The average range of the tide is 1.2 feet. The act of Congress approved March 23, 1828, appropriated $18,000 for purpose of forming a channel through this pass. Some work was done with these funds, but there appears to be no record of the amount expended or the results accomplished. The present project, adopted by the river and harbor act of July 25, 1912, provides for a channel 100 feet wide at bottom and 10 feet deep at mean low water, to extend from Mobile Bay to Mississippi Sound, about 4 miles, at an estimated cost of $50,000. The exami- nation and survey report upon which this project is based is printed in House Document No. 967, Sixtieth Congress, first session, and contains a map. Report of previous examination and survey of this pass may be found in the Annual Report of the Chief of Engi- neers for 1884, page 1228. The cost of maintaining the improvement has been estimated at $10,000 per year. The river and harbor act of July 25, 1912, appropriated $50,000 for this work. The river and harbor act approved March 4, 1913, contains the following provision: Improving channel connecting Mobile Bay and Mississippi Sound, Alabama: The project adopted by the river and harbor act approved July twenty-fifth, nineteen hundred and twelve, may, upon recommendation of the Chief of Engi- neers and approval of the Secretary of War, be modified to include the whole or any part of Grants Pass: Provided, That all rights claimed in and to Grants Pass shall be released and surrendered to the United States, and that any sav- ing or difference in the cost of construction that may result from the use of any or all of Grants Pass may, as compensation for said rights, be paid to the present owners of the pass or their assigns: Provided further, That the total cost of the completion of the project shall not be thereby increased except to the extent of $20,000, which amount is hereby appropriated: Provided further, That not more than $20,000 shall be paid in any case for all rights claimed in and to said Grants Pass. Under the above law it was decided to defer the selection of the channel to be followed until additional surveys could be made, from 700 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMVEY. which the difference in cost of the two channels considered could be ascertained. These surveys were made, and conclusively proved that the location of the channel as previously recommended was by far the more economical. A description of this survey may be found in Document No. 6, Committee on Rivers and Harbors, House of Repre- sentatives, United States, Sixty-third Congress, first session. No modification was, therefore, made in this project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Survey of shoal between Dauphin Island and Cedar Point, Ala.1......... ........................... ................ ..... 1884 1228 Examination and survey of channels con- necting Mobile Bay and' Mississippi Sound, Ala.2... ouse... H.................. 4 9676 Sixtieth....... S i x t y - t h i rd First................ d o . .. .. . . . . . . . . . Do.1...............................::.. do. ... ..... . 1 Contains no map. 42 Containsmap. 8Basis of project adopted by Congress. Committee on Rivers and Harbors. Contract was entered into October 24, 1913, with the Southern Dredging Co., of Mobile, Ala., for dredging a channel at Pass Aux Herons. The work was divided into two sections, section No. 1 ex- tending from the 10-foot contour in Mobile Bay to a point 7,100 feet distant in a westerly direction, and section No. 2 from the latter point to the curve of 8 feet depth in Mississippi Sound, a distance of 14,900 feet. The estimated amount of material to be dredged from section No. 1 was 93,984 and from section No. 2, 240,499 cubic yards. The contract prices for material removed from sections Nos. 1 and 2 were 22.4 and 10.4 cents, respectively. Work was begun on December 18, 1913, with the clamshell dredge Herndon and continued until June 24, 1914, when the contract was terminated, with the proviso that the contractor should remove all shoals from the channel left by his dredge before final payment. The removal of these shoals was in progress at the end of the fiscal year and will be completed during July, 1914. Immediately after the termination of the contract, the U. S. dredge Gulfport was placed on the work, and during the few days remaining in the fiscal year removed 12,440 cubic yards of material from the channel, leaving only a few yards still to be dreged. The portion of the channel still to be completed has previously been dredged to its project depth over a portion of its width, and vessels can now pass through it. In the formation of this channel the contractor removed 75,336 cubic yards of material from section No. 1 and 239,518 cubic yards from section No. 2. The U. S. dredge Gulfport removed from sec- tion No. 1 12,439.8 cubic yards of material. The total amount ex- pended for contract dredging was $34,315.38, and for office expenses, RIVER AND HARBOR IMPROVEMENTS. 701 surveys, and inspection, $2,962.46. Outstanding liabilities, including retained percentages, amount to $8,680.16. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, was $37,277.84, none of which was applied to maintenance. The total amount expended on the improvement is not known. As stated, the records show that $18,000 was appropriated in 1828, but it is not known whether all of this sum was expended at that time. Work under the existing project has been about 98 per cent com- pleted. The maximum draft that can be carried over the channel under improvement on June 30, 1914, is 9 feet at mean low water. During the past year nearly all commerce between Mobile Bay and Mississippi Sound was carried through Grants Pass, where there is an available draft of 6 to 7 feet at mean low water only a short distance from Pass Aux Herons. Grants Pass is owned by private parties, and tolls are charged for its use. This commerce during the calendar year 1913 amounted to 81,076 short tons, principally lum- ber, timber, oysters, crossties, coal, staves, naval stores, and miscel- laneous articles, valued at $551,591. Now that a public channel by way of Pass Aux Herons has been made available, all this commerce will hereafter use the latter channel. The project when completed will result in affording a saving in freight rates and a better channel between Mobile and points on the Gulf coast to the West. It is proposed to use available funds for the completion of the project and partial maintenance of the improvement, including the payment of contingent engineering and office expenses, surveys, and upkeep and repair of plant used on the work. With funds estimated for the fiscal year ending June 30, 1916, the necessary maintenance dredging will be performed, including the repair and upkeep of plant used on the work, surveys, and office expenses. July 1, 1913, balance unexpended-------------------------------$70, 000. 00 June 30, 1914, amount expended during fiscal year for works of im- provement------------------------- --------------------- 37, 277. 84 July 1, 1914, balance unexpended.-------......... 32, 722. 16 July 1, 1914, outstanding liabilities.-.-------.. 8, 680. 16 July 1, 1914, balance available ------------------- ----- - 24, 042. 00 July 1, 1914, amount covered by uncompleted contracts------------- 205. 64 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement----- ------------- 10, 000.00 (See Appendix R 5.) 6. Pascagoula Harbor, Miss.-This improvement extends from a point in Dog River 4 miles above its mouth, down this river and the Pascagoula, across the Mississippi Sound and the outer bar at Horn Island, a total distance of 22.7 miles. From the mouth of the Pasca- goula River to the upper limit of the improvement the harbor ranges in width from 300 to 700 feet and is 11 miles long. It is about 61 miles distant by water from Mobile on the east and about 44 miles from 1 lExclusive of the balance unexpended July 1, 1914, 702 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Gulfport, Miss., on the west. The minimum usable depth at mean low water in the outer bar or Horn Island Pass Channel is 21 feet and in the Pascagoula Channel it is 15 feet, but owing to the soft material in the bed of the channel a draft of 17 feet can be carried through it. The average range of the tide on the bar and in the river is about 1 feet. Before any improvement was undertaken, the channel through the bar at the mouth of the river had a least depth of 3 feet at mean low water for a width of 1,000 feet, while inside the mouth for a distance of 10 miles upstream the river was navigable for vessels drawing 6 feet. The bar.at Horn Island had a depth of 18 feet at mean low water on it. Appropriations for improvement of the Pascagoula River were made in 1827, 1828, and 1852, but there is no record of the work accomplished with those funds. The first extended project for the improvement of this stream was adopted in 1880 and contemplated securing a channel 7 feet deep and 200 feet wide across the bar at the mouth of the river. This project also included some snagging work on the river above Moss Point, which is described in the report on the improvement of the Pasca- goula, Leaf, and Chickasahay Rivers, Miss. 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 be- tween 1827 and 1852, amounting to $74,500. In 1886 a new project was adopted, which provided for securing a channel 12 feet deep at low water, with a navigable width, between Mississippi Sound and Moss Point. Under this project a depth of 9 feet across the entrance bar was first obtained, while subsequently a channel 12 feet deep and 80 feet wide was dredged from Moss Point to the mouth of the river, and a 12-foot channel across the bar at the mouth was partially completed. These operations required the expenditure of $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. Another project for the improvement of Pascagoula River was adopted in the river and harbor act of March 3, 1899, and provided for the formation of a 12-foot channel from a point in Dog River 3 miles above its mouth down the Pascagoula River to the 12-foot con- tour in Mississippi Sound, 150 feet wide above and 300 feet wide below the railroad bridge at Scranton (Pascagoula), Miss., at an estimated cost of $317,600, including the formation of a 20-foot chan- nel through certain shoal spots in the Horn Island anchorage. Work under this project was in progress between September, 1889, 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 this 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 improve- ment. RIVER AND HARBOR IMPROVEMENTS. 703 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 project with all modifications incorporated provided for a channel 17 feet deep and 150 feet wide from a point on Dog River 4 miles above its mouth down Dog River and Pascagoula River to the railroad bridge at Pascagoula, Miss. (formerly Scranton) ; thence 17 feet deep and 300 feet wide to the deep water in Mississippi Sound. The channel through the bar at Horn Island had before improve- ment a depth which increased through natural causes,from 14 or 15 feet in 1853 to about 18 feet in 1886, and has been available at low water since the latter date for vessels up to a draft of slightly less than 18 feet at mean low water. Under the appropriations for improving Pascagoula River, Miss., 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 improvement 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 certain shoal areas in the Horn Island anchorage basin, the work being in progress between 1899 and 1901. The last project for the improvement of Horn Island Pass pro- vided for the formation of a channel 21 feet deep at mean 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. This project was adopted by the river and harbor act of March 3, 1905, which carried an appropriation of $40,480 for the work. The project was completed by the U. S. dredge Charleston in 1907. Work since that date has been for maintenance only. The present project, adopted by the river and harbor act of March 4, 1913, provides for improving harbor at Pascagoula River, Miss., by the formation of a channel 150 feet wide, with greater width at sharp bends, and 22 feet deep at mean low water, from a point in Dog River 4 miles above its mouth down to the railroad bridge across Pascagoula River at Pascagoula, Miss.; below said bridge the chan- nel to be the same depth and 225 feet wide to Horn Island Pass, and 300 feet wide and 25 feet deep through the outer bar at Horn Island, at an estimated cost of $383,030, and $50,000 per year for mainte- nance, the work to be done by Government plant; provided, however, that local interests will give assurances satisfactory to the Secretary of War that they will contribute toward the cost of this work the sum of $100,000, to be paid in five annual installments of $20,000 each; and provided further, that the local interests furnish space for public wharves, both at Moss Point and at Pascagoula 800 feet in length and of such width as may be satisfactory to the Secretary 704 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of War. No work has yet been done under this project as local interests have not complied with its requirements. The report of the survey on which this project is based is printed in House Document No. 682, Sixty-second Congress, second session, which contains no map. A modification of this project has been recommended by the Board of Engineers for Rivers and Harbors, but it has not yet been adopted by Congress. This may be found in Document No. 12, Committee on Rivers and Harbors, House of Representatives United States, Sixty-third Congress, second session, which contains no map. It recommends waiving the condition requiring the $100,000 contribu- tion, and that the United States proceed with the formation of a through channelha ving the maximum dimensions possible to obtain with the expenditure of $283,000, the amount contemplated to be expended by the United States in the project of the river and harbor act of March 4, 1913. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entrance to Pascagoula River........ House... 84 Unknown.... ......... 1874 754 From mills at Moss Point to 12-foot con- ... do.... 83 Forty-ninth... First.... 1886 1215 tour in Mississippi Sound. Horn Island Pass.....................do.... 104 Fifty-third.... Third... 1895 1714 Do......................................do.... 200 Fifty-fourth.. Second.. 1897 1716 From 3 miles up in Dog River down to ... do.... 211 ..... do........ ..do.... 1897 1718 . . . . . . . . . .Sound.' 12-foot contour in. .Mississippi .. . . . . . Horn Island Pass 2 .. do.... 506 Fifty-eighth... ...do.... 1904 1863 Do.............................do.... 314 Sixty-first..... .do............... Extension 1 mile farther up Dog River 2.....do.... 642 ..... do.........do.. ...... .............. From 4 miles up in Dog River down this ... do.... 682 Sixty-second.... do................. river and the Pascagoula River, across Mississippi Sound to Horn Island Pass, 2and through the bar at Horn Island. 3 1Contains map. 2Contains no maps. 8Basis of project adopted by Congress. The U. S. dredge Pascagoula worked in the river channel from August 30 to December 2, 1913, and from April 17 to 27, 1914. She was undergoing semiannual repairs from December 3 to 21, 1913, and she was laid up while new furnaces were being installed from December 22, 1913, to April 30, 1914, except for about one month of thli time, when she was forming and partly filling a slip for the marine ways at the United States shipyard at Pascagoula, Miss. During the time the dredge worked here she removed 860,050 cubic yards of material from shoals that had formed in the channel and 73,642 cubic yards of material in the formation of the slip for the marine ways, all at a total field cost of $43,700.62, or 4.68 cents per cubic yard, and a gross cost of $48,007.63, or 5.14 cents per cubic yard. A depth of from 18 to 20 feet was formed over the project width from Beacon C to a point 300 feet south of Beacon B, a dis- tance of 13,150 feet, and for a distance of 2,553 feet at Bayous Cham- mier and McInnis. The U. S. dredge Charleston was at work on RIVER AND HARBOR IMPROVEMENTS. 705 Horn Island Bar from February 7 to March 19, 1914, removing during this time 37,807 cubic yards of material, bin measurement, at a gross cost of $3,596.57, or 9.51 cents per cubic yard. This work resulted in the removal of all shoals from the channel, except a small one just outside of Beacon B. In addition to the above expenditures, $7,214.42 was expended for the construction of marine ways, 30 pontons, pipe and equipment for the pipe lines of the dredges Pascagoulaand TVahalak, and for purchase and installation of plant for shipyard. The greater por- tion of the material for the marine ways has been purchased, most of the foundation piling driven, and a portion of thetimbers for the ground ways framed, and a piece of land 200 feet by 400 feet was purchased for the shipyard. The 30 pontons, with pipe and equip- ment making 600 feet of floating pipe line, was constructed at a cost of $8,557.02 and has given excellent service. This pipe was considered necessary in order that portions of the other pipe lines might be repaired. All the machinery for the shipyard, except that necessary to operate the marine ways, has been purchased and in- stalled, including a band saw, circular saw, planer, boiler, engine, blower, air plant, creosote plant, and smaller items of plant and tools needed to carry on the work. Another building has been erected for office and store purposes. Part payment of cost of the U. S. dredge Charleston was made during the year, and amounted to $5,000. The amount expended during the fiscal year ending June 30, 1914, on Pascagoula River was $53,222.05, and on Horn Island Pass, $10,596.57. The total amount expended on improvement of Pascagoula River up to the close of the fiscal year ending June 30, 1914, was $1,081,- 372. 63, of which $313,093.42 was applied to maintenance work, and the total amount expended to the same time on Horn Island Pass was $172,637.31, of which $36.474.91 was applied to maintenance. Receipts from sales to the end of the fiscal year amounted to $53.90. No expenditures have yet been made under the last-adopted proj- ect, as the requirements of the river and harbor act of March 4, 1913, have not been complied with by local interests, though steps have been taken by such interests to furnish space for public wharves. Expenditures have been applied simply to maintain the channels now existing. Should local interests comply with the conditions imposed by the act of March 4, 1913, before the next river and harbor bill is pre- pared, it is recommended that an appropriation of $100,000 be in- cluded for the prosecution of this project. If not, $15,000 should be included for maintaining the present channels. Considerable shoaling has occurred in the Pascagoula channel, but as the material is soft a draft of 17 feet can be carried through it. The channel provided under the new project extends from a point in Dog River 4 miles above its mouth, down this river and the Pasca- goula, across Mississippi Sound, and through the outer bar at Horn Island, a total distance of 22.7 miles. The commerce of this harbor for the calendar year 1913 amounted to 1,020,938 short tons, principally logs, lumber and timber, cross- ties, piling, fish and oysters, naval stores, charcoal, and miscellane- ous articles, valued at $7,064,738 60993o--ENG 1914----45 706 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The project has resulted in effecting a reduction in rail freight rates between Pascagoula, Miss., and seaboard cities of the Atlantic coast, and also in affording direct water freight rates on lumber from Moss Point and Pascagoula to other ports. With available funds it is proposed to pay outstanding liabilities, including part of the cost of repairs to U. S. dredge Charleston; partly maintain the present depths in the channel by dredging; pay for upkeep of plant, engineering contingencies, and office expenses; and pay part cost of construction of marine ways at the United States ship-yard at Pascagoula, Miss. July 1, 1913, balance unexpended-------------------- ------------ $121, 942. 58 June 30, 1914, amount expended during fiscal year: Part payment dredge Charleston (Treasury trans- fer)------------------------------------ $5,000. 00 For maintenance of improvement--------- ----- 58, 818. 62 163, 818. 62 July 1, 1914, balance unexpended---------------------------- 58, 123. 96 July 1, 1914, outstanding liabilities --------------------------- 28, 000. 00 July 1, 1914, balance available----------------------------- 30, 123. 96 Amount (estimated) required to be appropriated for completion of existing project----------------- -------------------- 2283, 000.00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement----__----------- 2 15, 000. 00 (See Appendix R 6.) 7. Pascagoula, Leaf, and Chickasahay Rivers, Miss.-(a) Pasca- goula River (above the mouth of Dog River).-PascagoulaRiver is formed by the junction of the Leaf and Chickasahay Rivers in the southern part of the State of Mississippi, near the town of Merrill, and flows in a southerly direction, emptying into Mississippi Sound at Pascagoula. This improvement is limited to that part of the river above the mouth of Dog or Escatawpa River, and is 82.11 miles in length. Dog River flows into Pascagoula River 6.8 miles above the mouth of the latter. The width of this stream varies from 250 to 350 feet at mean low water. A draft of 17 feet at mean low water can be brought to the lower limit of the improvement. Originally navigation of this part of Pascagoula River was im- possible except during periods of high water. The minimum width of the channel was 60 feet and the minimum depth was 1 foot at mean low water, the stream being very much obstructed by logs and snags. The first project for this improvement, which was adopted in 1880, in addition to providing for dredging work at the mouth, described in the preceding report on Pascagoula River, Miss., contemplated the improvement of the river above by the removal of snags and over- hanging trees. Under this project the river was cleared of obstruc- tions between 1882 and 1884, at a cost of $15,000, since which time funds amounting to $42,429.40 have been applied to maintenance. The river and harbor act of March 3, 1899, made a separate appro- priation for the work of removing obstructions from Pascagoula 1Does not include overpayment of $56.50, subsequently refunded and returned to the appropriation. SExclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 707 River above the mouth of Dog River. Since that time this has been considered a separate improvement, and appropriations have been made accordingly. Report of the examination upon which this project was originally based is printed in the Annual Report of the Chief of Engineers for 1879, page 835. The preliminary examination and survey of Leaf and Pascagoula Rivers, called for by the river and harbor act of March 3, 1909, were made and reports thereon will be submitted to Congress at its next session. For information as to reports on other examinations and surveys of the Pascagoula River, see report immediately preceding this one. The existing project provides for maintenance of the channel above Dog River by the removal of obstructions from time to time. The nonpropelling U. S. snagboat Escatawpa was at work remov- ing snags on July 1, 1913, near Dead Lake, 43 miles above mouth, and continued working upstream to the junction of Leaf and Chicka- sahay Rivers, when it began work on Leaf River. Forty-six miles of Pascagoula River were worked over, and 3,921 obstructions removed. Expenditures during the fiscal year amounted to $3,422.50, all being applied to maintenance including office ex- penses, care and preservation of public property. Tugboats, small sailing craft, etc., navigate this river from the mouth of Dog River up to Dead Lake, 32 miles, to which point a draft of 7 feet at mean low water can be carried. From this point up to the head of the river, 50 miles, a channel of about 3 feet depth and 60 feet width at mean low water has been obtained, but no boats other than the snag boat and small gasoline boats operate on this part of the river. The traffic is almost entirely floating logs and timber. This stream is affected by the tide as far up as Dead Lake. Freshets cause a variation of 26 feet in water level at Merrill, Miss. The total amount expended on the improvement to June 30, 1914, was $57,429.40, of which $42,429.40 was applied to maintenance. Commerce originating on the Pascagoula River above the mouth of Dog River during the calendar year 1913 amounted to 626,956 short tons, principally logs, piling, crossties, charcoal, and general merchandise, valued at $3,929,500. The project is believed to have effected a reduction of unknown extent in rail rates for carload shipments of lumber from Merrill, Miss., to the Gulf coast. Available funds and those estimated as a profitable expenditure during the fiscal year ending June 30, 1916, will be applied to snag- ging operations for about 7 months in maintenance of the improve- ment. July 1, 1913, balance unexpended-------------------- -- $7, 743.10 June 30, 1914, amount expended during fiscal year for maintenance of improvement ---------------------- ------------------ 3, 422. 50 July 1, 1914, balance unexpended------------- ---------- 4, 320. 60 July 1, 1914, outstanding liabilities----------------- ------------ 500. 00 July 1, 1914, balance available ........------------------------------- 3, 820 60 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement---...---- (1) 1See consolidated money statement on p. 710. 708 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (b) Leaf River.-The source of this river is in the southeastern part of Mississippi. The stream is about 135 miles long. The head of the improvement is at the mouth of Bowie Creek, near Hatties- burg, Miss. The river flows in a southeasterly direction to its junc- tion with the Chickasahay at Merrill, Miss., these two streams form- ing the Pascagoula River. The length of the section of river under improvement is 78.85 miles, and the width ranges from 180 to 230 feet at mean low water. A draft of 3 feet at mean low water can be brought from the ocean to the mouth of the river. Originally it was impracticable to navigate this river on account of snags, logs, and overhanging trees. The minimum width was 100 feet and the minimum depth 2 feet at amean 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 78.85 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 expendi- tures have been in the direction of maintaining the improvement. This project was based on an examination, the report of which is printed in Annual Report of the Chief of Engineers for 1889, page 1462. No change has been made in the project as originally adopted, all work now being applied to inaintenance of improvement. The nonpropelling U. S. snag boat Escatawpacommenced snagging operations at the mouth of Leaf River October 6, 1913, after having worked its way up Pascagoula River. Work was continued until stopped by high water December 28, 1913. On account of the great number of snags and overhanging trees the progress up river was very slow, less than 10 miles being worked over while removing 7,165 obstructions. Expenditures amounting to $4,850.20 were applied to maintenance of improvement, including office expenses, care and preservation of public property; $1,582.60 of this amount was, however, applied to the construction of a quarter boat for the survey of the Tombigbee River. Later this quarter boat will be used for nonpropelling snag boat on this improvement. An equitable part of the cost of this hull has been paid from the appropriation for survey of Tombigbee River, Demopolis, Ala., to Columbus, Miss. The total amount expended on this improvement up to June 30, 1914, was $39,338. 84, of which $28,319.80 was applied to maintenance. The maximum mean low-water draft that could be carried over the improvement on June 30, 1914, was 2 feet and the minimum width of the channel was 100 feet, but the river is much obstructed with logs, snags, etc. At the mouth of Bowie Creek the extreme variation in the height of the river surface during the past seven years has averaged 18 feet. The commerce of Leaf River during the calendar year 1913 amounted to 225,010 short tons, principally logs and timber, valued at $1,701,000. This project has no present effect on freight rates, but it is claimed that if continuous navigation were rendered practicable the effect on freight railroad rates would be marked. Available funds and those estimated as a profitable expenditure during the fiscal year ending June 30, 1916, will be applied to snag- RIVER ANID HARBOR IMPROVEMENTS. 709 ging operations for about 7 months in maintenance of the improve- ment. July 1, 1913, balance unexpended__ _______________________ $6, 011. 36 June 30, 1914, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 4, 850. 20 July 1, 1914, balance unexpended--------------------------------1,161, 16 July 1, 1914, outstanding liabilities__-. .___________________ 200. 00 July 1, 1914, balance available_-..-.... ________- -_________ 961.16 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement____________ _________ (1) (c) Chickasahay River.-The source of this river is at Enterprise, Miss., about 205 miles above its mouth. The stream flows in a south- erly direction, following closely the eastern boundary of the State of Mississippi, and joins with the Leaf River to form the Pascagoula River at Merrill, Miss. The upper limit of the improvement is about 75 miles above its mouth, at Bucatunna, Miss. The width of the channel varies from 50 to 150 feet at mean low water. A draft of 3 feet at mean low water can be brought to the iiouth of this river from the ocean. 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 project was based on an examination made in 1888, report of which is printed in Annual Report of the Chief of Engineers for 1889, page 1463. 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. This project is based on an examination, report of which is printed in House Document No. 230, Fifty-eighth Congress, second session. This document does not contain a map. Also printed in Annual Report of the Chief of Engineers for 1904, page 1855. Report of an examination, dated February 6, 1879, is printed in the Annual Report of the Chief of Engineers for 1879, page 841. 1 See consolidated money statement on p. 710. 710 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. No work was done on this river during the past fiscal year. No expenditures were made, and no funds are on hand. A high-water channel has been provided, used almost exclusively for logs and rafts. .It is navigable for such on a rise of 4 to 6 feet at mean low water, and no more money is considered as needed for the improvement at this time. The total amount expended on the improvement to June 30, 1914, was $25,250, of which $12,850.27 was applied to maintenance. Commerce on Chickasahay River in the calendar year 1913 amount- ed to 152,255 short tons, principally logs and timber, valued at $446,750. The project has no effect on freight rates. CONSOLIDATED. July 1, 1913, balance unexpended --------------------------- $13, 754. 46 June 30, 1914, amount expended during fiscal year, for maintenance of improvement----- ----------------------------------- 8, 272. 70 July 1, 1914, balance unexpended ---------------------------- 5, 481.76 July 1, 1914, outstanding liabilities --------------------------- 700. 00 July 1, 1914, balance available ------------------------------- 4, 781. 76 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914----- ---------------------------- 4, 000. 00 Amount available for fiscal year ending June 30, 1915-------------8, 781. 76 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ..------------------ 18, 000. 00 (See Appendix R 7.) 8. Harbor at Biloxi, Miss.-Originally the channel leading to Biloxi was about a quarter mile wide and had an available depth of 4 feet at mean low water. The harbor at Biloxi has an average width of about 500 feet, with a length of 6,000 feet, and depths ranging from 8 feet to 13 feet. It is about 14 miles east of Gulfport, Miss., and 32 miles west of Pasca- goula, Miss. The minimum usable depth at mean low water is 7 feet. The aver- age range of tide is about 1 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 mean low water, with a width sufficient for navigation. This project was modified by the river and harbor act of July 5, 1884, so as to provide for a channel 8 feet deep and 150 feet wide from Mississippi Sound to the wharves at Biloxi, at an estimated original cost of $55,000. This project was completed from 1887 to 1893, at a cost of $44,382.27. This project was based on an examination of Biloxi Harbor, Miss., the report on which is dated February 16, 1882, and printed in the Annual Report of the Chief of Engineers for 1882, page 1322; also printed in Senate Document No. 131, Forty-seventh Congress, first session. There has been no change in the project for this improvement as finally adopted in 1884. Since 1893 funds have been appropriated 1 lxcluslve of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 711 for and applied to maintenance of a channel 8 feet deep and 150 feet wide from Mississippi Sound to the wharves at Biloxi. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Harbor at Biloxi, Miss..................... Sen. Ex. 131 Forty-seventh First.... 1882 1322 Back Bay of Biloxi, Miss................. House..., 71 Forty-eighth.. Second.. 1885 1373 Do.................................... (2) ............... .......... 1893 1784 Channel from Ship Island Harbor to Bi- House... 120 Fifty-fifth..... Third.. 1899 1787 loxi, Miss.' 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . Do. ......... do .... 198 Fifty-eighth... Second.. 1904 1847 Biloxi Harbor Channel and channel ... do.... 1088 Sixtieth...... ... do.. .......... around eastern 4 end of peninsula into Back Bay. 1Basisof project adopted by Congress. 84 Contains map. 2Not known. Contains no map. No work was done on this improvement during the past fiscal year, expenditures amounting to $793.82 being applied to repair of United States plant previously engaged in work at this locality and in an examination of the improvement. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, was $82,176.09, of which $37,793.82 was applied to maintenance. The maximum draft that can be carried over the shoalest part of this locality on June 30, 1914, is 7 feet at mean low water. The average range of tide is about 14 feet. The dredged channel is about 1l miles long, extending from the 8-foot contour in Mississippi Sound to the 8-foot curve of depth in the harbor. Commerce using this improvement during the calendar year 1913 amounted to 84,453 short tons of fish and oysters, shrimp, lumber and timber, gasoline, lubricating oil, brick, laths and shingles, naval stores, charcoal, and miscellaneous articles, valued at $1,255,570. There has been no change in its nature resulting from the improve- ment, and the project apparently has little or no effect on freight rates. Available funds and those appropriated in the future will be ap- plied to maintenance of the present improvement by dredging. July 1, 1913, balance unexpended___ ---------------------------- $5, 000. 00 June 30, 1914, amount expended during fiscal year, for maintenance of improvement---7------- ---------------------------- 793. 82 July 1, 1914, balance unexpended---------------------------- 4, 206. 18 July 1, 1914, outstanding liabilities------------------------------ 50. 00 July 1, 1914, balance available ---------------------- -- 4, 156. 18 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement----------------------- 6, 250. 00 (See Appendix R 8.) 1 Exclusive of the balance unexpended July 1, 1914. 712 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 9. Harbor at Gulf/port and Ship Island Pass, Miss.-Originally no channel existed between Ship Island Harbor and Gulfport, Miss. The depths on the site of the channel ranged from 19 to 82 feet, and over the site of the anchorage basin they varied from 82 to 22 feet, at mean low water. The harbor here is 1,320 feet by 2,640 feet, and it has a depth of about 22 feet at mean low tide. It is about 44 miles from Pascagoula Harbor on the east and about 78 miles from New Orleans (via Lake Borgne Canal) on the west. The minimum usable depth at mean low water on Ship Island Bar, the nearest ocean bar, is 241 feet; and in the Gulf port dredged channel it is 17 feet, but as the material is very soft, a draft of 20 feet can be carried through it. 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 authorized the Secretary of War to contract for the maintenance of this channel and anchorage basin for a term of five years after their completion for the sum of $10,000 annually. This project was modified by the river and harbor act of June 25, 1910, by authorization of additional depth in basin and channel not to exceed 23 feet; it was further modified by the river and harbor act of February 27, 1911, which made an appropriation of $100,000, and provided that of this amount $60,000, or so much thereof as may be necessary, may be expended in the repair and modification of the U. S. dredge Barnard, which was formally assigned to Gulfport Harbor and Channel, in accordance with recommendations contained in Rivers and Harbors Committee Document No. 2, Sixtieth Congress, first session, which contemplates obtaining and maintaining such depths in the anchorage basin and such depths and widths in the channel from the basin to Ship Island Harbor as may be practicable by the operation of a Government dredge; and still further modified by the river and harbor act of July 25, 1912, which authorized the purchase or construction of a new dredging plant and the retransfer of the dredge Barnard to the Southwest Pass improvement. Contract was entered into in 1901 for dredging the channel and anchorage basin, the work to be completed within two years from April 21, 1901, for $150,000, and for the maintenance of the channel and basin for a term of five years after completion for the sum of $10,000 per annum. Work was commenced on April 16, 1901. By joint resolution of Congress, approved June 14, 1906, it was provided that the channel and basin should be accepted as dredged, and that $150,000 should be paid the contractor for the work, the channel and basin having been dredged to the 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 RIVER AND HARBOR IMPROVEMENTS. 713 or roadstead at Ship Island, also Ship Island Pass between Ship and Cat Islands, Miss., 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 an- chorage 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, Miss., 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 locality are printed in House Document No. 184, Fifty-ninth Congress, second session, and in Document No. 2, Committee on Rivers and Harbors, House of Representatives, Sixtieth Congress, first session. Prior to the act of March 2, 1907, appropriations were made sepa- rately for Gulfport Harbor, Miss., and Ship Island Pass, Miss. To the work of maintenance of Gulfport Harbor and Channel and to extension of depths in same the sum of $692,873.76 has been applied. Under an appropriation of $40,000, carried by the river and harbor act of March 3, 1899, the channel through Ship Island Pass was dredged from its original depth of 21 feet to the project depth of 26 feet at mean low.water and 300 feet width. These depths were 20 feet and 25 feet, respectively, referred to present datum. Of the above appropriation $39,695.88 was applied to this work and the balance turned back into the Treasury. To the work of restoration and maintenance of the Ship Island Pass Channel $47,931.30 has been applied. The project for Gulfport Harbor as at present approved contem- plates maintenance of the anchorage basin at Gulfport, 1,320 feet by 2,640 feet, and channel therefrom to Ship Island anchorage, 134 miles, with such depths and widths as may be practicable by the operation of a Government dredge. The present project for Ship Island Pass provides for restoration of the channel there across the bar 300 feet wide and 26 feet deep at mean low water. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Ship Island Pass......................... Senate.. 11 Forty-seventh. First.... 1882 1321 Ship Island Pass and Channel to Gulfport.. House... 84 Fifty-fourth... Second.. 1897 1709 From Ship Island Harbor to mainland on ... do..... 252 ..... do........ do..... 1897 1723 coast of Mississippi.' Do. ..................................... do..... 120 Fifty-fifth..... Third... 1899 1787 Anchorage basin at Gulfport to anchorage ... do..... 184 Fifty-ninth.... Second.................. at Ship Island and Ship Island Pass. 2' Contains map. Others contain no maps. Contains maps and is basis of project adopted by Congress. 714 REPORT OF THE CHIEF OF EINGINEERS, U. S. ARMY. Maps may be found in the Annual Report of the Chief of Engi- neers for 1912, page 1944. The U. S. dredge Pascagoulaworked in this harbor from July 1 to August 27, 1913, and the U. S. dredge Gulfport from January 20 to April 13, 1914. Both dredges removed from the prescribed limits 2,261,855 cubic yards of material, place measurement, at a gross cost of $66,241.09, or 2.93 cents per cubic yard, including office expenses, surveys, and superintendence connected with the work. The work done by these dredges was for maintenance and in extension of depth, and resulted in the redredging of the channel to a depth of from 21 feet to 26 feet over a width of from 220 feet to 240 feet from the pier to Beacon 8, a distance of 3.3 miles. 3 miles of which was worked over twice, and the redredging of about 500,000 square feet of area in the anchorage basin. In addition to the above, $6,500.29 was expended for construc- tion of marine ways at the shipyard at Pascagoula, Miss., for the construction of the launch Rettig, for part cost of construction of the 30 pontons, pipe and equipment for the pipe lines of the dredges Pascagoulaand Wahalak, and part cost of purchase and installation of plant at the United States shipyard at Pascagoula, Miss. The automatic tide gauge was operated during the year at a cost of $120. The U. S. dredge Gulfport was completed on February 21, 1914, at a cost of $168,446; her pipe line was completed March 18, 1914, at a cost of $24,587; and coal barge L was completed on December 28, 1913, at a cost of $4,090. Inspection and office expenses on the above works and the cost of the necessary outfit for the dredge amounted to $2,877, making the total cost of the dredge and attend- ant plant $200,000. The U. S. dredge Charleston worked at Ship Island Pass from November 7, 1913, to February 6, 1914, removing 232,157 cubic yards, bin measurement, at a gross cost of $14,421.76, or 6.21 cents per cubic yard. This expenditure resulted in the deepening of the chan- nel to from 242 to 26 feet over its full project width of 300 feet. The dredged channel is about 1.9 miles long. In addition to the amount above, there was expended $2,923.86 for the construction of marine ways at the shipyard at Pascagoula, Miss. Part payment of the cost of U. S. dredge Charleston was made during the year, and amounted to $10,000. The total amount expended on the entire improvement to June 30, 1914, was $966,700.79, of which $740,805.06 was applied to mainte- nance. Of the amount expended $879,073.61 was applied to Gulf- port Harbor and $87,627.18 to work at Ship Island Pass. Receipts from sales to same date amounted to $246.35. Considerable shoaling has taken place since the last work of dredging was done in the Gulfport channel, and there is a depth of only 172 feet at mean low water. The material, however, is very soft, and a draft of 20 feet can be carried through it. Very little shoaling occurs in the basin since the construction of the bulkhead at its entrance, and there is now an average depth of 20 feet at mean low water. The maximum draft that can be carried over the shoal- est part of the improvement at Ship Island Pass is 24) feet at mean low water. The commerce of Gulfport during the calendar year 1913 amounted to 611,982 short tons, principally lumber and timber, crossties, naval RIVER AND HARBOR IMPROVEMENTS. 715 stores, creosote oil, and other miscellaneous articles, valued at $7,497,219. The project results in affording 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 pay outstanding liabilities. With the funds estimated for the fiscal year ending June 30, 1916, it is proposed to carry on the work of dredging at Gulfport Harbor and Ship Island Pass with Government plant and hired labor, main- taining these channels and securing such additional depth at the former as funds will permit. GULFPORT HARBOR. July 1, 1913, balance unexpended---------- ________ ---- - __ _ $76, 483. 88 June 30, 1914, amount expended during fiscal year, for maintenance of improvement-------- 172, 861. 38 July 1, 1914, balance unexpended__---------------_______ ____ 3, 622. 50 July 1, 1914, outstanding liabilities_-..... _________ ______ 3, 622. 50 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------------------------------- 25, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance--------- (2) SHIP ISLAND PASS. July 1, 1913, balance unexpended_ -__----____ ---- ---- . $31, 414.32 June 30, 1914, amount expended during fiscal year: Part payment dredge Charleston (Treasury transfer) $10,000. 00 For maintenance of improvement,__-------- - 17, 345. 62 27, 345. 62 July 1, 1914, balance unexpended_----------------------- - 4, 068. 70 July 1, 1914, outstanding liabilities ---------------------------- 4, 068. 70 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914__----_________ ---- _________- 5, 000.00 Amount that can be profitably expended in fiscal year ending June ......--- 30, 1916, for maintenance of improvement------ - (2) DREDGE. July 1, 1913, balance unexpended--- ------------------------ 200, 000.00 June 30, 1914, amount expended during fiscal year, for maintenance of improvement --------- --------------------------- 200, 000. 00 CONSOLIDATED. July 1, 1913, balance unexpended___-------------------- .307, 898. 20 June 30, 1914, amount expended during fiscal year: Part payment dredge Charleston (Treasury trans- fer) __------------------------------------ $10, 000. 00 For maintenance of improvement_.............-.. 290, 207. 00 1300, 207. 00 1 Does not include various items of overpayment, amounting to $37.54, and $15.78, covering expense of loading pontons for the Jacksonville, Fla., district, all of which have been refunded and returned to the credit of the appropriation "Improving harbor at Gulfport, Miss. (Gulfport Harbor)." a See consolidated money statement on p. 716. 716 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1914, balance unexpended-- .--... --------- -__- - $7, 691. 20 July 1, 1914, outstanding liabilities_---------------------- -7, 691. 20 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 __ _____-___-_________ -____ 30, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance- -___ 1106, 250. 00 (See Appendix R. 9.) 10. Wolf and Jordan Rivers, Miss.-Originally the least depth on the bar at the mouth of Wolf River was something under 3 feet, and on the bar at the mouth of the Jordan River it was not quite 4 feet at mean low water. The channel at the mouth of Jordan River extends from the 7-foot contour in the mouth of the river through the bar to the 6-foot con- tour in Bay St. Louis, 2 miles; has a width of 100 feet at bottom and a depth of 7 feet at mean low water; and the channel at the mouth of Wolf River has similar dimensions, except that the length is 15 miles. The Jordan River above the mouth has a width of about 250 feet, and is navigable for vessels drawing. 7 feet for a distance of 16 miles; the Wolf River above the mouth is about 225 feet wide and is navigable for 7-foot draft for about 20 miles. This improvement is about 24 miles west from Gulfport, Miss. The minimum usable depth at mean low water on the bar at the entrance to these channels is 6 feet, but a draft of 7 feet can be car- ried owing to the extremely soft material in Bay St. Louis. The average range of tide is 1 feet on the bars and within the harbors. 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. The report of the examination and survey upon which the project is based is printed in House Document No. 917, Fifty-ninth Con- gress, first session, and it contains a map. Reports of previous examinations are printed in the Annual Re- port of the Chief of Engineers for 1893, pages 1787 and 1789. No modification has been made in the existing project since its adoption. The U. S. dredge Gulfport was engaged in the removal of shoals from these channels between April 25 and May 29, 1914. During this time the following work was accomplished: Length Cubic Channel. dredged. ards re- moved. Feet. Jordan River....................................... ............... 10,312 129,819.1 .......... Wolf River...... ..... ............... ...................... 8,324 122,683.9 Amount expended in the accomplishment of this work and for repair and upkeep of plant-------------------------------- - $8, 817. 00 1 lxclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 717 In addition to the above, $75 was expended for an examination of Jordan River and tributaries, and $583 for repairs to plant previously used on the work. The total amount expended on the improvement up to the close of the fiscal year ending June 30, 1914, was $44,975, of which $15,779.81 was applied to maintenance. The project was completed in 1908 at a cost of $29,195.19. Expenditures since have been for maintenance. The maximum draft that can be carried June 30, 1914, over the shoal- est parts of either channel is 7 feet at mean low water. Commerce on these two streams during the calendar year 1913 amounted to 137,547 short tons of lumber, rosin, turpentine, and gen- eral merchandise, valued at $2,618,622. Its nature has not been changed by the improvement, which, though it has been of consider- able local benefit, is believed to have had little, if any, effect on freight rates. There will be available for the next fiscal year the sum of $25. It is proposed to apply this small sum to the repairs and upkeep of plant previously used on this work. The additional appropriation asked for will be applied to work of maintenance. July 1, 1913, balance unexpended-----_----------------____- $9, 500. 00 June 30, 1914, amount expended during fiscal year for maintenance of improvement----- ---------- ------------------------ 9, 475. 00 July 1, 1914, balance unexpended-------------------__________ 25. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-------------- 16, 250. 00 (See Appendix R 10.) 11. East Pearl River, Miss.-Originallythere was a depth of about 7 feet through this channel at mean low water, and the width was about 1,000 feet over this depth. The dredged channel at the mouth of this river connects the 9-foot contour in Lake Borgne and the 9-foot curve oT depth in the river. It is 6,950 feet long and 200 feet wide, having a depth of 9 feet or more throughout. The river has a width of about 400 feet, and has a minimum usable depth of 9 feet at mean low water to Logtown, Miss., 14 miles above the mouth. This improvement is about 35 miles west of Gulfport, Miss. The average range of the tide on the bar and within the harbor is about 14 feet. The original project, adopted August 5, 1886, provided for a chan- nel 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, and in House Document No. 206, Fifty-fourth Congress, second session. This docu- ment contains a map. 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 1 Exclusive of the balance unexpended July 1, 1914. 718 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. This document contains no map. It provides for the restoration of the channel at the mouth of East Pearl River, which had 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. The channel was redredged to its project limits in 1910-11. No modification has been made in this project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. 1 Bar at mouth 1 of East Pearl River l........ House... 206 Fifty-fourth.. Second.. 1897 1727 .................. Do. ............... .. do 328 Sixtieth...... First ... ..... ....... 1Contains no map. From April 16 to 24, 1914, the channel at this locality was re- dredged to its project width and depth with United States plant and hired labor, at a cost of $5,061.35. There was also expended during the year $1,989.33 for repair and upkeep of plant previously used on the work. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, was $43,832.73, of which $15,978.81 was applied to restoration or maintenance under the exist- ing project. The project has been completed and the only expenditures now necessary are for its maintenance. The maximum draft that can be carried over the shoalest part of the improvement on June 30, 1914, is 9 feet at mean low water. The average range of the tide is about 11 feet, and the length of the dredged channel is about 1 miles. The commerce using the channel at the mouth of East Pearl River during the calendar year 1913 amounted to 91,925 short tons of lum- ber and timber, general merchandise and miscellaneous articles, valued at $1,068,552. No change in its nature has resulted from the improvement and the project has but little if any effect on freight rates, though of considerable local benefit. Available funds and future appropriations will be applied to carrying on work of dredging with Government plant, necessary to maintain the present channel at its project dimensions, including payment of part cost of the upkeep of plant, engineering contingen- cies, and office expenses. RIVER AND HARBOR IMPROVEMENTS. 719 July 1, 1913, .balance unexpended -____----------------- - $11, 071. 87 June 30, 1914, amount expended during fiscal year for maintenance of improvement--^______-------------____------7, 050. 68 July 1, 1914, balance unexpended_----------------______ 4, 021. 19 July 1, 1914, outstanding liabilities_ ...... __________ _____- 2, 228. 33 July 1, 1914, balance available- .------------ ___---------- 1, 792. 86 (See Appendix R 11.) 12. Pearl River below Rockport, Miss.-The source of Pearl River is in the north central part of the State of Mississippi. It flows in a southwesterly and then in a southerly direction for a distance of about 485 miles, emptying into the Rigolets, in eastern Louisiana. The section under improvement runs from Rockport, Miss., to the mouth, 246 miles. The lower part is divided into two principal streams, known as East Pearl River and West Pearl River. The former empties into Mississippi Sound near Dunbar, La., and the latter into the Rigolets, which connect Lake Borgne and Lake Pont- chartrain, and is the section included in the improvement. A draft of 8 feet at mean low water can be brought to the mouth of this stream from the ocean. The limits of this improvement originally extended from the mouth of the river to Jackson, a distance of 313 miles. By act of Congress of April 21, 1900, the construction 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 consider- able size and the upper limit of the project. However, the bridge at Rockport was washed away in February, 1906. The distance from Jackson 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 rivet 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 been made on this basis. Report of the survey upon which the project was originally based is printed "nthe Annual Report of the Chief of Engineers for 1879, page 879. 720 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Report of an examination of Pearl River from its mouth to Rock- port, Miss., is printed in House Document No. 183, Fifty-ninth Con- gress, second session. It contains no map. Report dated November 6, 1909, of an examination of Pearl River from Rockport to Jackson, Miss., is printed in House Document No. 468, Sixty-first Congress, second session. Report dated May 12, 1913, of an examination of Pearl River from Bogalusa, La., to Columbia, Miss., is printed in House Document No. 223, Sixty-third Congress, first session. This report contains one map. The existing project provides for a 2-foot channel at mean low water from Rockport, Miss., to the mouth, 246 miles, by the removal of snags and overhanging trees. The U. S. snag boat Pearl commenced snagging operations July 1, 1913, at Pearl River, La., 25 miles above the mouth, working up- stream for 89 miles, when the snag boat was returned to the lower river, 16 miles above mouth, to remove obstructions that had fallen in river since the boat had worked upstream. On December 29 the snag boat Pearl discontinued work on account of high water and remained tied up at Pearl River, La., until June 15, 1914, when snagging operations were again resumed, continuing until the end of the fiscal year. In addition to the work of the snag boat, a bank party started work at Columbia, Miss., on August 21, 1913, working downstream, cutting overhanging trees and blasting out snags, etc. On December 29, 1913, the bank party property was taken on board the snag boat Pearl and the party disbanded. The total distance worked over by both snag boat and bank party was 151 miles, part of this distance being worked over twice, removing 12,651 obstructions. The cost of the above work, including office expenses, care and preservation of public property, etc., was $15,994.56, and was for the maintenance of the improvement during the fiscal year. Outstanding liabilities are $1,000. The total amount expended on this improvement to June 30, 1914, was $274,729.77, of which $130,286.46 was applied to main- tenance. Receipts from sales have amounted to $50. A maximum mean low-water channel, 3 feet deep and 50 feet wide, now exists from the mouth of the river up 145 miles, and above this point to Columbia, a farther distance of 10 miles, a maximum mean low-water draft of 1 feet can be carried; from here up to Monticello, 56 miles, the river can be navigated by light-draft boats on a slight rise above mean low water. Above Monticello the river has never been available except on a rise of 7 feet or more. The river at Co- lumbia rises to a height of 25 feet above mean low water. Work under the existing project is about 43 per cent completed. Commerce on this section of the river during the calendar year 1913 amounted to 115,581 short tons of logs, timber, and crossties, valued at $685,337. 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 the channel has been but little used, it is reported that very material reductions in freight rates on railroads have resulted. With available funds it is proposed to build a new self-propelling snag boat, and to operate it and the snag boat Pearl, in addition to a RIVER AND HARBOR IMPROVEMENTS. 721 bank party, in original work under the project and such maintenance work as may be found necessary. The same use is proposed for the funds estimated as a profitable expenditure during the fiscal year ending June 30, 1916. The plans and specifications for new snag boat are practically completed. July 1, 1913, balance unexpended _--_---------------- $41, 726. 18 June 30, 1914, amount expended during fiscal year, for maintenance of improvement-------- -------------------------- 15, 994. 56 July 1, 1914, balance unexpended- --- ------------------- 25, 731. 62 July 1, 1914, outstanding liabilities---- ....- ------------ ____ 1, 000. 00 July 1, 1914, balance available--.... ---------------------- 24, 731. 62 Amount (estimated) required to be appropriated for completion of existing project------ --------------------------------- 116, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance-------....... 124, 000. 00 (See Appendix R 12.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH PROVISIONS OF RIVER AND HARBOR ACTS APPROVED MARCH 3, 1909, JULY 25, 1912, AND MARCH 4, 1913. Report dated May 12, 1913, with map, on preliminary examination of Pearl River from Bogalusa, La., to Columbia, Miss., required by the river and harbor act of July 25, 1912, 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. 223, Sixty-third Congress, first ses- sion. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. The duty of making a preliminary examination and survey for a waterway to connect Tennessee River with Tombigbee River, in the State of Mississippi, by way of Bear Creek or other practicable route, with a separate report on the improvement of Tombigbee River from Demopolis, Ala., to Columbus, Miss., with a view to secur- ing continuous navigation by means of locks and dams, required by the river and harbor act approved July 25, 1912, was assigned to a special board of engineer officers. Their report on the waterway connecting Tennessee River with Tombigbee River has been submitted and printed in House Docu- ment No. 218, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. The survey of Tombigbee River, from Demopolis, Ala., to Colum- bus, Miss., is under way, and when completed report thereon will be duly submitted. The local officer was charged with the duty of making preliminary examinations and surveys required by the river and harbor acts 1 Exclusive of the balance unexpended July 1, 1914, 60993 °---EN 1914-----4 722 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. approved March 3, 1909, July 25, 1912, and March 4, 1913, as follows, and reports thereon will be submitted when received: 1. Leaf and PascagoulaRivers, Miss., from the mouth of Bowie Creek to the junction of Pascagoulaand Dog Rivers. 2. Waterway between Black Warrior River and Fivemilk Creek, Ala., by way of Valley River or other practicable route, through or near Bessemer and Birmingham. 3. Mobile Harbor and Bar, Ala., with a view to securing such addi- tional depth and width of channel as the interests of commerce may require. IMPROVEMENT OF RIVERS AND HARBORS IN THE NEW ORLEANS, LA., DISTRICT. This district was in charge of Maj. Edward H. Schulz, Corps of Engineers. Division engineer: Col. Lansing H. Beach, Corps of Engineers. 1. Southwest Pass, Mississippi River-Description.-Southwest Pass is one of the three principal outlets of the Missisippi River. It flows in a generally southwest direction, and its length from the Head of Passes to the Gulf of Mexico before improvement was about 15 miles. The construction of the jetties has prolonged the channel into the gulf 4 miles, making the present length of channel to the sea ends of the jetties 192 miles. The average width of the pass is 2,037 feet;' the narrowest section is 1,190 feet in the fourth mile from its head, and the widest section 4,950 feet in the fourteenth mile from its head. The variation of water level at Burrwood, near the mouth, is about 16 inches, due to tides, wind, and stage of the river. The dis- tance from the port of New Orleans to Head of Passes is 94 miles, and the extreme ends of the jetties about 114 miles. The settlement of Burrwood, La., which is the United States engineer office, plant, and supplies, is on the left bank about 142 miles below Head of Passes. The entrance of the pass to the Gulf is about 17 miles S. 70 ° W. of the entrance to South Pass, about 102 miles S. 42 ° W. of Mobile Harbor, and about 281 miles S. 85 ° E. of Galveston Harbor. Prior conditions.-Priorto improvement the pass was obstructed by a bar at its mouth, having a depth of only 9 feet over it, while the remainder of the pass had depths ranging from 26 to 83 feet at mean low water. Prior to the opening of South Pass to deep-draft vessels Southwest Pass was the entrance to the river generally used by vessels bound to and from the port of New Orleans. A history of the attempted improvements of the mouth of the Mis- sissippi River from 1837 to 1898 is given in the Annual Report of the Chief of Engineers for 1899, page 1914. Projects.-The existing project for improvement is based on re- ports submitted in 1899 and 1900, and printed in House Documents Nos. 142, Fifty-fifth Congress, third session, and 329, Fifty-sixth Congress, first session, and 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 and by the construction of two jetties. The project also included the con- RIVER AND HARBOR IMPROVEMENTS. 723 struction of sills across Cubits Gap, the Jump, and Baptiste Collets Canal; the closing of all minor outlets below the forts; the construc- tion of a dtedge 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 tugboats, 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 Passes, where neces- sary to secure a depth of 35 feet with practical width. An additional seagoing dredge was authorized by act of March 3, 1909. The existing project has not been modified since adoption, except to add dredging above the Head of Passes as stated abov. References to examination or survey reports and maps or plans (including project documents). Annualreports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. From mean low water of the Gulf of Mexico House... 142 Fifty-fifth..... Third... 1899 1863 throughout the Pass. 2 Do ............... ............ .. do..... 329 Fifty-sixth.... First.... 1900 2287 1 Basis of project adopted by Congress. 2 No maps. Progress of the work.-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 lighthouse reservation on the west bank of South- west 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 by contract was commenced in Decem- ber, 1903, and completed January, 1908, at a cost of about $2,627,000. Extension of the east jetty for a length of 3,000 feet and of the west jetty for a length of 3,750 feet was commenced in 1909, and com- pleted in November, 1912. This later work was all done under con- tract of 1909, 1911, and 1912. Under authority for construction of dredges, the pipe-line dredge Barnard was constructed in 1904, at a cost of $240,000; the hopper dredge Benyaurd in 1904, at a cost of about $415,000; and the hopper dredge New Orleans in 1912, at a cost of about $540,000. By act of February 27, 1911, the Barnard was transferred to the Mobile (Ala.) engineer district, and by act of July 25, 1912, retransferred to the Southwest Pass improvement. The dredge Barnard was sold during the year to the Jacksonville (Fla.) United States Engineer district. Dredging operations began in April, 1905, and until June 30, 1914, about 21,258,337 cubic yards of material had been removed by Gov- 724 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ernment dredges; the St. Johns, Sumter, Atlantic, and Galveston, borrowed from other engineer districts, being also used at various times. During 1907 and 1908, 3,592,264 cubic yards were removed under contract with the Bowers Southern Dredging Co. Sills were placed across Cubits Gap and the Jump and additional mattresses placed on the sill at the head of Pass a Loutre in 1907 and 1908. Eleven outlet bayous from Southwest Pass were closed with sheet-pile dams, the Eads mattress at the head of the pass was removed, and 14 spur dikes along the jetties and in the pass were constructed between 1908 and 1913. The following plant has been provided: Two wharves, coaling plant, steel frame building for shops, storeroom, etc., foundations for walks and dwellings, ice machine, refrigerating, and distilling plant, office building, 26 dwellings, boiler machines and tools for machine shop, tug, launch, barges, and combined floating derrick and pile driver. Work done during fiscal year 1914.-Operations consisted in dredg- ing by the U. S. dredges New Orleans and Benyaurd, the amount of material being 2,754,143 cubic yards, and maintenance of jetties and auxiliary works. The dredge Benyaurd removed 1,161,675 cubic yards from the jetty channel and 901,606 cubic yards from the head of Southwest Pass, and 202,060 cubic yards from the head of South Pass, or a total of 2,265,341 cubic yards, at 4.32 cents per cubic yard. The average mileage haul was less than usual, due to work at Head of Passes. The dredge New Orleans removed 1,592,468 cubic yards from Southwest Pass, at a cost of 6.4 cents per cubic yard. A dam 175 feet long across Double Bayou was constructed by contract, at a cost of $6,182.43- The following materials were purchased under contract and other- wise for maintenance of spur dikes and other works at Southwest Pass: Total cost. 1,518 cords of willows-----------------.-------------------- $3, 067. 25 3,5354 cubic yards one-man stone___------------------------ 11, 830. 52 183,260 barrels of bituminous coal_____--------------_ 76, 162. 77 Lumber and piling for bulkhead at Burrwood--------------__ 14, 302. 40 Bids were also opened during the latter part of the year, as follows: 25,000 tons of riprap stone for raising jetties. 15,000 tons of bituminous coal. 20,000 cords of willows. Award will be made at a later date. The final closure of Dead Mans Bayou was made by a dam 520 feet long, at a total cost of $5,099.12. Eleven spur dikes were repaired and maintained, buildings at Burrwood kept in repair, floating plant was overhauled and repaired, and marine ways extended 85 feet. Six surveys of the lower 8 miles of the pass were made and plotted: also 19 comparative charts of the mouth of Southwest Pass from 1867 to the present time. RIVER AND HARBOR IMPROVEMENTS. 725 The subsidence of the jetties during the past year was as follows: East jetty, 0.42 foot. Total since completion, 4.06 feet. West jetty, 0.45 foot. Total since completion, 4.19 feet. Expenditures.-The expenditures during the fiscal year were as follows: Amount expended during the fiscal year------------------------ $326, 913. 04 Reimbursable -------------------------------------------------- 3. 15 Net expenditures --------------------------------------- 326, 909. 89 To June 30, 1914, the amount expended on the present project was $7,937,510.73, and the amount received from miscellaneous sources, such as sales of condemned material, etc., was $34,563.86. Status of worlk.-On June 30, 1914, project was considered 74 per cent completed, based solely on the yardage to be removed to secure a 35-foot channel 1,000 feet wide, which in 1905 amounted to 18,368,- 175 cubic yards, and June 30, 1914, 4,726,670 cubic yards. At the beginning of the work the maximum draft which could be carried over the bar was 9 feet mean low water. During the year the condition of the pass as shown by surveys has been as follows: August, 33 feet; October, 33 feet; December, 31 feet; March, 31 feet; May, 31 feet; June, 30 feet. The total quantity of material dredged by contract and Govern- ment plant since beginning of the work is 24,850,601 cubic yards. At present the available depth of channel is 30 feet, and the 30-foot channel has a minimum width of 130 feet. Comparative statement of receipts and shipments for 10 pears for the port of New Orleans, La. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1904 ...........................................................-- 2,853,926 .............. 208,580 1905.............................................................. 3,478,976 625,050 ......... 1906................................................ .............. 4, 036,594 557,618 ......... 1907....................................................... ........ 3,527, 097 ............. 509,497 1908...... ............... ................. ....................... 3,088,472 ............ 438,625 1909................................... .. ......................... 3,8368,722 280,250 ....... 1910.................................. . ..... ......... ................. 3,964,109 595,387 ............. 1911................................ ........ ....................... 4,487, 726 523,617 ......... 1912.... .... ............................................. 5,059,830 572,104 ......... 1913.......... ....................................... 6,442,932 1,383,102 ............ The total foreign commerce for the port of New Orleans for the calendar year 1913 amounted to 5,370,491 tons, valued at $261,176,635, and coastwise, 1,072,441 tons, valued at $53,905,897, consisting prin- cipally of logs, cotton, wheat, corn, coffee, bananas, cottonseed oil, and miscellaneous products. No detail data or statistics are on hand showing the effect on freight rates in the increased depth in channel, but there has been a decrease in rates, which would indicate that the improved condition of the channel has assisted in bringing about this result. Estimate.--The amount estimated ($600,000) for expenditure dur- ing the fiscal year ending June 30, 1916, is intended for operation of dredges, building up of jetties, maintenance of spur dikes and shore (G REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. plant, and other work necessary in the completion and maintenance of the improvement. As stated in the Annual Report of the Chief of Engineers for 1912 " the work is proving somewhat more expensive than was originally contemplated by the board, whose estimate dealing with the work of such character and magnitude must necessarily be more or less un- certain." For this reason the original estimate was approximate and any estimate now made can not be regarded as absolutely definite. July 1, 1913, balance unexpended--------------------------- $823, 854. 65 Miscellaneous receipts deposited to the credit of the appropriation during the fiscal year 1914----------------------------------- -1, 806. 19 825, 660. 84 June 30, 1914, amount expended during fiscal year, for works of im- provement------------------------------------------------___ 2 326, 913.04 July 1, 1914, balance unexpended-------------------------------498, 747. 80 July 1, 1914, outstanding liabilities------------------------------ 34, 336. 00 July 1, 1914, balance available__ ------------------------- 464, 411. 80 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------ 300, 000. 00 Amount available for fiscal year ending June 30, 1915------------ 764, 411. 80 July 1, 1914, amount covered by uncompleted contracts------------ 11, 193.24 Amount (estimated) required to be appropriated for completion of existing project ---------------------------------------- Indefinite. Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and maintenance- -- 3600, 000. 00 (See Appendix S 1.) 2. Maintenance of South Pass Channel, Mississippi River-De- scription.-South Pass is the smallest of the three main outlets of the Mississippi River. It is about 14 miles long, the general direction of its flow being south 32 east. The width of the pass varies between 530 and 850 feet. The entrance to South Pass is 90 miles S. 38 ° W. from Mobile, Ala., 17 miles N. 70 ° E. from Southwest Pass and 300 miles S. 86° E. from Galveston, Tex. Prior conditions.-Priorto improvement it was obstructed by a bar at its mouth over which there was a depth of 9 feet of water and also one at its head over which there was a depth of 13 feet. Between these two bars the channel was more than 30 feet in depth except at two localities, where the depths were 27 and 28 feet. Projects.-The act, of March 3, 1875, as amended by the acts of June 19, 1878, and March 3, 1879, made provision for the construc- tion by James B. Eads, or his representatives, of jetties and other works in South Pass to secure and maintain a channel 26 feet in depth through the pass and through the jetties at the mouth of the pass 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." 1 This does not include the sum of $12.50 deposited on account of overpayments. 2 Amount expended is divided as follows: As per vouchers, $324,780.16; Treasury set- tlements, $2,132.88; total, $326,913.04. *Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 727 Having secured the prescribed channel, the contract provided for its maintenance for a period of 20 years, which period terminated January 28, 1901, payments made under the contract aggregating $8,000,000, as follows: For securing 20, 22, 25, 26, and 30 foot channels--------------- $5, 250, 000 For maintenance of channel for 20 years----------------------- 2, 000, 000 For interest on $500,000 retained for 10 years, at 5 per cent-------- 250, 000 For interest on $50,000 retained for 20 years, at 5 per cent ---------- 500, 000 Total ---- ----------------------------------------- 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 B. Eads, deceased, the Secretary of War shall take charge of and main- tain the channel, jetties, and auxiliary works at South Pass, for which a sun 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 dredg- ing plant of the Mississippi River Commission and appropriated $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. Project as modified to date.-The work consists in maintaining the channel previously secured 26 feet deep, not less than 200 feet wide at bottom, and having through it a central depth of 30 feet, without regard to width, across the bar at the mouth of South Pass, Missis- sippi River, at an estimated annual cost of $100,000, and to dredge a channel 35 feet deep, no width specified, through shoals in the river between Cubits Gap and the Head of Passes. Progress of the work.--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 jetties and auxiliary works have been kept in repair and some additions 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. Work during fiscal year 1914.-Operations during the fiscal year consisted in the maintenance of jetties and auxiliary works, dredg- ing at the head of the pass, and the upkeep of all plant employed. Two hundred and two thousand and sixty cubic yards of material was dredged. The sill across Pass a Loutre was reinforced in January by the addition of 7 mattresses 100 feet wide and 200 feet long. The 728 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. work was done by the plant of the Fourth Mississippi River District at a cost of $25,362.38. Repairs were made to the upper dam during the year at a total cost of $1,360.39. Head land below Upper Dam.-The two wing dams on Pass a Loutre side were repaired and rebuilt at a cost of $1,016.85. On one of these dams a mattress, 100 by 100 feet, was placed at a cost of $1,801.37; also fascine mattresses along the shore, about 300 feet long and 40 feet wide, at a cost of $3,048.33. At South Pass bank protection was given for a distance of 240 feet, by a row of piles, at a total cost of $584.24. West Dike.-Repairs were made at a cost of $222.85. The shore below West Dike was protected by repairing the dike across the cave at a cost of $991.32; .also a new dike, 165 feet long, at a cost of $4,259.33; also pile and willow protections, for a distance of 350 feet, on the South Pass side, at a cost of $1,659.25. Repaired dam in Grand Bayou Reach. Cost, $65.69. Repaired Dam No. 18. Cost, $178.58. Bank protection at sections 25 to 28, where the bank between South Pass and Whale Bay had narrowed to 40 feet, at a total cost of $3,760.46. Revetment at Port Eads.-Revetted portion of the bank, 376 linear feet. Cost, $355.85. Jetty channel.-Twenty-six wing dams were repaired, using piles, willows, and stone, at a total cost of $5,951.13. Inner East Jetty.-Repairs were made by placing new willows and stone practically through the entire year over a distance of about 4,500 feet, at a total cost of $29,087.99. Inner West Jetty.-Built up with willows a distance of 4,540 feet, at a total cost of $2,525.72. Repairs to the crib at the seaward end of this jetty were made at a cost of $607.96. Repair of cross dike and mattress near the end of West Jetty, by pile and willow construction, was made at a cost of $1,130.49; also a longitudinal pile and willow dike was built at this place, 395 feet long, at a cost of $7,652.18. Total cost of repairs and maintenance, Inner West Jetty, $12,472.80. East and west main jetties.-No changes are known to have oc- curred in the main jetties. Plant.-Floatingplant of various kinds was kept in repair and maintained. Main wharf at Port Eads.-Decking renewed. Repairs were made to boat landing, mooring piles, and coaling plant. New house for laborers built at a cost of $1,502.90. Minor repairs to buildings were made. The work during the fiscal year was carried on by hired labor and Government plant, with the exception of the purchase of certain supplies in quantity, which was made by contract. The expenditures during the fiscal year were as follows: Amount expended during the fiscal year__-__ --- _ $135, $--- 005. 00 Reimbursable -------------------------------- 57. 47 ---- Net expenditure--.........- - - -- 134, 947. 53 RIVER AND HARBOR IMPROVEMENTS. 729 To June 30, 1914, the sum of $1,649,690.52 had been expended on the work of the existing project. There has been received from miscellaneous sources, sales, etc., the sum of $10,568.03. Since the United States took charge of the work on January 29, 1901, there has been a general increase in the available navigable depth. During the month of August, 1913, a steamer drawing 30 feet 7 inches went to sea through this pass. Present status of work.-The available depth on June 30, 1914, was 30 feet. The pass generally deepened during the year. The average width since 1901 has increased 35 feet. The bar at the mouth has been scoured away a great deal, thus rectifying the channel entrance to some extent. 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 zeros of the gauges are, respectively, 3.36 and 1.77 below mean Gulf level. Conimerce.-The commercial statistics are those for the port of New Orleans, and are the same as for the Southwest Pass Improve- ment, there being no certain method to ascertain the commerce for each pass separately. (See summary, Southwest Pass Improvement, p. 722.) Based on vessels drawing 25 feet or more, about 29 per cent through Southwest Pass and 71 per cent through South Pass. The total foreign commerce for the port of New Orleans for the calendar year 1913 amounted to 5,370,491 tons, valued at $261,176,635, and coastwise 1,072,441 tons, valued at $53,905,897, consisting prin- cipally of logs, cotton, wheat, corn, coffee, bananas, cottonseed oil, and miscellaneous products. Estimate.-The available balance, with the $100,000 which becomes available July 1, 1914, will be expended during the fiscal year 1915 in maintenance of pass, i. e., bank revetment, at Head of Passes and repairs to jetties, dikes, etc., and dredging channel to project depth and width, and upkeep of plant. To provide for protection of the banks and other contingencies, an amount of $50,000, in addition to the regular amount appropri- ated--$100,000-under act of June 6, 1900, is considered necessary. PRESERVATION AND MAINTENANCE OF RIVER AND HARBOR WORKS FOR SOUTH PASS CHANNEL, MISSISSIPPI RIVER. [Act Mar. 3, 1909.] July 1, 1913, balance unexpended ------------------------ $25,086.40 June 30, 1914, amount expended during fiscal year, for maintenance of improvement--------------------------- -------------------- 25, 086. 40 1Amount expended is divided as follows: As per vouchers-------....---------- ---- ----------- $20, 759. 72 Treasury settlement......------------------ ------------- 4, 326. 68 25, 086. 40 780 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. MAINTENANCE OF SOUTH PASS CHANNEL, MISSISSIPPI RIVER-PERMANENT APPRO- PRIATION. [Act June 25, 1910.] July 1, 1913, balance unexpended_ --- ------------------------$37, 214. 44 Miscellaneous receipts deposited to the credit of the appropriation during the fiscal year 1914___ _____________ 812. 83 38, 027. 27 June 30, 1914, amount expended during fiscal year, for maintenance of improvement --- ------------------------------------ 113, 783. 89 Juiy 1, 1914, balance unexpended----------------------------24, 243. 38 July 1, 1914, outstanding liabilities --------------------------- 3, 461. 81 July 1, 1914, balance available-----------------------------20, 781. 57 July 1, 1914, amount covered by uncompleted contracts----------- 11, 900. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-------------_ ----- 50, 000. 00 MAINTENANCE OF SOUTH PASS CHANNEL, MISSISSIPPI RIVER, 1913. [Act June 6, 1900.] July 1, 1913, balance unexpended ---------------------------- $1, 422. 90 Miscellaneous receipts deposited to the credit of the appropriation during the fiscal year 1914----------------------------------- 57. 47 1, 480. 37 June 30, 1914, amount expended during fiscal year: Reverted to Treasury during year----------------- $57. 47 For maintenance of improvement --------------- 1, 422. 90 1, 480. 37 MAINTENANCE OF SOUTH PASS CHANNEL, MISSISSIPPI RIVER, 1914-APPROPRIATED BY THE EMERGENCY RIVER AND HARBOR ACT. [Act June 6, 1900.] July 1, 1913, allotted from appropriation made by river and harbor act of June 6, 1900_- ------------------------------------ _ $100, 000. 00 Miscellaneous receipts deposited to the credit of the appropriation during fiscal year 1914__------------------------------------ 443. 20 100, 443. 20 June 30, 1914, amount expended during fiscal year, for maintenance of improvement--------------------------------------- 894, 711. 81 July 1, 1914, balance unexpended--- ------------------------- 5, 731. 39 July 1, 1914, outstanding liabilities , 223. 02 1---------------------------- July 1, 1914, balance available ------------------------_ 4, 508. 37 July 1, 1914, amount covered by uncompleted contracts----------- 4, 508. 37 MAINTENANCE OF SOUTH PASS, MISSISSIPPI RIVER, CONSOLIDATED. July 1, 1913, balance unexpended --------------------------- $63, 723. 74 July 1, 1913, amount available as per act June 6, 1900 ----------- 100, 000. 00 Miscellaneous receipts deposited during fiscal year 1914-----------1, 313. 50 165, 037. 24 1All expenditures were through Treasury settlements. 2 Exclusive of the balance unexpended July 1, 1914. 3Amount expended is divided as follows: As per vouchers ------------- ---------------------------- $81, 124. 93 Treasury settlements----------------------- -------------------- 13, 586 88 94, 711. 81 RIVER A1D HARBOR IMIPROVEMENTS. 731 June 30, 1914, amount expended during fiscal year: For maintenance of improvement------------- 1$135, 005. 00 For unexpended balance reverted to Treasury___. 57.47 $135, 062. 47 July 1, 1914, balance unexpended_ .-.-.... _____-.---_______ 29, 974.77 July 1, 1914, outstanding liabilities ____________-___________- 4, 684. 83 July 1, 1914, balance available____ ____-___ -_____-_____ 25, 289.94 July 1, 1914, amount covered by uncompleted contracts ------------ 16, 408. 37 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement___ _----- - -250, 000. 00 (See Appendix S 2.) 3. Examinations and surveys at South Pass, Mississippi River- Project.-The act of March 3, 1875, authorizing improvement and maintenance of South Pass by James B. Eads, or his legal representa- tives, 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. For physical description, project, present condition, commerce, etc., see 2, Maintenance of South Pass Channel, Mississippi River. 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 the termination of the contract with the late James B. Eads and asso- ciates. 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 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. This work has consisted in the survey of the entire 14 miles of channel from the Head of Passes to the Gulf, frequent examina- tions and surveys of the outer channel and of portions of the pass at certain stages of the river when shoalings were most liable to occur. Work done during the fiscal year 1914.-Complete survey was made in June of Head of Passes and between and beyond jetties at the mouth of South Pass. During the year there has been a gradual deepening of the jetty channel, with the partial scouring of the shoal just in line and in front of jetty channel. During the low-water season a complete survey of the pass from Head of Passes to Port Eads was made. The result shows an in- 1 Amount expended is divided as follows: As per vouchers--------------------- ------------------------ $102, 766. 23 Treasury settlements ---------------------------------------------- 32, 238. 77 • Exrrclusaive of the balance unexpended July 1, 1_914. balance unexpended the005. of Exclusive 1, 135, 1914. July00 782 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. creased average width between banks of 35 feet since 1900. Local surveys were made from time to time. On May 25 discharge measurements were begun at Head of Passes but were discontinued on June 26, due to early stage of low water.. The results, as far as obtained, showed that 12.7 per cent of discharge went out South Pass, 41.1 per cent through Southwest Pass, and 46.2 per cent through Pass a Loutre. The maximum discharge, taken on May 25, showed 622,844 second-feet for the three passes. Miscellaneous field work.-Tide gauge readings, etc., were taken during the year. The ruling depth throughout South Pass varied from 29 feet in July, 1913, to a maximum of 34 feet in March and April, 1914, fall- ing then to 30 feet for June, 1914. Expenditures.-The expenditures during the fiscal year were $9,375, which were for services. To June 30, 1914, there'has been expended on this work the sum of $396,153.17. The sum of $5,504.11 reverted to the Treasury. Commerce.-For statement of commercial statistics see reports on maintenance of South Pass Channel and improvement of Southwest Pass. Estimate.-No estimate of funds for the fiscal year 1916 is made, as it is believed that the annual appropriation for that year will be sufficient for the making of all examinations and surveys necessary at this place. EXAMINATIONS AND SURVEYS AT SOUTH PASS, MISSISSIPPI BIVER, 1918. July 1, 1913, balance unexpended .------------- ----- $510. 00 June 30, 1914, amount expended during fiscal year for maintenance of improvement ----- --- --------------------------------- 510. 00 EXAMINATIONS AND SURVEYS AT SOUTH PASS, MISSISSIPPI RIVER, 1914. July 1, 1913, amount appropriated by river and harbor act, June 13, 1902, for fiscal year 1914 -------------------------------- $10, 000. 00 June 30, 1914, amount expended during fiscal year for maintenance of improvement----- ----------------------------------- 8, 865. 00 July 1, 1914, balance unexpended ---------------------------- 1, 135. 00 July 1, 1914, outstanding liabilities---------------- 1, 135. 00 EXAMINATIONS AND SURVEYS AT SOUTH PASS, MISSISSIPPI RIVER-CONSOLIDATED. July 1, 1913, balance unexpended from fiscal year 1913------------ $510. 00 Amount appropriated by river and harbor act approved June 13, 1902, for fiscal year 1914---------- ------------ --------- 10, 000. 00 10, 510. 00 June 30, 1914, amount expended during fiscal year for maintenance of improvement ----------------------------- --------- 9, 375. 00 July 1, 1914, balance unexpended........--------------------------- 1, 135. 00 July 1, 1914, outstanding liabilities .... 1, 135. 00 --------------------------- (See Appendix S 3.) 4. Bayou Plaquemine, Grand River, and Pigeon Bayous, La. De- scription.-BayouPlaquemine lies in the south central part of Louisi- ana and was, prior to 1867, an outlet of the Mississippi River at Plaquemine, La. At high water it formed a navigable route between RIVER AND HARBOR IMPROVEMENTS. 733 the Mississippi River and the Atchafalaya River and its tributaries. The waterway from Plaquemine, La., to Morgan City, La., consists of Bayou Plaquemine, 10.6 miles; Grand River, one of the channels of the Atchafalaya, 18 miles; Bay Natchez, 7.5 miles; Little Goddell and Big Goddell, 5.9 miles; Belle River, 9 miles; Bayou Long, 7.3 miles; and Flat Lake and Drews Pass to Berwick Bay, 3.2 miles; thence the Atchafalaya River to Morgan City, 2.5 miles. Pigeon Bayous consist of Pigeon Bayou and its outlet tributary, Little Pigeon Bayou, and connects Grand River and Grand Lake, flowing from the former stream about 15 miles below the mouth of Bayou Plaque- mine. The total length of waterway from Plaquemine to Morgan City is 64 miles. Pigeon Bayous have an aggregate length of about 20 miles. The general direction is southerly. The minimum usable low-water depth from the lower end "at Morgan -City to the ocean is in the Atchafalaya Bay ship channel; 16 feet. Prior conditions--Bayou Plaquemine prior to 1867 was an outlet of the Mississippi River and at high water formed a navigable route between the Mississippi River and the Atchafalaya River and its tributaries. 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.. 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. 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 42 feet at low water. Projects.-The original, which is also the existing, project was adopted August 11, 1888, is based on a report of examination and survey printed in Senate Executive Document No. 121, Forty-ninth Congress, second session (Report of Chief of Engineers, 1887, p. 1405), which provides for a water route from the lower Atchafalagya to the Mississippi River at Plaquemine, La., by dredging 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 fur- ther caving, and removing obstructions from Grand River and Pigeon Bayous, 'at a total estimated cost of $1,708,250, which was subse- quently increased to $1,740,000. The project of 1887 was modified April 10, 1899, to provide for dredging a channel in Bayou Plaquemine 10 feet at low water and 95-foot bottom width. 734 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, exclu- sive of the amounts theretofore appropriated, were authorized for completing improvement. The latter amount was appropriated by act of 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 appropria- tion act of March 2, 1907, and $15,000 from appropriation for operating and care of canals, act of July 5, 1884. The existing project, as modified to date, provides for a water route from the lower Atchafalaya (Morgan City) to the Mississippi River at Plaquemine, La., by dredging where necessary to secure a channel 10 feet deep and 95 feet bottom width, and by removing snags, overhanging trees, and other obstructions. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. Senate. No. Congress. Session. Year. Page. .. Entire section......................... .... ...... ....... 1882 1416 Do........... ................. House... 71 Forty-eighth.. Second. 1885 1431 Mouth with view of connection with H ou se 64 ..... 1887 do............do..... 1405 Mississippi River by locks 12........... Exec- utive. Entire bayou and connecting streams to Sen a t e 121 Forty-ninth......do..... 1887 188 Grand Lake' 2......................... Exec- utive. 1 Basis of project adopted by Congress. 2No maps. Progress of work.-Plans for the lock were prepared in 1891 and were referred to a board of engineers for consideration and report, whose report estimated the cost of the lock, including purchase of the necessary land, at $700,000. A complete revision of the lock plans was made and approved in 1897, due to the increased flood height in the Mississippi River. Land for the lock site and approaches, com- prising 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, continued under various contracts, and completed in May, 1911. The contract with Charles Clarke & Co., made July 15, 1899, for dredging and enlarging the end of bayou and dredging at the river approach to Plaquemine Lock was completed. The total amount paid under the contract and supplemental agreements was $188,031.48. RIVER AND HARBOR IMPROVEMENTS. 735 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. In 1910 shoals were dredged and 439 snags, logs, etc., removed in the waterway from Plaquemine to Morgan City; 1,200 cubic yards of material was removed from the channel in Bay Natchez, and 65 piles driven to replace certain of the piles originally driven to mark the channel in that bay and in Flat Lake. 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. The 10-foot channel was commenced in 1899 and completed during the past year. 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. During October and November, 1912, the Delatour dredged the bayou from the lock to the Texas & Pacific Railroad bridge, remov- ing approximately 45,000 cubic yards of material, and again the early part of June, 1913. June 11, 1913, the dredge sank, and immediately work was begun raising it. The dredge was floated June 27, 1913. 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 material, 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. During April and May, 1913, the dredge Delatour dredged in Flat Lake, removing approximately 25,000 cubic yards of material. From the beginning a large number of obstructions choking the suction were encountered, delaying the work and making it impossible to dredge to the required depth. It was deemed inadvisable to continue further work with this boat, and accordingly instructions were given to stop work. During March, April, and May, 1913, the steamer Hyacinth, with pile driver, drove piles, marking the channel through Grand River, Bay Natchez, and Flat Lake. A survey of the waterway from Plaquemine to Morgan City, to ascertain the condition of the chan- rcel, was made in the fall of 1912. Work done during fiscal year 1914.-Work during the year was confined to Bay Natchez, Flat Lake, and Bayou Plaquemine. Fifteen stumps were removed from near the edge of channel through Bay 736 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Natchez. A survey of the principal shoals in the channel through Bay Natchez and Flat Lake was made and drawings of same were completed. The wreck of an old barge sunk at the mouth of the bayou was removed by United States plant. The U. S. dredge The Ram, of the fourth district, Mississippi River Commission, operated in Bayou Plaquemine from January 11, 1914, to June 30, 1914, dredging 6,855 linear feet of channel and removing 131,449 cubic yards of material between station 10 plus 22, and station 37 plus 22, and also station 139 plus 50 and station 181 plus 05. Sta- tion 0 is at upper end of side wall of lock at angle between side wall and approach wing wall. Fenders were placed on both parish and railroad bridges near lower lock approach. Expenditures.-During the fiscal year 1914 there was expended on the existing project for maintenance the sum of $31,269.31. To June 30, 1914, there has been expended on the existing project $1,933,917.77-the sum of $1,844,035.64 for improvement and $89,- 882.13 for maintenance. There has been received from miscellaneous sources, etc., the sum of $117.26. Present status of work.-There is now a waterway from the Missis- sippi at Plaquemine, La., to Morgan City, La., through Bayou Plaque- mine, 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 shoaling has oc- curred in Bayou Plaquemine and Flat Lake, and a low-water depth of only 6 feet available. Pigeon Bayous are navigable at high 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 fluctuations of lower Grand River and Flat Lake being 2 to 5 feet, due to flood water and tide. The datum plane for Bayou Plaquemine and upper Grand River is low water in the Mississippi River at Plaquemine Lock, which is about 0.5 foot above mean Gulf level. The datum plane in Flat Lake is mean low Gulf level. The entire waterway is navigable for steam- ers and other craft and for logging. The improvement is considered completed and stream is now under maintenance. Comparative statement of receipts and shipments for 10 years. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1904................... ..... ........... ...... .... ............. 318,000 15,500......... ..................................... ....................... 1905 706,000 388, 000 ... 1906.................. ....................... 572,134, 000 572,000............................ 1907.............................................. ..... ..... ........ 534, 744 . 37,256 1908................ .................. .. . ......... ...... 553,916 19,172. ........ 1909........ .................... ........................... ...... 937,950 384,034.. 1910............... ................. ..................... 742,716 ....... .. 195,234 1911..... .. .. ...... .................. ......-. . .......... 801,419 58,703 ............ 1912........... .........-- ......... ........... ............... 988,692 187,273 ... 1913 ....................................... 976,701 ............ 11,991 The total tonnage during the calendar year 1913 amounts to 976,701 short tons, a total valuation of $7,576,795, and consists prin- cipally of logs, lumber, fuel oil, and miscellaneous supplies. As this RIVER AND HARBOR IMPROVEMENTS. 7,37 improvement forms a through waterway from Bayou Teche to the Mississippi River, the effect on freight rates to points on that bayou is also less than nearer points on the same rail lne not on the banks of that stream. The effect of the improvement on freight rates is very marked, the rates from New Orleans to Morgan City, where the railroad touches, being considerably less than previous to the improvement. Estimates.-The estimate of funds for the,fiscal year 1916 ($50,- 000) is for maintenance of the improvement in accordance with the existing project, by dredging where necessary and removing obstruc- tions from the stream and in supervision, contingencies, etc. July 1, 1913, balance unexpended--------------------------- $67, 266. 52 Miscellaneous receipts deposited to the credit of the appropriation during the fiscal year____________________________________ - 33.15 67, 299. 67 June 30, 1914, amount expended during fiscal year for maintenance of improvement_--_--- ------------------------------- 231, 269.31 July 1, 1914, balance unexpended-------------------------- 36, 030. 36 July 1, 1914, outstanding liabilities___________________________ 2, 609. 58 July 1, 1914, balance available________ 420. 78 3-----------------------------3 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_ 3 50, 000. 00 (See Appendix S 4.) 5. Operating and care of Plaquemine Lock, La.-Description.- 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 sills at low water of 10 feet, and a lift, dependent on the stage of the Mississippi, varying from 0 to 28 feet. The lock is equipped with a power house and office building, and a lockmaster's dwelling is located near the lock. The United States property in the vicinity of the lock comprises 19 acres. Present status of work.-The lock was placed in the status of fin- ished works July 1, 1909, and is operated under the indefinite appro- priation made by section 6 of the river and harbor act of March 3, 1909. Work Wdone during fiscal year 1914.-This consisted in the opera- tion and cane of lock and in the care of buildings and grounds. Plans, specifications, and estimates for new lockmaster's house were prepared for advertisement. Estimated cost, $5,750 with concrete foundation and $4,800 with pier foundation. Drawings for addi- tional elevation to gates and walls at upper end of lock to protect against floods were begun. 1 This does not include the sum of $0.20 which was deposited on account of overpay- ment. 2 Amount expended is divided as follows: As per vouchers--------- ------------------------------------- $29, 902. 38 Treasury settlements_ -.------ ----------------------------- _ 1, 366. 93 31, 269. 31 s Exclusive of the balance unexpended July 1, 1914. 60993o---ENG 1914----47 738 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Expenditures.-Duringthe fiscal year 1914 there was expended for operation and care of lock and grounds the sum of $13,461.80. To June 30, 1914, there has been expended for operation and care of lock and grounds the sum of $97,422.97. Comparative statement of commerce since lock was opened July 1, 1909. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1909 (July 1 to Dec. 31) .................. ......................... 12,091.. ........... 1910........................................................................ 115,539.. 1911 .............. ...... ............................... 126,989 11,450 .......... 1912..... .................................................... ..... 113,409 ......... 13,571 1913 .................................................... 81,966 ............ .. .31,443 Freight passing through the lock during the calendar year 1913 amounts to 81,966 short tons, a total valuation of $3,947,427, and consists principally of lumber. Estimates.-The estimate-of funds for the fiscal year 1915 ($27,000) is for operation and care of lock and grounds, and for construction of loclkmaster's house, raising elevation of upper gates, and lock walls at upper end of lock to protect against floods, and dredging sediment from lock chamber and lock approaches. (See Appendix S 5.) 6. Bayou Teche, La.-Description.--Bayou Teche, an important commercial stream of southern Louisiana, has its source in Bayou Courtableau in St. Landry Parish, and flows in a southeasterly direc- tion a distance of 124 miles to where it joins the lower Atchafalaya River, about 12 miles above Morgan City. The bayou has a width verying from 50 feet at Arnaudville to 350 feet at its mouth. The portion under improvement extends from the mouth to Arnaudville a distance of 106 miles. The minimum usable depth at low water from the mouth to the Gulf of Mexico is 19 feet. Priorconditions.-Bayou Teche is an outlet of Bayou Courtableau during period of high water and was formerly navigable to its head at times. The bed of the stream just below the Courtableau is now 52 feet above the low-water stage in that stream and in places is overgrown with large trees and underbrush. The current during low water season is very sluggish as the Teche has no tributaries and the only water it receives is from 'ainfall over a very narrow watershed, generally less than 1 mile wide, adjacent to the stream. There was formerly a depth of 8 feet to St. Martinville at low water, but at the time of the first survey by the United States in 1870 the channel was found to be much obstructed with logs, snags, fallen and overhanging trees, and wrecks. Prdject.-The original project, adopted July 11, 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 re- RIVER AND HARBOR IMPROVEMENTS. 739 nMoved 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 snag boat and hired labor. These improvements were not permanent, as other obstructions formed. The total expenditures under the project of 1870 were $45,004.43; 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 improvement since that year has consisted in the removal of obstruc- tions and dredging at various times below that point. The works of improvement have not been permanent, and the stream has been grad- ually shoaling for years, due to the sediment carried into the stream from drainage ditches and from the washing of the banks by passing boats. The improvements and works of maintenance have been of benefit to commerce on the bayou; however, and without them this stream might not now be navigable. The existing project is the project of 1891, as modified by act of March 2, 1907, and provides for 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, which on account of unusual conditions was increased in 1911 to $275,000 for lock and completion of improvements in accordance with the project. The existing project has not been modified since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entire bayou 2....................................................... 1870 347 Do...................... ...... House 54 Forty-sixth .. Second.. 1880 1166 (Ex.). Head of bayou to Charenton 2 ................... 1886 1245 St. Martinville to Port Barre 2.... ....... ........ ...... ..... 1887 1371 Mouth to St. Martinville 2........... .......................... 1889 1532 Bayou, with view to putting in locks 2..... .. .... . .. 1889 1515 St. Martinville to Port Barre 3............. H ous e 280 Fifty-first..... Second.. 1891 1852 Do . .. . . . . . . . . . . . . . . . . . . . . .. (Ex.). House... 69 Fifty-fifth..... First... 1897 1783 Report Board of Engineers 1.............. H ou s e 39 Sixty-first.... Second.............. (Com.). St. Martinville to Port Barre 2.............. H ou s e 272 Fifty-third.... Third.. 1895 1788 (Ex.). Entire bayou ............................. House.. 527 Fifty-ninth... First.. 1906 392 Entire bayou 3....... .. ............. .... ... do... 1329 Sixty-second.. Third.. 1913 761 1 Basis of project adopted by Congress. 2 No maps. 8Contains maps. Progress of workc--work of maintenance.-In 1908, a channel was dredged through the bars below New Iberia, and in 1911 dredging was done through shoals below New Iberia. The expenditure for a 6-foot navigation to Arnaudville was con- tingent on all lands necessary for lock and dam purposes, and canal 740 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 re- quirement was effected by the submission of personal bonds to an amount of $10,000 covering a period of 10 years, which were ap- proved by the department, as it was impossible to secure bonds in perpetuity. Land for the lock and darn 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. Martinville, parish of St. Mar- tin, La. In 1913 snags and overhanging trees were removed by the U. S. dredge Delatour between the lock site and 5 miles below. Work of improvement.-The construction work on the lock and dam was commenced by hired labor in October, 1910, and completed June 30, 1913. The lock consists of reinforced concrete floor on pile foundation, solid and reinforced concrete walls, and two sets of timber miter gates; reinforced concrete abutment; timber crib dam rock filled on pile foundation. The clear width of the chamber is 36 feet, and available length 160 feet. The length of the dam is 175 feet, and lift 8 feet; depth over sill at low water is 8 feet. Control- ling gates were constructed in the canal feeder from Spanish Lake, which is used as a reservoir for replenishing the pool. A small dam on pile foundation was constructed across Bayou Vermilion at its junction with Bayou Fusilier. The banks above the lock were cleared of all overhanging trees to Arnaudville, a distance of 34 miles. Work done during the fiscal year 1914.-The lock gates were closed on July 12 and the pool filled on July 30, 1913. The plant used in construction work was dismantled and all debris removed from the site of the lock. The cost of dismantling, shipping plant, minor work of completing improvement, etc., was $1,192.72. Work of dredging a 60-foot channel 6 feet deep from the lock site to New Iberia was advertised on March 30, 1914. One bid of 10.97 cents per cubic yard was received and contract awarded. Preparations are being made for commencing the work under this contract. A derrick barge used at the lock was fitted up for dredging through the bars formed by drainage ditches and for removal of obstructions. The work was commenced on September 15, 1913, and completed October 11, 1913. Eight bars were deepened, involving 6,866 cubic yards of dredging, the removal of wreck of abandoned barge and 17 snags and other obstructions. Expenditures.-There was expended during the fiscal year the sum of $15,590.68, of which $9,511.99 was for improvement and $6,078.69 for maintenance. The amount expended for improvement was divided as follows: For labor during previous year__--------------------------- $5, 077. 63 For material, etc., during previous year ____.________ ____ - 307. 63 For settlement of claim arising from sinking of barge of cement dur- --------------- ing previous year___ 2, 886. 70 For labor and material, towing, etc., during fiscal year---------- 1, 240. 03 Total for improvement --------------------- 9, 511. 99 RIVER AND HARBOR IMPROVEMENTS. 741 The amount expended for maintenance was divided as follows: For removing from 8 shoals 6,866 cubic yards, 17 obstructions, and 1 wreck between New Iberia and Franklin, including fitting up der- rick and house boat_____- ______-- __-- ____________ $2, 157. 79 For supervision, inspection, and minor items of maintenance, includ- ing removal of drift from upper bayou______________________ 1,192. 72 Proportionate share of cost of dredge Grossetete- -__-________--- 2, 728.18 Total for maintenance ___--___ 6, 078. 69 To June 30, 1914, there has been expended on the existing project the sum of $371,554.74, of which $340,389.48 was for work of im- provement; for maintenance, $26,871.73; for resurvey of the bayou in 1905, $4,293.53. Total expended on all projects to June 30, 1914, is $416,559.17. Status of work.-It is estimated that on June 30, 1914, the existing project was 90 per cent completed. The work still required consists of dredging above and below the dam to secure a 6-foot depth. Previous to construction of the Keystone Lock the head of naviga- tion was considered to be at St. Martinville, 75 miles from the mouth, though the stream was navigable 15 miles farther up. The construc- tion of the lock provides for 6-foot navigation to Arnaudville, 106 miles above the mouth of the bayou. The oscillation of the water surface due to flood water is ordinarily 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 10 years. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. ................ 1904...................................._........... 362,706 ........... 87,836 1905............. ............. ........................ 701243 338,537 ......... 1906................. .... ......... ..................... 706, 091 4,848 1907.................. ............................ 580 ....... . 125,875 1908....... ......... ................................. 515,679 ......... 64, 537 ....... 1909 ............................................ 999,125 483,446 i ................................ 1910.................. ........... .......... 857,804 .... 141,321 1911.................................................. 810,459.................. ...... 81.. 47,345 1912........................................................ . 613367............ 197, 092 1913.............................................................. 615,106 1, 739 .. ..... During the calendar year 1913 the commerce amounted to 615,106 short tons, valued at $6,334,699, consisting principally of logs, lum- ber, shingles, fuel oil, cane, and miscellaneous merchandise. The effect of Bayou Teche on freight rates is very marked, the rates from New Orleans to points where the railroad touches the bayou being considerably less than nearer points on the same rail line not on the bank of the stream. Estimate.-The estimate for funds for the fiscal year 1916, amount- ing to $10,000, is for maintenance of the improvement in accordance with the existing project, by dredging and removal of obstructions, supervision, etc. 742 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended-__ ___- __-__----- -____ $35, 971. 11 Miscellaneous receipts deposited to the credit of the appropriation during the fiscal year------------------------------------------ 17. 75 35, 988. 86 June 30, 1914, amount expended during the fiscal year: For works of improvement_______________________ $9, 511. 99 For maintenance of improvement 078. 69 6-------------------, - 215, 590. 68 July 1, 1914, balance unexpended___ - -_____ -__________ 20, 398. 18 July 1, 1914, outstanding liabilities------------------------------ 76. 00 July 1, 1914, balance available______________________________ 20, 322. 18 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_____ _ ___--_____________________ 30, 000. 00 Amount available for fiscal year ending June 30, 1915_--- ..- 50, 322. 18 July 1, 1914, amount covered by uncompleted contracts__ -- _ 14, 600. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement __ -___ -_____________ a10, 000. 00 (See Appendix S 6.) 7. Operating and care of Keystone Lock, 1Bayou Teche, La.-De- scription.-Keystone Lock is located on Bayou Teche 75 miles above its mouth and creates a pool to Arnaudville, La., about 34 miles above the lock. The lock consists of solid and reinforced concrete walls, reinforced concrete floor on pile foundation, and two sets timber miter gates, re- inforced concrete abutment, timber crib dam rock filled on pile foun- dation. Available length between gates, 160 feet. Clear width, 36 feet. Length of dam is 175 feet. Lift, 8 feet. The United States property in the vicinity of the lock comprises 12.27 acres. Present status of work.-Lock was completed June 30, 1913, and was placed in the status of finished works and operated under the indefinite appropriation provided by section 6 of the river and harbor act of March 3, 1909, since July 1, 1913. Permanent force consists of one lockmaster, one lockman, one laborer, and such additional laborers as may be needed. Work done during the fiscal year 1914.-The work done during the fiscal year 1914 consisted in the operation of the lock and the care of the grounds, the lock and dam, the controlling gates in the feeder from Spanish Lake, and the dam in Bayou Fusilier, at the head of navigation. Expenditures.-The sum of $3,165.55 was expended during the year, which is the total amount expended since the lock was placed in the status of finished works. In addition to this amount, there remains unpaid liabilities of $234.45, making a total of $3,400. Owing to the poor condition of the crops and damage caused in this section from floods, traffic on the upper pool has developed slowly. 1 This does not include the sum of $7.85 which was deposited to the credit of the appropriation on account of overpayments. 2Amount expended is divided as follows: As per vouchers-- ---------------------------------------- $10, 323. 63 Treasury settlements _ -------------------------- 4, 337.40 15, 590. 68 S Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 743 Commerce.-The freight passing through the locks was 7,098 tons consisting principally of sugar cane and timber. The total value of the freight was approximately $38,966.09. Funds for the fiscal year 1915 will be spent in the operation and care of lock and grounds. (See Appendix S 7.) 8. Inland waterway from Franklin to Mermentau, La.-Descrip- tion.-The purpose of the improvement is to provide a canal from Bayou Teche, La., to Mermentau River, La., about 96 miles, which will be a continuation of the waterway from Mermentau River, La., to Sabine River, Tex., now in course of construction. 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 constructed con- necting these streams with deep-water ports. Prior conditions.--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. 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 Vermilion 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. Projects.-The original, which is also the existing, project was adopted by act of Congress approved March 2, 1907, is based on re- port contained in House Document No. 640, Fifty-ninth Congress, secoid session, and provides for a waterway from Bayou Teche at or near Franklin, La., to Mermentau River, having a depth of 5 feet at low water (mean low Gulf level) 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. The acts of March 3, 1909, and February 27, 1911, authorized the Secretary of War to make such changes in the location of the channel as might be considered desirable. Under the general project the right of way must be furnished without cost to the United States. A map showing the existing and proposed inland waterways be- tween the Mississippi River and Sabine Lake, Tex., is published in the Annual Report of the Chief of Engineers for 1912, page 658. Except to leave the location of the channel discretionary with the Secretary of War, the existing project has not been modified since its adoption. The river and harbor act approved July 25, 1912, contains a pro- vision authorizing the Secretary of War to purchase, for use as a 744 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. part of this waterway, the so-called Hanson Canal, between Bayou Teche and Cote Blanche Bay, at a cost not to exceed $65,000, to be paid for from funds already appropriated. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Vermilion Bay to Galveston, Tex.1....... 1 . ......... . ................. .. . 1875 879 Mississippi River to Rio Grande, Tex. 2... House... 640 Fifty-ninth... Second. 1907 451 Do. 2................................ House 3 Sixty-first. ..... do... 1907 451 . . . . . . (Com.). . . .. . . . . . . . . . . . . . . . . . . . . . New Orleans to Sabine Lake, Tex. 1912 658 St. Georges Sound to Rio Grande, Tex.4... House... 610 Sixty-third... Second............ Vermilion River, La., and channel to con- ... do.... 1336 Sixty-second.. Third .. . nect with inland waterway.' 1 No map. 3 Contains maps. 2Basis of project adopted by Congress. 4Contains general map. Progress of work--Teche-Vermilion section.-Preliminary survey for a route between Bayou Teche and Cote Blanche and Vermilion Bays were made from 1907 to 1909. The preparation for procuring the rights of way for a modified route north of Vermilion and Cote Blanche Bays were in progress by the Interstate Inland Waterway League of Louisiana and Texas. The cost for this new location, based on the estimate of the special board for a 40-foot canal following the Hanson Canal, and north of Cote Blanche and Vermilion Bays is $477,175.1 In addition, the estimate for short cut from Vermilion River to Schooner Bayou is $37,500, and for repair or modification to the lock in the Hanson Canal $50,000, or a total of $564,675. The above estimate does not include any change in route going north of White and Grand Lakes, but follows the present line now in operation through these lakes. Vermilion-Mermentau section.-Surveys for location of the water- way between Vermilion Bay and Grand Lake was made in 1907. A right of way 300 feet wide from Vermilion Bay to Grand Lake 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. This portion of the water- way between Vermilion Bay and Mermentau River was commenced September, 1908, and completed September, 1912. A tidal lock in Schooner Bayou (which forms a part of this sec- tion) was constructed and placed in finished status, March 1, 1913. Work done during fiscal year 1914-Teche-Vermilion section.-A survey of the Hanson Canal was made, the right of way staked out, and negotiations leading to its purchase were put under way. Survey for staking out rights of way from Vermilion River to Little Bay, a distance of 34.1 miles, was commenced November 14, 1913, and com- pleted February 2, 1914. Under authority of the Chief of Engineers, 1House Document No. 610, 63d Cong., 2d sess. RIVER AND HARBOR IMPROVEMENTS. 745 authorization was given to procure right of way for the modified route north of Cote Blanche and Vermilion Bays, but no actual acqui- sition or construction to be obtained until further action by Congress. Vermilion-Mermentau section.-A survey to stake out the right of way from Vermilion to Schooner Bayou was made. Contract was let June 22, 1914, to N. G. Scott for the construction of a spillway dam across bayou around Schooner Bayou lock for the sum of $8,500. Expenditures.-During the fiscal year 1914, there was expended on the existing project for improvement, surveys, supervision, etc., the sum of $11,923.70. To June 30, 1914, there was expended on the existing project for improvement, surveys, supervision, etc., the sum of $158,707.65. There has been received from miscellaneous sources, sales of blue prints, etc., the sum of $39.90. Present status of work-Teche-Vermilion section.-Rights of way have been staked out for route north of Vermilion and Cote Blanche Bays, and work of procuring same over this section is under way. Papers have been submitted for purchase of Hanson Canal. Vermilion-Mermentau section.--Rights of way have been staked out for the short cut from Vermilion River to Schooner Bayou, and work of procuring same over this section is under way. A tidal lock in Schooner Bayou has, been constructed. There is now an inland water route from Vermilion Bay to Grand Lake on which a maxi- mum draft of 5 feet at mean low gulf can be carried, except for a bar at mouth of Schooner Bayou, which is 3.5 feet. The length of im- proved section is 38 miles. Variations of water levels are those due to wind and tide, and average about 2 feet. Contract has been entered into for the construction of a spillway dam around Schooner Bayou Lock. It is estimated that on June 30, 1914, the project as originally located was 60 per cent completed. Comparative statement of receipts and shipments. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1912 ........................ ............ ...................... 6,255 .. 1913........ .... ................................................. 5,912 .......... 343 The total tonnage during calendar year 1913 amounts to 5,912 short tons, a total valuation of $106,456, and consists principally of lumber, coal, furs, fuel oil, and miscellaneous supplies. It is con- sidered that the record obtained covers only a proportion of the traffic using the waterway. As there are no railroads in the section adjacent to this waterway, definite comparisons of rail rates can not be made. However, it has opened up a protected inland route which will develop local as well as through traffic. July 1, 1913, balance unexpended--- --------------------- $155, 040. 70 Miscellaneous receipts deposited to the credit of the appropria- tion during the fiscal year 1914 ......................----------... 7. 25 155, 047. 95 746 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. June 30, 1914, amount expended during fiscal year for works of improvement ------------------------------------- 1$11, 923. 70 July 1, 1914, balance unexpended __----- - -__ -- _ 143, 124. 25 July 1, 1914, outstanding liabilities __-___-_________--___ - 150. 00 July 1, 1914, balance available---------------------------------142, 974. 25 (See Appendix S 8.) 9. Operating and care of Schooner Bayou Lock, La.-Descrip- tion.-The lock is located in the Inland Waterway in Schooner Bayou, between Vermilion Bay and White Lake, and was con- structed from funds appropriated for improvement of waterway from Franklin to Mermentau, La., project adopted by act of March 2, 1907. This is a tidal lock and is operated only when the ordinary cur- rent in the bayou is reversed and consists of two wooden gates each 40 feet long turning on horizontal hinges at the bottom with con- crete wall supported on pile foundations. The distance between gates is 300 feet; clear width of gates, 36 feet. There is located on the reservation a lock office and dwelling and small storehouse. The United States property in the vicinity of the lock comprises about 2 acres. The lock was built to prevent salt water from flowing into White Lake, to prevent damage to the rice industry in that section. Present status of work.-The lock was placed under the status of finished works March 1, 1913, and is now being operated under the indefinite appropriation provided by section 6 of the river and har- bor act of March 3, 1909. The permanent force consists of one lock master, one lock man, and such laborers as are needed. Work done during fiscal year 1914.-Operations during the fiscal year have consisted in the operation and care of lock and in the care of buildings and grounds. Plans and specifications were pre- pared for a movable dam in the old bend of original bayou near lock with a view to giving additional relief to drainage and reducing cur- rent through locks. Bids were opened on May 20, 1914, and award made to N. G. Scott, of New Orleans, La. Details will be found under report, Improving Waterway, Franklin to Mermentau, La. Expenditures.-During the fiscal year 1914 there was expended for operation and care of lock and grounds the sum of $2,836.54. To June 30, 1914, there has been expended for operation and care of lock and grounds the sum of $3,610.96. Comparative statement of commerce since lock was opened, Mar. 1, 1913. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1913 (Mar. 1 to Dec. 31)... .................................. 25,000 ............. 1914 ......................................... ............ 1,46 1,467 ..... 533 1 Amount expended is divided as follows: As per vouchers--------------------- ---------- $10, 323.63 Treasury settlements--------..--------------------- 1, 600. 07 11, 923. 70 a Estimated. RIVER AND HARBOR IMPROVEMENTS. 747 Freight passing through the lock during the calendar year 1913 amounted to 1,467 short tons, a total valuation of $56,210, and con- sisted principally of furs, hides, fuel oil, and lumber. (See Appendix S 9.) 10. Inland waterway from Mermentau River, La., to Sabine River, La. and Tex.-Description.-The purpose of the improvement is to provide a canal from Mermentau River, La., to Sabine River, La., a distance of about 58 miles, which is now in the course of construction. When this is completed it will be a continuation of the waterway from Franklin to Mermentau River. Mermentau-Calcasieusection.-A portion of this section is private, and, if acquired, will be widened and deepened. This section, which is about 35.5 miles long, begins at Grand Lake, passes through Lake Misere Canal (private), thence northwest to Calcasieu River. Calcasieu-Sabine section. This section extends west to Sabine River, Tex., passing through 22.5 miles of low marsh interspersed with ridges. Projects.-The original, which is the existing project, was adopted by Congress in the river and harbor act approved June 25, 1910, and contemplates a waterway, with a depth of 5 feet at mean low water and a bottom width of 40 feet, with proper side slopes, between the rivers named, in accordance with the reports submitted in House Document No. 640, Fifty-ninth Congress, second session, and Rivers and Harbors Committee Document No. 3, Sixty-first Congress, sec- ond session, at an estimated cost of $390,000 and $20,000 annually for maintenance. The river and harbor act approved July 25, 1912, making appro- priation of $100,000 for this project, provides that this amount may be applied to 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. With this exception the project has not been modified since its adoption. References to examination or survey reports and maps of plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. . . . . . . .. .. . . . .. . . . . . .. . . . . . . . . . . . -Vermilion Bay to Galveston, Tex.1 .... 1875 879 Mississippi River to Rio Grande. 1 2 .. . House... 640 Fifty-ninth... Second.. 1907 451 St. Georges Sound to the Rio Grande 3.... H ous e 3 Sixty-first..... 451 Second.. 1907 R.& H. Com. New Orleans to Sabine Lake Tex. 3 ...... ...... ............1912 658 St. Georges Sound to the Rio Grande 4..... House... 610 Sixty-third.... Second............. 1No maps. 3Contains maps. 2Basis ofproject adopted by Congress. 4 Contains general map. Progress of work.-Work done under the existing project prior to July 1, 1913, is as follows: Mermentau-Calcasieu section.-The work of laying out of the line and procuring the rights of way for the route of this section was carried on by the Interstate Inland Waterway League of Louisiana 748 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and Texas. A partial survey incidental to the selection of the line of the canal was made. Calcasieu-Sabinesection.--A survey for the selection of the line of the canal was made. Rights of way for this section of the canal were obtained and approved by the Attorney General. Specifications for this section were issued April 26, 1913, and bids opened May 26, 1913. The lowest bid received was from the Bowers Southern Dredging Co., Galveston, Tex., who quoted a price of 6.6 cents per cubic yard for dredging the entire section, which bid was accepted and contract was entered into dated June 12, 1913, approved June 27, 1913. The estimated additional cost of a route lying one-half mile north of the parish line above the former route along Bayou Black is $27,450. The difference in the cost was contributed by interested parties, and the amount has been placed to the credit of the United States, it being understood that none of it shall be withdrawn or expended until after $100,000 shall have been used in the construc- tion of this canal. Work done during fiscal year 1914, lMermentau-Calcasieusection.-- The work of procuring the rights of way for the route of this section was carried on by the Interstate Inland Waterway League of Louisi- ana and Texas. A survey was made of a portion of this route between Calcasieu River and Sweet Lake, center line was staked out, and cross sections taken. The work of dredging the waterway will be done by contract. Calcasieu-Sabine section.-Actual work of dredging this portion, 22.5 miles, by contract was begun on September 1, 1913. East (Calcasieu end: On June 30, 1914, 14,000 linear feet of canal had been completed and 204,716 cubic yards of material removed from canal prism. West (Sabine) end: On June 30, 1914, 37,000 linear feet of canal had been completed and 485,339 cubic yards of material removed from canal prism. Total for both ends, 9.6 miles, involving 690,055 cubic yards. Per cent completed, 42. Expenditures.-During the fiscal year 1914 there was expended on the existing project the sum of $47,295.61, which was for im- provement. To June 30, 1914, there had been expended on the existing project the sum of $51,551.52, which was for surveys, im- provement, supervision, etc. No expenditures of the contributed funds ($27,450) were made. There has been received from miscellaneous sources, sales of blue prints, etc., the sum of $12.40. Present status of work, Mermentau-Calcasieu section.-The work of procuring rights of way over this section is under way. Calcasieu-Sabine section.-At the end of the fiscal year there is a completed canal, 40 feet bottom width and 5 feet deep, 9.6 miles long, out of a total of 22.5 miles, with the remaining portion under contract. A continuous waterway between shipping points not being com- pleted, no commerce has been carried and no effect on freight rates has as yet been noticeable, but upon completion it is expected it will open up a means of transportation and serve a section of terri- tory heretofore deprived of same. RIVER AND HARBOR IMPROVEMENTS. 749 Estimates.-An estimate of $8,000 for the fiscal year 1916 is sub- mitted, as the amount required for maintenance of the completed portion of the waterway. July 1, 1913, balance unexpended ---------------------------- Miscellaneous receipts deposited to the credit of the appropriation $385, 744. 49 for the fiscal year 1914-- ------- ____. 00 1----------------12. 385, 756. 49 June 30, 1914, amount expended during fiscal year for works of improvement---------------------- ------- ------- ----- 147, 295. 61 July 1, 1914, balance unexpended-------------------------------338, 460. 88 July 1, 1914, outstanding liabilities----------------------- 4, 292. 41 July 1, 1914, balance available-_-------------- --- 334, 168. 47 July 1, 1914, amount covered by uncompleted contracts_ 57, 446. 49 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_________------______ 28, 000. 00 (See Appendix S 10.) 11. Calcasieu River and Pass, La.-Description.-Calcasieu River is an important stream in southwestern Louisiana, having its source in Vernon Parish and flowing in a generally southern direction to the Gulf of Mexico. About 22 miles from the Gulf it debouches into Cal- casieu Lake. The connection between the Lake and the Gulf, about 7 miles long, is known as Calcasieu Pass. The entire length of the stream is about 215 miles, but the portion under improvement extends from the mouth of the pass through Cal- casieu Lake up the river to Jones Bluff, a total distance of 72 miles. The minimum usable low-water depth to the ocean is over bars in the upper and lower portion of Calcasieu Lake, where 4 feet exists. Prior conditions-River.-The head of navigation on the river in 1881, according to a report of an examination made at that time, was at Jones Bluff, 48 miles above the head of Calcasieu Lake, or 28 miles above the city of Lake Charles, La., though boats occasionally navi- gated the stream for 12 miles farther. The river above Jones Bluff was badly obstructed 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 was 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. Lake-Calcasieu.-CalcasieuLake 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 3 feet over it also existed in the lower end of the lake where the river leaves it. 1Amount expended is divided as follows : As per vouchers---------------------------------------------------- $45, 600. 24 Treasury settlements------------------------------------------------1, 695. 37 47, 295. 61 2 Exclusive of the balance unexpended July 1, 1914. 750 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Pass.-CalcasieuPass 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 51 to 61 feet at mean low sea level. Projects--River.--The original project of 1872, as modified .May 12, 1881, is based on report printed in House Executive Document No. 46, Forty-sixth Congress, third session, and provides for the im- provement of the river from Phillips Bluff to its mouth, by remov- ing logs, snags, etc., at an estimated cost of $10,080. While this portion of the river covers a distance of 72 miles, there has been very little active operation above the point where the river enters the upper end of Calcasieu Lake. Lake (Calcasieu).-The original project dated June 24, 1872, is based on river and harbor act approved June 10, 1872, and provides 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 as modified May 12, 1881, to include the improve- ment of the river is based on report printed in House Executive Document No. 46, Forty-sixth Congress, third session, and provides for dredging the bar at head of Calcasieu Pass at an estimated cost of $15,000. The river and harbor act of August 5, 1886, authorized the balance on hand appropriated for Calcasieu River to be expended on Cal- casieu Pass. The project of 1886 provides for the dredging of a channel 100 feet wide and 6 feet deep through the bar at the head of Calcasieu Lake and for a channel 100 feet wide and 6 feet deep pro- tected by plank revetment on each side at the entrance to Calcasieu Pass at an estimated cost of $16,500. Due to the destruction of the plank revetment by sea worms the project was modified on January 12, 1888 (Annual Report Chief of Engineers, 1887, p. 1256), so as to omit the revetment. There was expended on the original project with modifications the sum of $46,488.05, 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. Existing project.-The existing project for Calcasieu Pass was adopted by the act of September 19, 1890, and is based on report made in 1886. (Annual Report Chief of Engineers for 1887, p. 1402.) It provides for the construction of two converging jetties about 1.5 miles long of brush and stone at the Gulf entrance to the pass and dredging between 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 available for a harbor. The act of July 13, 1892, added the improvement of the bars at the head and foot of Calcasieu Lake, the approved project for which improvement provided for channels 8 feet deep through these bars and the revetment of the channels at an estimated cost of $150,000. (Report of Chief of Engineers for 1891, p. 1829.) The existing project has not been otherwise modified. RIVER AND HARBOR IMPROVEMENTS. 751 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Calcasieu Pass 1......... ............. ...... .. ..... ............ .. ....... 1871 557 Phillips Bluff to Calcasieu Pass 12......... ous e 46 Forty-sixth... Third... 1881 1301 (Ex.). Do ....................................................... 1883 1127 Pass bars, and mouth 1 ................. ... . ..... 1887 1402 S .......................... .... ........ 1889 1527 Jones Bluff to Gulf 1. . .. ....... ._ House... 724 Fifty-ninth... First.... 1906 411 Bars at head and foot of Calcasieu Lake 12 ............. 1891 1829 I No maps. 2 Basis of project adopted by Congress. Progress of work-River.--Very little work of improvement has been carried on in Calcasieu River above the lake. Lake (Calcasieu).- Under the original project a channel 6,300 feet long, 60 feet wide, and 61 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 32 feet, and from 1886 to 1888 a channel 100 feet wide and 6 feet deep was dredged across the bar and 13,408 linear 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 Calcasieu Lake in 1888. Pass.-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 linear feet of pile and slab revetment built in 1892 and 1893 to protect this channel. The revetment was dam- aged 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 redredged 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 before this construction was abandoned. Work done duringfiscal year 1914-River.-Dischargeobservations were taken in the river on October 9, 1913, when water was at flood stage. A flood of unusual dimensions occurred in this river on Octo- ber 1, 1913; the stage reached at Lake Charles was 13.65 above mean low water. Inspection trips were made to headwaters of river above Lake Charles, La., and reports submitted on obstructions to naviga- tion. A draft of logging regulations for the river is under considera- tion. Lake (Calcasieu).--A survey of upper and lower ends of Calcasieu Lake was made and estimates for dredging were derived therefrom. The U, S, dredge Delatour began dredging on channel at upper and 752 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. lower end of Calcasieu Lake on June 8, 1914, and to the end of fiscal year had removed 40,627 cubic yards of material. Expenditures.-Duringthe fiscal year 1914 there was expended on the existing project for maintenance the sum of $1,549.70. To June 30, 1914, there has been expended on the existing project $590,671.37--for improvement, the sum of $449,425.58; for main- tenance, the sum of $141,245.79. There has been received from mis- cellaneous sources, sales, etc., the sum of $3.25. To June 30, 1914, there has been expended on all projects $637,- 159.42--for improvement, the sum of $495,913.63; for maintenance, the sum of $141,245.79. Present status of work.-The existing project is considered com- pleted, the present work being for maintenance. The present depth over the bar at the mouth of Calcasieu Pass is 7 feet, and over the bar at the head of the pass is 8 feet. The maximum draft which can be carried from the Gulf of Mexico to Lake Charles is 5 feet at mean low Gulf level. Logs are rafted on the river at suitable stages from points 30 to 40 miles above Jones Bluff. The usual variations of the water surface are 18 to 20 feet in the upper reaches and 6 to 8 feet in the lower reaches and 1 to 3 feet at the mouth. The first appropriation for maintenance was made by act of March 2, 1907. The maintenance, as past operations would indicate, involves con- siderable dredging, as none of the existing dredged channels are con- sidered permanent. The section actually improved extends from Lake Charles, La., to the Gulf of Mexico, a distance of 44 miles, of which the major part of the work has been in the upper and lower portions of Calcasieu Lake and Channel through Calcasieu Pass. Comparative statement of receipts and shipments for 10 years. Change in tonnage from previous year. Calendar year. Short tons. Increase.Decrease. 1904............................................ 226,216 32,061 ........... .. 295,067 1905................................................................. 68,851 ......... .......... .... 1906.......................................... ... 314,235 19,168 ........... ...............................355,795 1907............... ............. 41,560........... 360,252 4,457........... 1908...............-..........--.............----------........-------........ .............................554,551 1909.. ............................ 194,299.. 387,873............. 1910.......................................................................... 66,678 .... .. ....... ...................... 1911............................... 404,805 16,932 ........... ........... 1912............................ .................... 498,291 93,486 ........... 1913 ............................. ......... ................. 709,823 211,532........... The total tonnage during the calendar year 1913 amounts to 709,823 short tons, a total valuation of $1,978,424, and consists principally of logs, lumber, shingles, rice, brick, and other miscellaneous supplies. 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 & Texas Railroad & Steamship Co., on account of water competition. Estimates.-The estimate of funds for the fiscal year 1916 ($6,000) is for maintenance of the improvement in accordance with the exist- ing project, by dredging where necessary and removing obstructions from the stream and in supervision, contingencies, etc. RIVER AND HARBOR IMPROVEMENTS. 753 July 1, 1913, balance unexpended -. .-- $5, 816. 68 Miscellaneous receipts deposited to the credit of the appropriation during the fiscal year-------------------------------------. 75 5, 817. 43 June 30, 1914, amount expended during fiscal year for maintenance of improvement--------------------------------------------- 11, 549.70 July 1, 1914, balance unexpended-------------------------------- 4,267. 73 July 1, 1914, outstanding liabilities------------------------------- 2, 705.71 July 1, 1914, balance available----------------- 1, 562. 02 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement---------------------- 2 6,000. 00 (See Appendix S 11.) 12. Bogue Falia, Amite, Cheffuncte, and Tickfaw Rivers, La.- These streams prior to 1902 had been improved under separate ap- propriations, but were combined by the act of June 13, 1902. (a) Chefuncte River and Bogue Falia-Description.-TheChe- functe River and its tributary, Bogue Falia, form an important waterway in southeastern 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, has a width of from 250 to 800 feet and a depth of from 15 to 30 feet. 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. The portion under improvement extends from the mouth of the Chefuncte to Covington on the Bogue Falia, a distance of 14 miles. The minimum usable depth from the mouth of the Chefuncte to the Gulf of Mexico is 4 feet, this shoal being over the Middle Grounds, Lake Pontchartrain. The usable depth to New Orleans, La., is 7 feet. Prior conditions.-Prior to improvement the Chefuncte River was obstructed by snags, logs, fallen and overhanging trees, shoals, and several wrecks, and prior to improvement could be navigated to its junction with Bogue Falia only by smallest schooners. The Bogue Falia was obstructed by a bar at its mouth over which a depth of only 52 feet existed at ordinary low water, or 4- feet at the lowest water, and also by snags, logs, fallen and overhanging trees. For 4 miles above its mouth navigation was practicable only for the smallest schooners and timber rafts, the remainder of the stream, because of its tortuous channel and rapid current, not being navigable. Improvement above its mouth has consisted only in the removal of snags, sunken logs, etc., in the first 4 miles. The Chefuncte and Bogue Falia are both navigable for rafts above the limits of existing improvement. Tidewater extends to Covington on the Bogue Falia. Consider- able commerce existed on these streams prior to improvement, and 1Amount expended is divided as follows: As per vouchers ------------------------------- $398. 00 Treasury settlement ---------------------------------------------------- 1, 151.70 1, 549. 70 ' Exclusive of the balance unexpended July 1, 1914. 0 60993 -ENG 1914----48 754 REPORT. OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. Project.-The original, which is also the existing project, adopted March 3, 1881, is based on a report made in 1880 (Report of the Chief of Engineers for 1880, p. 1181), which contemplated dredging 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 existing project for improvement, as modified to date, provides for a channel from the mouth of the Chefuncte River to Covington on the Bogue Falia, with a minimum depth of 7 feet by dredging, where necessary, and by the removal of snags, overhanging trees, and other obstructions. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Chefuncte, from Covington to Lake Pont-.......... .................. 1871 551 chartrain.x Chefuncte extension 12.................. Hous e 54 Forty-sixth... Second.. 1880 1181 (Ex.). Chefuncte River, 4 miles above junction .................... .......... 1884 1268 with Boge Falia and at its mouth.' Bogue Faha, from mouth to 25 miles above.......... .......................... 1884 1283 Covington.1' Chefuncte, Covington to Old Landing 1.... .......... ..... .. 1887 1359 Chefuncte and Bogue Falia Rivers 1...... ............. ... 1889 1529 Do...................... .. ouse 274 Fifty-third.... Third... 1895 1784 (Ex.). 1No maps. 2 Basis of project adopted by Congress. RIVER AND HARBOR IMPROVEMENTS. 755 Progressof the work.-The channel through the bar at the mouth of the Chefuncte River was improved by the construction of a pile break- water in 1885, and by dredging in 1899, 1902, and 1910. Dredging through the shoals in the Bogue Falia was done in 1887, 1895, 1910, and 1912. Snags, trees, etc., were removed in 1882, 1891, 1900, and 1910. For the maintenance of this and other improvements a com- bined dredge and snag boat was constructed in 1908 and 1909. Work done during the fiscal year 1914.-Operations during the fiscal year consisted in dredging with the U. S. dredge Delatour in the Bogue Falia at Covington, La., the head of navigation, where each high water washes the sand down from above. An amount of 27,250 cubic yards were removed and the project depth of 7 feet was re- stored. The depth over the bar at the mouth of the Chefuncte has increased to 9 feet at low water. Expenditures.-The sum of $1,828.09 has been expended during the year for maintenance, mainly dredging. To June 30, 1914, there has been expended on the works of the existing project, which is the only one, the sum of $35,590.49, of which $19,342.24 was for improvement and $16,248.25 for main- tenance. Status of the work.-The existing project is considered completed, present work being for maintenance. Before improvement the maxi- mum depth that could be carried to Covington at low water was about 4 feet, and the channel was badly obstructed. At present a channel practically free from obstructions exists from Lake Pont- chartrain to Covington with a depth of 9 feet over the bar at the mouth at low water and 7 feet at Covington, the head of navigation. 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. Comparative statement of receipts and shipments for 10 years. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 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...................................................... 241,9777.......... 5,910 1910....-....... ........ ...... ............ ....... 375,965 133,988 . 1911.......... .... .......... ....................... 350,681 ............. 25,284 1912........................................................... 418,376 67,695 ...... 1913 ........................................................... 366,323 .............. 52,053 The commerce during the calendar year 1.913 amounted to 366,323 tons, valued at $2,635,600, consisting principally of lumber, logs, laths, bricks, and miscellaneous products. Due to water competition Covington has the advantage of reduced railroad freight rates on numerous commodities between that point and New Orleans, certain rates being considerably less than to inter- mediate points having a shorter haul. 756 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The estimate of funds for the year 1916 is for maintenance of the improvement in accordance with existing project. July 1, 1914, balance unexpended----- ------------------ $3, 043. 59 June 30, 1914, amount expended during fiscal year for maintenance of improvement -- ------------------- --------------- 1, 828. 09 July 1, 1914, balance unexpended---------- --------------- 1, 215. 50 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement --- (1) (b) Tickfaw River and tributaries, La.-Description.-The Tick- faw River and tributaries form a small system of streams in south- eastern Louisiana; 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. The section under improvement is Tickfaw 26 miles, Natalbany 12 miles, Ponchatoula 5 miles, Blood 4 miles. The minimum usable depth from the mouth of the Tickfaw to the Gulf of Mexico is 4 feet. Prior condition.-Priorto 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 sixteenth 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 Tickfaw, 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 improvement 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 three to four schooners per week engaged in navigating each of these water- ways, besides the rafting of considerable timber. Projects.-Theproject 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, p. 1184), was adopted in 1881, and con- templates 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, 17 miles, at an estimated cost of $10,230. The existing project has not been modified since its adoption. 1 See consolidated statement on p. 761. RIVER AND HARBOR IMPROVEMENTS. 757 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. . . . . . . . .. . . . . . . . . . .. . Entire river i ..... .. House 54 Forty-sixth... Second.. 1880 1182 Do.' ... (Ex.) 1889 1530 Natalbany River 2 ........................ ou se 113 Forty-eighth.. Second.. 1885 1446 (Ex.) Do. 3...... ................. ... .. do... 192 ..... do........ First.... 1884 1289 Entire river and tributaries .... .......... .. .... 284 Fifty-third.... Third... 1895 1786 Ponchatoula River 2................ . ... do..... 1117 Sixty-second ... do..... 1913 761 1Basis of project adopted by Congress. 2No maps. 3 Contains map. Progress of the work.-The Tickfaw River was cleared of obstruc- tions in 1882 and 1884; the Blood, Ponchatoula, and Natalbany in 1886 and 1887, the project being then reported completed. Work of maintenance has been carried on by the removal of ob- structions every two or three years. For maintenance of this and other improvements a combined dredge and snag boat was constructed in 1908 and 1909. Work done during the fiscal year 1914.-There were no field oper- ations during the fiscal year. Expenditures.-The sum of $2,084.04 was expended during the year for inspection, supervision, and for repairs to the combined dredge and snag boat Delatour. To June 30, 1913, there has been expended on the works of existing project the sum of $24,244.20, of which $8,115.49 was for improve- ment and $16,128.71 for maintenance. The work of improvement on these streams has resulted in the re- moval of obstructions from portions of the stream that were navigable prior to improvement, and has rendered portions navigable that could not be navigated previously. Status of the work.-The existing project is considered completed, present work being for maintenance. There is at present over the bar in Lake Pontchartrain, at the mouth of the Tickfaw River, a 200-foot channel with a center depth of 7 feet at low water. The usual variations of the water surface are about 9 feet in the upper portions of these streams and 1 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. 758 REPORT OF THE OHIEF OF ENGINEERS, U. S. ARMY. Comparative statement of receipts and shipments for 10 years. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 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 .. 1910 .......................................... .................... 114,108 16,537......... 1911 ....................... ..... ................................ 117,449 3,341 ............ 1912 ............................................................. 120,437 2,988 ......... 1913 ...... ................................................... 121,314 877 ............ The commerce carried during the calendar year 1913 amounted to 121,314 tons, valued at $2,227,763, and consisted principally of lum- ber, logs, shingles, laths, feed, and miscellaneous products. As there are no railroads in the section adjacent to the navigable portions of these streams, there is no comparative effect on freight rates to the improvement. The estimate of funds for the fiscal year 1916 is for maintenance of the improvement in accordance with the existing project. July 1, 1913, balance unexpended------------------------------- $3, 997. 30 June 30, 1914, amount expended during fiscal year, for maintenance of improvement--------------------- ------------------------- 2, 084. 04 July 1, 1914, balance unexpended --------------------------------- 1, 913. 26 July 1, 1914, outstanding liabilities --------------------------------- 39. 17 July 1, 1914, balance available ----------------------------------- 1, 874. 09 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement (1) (c) Amite River and Bayou Mlanchac, La.-Description.-The Amite River and its tributary, Bayou Manchac, lie in southeastern Louisiana, 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 tidewater 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. 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 origi- nally a depth of 4 to 5 feet at low water. The section under improvement is Amite River for 42 miles and Bayou Manchac for 10 miles, including the bars at mouth of both streams. The minimum usable depth at low water from the mouth of the Amite River to the Gulf of Mexico is 4 feet across Middle Grounds, Lake Pontchartrain. Direct to New Orleans the available depth is 7 feet. 1See consolidated statement on p. 761. RIVER AND HARBOR IMPROVEMENTS. 759 Prior condition.-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. There was formerly a depth of 4 to 5 feet over the bar in Lake Maurepas at the mouth of the Amite River. From the lake to Bayou Manchac there was 10 to 30 feet of water, but the stream was ob- structed with snags, logs, fallen and overhanging trees. A bar formed in the Amite River at the mouth of Bayou Manchac, over which there was formerly a depth of 4 to 5 feet. 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 overhang- ing trees, and sand bars. In Bayou Manchac above the bar in the Amite there was a depth of 8 to 15 feet to Hope Villa, but the channel was obstructed with logs, snags, fallen and overhanging trees. The bayou can be con- sidered 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. Project.-The project under which works of improvement have been carried on was adopted in 1880 and is based on a report submit- ted in 1880 (Report, Chief of Engineers, 1880, p. 1185), and contem- plates 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. 1414), 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 existing project, as modified to date, provides for the removal of obstructions from the Amite River from its mouth to 5 miles above the mouth of Bayou Manchac, and from Bayou Manchac from its mouth to Wards Creek, and for dredging channels 8 feet deep through the bars at the mouth of Amite River and Bayou Manchac. 760 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to ewamination or survey reports and maps or plaus (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entire Amite River 1.................... H ou s e 54 Forty-sixth... Second.. 1880 1185 (Ex.). Bayou Manchac from its head to Lake Sen ate 191 Forty-seventh. First.... 1882 1414 Maurepas.1 2 (Ex.). Entire Bayou Manchac ................... .... ...................... ... 1889 1513 Entire Amite River 1 2............... .......... ............. ........ 1889 1528 Amite River from mouth to Liberty...... House... 257 Sixty-third.... First.................... 1 Basis of project adopted by Congress. 2 No maps. Progress of the work.-Work of improvement was carried on by the removal of obstructions from the Amite River between 1881 and 1884, and from Bayou Manchac in 1890 and 1891, by the dredging of a turning basin at Wards Creek in 1895, and by dredging channels through the sand bars in 1899 and 1900. The obstructions have been removed from time to time as they re-formed, and the channels have been redredged twice. In 1908 and 1909 a combined dredge and snag boat was constructed for maintenance of this and other improvements. Snags and overhanging trees were removed from the Amite River in 1912 for a distance of 3 miles above the mouth of Bayou Manchac. Work during fiscal year 1914.-There were no field operations dur- ing the fiscal year. Expenditures.-The sum of $1,009.50 was expended during the year on inspection, supervision, and for repairs to the combined dredge and snag boat Delatour. To June 30, 1913, there has been expended on the existing project the sum of $60,756.90, of which $24,900.82 was for improvement and $35,856.08 for maintenance. There has been received from miscella- neous sources the sum of $110. Status of the work.--The project is considered completed, present work being for maintenance. The improvements have resulted in the removal of obstructions to navigation and in increasing the depth over bars. The lengths of the navigable portions of both streams have also been increased. The condition of the streams is good, except the upper 5 miles of Amite River, just above mouth of Bayou Manchac. This portion has very little commerce and has fallen into disuse, with snags and over- hanging trees. The maximum draft that can pass over the bar in Lake Maurepas at the mouth of the Amite is 7 feet at low water, and the maximum draft over the bar in the Amite at the mouth of Bayou Manchac is 44 feet. The variations of the water surface in Lake Maurepas are about 1 to 3 feet, due to winds; in the Manchac and upper Amite 6 to 12 feet, due to freshets. The head of navigation on the Amite River is considered to be about 5 miles above the mouth of Bayou Manchac, on Bayou Man- chac, at the turning basin, just above Hope Villa. RIVER AND HARBOR IMPROVEMENTS. 761 The present improved length of the Amite River is about 42 miles; of Bayou Manchac about 9 miles. Comparative statement of receipts and shipments for 10 years. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1904 ........... ........................................ 120,851 76,157 ......... 1905........................................................................... 43,371 ............ 77,480 1906 .......................... ......................... 50,669 7,298 ........... 1907.............................. ........ 45, 552 ............ 5,117 1908.... ...... 43,558 . ................................................... -1,994 1909................................ .................... 56,745 13,187 .......... 1910 .......................... ........................ 76,616 19, 871 .. 1911........................................................40,78...................... 788 ........... 35,828 1912............................................................. 47,476 6688 .. .... 1913......................... ............. ........... ........... 46,608......... 868 The commerce carried during the calendar year 1913 amounted to 46,608 tons, valued at $1,112,105, and consisted principally of lumber, logs, staves, shingles, and laths, cordwood, and miscellaneous products. There are 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. The estimate of funds for the fiscal year 1916 is for maintenance of the improvement in accordance with the existing project. July 1, 1913, balance unexpended-------------------------------. $2, 856. 61 June 30, 1914, amount expended during fiscal year for maintenance of improvement ----------------- ----------------------------- , 009. 50 July 1, 1914, balance unexpended---------------------------------1, 847.11 July 1, 1914, outstanding liabilities-------------------------------- 9. 36 July 1, 1914, balance available----------------------------------- 1, 837. 75 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement---------------------------- (1) CONSOLIDATED. July 1, 1913, balance unexpended___-------------------------------- $9. 897 50 June 30, 1914, amount expended during fiscal year for maintenance of improvement__---------------------------------------------- 4, 921. 63 July 1, 1914, balance unexpended --------------------------------- 4, 975. 87 July 1, 1914, outstanding liabilities-------------------------------- 48. 53 July 1, 1914, balance available_--------------------------------- 4, 927. 34 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-------------------------- 2 9, 000. 00 (See Appendix S 12.) 1 See consolidated statement on this page. 2 Exclusive of the balance unexpended July 1, 1914. 762 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 13. Channel, bay, and passes of Bayou Vermilion and Mermentau River and tributaries, La.-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-Description.-- Bayou Vermilion is the first stream in southern Louisiana west of and not connected with the Atchafalaya River. It is formed by the junction of Bayous Fusilier and Bourbeau in Lafayette Parish west of Arnaudville, La. It flows in a general south-southwesterly direc- tion into the western end of Vermilion Bay. It is considered navi- gable to Lafayette, 52 miles above its mouth, where it is crossed by the fixed bridge of the Morgan's Louisiana & Texas Railroad & Steamship Co., and has widths below this point varying from 50 to 400 feet and depths of from 4 to 20 feet at low water. The entire length of bayou is 71 miles, but the section under im- provement extends only from Lafayette to Vermilion Bay, a distance of 52 miles. The minimum usable low-water depth is 4 feet mean low Gulf level, owing to bar at mouth in Vermilion Bay. During abnormal periods of northers, the depths in the lower portion are reduced 1 to 2 feet. Prior conditions.-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 over- hanging 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. Projects.-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 5 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 existing project is the modified project based on preliminary examination printed in House Executive Document No. 273, Fifty-first Congress, second session (Annual Report of Chief of Engineers for 1891, p. 1855) ,adopted in 1892, and provides for a chan- nel 52 feet deep at low water (mean low Gulf level) from the mouth to the railroad bridge just below Lafayette, by removing obstructions and by dredging through the shoals. RIVER AND HARBOR IMPROVEMENTS. 763 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entire section 12... ...................... H o u se 54 Forty-sixth... Second.. 1880 1164 (Ex.). Abbeville to Louisiana & Texas R. R ........... ...... ....... 1887 1398 bridge.' 2 Entire section 1.............. ........ H o us e 273 Fifty-first..... Second.. 1891 1855 (Ex.). Vermilion to Lafayette' ....... ....... House... 1218 Sixtieth......... do..... 1908 442 Vermilion River, La., and channel 3 to con- ... do.... 1336 Sixty-second.. Third... 1913 762 nect with inland waterway. ' No map. 2Basis of project adopted by Congress. 3 Contains map. Progress of work.-The work done under the project has been as follows: 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 constructed, 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, 1908, and 1912. A combined dredge and snag boat, for service on this and other improvements, was completed in August, 1909. This boat operated from the mouth to the railroad bridge in 1910, securing the channel contemplated by the project, and removed 10,862 cubic yards of material, 4,674 snags, fallen and overhanging trees, 2 ferry ap- proaches, 8 stumps, 1 sunken barge, and 45 piling in the upper part of bayou, and removed 15,905 cubic yards of material, 18 snags, 3 piling, and 2 stumps at bar at mouth of bayou. The channel through the bar at mouth was marked by piling. Work done during fiscal year 191.4.-A boom was placed across mouth of Little Bayou and across Vermilion River at railroad bridge near Lafayette, La., for keeping water hyacinths out of bayou. Some snagging was done by United States plant between Abbeville and Pinhook bridge. Necessary inspections were made. Expenditures.-During the fiscal year 1914 there was expended on the existing project for maintenance the sum of $1,607.85, of which $425.96 was for snagging. To June 30, 1914, there has been expended $61,438.53 on the existing modified project, which is the only project; for improvement, the sum of $34,900; for maintenance, the sum of $26,538.53. Present status of work.-The project is considered completed, so far as the appropriations for improvement and maintenance have 764 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. permitted and as commerce requires. The length of the improve- ment is 52 miles. Obstructions have been removed to Abbeville, La., which is 25 miles from the mouth and which is the upper limit of the larger portion of commerce. From Abbeville, La., to Sebastopol Coulee, La., a distance of 15 miles, sufficient obstructions have been removed to permit navigation by barges and small tugs. From Sebastopol Coulee to Lafayette, La., the bayou is little changed from its original condition; only small gasoline boats can navigate this section in periods of low water. There has, however, been little demand for navigation above Sebastopol Coulee, La. Work of improvement has resulted in increasing the maximum draft and the ease of navigation. The maximum draft that can be carried at low water (mean low Gulf level) over the bar at the mouth of Bayou Vermilion is about 4 feet, and a depth of 10 to 3 feet can be carried to Lafayette at ordinary stages of water. The usual variation of the water surface at the mouth is 1 to 3 feet, due to tide and wind, and at Lafayette about 8 to 12 feet, due to flood water. Comparative statement of receipts and shipments for 10 years. Change in tonnage from Short tons. previous year. Calendar year. Increase. Decrease. 1904 ......................... ................................... 29,326 14,169 ......... 1905.............................................................- 28,092 ............ 1,234 1906 ............................................................. 32,025 3,933 ........... 1907............................................................... 37,515 5,490 .. 1908................. ....--........ .-......... ...... .............. 26,589 ............-... 10,926 1909.............................................................. 31,593 5,004 ............ 1910...................... ..................................... 26,428 ............... 5,165 1911...................................................... ... 29,151 2,723 ...... . 1912........................... ........................... 25,687 ............. 3,464 1913 ............................................................. 35,369 9,682 .. ... The total tonnage during the calendar year 1913 amounts to 35,369 short tons, a total valuation of $287,670 and consists principally of lumber, shingles, furs, brick, logs, cane, fuel oil, rice, and miscellane- ous supplies. It is understood that Abbeville, La., enjoys reduced freight rates owing to its location on this waterway. The rail rates to Lafayette are not so advantageous, and during the past few months the citizens have considered the establishment of a modern barge service from Lafayette to New Orleans via Vermilion River, Vermilion Bay, Plaquemine Locks, and Mississippi River. Estimates.-The estimate of funds for the fiscal year 1916 is for maintenance of the improvement in accordance with the existing project by dredging where necessary and removing obstructions from the stream and in supervision, contingencies, etc. July 1, 1913, balance unexpended--------------------------------$3, 469. 32 June 30, 1914. amount expended during fiscal year, for maintenance of improvement------------------------------------------------ 11, 607. 85 1Amount expended is divided as follows: As per vouchers --------------------------- _ $543. 25 Treasury settlements ---.......--.-------- ---------- - 1, 064. 60 1, 607. 85 RIVER AND HARBOR IMPROVEMENTS. 765 July 1, 1914, balance unexpended__________________________ $1, 861. 47 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ------------------------------------ 2, 000. 00 Amount available for fiscal year ending June 30, 1915_______ ____ 3, 861. 47 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement___________________________ (1) (b) Mermentau River and tributaries, La.-Description.-The Mermentau 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 Rail- road. 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 in having several navi- gable tributaries, 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. Bayou Plaquemine Brule is a tributary of Bayou des Cannes, joining it from the east 3 miles above its mouth. The headwaters are in Evangeline Parish. Total distance under improvement 70 miles from Gulf to Bayou Nezpique, 25 miles up Bayou Nezpique. The minimum usable low-water depth to the ocean is over the bar at Gulf and in lower Mud Lake, where 3 or 4 feet exists. Prior conditions.-The Mermentau proper had 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 was 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 42 feet existed at low water. Through lower Mud Lake there was an avail- able 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 were much obstructed with snags, logs, fallen and overhanging trees. Naviga- tion on these tributaries extended for 10 to 19 miles above their mouths, and prior to improvement considerable commerce existed on them and the main stream. Projects.-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, 1891, p. 1862), and con- templates 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. 1See consolidated statement on p. 770. 766 REPORT OF THE CHIEF OF ENGINEERS, T. S. ARMY. The project for the improvement of Mermentau River and tribu- taries, as modified to date, provides for the removal of obstructions from the mouth of the Mermentau River to a point about 25 miles above the mouth of Bayou Nezpique and for a channel 50 feet wide and 6 feet deep through lower Mud Lake. The improvement of Bayou Plaquemine Brul6, a tributary of the Mermentau River, as authorized by act of June 25, 1910, is carried as a separate project, not yet being completed. (See (c), p. 768.) References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entire river, including its tributaries .. .. ................................. 1891 1858- and course through Lake Arthur1 and 1862 Grand Lake to Gulf of Mexico. 2 Its junction with Bayou des Cannes and House... 178 Fifth-ninth.... First.... 1906 411 Nezpique (including those portions of Lake Arthur and Grand Lake lying directly across its course) to a point in the Gulf of Mexico beyond the bar at its mouth with a view to securing a permanent 2channel to a depth of at least 20 feet. Mermentau River, La., with a view to ... do .... 1290 Sixty-second.. Third... 1913 761 construction of a lock and dam to main- tain the level of Grand Lake and2 the inland waterways of Louisiana. 1 Basis of project adopted by Congress. 2 No maps. Progress of work.-Under the project for improvement and main- tenance, 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 6 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 re- pairs 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. By order of the Secretary of War, dated November 12, 1912, the dam across the Mermentau River at Grand Chenier, belonging to the Rice Irrigation and Improvement Association, was ordered removed by March 15, 1913. Work done during fiscal year 1914.-A public hearing was held regarding the removal of dam on July 21, 1913, and report and sur- vey was submitted September 26, 1913. The time of the removal of the dam was extended to March 15, 1914, but the dam has not been removed. This matter was referred to the Department of Justice on April 11, 1914, to compel action on the part of the Rice Irrigation and Improvement Association to effect said removal. RIVER AND HARBOR IMPROVEMENTS. 767 A complete survey of lower Mermentau River was made from Grand Lake to the Gulf of Mexico. A flood of unusual dimensions occurred in this watershed during October, 1913, the stage at Grand Chenier reading 3.75 mean low Gulf level. Preparations were made for dredging in lower Mud Lake and for marking channel in both upper and lower Mud Lakes. Expenditures.-Duringthe fiscal year 1914 there was expended on the existing project for maintenance the sum of $1,223.47. To June 30, 1914, there has been expended on the existing project, as modified to date, $37,365.77; for improvement, the sum of $26,- 115.25; for maintenance, the. sum of $11,250.52. There has been received from miscellaneous sources, sale of blue prints, the sum of 75 cents. Present status of the work.-The project is considered completed, the present work being for maintenance. The improvements have resulted in unobstructed channels and in- creased depths on the Mermentau and Nezpique. The maximum draft that can be carried at low water (mean low Gulf level) over the shoals in lower Mud Lake and over the bar at the foot of Grand Lake is 3 to 4 feet. The head of navigation on Bayou Nezpique is now at a point 25 miles above its mouth, on the other tributaries from 14 to 19 miles above their mouths. Available depth through river, except as noted above, is 6 feet. The usual variation of the water surface in the upper portions of the Mermentau and its tributaries are from 8 to 12 feet; in the lower Mermentau, about 1 to 3 feet, the fluctuations resulting from heavy winds being greater than those due to tides. Range of tide, about 1.5 feet. Comparative statement of shipments and receipts for 10 years. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1904............... ................ ......................... 45,866 ............. 17,824 1905................... .......................................... .... 42413 ........... 3,453 1906........................................................... 61,634 19,221.. 1907............................... ........................... . 49,756 ........... . 11878 1908 ................. .... .... ................................... 44382 .......... 5,374 1909............................................................. 33,094 ............ 11,288 1910. ................................. ....................... . 29,518............... 3,576 1911......... ............................... ............... 23,362...... 6,156 1912.................... ........................... ... ........ 57,291 33,929 . .... 1913................... ...................... ................... . 34,982 .............. 22,309 The total tonnage during the calendar year 1913 amounts to 34,982 short tons, a valuation of $642,448, and consists principally of lumber, logs, fuel oil, shingles, rice, oranges, and miscellaneous supplies. On account of its location on this waterway the town of Mer- mentau, La., has lower rail rates on certain articles than interme- diate points. Estimates.-The estimate of funds for the fiscal year 1916 is for maintenance of the improvement in accordance with the existing 768 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. project, by dredging where necessary and removing obstructions from stream and in necessary supervision. July 1, 1913, balance unexpended - _________--_____________ $2, 500. 00 Miscellaneous receipts deposited to the credit of the appropria- tion during the fiscal year 1914 ___--___------------------ _____ . 75 2, 500. 75 June 30, 1914, amount expended during fiscal year, for mainte- nance of improvement_________________-_______ 1, 223. 47 July 1, 1914, balance unexpended_____________________________ 1, 277. 28 Amount allotted from appropriation made by the river and harbor act approved October 2, 1914______________________________________ 1, 000. 00 Amount available for fiscal year ending June 30, 1915_______ _ 2, 277. 28 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement______________________ (1) (c) Bayou Plaquemine Brule, La.-Description.-This stream is a tributary of the Mermentau River and enters that river from the east about 5 miles above Mermentau, La. It rises in the northeastern part of Arcadia Parish and flows in a generally southwesterly direction. It is about 55 miles long without regard to sinuosities, and empties into Bayou Cannes about 11 miles above the latter's juncture with the Mermentau River. The length under improvement is from mouth to near Crowley, La., about 19 miles. The minimum usable low-water depth from the mouth of the bayou to the ocean is 3 to 4 feet, which exists over the bar in Lower Mud Lake and over the bar at the Gulf. Prior conditions.-Previous to the beginning of the improvement 8 miles of the stream was in a fairly good navigable condition, the remaining distance was obstructed by snags, drifts, and overhang- ing trees. The width of the channel varied from 50 feet in the upper reach to 150 feet near its mouth, with depths of from 4 feet to 35 feet. On account of the obstructions and the bayou being crossed by three fixed bridges only small gasoline boats had plied on the stream. Projects.-The original, which is also the existing project for the improvement of Bayou Plaquemine Brul4, was adopted by act of Congress approved June 25, 1910, and is based on reports submitted December 19, 1907, and February 7, 1908, as directed by the river and harbor act of March 2, 1907, and printed (no maps) in House Docu- ment No. 789, Sixtieth Congress, first session (Report of Chief of Engineers, 1908, p. 449), at an estimated cost of $10,000, with $250 annually for maintenance. The project provides for the removal of snags, logs, and other ob- structions to provide a clear channel with a width of 60 feet with a depth of about 6 feet, beginning at the mouth of the bayou and extending upstream to a point near the town of Crowley, La., a dis- tance of approximately 19 miles. The existing project has not been modified since its adoption. Progress of work.--Under the authorized project the dredge Dela- tour worked between July and November, 1911, removing 1,959 snags and fallen and overhanging trees, 158 stumps, 54 piling, and 15,900 cubic yards of material, clearing about 50 per cent of the proposed channel of the most obstructive trees and snags. A hired plant, be- 1See consolidated statement on p. 770. RIVER AND HARBOR IMPROVEMENTS. 769 ginning where the Delatour left off in 1911 and working upstream, removed 3,016 snags and fallen and overhanging trees. A total of 4,975 snags and fallen and overhanging trees, 158 stumps, 54 piling, and 15,900 cubic yards of material were removed prior to fiscal year. There remains to be dredged about 95,000 cubic yards. Work done during fiscal year 1914.-The dredge Grossetete began working May 8, 1914, and to June 30, 1914, had removed 976 snags and fallen and overhanging trees, 156 stumps, 33 logs, and removed 12,588 cubic yards of material. Hired plant removed 4,916 fallen and over- hanging trees. Six gauges were set along stream and necessary in- spections were made from time to time. Expenditures.-Duringthe fiscal year 1914 there was expended on the existing project for improvement the sum of $10,456.29. To June 30, 1914, there has been expended on the existing project for improvement, surveys, supervision, contingencies, etc., the sum of $20,707.89. There has been received from miscellaneous sources, etc., the sum of $23. Present status of workc.-Practically all snagging has been com- pleted over the entire 19 miles under improvement, and the remaining work consists of dredging, removing stumps, etc., from 13 miles to limit of improvement (19 miles), and in widening of one cut-off. Dredging has been completed from mouth to 13 miles above mouth. The project on June 30, 1914, is about 70 per cent completed. The minimum depths over the improved portion, which is 13 miles, is 6 feet above mean low Gulf level, the only restrictions being as to widths and sharp bends. The head of navigation is at upper limits of improvement at Crowley, La. Range of high and low water is 8 to 14 feet. Commerce.-The total tonnage during the calendar year 1913 amounts to 14,150 short tons, a total valuation of $68,850, and con- sists principally of logs, fuel oil, lumber, wood, and miscellaneous supplies. Pending completion of project comparison of freight rates can not be made; it is known, however, that the improvement opens up a new and cheap route for local traffic. Estimate.-The estimate of funds for the fiscal year 1916 is for continuing and maintenance of improvement in accordance with the existing project. July 1, 1913, balance unexpended --------------------------- $13, 748. 40 Miscellaneous receipts deposited to the credit of the appropriation during the fiscal year 1914--------------------------------- 23. 00 13, 771. 40 June 30, 1914, amount expended during fiscal year for works of 1 improvement -------------- ------------------------- 0, 456. 29 July 1, 1914, balance unexpended--------------------------- 3, 315. 11 July 1, 1914, outstanding liabilities 271. 21 1----------------------------, July 1, 1914, balance available-------------------------------2, 043.90 1Amount expended is divided as follows: As per vouchers-------------------------------- ---- $10, 006. 17 Treasury settlements ---------------------------------------- 450. 12 10, 456. 29 60993 0 -ENG 1914-----49 770 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------- ------------ $9, 000. 00 Amount available for fiscal year ending June 30, 1915------------ 11, 043. 90 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintennce .--------- (1) CONSOLIDATED. July 1, 1913, balance unexpended -------------------------------- 19, 717. 72 Miscellaneous receipts deposited to the credit of the appropriation during the fiscal year 1914------------------------------------- 23. 75 19, 741. 47 June 30, 1914, amount expended during fiscal year: For works of improvement--------------------- $10, 456. 29 For maintenance of improvement------------- 2, 831. 32 2------- 13, 287.61 July 1, 1914, balance unexpended ----------------------------- 6, 453. 86 July 1, 1914, outstanding liabilities-------1, ------------------------ 271. 21 July 1, 1914, balance available --------------------------- 5, 182. 65 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 191.4 ..------------------------------------- 12, 000. 00 Amount available for fiscal year ending June 30, 1915------------- 17, 182. 65 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance ____-__ s13, 000. 00 (See Appendix S 13.) 14. Bayou Lafourche, La.-Description.-Bayou Lafourche prior to 1902 was an outlet of the Mississippi River, its head being at Don- aldsonville, 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. Section under improvement extends from Donaldsonville at Mis- sissippi River to the mouth, a distance of about 107 miles. The general direction of flow' is southeast. The mouth of the bayou is about 47 miles west of Southwest Pass and about 80 miles east of the Atchafalaya at Morgan City. The minimum usable depth to the Gulf of Mexico is 4J feet. Prior condition.-According to report submitted in 1874, the bayou prior to improvement was obstructed with stumps, snags, wrecks, and sand bars, depths over the latter being as little as 22 feet at low water, though otherwise the bayou had depths of from 4 to 10 feet at low water. Projects.-The original project, adopted in 1878, provided for the removal of stumps and snags from 42 miles of the bayou below Thi- bodeaux, La., this place being 34 miles below the head of the stream, 1 See consolidated statement on this page. 2 Amount expended is divided as follows: As per vouchers ...... __-_----_---$11, 772. 89 Treasury settlements- .... - ... - _--- 1, 514. 72 ' Exclusive of amount available for fiscal year 1915. 13, 287. 61 RIVER AND HARBOR IMPROVEMENTS. 771 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 modi- fied in 1884 so as to carry operations downstream as far as necessary and available funds would permit. Under this project a working plant was constructed and snags, stumps, and wrecks removed for 86 miles below the head of the bayou from 1878 to 1885, there being expended on the project the sum of $29,920.39. The existing project, adopted August 11, 1888; 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 dredging, at an estimated cost of $450,000. That part of this project which contemplates securing a navigable channel, by dredging, at an estimated 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 estimated 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. The existing project as modified to date provides for the main- tenance of a channel at least 75 feet wide and 5 feet deep throughout the bayou at extreme low water. A lock connecting the bayou with the Mississippi River at Donaldsonville is to be constructed by the joint organization of the Atchafalaya and Lafourche levee boards. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. From Lafourche crossing to the mouth 1............. . .......... .................. 1874 765 Entire bayou 1........................................ ...... 1884 1291 Mouth of bayou with a view to the con- struction of a lock and dam and to se- cure nbvigation at low water 2a ...................... ..................... ......... 1886 1266 From Donaldsonville to Gulf 1....................... .... ........................... 1889 1531 Preliminary examination with a view to . . .at securing 20 feet . . .mouth . .. . . . . . . . . .House... 1.............. . . . .. . 1102. . . Sixty-second.. . . . . . . . . . . . . . . Third... . . . . . . . .. . 1912 . . .. . 687 Entire bayou 4 1 No maps. 2 Basis of project adopted by Congress. 8 Contains maps. 4 Preliminary report submitted June 30, 1913 (not yet submitted to Congress). Progress of the work.--Under the existing project work began in 1888 and was continued annually during the low-water season till 1902, the work consisting principally in the dredging of shoals in 772 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the upper 10 miles of the stream, though operations of dredging and removal of obstructions were on several occasions carried farther downstream, extending from 38 to 100 miles below the head of the bayou. These improvements kept the stream clear of obstructions and maintained 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 draft which can be carried over the shoalest part of the upper bayou is about 3 feet at low water. Plans were prepared by the joint organization of the Atchafalaya and Lafourche Levee Boards 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 obtainable, and there the matter was allowed to rest until the fall of 1909. Plans are now being drawn for another lock, which, it is believed, can be built for an amount within the resources of the board, and it is expected that they will shortly be submitted for approval. Since 1902 no dredging has been carried on in Bayou Lafourche by the United States pending the construction of the lock or the removal of the dam at its head. Obstructions were removed in 1912 and a survey of the entire bayou from its head to mouth was made, the field work being completed by the end of the year. The survey was for the purpose of locating the drainage ditches and placing the responsibility for obstructions. Work done during fiscal year 1914.-There were no field opera- tions during the fiscal year. A final report of survey and estimate of improvement in accordance with river and harbor act of March 4, 1913, is now in preparation. Expenditures.-The sum of $367.84 was expended during the fiscal year for inspection, supervision, and collection of commercial sta- tistics. To June 30, 1914, there had been expended on the existing project the sum of $234,912.31, of which $233,515.09 was for improvement and $14,397.22 for maintenance. There has been received from mis- cellaneous sources the sum of $7.20. The sum of $1,914.83 reverted to the Treasury on June 30, 1909. To June 30, 1914, there has been expended on all projects the sum of $264,832.70. The status of the work.-The existing project is completed and the present work consists entirely of maintenance. The usual variations of the water surface under present conditions is that due to tide, being from 1 to 3 feet in the lower bayou and a few inches in the upper part. The depths in the bayou are 4" feet over the bar, 5 feet and over for the first 57 miles above the mouth, and from 22 to 5 feet over the remainder. The question of the removal of the dam at the head of bayou, or authorization for its retention, as well as authority for any lock construction, is now pending. RIVER AND HARBOR IMPROVEMENTS. 778 Comparative statement of receipts and shipments for 10 years. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1904........................................................... 66,839 ......... ... 27,512 1905 ........... ................................ ............. 94,320 27, 481 .. 1906...................................... ................ 59,092 .......................... 35,228 1907............................. .......... .................... 46433..... ....... 12,679 1908................................................................................. 64,914 18,501 ............ 1909.................................................................................. 70,618 5,704 ........... 1910.................................... ..................... 80,935 10,317 ......... 1911.................... ...................................... 115,749 34,814 ......... 1912 .... . ........................................... 232,186 116,437........... 1913.............. ..................................... 295,159 62,973 ........... During the calendar year 1913 the amount of commerce on this stream was 295,159 tons, valued at approximately $4,094,935, and con- sisted principally of lumber, shingles and laths, logs, fuel oil, cane, and other miscellaneous products. The effect of the work of improvement on freight rates is not definitely known. Commerce on the bayou has an outlet to the Mississippi through two toll canals, viz, the Harvey Canal and the Company Canal. Estimate.-No estimate of funds for fiscal year 1916 is made, pend- ing the construction of the lock or removal of the dam at its head, or further legislation in the matter. July 1, 1913, balance unexpended-------------------------------- $3, 120. 31 Miscellaneous receipts deposited to the credit of the appropriation during the fiscal year_------------------------------------------- 7. 20 3. 127. 51 June 30, 1914, amount expended during fiscal year, for maintenance of improvement------------------------------------------------ 367. 84 July 1, 1914, balance unexpended---------------------------------_ 2, 759. 67 July 1, 1914, outstanding liabilities -------------------------------- 86. 00 July 1, 1914, balance available ----------------------------------- 2, 673. 67 (See Appendix S 14.) 15. Removing the water hyacinth from waters in Louisiana and Texas-Description.-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 water- ways. It is a floating plant and is propagated not only by seed but by the development 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 section under the existing project includes all the navigable waters in the States of Texas, Louisiana, and Mississippi. The larger part of the operations are on the streams in Louisiana. Projects.-The existing project for the destruction of these plants is based on a report submitted in 1898 (Annual Report of the Chief 774 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of Engineers for 1899, p. 1615), was adopted in 1899, and originally contemplated the construction and operation of boats equipped with suitable machinery for removing and crushing the plants and the use of log booms to prevent 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. The project as modified to date provides for the removal of water hyacinths from navigable waterways and for the prevention of their collection from their tributaries, by spraying, construction of booms, employment of boom tenders and patrols, and other desirable means. The river and harbor act of July 25, 1912, made the appropriation available to include the removing of water hyacinths from the navi- gable waters of the State of Mississippi. References to examination reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Subject. House or No. Congress. Session. Year. Page. Senate. Removing water hyacinth obstructions 1 2 House... 91 Fifty-fifth..... Third... 1897 25 Do...................... ... .. do 91...do........ .. do.... 1898 35 Do ................................ .. do 91 ..... do......... do..... 1899 1615 1 Basis of project adopted by Congress. 2Contains maps. Progress of work.-Under the existing project a boat with suitable machinery for removing and crushing the hyacinth, at a cost of $17,- 253.17, was secured and operated in 1900 and 1901 in Bayou Plaque- mine, 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. RIVER AND HARBOR IMlPROVEMVIENTS. 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. 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. Work done during the fiscal year, 1914.-Operations have con- sisted 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. Exten- sive repairs to the hull of the U. S. Str. Hyacinth were completed during the year. Expenditures.-The sum of $22,889.16 was expended during the fiscal year for maintenance. To June 30, 1914, there has been expended on the existing project, which is the only project, the sum of $195,508.11. There has been received from miscellaneous sources, sales, etc., the sum of $1,140.68. Status of the woork.-These various operations have resulted in removing the worst obstructions from year to year and keeping the most important waterways reasonably free from the hyacinths. No reasonable amount of money expended can hold the water hyacinth in check without the cooperation of local officials and pri- vate parties. Plan for such cooperation whereby the United States has performed the heavier work of removal, established booms and employed boom tenders, where necessary, and interested officials and parties have maintained patrols to keep the streams free, has been inaugurated. By this cooperation Bayous Black and Vermilion, two of the worst obstructed streams in the State, were kept almost entirely free of plants, resulting in great benefit to navigation. Similar cooperation is being inaugurated on Bayous Des Allemands and L'Eafl Bleu and similar beneficial results have been obtained. Estimate.-The funds estimated for expenditure during the fiscal year 1916, amounting to $20,000, will be expended for the removal of water hyacinths in accordance with the existing project and for the construction of several small spraying barges to be used in shoal water and in the more congested sections. 776 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended---___ $28, 995. 09 Miscellaneous receipts deposited to the credit of the aplopriation during the fiscal year--------- ----------------------------- 6. 64 29, 001. 73 June 30, 1914 amount expended during fiscal year for maintenance of improvement___ ---------------------------------------- 22, 889. 16 July 1, 1914, balance unexpended ---------------------------- 6, 112. 57 July 1, 1911, outstanding liabilities --------------------------. 1, 615. 65 July 1, 1914, balance available--------------------- ------- 4, 496. 92 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ---------------------------------- 12, 000.00 Amount available for fiscal year ending June 30, 1915------------- 16, 496. 92 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement------------------- 120,000.00 (See Appendix S 15.) 16. Bayou Terrebonne, La.-Description.-Bayou Terrebonne is a small stream in southern Louisiana flowing in a southerly direction from near Thibodeaux, La., 53 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. The section under improvement is from Houma to the 6-foot con- tour on the lower portion of the stream, a distance of 24 miles. The minimum usable depth from the mouth to the Gulf of Mexico is 4 feet. Prior condition.-Bayou Terrebonne prior to improvement had depths of 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 improve- ment, produce being brought to Houma by water for shipment by rail. Projects.-The original project, adopted in 1880, is based on a report submitted in that year, printed in House Executive Document No. 54, Forty-sixth Congress, second session (Annual 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. 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 chan- nel 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 the terms of the appropriating clause Congress provided that no portion of the appropriation shall be used for any purpose whatever until the land required for the improvement has been 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 777 deeded to the United States free of cost, and the river and harbor act approved July 25, 1912, amended this provision by providing that the right of way for the additional width required for excava- tion and for depositing dredged material shall be given by local interests free of cost to the United States. The act of March 4, 1913. changed the proviso so that the only existing requirement is that none of the appropriation shall be spent in procuring lands needed for additional width. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entire Bayou 12.......................... House 54 Forty-sixth... Second.. 1880 1179 (Ex.). Do............................................. 1880 143 Houma, La., to Thibodeaux, La.2......... ........................ .......... 1887 1396 Houma, La., to 3 miles above 2............... ...... ..... ... ............ . ...... . 1889 1508 Bayous Terrebonne and Black 2......... ........ ... 189 150 Houma, La., to Thibodeaux, La.2......... House 110 Fifty-first.... Second.. 1891 1843 (Ex.). Bayous Black and2 Terrebonne, with view ... do.... 158 Fifty-second.....do..... 1893 1845 of connecting. Entire Bayou 13 ....... House.. 1163 Sixtieth... do.... 1909 469 Report Board of Engrs. for R. and H...... House 15 Sixty-second....do............... (Com.). 1Basis of project adopted by Congress. 2No maps. aContains map. Progress of the work.-Under the original project work of dredg- ing was carried on from 1880 to 1887, and a channel 4 feet deep at low water secured for 23. 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. 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 emergency appropriation 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. In Bayou Terrebonne 4,550 feet of channel was dredged; in Bush Canal 5,222 feet; and in Bayou Little Caillou 4,400 feet. Bayou Terrebonne was also cleared of obstructions for a distance of 6,260 feet. The cost of this work was $8,422.73, the balance, $1,577.27, reverting to the Treasury. A survey of the section under improvement was made in 1912 for the purpose of obtaining permission from the riparian landowners to deposit the material upon their lands with a suction dredge. Work done during the fiscal year.-Permission to deposit the dredged material on the lands was obtained and the work of dredging was commenced at the St. Louis Cypress Co.'s bridge with U. S. dredge Delatour on December 1, 1913. The work was dis- 778 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. continued on May 2, as all available funds were exhausted. The channel was dredged for a distance of 6.6 miles to a width of 55 feet and a depth of 6 feet, and 194,910 cubic yards of material was removed at a cost between the dates mentioned of 102 cents per cubic yard. Expenditures.-There has been expended during the fiscal year the sum of $23,837.54, all of which was for improvement. This included $3,296.91 for preliminary survey, transfer of dredge Delatour to work, and purchase of certain additional equipment. To June 30, 1914, there has been expended on the existing project the sum of $24,337.54, all of which was for improvement. The total amount expended to June 30, 1914, on all projects was $71,401.37, not including $1,736.17 that reverted to the Treasury. Status of work.-The project is 30 per cent completed. The mini- mum depth has been increased from 3 feet to 6 feet over the section dredged. The variation of the water surface is 1 to 3 feet. The head of navigation is at Houma, La. Comparative statement of receipts and shipments for 3 years. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1911....... ...... .................................................. 189,788 ............ 1912 ...................... ..................................... 142,498 ............... 47,290 1913...... ................................................... 152,192 9,694. .. During the calendar year 1913 the commerce amounted to 152,192 tons, valued at approximately $4,245,188, consisting principally of furs, lumber, fuel oil, cane, sugar, oysterfs and shrimp, and miscella- neous other products. The effect the improvement may have on freight rates can not be determined until the project is nearer completion. There can be no doubt that the increased depth decreases the cost of water transporta- tion on the bayou. Estimate.--The estimate of funds for the fiscal year 1916, amount- ing to $25,000, is for continuation of work of improvement in accord- anee with the existing project. July 1, 1913, balance unexpended-------------------------------- $24, 500. 00 June 30, 1914, amount expended during fiscal year for works of improvement -----------------------------------_ 23, 837. 54 July 1, 1914, balance unexpended ------------------------- 662. 46 July 1, 1914, outstanding liabilities ----------------------------- 416. 02 July 1, 1914, balance available_------------------------ - 246. 44 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-... 25, 000. 00 Amount available for fiscal year ending June 30, 1915------------- 25, 246.44 RIVER AND HARBOR IMPROVEMENTS. 779 Amount (estimated) required to be appropriated for completion of existing project --------------------------------------- $25, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement----------------------- 125, 000. 00 (See Appendix S 16.) 17. Atchafalaya River, La., from Morgan City to the Gulf of Mexico-Description.- The Atchafalaya River is an outlet of the Mississippi as well as of the Red River. It begins at Old River on the northern boundary of Pointe Coupee Parish, and flows gen- erally south into Atchafalaya Bay, a distance of about 170 miles. An enlargement of this river system above Morgan City is known as Grand Lake and is about 40 miles long with an average width of 4 miles. The through available depth from Old River to Morgan City at low water is about 6 feet. The principal tributaries are the Grand River and its many connecting waters on the east and the Bayou des glaises and Courtableau upon the west. The Atchafalaya River for 172 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. The 20-foot contour of the river extends approximately 3 miles be- yond its mouth into the bay, and the distance from the 20 feet in the river to 20 feet in the Gulf is approximately 16 miles, which is the section under improvement. The minimum usable depth from the mouth of the river to the Gulf of Mexico is 20 feet. Prior condition.-Priorto the improvement a natural channel 20 feet deep extended into Atchafalaya Bay for a distance of 3 miles be- yond 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, had been dredged through the 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, had greatly deteriorated and was practically abandoned, the outlet being by way of the 14-foot channel. Projects.-The original, which is the existing project, was 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. The existing project has not been modified since its adoption. 1 Exclusive of amount available for fiscal year 1915. 780 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. ection covered. House or No. Congress. Session. Year. Page. Senate. . Atchafalaya Bay 1. ........................ 1871 554 Berwick Bay to mouth Ied ;;iver t....... Senate.. 172 Forty-seventh First.... 1882 1393 Between Berwick Bay and Gulf 1. ............................ 1884 1285 Atchafalaya above Berwick Bay 1........ ............... ......... 1885 1432 Atchafalaya from Berwick Bay, 20 feet 1... ............ ............ 1889 .............. 1510 Berwick Bay to Gulf ........... ...... House... 198 Fifty-first..... Second.. 1891 1847 Acquiring channel ........ ............ do..... 27 Fifty-fifth..... First.... 1897 1779 From mouth Atchafalaya to deep water ..do...e 410 Fifty-sixth-.......do1.... 1900 2282 in Gulf of Mexico.3 (Com.) 17 Sixty-first..... Second.. 1 Morgan City to Gulf. 2............. ........... House . . . . . .... . .669 . . . . . . . . . . . .. . .do....--.... . do..... .. .. . 1910 527 Morgan City toGulf ofMexico 3 . 1912 1989 1 No maps. 2 Basis ofproject adopted by Congress. 3 Contains maps. Progress of the work.-Contract for construction and maintenance of the 20-foot channel was entered into on August 27, 1910, with the Atchafalaya Bay Ship Channel Co., of Morgan City, La., the owners of the 14-foot channel, in accordance with the authority contained in the act adopting the project. Work of construction was completed and the three-year contract for maintenance began on October 14, 1911. The contractors have placed a dredge on the work of maintenance whenever the quarterly inspections showed less than 18 feet in the channel, as required by the terms of the contract. Work done during the year.-Operations during the fiscal year have consisted in the maintenance of the channel since its completion, in accordance with the original contract. Quarterly inspections of the completed channel were made and the contractor required to re- store the original depth wherever shoaling of 2 feet. or more had occurred. The contractors have had a dredge on the work continuously since October 30, 1913. Approximately 2,000,000 cubic yards of material has been removed from the channel. Expenditures.-The sum of $2,856.48 was expended during the fiscal year, which were expenditures for inspection and for a survey of the channel. Contract for maintenance provides for one payment at the end of the contract, which will be October 13, 1914. To June 30, 1914, there has been expended on the existing project, which is the only one, the sum of $508,506.02, of which $501,963.23 was for improvement and $6,542.79 was for maintenance. Present status of work.-The existing project is completed, present work being for maintenance. The maximum draft has been increased from 7 to 20 feet. The present depth is 19 feet. The contract for maintenance expires on October 13, 1914, at which time a through draft of 20 feet and width of 200 feet will be had. The length of improved sectfin is 15 miles. The head of navigation for this draft is Morgan City. The variation of water surface is usually 1 to 3 feet. RIVER AND HARBOR IMPROVEMENTS. 781 Comparative statement of receipts and shipments for three years. Change in tonnage from previous year. Calendar year Short tons. Increase. Decrease. 1911.......... ............................................................ 58,630 ................... 1912..................... .. 799,806 741,178 1913.............................................................. 695,490 ............ 104,316 During the calendar year 1913 the commerce carried amounted to 695,490 short tons, consisting principally of logs, lumber, ties, fuel oil, and miscellaneous products, valued at approximately $4,268,655. It is understood that the opening of this channel has resulted in substantial reductions in the freight rates between Morgan City and eastern ports on certain commodities, and that schooners have carried lumber at considerably less than the all-rail or combined rail-and- water rates. Estimate.-The estimate of funds for the fiscal year 1916, amount- ing to $25,000, is for the maintenance of the channel through Atcha- falaya Bay in accordance with the existing project. July 1., 1913, balance unexpended___ ------------ 34, 350. 46 June 30, 1914, amount expended during fiscal year for works of improvement --------------- _ - 2, 856. 48 July 1, 1914, balance unexpended ---------------------- 31, 493. 98 July 1, 1914, outstanding liabilities_---------____---------- ... 104. 17 July 1, 1914, balance available----------------------------------31, 389. 81 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914__ 10, 000. 00 Amount available for fiscal year ending June 30, 1915 ___--_____ 41, 389. 81 July 1, 1914, amount covered by uncompleted contracts ___ 30, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement____________________ 25, 000. 00 (See Appendix S 17.) 18. Lake Pontchartrainand Pass Manchac, La.--These streams prior to 1910 had been improved under separate appropriations, but were combined by the act of June 25, 1910. (a) Lake Pontchartrain,La.-Description.-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 shore. This body of water is an important link in a system of through transportation routes to and from the bayous tributary to it and to Lake Maurepas, which are engaged in commerce with New Orleans, Gulfport, Biloxi, Pasca- goula, Mobile, and other points. The minimum usable depth from the lake to the Gulf of Mexico is 4 feet. This shoal of 4 feet is over Middle Grounds in this lake. Prior condition.-Lake Pontchartrain prior to improvement was obstructed by an old United States breakwater near Milneburg on 1 Exclusive of amount available for fiscal year 1915. 782 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. its south shore and by partly submerged logs which were scattered over the lake and were dangerous to navigation. Projects.-The act of August 30, 1852, appropriated $25,000 for the construction of a harbor on Lake Pontchartrain, and under this project the breakwater mentioned above was constructed in 1852 and 1853. The existing project was adopted by the river and harbor act of June 25,.1910, is based on report submitted in House Document No. 881, Sixtieth Congress, first session, and contemplates the improve- ment of Lake Pontchartrain by the removal of the old United States breakwater and dangerous deadheads, as partly submerged logs are called, at an estimated cost of $12,000, with $500 annually for main- tenance. The existing project has not been modified since its adoption. References to examination or survey reports and maps or plans (including project ocuments). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. From West End to Milneburg 1........... S en ate 185 Forty-seventh. First.... 1882 1390 (Ex.). Middle Ground 1.. ........ ........ H ouse 111 Fifty-first..... Second.. 1891 1839 (Ex.). For harbor at New Orleans 1........... ... do .... 138 Fifty-second.. ... do.... 1893 1842 Entire lake 1... ............... . ...... do .... 557 Sixtieth....... First.... 1908 449 Entire lake 2............ . ... . .... o ........ 881o.. ...... ... do.... 1908 449 Lake with a view to removal of middle ... do .... 176 Sixty-third... ... do............... grounds 3. 2 1No maps. Basis of project adopted by Congress. 2 Contains maps. Progress of work.--Under the existing project the snag boat Pearl borrowed from the Mobile (Ala.) district, removed the breakwater from Lake Pontchartrain and the snags and logs from the lake and from the bars at the outlets during the fiscal years 1910 and 1911. Work done during the fiscal year 1914.-There have been no field operations during the year. Necessary inspections and superin- tendence were carried on. Expenditures.-The expenditures during the fiscal year amounted to $473.48, being the pro rata share of cost of repairs to the U. S. dredge and snag boat Delatour. To June 30, 1914, there has been expended on the existing project $2,924.27, of which $2,450.79 was for improvement and $473.48 for maintenance. On September 28, 1913, $500 was withdrawn and re- allotted for work at mouth of Bayou Lacombe, La. Status of the w'ork.-The project is considered completed, the present work being for maintenance. The improvement has re- sulted in the removal of numerous dangerous obstructions to naviga- tion. The lake has a central depth of 16 feet, decreasing regularly to about 6 feet near the shore. It is subject to tidal influence; the ordinary range of tide is about 10 inches, the extreme high water, due to unusual tide and winds, being about 3 feet above mean low water. RIVER AND HARBOR IMPROVEMENTS. 783 Comparative statement of commercial statistics. [Previous to the improvement no record was kept of the commercial statistics.] Tons. Increase. Decrease. 1912.... ............................................... 731,818 ............ 1913 ......... ..................................................... 663,158 68.660 The commerce carried during the fiscal year amounted to 663,158 tons, valued at approximately $6,159,200, and consisted principally of lumber, staves, shingles, laths, brick, sand, shells, and other mis- cellaneous products. It is not believed that the improvement has resulted in any material increase in commerce, but it has rendered existing commerce safer. No estimate of funds is made for the fiscal year 1916, as it is be- lieved the balance available is sufficient for any maintenance which may be necessary. July 1, 1913, balance unexpended------ -------------------- $3, 549. 21 June 30, 1914, amount expended during fiscal year: For maintenance of improvement------------------$473.48 Sept. 28, 1913, amount withdrawn and reallotted to Bayou Lacombe_----------------------------- 500. 00 973. 48 July 1, 1914, balance unexpended---------------------- ----- 2, 575. 73 (b) Pass Manchac, La.-Description.-PassManchac is a tidal pass or bayou connecting Lake Maurepas and Lake Pontchartrain. It has a length of about 7 miles and width of about 800 feet. The section under improvement is 7 miles in length. The minimum usable depth from the pass to the Gulf of Mexico is 4 feet. This shoal of 4 feet is over Middle Grounds in Lake Pontchartrain. Prior condition.-Prior to improvement the depth over the bar at low water was approximately 3 feet, which entirely masked the entrance into the pass, extending about 1 mile on either side. The pass was obstructed by sunken logs, etc., on the bars at its outlets, which prevented the full depth of water being utilized by boats navigating it. There were also a number of snags and logs scattered throughout the pass. All commerce originating or terminating on the Amite and Tick- faw Rivers passes through Pass Manchac into Lake Pontchartrain. During 1906, according to the records kept at the drawbridge of the Illinois Central Railroad, there were 1,160 steam vessels and 840 sailing craft passing through the draw, being an average of nearly six per day, and it is estimated that the valuation, in round numbers, thus carried is $1,700,000. Projects.-The original, which is also the existing, project was adopted by the river and harbor act of June 25, 1910, is based on report submitted in House Document No. 882, Sixtieth Congress, first sesion, and contemplates the removal of snags, logs, etc., from the bar at the outlet of Pass Manchac and throughout pass at a total estimated cost of $6,000, with $250 annually for maintenance. The existing project has not been modified since its adoption. 784 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Pass Manchac and Bavou Manchac from Senate 191 Forty-seventh. First.... 1882 1414 its mouth to Mississippi River.' Ex. Betw-een Take Maurepas and Lake Pont- House .. 882 ... do.... Sixtieth....... 1908 449 chartrain.1 2 1No maps. 2 Basis of project adopted by Congress. Progress of the 'ork.-Tnder the existing project the snag boat Pearl, borrowed from the Mobile (Ala.) district, removed snags and logs from the bar at the outlet and throughout the pass during the fiscal years 1910 and 1911. Work clone during the fiscal year 1914.-There were no field opera- tions during the year. The necessary inspections and supervision were carried out. There have been no expenditures during the fiscal year. The total amount expended to June 30, 1914, was $1,374.10, all of which was for improvement. Status of the work.-The project is considered completed, the pres- ent work being for maintenance. Some snags have accumulated at the mouth of this pass and the width has been reduced. The maximum draft which can be carried over the bars in front of Pass Manchac is about 7 feet. The variation of water surface, due to winds, is usually I to 2 feet. Comparative statement of commercial statistics. [Previous to the improvement no record was kept of the commercial statistics.] Tons. Increase. Decrease. 1912................................... ...................... 88,981... 1913 ........... ........ ........................................... 82,441 ......... ... 6,540 The commerce carried during the fiscal year was 82,441 tons, a total valuation of $2,128,648, consisting principally of lumber, staves, shin- gles, laths, and other miscellaneous products. It is not believed that the improvement has resulted in any mate- rial increase in commerce, but it has rendered existing commerce safer for vessels engaged in commerce on the Amite River, Bayou Manchac, Tickfaw and tributaries that must go through this pass to reach their natural market at New Orleans, La. Estimate.-The estimate of funds for the fiscal year 1916, will be used in removing snags, logs, etc., at the outlet of Pass Man- chac and throughout the pass. RIVER AND HARBOR IMPI)VEM~ENTS. 785 _ July 1, 1913, balance unexpended ----- .--.--.-------- $1, 625. 90 July 1, 1914, balance unexpended --- _-------------- -- 1, 625. 90 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-- )--------() (c) Bayou Lacombe--Description.-Bayou Lacombe is a tide- water stream flowing in a southerly direction through the parish of St. Tammany for a distance of about 30 miles and emptying into Lake Pontchartrain on its north shore about 12 miles west of the Rigolets. The head of navigation is about 10 miles above its mouth, at which point the bayou has a depth of 10 to 12 feet and a width of 80 feet. From the bar at the mouth to Lacombe, a distance of 7 miles above the mouth, there is a depth of 15 feet, the width varying from 100 to 180 feet. The section under improvement was across the bar in the Lake Pontchartrain, at the mouth of the bayou. This shoal exists over the " Middle Grounds " in Lake Pontchartrain. The minimum usable depth from the mouth to the Gulf of Mexico is 4 feet. Prior conditions.-Priorto the improvement there was 5 feet of water over the bar at the mouth of the bayou. Schooners carrying lumber from the mills above could cross the bar only at high tide and were often grounded for several days and in danger from the sudden storms on the Lake. Projects.-Under the act of July 25, 1912, which provides for re- moval of snags and temporary or readily removable obstructions from tributary of waterway under Federal improvement or in gen- eral use by navigation, to be paid for from the appropriation for ad- joining waterways, $500 was allotted September 23, 1913, for the removal of shoal obstructing navigation at the mouth of Bayou Lacombe. Work during the fiscal year 1914.-A channel was dredged through the bar in November, 1913, by the U. S. dredge Delatour, approxi- mate dimensions, 100 feet wide and 7 feet deep, involving the removal of 16,576 cubic yards of material. A survey in January, 1914, showed a shoal of 5.2 feet at low water, caused in part by the heavy storm of December 24, 1913. No further funds were available to complete the work. Expenditures.-The sum of $500 was expended during the fiscal year, which was the first expenditure for the improvement of Bayou Lacombe. Commerce.-There is no record of the commerce on the bayou prior to the year 1913. The commerce during the fiscal year amounted to 30,287 tons, valued at $360,660, and consisted principally of lumber, wood, char- coal, and general merchandise. It is not known what effect the improvement has had on freight rates, but deeper-draft vessels can cross the bar. The improvement is considered in the nature of an emergency. Estimate.-No estimate of funds is submitted for the fi'cql year 1916. 1 See consolidated statement, on p. 786. 60993o-ENG 1914-50 786 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Sept. 28, 1913, reallotted from allotment for Lake Pontchartrain -------- $500 June 30, 1914, amount expended during fiscal year, for works of im- provement 5--------------------- CON SOLIDATED. July 1, 1913, balance unexpended--------------------------- $5, 175. 11 June 30, 1914, amount expended during fiscal year: For works of improvement -------- $500. 00 For maintenance of improvement ------------------ 473. 48 973.48 July 1, 1914, balance unexpended--- -------------------------- 4, 201. 63 Amount that can be profitably expended in fiscal year ending June 80, 1916, for maintenance of improvement .. _____--- .. 12, 000. 00 (See Appendix S 18.) 19. Bayou Grossetete, La.-Description.-Bayou Grossetete is one of the most important waterways of the Atchafalaya River Basin, lying between that stream and the Mississippi River. Its headwaters are in Pointe Coupee Parish, about opposite the town of Melville, on the Atchafalaya, and it extends in a general south-southeast direction through that parish and Iberville Parish to Bayou Plaquemine, which it enters about 7 miles from the Mississippi, after a course of about 40 miles, without regard to minor sinuosities. The section included in the project extends from the mouth to a point 5 miles above Maringouin, a total distance of about 29 miles. The minimum usable low-water depth from the mouth to the ocean via either Atchafalaya River or Plaquemine Lock and Missis- sippi River is 6 feet. Prior condition.-Before improvement the bayou was navigable, in all except extremely low stages, from Bayou Plaquemine to Maringouin, a distance of about 24 miles. At very low water navi- gation was difficult on account of a couple of shoal spots and a num- ber of sunken logs. Although the depth above Maringouin was sufficient for naviga- tion, there had been no boats on this part of the river previous to the improvement, owing to the fact that a sawmill at this point used the bayou as a log boom and practically closed the waterway to the passage of boats. The depth of the channel varied from 2 feet at extreme low stage in the bayou to a depth of approximately 5 feet to the extent of the improvement, 5 miles above Maringouin. Width varies from 80 to 100 feet at upper portion to 300 to 500 feet at junc- tion with Plaquemine Bayou. Projects.--The original, which is also the existing project, was adopted by the river and harbor act approved July 25, 1912, based upon report submitted in House Document No. 348, Sixty-second Congress, second session, and provides for improving the stream from its mouth to a point about 5 miles above the town of Mar- ingouin, for removing snags and trees, and by dredging a channel 60 feet wide and 5 feet deep at low water (about 5/10 above mean low Gulf), at an estimated cost for improvement of $18,000 anid $500 per annum for maintenance. The project has not been modified since its adoption. 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 787 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Preliminary examination of stream 1......House... 280 Fifty-fourth... Second.. 1897 1781 Do 1.............. ..... ............ do.... 245 Fifty-eighth.. i..do.. . 1904 1924 Preliminary examination from 1 its source to Bayou Plaquemine, La. 2.............. do.... 348 Sixty-second.. ...do.... 1912 687 INo maps. 2Basis of project adopted by Congress. Progress of work.-Under existing project work with hired plant was commenced March 7, 1913, and at the close of the fiscal year 1913, 5,440 obstructive overhanging trees, 215 sinkers, 8 stumps, 23 timbers, 68 piling, and 1 old barge had been removed, clearing the bayou from its mouth to within 5 miles of the extent of the improvement. Work done during the fiscal year 1914.-In July, 1913, 34 over- hanging trees and 209 sinkers were removed, which completed the snagging by hired labor. The U. S. dredge Grossetete began dredging at ninth mile above mouth of bayou on December 2, 1913, and continued operations until April 6, 1914, when work was suspended at 10.3 mile, pending additional funds, during which time 6,564 linear feet of channel was completed, consisting of removal of 40,677 cubic yards of material, 994 snags, 98 stumps, 94 trees, 20 sinkers, 19 logs, and 1 old barge. Under informal agreement there were also removed to June 30, 1914, 826 sinkers and logs and 141,260 feet b. m. logs. The dredging was found very difficult on account of stumps, logs, and trees so near the bank that boom could not be swung without first clearing the banks. Expenditures.-Duringthe fiscal year 1914 there was expended on the existing project for improvement the sum of $10,789.94. To June 30, 1914, there has been expended on the existing present project for improvement, surveys, supervision, contingencies, etc., the sum of $17,874.05. There has been received from miscellaneous sources, etc., the sum of $103.26. Present status of work.--The stream has been cleared of overhang- ing trees, etc., the entire length of about 29 miles. The dredging has been completed from mile 9 to mile 10.3. Dredging is still required in upper portion of stream, near Slack's mill, for a distance of about 21 miles. The estimated amount is 109,800 cubic yards. To June 30, 1914., the project is about 60 per cent completed. In times of flood the water surface goes to 8 feet above mean low gulf. The head of navigation for steamers at low-water stage is 11 miles, while smaller boats can navigate to about 5 miles above Maringouin. Available depth from mouth to 10.3 miles is-5 feet; from 10.3 miles to limit of improvement is 2.5 to 5 feet. 788 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Comparative statement of receipts an shipments. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1912 .. .................................................. 48, 630 ... ............... 1913... ................................................ 195,418 146,788........... The total tonnage during the calendar year 1913 amounted to 195,418 short tons, a total valuation of $897,820, and consisted principally of logs, lumber, shingles, cordwood, and moss and miscellaneous sup- plies. This work is not yet near enough to completion to permit through navigation, and the benefits to accrue consequently can not yet be determined. Estimates.-The estimate of funds for the fiscal year 1.916 is for completion of the improvement in accordance with the existing project, by dredging where necessary and removing obstructions from the stream and for maintenance and in supervision, contingencies. etc. July 1, 1913, balance unexpended-------------------------------_ $10, 915. 89 Miscellaneous receipts deposited to the credit of the appropriation during the fiscal year 1914 ---------------------------------- 103. 26 11, 019. 15 June 30, 1914, amount expended during fiscal year for works of im- provement------ --------------------------------- 110, 789. 94 July 1, 1914, balance unexpended ------------------------------- . 229. 21 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------------- 9, 000. 00 Amount available for fiscal year ending June 30, 1915-------------- 9, 229. 21 Amount (estimated) required to be appropriated for completion of existing project2 ---------------------------------------- 3, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance_ _--- 23. 000. 00 (See Appendix S 19.) 20. Bayou Queue de Tortue, La.-Description.-Bayou Queue de Tortue is a tributary of the Mermentau River and flows into that stream about 5 miles above the head of Lake Arthur. It rises in the western part of the parish of Lafayette and flows in a southwesterly and westerly direction between the parishes of Acadia and Ver- milion. The stream is about 60 miles long, but the length of the portion under improvement, viz, from the mouth to the Southern Pacific Railroad bridge, is 14 miles. The minimum usable low-water depth from the mouth of the bayou to the ocean is over the bar at Gulf and in Lower Mud Lake, where 3 or 4 feet exist. SAmount expended is divided as follows: As per vouchers-------------------------------- $8, 789. 94 Treasury settlement ------------------------------ -------- 2, 000. 00 10, 789. 94 1 Exclusive of amount available for fiscal year 1915. RIVER ANTD HAIRBOR IMPROVEMENTS. 789 The stream at low water is very sluggish, with no perceptible cur- rent, and during the rice irrigation season, when the pumping plants are in operation, there is a current upstream from the Mermentau. There are a number of pumping plants along the stream, the largest of which has a capacity of 210,000 gallons per minute. Oil as fuel is generally used, and this is brought in tows of barges down the Mermentau River from the Louisiana oil fields and up the bayou to the pumping plants. Priorconditions.-Beforeimprovement the low-water channel from its junction with the Mermentau River to a point where the Southern Pacific Railroad bridges cross the bayou, 19.5 miles above its mouth, measured around bends, had generally a depth of 10 feet and over, except at a few localities, where 6 to 10 feet existed. In some places the channel was not more than 50 feet wide and in others 100 feet or more. For 11 miles above its mouth the stream was but slightly ob- structed. Above this point, however, snags, logs, fallen and over- banging trees, together with numerous sharp bends, interfered greatly with navigation. A tow of five barges could be delivered about 13 miles above the mouth of the bayou, and this was practically the head of navigation. These barges draw from 3 to 4 feet loaded. Projects.-The original, which is also the existing project, adopted by the river and harbor act approved July 25, 1912, is to clear the stream of obstructions from its mouth to the Southern Pacific Rail- road bridge and to dredge 10 cut-offs, aggregating 1,765 feet in length, reducing the distance from the mouth to the bridge to about 14 miles. The estimated cost was $25,000, and $1,000 per annum for mainte- nance, all in accordance with report submitted in House Document No. 609, Sixty-first Congress, second session, containing map, and subject to the conditions set forth in said document, i. e., that the necessary right of way for the cut-offs is furnished free of cost to the United States. No modification of project has been made. Progress of woork.-The stream has been surveyed from its mouth to a point 23.9 miles above, the distance being measured along the bayou. The survey was stopped there, as the stream above that point was found to consist of short open stretches of water and straight sections of swamp thickly covered by timber, and any im- provement of this portion would involve an outlay entirely out of proportion to the benefits to be derived. Work done during fiscal year 1914.-Work was commenced at mouth of bayou on September 22, 1913, by hired plant of J. M. Dyer; was discontinued on December 10, 1913, on account of high water, and resumed on April 17, 1914, and completed to mile 14, Southern Pacific bridge at Riceville, La., head of navigation. Cut-offs 9 and 10 were also cleared to, a width of 40 feet on each side of proposed dredging. The work consisted in removing 3,139 overhanging trees and 2,026 snags, at a cost of $5,629.36. Work has been in progress securing rights of way for the 10 cut-offs. Some clearing has been done, as above stated, but no dredging will be done until titles are properly approved. The work will be done by hired labor with Gov- ernment plant. Expenditures.-Duringthe fiscal year 1914 there was expended on the existing project for improvement the sum of $7,611.52, of which $5,000 was pro rata share for construction of dredge Grossetete. 790 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. To June 30, 1914, there has been expended on the existing project for improvement, surveys, supervision, contingencies, etc., the sum of $9,387.59. Present status of work.--The project to June 30, 1914, is about 36 per cent completed, with practically all the snagging done, and the remaining work, after the remaining eight cut-offs have been cleared, is the dredging of the channel through the cut-offs and in stream irom mouth to 10 miles, with bulk from 10 to 14 miles. There are 10 cut-offs to be dredged. The minimum depths over improved por- tions is 6 to 10 feet mean low gulf level. The improvement so far has made a better channel for boats to reach the pumping plants along the stream. There is about 62,000° cubic yards of material to be dredged. Range of high and low water is 6 feet, du to rain; 1 to 3 feet, due to tide and wind. Comparative statement of receipts and shipments. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1912........ ....................... ......... ............ 6,739 ................... 1913............................. ................... 7,382 643......... The total tonnage during the calendar year 1913 amounts to 7,382 short tons, a total valuation of $63,125, and consists principally of fuel oil, rice, logs, shingles, lumber, wood, and miscellaneous supplies. This work is not yet near enough to completion to permit through navigation and the benefits to accrue consequently can not yet be determined. Estimate. No estimate for funds is made for the fiscal year 1916, as it is believed the amount on hand is sufficient to complete the work in accordance with the approved project. July 1, 1913, balance unexpended-------------------------------$24. 223. 93 June 30, 1914, amount expended during fiscal year, for works of in- provement----------------- -------------------------------- 7, 611. 52 July 1, 1914, balance unexpended----------------- 16, 612. 41 July 1, 1914, outstanding liabilities-------------------------------2, 007. 25 July 1, 1914, balance available--------------------------------- 14, 605. 16 (See Appendix S 20.) 21. Bayou Blacie-Description.-BayouBlack is a tidal stream in the Atchafalaya Basin near the Gulf of Mexico. Its head is near Schriever, La., and flows in a generally southerly direction to the town of Houma, La., a distance of 13 miles, where it turns and flows in a generally westerly direction to join Bayou Chene near Morgan City, a distance of about 30 miles. The point between Bayou Chene and Bayou Boeuf is sometimes called Bayou Chene, and between Bayou Boeuf and Morgan City 1 Amount expended is divided as follows: $4, 568. 67 As per vouchers --------------------------------------------------- Treasury settlement...... --------------------------------------- 3, 042. 85 RIVER AND HARBOR' IMPROVEMENTS. 791. it is frequently called Bayou Boeuf, but the three sections form a single continuous route. The section under improvement is from Bayou Chene to Houma, a distance of 30 miles. The minimum usable depth from the mouth to the Gulf of Mexico is 20 feet. Prior condition.-Prior to improvement the depths varied at Houma, La., from 32 to 4 feet at low water (mean low Gulf). gradu- ally increasing to 15 and 20 feet near Bayou Chene, and width to 125 and 150 feet, and from this point to Morgan City probably ex- ceeded 20 feet in depth and from 300 to 600 feet in width. The channel was obstructed by snags and fallen and overhanging trees. Schooners drawing 18 feet, loaded with lumber at the mills, have proceeded along this section of the bayou and through the Atcha- falaya Channel. Projects.-The original project for this stream was adopted in 1881, and consisted in dredging a channel 50 feet by 6 feet in depth from Tigerville (Gibson) to Houma, La., a distance of about 23 miles. The estimate for completing this improvement was $47,520. The sum of $25,000 was appropriated. The sum of $2,330 for hire of dredge boat belonging to this and Bayou Terrebonne improvement for work during the fiscal year 1885 on Red River improvement was received and applied to the Bayou Black appropriation, making total amount received $27,330. The full amount was expended. Reference to examination reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. HSenate No. Congress. Session. Year. Page. Entire stream 1............................ Sena te 57 Forty-sixth... Third.. 1881 1289 (Ex.). To connect with Bayou Terrebonne 1..... ouse 113 Fifty-first .....Second.. 1891 1846 (Ex.). Do.1...........................do..... 158 Fifty-second.. ...do..... 1893 1845 1No maps. Due to the fact that the improvement at best being considered a local one, and only benefiting the people living on and near the bayou, the work was abandoned. No additional funds were appro- priated after that made in 1884. Dredging was discontinued at a point 14 miles below Houma. Under date of February 21, 1913, the Secretary of War allotted $1,000 from the appropriation "Emergencies in river and harbor works," provided by the act of March 3, 1905, to be applied to the restoration of the channel in Bayou Black. In accordance with the allotment and authority of February 21, 1913, the existing project is considered as providing for the remov- ing of snags and overhanging trees from the channel of Bayou Black, extending from Terrebonne to Bayou Chene, a distance of about 30 miles. 792 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMIY. Work done during the fiscal year 1914.-The work of removal of snags and overhanging trees was commenced with a hired plant on July 12, 1913, and discontinued on August 7, as all available funds were exhausted. There were removed from the channel over a dis- tance of 191 miles, 465 overhanging trees and 193 sunken logs, piles, and other obstructions. The wreck of an old abandoned steamboat was broken up and removed from the channel. Expenditures.-The sum of $971.06 was expended during the year for the restoration of the channel. To June 30, 1914, there had been expended the entire allotment of $1,000 made February 21, 1913. To June 30, 1914, the amount expended on all projects for im- provement was $28,330. Status of the work.-The stream was cleared of all dangerous snags and overhanging trees. The stream has a depth of 3 to 4 feet from Houma to a point 14 miles below and a depth of 4 to 5 feet from this point to Gibson, and of 5 feet and over from Gibson to Bayou Chene. The oscillation of the water surface is ordinarily 1 to 3 feet. Commerce.-Previous to the work under the present allotment no record was kept of the amount of commerce on this bayou. The total tonnage during the calendar year 1913 amounts to 46,660 short tons, a total valuation of $1,359,276, and consisted principally of logs, cane, sugar, and miscellaneous products. As the traffic on the bayou is mostly local and no regular boat lines, and as there are no railroads adjacent to the navigable por- tions, there is no comparative effect on freight rates. Estimate.-No estimate of funds is made for the fiscal year 1916 as the work was considered of an emergency nature. July 1, 1913, balance unexpended---------------------------------___ $971. 06 June 30, 1914, amount expended during fiscal year, for maintenance of improvement------------------------------------------------ 971. 06 (See Appendix S 21.) 22. Removing sunken vessels or craft obstructing or endangering navigation.-Wreck of schooner Becenter C. This wreck was re- ported in February, 1913, as lying at mouth of Bayou Lacombe, and formally abandoned by owner May 10, 1913. The wreck was re- moved between November 1 and 10, 1913, by the U. S. dredge Delatour. (See Appendix S 22.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH PROVISIONS OF RIVER AND HARBOR ACTS APPROVED JUNE 25, 1910, FEBRUARY 271 1911, AND JULY 25, 1912. Reports on preliminary examinations and surveys required by the river and harbor acts approved June 25, 1910, February 27, 1911, and July 25, 1912, 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 Lake Pontchartrain, La., with a view to removal of the Middle Ground between the Rigo- RIVER AND HARBOR IMPROVEMENTS. 793 lets and north draw of New Orleans & Northeastern Railroad bridge.-Reports dated October 25, 1912, and May 24, 1913, with map, are printed in House Document No. 176, Sixty-third Congress, first session. A plan of improvement at an estimated cost of $32,000, with $3,200 annually for maintenance, is presented. 0. Preliminary examination of Bayou Chastaing, La.-Report dated December 21, 1911, is printed in House Document No. 251, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 3. Preliminary examination of Amite River from the mouth of Bayou Manchac to a point west of the town of Liberty, in Amite County, Miss.-Report dated December 27, 1910, is printed in House Document No. 257, Sixty-third Congress, first session. The improve- ment of this locality by the United States in the manner proposed is not deemed advisable at the present time. 4. Preliminary examination and survey of mouth of Bayou St. John, Orleans Parish, La.-Reports dated November 6, 1912, and January 30, 1914, with map, are printed in House Document No. 963, Sixty-third Congress, second session. The improvement of this lo- cality by the United States in the manner proposed is not deemed advisable at the present time. 5. Preliminary examination and survey of Lake Pontchartrain, La., with a view to the removal of the Middle Ground between the Rigolets and the north draw of the New Orleans & Northeastern Railroad bridge.--Reports dated October 25, 1912, and May 24, 1913, with map, are printed in House Document No. 176, Sixty-third Con- gress, first session. A plan of improvement at an estimated cost of $32,000 for first construction, with $3,200 annually for maintenance, is presented. The local officer was also charged with the duty of making a pre- liminary examination and survey, provided for in the river and har- bor act of March 4, 1913, of Bayou Lafourche, La., and reports thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE GALVESTON, TEX., DISTRICT. This district was in charge of Lieut. Col. C. S. Riche, Corps of Engineers, during the year. Division engineer, Col. Lansing H. Beach, Corps of Engineers. 1. Galveston Harbor, Tex.-Galveston Harbor originally embraced an anchorage area of over 1,960 acres, of which 1,500 acres had a depth of more than 20 feet, 1,300 acres had a depth of more than 24 feet, and 460 acres had a depth of more than 30 feet. The entrance was obstructed by two bars, known as the inner and outer. The natural depth on the inner bar was about 9 feet and on the outer bar about 12 feet. These shallow depths prevented all but the lightest draft vessels from using the harbor and necessitated the lighterage of cargoes to the larger vessels anchored in the deep water beyond the outer bar. The area of the harbor is now about 258,496 acres, ranging in depth from 24 to 50 feet, of which 79,168 acres is properly the channel from ocean bar to anchorage. Of the 179,300 acres of anchorage about 119,400 acres are over 30 feet in depth. 794 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. From Galveston Harbor to Southwest Pass, mouth of Mississippi River, is a distance of about 410 miles east; to Aransas Pass, Tex., 188 miles west; to the mouth of the Brazos River, Tex., 50 miles west. The main tide fluctuations on the outer bar are 2 feet and on the inner bar 1.64 feet. 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 of the Chief of Engineers for 1901, p. 2018.) Appropriations under this estimate commenced 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. This dredge, the Galveston, began work November 24, 1908. Additional appropriations, amounting to $805,000, have also been made for maintenance by dredging and repairs to jetties. Of this amount, $150,000 has been transferred to the work of improving Galveston Channel. For more extended information, see House Document No. 840,. Fifty-ninth Congress, second session, and Rivers and Harbors Com- mittee Document No. 11, Fifty-ninth Congress, second session. There has been no modification of the project since the last report. An examination of Galveston Harbor and adjacent channels was made by a special board of engineers, and report made and printed as House Document No. 1390, Sixty-second Congress, third session. From June 13, 1902, to June 30, 1914, $2,774,318.96 has been ex- pended in accordance with modified project, of which $769,383.30 was for maintenance of improvement. The portion derived from miscel- laneous sources, such as sales, etc., is $40,786.32. Total amount expended on all projects to the end of fiscal year ending June 30, 1914, $11,294,003.38. RIVER AND HARBOR IMPROVEMENTS. 795 Ieference to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Inner bar................................ ......... ................... . ............... 188 497-517 Entire harbor................ ......... House.. 136 Forty-third... First........ Board of Engineers 1....... ......... .......... ..... ... 1880 1221 Entrance to Galveston Harbor 12 .-....... House... 85 Forty-ninth... First.... 1886 1291 Effect of storm of Sept 8, 1900, on jetties ... do..... 134 Fifty-sixth.... Second.. a 1901 2018 and harbor.' 2 Inner harbor 1............................. ... do..... 264 ..... do.... ....... do......... .. Do ................................ ... ... do.. 91 Fifty-seventh . First.... a 1902 1392 Entire harbor for uniform depth of 30 feet ' 2 ... do..... 340 Fifty-ninth.... Second...... ........ Galveston Harbor as a whole ' 2..............do..... 328 Sixty-first..... ... do.... .... ...... Galveston Harbor to depth of 35 feet and ... do..... 1390 Sixty-second.. Third... extension of sea wall.' 1 Contains maps. * No maps. 'Basis of project adopted by Congress. Repairs to the south jetty, by contract, were begun December 8, 1913, between stations 304 and 343, and were 50 per cent completed at end of fiscal year, a total of $60,324.04 being expended on this work. The U. S. dredge Galveston resumed work August 7, 1913, and to end of fiscal year had removed 1,494,793 cubic yards of material, im- proving the new channel midway between the jetties. This work cost $155,151.70. The project of 30 feet has been attained. This channel is 1,200 feet wide at its narrowest point. The approved project is, therefore, completed. The maximum draft that could be carried June 30, 1914, at mean low water over the shoalest part of the locality under im- provement was 304 feet over the outer bar, and the former inner bar, which has disappeared, the Galveston Channel extending across it. The length of this improved channel from the Gulf to the outer end of Galveston Channel is 6 miles. The depth has increased from 12 feet with a tortuous channel in 1888 to a channel about 1,000 feet wide, fairly straight, midway between the two jetties, with depth ranging from 30 to 33 feet. About two years ago the Mallory Steamship Co. ceased using the services of the bar pilots, shipmasters doing the work. From the outer bar to anchorage is a distance of about 4 miles. Length of anchorage about 1 mile to the beginning of Galveston Channel. It is difficult to state what the effect of the project has been on freight rates. The rates had decreased for about 10 years and then slightly increased during, the year 1912. However, the improvement of other ports-Texas City, Port Bolivar, Port Aransas, and Free- port-with additional and cheaper wharfage facilities, has further decreased the rates during the past fiscal year. Cotton, the chief article of export, of which 3,156,495 bales were exported in the past year, now has a rate to Liverpool of 30 cents, Havre 32 cents, and Bremen 25 cents per 100 pounds. During the last cotton season, 1913-14, the highest rate quoted was 55 cents per 100 pounds to 796 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Bremen and Havre, about 10 cents lower than that of the previous season. The deep water to the wharves and consequent elimination of light- erage 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, attention is invited to the remarks under that head on the " Improvement of the Texas City Channel" (p. 801). 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 7,017,873 short tons, valued at $587,041,442. For de- tails 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 estimated for expenditure in fiscal year ending June 30, 1916, for the completion of repairs to south jetty by contract, and maintenance of channel by dredging in operating dredge Galveston. July 1, 1913, balance unexpended_.. _________________________ $334, 912. 99 Proceeds of sales__---- ...... ---- ______ 18. 40 Rental of dredge Galveston___ 4, 326.68 339, 258. 07 June 30, 1914, amount expended during fiscal year for maintenance of improvement __.. ________________ _- - --- 209, 475. 13 July 1, 1914, balance unexpended__ _ 1___________________ 129, 782. 94 July 1, 1914, outstanding liabilities_____________________________ 11, 505. 75 July 1, 1914, balance available_____________________________ __ 118, 277. 19 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914__________-_______________ ___ 25, 000. 00 Amount available for fiscal year ending June 30, 1915__-_________ 143, 277. 19 July 1, 1914, amount covered by uncompleted contracts---- 61, 082. 81 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_____..._____-_ 1200, 000. 00 (See Appendix T 1.) 2. Galveston Channel, Tex.-This is the channel passing along the wharf front of the city and connecting the same with the jettied entrance channel. Galveston Channel inside the inner bar had originally a depth varying 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 chan- nel 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. The tidal range is about 1 foot. Its distance by water to Southwest Pass, mouth of Mississippi River, is 418 miles east; Aransas Pass, Tex., is 188 miles west. 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 197 Appropriations by the United States Government for the channel began in 1902, when $100,000 was appropriated for improving the channel in accordance with the report submitted in House Document No. 264, Fifty-sixth Congress, second session. The act of March 3, 1905, authorized the construction of a dredge, Col. A. M. Miller, at a cost not to exceed $125,000. The act of March 2, 1907, modified the project by providing for the extension of the channel from Fifty-first 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, at such time as the interests of navigation and commerce demand, 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. A pile and brush fence has been built along the north side of chan- nel between end of old pile dike and the new United States quaran- tine station, a distance of 4,380 feet, to retain the spoil excavated from the channel in widening it on the north side between Tenth Street and Fort Point. The amount expended on the work of existing projects up to the close of the fiscal year ending June 30, 1914, is $1,563,249.73, of which $351,400.34 was applied to maintenance of improvements and $1,976.07 was derived from miscellaneous sources, such as sales, etc. During the fiscal year the Government dredge Col. A. M. Miller worked part of the time in deepening and widening the channel on west side of Station O (end of pile dike) to the new United States quarantine station, removing a total of 1,165,959 cubic yards of ma- terial, which was deposited behind the pile and brush fence. Under emergency contract a total of 44,377 cubic yards was re- moved from the channel 75 to 200 feet from face of wharves, Twen- ty-second to Fortieth Streets, in restoring to 30-foot depth. The Government seagoing dredge Galveston worked on the outer bar during the fiscal year. There has been a general shoaling by the natural deposit of very soft material throughout the dredged channel during the year, except where dredging had been done at eastern end. The 30-foot channel had the following widths: From Outer Red Beacon (near new United States quarantine station) to end of pile dike, a distance of about 6,350 feet, it is about 600 feet wide; thence to Twenty-second Street, about 300 feet wide; thence to Thirty-fifth Street, a very narrow chan- nel, about 100 feet wide, which then opens to width of about 600 to 800 feet to upper end of the Southern Pacific Docks. The total length of the channel is 5 miles. The variation of water surface is about 1 foot. The maximum draft that can be carried at mean low water June 30, 1914, from deep water in the Gulf is 30 feet, as far as Forty-sixth Street. 798 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. From Bolivar Roads to Fifty-first Street12. House... 264 Fifty sixth.... Second.. 1901 1967 Inner harbor of Galveston, Tex.'1...........do..... 91 Fifty-seventh. First .. 1902 1395 Extension from Fifty-first to Fifty-sixth ... do..... 768 Fiftlly-ninth.... Second.. ......... Streets.' 2 Extension from Fifty-sixth to Fifty- ... do..... 328 Sixty-first.... ... do..... .. seventh Streets, and widening.1 Galveston IHarbor and adjacent waters' .. ... do..... 1390 Sixty-second.. Third... 1 Contain maps. 2 Basis of project adopted by Congress. The commercial statistics for the port are as follows: Calendar year. Domestic Foreign Coastwise. Total value. exports. imports. 1913.......................................... 1912...... .................................. $281,457, 858 285,864,831 $7,820, 638 8229, 898. 901 5,937,307 ........... $519, ......... 177,397 1911....................................... 215,178, 301 10, 280, 249 146, 297, 74 371, 756,124 1910......................................... 206,678,617 4,741,396 166,720,049 378,140,062 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, 7(8,556 447,668,044 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 $251,440,627 in the calendar year ending December 31, 1913. 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.] Porte. 1908-9 1909-10 1910-11 191.1-12 1.912-13 New York...................... 607, 239, 481 $651, 986, 356 $772,552, 449 $817, 945, 803 $917,935,988 Galveston ................... 189, 464, 335 173,178, 992 220, 504, 917 285, 864, 831 281, 457,858 New Orleans.................. 144, 981, 625 140, 376, 560 172, 835, 293 149. 160,910 19, 980, 277 Philadelphia................. 84, 286, 440 73,266,343 69,956,380 69,069, , 730 76, 315,344 Boston. ..................... 76, 157, 558 70, 516, 789 71, 534, 082 69, 692 171 69, 552, 657 Baltimore ..................... 77, 550, 658 77, 381, 507 85, 120, 843 92, 210, 877 116, 474, 439 Savannah, Ga.................... 50, 900, 156 63, 428, 155 72, 076, 045 104, 286, 925 58, 235, 404 The amount required for expenditure in fiscal year ending June 30, 1916, will be au)dlied to maintenance and the further widening of the channel. Expended during year _ _ $103, 726.49 Reimbursable -------------------- 1, 941.30 Net expenditures-- ----- --- .--- ---- 101 785. 19 S RIVER AND HARBOR IMPROVEMENTS. 799 July 1, 1913, balance unexpended-----------------------------$260, 511.53 June 30, 1914, amount expended during fiscal year: For works of improvement--------------------- $97, 117. 07 For maintenance of improvement -------------- 4, 668. 12 101, 785. 19 July 1, 1914, balance unexpended .. - ------------ 158, 726 34 July 1, 1914, outstanding liabilities------------------------ 1, 614. 10 July 1, 1914, balance available-- -- 157, 112. 24 Amount (estimated) required to be appropriated for completion of existing project_------------------------ 1294, 794. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-------------------- 1100, 000. 00 (See Appendix T 2.) 3. Channel from Galveston Harbor to Texas City, Tex.-Texas City, Tex., is on the mainland of Texas, about 8 miles northwest of the city of Galveston. The natural depth over the line of this chan- nel before improvement was from 4 to 8 feet. The present general dimensions of the channel are: 34,687 feet long, 200 feet wide by 27 feet deep for the first 5,187 feet out from the wharf, 100 feet wide by 27 feet deep for the next 17,500 linear feet, and 100 feet wide by 25 feet deep for the outer 12,000 linear feet. During 1895 and 1896 a channel 16 feet deep was dredged by the Texas City Terminal Co. 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 Co. paying the expenses of superintendence, inspection, 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,.687 feet. In addition to the amounts mentioned above, the Texas City Co., according to figures furnished by them, expended $148,906.98 in com- pleting 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 maintain- ing channel. This channel had been redredged three times, 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, with maps, which contem- plates extending the channel so as to connect it with the new slip ex- cavated by the Texas City Terminal Co. 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. 1 Exclusive of the balance unexpended July 1, 1914. 800 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The river and harbor act of February 27, 1911, made an appropria- tion of $50,000 and the act of July 25, 1912, $100,000 for continuing the improvement and for maintenance by dredging within the limits recommended in the above-mentioned document. For modification of the stone dike, recommended in the above re- port to be placed on the north side of the channel, see House Rivers and Harbors Committee Document No. 1, Sixty-second Congress, first session. The river and harbor act of March 4, 1913, enlarged the project in accordance with plan printed in House Document No. 1390, Sixty- second Congress, third session, which contemplates widening the channel to 300 feet, with a depth of 30 feet, and the construction of a dike along the northerly side, at an estimated cost of $1,400,000. This project was adopted subject to the conditions- That a gap of 100 feet in width shall be left between the western end of this .dike and the Texas City Harbor lines to permit the passage of small boats, and that the work proposed shall be contingent upon the setting aside by the town of Texas City of a suitable right of way for a railroad or railroads through the said city within its limits, said right of way to be available to any railroad or railroads that may at any time be authorized by the United States to occupy or operate over said dike. The estimated annual cost of maintenance is $50,000. The act made an appropriation of $500.000, and authorized continuing con- tracts in the additional sum of $900,000, all of which has been appro- priated. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Galveston Channelto Texas City, Tex. Do. 2..................... 12.. ....... House... ... do.... 328 402 Sixty-first..... Sixtieth...... First............... Second............. Texas City Channel (dike)3 ................ ou se 1 Sixty-second.. First............... I(Com.). Galveston Harbor and adjacent water- ouse... 1390 ..... do........ Third...... ....... ways.'2 1Contains maps. 2Basis of project adopted by Congress. 'No maps. During the present year the channel was redredged by the U. S. dredge Col. A. M. Miller between station 5 plus 8 and 18 plus 1 and between station 25 plus 070 and 34 plus 500 to depth of 25 and 27 feet, removing a total of 463,734 cubic yards for maintenance of channel. Under contract the channel widened to 200 feet and deepened to 30 feet between stations 0-687 and 5 plus 0, a distance of 5,687 feet at inner end of channel. Construction work, under contract, had begun on the pile dike on north side of channel and 1,060 feet of wing at outer end, and 142 feet of wing at inner end had been partly completed. Work had also been started on dredging of channel to depth of 30 feet and width of 300 feet under contract with the Bowers Southern RIVER AND HARBOR IMPROVEMENTS. 801 Dredging Co., completing 1,187 feet, and partly completing 1,500 feet near inner end. Total expended during the fiscal year ending June 30, 1914, $153,043.98. The amount expended on the existing project up to June 30, 1914, is $708,388.30, of which $263,283.21 is for maintenance, and $6.55 was derived from miscellaneous sources, such as sales, etc. 11914, The proportion of the 30-foot project accomplished to June 30, is 11 per cent. The old project of 25 feet has been attained several times, but shoaling soon lessens the depth. The construction of dike will materially lessen the amount of shoaling. The maxi- mum draft that can be carried over the shoalest portion is 21.1, but owing to the softness of the silt, vessels with greater draft can pass through the channel. The usual variation of water surface is 14 feet. The tonnage for the port of Texas City, Tex., has been as follows: Foreign exports and Coastwise, domestic. Total. imports. Calendar year. ShortShort Value. Short Value. Short Value. tons. tons. tons. 1913.............................. 214,936 $36, 718,421 233,340 $16,075,926 448,276 $52, 794,347 1912.......................... 147,625 45,113,206 216,612 17,887,230 464,237 63,000,436 1911................................. 145,820 28,372,487 303,867 23,151 774 449,687 51,524,261 1910................... .............. 72, 694 14,542, 428 313,046 33,300 767 385,740 47,843,195 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 The effect of the project on freight rates has been beneficial owing to the establishment of a line of steamers from New York to Texas City, thereby breaking up the rate agreement that had existed be- tween the old lines between New York and Galveston. Prior to establishment of this line in 1908 the rates by the steamship lines from New York and points in seaboard territory to points in Texas were the highest figures that ever were in effect, notwithstanding the fact that the deepening of the Galveston Harbor channel had been continuously going on and at that date the depth was about 30 feet. But with the competing line in operation to Texas City the rates were reduced on an average of 514 per cent and the volume of the business increased over 300 per cent. However, during the past three years the rates have advanced again, the average increase being about 75 per cent over the rates of 1908, and on a parity with Galveston. During the past two years a coaling station has been established, served by two large electric bridge cranes, and a considerable supply of bunker coal is kept on hand, brought from Atlantic seaboard by regular line of steamships. The amounts appropriated will be expended in maintenance and improvement of channel to 30 feet depth and width of 300 feet, and the construction of dike along north side of channel, in accordance with the modified project. 60993 0 -ENG 1914---51 802 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended ---------------- -_ $546, 869. 94 -__ Proceeds of sales---------------------------------------------- .25 546, 870. 19 June 30, 1914, amount expended during fiscal year: For works of improvement------------------ $77, 051. 94 For maintenance of improvement- ............ 68, 200. 00 145, 251. 94 July 1, 1914, balance unexpended-______--- _________--__ 401, 618. 25 July 1, 1914, outstanding liabilities_-- ____ -_______-__ 11, 661. 32 July 1, 1914, balance available ____-- ______________---_ 389, 956. 93 Amount appropriated by sundry civil act approved Aug. 1, 1914__ 900, 000. 00 Amount allotted from appropriation made by the river and har- bor act approved Oct. 2, 1914_ -- __-------------________-_ 25, 000. 00 Amount available for fiscal year ending June 30, 1915 _ 1, 314, 956. 93 July 1, 1914, amount covered by uncompleted contracts---------- 997, 618. 76 Amount of continuing contract authorization, act of Mar. 4, 1913_ 900, 000. 00 Amount appropriated under such authorization ___-_________- 900, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement --.------- 150, 000. 00 (See Appendix T 3.) 4. Channel to Port Bolivar, Tex.-Port Bolivar Channel is at the end of Bolivar Peninsula, about 4 miles north of the city of Galves- ton. Before improvement there was no natural channel nor harbor at this locality. The depth in front of the Gulf & Interstate Rail- road transfer wharf was about 9 feet at mean low tide. The general dimensions of the harbor are, for the entrance channel 200 feet wide, 30 feet deep, 3,000 feet long; for the turning basin in front of the wharves, 1,000 feet square by 30 feet deep. The entrance channel connects deep water in Bolivar Roads with the turning basin. 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. See House Document No. 719, Fifty-ninth Congress, first session. The contract was completed in October, 1908. A slip and wharf were constructed by the Gulf & Interstate Railway Co., 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. (With map.) Work on the 30-foot project began May 24, 1911, and the project was completed March 16, 1912. The channel was completed to the dimensions of 30 feet deep and 200 feet wide, with turning basin 1,000 feet square by 30 feet deep. 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 803 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. .. .. . . .. . Channeland turning basin 1a .... House. 719 Fifty-ninth.... First............... Do. a ........................ .... .... o..... 328 Sixty-first..... Second....... ..... Galveston Harbor and adjacent water- ... do.. 1390 Sixty-second.. Third.. ....... ways.2 2 1 No maps. Basis of project adopted by Congress. 3Contains maps. During the present fiscal year redredging of the channel and basin was done by the U. S. dredge Col. A. M. Miller, ,at an expenditure of $43,856.46, all of which was for maintenance. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, is $269,704.47, of which $135,- 779.87 was applied to maintenance of improvement, and 45 cents was derived from miscellaneous sources, such as sales, etc. The maximum draft that can be carried June 30, 1914, at mean low water over the shoalest part of the locality is 24.1 feet. The variation of water surface is 1 feet. The commercial statistics for the port are as follows: Calendar year. Short tons. Value. 1913............................................................................. 256,105 $6,455,818 1912.... ................................ ......... .................... 428,495 5,987,030 1911.................. .................. ........................................ 231,702 3,736,000 1910....... .......................................................... 180,666 6,964,531 1909 ............................................................................ 81,891 6,444,318 1908 ............................................................................ 50,000 5,578,705 Regarding the effect of the project upon freight rates, the prin- cipal article of commerce is lumber for export. The railroad rate from the mills to Port Bolivar has been from 1 cent to 3 cents per 100 pounds less than to Galveston, and the lumbermen report that they can effect a saving in handling charges of 35 cents per 1,000 feet b. m. over Galveston. The amount required for expenditure in the fiscal year ending June 30, 1916, will be applied to the maintenance of the 30-foot channel. July 1, 1913, balance unexpended- --- 393. 72 $------------------- June 30, 1914, amount expended during fiscal year for maintenance of improvement_ --------- --------- 43, 017. 74 July 1, 1914, balance unexpended-------- ------------------- 21, 375. 98 July 1, 1914, outstanding liabilities---------------------------- 4, 012. 48 July 1, 1914, balance available-- ---------------------------- 17, 363. 50 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914____________ ______------------ 15, 000. 00 Amount available for fiscal year ending June 30, 1915------------ 32, 363. 50 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_ ___-------- 140,000.00 (See Appendix T 4.) 1 Exclusive of amount available for fiscal year 1915. 804 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 5. Houston Ship Channel, Te.-This improvement was formerly known as the Galveston Ship Channel and Buffalo Bayou, Tex.; the name was changed by the river and harbor act of June 25, 1910. The channel begins at deep water in Bolivar Roads, Galveston Har- bor, and extends across Galveston Bay and through San Jacinto Bay and River and Buffalo Bayou to Houston, a total distance of 57 miles, of which 50 miles is the ship channel proper to the turning basin and the last 7 miles is a light-draft channel from the turning basin to Houston. The entire channel is tidal. In their natural state these waterways had a depth of from 4 to 82 feet at mean low tide, and were available only for light-draft boats. 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. The earlier projects for their improvement, 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 navi- gating 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. The amount expended on original project prior to operations under the 25-foot project was as follows: Ship channel in Galveston Bay (including the purchase of Morgan Cut and Canal, $92,316.85) ------------------------------ $800, 328. 16 Buffalo Bayou, Tex------------------------------------------ 210, 137. 64 Total---- -------------------------------------------- 1, 010, 465. 80 The existing project, adopted in 1899 (Annual Report of the Chief of Engineers for 1898, p. 1515, and H. Doc. No. 99, 55th Cong., 2d sess.), as modified in 1905 (Annual Report of the Chief of Engineers for 1905, p. 1495 et seq.), and Rivers and Harbors Committee Docu- ment No. 35, Sixty-first Congress, second session, 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, di- vision 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 bot- tom in divisions 2 and 3 (river) - - $3, 170, 000 26,000 feet of dike revetment------ ----------------- 40,000 One hydraulic dredge------------------- -------- 150, 000 Engineering and contingencies (about 10 per cent)--------------- 340, 000 Total------------------------------ --------------------- 3, 700, 000 Amount available Dec. 1, 1904 -------------------------------- 150, 000 Balance required ------------ ----------------------------- 3, 550, 000 The river and harbor act of June 25, 1910, placed the work under continuing-contract appropriations, the total authorization, includ- ing ani appropriation of $300,000 made in the act, being $2,500,000, providing- That the sum of $1,250,000, being one-half of the amounts herein appropriated and apthorized to be appropriated, shall be furnished for the work by the RIVER AND HARBOR IMPROVEMENTS. 805 "Harris County Houston Ship Channel Navigation District," a local organiza- tion 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 authori- zation until the Secretary of War shall be satisfied that the said navigation district has made provision for furnishing the whole of said sum of $1,250,000, and has placed to his credit and subject to his order in a United States de- pository to be designated by him, $300,000 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 contract 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 was appropriated and made avail- able by the sundry civil act approved June 23, 1913. In the election of January 11, 1911, " the Harris County Houston Ship Channel Navigation District," Harris County, Tex., was author- ized to issue bonds for $1,250,000. Bonds have been issued and $1,150,000 deposited to the order of the Secretary of War. The river and harbor act of March 4, 1913, authorized continuing contracts in the sum of $200,000 for the purchase or construction of two suitable dredging plants for this project, contingent on the Harris County Ship Channel Navigation District furnishing a like amount, or half of the cost of the plants. The Navigation District has issued bonds and complied with the provisions of the act. Con- tract has been entered into for the construction of two wooden-hull hydraulic pipe-line dredges, to be named the Sam Houston and the San Jacinto, at a cost of $321,000 for the two. Work about 5 per cent completed at end of fiscal year. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Galveston, to Houston Tex............................................................... ' 1871 533-537 San Jacinto River to Bolivar Roads, Tex... ......... ..... .... .. ....... ... 2 1877 459-468 Buffalo Bayou, from Simms 2 Bayou to House... 53 Forty-sixth... Third... 21881 1344 mouth of White Oak Bayou. From mouthofjetties at Galveston through ... do..... 99 Fifty-fifth..... Second.. 2 1898 1515 existing ship channel 3 and up Buffalo Bayou to Houston. 4 Terminating channel at some point below R. & H. 35 Sixty-first..... ... do..... 1905 1495 Houston and considering cut-offs.2 4 Com. Galveston Harbor and adjacent water- House... 1390 Sixty-second.. Third.............. ways 1Information as to maps not available. s Contains maps. 2No maps. ' Basis of project adopted by Congress. During the year the resurvey work along the channel was carried on in connection with the dredging work under the existing project. The contractor removed a total of 14,741,063 cubic yards of material and brought the contract to 99 per cent of completion. Single-stick pile beacons were reset in Galveston Bay, and snagging was done in bayou between Main Street, Houston, and the turning basin by 806 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. United States plant. Dredging in upper bayou to 8 feet was also done by dipper dredge under contract by the city of Houston. The total expenditures for the year are $1,417,227.96 for dredging, sur- veys, pile driving, snagging, etc. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, was $4,365,125.14, of which $322,943.43 was for maintenance and $1,068,032.54 from funds de- posited by the Harris County Houston Ship Channel Navigation District; the portion derived from miscellaneous sources, such as sales, etc., is $460.54. The total amount expended on all projects to end of fiscal year ending June 30, 1914, is $5,375,590.94. The proportion of the approved project completed up to June 30, 1914, is about 99 per cent. The entire channel had been dredged to depth of 18J feet under previous contracts and with Government plant, and to nearly 25 feet under present contract, but owing to re- cent shoaling the maximum draft that can be carried June 30, 1914, is 23 feet from Bolivar Roads to Morgan Beacon, and 22 feet thence to the turning basin, and 5 to 7 feet thence to foot of Main Street, Houston, Tex. 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: Calendar year. Short tons. Value. 1913................................................ ........................... 1,860, 452 38,738,464 1912 .................... ................................... 1,365,050 35,938,800 1911....... ... .. ................................................... 1,354, 897 34,721,530 1910 ......................................................................................... 1,371,650 39,155,357 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 The bulk of the tonnage is cotton, amounting last calendar year to 1,820,452 short tons, valued at $38,738,464, 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. The amount required for expenditure in the fiscal year ending June 30, 1916, will be applied to the maintenance of the channel. GOVERNMENT FUNDS. July 1, 1913, balance unexpended--------------------------- $1,023, 003. 53 Proceeds of sales----------.------------------------------ 104.00 1, 023, 107. 53 RIVER AND HARBOR IMPROVEMENTS. 807 June 30, 1914, amount expended during fiscal year: For works of improvement_______________ $800, 482. 87 For maintenance of improvement- --------- _ 2, 316. 77 $802, 799.64 July 1, 1914, balance unexpended-------------------------- 220, 307. 89 July 1, 1914, outstanding liabilities ___---------- _____- 114, 858. 57 July 1, 1914, balance available --- 105, 449. 32 Amount appropriated by sundry civil act approved Aug. 1, 1914__ 200, 000. 00 Amount allotted from appropriation made by the river and har- bor act approved Oct. 2, 1914 __------------...__.__. 110, 000. 00 Amount available for fiscal year ending June 80, 1915---------- 415, 449. 32 July 1, 1914, amount covered by uncompleted contracts--------- 207, 895. 90 Amount of continuing contract authorization, acts of June 25, 1910, and Mar. 4, 1913 __--.- ____--- - - _______-___ 1, 150, 000. 00 Amount appropriated under such authorization- ........... 1, 150, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement -------------- 250, 000. 00 FUNDS CONTRIBUTED FOB IMPROVEMENT OF HOUSTON SHIP CHANNEL, TEX.-SPECIAL FUNDS. Dredging. July 1, 1913, balance unexpended---- ------------------------ $95, 257. 07 Amount deposited -------------------------------------- 550, 000. 00 645, 257. 07 June 30, 1914, amount expended during fiscal year, for works of ------- improvement _-_....-------- - - - 563, 289.61 July 1, 1914, balance unexpended------ ---------------------- 81, 967. 46 July 1, 1914, outstanding liabilities____ __________________- 115, 038. 67 July 1, 1914, balance available --- __---- ---- -- - -__ -33, 071. 21 July 1, 1914, amount covered by uncompleted contracts-------- 25, 404. 40 Amount (estimated) required to be contributed for completion of existing project---- --------------------------------- 1100, 000. 00 Construction of two dredging plants. Amount deposited -------------------------------------- $100, 000. 00 July 1, 1914, balance unexpended --------------------- 100, 000. 00 July 1, 1914, amount covered by uncompleted contracts --------- 182, 491. 50 Amount (estimated) required to be contributed for completion of existing project------------------------------------------- 1100, 000. 00 CONSOLIDATED. July 1, 1913, balance unexpended-__-- ------------ _ $1,118, 260. 60 . Amount deposited-------------------------------------------- 650, 000. 00 Proceeds of sales ---------------------------..... 104. 00 1, 768, 364. 60 1 Exclusive of amount available for fiscal year 1915. 808 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. June 30, 1914, amount expended during fiscal year : For works of improvement_____________ $1, 363, 772. 48 For maintenance of improvement ----------- 2, 316. 77 $1, 366, 089. 25 July 1, 1914, balance unexpended--------------------------402, 275. 35 July 1, 1914, outstanding liabilities____________________________ 229, 897. 24 July 1, 1914, balance available_______________________________ 172, 378. 11 Amount appropriated by sundry civil act approved Aug. 1, 1914__ 200, 000.00 Amount allotted from appropriation made by the river and har- bor act, approved Oct. 2, 1914---------------------------- 110, 000. 00 Amount available for fiscal year ending June 30, 1915 482, 378. 11 July 1, 1914, amount covered by uncompleted contracts ------ _ 415, 791. 80 Amount of continuing contract authorization, acts of June 25. 1910, and Mar. 4, 1913________________________---- --- 1, 150, 000. 00 Amount appropriated under such authorization ___________ 1, 150, 000. 00 Amount (estimated) required to be contributed for completion of existing project__---__-- __ ------------------- ___ 200, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement____________ 1250, 000. 00 (See Appendix T 5.) 6. West Galveston Bay Channel, Turtle Bayou, Trinity River, Anahuac Channel, Oyster Creek, Cedar, Chocolate, and Bastrop Bayous, Tex., 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 and the Galveston and Brazos Canal, Double Bayou, mouth of Trinity River, and Cedar Bayou was independent. The river and harbor act of that date made an appropriation for the improvement of the Brazos River between Velasco and Richmond, West Galveston Bay Channel, Double Bayou, and the mouths of adjacent streams. The mouth of Trinity River and Cedar Bayou were transferred to this work, and Anahuac Channel was added by the act of March 3, 1905. Chocolate and Bastrop Bayous were added by the act of March 2, 1907, and Turtle Bayou and Oyster Creek by the act of June 25, 1910. As adjacent streams Hanna Reef (East Bay Bayou), Clear Creek, and Dickinson Bayou have been improved. Double Bayou has not been specially named in the act since 1905 and is now under improvement as an adjacent stream. The Brazos River between Velasco and Richmond, which was in- cluded in the improvement for a time, is now covered by a separate appropriation. 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. 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 809 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 cost have been made, there is no estimated cost for the entire project. All the channels called for have been completed, but maintenance is regularly required. The amount expended prior to operations under existing project was $108,050. The amount expended on these improvements under all projects to June 30, 1914, has been as follows: Channel across Hannas Reef--------- ------- ___-__-___-____ $3, 299. 67 Double Bayou ------------------------------------------------ 19, 622. 71 Anahuac Channel--------------------------------------------- 17, 036. 15 Mouth of Trinity River_______________________________ 12, 726. 57 Turtle Bayou------------------------------------------------- 13, 773. 16 Cedar Bayou -------------------------------- _____-17. 790. 31 Clear Creek 27, 744. 65 -- Dickinson Bayou ___________ _20, 837. 30 Chocolate Bayou ---------------------------------------------- 22, 656. 81 Bastrop Bayou----------------------------------------------- 17, 730. 29 Oyster Creek 10, 352. 84 Dredge Gen. H. M. Robert_--- ------------- __ ___ 67. 992. 51 Dredge Capt. C. W. Howell -- _ 15, 000. 00 Dredge San Bernard -------- 7, 500. 00 Total --__------------------------------------------------ 274, 062. 97 Total amount expended on all projects to the end of the fiscal year June 30, 1914, is $382,112.97. Of this amount, $112,245.26 was applied to maintenance of im- provement, 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 was carried on by the dredge Capt. C. W. Howell. The latter, however, was lost at sea September 14, 1911, and there being no other Government plant avail- able for maintenance of the light-draft projects, the hydraulic dredge No. 8 was purchased from the Bowers Southern Dredging Co., of Galveston, Tex., for $29,500 for use on this and the inland waterway work. 'This dredge was renamed the San Bernard, and has been en- gaged on maintenance of the light-draft projects since April 16, 1913. More and larger boats, especially power boats with schooner hulls, have been built to utilize the improvement Most of these boats are owned by private parties, and are not in regular commercial serv- ice and no satisfactory records of tonnage can be obtained. Most of the points reached are settlements not on railroads, and the im- provements 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, 1916, in dredging and snagging for maintenance of the channels now under improvement. 810 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (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, 1914, was $3,299.67, of which $823.65 was applied to maintenance. No work was done on this project during the fiscal year ending June 30, 1914. No dredging has been done since February, 1911. By dredging across this reef vessels are allowed to proceed 16 miles farther up East Bay to the mouth of East Bay Bayou. Maximum draft that can be carried June 30, 1914, is about 4.7 feet at mean low tide. Variation of water surface, about 1 foot. For report of survey, with a view to securing a channel 4 feet deep and 100 feet wide, see House Document No. 451, Fifty-sixth Con- gress, first session (Report Chief of Engineers, 1900, p. 2379). No maps. The record of commerce passing through this channel for the cal- endar year 1913 was not obtainable. (b) Double Bayou.-Enters upper Galveston Bay on the east side about 30 miles north of Galveston, and about 81 miles south of Anahuac. The navigation of this bayou was obstructed by a bar which prevented boats drawing over 2 feet of water entering the bayou. The existing project provides for securing a channel through the bar at the mouth 6 feet deep and 100 feet wide (see H. Doc. No. 387, 55th Cong., 2d sess.). The amount expended on work of existing project up to the close of the fiscal year ending June 30, 1914, was $19,622.71, of which $12,669.51 was applied to maintenance, exclusive of $2,711.40 de- posited by private parties. This expenditure has resulted in the excavation and partial main- tenance 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. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Double Bayou 1................. ....... House... 117 Fifty-first..... Second.. 1 1891 1933 Do.2............................... ... do.... 387 Fifty-fifth ..... ... do.... 1 1898 1512 1 No maps. 2Contains maps. S Basis of project adopted by Congress. No work was done during the fiscal year ending June 30, 1914. Last redredging was done in August, 1910. A total of $376.12 was expended for renewals for U. S. dredge San Bernard. RIVER AND HARBOR IMPROVEMENTS. 811 Maximum draft that can be carried June 30, 1914, at mean low water is 22 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. The commerce passing through this channel was, for the calendar year 1913, 7,8352 short tons, valued at $195,462. July 1, 1913, balance unexpended--------------------------------$5, 000. 00 Amount allotted from appropriation made by river and harbor act approved July 25, 1912---------------------------------------- 5, 000. 00 10, 000. 00 June 30," 1914, amount expended during fiscal year for maintenance of improvement - ------------------------------------------ 361.62 July 1, 1914, balance unexpended ----------------------------- 9, 638. 38 July 1, 1914, outstanding liabilities-------------------- 15. 00 July 1, 1914, balance available ----------------------------------- 9, 623. 38 (c) Anahuac Channel.-This channel extends from the 6-foot con- tour in upper Galveston Bay to the town of Anahuac, located on the upper end of the bay opposite the mouth of Trinity River. The orig- inal 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, 1914, was $17,036.15, of which $11,061.05 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 present fiscal year the only work performed was the removal of 102 snags from the channel, by hired labor, with Govern- ment plant, at a cost of $422.67. Maximum draft that can be carried June 30, 1914, at mean low tide is 5 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. For report on survey see House Document Nd. 440, Fifty-sixth Congress, first session (Report of the Chief of Engineers for 1900, p. 2342). The commerce for the calendar year 1913 was 1,099 short tons, valued at $24,606. Rice, the main agricultural product, and lumber are the principal items. The channel is used by the United States mail boats, and as there is no railroad communication with the adja- cent country all produce and supplies pass through this channel. July 1, 1913, balance unexpended---- ----------------- $1, 128. 47 Amount allotted from appropriation made by river and harbor act approved Mar. 4, 1913----------------------------------- 3, 000. 00 4, 128. 47 June 30, 1914, amount expended during fiscal year for maintenance of improvement------------------------------------------ 422. 67 July 1, 1914, balance unexpended----------------------------- 3, 705. 80 812 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (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, 1889, dredging and snagging was 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. (See Report of the Chief of Engineers, 1889, p. 1557; no maps.) The channel subsequently shoaled to a ruling depth of 3 feet, and at present Browns Pass, leading to the Anahuac Channel, is the one used and under improve- ment. (See Annual Report of Chief of Engineers for 1901, page 1939.) Under present project a channel 80 feet wide and 6 feet deep has been dredged a distance of 1,800 feet. During past fiscal year no work has been done. Amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1914, was $12,726.57, of which $9,086.13 was applied to maintenance. Total amount expended on all projects to end of fiscal year'June 30, 1914, $88,626.57. Maximum draft that can be carried June 30, 1914, at mean low water, 4.5 feet. Variation of water surface is about one-half foot. No records of traffic over this improvement were obtainable, no re- plies having been received to numerous letters sent to interested parties with request for statistics. There was no work during the year. July 1, 1913, balance unexpended_---------------------------- $2, 000.00 July 1, 1914, balance unexpended .--------------------------- - 2, 000. 00 (e) Turtle Bayou.-Turtle Bayou empties into Turtle Bay, the head of Trinity Bay (part of Galveston Upper Bay). From Ana- huac across Turtle Bay to the mouth of the bayou, 32 miles, the channel had a depth of about 3 feet; the bar at the mouth had depth of 22 feet. Above this point the bayou has a depth of 16 feet for 52 miles, 8 feet for 5 miles, and 4 feet for 7 miles farther. The present prbject as adopted by the river and harbor act of June 25, 1910, calls for dredging a channel 4 feet deep and 50 feet wide from the mouth of Turtle Bayou across Turtle Bay to the foot of Browns Pass, near Anahuac, and for removing overhanging tim- ber, at a cost of $10,000. Work began on this project February 14, 1911. The entire chan- nel has been dredged by the Government dredge Capt. C. W. Howell, forming a channel 5 feet deep, 50 feet wide, and 15,895 feet long. Amount expended on existing project to June 30, 1914, was $13,- 773.16, of which $4,873.19 was for maintenance. During the present fiscal year snagging work by hired labor with Government plant was done at an expenditure of $3,659.15. The maximum draft that could be carried June 30, 1914, was 3 feet. The stream is navigable to a point 172 miles from the mouth. The variation of water surface is about 1 foot. RIVER AND HARBOR IMPROVEMENTS. 813 Commerce passing through this channel was, for the calendar year 1913, 6,088 short tons, valued at $113,840. For report on survey, see House Document No. 440, Fifty-sixth Congress, first session. (Report Chief of Engineers, 1900, p. 2342. No maps.) July 1, 1913, balance unexpended_______________________ $3, 883. 39 Amount allotted from appropriation made by river and harbor act approved July 25, 1912___----__________--__________- _ 3, 000.00 6, 883. 39 June 30, 1914, amount expended during fiscal year for maintenance of improvement ------ 3, 656. 55 July 1, 1914, balance unexpended__ 3, 226. 84 July 1, 1914, outstanding liabilities__ ______________________________ 35. 00 July 1, 1914, balance available ________________----_____ _ 3, 191. 84 (f) Cedar Bayou.-Cedar Bayou discharges into the northwest corner of Galveston Upper Bay at a point about 1z 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, and 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. For report of survey see Report of Chief of Engineers, 1890, page 1815; no maps. For report on survey reference is had to House Document No. 58, Fiftieth Congress, first session, which contains no maps. and House Executive Document No. 84, Fifty-first Congress, first session (with- out maps), and to the Annual Reports of the Chief of Engineers, 1887, page 1435, and 1890, page 1815, neither of which contain maps. During the past fiscal year no work was done. Ninety-eight dollars and twenty-one cents was expended for re- newals for U. S. dredge San Bernard. Amount expended on existing project to close of fiscal year ending June 30, 1914, was $17,790.31, of which $10,853.16 was applied to maintenance. Total amount expended on all projects to end of fiscal year June 30, 1914, $49,940.31. Maximum draft that could be carried June 30, 1914, 3.8 feet. This stream is navigable to Needle Point, head of navigation, a distance of 20 miles from the mouth. The commerce passing through the channel was, for the calendar year 1913, 36,930 short tons, valued at $1,075,095. 814 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount allotted from appropriations made by river and harbor acts approved-- June 25, 1912-------------- ------------- $3, 100. 00 Mar. 4, 1913-------------------------------- ------------ 4, 475. 00 Proceeds of sales--boilers, U. S. dredge Robert--------------1,425. 00 9, 000. 00 June 30, 1914, amount expended during fiscal year for maintenance .------ of improvement--- -------------------------------- 83. 21 July 1, 1914, balance unexpended---------------------------- 8, 916. 79 July 1, 1914, outstanding liabilities ---------------------------- 15.00 July 1, 1914, balance available-------------------------------8, 901. 79 (g) Clear Creek.-ClearCreek 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 above the mouth the ruling depth is 8 feet. It then broadens into a lake 3 miles long and 1 miles wide, having before improvement an average depth of 1 feet. Above the lake the prevailing depth is from 8 to 12 feet. The existing project provides for securing a channel 4 feet deep and 50 feet wide across the bar at the mouth of the creek in Galveston Bay and continuing the same across Clear Lake to 4 feet of water in the creek above. Private parties have at various times dredged through the bar at the mouth into Galveston Bay, and during 1907-8 the U. S. dredge Capt. 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 end- ing June 30, 1914, was $27,744.65, of which $13,453.70 was applied to maintenance. During the present fiscal year no work has been done. A total of $278.96 was expended for equipment for U. S. dredge San Bernard. The maximum draft that could be carried June 20, 1914, at mean low tide across the bar in Galveston Bay at the mouth of Clear Creek was 3 feet, and across Clear Lake 3 feet. This stream is navigable to Friendswood, at the head of navigation, a distance of 20 miles. For report of survey, see House Document No. 449, Fifty-sixth Congress, first session, with map (Report Chief of Engineers, 1900, p. 2385). Variation of water surface is about one-half foot. The record of commerce passing through the channel for the cal- endar year 1913 was not obtained. Amount allotted from appropriation made by river and harbor act ap- proved Mar. 4, 1913 ___________---------------- -__ _ $7, 000.00 June 30, 1914, amount expended during fiscal year for maintenance of improvement------------------------------------------ 264. 49 July 1, 1914, balance unexpended 735. 51 6----------------------------, July 1, 1914, outstanding liabilities ------------------------ 14. 47 .... July 1, 1914, balance available_--- .------------ .-- 6,721.04 RIVER AND HARBOR IMPROVEMENTS. 815 (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. The existing project provides for cutting a channel 4 feet deep and 50 feet wide across the bar at the mouth of the bayou and through Dickinson Bay to 4 feet of water in the bayou above. 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 in February, 1911. Amount expended on existing project to close of fiscal year ending June 30, 1914, was $20,837.30, of which $14,550.02 was applied to maintenance. During the present fiscal year no work has been done. Expenditures of $83.21 were for renewals to U. S. dredge San Bernard. The maximum draft that can be carried June 30, 1914, at mean low tide over the bar is 3 feet. This stream is navigable 10 miles from mouth to Galveston, Hous- ton & 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. For report of survey, see House Document No. 448, Fifty-sixth Congress, first session, with map (Report of the Chief of Engineers for 1900, p. 2396). Variation of water surface is 1 foot. No commercial statistics were obtainable. July 1, 1913, balance unexpended____________----------------- - $56. 14 Amount allotted from appropriation made by river and harbor act approved July 25, 1912 ---- ---------------------------- 4, 000. 00 4, 056. 14 June 30, 1914, amount expended during fiscal year for maintenance of improvement __------__ 83. 21 __----------------- July 1, 1914, balance unexpended-___----------- -------- 3, 972. 93 (i) Chocolate Bayou.-Chocolate Bayou empties into Chocolate Bay, an arm of West Galveston Bay, about 12 miles north of San Luis Pass. At its mouth there is a bar with 3 feet of water on its crest. Above this bar the depth varies from 7 to 15 feet for 50 miles from its mouth. The existing project provides for dredging a channel 4 feet deep and 100 feet wide from West Galveston Bay across Chocolate Bay to 4 feet of water in the bayou above and for clearing the bayou of snags and overhanging timber. Amount expended on work of existing project to close of fiscal year ending June 30, 1914, was $22,656.81, of which $16,144.69 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. During the year some snagging has been in progress by hired labor. with Government plant, clearing the stream for a distance of 22 816 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. miles and removing a total of 3,777 snags and overhanging trees, and dredging 3,190 cubic yards from a shoal, at a total cost of $3,648.73. The maximum draft that can be carried June 30, 1914, at mean low tide over the shoalest part of the locality is 2 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 snags and overhanging trees along the banks. For report .of survey, see House Document No. 445, Fifty-sixth Congress, first session, with map (Report of the Chief of Engineers for 1900, p. 2403). No commercial statistics were obtainable. July 1, 1913, balance unexpended------------------------------- $1, 655. 38 Amount allotted from appropriation made by river and harbor act approved July 25, 1912---------------------------------------2, 400. 00 4, 055. 38 June 30, 1914, amount expended during fiscal year for maintenance of improvement------------------------ ------------------------ 3, 685. 90 July 1, 1914, balance unexpended---------------------------------369.48 (j) 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. The existing project provides for cutting a channel 4 feet deep and 100 feet wide from the vicinity of Christmas Point through Bastrop Bay to 4 feet of water in the bayou above; also for clearing the bayou of snags and overhanging timber. 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 Capt. C. W. Howell cut a channel 18,765 feet long, 40 feet wide, and 4 to 5 feet deep up the bayou beyond three small shoals obstructing navigation. During Septem- ber, 1909, the Howell redredged and extended this channel for a dis- tance of 13,646 feet. Amount expended on work of existing project to close of fiscal year ending June 30, 1914, was $17,730.29, of which about $7,810.07 was for maintenance. During the year there was no work and no expenditure. The maximum draft that could be carried June 30, 1914, at mean low tide over the shoalest part of the locality was 1.8 feet. Variation of water surface, 1 foot. For report of survey, see House Document No. 454, Fifty-sixth Congress, first session, with map (Report Chief of Engineers, 1900, p. 2414). Commercial statistics were not obtainable. RIVER AND HARBOR IMPROVEMENTS. 817 (k) Oyster Creek.-Oyster Creek empties into the Galveston and Brazos Canal about 3 miles above the terminus of the canal at the Brazos River. For a distance of 2 miles above the junction with the canal the creek has a depth of less than 4 feet. Above that point it is navigable for boats with 4-foot draft for over 15 miles. The present project, as adopted by the river and harbor act of June 25, 1910, calls for dredging in the creek to obtain a 4-foot chan- nel. There has been no estimate of cost. Work began on this project April 19, 1911, and to the close of the fiscal year ending June 30, 1914, the amount expended has been $10,352.84, of which $3,410.60 was for maintenance. This channel was redredged to depth of about 5 feet during the past fiscal year by the U. S. dredge San Bernard, at a total cost of $2,934.80. The maximum draft that can be carried June 30, 1914, over the dredged portion is 2 feet. In the creek above there is a ruling depth of 2.9 feet. The stream is navigable to a point 8 niiles above its mouth, where it is obstructed by a railway bridge. The variation of water surface is 1 foot. No records of commercial statistics were obtainable. For report of survey, see House Document No. 447, Fifty-sixth Congress, first session, with map (Report of Chief of Engineers, 1900, p. 2418). July 1, 1913, balance unexpended ----------------- ________ $434. 85 Amount allotted from appropriation made by river and harbor act approved July 25, 1912 __------------------_________ 2, 500. 00 2, 934. 85 June 30, 1914, amount expended during fiscal year for maintenance, of improvement---------------------------------------------- 2, 766. 57 July 1, 1914, balance unexpended__----------------------- -- 168. 28 July 1, 1914, outstanding liabilities_ ....... __ _ - 168. 23 -_________ July 1, 1914, balance available----...-------------------------- . 05 CONSOLIDATED. July 1, 1913, balance unexpended----________-------___-_ $60, 583. 23 Allotted to improving inland waterway on coast of Texas (West Galveston Bay and Brazos River Canal) _____ 10, 525. 00 50, 058. 23 July 30, 1914, amount expended during fiscal year, for maintenance of improvement------------ ----- ---------------------------- 11, 324. 22 July 1, 1914, balance unexpended------------------- --------- 38, 734. 01 July 1, 1914, outstanding liabilities ....------------------- _- - 247. 70 July 1, 1914, balance available__________________--______--__ 38, 486. 31 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914__ _------------------ _ 25, 000. 00 Amount available for fiscal year ending June 30, 1915 --- --- 63, 486. 31 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_------------------- 40, 000. 00 (See Appendix T 6.) 1 Exclusive of amount available for fiscal year 1915. 0 60993 -ENG 1914- 52 818 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 7. Inland waterway on the coast of Texas.-This project embraces the improvement of the following localities: West Galveston Bay and Brazos River Canal; channel from Aransas Pass to Pass Cavallo, in- cluding the Guadalupe River to Victoria; Turtle Cove Channel from Aransas Pass to Corpus Christi, Tex. The object of the improvement is to obtain and maintain a navi- gable channel depth of 5 feet in a canal along the coast of Texas, utilizing the 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 river and harbor act of March 2, 1907, appropriated $133,829, and authorized the Secretary of War to enter into contract for mate- rials and work to the extent of $300,000, all of which has since been 'appropriated. In addition, $192,000 has been appropriated for maintenance. 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 this section, 5 feet depth and 40 feet width, was $400,000. With the completion of this section the entire waterway between Galveston and Corpus Christi, a distance of 202 miles, will be opened up. The amount expended under this appropriation to June 30, 1914, has been as follows: West Galveston Bay & Brazos River Canal---------------------$218, 445. 26 Channel between Brazos River and Matagorda Bay--------------- 282, 366. 62 Aransas Pass to Pass Cavallo ------ 111, 597.42 Guadalupe River-------------------------- --------------- 247, 164. 54 Turtle Cove Channel-----------------------------------------126, 723. 57 Total-------------------------------------------------986, 297. 41 Of this amount, $261,139.98 has been for maintenance and $3,435.47 has been derived from miscellaneous sources, such as sales, etc. On May 29,1913, the channel between Brazos River and Matagorda Bay was opened for navigation, completing the projected channels with the exception of the 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 set- tlements which railways can not afford to develop, and the improve- ments are of great importance to their commercial life. Many pri- vate boats are operated along these waterways from whom no com- mercial statistics are obtainable. The effect of the project on freight rates is shown by one instance, from Galveston to the plantations on the lower end of the Guadalupe. The rate by rail to the nearest point and by boat to the river landing is 632 cents per 100 pounds on general merchandise; the all-water- route rate is 25 cents. The combined cotton rate is $2.90 per bale and the all-water rate $1 per bale. 1Includes $0.08 inadvertently omitted from report of expenditures to June 30, 1913. RIVER AND HARBOR IMPROVEMENTS. 819 Shoaling during the year has prevented operation of line of freight boats on regular schedules and the consequent reduction of rates. (a) West Galveston Bay and Brazos River Canal.-Previous to 1908 these channels were carried under another appropriation, viz, "West Galveston Bay Channel, Tex., and mouths of adjacent streams, etc." West Galveston Bay Channel.-West Galveston Bay is a body of water covering about 39 square miles and lies between Galveston Island and the mainland. It extends from Galveston Bay to the west end of Oyster Bay and is connected with the Gulf of Mexico by San Luis Pass at the western extremity of Galveston Island and with the Brazos River by the Galveston and Brazos River Canal. The minimum depth of the bay was from 2 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 32 feet deep from Galveston Bay to the Galveston and Brazos River Canal. Beacons were also erected to define the channel. The channel sub- sequently shoaled to 18 inches in places. Amount expended, including maintenance to close of the fiscal year ending June 30, 1907, was $35,059.69. Channel dredged nearly full length during fiscal year by U. S. dredge San Bernard, as shown in report of Galveston and Brazos River Canal. Galveston and Brazos River Canal.-This canal was originally dredged by the Galveston & Brazos Navigation Co. 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, with map. 820 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examnination and survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. West Galveston Bay & Brazos River Rouse'.. 2 22 Fifty-second... First.... '1892 1563 Canal. Do. 3 ... 89 Fifty-fourth... Second.. 1897 1809 Do. ... 640 Fifty-ninth.... .. do.. . 1No maps. 'Contains maps. ' Basis of project adopted by Congress. The amount expended on existing project to close of fiscal year ending June 30, 1914, was $218,445.26, of which $83,954.22 was for maintenance of the improvement. Of this amount $3,390.52 was de- rived from miscellaneous sources, such as sales, etc. The total amount expended on all projects to end of fiscal year ending June 30, 1914, was $320,812.61. During the fiscal year this channel was redredged for practically its whole length by the U. S. dredge San Bernard, working from Brazos River to within about 1 mile of the Galveston Causeway, and also dredging an approach channel 1,930 feet long to the San Luis United States Life-Saving Station, this latter at a cost of $1,470.02, which is to be repaid by United States Life-Saving Serv- ice, removing a total of 800,320 cubic yards of material. Total ex- penditures during the year were $41,056.92. The variation of water surface is about 1 foot, except at times of Brazos River overflows and northers. The maximum draft that can be carried June 30, 1914, over the shoalest part of the locality is 4.5 feet. The length of the channel is 36 miles-21 miles in West Gal- veston Bay and 15 miles thence to the Brazos River. No commercial statistics could be obtained for the calendar year 1913. The channel is used by small fishing and vegetable boats, from which no statistics could be obtained. From records kept by the bridge tender of the Galveston Causeway of vessels passing through the lift bridge across West Galveston Bay during the calendar year 1913, 4,565 vessels used the waters of West Galveston Bay. This work has had no appreciable effect on freight rates, except as a part of the general improvement. It is intended to apply the amount recommended for expenditure during the fiscal year ending June 30, 1916, toward redredging the channel. July 1, 1913, balance unexpended------------------------- --- $33, 202. 74 Amount allotted from appropriation made by river and harbor act approved Mar. 4, 1913 ------------------------- 10, 525.00 Sale of ladder dredge Robert ---------------------------- 1, 100. 00 Sales of contact prints----.....-------------------------------------- 2. 25 44, 829. 99 RIVER AND HARBOR IMPROVEMENTS. 821 June 30, 1914, amount expended during fiscal year: From specific appropriation_____________________ $36, 097. 89 From general app opriations, preservation and maintenance of river and harbor works-._____. 4, 163. 03 Total expenditures_ ------------------------- 40, 260. 92 Reimbursable ------------------ _____ __- 1, 470. 02 Net expenditures for maintenance of improvement-............... $38, 790. 90 July 1, 1914, balance unexpended , 039.09 6___________________ July 1, 1914, outstanding liabilities_.........____.. --------- 2, 646. 69 July 1, 1914, balance available- -. 3, 392. 40 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ---------- __----------------- - 15, 000. 00 Amount available for fiscal year ending June 30, 1915______ 18, 392. 40 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_____________________ 120,000. 00 (b) Channel between Brazos River and Matagorda Bay.-This section of the waterway extends from the Brazos River, at the termi- nation 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, is that printed in House Document No. 640, Fifty-ninth Con- gress, second session, and Rivers and Harbors Committee Document No. 3, Sixty-first Congress, second session, contemplating a channel 5 feet deep and 40 feet wide, at an estimated cost of $400,000, with $15,000 annually for maintenance. Work began on this project May 9, 1911, and to the close of the fiscal year ending June 30, 1914, the amount expended had been $282,366.62, of which $35,817.41 was for maintenance. The portion derived from miscellaneous sources, such as sales, etc., is $8.40. The work consisted of dredging by contract to form the adopted channel, which was completed on May 29, 1913, except for the re- moval of a few shoal places. The completion of this section of the canal has opened up a clear waterway from Galveston to Corpus Christi, a distance of about 202 miles, and considerable traffic had developed, with a reduction of freight rates by water of 40 to 60 per cent of the rail rates. However, the recent shoaling of the canal on account of flood deposits from Brazos River has made navigation uncertain and prevents operation of boats on regular schedule and consequent reduction of rail rates. Arrangements have been made to redredge the shoal portions of the canal at an early date. Report of examination on which the project is based is printed in House Document No. 640, Fifty-ninth Congress, second session, and Rivers and Harbors Committee Document No. 3, Sixty-first Con- gress, second session. 1Exclusive of amount available for fiscal year 1915. 822 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Of the appropriation of $62,000 made by the river and harbor act approved July 25, 1912, $50,000 has been used for continuing work by dredging under existing contract, and $12,000 for the construction of highway bridges at points where the waterway intersected exist- ing county roads, as directed by the above-mentioned act. Several shoals in channel were removed under contract and with U. S. dredge San Bernard in maintaining channel to depth of 5 feet, at a total cost of $46,954.40. Under contract let April 22, 1913, four timber highway drawbridges were built at county-road crossings of the canal at a total cost of $12,220.27. Records of commerce and vessels passing through this section of the canal, as compiled by the bridge tenders, show that 1,136 vessels, with a registered tonnage of 7,467 tons, carried 2,758 tons of freight, valued at $308,330, and 913 passengers. The rate on general mer- chandise by rail is 47 cents, while the boats are charging a rate of 25 cents per 100 pounds, Galveston to Matagorda. It is intended to apply the amount recommended for expenditure during the fiscal year ending June 30, 1916, toward maintaining the channel by redredging where needed. July 1, 1913, balance unexpended ....-__________- _____ $83, 499. 33 June 30, 1914, amount expended during fiscal year: For works of improvement _________..-__- __ $43, 040.14 For maintenance of improvement _____-__..__ 35, 817. 41 78, 857. 55 July 1, 1914, balance unexpended__-----_____--------- 4, 641.78 July 1, 1914, outstanding liabilities_ .. ____-__.______--_____- 214. 53 July 1, 1914, balance available_____________----___ ____ 4, 427. 25 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914___------------------ ---- _ 20, 000.00 Amount available for fiscal year ending June 30, 1915 ___-___24, 427. 25 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement _____..__________-'30, 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 an estimated cost of $65,850. The river and harbor act approved July 25, 1912, contains a pro- vision authorizing the Secretary of War to change the route of the channel from Aransas Pass to Pass Cavallo so as to pass by the town of Port O'Connor, Tex., and to expend available funds for this work, instead of maintaining the channel along its former route. Amount expended on existing project to close of fiscal year ending June 30, 1914, $111,597.42,2 of which $62,579.66 was for maintenance. The portion derived from miscellaneous sources, such as sales, etc., is $2.20. 1Exclusive of amount available for fiscal year 1915. 2 Includes 8 cents inadvertently omitted from amount reported as expended to June 30, 1913. RIVER AND HARBOR IMPROVEMENTS. 823 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Aransas Pass to Cuero, Tex.' 2. .. House... 336 Fifty-ninth ... Second.......... Inland waterway on coast of Texas '... ... do.... 640 do .................... do....do....... 1Contains maps. 2Basis of project adopted by Congress. During the fiscal year a new channel was dredged across the narrow neck of land opposite Port O'Connor by the U. S. dredge San Bernard, also redredging by the San Bernard under allotment "Emergencies in river and harbor works," at a total cost of $14,795:87. The maximum draft that can be carried at mean low tide over the shoalest part of the route is about 4 feet, some shoaling, especially in Mesquite Bay, having occurred since the channel was last redredged. Variation of water surface, about three-fourths of a foot. Commercial statistics for the calendar year shows a tonnage (in short tons) of 380, valued at $48,600. The improvement has had no appreciable effect upon freight rates. It is intended to apply the amount recommended for expenditure during the fiscal year ending June 30, 1916, toward maintaining the channel by redredging. July 1, 1913, balance unexpended_________________________ _ $12, 680. 31 Amount allotted from appropriation made by river and harbor act approved Mar. 4, 1913 -----..... ----------------------- 6, .000.00 18, 680. 31 June 30, 1914, amount expended during fiscal year: From specific appropriations __.________---_ $8, 482. 52 From general appropriations- Preservation and maintenance of river and har- bor works_.._____________---____----- 3,943. 01 Emergencies in river and harbor works--------- 6, 000. 00 Total expended for maintenance of improvement....-------- 18, 425. 53 July 1, 1914, balance unexpended .....--- 254. 78 July 1, 1914, outstanding liabilities___-- - - -- -- ____________ 16. 86 July 1, 1914, balance available__ __-_--- ____-____________ 237. 92 Amount allotted from appropriation made by the river and harbor act, approved Oct. 2, 1914_ .......-------- -------- - 25, 000. 00 Amount available for fiscal year ending June 30, 1915 __----_ 25, 237. 92 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement____________________ 45, 000. 00 (d) Guadalupe River, bay section.-This channel across San Antonio Bay connects the mouth of the Guadalupe River with the channel from Aransas Pass to Pass Cavallo. For the first 8 miles 1Exclusive of amount available for fiscal year 1915. 824 REPORT OF THE CHIEF OF ENGINEERS, TJ. S. ARMY. there was originally 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, and was completed in July, 1909, at a cost of $29,153.82. During the year the channel was redredged by Government plant for a distance of 3,492 feet from the mouth of the river, removing a total of 20,952 cubic yards at a cost of $1,976.86. 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. Before improvement thick overhanging trees, numerous snags, and sunken logs, together with rafts, were found in the 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. The amount expended on the work of existing project up to the close of the fiscal year June 30, 1914, including both bay and river sections, is $247,164.54, of which $74,617.26 was for maintenance. The portion derived from miscellaneous sources, such as sales, etc., is $20.95. All the money called for by the original project ($92,700 and $155,000 additional) has been appropriated. The increased cost of the work is due to an underestimate of the amount of dredging necessary in the river section and to the construction of a combina- tion dredge and snag boat Guadalupe, at a cost of $40,000. During the year snagging and bank trimming has been carried on by Government plant; the river has been cleared for a length of 52 miles above its mouth at a total cost of $16,971.61. The work thus far accomplished has been the widening of the river for a distance of 11a miles from its mouth by the removal of thick overhanging trees; the maintenance of the channel from the mouth to the San Antonio River; snagging and bank trimming between miles 0 and 52. Cotton and other freight is shipped from planta- tions at the lower end and in the upper end sugar cane and wood have been taken to Victoria. There is no commerce in the middle portion. The commerce for the calendar year 1913 amounted to 109,823 short tons of sand and gravel, valued at $64,701. The project has had no effect on freight rates. The work of clearing the river of snags and overhanging trees by hired labor with Government plant had been practically com- pleted during the year, but several freshets and floods brought in many additional obstructions, which have been about 75 per cent removed. It is intended to apply the amount recommended for expenditure during the fiscal year ending June 30, 1916 toward completing the improvement and resnagging the channel from mouth to Victoria. Report of examination and survey is printed in House Document No. 336, Fifty-ninth Congress, second session. RIIVER AND I1ARBOR IMPROVEMENTS. 825 July 1, 1913, balance unexpended-- ------------------------- $23, 405. 26 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ---------------------------------------- 22, 848. 85 July 1, 1914, balance unexpended ------------------------------- 556.41 July 1, 1914, outstanding liabilities _____-__ ______________ -- 2. 33 July 1, 1914, balance available ___._______________ -- _________ 554. 08 Amount allotted from appropriation made by the river and harbor act approved October 2, 1914 _______ _____________________ 15,000. 00 Amount available for fiscal year ending June 30, 1915___ ----- -_ 15, 554. 08 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement______________________ 30, 000. 00 (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, contemplated a channel 82 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 and redredged during fiscal year 1911. 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. (Annual Report of the Chief of Engineers for 1912, p. 722 et seq.) Amount expended on existing project to close of fiscal year ending June 30, 1914, was $126,723.57, of which $4,171.43 was for main- tenance. The portion derived from miscellaneous sources, such as sales, etc., was $13.40. This work is now reported under head of " Channel from Aransas Pass to Corpus Christi, Tex." (See p. 838.) The ruling depth through the channel on June 30, 1914, was 9.5 feet, with a general depth of 10 to 12 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. 839 of this report), 10,849 short tons, valued at $75,943. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Surveys 42.3..................... . . . . . .. ..... . . . .. . . . . . . . . House... . 338 Fifty-ninth... Second....... ...... Surveys . do.... 678 Sixty-first... .. do............... 1 Exclusive of amount available for fiscal year 1915. 8 Basis of project adopted by Congress. t Contains maps. 4No maps. 826 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Expenditures during fiscal year: From specific appropriations__----------------------- - $146, 286. 81 From general appropriations- Preservation and maintenance of river and harbor works__ 8,106. 04 Emergencies in river and harbor works-- -- ---------- 6, 000. 00 160, 392. 85 Reimbursable----------- ------------------------------ 1, 470. 02 Net expenditures____--- --- ________ _________ - 158, 922. 83 Consolidated. July 1, 1913, balance unexpended___________________________ __ $152, 787. 64 Amount allotted from appropriation made by river and harbor act approved Mar. 4, 1913---------------------------------- 16, 525. 00 Sale of ladder dredge Robert_...- _____________________--1, 100.00 Sale of contact prints__---- _____-- 2. 25 170, 414. 89 June 30, 1914, amount expended during fiscal year: For works of improvement _______.....-____ $43, 040. 14 For maintenance of improvement -__-__________ 115, 882. 69 158, 922. 83 July 1, 1914, balance unexpended --- ________11, 492. 06 July 1, 1914, outstanding liabilities__________-__________- _ 2, 880. 41 July 1, 1914, balance available______________ _________________ 8, 611. 65 Amount allotted from appropriation made by the river and harbor 0 act approved Oct. 2, 1914__-- ----- -________----------- 75, 000. 00 Amount available for fiscal year ending June 30, 1915_____--- 83, 611. 65 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement---1----------------125, 000. 00 (See Appendix T 7.) 8. Operating and care of West Galveston Bay and Brazos River Canal, Tex.-A boom tender was stationed during the year to tend the boom at the entrance to the canal at Brazos River, and bridge tenders to operate and care for drawbridges across canal between Brazos River and Matagorda Bay. The total amount expended for this purpose to June 30, 1914, is $6,349.94, the amount expended dur- ing the fiscal year being $1,832.27. Balance unexpended $1,657.73. The bridge tenders obtained the following record of commerce using the canal during the fiscal year: Eastbound.-Five hundred and seventy-two vessels, 3,777 registered tonnage; 673 tons of freight, valued at $143,130; and 438 passengers. Westbound.-Five hundred and sixty-four vessels, 3,609 registered tonnage; 2,085 tons of freight, valued at $165,200; and 475 passengers. (See Appendix T 8.) 9. Mouth of Brazos River, Tex.-The Brazos River rises in the northwest portion of Texas, flows in a southerly direction for about 950 miles, emptying into the Gulf of Mexico 50 miles west of the Galveston entrance and 141 miles east of Aransas Pass. The mouth of the river was originally obstructed by a shifting bar, about three-eighths of a mile from shore, the channel affording vari- able depths of water for navigation-of not over 8 feet at mean low tide and sometimes as shoal as 3 feet--being subject to changes due to winds and tides. 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 827 The present improvement includes a section of the river of about G6 miles. 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 & Dock Co. After suspension of work by the United States the improvement of the mouth of this river was undertaken by the Brazos River Channel & Dock Co., 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 the con- ditions 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 of August 21, 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 En- gineers, 1897, page 1815. The existing project, approved July 11, 1899, was 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. Dredging will always be necessary to 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 was concurred in by the Chief of Engineers. (See H. Doc. No. 1087, 60th Cong. 2d sess., with map.) The river and harbor act of February 27, 1911, appropriated $100,000 for dredging and repairs to the jetties. This money and the available balance was applied to procure an 18-foot channel to the railroad wharf and to repairing the northeast jetty. References to examination and survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Improvement ..... ............ ......... ....... ... . . ........................... 1880 1242 Value of improvements at mouth 2 3 ..... enate 138 Fifty-fourth... Second.. 2 1897 1815 Cost of improving 2 3..................... ... do.... 108 Fifty-fifth..... Third .. 21899 1976 Cost of improving .. House... 652 Fifty-sixth.... First ... 1900 2 2426 Efect of storm of 1900 on jetties 1 8.......... do.... 133 ... do......... Second.. 21901 2022 Maintenance of jetties 1 s................ ... do.... 1087 Sixtieth..... .. do.............. 1Contains maps. 2No maps. SBasis of project adopted by Congress. 828 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Repairs to the northeast jetty were made under a contract with Charles Clarke & Co., of Galveston, Tex., being completed on August 19, 1912, at a total cost for the year of $11,834.50. Dredging between the jetties was done by the U. S. dredge General (I. B. Comstock during August, 1912, and January-February, 1913. The U. S. dredge General C. B. Comstock was destroyed by fire on February 17, 1913, while working on this channel. The river and harbor act of March 4, 1913, appropriated the sum of $200,000 for the construction of a new dredge of the sea-going hopper dredge type, one-half of this sum to be charged to this improvement and one- half to Port Aransas. The plans and specifications for the dredge were prepared and contract awarded for its construction at a cost of $198,800, to be completed December 27, 1914. To end of the year the hull was 2 per cent and the machinery 7 per cent completed. Repairs were made to the northeast jetty with Government plant, at a cost of $5,981, and the channel between the jetties was redredged to depth of 18 feet under the contract at a cost of $23,920.85. The amount expended on the work of existing project up to close of fiscal year ending June 30, 1914, was $47 1,654.61, of which $79,580.62 was applied to maintenance. The portion derived from miscellaneous sources, such as sales, etc., is $13.07. Total amount expended on all projects to end of fiscal year ending June 30, 1914, $618,753.04. The latest information shows a least depth of about 21 feet from the wharf to end of jetties, and a depth of 20 feet over the bar by bearing to northward and crossing the line northeast jetty, there being a lump or shoal directly in front of jetties with a least depth of 14 feet. The length of the improved section is 6 miles. Mean range of tide, 1.77 feet. The present head of low-water navigation on the river is at Bolivar Landing, 40 miles above the mouth. On a small rise the river can be navigated to Richmond, a distance of 99 miles. During the year steamers of the Seaboard & Gulf Steamship Co. used the channel, and during the calendar year 1913 carried through the channel 24,575 short tons, valued at $4,004,541. This improvement has had some effect on ocean freight rates on competing lines to Galveston. The amount required for expenditure in fiscal year ending June 30, 1916, will be applied to maintaining the project. July. 1, 1913, balance unexpended____________________________ $132, 496. 63 Amount allotted from appropriation made by river and harbor act approved Mar. 4, 1913------------ ----------------------- 10, 000. 00 Sales of contact prints----------------------------------------- . 25 142, 496. 88 June 30, 1914, amount expended during fiscal year for maintenance of improvement---- -------------------------------- 29, 986. 85 July 1, 1914, balance unexpended---------------------------- 112, 510.03 July 1, 1914, outstanding liabilities______--- ___----_ 200. 00 July 1, 1914, balance available-------------------- 112, 310. 03 RIVER AND HARBOR IMPROVEMENTS. 829 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914--------------------- ----------- $20, 000. 00 Amount available for fiscal year ending June 30, 1915_ ------ _ 132, 310. 03 July 1, 1914, amount covered by uncompleted contracts.....------------ 99, 400. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_ -. .________-__ 145, 000. 00 (See Appendix T 9.) 10. Brazos River, Tex., from Velasco to Old Washington.-The Brazos River rises in the plains of northwest Texas, flows south- easterly through the east central portion of Texas, and empties di- rectly into the Gulf of Mexico at a point 45 miles southwest of Gal- veston Harbor. Its total length is about 950 miles. This section of the river has a width of from 200 to 400 feet. It has good depth from the mouth to near the head of tide water above Columbia (mile 36) and about a 4-foot navigable channel above that point to about mile 50. The river has a very small low-water discharge. The flood dis- charge, though small, can not be carried in the channel, and the banks are overflowed during all large floods. The high banks erode readily, consequently the navigable channel is unstable, and open-river im- provement difficult and expensive. A navigable channel of 4 feet exists only when the river is at a stage of about 4 feet, or possibly four months per year in intermittent periods. The original projects 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, 1914, was $377,566.31. The amount derived from miscellaneous receipts, etc., was $218.84. References to ecamination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to Waco 2.. .................. House.. 283 Fifty-sixth.... Second.. 3 1901 1974 Mouth to Richmond 4.................................................. .......... 1895 1838 Mouth to Waco ................. . House... 63 Fifty-second.. First.... 81892 1555 Mouth to Richmond 3............. ... do.... 136 ..... do........ Second.. 1893 1893 Old Washington to Waco 24.............do.... 705 Fifty-ninth... First............... Old Washington to Waco (selection of Additional locks)2 4..................... .. do.... 95 Sixty-second.....do............... I Exclusive of amount available for fiscal year 1915. 3 No maps. 2Contains maps. 4 Basis of project adopted by Congress, 830 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. No advantage has been taken of the improvenment above Columbia, principally on account of the fact that the characteristics of flow of the river are such that the periods during which the river can be navigated are indefinite as to time and duration. The operations during the year consisted in the removing of ob- structions by snagging and the cutting of trees on banks between mile 99 and mile 236 with U. S. snag boat Waco. No work was, done in the nature of jetty construction or repairs, and the work of that nature that has been done has either been obliterated or is of no further use. Expenditures during the year, $19,661.94. Over this section of the Brazos River the depth is such that navi- gation can take place during a 6-foot stage of the river by boats having considerable power. No commerce of any note has devel- oped 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, though the country is getting settled. The distances of the various places mentioned in the above report from the mouth of the river are as follows: Velasco, 5 miles; Co- lumbia, 35 miles; Richmond, 99 miles; Old Washington, 254 miles; Navasota Lock, 259 miles; Waco, 424 miles. The improvement has so far caused no effect on freight rates and no effect is looked for until the river is improved throughout. Some freight traffic has been developed during the year between the mouth of river and Columbia, one boat making regular trips each 10 days, which reports having carried about 1,080 tons of general cargo, valued at about $81,000... The amount required for expenditure in fiscal year ending June 30, 1916, will be applied to maintaining the project. July 1, 1913, balance unexpended------------ $47, 313. 72 Sale of prints-----.----------------------.--------------------. 75 47, 314. 47 June 30, 1914, amount expended during fiscal year, for maintenance of improvement __ 19, 661. 94 July 1, 1914, balance unexpended 27, 652. 53 July 1, 1914, outsta' ding liabilities------------------------------- 364. 39 July 1, 1914, balance available---------------------------____ 27, 288. 14 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ----------------------------- --- 10, 000. 00 Amount available for fiscal year ending June 30, 1915-------------- 37, 288. 14 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-- -------------------- 30, 000. 00 (See Appendix T 10.) 11. Brazos River, Tex., from Old Washington to Waco.-That portion of the river included under this project extends from Old Washington, 254 miles above the mouth, to Waco, 424 miles above the mouth, and is, therefore, 170 miles long. The profile of this section of river shows an alternating series of steep and gentle slopes, not navigable above Hidalgo Falls, 260 miles above the mouth of th.e 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 831 river. The river has ordinarily such a small discharge that open- river navigation is impracticable. 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. As a result of this authorization a report was submitted, which is published in House Document No. 705, Fifty- ninth Congress, first session. This project contemplated securing a navigable depth of 4 feet for four months and 32 feet for six months of the year by constructing eight locks and dams and 103 miles of open-channel work, at a total estimated cost of $2,915,000, these locks to be 170 feet long and 55 feet wide, except Lock No. 8, which is 143 feet long and 55 feet wide, with from 0 to 4- feet over the lower miter sills at low water. The river and harbor act of March 2, 1907, appropriated $75,000, and authorized continuing contracts in the sum of $150,000 addi- tional for the completion of the lock and dam at Hidalgo Falls, which amount has been appropriated. The river and harbor act approved June 25, 1910, made an appro- priation of $75,000 for the construction of Lock and Dam No. 8, about 7 miles below Waco, and the act of February 27, 1911, contained an appropriation of $50,000 for completion of the lock and dam at Hidalgo Falls, and the act of July 25, 1912, appropriated $200,000 for Lock and Dam No. 8 and two additional locks and dams. The river and harbor act of March 4, 1913, appropriated the sum of $250,000 for continuing improvement from Old Washington to Waco by the construction of locks and dams heretofore authorized. To June 30, 1914, there has been expended on the present project $853,052.11, of which $441,564.63 was expended at Lock No. 1, at Hidalgo Falls; $404,080.06 at Lock No. 8, near Waco, Tex.; and $7,407.42 for investigating sites for two additional locks, preparing plans, etc. The amount derived from miscellaneous sources, such as sales, etc., is $654.74. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. 3 .. . . . . . . . . . . . . . . . . Mouth to Wacol House... 283 Fifty-sixth.... Second.. 21901 1974 Mouth toRichmond...................... .... .. ......... .... ..... 895 1838 Mouth to Waco2 .................... . . . . . . . . . . . . . . ..House... 63 Fifty-second.. First.... 2 1892 1555 Mouth to Richmond 2. do..... 136 ....do........ Second.. 2 1893 1893 Old Washington to Waco 1........ ........do..... 705 Fifty-ninth... First............... Old Washington to3 Waco. . .(selection of . . . . . . . . . . .. . additional locks)i ...... . do..... 95 Sixty-second.. .. .... .......... 1Contains maps. sNo maps. 3 Basis of project adopted by Congress. During the present fiscal year the work consisted in placing the steel work of lock gates, wickets, beartrap, valves, etc. High water in river delayed work to considerable extent, and made many repairs 832 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. necessary. The construction of this lock and dam is about 98 per cent completed. Total expenditures during the year were $22,881.19. Work had begun on Lock and Dam No. 8, near Waco, Tex., in De- cember, 1911, and during the present fiscal year the lock walls were completed, work on gates started, operating machinery installed, pass and pier cribs partly filled, and excavations made for abut- ments. Material contracted for and assembled at lock site. Work delayed considerable part of year on account of high water washing away cofferdams and filling parts excavated. Total cost of work during year was $169,176.51. This lock and dam is about 75 per cent completed. Work was performed with' hired labor and Government plant. The river and harbor act of March 3, 1909, directed an examina- tion of the Brazos River, with a view to the selection of sites for additional locks and dams between Old Washington and Waco. This examination has been made and the sites selected, report on which has been transmitted to Congress and printed in House Document No. 95, Sixty-second Congress, first session. During the year surveys have been made and designs and plans are being prepared for two additional locks, Nos. 3 and 6. No reduction in the freight rates in the territory tributary to this stretch of the river can be expected until this portion, as well as that below Old Washington to about mile 55, is fully improved. It is intended to apply the amount recommended for expenditure during the fiscal year ending June 30, 1916, toward continuing the improvement by completing Locks and Dams Nos. 1 and 8 and be- ginning the construction of Locks and Dams Nos. 3 and 6. July 1, 1913, balance unexpended--------------------------$308, 429. 37 June 30, 1914, amount expended during fiscal year, for maintenance of improvement --------------------------------------- 210, 826. 74 July 1, 1914, balance unexpended---------------------- 97, 602. 63 July 1, 1914, outstanding liabilities--------------------------- 19, 723. 97 July 1, 1914, balance available-- --- ------------------------- 77, 878. 66 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 .-- --.- 200, 000. 00 Amount available for fiscal year ending June 30, 1915------------277, 878. 66 July 1, 1914, amount covered by uncompleted contracts--------- 16, 932. 00 Amount that ian be profitably expended in fiscal year dnding June 30, 1916, for works of improvement---------------------- 1500, 000. 00 (See Appendix T 11.) 12. Channel from Pass Cavallo to Port Lavaca, Tex.-The bar at Pass Cavallo is 125 miles from the Galveston Bar and 54 miles from the Aransas Pass Bar. Port Lavaca lies 26 miles to the northward of the pass across Matagorda and Lavaca Bays. The depth of water in the bays is over 7 feet, but across two reefs over which the channel passes the depth was reduced to about 6 feet. The present project, adopted by the river and harbor act of June 25, 1910, according to House Document No. 1082, Sixtieth Congress, second session, with maps, provides for a channel 7 feet deep and 80 feet wide to Port Lavaca, at an estimated cost of $10,000, with an increased annual expenditure for maintenance of $2,500. 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 833 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Channel between Matagorda and Lavaca Bays (preliminary examination) . . . . . . . . House... . . . .1........ 180 Fifty-eighth... Second.. 2 1904 2015 Pass Cavallo to Port Lavaca 28 ... do..... 1082 Sixtieth..........do... 11911 593 3 1 No maps. 2 Contains maps. Basis of project adopted by Congress. Work begun on this project November 4, 1910, and was completed December 11, 1910, the required channel having been obtained by dredging. Up to the close of the fiscal year ending June 30, 1914, the amount expended was $9,699.48, none of which was for maintenance. The project is completed. The maximum draft that can be carried June 30, 1914, at mean low water over the shoalest part of the locality is 7 feet. The varia- tion of water surface is about 1 foot. No commercial statistics were obtainable for the calendar year 1913. July 1, 1913, balance unexpended ----- ----- _----------------- $5, 300.52 July 1, 1914, balance unexpended--------------------------------5, 300. 52 (See Appendix T 12.) 13. Port Aransas, Tex.-This name is given to the localities here- tofore improved under appropriations for Aransas Pass and Deep Water Harbor at Harbor Island, Tex., this new title being used to designate an enlarged project adopted by the river and harbor act approved March 4, 1913. (a) Aransas Pass, Tex.-Aransas Pass is on the south coast of Texas, 188 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 con- nected 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 Co.'s project was $540,477.65, exclusive of $9,938.93 subscribed by the citi- zens of Rockport and Corpus Christi, Tex., and $5,000 appropriated for Board of Engineers to ascertain character and value of improve- ments of Aransas Pass Harbor Co. 60993°--ENG 1914-----53 834 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The last appropriation had been expended in accordance with the project prepared by Maj. O. IH. 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 Co., 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. A board of engineer officers (I. Doc. No. 119, 55th Cong., 3d sess., with map, published in Report of the Chief of Engineers, 1899, p. 1973) recommended the improvement by parallel jetties, but the work was 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 de- sign and specifications of the Aransas Pass Harbor Co., 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 specifications 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 Co. The project adopted by the river and harbor act of March 2, 1907, provided for improvement in accordance with plans submitted by the Board of Engineers for Rivers and Harbors in its report of De- cember 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 direction of ex- isting jetty and the extension shoreward of the north jetty to con- nect with St. Joseph 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. To July 1, 1913, a total of $1,157,500 had been appropriated, the last appropriation ($217,500) 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 Document 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 $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 was $1,157,500. The sum of $25,000 was appropriated by the river and harbor act of February 27, 1911, for maintenance. The modified project as adopted by the river and harbor act of March 4, 1913, provided for the extension and repair of the jetties, RIVER AND HARBOR IMPROVEMENTS. 835 and the deepening of the channel to depth of 25 feet, as recommended by the Board of Engineers for Rivers and Harbors in its report of December 9, 1912, printed as House Document No. 1125, Sixty- second Congress, third session. This modified project provides for the repairs to both jetties, extension of south jetty 2,250 feet, and of north jetty 1,950 feet, extension of dike on St. Joseph Island, a dis- tance of 9,100 feet, and dredging to 25 feet between jetties and Harbor Island Basin, and to 12 feet in approach to the town of Port Aransas from Turtle Cove and Harbor Island Basin, at a total estimated cost of $2,325,000, and $25,000 annually for maintenance. Under act of March 4, 1913, $600,000 was appropriated, of which $100,000 was for construction of the new dredge Comstock which is under construction. Under the above act the improvement of Aransas Pass and the deep-water harbor at Harbor Island were consolidated under the title of "Improving Port Aransas," and are now taken up under that head. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Survey of pass ................. ....... . ... ................ ............... 2 1871 526 Aransas and Corpus Christi Bays ......... .................................. 21880 1262 Survey Aransas Pass' . .... ........-... ........ .... _........... ....... 21888 1312 Character and value of improvements2.... 2 . . . . . .. . . . . House... 137 Fifty-fifth..... Second.. 2 1898 1527 Improvement of Aransas Pass .. . do..... 119 ..... do........ Third.. 1899 1973 Further improvement of pass i............ R. & H. 5 Fifty-ninth.. Second............. Com. Preliminary examination and survey for House... 639 Sixty-first.... .. do............... obtaining channel of suitable depth and w idth.2 3 Reexamination of reports................. R. & H. 43 ..... do...........do.................... Conm. Aransas Pass and Harbor Island Basin 23.. House... 1125 Sixty-second.. Third... 1Basis of project adopted by Congress. 2Contains maps. 8No maps. The amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1914, was $1,439,328.05; of such amount, $226,389.13 was applied to maintenance of improve- ment. From miscellaneous sources, such as sales, etc., $39.96 was derived. The north jetty is 9,241 feet long and the south jetty 6,400 feet long. During the past fiscal year the work of extending the south jetty for about 1,100 feet and the repairing of both jetties was carried on under contract. A total of 43,871.90 tons of riprap were placed in extension and 5,611.25 tons in repairs of south jetty, and 6,008.95 tons of riprap in repair of north jetty. Total cost of jetty work, $214,553.77. Dredging between the jetties was carried on with U. S. dredges Caucus, borrowed from the Montgomery, Ala., engineer district, August 25 to October 7, 1913, and Sabine, borrowed from the Dallas, Tex., engineer district, May 27, to June 29, 1914, removing a total of 81,055 cubic yards at a total cost of $25,221.17. 836 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The river and harbor act of March 4, 1913, appropriated the sum of $200,000 for the construction of a new seagoing hopper dredge to take the place of the burned Gen. C. B. Comstoclc, one-half of this sum to be charged to this improvement and one-half to mouth of Brazos River. The plans and specifications were prepared and con- tract awarded for construction at a cost of $198,800. Work has begun and is to be completed December 27, 1914. The latest survey shows a channel 191 feet deep extending from the end of the jetties to the water front of Harbor Island, with a least width of 325 feet, at a point 1,800 feet inside the outer end of the north jetty. The tonnage carried through the channel during the calendar year 1913 amounted to 211,330 short tons, valued at $5,201,032. On July 15, 1912, the Texas State Railway Commission prescribed rates, placing this port on a parity with Galveston, Tex. Regular sailings of two and three vessels per month are now being made. (b) Deep-wuater harbor at Harbor Island, Aransas Pass, Tex.-A depth of 20 feet having been provided through Aransas Pass, it be- came necessary to establish a deep-water harbor or port for the ship- ping. The river and harbor act of February 27, 1911, provided for the establishment of such a harbor at Harbor Island, which lies opposite the entrance channel through the pass. The project is in accordance with the report printed in House Document No. 1094, Sixty-first Congress, third session, and provides for a roadstead 20 feet deep, 1,200 feet wide, and 3,000 feet long be- tween Harbor and St. Joseph Islands, and for a channel of similar depth, 400 feet wide and 5,420 feet long, leading from the northern end of the roadstead., and for a protective stone dike 10,000 feet long on St. Joseph Island, connecting with the north jetty. The estimated cost of the work was $375,000, with $25,000 annually for maintenance after completion. The act made an appropriation of $125,000 and authorized contin- uing contracts in the additional sum of $250,000 for completion of the project, which amount was appropriated by the sundry civil act ap- proved August 24, 1912. The act of 1911 provided also that no part of the appropriation and authorization should be expended until the Secretary of War is satisfied that the interests of the general public will be duly protected in the use of the harbor and that no terminal monopoly will be possible, and that the title and easements in any land needed in the construction of the dike proposed as a part of the improvement shall have been vested in the United States free of cost. In fulfillment of these conditions, the Legislature of the State of Texas has passed a law prohibiting a terminal monopoly at this harbor and deeds for the land required for the dike have been se- cured. Work was therefore begun on this project October 27, 1911, and to the close of the fiscal year ending June 30, 1913, the amount expended has been $343,008.67, none of which was for maintenance. Total amount expended on all projects to the end of the fiscal year 1914, $2,874,517.47. RIVER AND HARBOR IMPROVEMENTS. 837 References to exlamination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Deep-water harbor 12 ... ....... House.., 1094 Sixty-first..... Third.............. Port Aransas Tex., Aransas 2 Pass, and ... do..... 1125 Sixty-second.. ... do ...... ....... the Harbor Island Basin. 3 1 No maps. 2Basis of project adopted by Congress. 3Contains maps. The riprap dike on St., Joseph Island had been completed to a length of 10,000 feet, at a cost of $201,503.25. Under contract the harbor had been completed to depth of 20 feet and width of 1,200 feet for a distance of 3,000 feet, with an ex- tension of 2,000 feet, with width of 150 to 400 feet, at a cost of $59,085.57. During the present fiscal year a portion of the harbor 600 feet wide and 1,650 feet long adjacent to the wharves was deepened to 25 feet, under contract, at a cost of $40,325.70. Plans and specifications are being prepared for dredging by con- tract of the 12-foot approach channel from Harbor Island Basin through Turtle Cove to town of Port Aransas, the local interests having bound themselves to construct the bulkhead required to hold the spoil. The ruling depth over that part of deep-water harbor excavated on June 30, 1914, was 18 to 25 feet. The effect on freight rates is shown under " Improving Aransas Pass, Tex." The amount required for expenditure in fiscal year ending June 30, 1916, will be applied to prosecution of the work on the project adopted by the act of March 4, 1913, and to maintenance. PORT ARANSAS, TEX. July 1, 1913, balance unexpended----------------------------- $600, 000. 00 Sales of contact prints_-------------------------_ -------------- 3. 25 600, 003. 25 June 30, 1914, amount expended during fiscal year: For works of improvement ---------------- $173, 593. 01 For maintenance of improvement ....------------- 47, 136.45 220, 729. 46 July 1, 1914, balance -unexpended ----------------------------- 379, 273. 79 July 1, 1914, outstanding liabilities ---------------------------- 18, 920. 41 July 1, 1914, balance available __--- __. ___________- 360, 353. 38 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1.914---------------------------- 470, 000. 00 Amount available for fiscal year ending June 30, 1915_-------- 830, 353. 38 July 1, 1914, amount covered by uncompleted contracts --------- 223, 149. 53 Amount (estimated) required to be appropriated for completion of existing project ___-__ - - __-_________ --- 1, 355, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance_ ' 800, 000. 00 1Exclusive of amount available for fiscal year 1915. 838 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ARANSAS PASS AND BAY, TEX. July 1, 1913, balance unexpended ------------------------------- $8, 921. 38 Sale of contact print------------------------------------------ .91 8, 922. 29 June 30, 1914, amount expended during fiscal year for works of improvement ------------------ ------------------------ 8, 922. 29 HARBOR AT HARBOR ISLAND. July 1, 1913, balance unexpended---- ----------------------- $31, 991. 63 June 30, 1914, amount expended during fiscal year for works of improvement ------------------------------------------ 31, 991. 63 CONSOLIDATED. July 1, 1913, balance unexpended-------------------------- $640. 913. 01 Sales of contact prints---------------------------------------- 4. 16 640, 917. 17 June 30, 1914, amount expended during fiscal year: For works of improvement----------- ------- $214, 506. 93 For maintenance of improvement-------------- 47, 136. 45 261, 643. 38 July 1, 1914, balance unexpended---------------------------379, 273. 79 July 1, 1914, outstanding liabilities_-------------------------- 18, 920. 41 July 1, 1914, balance available---------------------------- 360, 353. 38 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------------------- ----- 470, 000. 00 Amount available for fiscal year ending June 30, 1915----------- 830, 353. 38 July 1, 1914, amount covered by uncompleted contracts ---------- 223, 149. 53 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance------_ 1800, 000. 00 (See Appendix T 13.) 14. Channel from Aransas-Pass to Corpus Christi, Tee.-Corpus Christi is situated on the western side of Corpus Christi Bay, 20.3 miles from Aransas Pass. A natural depression, known as Turtle Cove, started at Aransas Pass and, passing between Harbor and Mus- tang Islands, led to the eastern end of Corpus Christi Bay. It had an approximate depth of 1 feet at mean low tide. The distance through Turtle Cove to 8 feet of water in the bay was about 6 miles. The natural depth in the bay to Corpus Christi varied from 8 to 14 feet. Under a previous project a channel 8 feet deep at mean low tide and 75 feet wide at the bottom through Turtle Cove was authorized in 1907 and completed in 1909 as a part of the inland waterway on the coast of Texas. The total amount spent under this appropriation was $126,723.57. (See (e) Turtle Cove Channel between Aransas Pass and Corpus Christi, p. 825 of this report.) The present project, as adopted by the river and harbor act of June 25, 1910, provides for a 12-foot channel with bottom width of 100 feet through Turtle Cove Channel and Corpus Christi Bay, between Aransas Pass and Corpus Christi, with a turning basin 1,000 feet square and 12 feet deep, in accordance with report printed in House Document No. 678, Sixty-first Congress, second session. The estimated cost, including $50,000 for the construction of a dredge for maintenance, was $207,900, with $35,000 annually for maintenance. ' Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 839 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Surveys2 1 3... . . . . . . . . ..... . . . . . . . . . . . . . . ... . . . House.. . 338 Fifty-ninth.... Second............. Do. 3..... do.... 678 Sixty-first..... ... do... ...... ...... 1 Contains maps. 2 No maps. 3Basis of project adopted by Congress. This 12-foot channel has been dredged through from Aransas Pass to 12 feet of water in Corpus Christi Bay, and from 12-foot contour at west side of bay to the turning basin at Corpus Christi. During the past fiscal year the turning basin at Corpus Christi was completed and partly redredged by contract, also a shoal re- moved from the channel through Turtle Cove. Total cost of work during year, $9,302.72. At the close of the fiscal year ending June 30, 1914, the amount expended was $167,205.72, of which $9,302.72 was for maintenance. From miscellaneous sources, such as sales, etc., $3 was received. The work consisted of dredging by contract to form and maintain the adopted channel. The total amount spent on all projects to June 30, 1914, is $293,929.29. The maximum draft that can be carried June 30, 1914, at mean low water, over the shoalest part of the locality is 9.5 feet. The varia- tion of water surface is about 1 foot. The channel is navigable throughout its length of 20 miles. Only record obtainable of commerce was 10,849 tons fuel oil, valued at $75,943. Rates have been reduced on general merchandise 20 per cent less than railroad rates, and on cotton the rate has been reduced 13 cents per 100 pounds. The report upon which this project is based contained an estimate of $50,000 for construction of a dredge to be used in maintaining the channel. The amount required for expenditure in fiscal year ending June 30, 1916,'will be applied to maintaining the project. July 1, 1913, balance unexpended---------------------------$10, 000. 00 June 30, 1914, amount expended during fiscal year, for maintenance of improvement_ ----------------------------------------- 9, 302. 72 July 1, 1914, balance unexpended----------------------------- 697. 28 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914--------------------------------- 10, 000. 00 Amount available for fiscal year ending June 30, 1915------------- 10, 697. 28 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement___----------------- 120, 000. 00 (See Appendix T 14.) 1 Exclusive of amount available for fiscal year 1915. 840 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 15. 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. Concrete sidewalk and curbing and brick pavement with bitumi- nous filler was constructed in rear of the sea wall. The work contemplated is now completed; the amount on hand will be held for maintenance. An open concrete drain 2,900 feet long, parallel to back wall, was constructed during the year at a cost of $3,633.64. This work was carried out in accordance with report of a board of engineers dated December 19, 1902. (See Appendix W 13, Re- port of Chief of Engineers, 1903.) The amount expended on existing project to June 30, 1914, was $740,426.24. July 1, 1913, balance unexpended_____-- ----- ________ __ $14, 290. 84 June 30, 1914, amount expended during fiscal year, for maintenance of improvement---__-------- -------------------------- 4, 715. 58 July 1, 1914, balance unexpended -------- -. 9, 575. 26 (See Appendix T 15.) EXAMINATIONS AND SURVEY MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED MARCH 3, 1909, JUNE 25, 1910, AND JULY 25, 1912. Reports on preliminary examinations and survey required by the river and harbor acts approved March 3, 1909, June 25, 1910, and July 25, 1912, 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 below: 1. Preliminary examination and survey of Brazos Santiago Har- bor, Tex.-Reports dated October 14, 1909, and November 17, 1910, with map, are printed in House Document No. 200, Sixty-third Con- gress,first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 0. Preliminary examination of Nueces River, Tex.-Report dated July 26, 1913, is printed in House Document No. 235, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. RIVER AND HARBOR IMPROVEMENTS. 841 3. Preliminaryexamination of Old (Trinity) River, in Chambers County, Tex., with a view to securing increased depth.--Report dated October 17, 1910, is printed in House Document No. 351, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 4. Preliminary examination of Colorado River, Tex., with a view to its improvement by means of locks and dams or otherwise, and to the taking over by the General Government of the artificial cut to Matagorda.-Report dated September 13, 1913, is printed in House Document No. 657, Sixty-third Congress, second session. The im- provement of this locality by the United States is not deemed ad- visable, except as recommended in Rivers and Harbors Committee Document No. 3, Sixty-third Congress, first session, i. e., redredging a channel 5 feet deep and 40 feet wide across the bar at the mouth, and snagging, etc., from the mouth of the river to mile 21, at an esti- mated cost of $25,000, subject to the conditions named therein. 5. Preliminary examination of the Rio Grande from Velarde, N. Mex., to the sixth standard parallel south, New JMexico meridian.- Report dated May 23, 1914, is printed in House Document No. 1144, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. The local officer was also charged with the duty of making other preliminary examinations and surveys required by the river and harbor acts approved June 25, 1910, February 27, 1911, July 25, 1912, and March 4, 1913, as follows, and reports thereon will be duly submitted when received: 1. Tres Palacios River, Tex. 2. Guadalupe River, Tex., to Victoria, with a view to improvement by locks and dams. 3. Arroyo Colorado, Tex., up to Harlingen. 4. Harbor at Brazos Island, Tex. 5. Navidad and Lavaca Rivers, Tex. 6. Inland waterway on the coast of Texas from Corpus Christi to a suitable point on Baffins Bay. 7. Mouth of Brazos River up to Freeport, Tex., with a view to securing a depth of 25 feet. 8. Channel at Seadrift, Tex., with a view to providing a suitable connection with the Texas coast waterway. IMPROVEMENT OF RIVERS AND HARBORS IN THE DALLAS, TEX., DISTRICT. This district was in the charge of Maj. T. H. Jackson, Corps of Engineers. Division engineer, Col. Lansing H. Beach, Corps of Engineers. 1. Johnsons Bayou, La.-This stream is in the extreme south- western portion of Louisiana, runs northwesterly to Sabine Lake, La., and is approximately 25 miles long. It is under improvement at the mouth only. About four miles from Sabine Lake Johnsons Bayou forks, the east fork being known as Deep Bayou and the south fork as Shallow Bayou. The principal settlement is on Shallow Bayou. Prior to its improvement the minimum usable low-water depth across the bar was approximately 2 feet. Above the bar to Deep Bayou there was 842 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. a minimum usable low-water depth of about 5 feet mean low Gulf level. The minimum usable low-water depth in Shallow Bayou was about 21 feet, The minimum usable low-water depth from John- sons Bayou to Sabine Pass was approximately 6 feet. The tidal range on the bar is about 1 foot. The project of April, 1899, printed in House Document No. 299, Fifty-fourth Congress, second session, 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. Work under this project was completed in December 1899, when a channel 6 feet in depth and 60 feet wide was secured. The total amount expended on the original project was $2,261.35. In connection with the maintenance of this channel it was re- dredged in May, 1910; March, 1911; and July, 1913. Report on examination of this stream will be found on page 1790, Annual Report of the Chief of Engineers for 1897, which report does not contain maps. In July, 1913, the U. S. dredge Orange redredged the channel across the bar to a depth of 7 feet at mean low Gulf level, and a width of 150 feet, at a cost of $1,159.72. In addition to this, the sum of $100 was expended in the survey of Shallow Bayou, in August, 1913. The total amount expended to June 30, 1914, was $7,817.50, of which $5,556.15 was applied to maintenance of the improvement. There were moved on this waterway during the calendar year 1913, approximately 5,936 short tons of agricultural products, etc., valued at $389,878. On June 30, 1914, the maximum draft that could be carried over the bar was approximately 4 feet at mean low Gulf level. Naviga- tion is carried on by means of barges and gasoline launches. Comparative statement of shipments and receipts. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1908 .................. . . ......................... . ........... 5,314 .............. ....................................... 1909...................... 4,18 .......... .... 1,126 1910............................................. .... .................... 3,167 ......... 1,021 1911............................................ ......... ...... 2,331 .. 836 1912...........6.............................. 6,941 4,610 1913................................................................ 5,936 ........ ...... ,005 Since this waterway affords the only outlet for the commerce of the locality, it is believed that the present channel should be main- tained. The estimate submitted is for the work of maintenance under the existing project during the fiscal year ending June 30, 1916. July 1, 1913, balance unexpended________________________-__ $4, 999. 26 June 30, 1914, amount expended during fiscal year for mnaintenance of improvement---------------------- ----------------------- 1, 259. 72 July 1, 1914, balance unexpended--------------------------------- 3, 739. 54 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_ ---- 5, 000. 00 (See Appendix U 1.) 1Exclusive of the balance unexpended July 1, 1914 RIVER AND HARBOR IMPROVEMIENTS. 848 2. Mouths of Sabine and Neches Rivers, Tex.-The Sabine River rises in northeast Texas and flows southeasterly approximately 550 miles to Sabine Lake. The lower portion, from Sabine Lake to Orange, Tex., about 10 miles, is under improvement. The Neches River rises in northeast Texas and flows southeasterly approximately 300 miles to Sabine Lake. The lower 23 miles, from Sabine Lake to Beaumont, Tex., is under improvement. Prior to improvement the minimum usable low-water depth over the bars at the mouths of these rivers was approximately 3z feet. Dredging was carried on at the mouth of the Sabine River in 1880 and 1895. At the mouth of the Neches River dredging was carried on in 1880, 1889, and 1895. These dredging operations were for the purpose of securing and maintaining channel depths that would per- mit the use of such depths as Sabine Lake afforded (about 6 feet mean low gulf level). 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 about 4 feet. 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 without expense to the United States." Work under this project was begun March 1, 1906, and completed February 20, 1908, having been badly delayed on account of difficul- ties in securing the right of way. The river and harbor act of March 2, 1907, authorized the exten- sion of the channel at its southern end to a junction with the Port Arthur Canal and the widening of the canal in front of Port Arthur. Work on the extension was begun April 8, 1908, and was completed May 23, 1908. The river and harbor act of February 27, 1911, made provision for deepening this canal to 25 feet. (See report on channel from Orange and Beaumont, on the Sabine and Neches Rivers, to Port Arthur Ship Canal, Tex., here below.) 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.) During the month of April, 1914, the sum of $1,300 was allotted for the removal of the wrecked barge Andrews from the Sabine River below Orange, Tex. The work of removing the barge was delayed by high water in the river. During the fiscal year 1914, $21,034.60 was expended clearing the channel of obstructions, building the launch Jefferson, remodeling the field office at Port Arthur, and maintaining plant. The amount expended to June 30, 1914, was $516,188.30, of which $9,925.29 was expended on original and modified projects prior to the operations under the existing project. 844 ' REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. On June 30, 1914, the maximum draft that could be carried over the shoalest part was 9 feet mean low Gulf level. The tidal variation is about 1 foot. The Sabine River at ordinary low water is navigable for light- draft craft up to mile 50, and for the rafting of logs to mile 80. The Neches River at ordinary low water is navigable for light- draft craft up to mile 25, and for the rafting of logs to mile 35. Comparative statement of shipments and receipts. NECHES RIVER. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1903 ..... ...... ... ..... .............................. 151,672 5,932 ........... 1904.... ............................................... 161,516 9,844 ............ 1905............................................................. 173,504 11,988I........ 1906.................... ............................... 178,656 5,152 ......... 1907 .................................................... 150,040 ............... 28616 1908... ................................................ 156,204 6,164....... 1909... ................................................. 157,277 1,073 1910.... ......... ...... ............................... 107,028 ............. 50,249 1911 ................................................... 235,394 128,366 .... 1912 ... ................................................ 216,173 19,221 1913... ............................................... 221,519 5,346 ...... SABINE RIVER. 1903................................................... .... 325,761 ............ 87,413 1904 ........................................................... 292,184 ........ 33,577 1905............................. ...................... 198,210 ............ 93,974 1906. ..... .... .......................... 409,870 211,660 ......... 1907.................... ............................ 405,172 ...... ... 4,968 1908............................................... ................ 308,825 ........ .... 96,347 1909......................... ........................... 344,225 45,400 .. 1910............................. ............................. 287,068............ 57,157 1911......... ..... ... ........ ........................... ........ 417,933 130865 ........ 1912 ............................................................. 559,792 141,859 1913 ...................... .......................... ........ ... 443, 989 .......... 115,803 SABINE-NECHES CANAL. 1908...................................................110,992................................................................. . 110992 ... 1909.................................. 111,025 33 .. 1910............................................................ ... 106,240...........4,785 1911................ ....................................... 259,776 153,53 .. ... 1912 .. ................................................... 270,904 11,128 ......... 1913............................................................ 629,001 358,097......... During the calendar year 1913, 629,001 short tons of freight, valued at $3,846,752, were moved over the Sabine-Neches Canal, consisting principally of lumber, timber, asphalt, and crude oil. The freight rate by rail on lumber and timber from Orange, Tex., to Port Arthur or Sabine, Tex., is 5 cents per 100 pounds, equivalent to approximately $2 per 1,000 feet b. m. The water rate on timber in rafts, owners furnishing dogs and chains, and dogging their own timber, is 50 cents per 1,000 feet b. m. On all lumber loaded on ves- sels at Port Arthur docks, if the lumber was brought in by rail the wharf charges are 15 cents per 1,000 feet b. m. If brought in by water, the wharf charges are 30 cents per"1,000 feet b. m. The freight rate by rail on fuel oil from Vinton, La., oil field to Port Arthur, Tex., is 7 cents per 100 pounds, equivalent to approximately 22 cents RIVER AND HARBOR IMPROVEMENTS. 845 per barrel. Practically all the crude oil from the Vinton, La., oil field to Port Arthur, Tex., and Sabine, Tex., is transported by water, the oil companies furnishing barges so used and hiring or leasing towboats. Information furnished by one of the oil companies shows the cost per barrel thus transported to be 8 cents. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. 11871 542 11873 681 ... ..... Sabine River ........................... .. 1880 .........1..... 1195 I11892 1513 1 1897 1773 Do........................ ............ House... 1 490 Sixtieth....... First.... 1 1908 486 S1874 745 Neches River............................. ......... ...... ................ .......... 1879 905 1880 1202 11893 1853 Sabine and Neches Rivers................ House... 2100 Fifty-sixth.... First.... 11900 2302 {. .do..... 2634 Fifty-eighth... Second.. 11904 1927 Sabine and Neches Rivers and Sabine- ... do..... 2836 Sixty-first........do..... '1911 602 Neches Canal. Do.................................... ... do..... 131290 ..... Third... 1 1911 621 Sabine River above Orange ......... ..... do..... 1 194 Sixty-third.... First............... Sabine River up to Logansport, La..-..... do ..... 668 ..... do........: Second.............. 1 2 No maps. Contains maps. 3 Basis of project adopted by Congress. July 1, 1913, balance unexpended------------------------------- $51, 517. 40 Amount received from sales of condemned property, etc., 1914---....--- 104. 35 51, 621. 75 June 30, 1914, amount expended during fiscal year: Transferred to United States funds, Sabine and Neches Rivers-------------------------------- $4, 288. 48 Transferred to contributed funds, Sabine and Neches Rivers _---------------------------------------- 4, 288. 47 For maintenance of improvement ......----------------- 12, 457.65 21, 034. 60 July 1, 1914, balance unexpended------------------------------- 30, 587. 15 July 1, 1914, outstanding liabilities------------------------------- 231. 26 July 1, 1914, balance available--------------------- ------------ 30, 355. 89 (See Appendix U 2.) 3. Sabine-Neches Canal, including Sabine to Orange and 'River Neches River to Beaumont, Tex.-This waterway includes the Sabine-Neches Canal. The project under which this canal was con- structed is given under " Mouths of Sabine and Neches Rivers, Tex." The project for this waterway was adopted by the river and harbor act of February 27, 1911, and is given in plan 4, House Document No. 1290, Sixty-first Congress, third session. It provided for a water- way in the Sabine-Neches Canal from the Port Arthur Ship Canal to the mouths of the Neches and Sabine Rivers, and thence up those 1Exclusive of $6.34 to be reimbursed by the Isthmian Canal Commission. 846 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. rivers to Beaumont and Orange, respectively. The depth was to be 25 feet at mean low Gulf level throughout, with bottom widths as follows: In Sabine-Neches Canal, 80 feet; in cut-off in Neches River, 70 feet; and in open rivers 150 feet. It provided for a salt- water lock in the canal between the Port Arthur Ship Canal and the Neches River, a turning basin at Orange, a turning basin 500 by 1,500 feet at Beaumont, and three passing points 110 by 1,700 feet in the Sabine-Neches Canal between the Port Arthur Ship Canal and the Neches River. The estimated cost was $1,143,000, of which the localities of Orange and Beaumont were to contribute one-half, or $143,500 and $428,000, respectively. One of the conditions of the project was that the locality of Orange was to maintain for three years following its completion the water- way from the Neches River to Orange (sec. b), that the locality of Beaumont was to maintain for three years following its comple- tion the remainder of the waterway (secs. a and c), and to main- tain the salt-water lock until otherwise provided by law. The esti- mated cost of maintenance is $50,000 annually. The river and harbor act approved July 25, 1912, modified this project so as to include the cutting off of bends or the widening of channels to such an extent as might be recommended by the Chief of Engineers and approved by the Secretary of War, provided the total cost should not exceed that specified in the act of February 27, 1911. As modified, the existing project provides for a waterway from the Port Arthur Ship Canal to Beaumont and Orange, Tex. The depth provided is 25 feet at mean low Gulf level throughout, with bottom widths as follows: In Sabine-Neches Canal from Port Arthur Ship Canal to Neches River, 90 feet; in Sabine-Neches Canal from Neches River to Sabine River, 80 feet; in open rivers, 150 feet; in the two cut-offs in the Neches River at Mansfield Ferry and Snaggy Bend, 90 feet. A salt-water lock 80 by 600 feet, with depth of 28 feet at low water over miter sills, and three passing points, 110 by 1,700 feet are provided for in the Sabine-Neches Canal below the Neches River. A turning basin at Orange and a turning basin at Beaumont 500 by 1,500 feet are provided. The amount of $428,000 was placed in depositories designated by the Secretary of War during the month of June, 1911, by the Beau- mont navigation district of Jefferson County, Tex., which navigation district at the same time became bound in manner satisfactory to the Secretary of War to maintain the channel and provide for the opera- tion and maintenance of the guard lock, as provided by Congress. The amount of $143,500 was placed in depositories designated by the Secretary of War during the month of October, 1911, by the Orange County navigation district; and on October 18, 1911, the Orange County navigation district became bound in manner satis- factory to the Secretary of War to maintain the channel in section b as provided by Congress. During the fiscal year 1912 contract was entered into for dredging approximately 7,291,000 cubic yards and clearing approximately 30 acres in sections a and c. A supplemental agreement entered into July 30, 1913, modified this contract by providing for dredging a RIVER AND HARBOR IMPROVEMENTS. 847 cut-off at Snaggy Bend with bottom width of 90 feet, in lieu of dredging around that bend, widening the cut-off at Mansfield Ferry from 70 to 90 feet bottom width, and widening the Sabine-Neches Canal to 90 feet bottom width instead of 80 feet bottom width, making the total amount to be excavated by the contractor approxi- mately 8,000,000 cubic yards. The addition provided for under this supplemental agreement was made under the authority of the act of July 25, 1912. To June 30, 1914, the contractor had excavated 6,077,368 cubic yards, of which 3,039,065 cubic yards were dredged during the fiscal year. During the fiscal year 1913 contract was entered into for the dredging of approximately 3,355,000 cubic yards and the clearing of approximately 4 acres in section. b. To June 30, 1914, the con- tractor had excavated from this section 2,351,989 cubic yards, of which 1,476,118 cubic yards were dredged during the fiscal year 1914. Work by hired labor was begun on the lock in section a in Janu- ary, 1913. At the close of the fiscal year, 1914; the plant, quarters, and cofferdam had been constructed. About 90 per cent of the excavation had been made, and about 20 per cent of the concrete placed. All steel for anchorages, valves, operating machinery, etc., had been received, and a contract had been let for the steel lock gattes. The work on the lock was on June 30, 1914, approximately 40 per cent completed. There was expended on this project during the fiscal year the sum of $423,171.80, making the total expenditures on this project to June 30, 1914, $699,317.91. This work has been in progress under continuing-contract appro- priations, the balance of the authorized amount being appropriated by the sundry civil act of August 1, 1914. For reference to examination or survey reports and maps or plans, and for statement of commerce transported see "Mouths of Sabine and Neches Rivers, Tex." It is estimated that the existing project for the Sabine-Neches Canal, as a whole, was approximately 64 per cent completed at the close of the fiscal year. Sections a and c. Section b. Total. Guard lock. Dredging. Total. UNITED STATES FUNDS. July 1, 1913, balance expended..........$101, 659.25 $122, 073.34 $223, 732. 59 $73,113.94 $296, 846. 53 Amount appropriated by sundry civil act approved Aug. 1, 1914. ................ 3, 000. 00 90, 000. 00 93, 000. 00 43, 500. 00 136, 500. 00 Amount transferred from Sabine and Neches Rivers, Tex................... 4, 288.48 ............ 4, 288. 48 ............. 4, 288. 48 Amount transferred from guard lock to dredging .... ........ ................... 3, 000. 00 3, 000. 00 ............ 3, 000. 00 108, 947. 73 215,073.34 324, 021.07 116, 613.94 440, 635.01 June 30, 1914, amount expended during fiscal year: For works of improvement ............ 33, 383.97 123,599.35 156,983.32 54, 522. 11 211, 505. 43 Transferred to dredging............ 3,000. 00 ............ 3, 000. 00 3, 000. 00 36, 383. 97 123, 599.35 159, 983.32 54, 522. 11 214, 505. 43 848 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Sections a and c. Section b. Total. Guard lock. Dredging. Total. UNITED STATES FUNDS-continued. July 1, 1914: Balance unexpended ................ $72, 563. 76 $91,473.99 $164, 037. 75 $62, 091.83 $226, 129. 58 Outstanding liabilities ................. 3, 368. 23 3, 368. 23 ............ 3,368. 23 Balance available ................ 69,195.53 91,47.3.99 160, 669.52 62,091.83 222, 761.35 Amount covered by uncompleted contracts.................... 23, 573. 68 86,921. 22 110, 494.90 41,888.76 152, 383. 66 Amount of continuing-contract authoriza- ......... .... tion, act of Feb.27, 1911................. 278, 000. 00 93, 500. 00 371, 500. 00 Amount appropriated under such authori- zation........ .................. ................ ......278, 000. 00 93, 500. 00 371, 500. 00 CONTRIBUTED FUNDS. July 1, 1913, balance unexpended ......... 101, 820. 05 215, 073.33 316, 893. 38 116, 613. 98 433, 507. 36 Amount transferred from Sabine and Neches Rivers, Tex................ 4, 288. 47 ............ 4,288. 47 .......... 4,288. 47 Amount transferred from guard lock to dredging.................. ........... 3, 000. 00 3,000. 00 3,000. 00 Amount transferred from dredging to guard lock............. ......... 3, 000. 00 ........... 3,000. 00 ............ 3,000. 00 109, 108. 52 218,073. 33 327, 181. 85 116, 613. 98 443, 795. 83 June 30, 1914, amount expended during fiscal year: For works of improvement............ 33,544.85 123, 599.39 157,144. 24 54, 522. 13 211,666. 37 Transferred to dredging........... 3, 000.00 3, 000. 00 ............ 3,000. 00 Transferred to guard lock .............. 3, 000. 00 3,000.00 .......... 3,000.00 36, 544.85 126,599.39 163, 144. 24 54, 522. 13 217, 666. 37 July 1, 1914: Balance unexpended .............. 72,563.67 91, 473.94 164, 037. 61 62, 091. 85 226, 129. 46 Outstanding liabilities................ 3, 368.24 .3,368.244 24 .. 3,368.24 Balance available................ 69,195.43 91, 473.94 37 160,669. 62, 091.85 222, 761.22 Amount covered by uncompleted contracts......................... 23,573.68 86,921.22 110, 494. 90 41, 888. 77 383.67 152, CONSOLIDATED STATEMENT OF UNITED STATES AND CONTRIBUTED FUNDS. July 1, 1913, balance unexpended....... 67 540,625.97 189,727.92 203,479.30 337,146. 353.89 730, Amount appropriated by sundry civil act approved Aug. 1, 1914. ............ 3,000.00 00 90,000. 93,000. 00 43,500.00 500.00 136, Amount transferred from Sabine and Neches Rivers, Tex............... 95 ........... 8,576.95 ............ 8,576.95 8,576. Amount transferred from guard lock to dredging................... ............ 6,000.00 6,000.00 ............ 6,000.00 Amount transferred from dredging to guard lock ..................... 3,000.00 .............3,000.00 ............ 3,00.00 218,056.25 433,146.67 651,202.92 233,227.92 884,430.84 June 30, 1914, amount expended during fiscal year: For works of improvement......... 66,928.82 247,198.74 314,127.56 109,044.24 423,171.80 Transferred to dredging............. 00 ........... 6,00.00000.00 6,000. 0 .. 6,000. Transferred to guard lock.......... 3,000.00 3,000.00 .. 3,000.00 24 74 323,127.56 109,044. 72,928.82 250,198. 432,171.80 July 1, 1914: Balance unexpended............. 43 145,127. 182, 947.93 68 328,075.36 124,183. 452, 259.04 Outstanding liabilities ............ 6,736. 47 6,736. 47 .. 6,736. 47 Balance available..................... 138. 390. 96 182, 947.93 321, 338.89 183.68 124, 445,522. 57 Amount covered by uncompleted ....................... 47,147.36 contracts 173,842.44 220, 989.80 83,777.53 304,767.33 Amount of continuing-contract authori- zation, act of Feb. 27, 1911 ........... ............ 278, 000. 00 93, 500. 00 371, 500. 00 Amount appropriated under such authori- zation................................... ............ 278, 000. 00 93, 500. 00 371, 500.00 (See Appendix U 3.) RIVER AND HARBOR IMPROVEMENTS. 849 4. Operating and care of Port Arthur Canal, Tex.-This service is provided for by the permanent indefinite appropriation for operating and care of canals and other works of navigation under the pro- visions 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 19, 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 & Dock Co. was accepted by the Secretary 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. Since their acquisition the canal, turning, and lumber basins have been maintained by the United States, the maintenance work being done by the dredge Port Arthur (acquired from the canal company), and by contract dredging prior to the commissioning of the dredge Orange. The dredge Orange, constructed at a cost of $84,520, was placed in commission in July, 1913, and has been employed on this water- way continually since that date. During the fiscal year 1914 this dredge completed the work of dredging the Port Arthur Canal and of dredging the Port Arthur turning basin. The minimum usable low-water depth in the canal on June 30, 1914, was 25 feet. The usual variation of the tide in the turning basin at the head of the canal is 1 foot. The amount expended to June 30, 1914, was $374,621.82, exclusive of outstanding liabilities, of which $54,664.52 was expended during the fiscal year 1914. There were moved on this canal during the calendar year 1913 3,171,758 short tons of miscellaneous freight, consisting principally of crude petroleum and its refined products, cotton, lumber, and general merchandise, valued at $62,134,154. Comparative statement of shipments and receipts. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1908...... ....................................................... 1,174,415 ................... 1909.......... . ............... ............................... 1,597,797 423,382 .......... 1910............................................... . .. . 1,674,316 76,519.......... 1911........ ................. .............................. 1,880,017 205,701... 1912 .............................................................. 2,050,362 170,345 .. 1913....... ... ......................................... 3,171,758 1,121,396.......... For reference to reports of examinations and surveys see House Document No. 773, Sixty-first Congress, second session, which con- 60993 0 -ENG 1914- 54 850 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tains maps, and for new project adopted by the river and harbor act approved July 25, 1912, see harbor at Sabine Pass, Tex., page 819 of the report of the Chief of Engineers for 1913. (See Appendix U 4.) 5. Harbor at Sabine Pass, and Port Arthur Canal, Tex.-The natural dimensions of the harbor of Sabine Pass were: Width, 1,700 to 3,000 feet; depth, 17 to 35 feet. The bar was approximately 3 miles from shore and the minimum usable low water depth was approximately 6 feet. The distance from the harbor to Galveston is approximately 80 miles and to New Orleans approximately 435 miles. The tidal range in the harbor is about 1.5 feet. Channels 12 to 15 feet deep were dredged through the outer bar during 1878 and 1880 under the project of 1875, at a cost of $318,703.94. These channels shoaled so rapidly that this method of improvement was abandoned. The project of 1882 provided for the construction of parallel jetties at the entrance of the pass, 1,800 feet apart and about 4 miles in length from shore line to deep water in the Gulf, and for dredging the channel between these jetties if necessary. This work was de- signed to provide a channel of practicable width and a depth of 25 feet, at an estimated cost of $3,177,606.50. Construction of the jetties began in 1883, and under successive appropriations has been carried on since that date. The river and harbor act of 1896 authorized contracts for the com- pletion of the project, limiting the cost of future work to $1,050,000. The cost of the project was therefore limited to $2,846,046.06. Under the project approved June 22, 1897, for this $1,050,000, the east jetty was completed 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 previous work was capped. Dredging was carried on in the jetty channel in 1897, 1898, and 1899, and a depth of 25 feet and width of approximately 100 feet was secured. The dredge Sabine was completed January 14, 1901, and operating in the channel almost continuously since that date has removed 4,953,230 cubic yards. In 1901 a project (H. Doc. No. 152, 56th Cong., 2d sess.) was adopted, providing for the maintenance of a channel depth of 25 feet, this work 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. This brought the cost of the original project to $3,962,619.06. Under the modified project the east jetty was completed to 4 feet above mean low Gulf level for about 14,300 feet, built up to about mean low Gulf level for about 8,100 feet, and mattress foundation placed, but partly destroyed, for about 3,000 feet. The west jetty was completed to 4 feet above mean low Gulf level for about 15,800 feet, built to about mean low Gulf level for about 1,200 feet, and mattress foundation placed, but partly destroyed, for about 4,000 feet. The total amount expended on the original jetty project as modified was $4,310,289.08, of which $789,578.84 was for maintenance. RIVER AND HARBOR IMPROVEMENTS. 851 The present project, adopted by the river and harbor act approved July 25, 1912, is to obtain a channel 25 feet deep and of proper width across the bar at the mouth of Sabine Pass by raising to full height the jetties already partly constructed and by dredging, to secure a channel 26 feet deep and 150 feet wide in the Port Arthur Canal, and to provide a new turning basin 26 feet deep, 600 feet wide, and 1,700 feet long at Port Arthur at an estimated cost of $2,000,000, exclusive of previous expenditures. (See H. Doc. No. 773, 61st Cong., 2d sess.) Estimated cost of maintenance, $190,000, subject to the condition that the right of way for the turning basin estimated to cost $10,000 shall be furnished free of cost to the United States. The river and harbor act of July 25, 1912, appropriated for main- tenance and continuing improvement of Sabine Pass and Port Arthur Canal the sum of $433,800. Work under the present project has been in progress since that date. Contract was entered into November 7, 1912, covering dredging in the Port Arthur Ship Canal and in the proposed new turning basin under the present project, estimated at approximately 3,000,000 cubic yards. To June 30, 1914, the contractor had excavated 2,222,993 cubic yards, of which 1,856,788 cubic yards were dredged during the fiscal year. On August 22, 1913, a contract was entered into for the extension of the east jetty, approximately 2,000 feet. During the periods July 30, 1913, to August 6, 1913, and April 17, 1914, to May 19, 1914, the dredge Sabine was out of commission undergoing repairs. On August 6, 1913, the Sabine sailed for Gal- veston, Tex., under transfer orders to work temporarily in the Galveston district, but returned to Sabine August 11, 1913, and resumed dredging in Sabine Pass jetty channel on August 13, 1913. On May 22, 1914, this dredge was transferred temporarily to the Galveston district for work at Aransas Pass, Tex. During the portion of the year the dredge was in operation at Sabine Pass, it removed from the jetty channel 419,006 cubic yards of soft blue mud and silt, which it carried out to sea and dumped. By continued work the dredge Sabine is just able to maintain a channel about 25 feet in depth and 100 feet in width. On March 11, 1914, the sum of $17,000 was allotted from the ap- propriation of July 25, 1912, for the purpose of dredging in the jetty channel with the dredge Orange, with the view of widening the channel in accordance with the existing project. At the end of the fiscal year the Orange was ready to proceed with this dredging. The amount expended on the existing project to June 30, 191.4, was $506,044.73, of which $16,437.12 has been applied to main- tenance of the improvement. The total amount expended on all projects to June 30, 1914, was $5,135,037.75, of which $825,929.65 was expended on maintenance of the improvement. On June 30, 1914, approximately 75 per cent of the dredging operations in the Port Arthur Ship Canal and turning basin had been completed, and approximately 13 per cent of the work con- templated in connection with the raising and repairing of the jetties. The maximum draft that could be carried at mean low water in the Port Arthur Ship Canal on June 30, 1914, was 26 feet, with approxi- mately 25.5 feet in the jetty channel. 852 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. There were moved on Sabine Pass during the calendar year 1913, 4,758,408 short tons of miscellaneous freight, consisting principally of crude petroleum and its refined products, sulphur, cotton, lumber, rice, and general merchandise, valued at $86,437,688. There were moved on the Port Arthur Canal during the calendar year 1913, 3,171,758 short tons of miscellaneous freight, consisting principally of crude petroleum and its refined products, cotton, lumber, and general merchandise, valued at $62,134,154. Comparative statement of shipments and receipts, Sabine Pass. Change in tonnage from previous year. Calendar year. Short tons. Increase. Decrease. 1903................... 1904................. 1905 ...............-- ................ .......................................................... 1,315,248 .......................................... 1,792,371 1,779,954 ......... i ....... 1i2,417 625,560 477,123 ........... . 1906............................................................ 1,904,389 124,435........... 1907.............................................................. 1,848,159 .... ... 56,230 1908...........................-------------------------............................... 1,802,307 ........ 45,52 1909........................................................... ... 2,185,786 383,479........ 1910................................................................ 2,304,113 118,327........ 1911........... ................................................... 2,443,962 139,849 ........... 1912............................................................. 3,100,375 656,413 ........... 1913............................................................ 4, 758, 408 1,658, 033... For comparative statement of shipments and receipts applying to the Port Arthur Canal, see " Operating and care of Port Arthur Canal, Tex.," page 849. 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. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. ............. ...................... .1873 . .... 1873 11684 684 ............. ............. .. 1875 1945 .......-...... -.. .... :....... ...... 1882 11426 ........................... 1884 11285 Sabine Pass ........ ................... .. : : Pass- : .......... -....... :.........-.... "... .. . 1885 1886 21416 11286 -.. -...............--..........-.. . . . 1889 21499 ..... ..... ....... ... .... 1890 21756 House... 1 70 Fifty-sixth .... Second.. 1901 11916 .. do 152 ..... do..........do.... 152.1901 11910 Sabine Pass and Port Arthur Ship Canal. ... do.... 3773 Sixty-first........do.... 1910 577 1No maps. 2 Contains maps. Basis of project adopted by Congress. The amount required for expenditure in the fiscal year ending June 30, 1916, will be required for the continuing of the work of maintenance by dredging, for the widening of the jetty channel, and RIVER AND HARBOR IMPROVEMENTS. 853 for extending the jetties in accordance with the project published in House Document No. 773, Sixty-first Congress, second session, adopted by the river and harbor act approved July 25, 1912. SABINE PASS AND PORT ARTHUR CANAL. July 1, 1913, balance unexpended ------ $717, 903. 59 June 30, 1914, amount expended during fiscal year: For works of improvement___-------------- _ $65, 365. 43 Divided among other allotments.------------- 652, 538. 16 717, 903. 59 RAISING AND REPAIRING JETTIES. Amount transferred from Sabine Pass and Port Arthur Canal-... $7, 827. 01 June 30, 1914, amount expended during fiscal year for works of im- provement -------------------------------------------- 7, 827. 01 DREDGING PORT ARTHUR CANAL. Amount transferred from Sabine Pass and Port Arthur Canal __ $244, 711.15 June 30, 1914, amount expended during fiscal year: For works of improvement----------------- $119, 749. 13 Transferred to dredging Sabine Pass------------ 17, 000. 00 136, 749.13 July 1, 1914, balance unexpended__ - -------------------- 107, 962. 02 July 1, 1914, outstanding liabilities__-------- ____----11, 944. 13 July 1, 1914, balance available__-_. ---------------- - 96, 017. 89 July 1, 1914, amount covered by uncompleted contracts __-----_ 88, 421. 11 JETTIES. Amount transferred from Sabine Pass and Port Arthur Canal ____ $375, 000. 00 June 30, 1914, amount expended during fiscal year for works of im- provement -------------------- ------ 180, 571. 56 July 1, 1914, balance unexpended ...- __ _ -__-__-______ 194, 428. 44 July 1, 1914, outstanding liabilities___- -- __- ____----550. 00 July 1, 1914, balance available_----------------_ --------------- 193, 878. 44 July 1, 1914, amount covered by uncompleted contracts __-----_ 180, 089. 67 DREDGING SABINE PASS. Amount transferred from dredging Port Arthur Canal- $17, 000. 00 -_______ June 30, 1914, amount expended during fiscal year for works of im- provement ----------------------------------------------- 198. 07 July 1, 1914, balance unexpended-------------------------- 16, 801. 93 IMPROVEMENT AND MAINTENANCE. July 1, 1913, balance unexpended___-------_ - ------------ $19, 650. 07 Amount transferred from Sabine Pass and Port Arthur Canal____ 25, 000. 00 ...---.. Receipts from sales--------- .-------------- 11. 50 44, 661. 57 June 30, 1914, amount expended during fiscal year for maintenance of improvement___------- 36, 087. 19 July 1, 1914, balance unexpended___-__--------------- 8, 574. 38 July 1, 1914, outstanding liabilities--- _-- ------------ __ 2. 28 ...... July 1, 1914, balance available-- -------------------- 8, 572. 10 854 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONSOLIDATED. July 1, 1913, balance unexpended--------------------------- $737, 553. 66 Receipts from sales ------------------------------------------ 11. 50 737, 565. 16 June 30, 1914, amount expended during fiscal year: For works of improvement.--------------- $373, 711.20 For maintenance of improvement--------------36, 087. 19 409, 798. 39 July 1, 1914, balance unexpended---------------------------- 327, 766. 77 July 1, 1914, outstanding liabilities--------------------------- 12, 496. 41 July 1, 1914, balance available----------------------------- 315, 270. 36 Amount allotted from appropriation made by the river and har- bor act approved Oct. 2, 1914----------------------------- 240, 000. 00 Amount available for fiscal year ending June 30, 1915----------- 555, 270. 36 July 1, 1914, amount covered by uncompleted contracts---------- 268, 510. 78 Amount (estimated) required to be appropriated for completion of existing project ----------------------------------- 11, 096, 200. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance ------- 710. 000. 00 (See Appendix U 5.) 6. Trinity River, Tex.-The Trinity River rises in north central Texas and flows approximately 650 miles southeasterly to Galveston Bay. The lower 512 miles, from Dallas, Tex., to Galveston Bay, is under project in the Dallas district. The minimum usable low-water depth from the ocean to the mouth of the river is that provided by the dredged channel, which has a projected depth of 6 feet, mean low Gulf level. The river above tidal action is a narrow stream with a low-water depth insufficient for even light-draft navigation. Its banks, while generally high and quite stable, are subject to overflow during every flood of the river, and the adjacent bottom lands are overflowed. The improvement of the river for navigation by the method of canal- ization may somewhat complicate the flood problem. 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 ses- sion, making an appropriation of $125,000, and authorized continu- ing contracts in the sum of $275,000 additional for carrying out the work, all of which has since been appropriated. (See Annual Re- port of the Chief Engineers for 1900, p. 2348.) This project con- templated improvement to provide a 6-foot navigation from Dallas to the mouth, a distance of 511 miles, by open-channel work and a system of locks and dams. The approved design for locks provides an available length of 140 feet, chamber width of 50 feet, and a depth of 6 feet over miter sill. 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 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENT S. 855 examine into the cost. (See Annual Report of the Chief of Engi- neers for 1904, p. 2021.) References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. .... . ........................ ... 11871 537 11873 685 S..... .. '. Ex.135 Forty-sixth... Second.. 11880 1238 Trinity River....... ................-.... House... 1275 Fifty-first..... .do..... 11891 1936 .. do..... 1102 Fifty-fourth.. First.... 11896 1551 .do.... 2 3 409 Fifty-sixth..... do..... 1 1900 2348 ..do..... 1118 Fifty-eighth... Second.. 11904 2021 1No maps. 2 Contains maps. 8Basis of project adopted by Congress. Locks and Dams Nos. 1, 2, 3, 4, 5, and 6, and the dam at Parsons Slough have been authorized in section 1, and Lock and Dam No. 7, and locks and dams at Hurricane and White Rock Shoals have been au- thorized in the portion of the river below section 1. Locks and Dams Nos. 1, 4, and 6 and the dam at Parsons Slough have been completed. 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, 3, 4, 5, and 6 are 23, 27, 30, 35, and 42 miles, respectively, below Dallas. Lock and Dam No. 7, lock and dam at Hurricane Shoals, and lock and dam at White Rock Shoals are approximately 49, 243, and 334 miles below Dallas, respectively. Contract was entered into in 1908 for the construction of Lock and Dam No. 2, but the contractor abandoned work on this contract dur- ing the fiscal year 1911, and since then the work of completing this lock and dam has been carried on by hired labor. This lock and dam was approximately 98 per cent completed at the close of the fiscal year 1914. Construction work by hired labor has been continued during the fiscal year on Lock and Dam No. 7 and the locks and dams at White Rock and Hurricane Shoals. The sum of $100,000 was allotted from the amount appropriated by the river and harbor act of July 25, 1912, for an accurate instru- mental survey of this river (including a line of precise levels) from the mouth to Dallas. The work of making this survey has since been in progress. The river and harbor act of March 4, 1913, made provision for the locating of two additional locks and dams on this river. Under this provision the sum of $6,000 was allotted for the locating of Locks and Dams Nos. 3 and 5, in section 1. The sites selected were ap- proved during the fiscal year 1914. The construction of Lock and Dam No. 3 is estimated to cost $210,000; of Lock and Dam No. 5, $225,000. Snagging operations were carried on by means of shore parties from Quarterboat No. 4 during the months of July and August, 1913. The snag boat Trinity was undergoing repairs from October 14, 1913, to November 8, 1913. The remainder of the fiscal year this snag boat was either used by the party making the instrumental survey of the river, or was laid up at Liberty, Tex., on account of shortage of funds. 856 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended during the fiscal year was $342,929.01. The total amount expended on the existing project up to June 30, 1914, was $1,870,061.84, in addition to $7,000 spent on the original survey. Of the tbtal amount spent, the sum of $227,158.68 was applied to maintenance. On June 30, 1914, the project was approximately 10 per cent com- pleted. The expenditures made in cleaning the river have resulted in no increased depth, but the removal of snags, drifts, etc., has improved the drainage conditions. The canalization of the river has not reached such a stage as to give any aid to navigation except in detached sections of the river. The river has a navigable depth of about 4 feet at ordinary low water from its mouth to Liberty, a distance of approximately 40 miles. Rafting of logs may be carried on at ordinary low water to about Mile 50. The amount of commerce transported on the river during the cal- endar year 1913 was 27,147 tons, valued at $406,428, consisting prin- cipally of lumber and lumber products and general merchandise. All navigation other than the rafting of logs originated at or below Liberty, Tex. 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. The increased facilities due to removal of obstructions from this river have not been taken advantage of by local interests above Lib- erty. They seem to have no value except in connection with the systematic improvement of the river by locks and dams. Upon the completion of Locks and Dams Nos. 3 and 5, section 1 will be completely canalized and available for navigation. Before it can be utilized, however, its channel and banks must be thoroughly cleaned of trees, snags, drifts, etc. The cost of this work is estimated at $35,000, and an estimate for that amount is submitted in order to permit the completion of the work by the time of the completion of the locks and dams in this section. To operate the plant on hand for open-channel work so as to facili- tate all boat traffic allowed by natural channel depths and to prevent deterioration of present channel an estimate of $15,000 is submitted. This makes a total estimate for open-channel work of $50,000. If additional locks and dams are authorized by Congress, provision should be made by appropriations sufficiently large to permit of eco- nomical prosecution and prompt completion of the work undertaken. In order that the cost of construction may be kept within reasonable limits, it is desirable that any locks and dams authorized in future by Congress for this river be constructed in such order as will permit such advantage as is possible to be taken of existing railroad cross- ings and of the pools formed by those dams previously constructed in arranging for transportation of materials to the locks and dams under construction. If this is not done and it is necessary to haul materials for construction overland to the lock sites, the cost of the system will be very much greater than is necessary and much additional time will be required to complete the improvement. The cost of the completion of the locks and dams now under con- struction has been considerably increased, due to delays caused by the three high floods during this fiscal year. RIVER AND HARBOR IMPROVEMENTS. 857 IMPROVING TRINITY RIVER, TEX. Lock and Dam No. 4 and lock and Comple- dam at Hurricane Shoals. tion of Section 1. Lock and Lock and Dam Lock No. 2. and Dam dam at Hurricane Total. No. 4. Shoals. July 1, 1913, balance unexpended......... $2, 214. 91 $20, 304. 45 $11, 778. 65 $129, 754.12 $141, 532. 77 Receipts from sales, etc.................. 302. 00 21. 05 ............ 55. 00 55. 00 Transferred from lock and dam No. 4............................... ............ 10, 979. 74 10, 979. 74 2, 516.91 20, 325.50 11, 778.65 140, 788. 86 152, 567.51 June 30, 1914, amount expended during fiscal year: For works of improvement ........... 2, 268.66 18, 347.67 798.91 105,196.78 105, 995.69 For maintenance of improvement.......... .................. ......................... Transferred to Lock and Dam at Hur- ricane Shoals .............. ................. .......... 10, 979. 74 ............ 10, 979. 74 2, 268.66 18, 347.67 11, 778.65 105,196.78 116, 975.43 July 1, 1914, balance unexpended .......... 248.25 1,977.83 .......... 35, 592. 08 35, 592. 08 July 1, 1914, outstanding liabilities................... 155. 46 ............ 924. 14 924. 14 July 1, 1914, balance available ............ 248.25 1,822.37............34, 667. 94 34, 667.94 Amount alloted from appropriation made by the river and harbor act approved October 2, 1914................................ ....................... 95,000.00 9500 95,000.00 Amount available 'or fiscal year ending June 30, 1915 ........................... 248.25 1, 822. 37............ 129,667.94 129, 667.94 July 1, 1914, amount covered by uncom- pleted contracts .............. -........... ...... ......... , 887.27 18, 18,887.27 Amount (estimated) required to be appro-1. . . . . .. . . . . . . . .. . . . . . . . .. . . . . . . . . . . ... priated for completion of existing project . . Amount that can be profitably expended in 1916, for works of improvement and for maintenance ..................... ................. ... .................... Lock and Dam No. 7 and lock and dam at White Rock Shoals. Lock and Instru- Lock dam at mental and Dam White Total. survey. No. 7. Rock Shoals. July 1, 1913, balance unexpended ........... ....... 112, 857. 83 $123, 083.41 $235, 941. 24 $73, 382. 07 Receipts from sales, etc ............. ... ............. 12.20 16.00 28.20 74.96 Transferred from Lock and Dam No. 4................. . ............................... 112, 870.03 123, 099.41 235, 969.44 73, 457.03 June 30, 1914, amount expended during fiscal year: For works of improvement .................... 68, 558. 69 91, 300. 79 159, 859. 48 44, 049. 38 For maintenance of improvement.... ..................... Transferred to lock and dam at Hurricane Shoals.. ......... ......... ................. 68, 558. 69 91,300. 79 159, 859. 48 44,049. 38 July 1, 1914, balance unexpended...................... 44, 311.34 31, 798.62 76,109. 96 29, 407.65 July 1, 1914, outstanding liabilities..................... 5, 360.04 274. 30 5,634. 34 68. 89 July 1, 1914, balance available. ........... ........ 38, 951.30 31, 524.32 70, 475. 62 29, 338.76 Amount allotted from appropriation made by the river and harbor act approved October 2 1914........... 40, 000. 00 53,000. 00 93, 000.00 .......... Amount available for fiscal year ending June 30, 1915.. 78, 951. 30 84, 524. 32 163, 475. G2 29, 338.76 July 1, 1914, amount covered by uncompleted contracts.. 28, 779.67 13, 480.00 42, 259. 67 ........ Amount (estimated) required to be appropriated for completion of existing project 1....................... .. ......... . .. . Amount that can be profitably expended in fiscal year ending June 30, 1916 for works of improvement and for maintenance ............................ ....... ...... .................. ...... .. 1 Exclusive of amount available for fiscal year 1915. 858 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. IMPROVING TRINITY RIVER, TE.--continued. Open chan- Lock Lock nel work. and Dam ando Dam Improve- Grand No. 3.o ment and total. No. 5. mainte- mainte- nance. July 1, 1913, balance unexpended ........ .... ..... $2,850. 00 $2,850. 00 $10,934. 66 $490,010. 10 Receipts from sales, etc .... ........................................... 14.50 495.71 Transferred from Lock and Dam No. 4 ................. . ................... 10, 979.74 2, 850.00 2,850.00 10,949.16 501,485.55 June 30, 1914, amount expended during fiscal year: For works of improvement....................... 1,550. 06 1,854.05 ... 333, 924. 99 For maintenance of improvement ................. ....... _ .......... "9, 004. 02 9,004.02 Transferred to lock and dam at Hurricane Shoals.... .. ............. ..... ...... . o10,979.74 1,550. 06 1,854. 05 9,004.02 353, 908. 75 July 1, 1914, balance unexpended.................. 1,299. 94 995. 53 1, 945.14 147,576.80 July 1, 1914, outstanding liabilities .................. 193.49 6, 976. 32 July 1, 1914, balance available ................... 94 1,299. 995.95 1,751.65 140, 600. 48 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ................ ...... 00 15,000. 203,000. 00 Amount available for fiscal year ending June 30,1915 .. 1,299.94 995.95 16, 751.65 343, 600.48 July 1,1914, amount covered by uncompleted contracts. S.... Amount (estimated) required to be appropriated for . 94 61,146. completion of existing project 1................. Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance 1... .......................... 50, 000.00 50, 000.00 (See Appendix U 6.) 7. Operating and care of locks and dams, section 1, Trinity River, Tex.-Lock and Dam No. 1 was placed under this project March 1, 1909, the dam at Parsons Slough on January 16, 1911, and Lock and Dam No. 6 April 8, 1911. Lock and Dam No. 4 was placed under this project on June 1, 1913. This service is provided for by the permanent indefinite appro- priation for operating and care of canals and other works of naviga- tion, 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. No lockages have been made on account of the unusable condition of the river below Lock and Dam No. 1. The completed locks and dams were maintained during the year. There was expended to June 30, 1914,. $36,144.19, of which $8,980.61 was expended during the fiscal year. (See Appendix U 7.) 8. Waterway between Jefferson, Tex., and Shreveport, La.-The waterway from Jefferson, at the head of navigation of Cypress Bayou, to the foot of Caddo Lake is navigable for about six months each year for light-draft boats. 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 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 859 good depths, and spreads out into Soda Lake, which has no navigable depth except during very heavy rises, which do not occur with suffi- cient frequency or regularity to justify any serious attempts at navi- gation. From Soda Lake the stream passes over the falls into Twelve- mile 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 2 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 Moor- ingsport. Cypress Bayou rises in northeast Texas, flows slightly southeastward approximately 119 miles to Caddo Lake, thence ap- proximately 19 miles across Caddo Lake to Big Willow Pass, thence approximately 24 miles through Willow Pass, Soda Lake, and Twelvemile Bayou, to Red River, just above Shreveport, La., a total distance of about 162 miles. That portion between Jefferson, Tex., and Red River, about 68 miles, is under project in Dallas district. During the period of the great raft in Red River the bottom lands of Cypress Bayou were flooded-became lakes-and afforded a navi- gable route from Red River, near Shreveport, La., to Jefferson, Tex., 65 miles. Work by the United States for the improvement of this waterway was commenced in 1872. The funds appropriated were expended for dredging and straightening the channel, removing stumps, snags, and logs, and clearing the banks. The work was com- pleted in 1880, at a total cost of $94,000. Owing to the temporary nature of the work a further expenditure of $36,498.67 was made up to June 30, 1906, in connection with maintenance. In addition, the sum of $19,613.05 was expended on surveys during the period 1890-1896. The total expenditure on the original project was $143,111.72. The existing project is to maintain a navigable channel from Jefferson, Tex., to Shreveport, La., by way of Cypress Bayou and connecting waters by the removal of shoals, stumps, logs, and other obstructions, no dimensions fixed (approval of the Chief of Engi- neers, upon recommendations of the district officer); and to con- struct a dam without lock across the foot of Caddo Lake at an esti- mated cost of $100,000. (River and harbor act of June 25, 1910, H. Doc. No. 220, 60th Cong., 1st sess.) Estimated cost of snagging, etc., $5,000. No estimate for maintenance. The removal of the raft (1872-73) 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 resulting 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. 860 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. ....... ............. 1 1872 568 . ........................ 11873 635 House... 2103 Forty-eighth..[ Second.. 11885 1552 ..11890 1914 ... ......-.................. .......... 2 1893 2065 Jefferson-Shreveport .............. ......... .... .. ............... ........... 1891 248,2021 ..... ............. ................ 11904 387, 2075 House... 1115 Fifty-eighth... Second../.............. .. do..... 1785 Fifty-ninth.... First.... 1 1906 434 .. do..... 2 3 220 Sixtieth .. ........ ..... .... .. do..... 1 680 Sixty-first..... Second.. ......... ..... Do .................................. .do.... 2236 Sixty-third.... First.... ............ 1 No maps. 2Contains maps. 3 Basis of project adopted by Congress. Navigation is now confined to that portion of the waterway between Jefferson, Tex., and the foot of Caddo Lake, a distance of 38 miles, and for six months in the year there is a 3-foot navigable channel in this section. At low water there is a 3-foot navigable channel from Mooringsport to within about 5 miles of Jefferson, approximately 30 miles. Below the foot of Caddo Lake navigation is practicable only during high stages in Red River-stages above about 25 feet. The commerce transported over this waterway during the calendar year 1913 amounted to 44,475 tons, consisting principally of oil-well supplies. The development of the oil industry in this territory, and particularly in that portion adjacent to Caddo Lake, has caused a considerable increase in the commerce. Practically all of the present commerce originates in the vicinity of Mooringsport. It is not considered that there has been any effect on freight rates by the improvement of this waterway, as there are no competing railroads. (a) Cypress Bayou, Tex. and La. (open-channel work) .- The proj- ect for this portion of the waterway provides for the removal of logs, snags, etc., and the cleaning of the banks. The work since 1897 has been confined entirely to the section of the waterway between Jefferson, Tex., and the foot of Caddo Lake; length, 38 miles. The amount expended on the present project to June 30, 1914, has been $174,461.93, including $12,613.05 expended on surveys during the period 1890-1896. The launch Caddo was operated on Cypress Bayou to improve the stream by open-channel work during the fiscal year. There was expended on this work during the fiscal year the sum of $875.67. The amount estimated for maintenance of improvement during the fiscal year ending June 30, 1916 ($5,000), is for continuing the work of cleaning the channel of obstructions to navigation. RIVER AND HARBOR IMPROVEMENTS. 861 July 1, 1913, balance unexpended______________________________ $1,142. 07 June 30, 1914 amount expended during fiscal year for maintenance of improvement 75. 67 8-------------------------- July 1, 1914, balance unexpended----------------------------- 266. 40 July 1, 1914, outstanding liabilities_ ................. ___..... __ 45. 00 ------------------------------------ July 1, 1914, balance available_______________________ 221. 40 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914..__ ______ ..- -____----_____ _--- 2, 000. 00 Amount available for fiscal year ending June 30, 1915___--------- 2,221.40 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_-------------------- '5, 000. 00 (b) Dam at the foot of Caddo Lake.-The project for this work is based on the report published in House Document No. 220, Sixtieth Congress, first session. The estimated cost was $100,000. This dam, now under construction, will cut off navigation between those portions of the waterway above and below it. There was expended to June 30, 1914, on the existing project the sum of $61,440.72. During the year the contractor continued work on the construction of this dam. There was expended during the fiscal year on this work the sum of $22,975.34. It is estimated that at the close of the fiscal year the dam was 60 per cent completed. July 1, 1913, balance unexpended-------------------------------___ $61, 534. 62 June 30, 1914, amount expended during fiscal year, for works of improvement ------------------------------------------------ 22, 975. 34 July 1, 1914, balance unexpended __...____ __________-__ 38, 559. 28 July 1, 1914, outstanding liabilities-------------------------------- 126. 54 July 1, 1914, balance available---------------------------------- 38, 432. 74 July 1, 1914, amount covered by uncompleted contracts------------ 36, 042. 34 (See Appendix U 8.) 9. Red River between Fulton, Ark., and the mouth of Washita River, Tex.-Red River rises in northwest Texas near the New Mexico boundary line, flows slightly south of east approximately 800 miles to Fulton, Ark., thence southeastward to the Mississippi River. Approximate length, 1,275 miles. Length of project under Dallas office, from Fulton, Ark., to the mouth of the Washita River is 292 miles. This part of the river was never navigable except for small boats, and 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 be- tween banks which are frequently several hundred yards apart. The low-water depth varies from 1.5 to about 4 feet. The banks are cov- ered with trees, constantly caving into the river and forming snags and drifts. At ordinary low-water stages navigation on this river up to Fulton is impracticable for even the lightest draft steamboats. The original project authorized by the river and harbor act of August 5, 1886, provided for the improvement for navigation at high and medium stages by removal of snags and drifts. This project 1Exclusive of amount available for fiscal year 1915. 862 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. covered the river between Fulton, Ark., and the mouth of the Kia- michi River, 157 miles. The estimated cost was $10,000 if expended in one season. The amount expended under previous project is $33,500. By the river and harbor act of March 3, 1905, the project was ex- tended to include that portion of the river between the mouth of the Kiamichi River and Denison, Tex., 122 miles. This modified project contemplated the removal of drift and snags, the clearing of timber on caving banks, and the closing of chutes and cut-offs where necessary. No estimate of cost was made. The total amount expended on this project to June 30, 1912, was $310,364.52. The present project (published in H. Doc. No. 71, 6 1st Cong., 1st sess.), adopted by the river and harbor act of July 25, 1912, provides for the removing of drift and snags, for the clearing of banks of dan- gerous timber, and for the closing of cut-offs where necessary, be- tween Fulton and the mouth of Washita River, as appropriations may be made from time to time by law. The project provided for the addition to the present plant of a small combined dredge and snag boat and a pile driver. It estimates the cost of the new plant and the maintenance of the old for the first year at $100,000; for the operation of the plant the second year $60,000, and for future operations $50,000 annually. The Kiamichi River, a tributary of Red River, is navigable at ordi- nary low water for light-draft craft from its mouth to mile 20, and for the rafting of logs in this same section. The river and harbor act of June 25, 1910, provided that so much of the appropriation for the improvement of Red River as should be necessary might, in the dis- cretion of the Secretary of War, be expended for removing snags and other obstructions in the lower 25 miles of the Kiamichi River, in the State of Oklahoma. The sum of $3,354.07 was expended in the fiscal year 1912 under this authority. The sum of $500 was expended in snagging the Kiamichi River during the fiscal year 1913. During the fiscal year 1914 the sum of $500 was allotted to this stream from the appropriation for Red River. Preparations were made during the year to detail a snag boat from Red River to perform the neces- sary work. References to examination or survey reports and maps or plans (including project documents). * Annual reports Congressional documents. of Chief of Engineers. Section cohered. House or No. Congress. Session. Year. Page. Senate. Above head of raft to Denison............. . .............................. 1879 986 . .11885{ 1617 Above Fulton...................... House... '153 Fifty-sixth.... First.... 11900 2565 ..do ... 1 84 ..... do..... ........................... . Second.. 1901 2073 .. do..... 1200 Fifty-eighth... ... do..... 1 1904 2080 .do..... 12 71 Sixty-first.... First.... ' 1909 548 asitaRiver..................... ... .. do.... 1209 .... do......... Second.. 1910 577 Kiamichi River ............ ........... 1212 .... do......... do..... 11910 577 Channel connecting Red and Sulphur by ... do .... ' 12 Sixty-second.. First.... 11911 622 way of Texarkana. 'No maps. 2 Basis of project adopted by Congress. RIVER AND HARBOR IMPROVEMENTS. 863 Snagging operations were carried on during the year by the snag boat C. A. Culberson and one quarter boat. Bids were opened June 6, 1914, for the construction and delivery of the combined dredge and snag boat Denison provided for by the approved project. .The amount expended during the fiscal year on this work was $23,652.98. The total expenditures under the existing project amounted to $367,682.33 to June 30, 1914. At the close of the fiscal year $401,182.33 had been expended on all projects for this section of the river, of which amount $10,189.66 was expended on survey of the river between Fulton, Ark., and the mouth of the Washita River, Okla. The work of improvement has facilitated navigation by the re- moval of obstructions. Navigation at low-water stages is not prac- ticable for even the lightest-draft steamboats. Beyond the rafting of logs and timber there has been no commerce on this section of the river. The improvement of this section of the river has had no effect on local freight rates, and no effect on through rates is looked for unless navigation develops on the river below Fulton. The estimate for the fiscal year ending June 30, 1916, is the mini- mum amount required to keep in operation the existing plant and to place in commission the combined dredge and snag boat Denison. KIAMICHI RIVER. Amount allotted from Red River appropriation---------------- $500. 00 June 30, 1914, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- . 30 July 1, 1914, balance unexpended__-------------------------------- 499. 70 RED RIVER. July 1, 1913, balance unexpended---------------------------- $88, 199. 85 June 30, 1914 amount expended during fiscal year: Allotted to Kiamichi River Okla _ $500. 00 For maintenance of improvement---------------- 23, 652. 68 24, 152. 68 July 1, 1914, balance unexpended--------- ------------------ 64, 047. 17 July 1, 1914, outstanding liabilities---------- --------------- 2, 056. 65 July 1 1914, balance available 61, 990. 52 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ----------------------- --- 15, 000. 00 Amount available for fiscal year ending June 30, 1915 ------------ 76, 990. 52 CONSOLIDATED. July 1, 1913, balance unexpended------------------------------ $88, 199. 85 June 30, 1914, amount expended during fiscal year, for maintenance of improvement --------------------------------------------- 23, 652. 98 July 1, 1914, balance unexpended-------------------------- 64, 546. 87 July 1, 1904, outstanding liabilities -------------------- ----------- 2, 056. 65 July 1, 1914, balance available----------- ----------------- 62, 490. 22 8 64 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914---------- --------------------- $15, 000. 00 Amount available for fiscal year ending June 30, 1915 .........- 77, 490. 22 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance-------- 40, 000. 00 (See Appendix U 9.) 10. Sulphur River, Tex. and Ark.-The Sulphur River rises in northeast Texas, flows easterly approximately 265 miles, and empties into Red River approximately 90 miles below Fulton, Ark. For the first 17 miles Sulphur River is about 100 feet wide, with a depth of but a few inches at mean low water, and considerable fall (about 9 feet). The next 40 miles it has a width of 150 to 200 feet with practially 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 above about mile 50, is badly obstructed by snags and sunken logs, below which point it is in good navigable condition. In the lower river the banks are about 25 feet high, and are over- flowed by every flood. In 1896 and 1897 the sum of $2,488.99 was expended on snagging operations. The existing project is to maintain a navigable channel in the first 150 miles above Red River by removal of shoals, stumps, logs, and other obstructions, subject to the approval of the Chief of Engineers upon recommendations of district officers, no dimensions being fixed. No estimate of cost has been made. References to examinations or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. ........... ..... ..........1884 ................. 1345 S............................... ........ 1893 2083 Sulphur River......................House.. 1231 Fifty-eighth...l Second.. 1 1904 2084 I..do..... 1870 Fifty-ninth.... First....... ........ Channel connecting Red and Sulphur ... do..... 112 Sixty-second.. ... do..... .......... Rivers. Sulphur River......................... ... do..... 21418 ..... do......... Second............. INo maps. 2Contains maps. No snagging operations were performed on this river during the fiscal year. The quarter boat belonging to this river was condemned and ordered sold during the year. No purchaser could be found, and during high water the boat sank near Fulton, Ark. The sum of $100 was expended during the fiscal year on this work of improvement. At the close of the fiscal year 1914 the sum of $42,755.88 had been expended on the existing project. 1Exclusive of amount available for fiscal year 1915, RIVER AND HARBOR IMPROVEMENTS. 865 The total amount expended on all projects for this river to June 30, 1914, was $45,244.87. The work of improvement has facilitated navigation by the re- moval of obstructions, etc. Navigation at low-water stages, except in the stretch mile 17 to mile 50, is not practicable for even the lightest-draft steamboats. There has been no commerce of any value on this river. The improvement of the river has had no effect on local freight rates, and no effect on through rates is looked for unless navigation develops on Red River below Fulton. No estimate for additional appropriation is submitted. July 1, 1913, balance unexpended __________________ ______ $844. 12 June 30, 1914, amount expended during fiscal year, for maintenance of improvement_ ___-------------------------------------------- 100. 00 July 1, 1914, balance unexpended------ ----------------------------- 744. 12 (See Appendix U 10.) EXAMINATIONS AND SURVEY MADE IN COMPLIANCE WITH RIVER AND HAR- BOR ACTS APPROVED FEBRUARY 27, 1911, AND JULY 25, 1912. Reports on preliminary examinations and survey required by the river and harbor acts approved February 27, 1911, and July 25, 1912, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engi- neers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 1. Preliminary examination and survey for a lock in the proposed dam at the foot of Caddo Lake, La. and Tex., and a channel from said dam to the Red River by way of Big Pass, Little Pass, Soda Lake, Twelvemile Bayou, and Cross Bayou.-Reports dated June 5, 1911, June 8, 1912, and March 17, 1913, with illustrations, are printed in House Document No. 236, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 2. Preliminary examination of Sabine River up to Logansport, La.-Report dated November 22, 1912, is printed in House Document No. 668, Sixty-third Congress, second session. A plan of improve- ment, at an estimated cost of $30,000, subject to certain specified conditions and proposed legislation relative to the ownership of logs removed from the bed of the stream during the progress of im- provement, is presented. IMPROVEMENT OF RIVERS AND HARBORS IN THE VICKSBURG, MISS., DISTRICT. The district was in the charge of Capt. Ernest Graves, Corps of Engineers. Division engineer, Col. C. McD. Townsend, Corps of Engineers. 1. Red River below Fulton, Ark.-Red River has its source in northwestern Texas and flows in a general easterly direction, form- ing the boundary between Texas, Oklahoma, and Arkansas. It enters the State of Arkansas about 10 miles north of Texarkana, and from Fulton, Ark., to Shreveport, La., its course changes to a 60993 0 -ENG 1914----55 866 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. general southerly direction. Below Shreveport its course changes to a general southeasterly direction, and, crossing the State of Louis- iana, it enters Mississippi River at Red River Landing. The river is about 1,200 miles long. The section included in the project is 475.4 miles long, extending from Fulton, Ark., to the Atchafalaya River, La., 6.6 miles above the mouth. The minimum usable low- water depth from the mouth of the river to the ocean is 9 feet. This river was originally (1828) in the following condition: At Fulton, Ark., low-water depth, 1 feet; width of low-water channel, 90 feet; high-water depth, 25 feet; width of high-water channel, 150 feet. At Atchafalaya River, low-water depth, 6 inches; width of low-water channel, 170 feet; high-water depth, 40 feet; width of high-water channel, 730 feet. Previous to improvement navigation was difficult and dangerous at all places and at all times. The chan- nel 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. At Alexan- dria, La., the falls were impassable at low-water stages. A raft 92 miles long existed, extending from Loggy Bayou, 65 miles below Shreveport, La., to Hurricane Bluff, 27 miles above. The date of the original project was May 23, 1828. Subsequent modifications were made in 1872, in 1878, and in 1879. The original project provided for improving navigation through or around the great Red River raft. A channel was opened through this obstruc- tion, but, owing to failure of appropriations between 1841 and 1852, additional raft formed. In 1857 the agent in charge reported the route opened, but not completed. Nothing further was done for 15 years. During this interval the river above Shreveport, La., was closed by a raft 32 miles long, which was growing constantly. Be- low Shreveport the enlargement of an outlet through Tones Bayou was depleting the main channel and threatening its closure to navi- gation. The act of June 10, 1872, provided for opening navigation through the raft and closing Tones Bayou outlet. The act of 1878 provided for the removal of wrecks, snags, and other obstructions below Shreveport. The act of 1879 provided for the same kind of work above the raft to Fulton. The amount expended on original and modified projects prior to operations under existing project was $1,106,831.90. The date of the existing project was August 2, 1882. Subsequent modifications were made in 1884, 1888, 1894, 1902, and 1905. The existing project as originally adopted provided for continuing im- provement from Fulton, Ark., to the Atchafalaya River, La., with a provision for work at Alexandria. The acts of 1884 and 1890 pro- vided for closing Sale and Murphy outlets. The acts of 1888, 1892, and 1894 provided for improvement of Cypress Bayou, Bayou Dor- cheat, and Sulphur River, tributaries of Red River. The act of 1892 provided for 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 towheads 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- RIVER AND HARBOR IMPROVEMENTS. 867 men by new cut-offs or outlets. The act of 1902 provided for im- provement of the channel at Shreveport. The act of 1905 provided for further improvement of the channel at Alexandria, La. The existing project now provides for continuing improvement from Fulton, Ark., to the Atchafalaya River, La., by the systematic clearing of the banks to remove the source of drift and snags; con- tinuing snagging operations and the removal of jams and raft; dredging towheads and shoals; constructing a substantial system of levees to fix the course of the river, either alone or by cooperating with riparian States; the closure of all outlets that deplete the river; the fixing of caving banks to confine the river to the selected channel; and the prevention of injuries to regimen by new cut-offs or outlets. The nature of the improvement is such that no estimate for its com- pletion can be given. The estimated cost to maintain improvement is $100,000 a year, exclusive of extraordinary demands for new plant that will arise from time to time. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. i -I------~------ House or No. Congress. Session. Year. Page. Senate. 1 1 - 1 i (1872 569 Mouth to above Shreveport............... Senate.. 71 Forty-second.. Second.. 1873 635 Red River raft1......................... ..do..... 29 ..... do........ ...do.... Do.' .................................. 1879 954 Above head of raft to near Denison, Tex. 1. Senate... 42 Forty-fifth.... Third... 1879 986 Shreveport, La., to Denison, Tex.'........ House... 84 Fifty-sixth.... Second.. 1901 2074 1879 991 Tones Bayou, Bayou Pierre, etc.'......... 1883 1139 1879 991 21885 1487 Bayou Pierre route........................ House... 61 Forty-fifth.... Third... S1886 1343 1887 1446 1887 1453 1888 1338 1875 902 Falls near Alexandria, La.1............... Senate.. 35 Forty-sixth... Second.. 1880 1342 -462 1887 1444 Alexandria, La ................ ........ House... Fifty-sixth.... First.... 1900 2569 21887 2673 198 Forty-ninth... Second.. 21893 1921 Shreveport, La...........................do..... 2 1903 1364 1903 1369 Below Shreveport, La ........... .... 1878 634 Outlets above Shreveport, La.1............ 1882 1546 Sale and Murphy outlet 1.............. 1891 1952 Lakes in old raft region above Shreveport, 1887 1490 La.' Boyce Landing, La. ................. House... 219 I Sixtieth....... First.... 1887 1446 1888 1337 1889 1591 1890 1830 .1891 1954 1892 1594 21893 1921 Fulton, Ark., to the Atchafalaya River, La. 1894 •1430 " r . 21894 1439 21895 1860 1896 1583 21900 2489 1902 1446 21909 1549 21910 1697 21911 1843 Do.......... ..... ..... ................. House... 126 Sixty-third .... First .... ........ ........ At or near Fulton, Ark................... ...do.... 1363 Sixty-second.. Third... 1 No maps. Contains maps. 868 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. During the fiscal year ending June 30, 1914, work for maintenance of the improvement was continued as follows: The dredge Waterway did work in 14 different shoal places, moving a total of approxi- mately 86,000 cubic yards. Operations of snag boats, supplemented by those of shore parties during the period of low water, extended over the river between the head of Atchafalaya River, La., and Fulton, Ark. A large number of snags and other obstructions to navigations were removed or de- stroyed. This work was done by hired labor with Government plant. The expenditure made during the fiscal year was $69,610.80. The amount expended on the existing project from 1882 to the close of the fiscal year ending June 30, 1913, including $10,566.32 derived from sales, etc., was $1,626,468.78. Much of the work per- formed necessarily has been in repetition from time to time, and the items of improvement and of maintenance are so closely allied that the cost of each can not be given separately. The total amount expended on 'all projects to the end of the fiscal year 1914 was $2,733,300.68. The nature of the improvement is such that it is not possible to state the proportion of the approved project that has been accom- plished. Increased depths have been obtained at places by reason of scour caused by the closing of outlets. In places where dredging has been done depths have been increased from 2 to 6 feet. The raft has been removed and formations of the same nature have been prevented. The survey of 1905 showed that the bed of the river in the old raft region above Shreveport had lowered in places 25 feet. The removal of the raft has caused better drainage and the reclama- tion of much land. Moreover, outlets along the river have been closed, and at places the water has been confined between levees. The removal of snags, together with the dredging of the shoal places, has improved the possibility for navigation. The maximum draft that can be carried at mean low water is 3 feet to Montgomery, La., 165 miles above the Atchafalaya; 22 feet to Shreveport, 300 miles; and 2 feet to Fulton, Ark., 475 miles. The range between low and high water at the several gauge stations is as follows: Fulton, Ark., 34.7 feet; Shreveport, La., 41.2 feet; Alexandria, La., 45.5 feet; and Barbre Landing, La. (head of Atchafalaya River), 52.72 feet. At present steamboats seldom if ever run above Fulton, Ark., but at high stages the river is navigable, in fact, to Denison, Tex., about 292 miles above Fulton and about 767 miles above the Atchafalaya River. The commerce reported for the 18 years ending June 30, 1907, ranged 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 18 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 short tons, valued at $6,229,560, making a total of 301,314 short 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 amounted to only 36,288 short tons, valued at $198,240. In 1909 it amounted to 69,885 short tons, valued at $154,789; in 1910 it amounted to 59,940 short tons, valued at $185,788; in 1911 it amounted to 48,702 short tons, valued at $152,587; in 1912 it amounted to 51,763 short tons, valued at $371,090; in 1913 it amounted to 44,967 short tons, valued RIVER AND HARBOR IMPROVEMENTS. 869 at $354,715; and in 1914 it amounted to 26,166 short tons, valued at $310,333. The nature of the commerce has changed greatly since the im- provement began, as the higher-class freights have been diverted to the railroads. Traffic in timber products has increased on the river, which alone affords an outlet for them. The waterway has effected a reduction on freight rates. However, to what extent the project is responsible for this reduction can not be stated. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, is to be applied as follows: Care and renewal of plant, maintenance by snagging and clearing, improvement by dredging. July 1, 1913, balance unexpended ----------- $111, 265. 56 Amount received from sale of property, etc----------------------- 442. 78 111, 708. 34 June 30, 1914, amount expended during fiscal year for maintenance of improvement --------------------------------------------- 69, 610. 80 July 1, 1914, balance unexpendedi-------------------------- 42, 097. 54 July 1, 1914, outstanding liabilities-------------------- 3, 494. 06 July 1, 1914, balance available___ 38, 603. 48 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_------------------ ------ 30, 000.00 Amount available for fiscal year ending June 30, 1915 ------------ 68, 603. 48 Amount that can be profitably expended in fiscal year ending June 30, 1916, for work of improvement and for maintenance--------- 1100, 000. 00 (See Appendix V 1.) 2. Ouachita and Black Rivers, Ark. and La.-Ouachita (the In- dian name for "blac k ") River has its source in Polk County, Ark., in the Ouachita Mountains, and, following an irregular course, flows in a general southeasterly direction through Arkansas and Louisiana until joined by Tensas and Little Rivers at Trinity (Jonesville post office), Catahoula Parish, La. Below this junction it is called Black River, and flows in a southerly direction, entering Red River 34 miles above the mouth of the latter stream. Ouachita River is about 500 miles long and Black River is 56.8 miles long. The section in- cluded in the project extends from the mouth of Black River upstream to a point 10 miles above Camden, Ark., 360 miles. The minimum usable low-water depth from the mouth of Black River to the ocean is 5 feet. The river was originally (1871) in the following condition: At Camden, Ark., low-water depth, 15 inches; width of low-water chan- nel, 150 feet; high-water depth, 44 feet; width of high-water chan- nel, 400 feet. At the mouth of Black River, low-water depth, 10 feet; width of low-water channel, 500 feet; high-water depth, 64 feet; width of high-water channel, 600 feet. Previous to improvement navigation at all stages was much obstructed by snags, logs, wrecks, leaning and sliding trees, etc., and at low stages the greater part of the river was unnavigable by reason of these obstructions and numerous gravel and sand bars. 1Exclusive of amount available for fiscal year 1915. 870 REPORT OF THE CHIEF OF ENGINEERS, U. S. AllRMY. The date of the original project was March 3, 1871. Subsequent modifications were made in 1872, 1874, and 1884. The original proj- ect provided for temporary improvement from Trinity, La., to Arka- delphia, Ark., by removal of snags, etc., and by dredging the worst bars. The act of 1872 provided for a system of locks and dams to give 4 feet depth from Trinity, La., to Camden, Ark., but this project was abandoned two years later. The act of 1874 provided for the removal of snags, logs, wrecks, leaning timber, etc., obstructing navi- gation below Camden, Ark., and the act of 1884 added Black River to the project. The amount expended on the original and modified projects prior to operations under the existing project was $614,802.19. The date of the existing project was June 13, 1902, and is based on plan printed in House Document No. 448, Fifty-seventh Congress, first session. (Annual Report of the Chief of Engineers for 1902, p. 1435.) No modification of this project has been made by act of Congress. The existing project, as originally adopted, provided for a navigable depth of 61 feet from the mouth of the river up to a point above the town of Camden, Ark., 360 miles, by a system of nine locks and movable dams at an estimated cost of $1,998,576. The available horizontal dimensions of the locks were to be 365 feet by 49 feet, and the low-water depth over miter sills was to be 62 feet. In 1908 the original location of Lock No. 2 was changed, eliminating the necessity for Lock No. 1. The existing project now provides for a navigable depth of 62 feet from the mouth of the river up to a point above the town of Camden, Ark., 360 miles, by a system of eight locks and movable dams having available horizontal dimensions of 268 feet by 55 feet and having a low-water depth of 6 feet over miter sills. The estimated cost of the entire project now is $4,876,654.35, of which $2,676,654.35 has already been appropriated, leaving $2,200,000 to be appropriated. The construction of Locks and Dams Nos. 5 and 9 has not yet been authorized. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Rockport, Ark., to Louisiana State line 1.. .................. ..... 1871 334 Camden, Ark., to Trinity, La.'........... .......... .... ................ .... 1872 367 Do.'.1 .. ...... . .... .... ...... House... 259 Forty-third... First .... 1874 352 Camden, Ark., to mouth 1................... Senate.. 69 Forty-eighth....do..... 1884 1386 Do.'1....................... .. ............. ....... ........................ 1887 1487 Monroe, La.'............................ Senate.. 69 Forty-eighth.. First.... 1884 1381 Trenton, La ... ..... ...... ................... .. do.. ... 69 ..... do.........do..... 1884 1381 Black River, La ................ .............. ....... .. .................... 1884 1363 Catahoula Shoals, La.' ...... .... . ........................................ 1880 1307 Do.2. .. .................... ....... ......... ....... .................. 1891 1967 Mouth to head of navigation' ............. ................................ 1889 1631 Camden, Ark.' --.........-. .. ..... _ .. House... 96 Fifty-sixth.... Second. 1901 2090 Preliminary report on locks and dams ... do..... 480 ... do....... First.. 1900 2544 Final report on locks and dams 2... .. do..... 3448 Fifty-seventh. .. do..... 1902 1435 Location of site for proposed storage ... do..... 588 Sixty-second.. Second............. reservoir.2 I No maps. 2Contains maps. 8 Basis of project adopted by Congress. RIVER AND HARBOR IMPROVEMENTS. 871 During the fiscal year ending June 30, 1914, snagging work for maintenance extended from the mouth of Black River, La., to Camden, Ark., 350 miles. Work on Lock No. 2 was continued by contract, and work on Lock and Dam No. 3 was continued by hired labor, but little was accomplished on account of an unfavor- able working season. A small amount of work was done at Locks and Dams 4, 6, and 8, which are practically completed. No work was done on Lock and Dam No. 7, due to lack of funds. With excep- tion of Lock No. 2, all work was done by hired labor with Govern- ment plant. The expenditure made during the fiscal year was $256,644.97. Of this amount $21,619.08 was applied to maintenance, $234,983.89 to lock and dam work, and $42 to surveys, acquiring sites, etc. The amount expended on the existing project from 1902 to the close of the fiscal year ending June 30, 1914, including $18,747.15 de- rived from sales, was $2,530,583.47. Of this amount $251,562.14 was applied to maintenance. The total amount expended on all projects to the end of the fiscal year 1914 was $3,145,385.66. The proportion of the approved project accomplished up to June 30, 1914, was approximately 42 per cent. The following table shows the status of the various locks and dams on June 30, 1914: Per cent completed on basis of material delivered and work done. No. Lock. Dam. Lock and No. Lock. Dam. k and dam. dam. 2.................. .68 .43 6................... 199 299 99 S20.......... ... 16 7.................. 2 2 2 4................... 197 897 97 8............ ........199 100 99 5 4........... . .. ........ .......... 94.. ........... . ..... . 1 Lockmaster's dwelling to be built. 3 Line of steel sheet piling to be placed at heel of dam. 2 Auxiliary earth dam to be completed. 4Not yet authorized. Results in the way of increased depth and width are evident only in those stretches where a complete lock and dam below affords slack- water navigation. Dam No. 8 now provides a pool from mile 297.5 to mile 346, varying in depth from 13 to 1i feet. Dam No. 6 now provides a pool from mile 238.7 to mile 297.5, varying in depth from 13 feet to 1 foot. No other dams can now give pools, and as the pools now available are not continuous they are of very little value to navigation. Besides the slack-water improvement in progress, the work done has consisted chiefly in 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 20 miles above Trinity, La., where the available depth at low water was increased from 15 to 40 inches. The maximum draft that can be car- ried at mean low water is 33 feet to Harrisonburg, La., 72.8 miles above the mouth of Black River; 1 feet to Monroe, La., 183.3 miles; and 8 inches to Camden, Ark., 350.8 miles. The range between high and low water at the several gauge stations on Ouachita River is as follows: Camden, Ark., 44.2 feet * Monroe, La., 48.6 feet; Riverton, La., 51.3 feet; and Jonesville, La., 54.1 feet. Camden, Ark., is con- 872 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. sidered the head of navigation, but at high stages the river is navi- gable in fact to Arkadelphia, Ark. The commerce reported for the 24 years ending June 30, 1914, ranged in quantity from 48,222 to 313,863 short tons per annum, with estimated values of from $357,220 to $10,234,250. The average for the 24 years was 156,319 short tons, valued at $5,256,714. The com- merce consists of shipments of cotton, cotton seed, staves, saw logs, and miscellaneous articles, with return freights of general merchan- dise and plantation supplies. The present project has had no effect on freight rates. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916 ($771,000), is to be applied as follows: Con- tinuing lock and dam construction, $746,000; maintenance by snag- ging and clearing, $25,000. July 1, 1913, balance unexpended---------------------------- $370, 872. 31 Amount allotted from appropriation for emergencies in river and harbor works approved Mar. 4, 1913-------------------------- 10, 000. 00 Amount received from sales of property----- ------------------- 16, 003. 15 396, 875. 46 June 30, 1914, amount expended during fiscal year: For works of improvement- From specific appropriations-------------- $225, 025. 89 From appropriation for emergencies in rivers and harbors -------- 10, 000. 00 For maintenance of improvement --------------- 21, 619. 08 256, 644. 97 July 1, 1914, balance unexpended ------------------------------ 140, 230. 49 July 1, 1914, outstanding liabilities --- -- 5. 537. 07 July 1, 1914, balance available_- 134, 693. 42 Amount allotted from appropriation made by the river and har- bor act approved Oct. 2, 1914--------------------------------320, 000. 00 Amount available for fiscal year ending June 30, 1915 ----------- 454, 693. 42 July 1, 1914, amount covered by uncompleted contracts ----.-.- 100, 138. 10 Amount (estimated) required to be appropriated for completion of existing project--------------------------------------- 2, 200, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916 : For works of improvement -------------------------------- 746, 000. 00 For maintenance of improvement -------------------------- 25, 000. 00 Total--------------------------------- ' 771, 000. 00 (See Appendix V 2.) 3. Operation and care of locks and damrs, Ouachita River, Ark.- (a) Lock and Dam No. 6.-This lock and dam is located near Roland Raft, Ark., 112.1 miles below Camden, Ark. It was completed and tested January 9, 1913, and was placed under the indefinite appro- priation provided by 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, on January 25, 1913. During the fiscal year ending June 30, 1914, the lock and dam was properly cared for. It was not required for commerce, however, owing to the unfinished con- dition of the system of locks and dams in the river below. 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 873 An unprecedented rise in September, 1913, caused damage which necessitated extraordinary repairs. These repairs were partly com- pleted by an allotment of $18,000 which was made February 6, 1914. This work was done by hired labor with Government plant. The amount expended during the fiscal year ending June 30, 1914, was $12,405.42 for maintenance. (b) Lock and Dam No. 8.-This lock and dam is located at Frank- lin Shoals, Ark., 53.6 miles below Camden, Ark. It was completed and tested in September, 1912, and was placed under the indefinite appropriation provided by 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, on October 1, 1912. During the fiscal year ending June 30, 1914, the lock and dam was properly cared for. Except for the passage of a few small boats and rafts belonging to sawmills in the neighborhood it was not required for commerce, how- ever, owing to the unfinished condition of the system of locks and dams in the river below. An unprecedented rise in September, 1913, caused damage which necessitated extraordinary repairs. An allotment of $4,000 was made February 6, 1914, and the work will be done during the approaching low-water season. The amount expended during the fiscal year ending June 30, 1914, was $7,704.87 for maintenance. (See Appendix V 3.) 4. Ouachita River above Camden to Arkadelphia, Ark.- (See pre- ceding report under 2 for general description of river, source, and flow.) This river was originally (1871) in the following condition: At Arkadelphia, Ark., low-water depth, z foot; width of low-water channel, 80 feet; high-water depth, 22 feet; width of high-water channel, 400 feet. At Camden, low-water depth, 15 inches; width of low-water channel, 150 feet; high-water depth, 44 feet; width of high-water channel, 400 feet. Previous to improvement the stretch of the river above Camden was obstructed by shoals, snags, logs, leaning timber, etc. The date of the original project was March 3, 1871. Subsequent modifications were made in 1874, 1888, and 1910. The original project provided for temporary improvement from Trinity, La., to Arkadelphia, Ark., by removal of snags, etc., and by dredging the worst bars. The act of 1874 discontinued all work above Camden. The act of 1888 provided for improvement above Camden to Arka- delphia by cutting leaning timber, removing snags and logs, and building brush dams at the shoals. The act of 1910 provided for re- moval of snags, leaning trees, and other obstructions between Camden and Arkadelphia. The amount expended on the original project above Camden can not be given, as the appropriation was expended for work from Arkadelphia to the Louisiana State line. The amount expended on the original and modified project from 1888 to 1912 was $26,389.81. The date of the existing project was July 25, 1912. No modifica- tion of this project has been made. The existing project provides for maintenance of improvement by open-channel work from Cam- den to Arkadelphia. This project was entered into and appropria- tion madc1 on the recommendation that maintenance of the work be continued at a cost of $2,500 per year for three years, or until it is 874 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. evident that the amount of commerce does not warrant further main- tenance. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Rockport, Ark., to Louisiana State line.... House... 60 Forty-first.... Third... Arkadelphia, Ark., toTrinity, La ................... ..... .... 1871 334 Do .. ..... .......... .. ... ..... ....... ......... .1887 1495 Arkadelphia to Camden, Ark. ......... Senate.. 30 Forty-eighth.. First................ Do.2 .. House... 588 Sixty-second.. Second....... Do ... ............................ 1884 1351 Do........... ............... .......... ............. .. .... 1893 2091 IContains maps. Basis of project adopted by Congress. During the fiscal year ending June 30, 1913, work for maintenance, by hired labor with Government plant, extended from Arkadelphia to Camden. The expenditure made during the fiscal year was $2,366.43 for maintenance. The amount expended on the existing project to the close of the fiscal year ending June 30, 1914, was $4,976.62, all of which was applied to maintenance. The total amount expended on all projects to the end of the fiscal year 1914 was $31,366.43. Work having been carried on for two years under the existing project, two-thirds of it has now been accomplished. Snagging and clearing has been done in so far as available funds would permit, and any additional funds appropriated will be applied to the same purpose. The maximum draft that can be carried at mean low water is 4 inches to Arkadelphia, 90 miles above Camden. The range be- tween low and high water is 44 feet at Camden and 21 feet at Arka- delphia. Camden, Ark., 350 miles above the mouth, is considered the head of navigation, but at high stages the river is navigable in fact to Arkadelphia, Ark., 440 miles. There is no commerce reported for this part of the river. The project has had no effect on freight rates. No commerce appears to have developed as a result of the opera- tions during the past two years and, if it be deemed inadvisable to continue this experimental work, the amount estimated for the pur- pose during the fiscal year 1916 need not be appropriated. July 1, 1913, balance unexpended-------------------------------- 2, 500. 00 June 30, 1914, amount expended during fiscal year, for maintenance of improvement --------------------------------------------- 2, 366. 43 July 1, 1914, balance unexpended--..-- ------------------------------ 133. 57 July 1, 1914, outstanding liabilities------------------------------ 52. 46 July 1, 1914, balance available-------------------------------- 81. 11 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance ------- - 4, 000. 00 (See Appendix V 4.) 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 875 5. Saline River, Ark.-Saline River has its source in Saline County, Ark., about 30 miles west of Little Rock, flows in a general southerly direction, and enters Ouachita River 96 miles below Camden. It is about 300 miles long. The section included in the project, from the mouth upstream to Turtle Bar, is about 135 miles. The minimum usable low-water depth from the. mouth of the river to the ocean is 8 inches. This river was originally (1880) in the following condition :.At Turtle Bar low-water depth, 5 inches; width of low-water channel, 85 feet; high-water depth, 28 feet; width of high-water channel, 130 feet. At the mouth, low-water depth, 6 feet; width of low-water channel, 75 feet; high-water depth, 38 feet; width of high-water channel, 120 feet. The original condition of this stream before its improvement was undertaken by the United States was such that boats of 100 tons bur- den could navigate to Godfrey Landing, 10 miles above the mouth, at ordinary low water; to Longview, 38 miles above the mouth, during medium stages; and to Mount Elba, 104 miles above the mouth, at high stages. There was navigation for flatboats between Hurricane Creek and the mouth, 138 miles, during the spring freshets or for about two months of each year. During the periods of low water the stream was unnavigable, the depths in the lower reaches ranging from 1.5 to 2 feet for a boat 12 feet wide, and in the upper reaches being only 6 inches for a boat 8 feet wide. The obstructions during the navigable periods were snags, drift piles, and overhanging timber. The date of the original project was June 14, 1880. No modifica- tions were made. The original project provided for snagging opera- tions for the removal of obstructions between the mouth and Turtle Bar. Work was carried on until December, 1884, when it was sus- pended. The amount expended on the original project prior to operations under existing project was $21,500. The existing project, adopted by the river and harbor act of June 25, 1910 (H. Doec. No. 1212, 60th Cong., 2d sess., no maps), is a re- vival of the old project and contemplates snagging operations for the removal of obstructions which have formed between the mouth and Turtle Bar. The estimated cost was $5,400; the cost of main- tenance was originally estimated at $3,000 biennially, but experience has shown the necessity of increasing this to $3,000 annually. No modification has been made. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. House or No. Congress. Session. Year. Page. Senate. Mouth to Turtle Bar 12 ................. .... .. 1879 1003 Do............................. House 236 Fifty-second. Second.. 1893 2122 Do.11 2.... ..... do.... 1212 Sixtieth...... ...do ... Do. ....... ............... ............................. 1887 1546 'No aps i~ais f pojec adpte by ongess 1No maps. 'Basis of project adopted by Congress. 876 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. During the fiscal year ending June 30, 1914, work of maintenance by hired labor with Government plant extended upstream from Poole, Ark. (110 miles above the mouth of the river), to a point about 22 miles below Turtle Bar, a distance of 22- miles. The expenditure made during the fiscal year was $2,269.19 for mainte- nance. The amount expended on the existing project from 1910 to the close of the fiscal year ending June 30, 1914, was $10,829.83. The items of improvement and of maintenance are so closely allied that the cost of each can not be given separately. The total amount expended on all projects to the end of the fiscal year 1914 was $32,329.83. The nature of the improvement is such that it is not possible to state the proportion of the approved project that has been accom- plished. Snagging and clearing has been done in so far as available funds would permit. The maximum draft that can be carried at mean low water is 2 feet to Godfrey Landing, 10 miles above the mouth, and 6 inches to Mount Elba, 104 miles. The range between low and high water is about 28 feet throughout that part of the river in which work is contemplated. Mount Elba, 104 miles above the mouth, is considered the head of navigation, but at high stages the river is navigable in fact to Hurricane Creek, 138 miles. Raft- ing and logging are carried on in this stream from points above Mourning Ferry, 145 miles above the mouth. The commerce reported for the four years ending June 30, 1914, ranged in quantity from 648 to 4,725 short tons per annum. The average for the four years was 2,093 short tons, valued at $27,400 It consisted of saw logs and staves. The project has had no effect upon freight rates. As no general commerce has developed on Saline River, it appears questionable whether further expenditures for its improvement are warranted. If the work is to be continued, an appropriation of $4,000 will be necessary for work of maintenance by removing snags and other obstructions. July 1, 1913, balance unexpended- ------- $3, 131. 03 June 30, 1914, amount expended during fiscal year, for maintenance of improvement--- -------------------------------------- 2, 269. 19 July 1, 1914, balance unexpended_---------------- 861. 84 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-------------------14, 000.00 (See Appendix V 5.) 6. Bayou Bartholomew, Boeuf River, Tensas River and Bayou Macon, and Bayous D'Arbonne and Corney, La. and Ark.-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. (a) Bayou Bartholomew, La. and Ark.-This bayou has its source in Jefferson County, Ark., a few miles west of Pine Bluff; following a tortuous course, it flows first in a southeasterly direction nearly parallel to Arkansas River, then in a southerly direction, parallel to the Mississippi River, and, after entering Louisiana, turns to the 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 877 southwest and enters Ouachita River in Morehouse Parish, opposite Ouachita, La., 140.5 miles below Camden, Ark. The length of the stream is about 300 miles. The section included in the project, below Baxter, Ark., to the mouth, is 182 miles. The minimum usable low- water depth from the mouth of the bayou to the ocean is 1 foot. This bayou was originally (1881) in the following condition: At Baxter, Ark., low-water depth, 3 feet; width of low-water channel, 100 feet; high-water depth, 18 feet; width of high-water channel, 350 feet. At mouth, low-water depth, 1 foot; width of low-water chan- nel, 75 feet; high-water depth, 47 feet; width of high-water channel, 200 feet. Previous to improvement this stream was navigable for lights boats about three months of the year, but the passageway for steamboats was much obstructed. The date of the original project was March 3, 1881. No modifica- tions were made. The original project provided for removing ob- structions below Baxter to the mouth of the bayou. This project was practically completed in 1897 to McComb Landing, Ark., 41 miles below Baxter. The amount expended on the original project prior to 1897 was $45,873.53. No project other than the original project has been adopted by Congress, but appropriations for maintenance have been made from year to year, and work has been carried on between the mouth of the bayou and McComb Landing, Ark. Therefore the existing proj- ect now provides for maintenance between the mouth and McComb Landing, Ark., at an estimated cost of about $4,000 a year. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to Arkansas State line 1........... .......... ................. . ....... ...... . 1872 383 Mouth to Baxter 1 2................. ......House... 61 Forty-fifth.... Third... 1879 997 Mouth to Baxter 1........ . ....... ... do ... 38 Forty-sixth...... do.... 1881 1453 Above Baxter to Lincoln County line 3.... H ou s e 147 Forty-eighth.. Second.. 1885 1548 (Ex.) 1No maps. 2 Basis of project adopted by Congress. - Sketch printed in document. During the fiscal year ending June 30, 1914, work of maintenance by hired labor with Government plant extended from the mouth of the bayou upstream to Grecian Bend, La. (11 miles), and from Mc- Comb Landing, Ark., downstream to Ohio Landing, Ark. (42.7 miles), a total distance of 53.7 miles. The expenditure made during the fiscal year was $3,974.57 for maintenance. The amount expended on the existing project from 1897 to the close of the fiscal year ending June 30, 1914, was $31,831.82 for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 was $77,705.35. 878 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The nature of the improvement is such that it is not possible to state the proportion of the approved project that has been accom- plished. Snagging and clearing have been done in so far as available funds would permit, and the channel has been improved thereby. The maximum draft that can be carried at mean low water is 1 foot to McComb Landing, 141 miles above the mouth. The range between low and high water is about 32 feet throughout that part of the river in which work is contemplated. McComb Landing, 141 miles above the mouth, is considered the head of navigation, but at high stages the river is navigable, in fact, to Baxter, 182 miles. The commerce reported for the 25 years ending June 30, 1914, ranged in quantity from 396 to 49,299 short tons per annum. The average for the 25 years was 9,300 short tons, valued at $241,789. The commerce consisted of cotton, cotton seed, staves, saw logs, etc., with return freight of general merchandise and plantation supplies. The project has effected a reduction in freight rates of about 50 per cent. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, is to be applied to maintenance by snag- ging and clearing of the stream. July 1, 1913, balance unexpended ---------------------------- $7, 000. 00 June 30, 1914, amount expended during fiscal year for maintenance of improvement--------------------------- 3, 974. 57 July 1, 1914, balance unexpended--- ------- 3, 025. 43 July 1, 1914, outstanding liabilities 128. 10 July 1, 1914, balance available_ ____---------------------------2, 897.33 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement----------------- (1) (b) Boeuf River, La.-This river has its source in Chicot County, southeastern Arkansas, flows in a general southwesterly direction, and enters Ouachita River in Catahoula Parish, La., opposite Staf- ford, and 269.8 miles below Camden, Ark. It is about 300 miles long, and the section included in the project, below Wallace Landing, La., to the mouth, is about 166 miles. The minimum usable low- water depth from the mouth of the river to the ocean is 2 feet. This river was originally (1881) in the following condition: At Wallace Landing, low-water depth, 2 feet; width of low-water chan- nel, 20 feet; high-water depth, 32 feet; width of high-water channel, 100 feet. At the mouth, low-water depth, 1 feet; width of low-water channel, 50 feet; high-water depth, 57 feet; width of high-water channel, 500 feet. Previous to improvement this stream was navi- gable to Point Jefferson, La., 151 miles, but passage was difficult and dangerous on account of overhanging trees and snags and logs in the channel. The date of the original project was March 3, 1881. A modifica- tion was made in 1886. The original project provided for removing obstructions to afford safe navigation at high stages between the mouth and Wallace Landing. The act of 1886 provided for the clos- ure of three outlets near Point Jefferson to confine the flow to the main channel. These outlets were closed by dams, but the dams were destroyed in 1890 by an overflow from the Mississippi and were not SSee consolidated money statement, p. 884. RIVER AND HARBOR IMPROVEMENTS. 879 rebuilt. The original project was practically completed in 1896 to Point Jefferson, La., 15 miles below Wallace Landing. The amount expended on the original and modified project prior to 1896 was $46,434.62. No project other than the original modified project has been adopted by Congress, but appropriations for maintenance have been made from year to year and work has been carried on between the mouth of the river and Point Jefferson. Therefore the existing proj- ect now provides for maintenance between the mouth and Point Jefferson, La., at an annual cost of about $5,000. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to Wallace Landing ' 2............. House... 38 Forty-sixth... Third... 1881 1424 Outlets near Point Jefferson 1 2........... do.... 99 Forty-eighth.. Second.. 1885 1545 Do.'............. . ..-...... .... .... . ........... ....... 1891 1986 Do.1............. ................ .. ...... . ...... ....... 1893 2016 Do.1.......... .................. .............. .............. ....... 1896 1608 Do.' ............................................................. 1907 1502 Above Wallace Landing ............. House... 350 Fifty-third.... Third... 1895 1969 1 No maps. ' Basis of project adopted by Congress. 3With cross sections. During the fiscal year ending June 30, 1914, work of maintenance by hired labor with Government plant extended from Daugherty Landing downstream to Hebert Landing, La., 74.7 miles. The ex- penditure made during the fiscal year was $3,366.61 for maintenance. The amount expended on the existing project from 1896 to the close of the fiscal year ending June 30, 1914, including $27.75 de- rived from sales, was $38,046.08 for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 was $84,480.70. The nature of the improvement is such that it is not possible to state the proportion of the approved project that has been accom- plished. Snagging and clearing has been done in so far as avail- able funds would permit and the channel has been improved thereby. The maximum draft that can be carried at mean low water is 1 feet to Wallace Landing, 166 miles above the mouth. The range between low and high water is about 30 feet. Alto, 100 miles above the mouth, is considered the head of navigation, but at high stages the river is navigable, in fact, to Wallace Landing, 166 miles. The commerce reported for the 25 years ending June 30, 1914, ranged in quantity from 545 tb 15,386 short tons per annum. The average for the 25 years was 5,621 short tons, valued at $216,507. The commerce consisted of cotton, cotton seed, staves, etc., and return freight of general merchandise and plantation supplies. The project has effected a reduction in freight rates of about 33A per cent. 880 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, is to be applied to maintenance by snagging and clearing. July 1, 1913, balance unexpended_--------------------------------_ $6, 082. 88 June 30, 1914, amount expended during fiscal year for maintenance of improvement --------------------------------------- 3, 366. 61 July 1, 1914, balance unexpended____ 2, 716. 27 July 1, 1914, outstanding liabilities--------------------------------137. 73 July 1, 1914, balance available_ 2, 578. 54 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_ ---------------------------- (1) (c) Tensas River and Bayou Macon, La.-Tensas River has its source in Lake Providence, in northeastern Louisiana, within 2 miles of the Mississippi River, flows in a general southerly direction, gradually diverging from the, Mississippi, and joins with the Ouachita and Little Rivers at Trinity, La., 294 miles below Camden, Ark., in forming Black River. It is about 235 miles long. The sec- tion included in the project extends from the mouth upstream to Dallas, La., 138 miles. Bayou Macon has its source in Desha County, Ark., near the source of Boeuf River, and a few miles west of the Mississippi River, flows in a general southerly direction west of and nearly parallel to Tensas River and enters that stream 42.7 miles above its mouth. Bayou Macon is about 270 miles long. The section included in the project extends from the mouth upstream to Floyd, La., 112 miles. The minimum usable low-water depth from the mouth of Tensas River to the ocean is 32 feet. These rivers were originally (1881) in the following condition: At Floyd, La., on Bayou Magon, low-water depth, 1 foot; width of low-water channel, 75 feet; high-water depth, 39 feet; width of high-water channel, 275 feet. At Dallas, La., on Tensas River, low-water depth, 1 foot; width of low-water channel, 75 feet; high- water depth, 31 feet; width of high-water channel, 250 feet. At junction of Tensas River and Bayou Macon, low-water depth, 1 feet; width of low-water channel, 125 feet; high-water depth. 511 feet; width of high-water channel, 500 feet. At the mouth of Tensas River, low-water depth, 1 feet; width of low-water channel, 100 feet; high-water depth, 56 feet; width of high-water channel, 450 feet. Previous to improvement these streams were navigable at high stages, but the passage of steamboats was difficult and dangerous on account of leaning trees and numerous snags, logs, stumps, etc., in the channel. The date of the original project was March 3, 1881. A modifica- tion was made in 1884. The original project provided for removing obstructions in Tensas River from its mouth to Dallas, La. The act of 1884 united the improvement of Tensas River with that of Bayou Magon. The original project for Tensas River was prac- tically completed in 1898 to Westwood Place, 81 miles above the mouth, and the original project for Bayou Macon was practically completed in 1899 to Floyd. The amount expended on the original and modified project prior to 1899 was $35,862.44. 1 See consolidated money statement on p. 884. RIVER AND HARBOR IMPROVEMENTS. 881 No project other than the original modified project has been adopted by Congress, but appropriations for maintenance have been made from year to year and work has been carried on on Tensas River between its mouth and Westwood Place, and on Bayou Macon between its mouth and Floyd. Therefore the existing project now piovides for maintenance of Tensas River between its mouth and Westwood Place, and of Bayou Magon between its mouth and Floyd, at an annual cost of about $6,000. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth of Tensas River to Dallas, La.1 ... House Ex. 38 Forty-sixth... Third... 1881 1457 Mouth of Bayou Macon to Floyd, La.' 2.......do....... 38 .... do....... .do.. 1881 1462 Bayou Macon above Floyd, La.......... do....... 349 Fifty-third ... do..... 1895 1974 1 No maps. 2 Basis of project adopted by Congress. During the fiscal year ending June 30, 1914, work of mainte- nance by hired labor with Government plant on Bayou Macon ex- tended from a point 9 miles above the mouth to Floyd, La., a dis- tance of 102.6 miles. The expenditure made during the fiscal year was $3,794.85 for maintenance. The amount expended on the existing project from 1899 to the close of the fiscal year ending June 30, 1914, including $27.75 derived from sales, was $38,557.62 for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 was $74,420.06. The nature of the improvement is such that it is not possible to state the proportion of the approved project that has been accom- plished. Snagging and clearing has been done in so far as available funds would permit, and the channels have been improved thereby. The maximum diaft that can be carried at mean low water is 1 feet to Westwood Place, 81 miles above the mouth on Tensas River, and 1 foot to Floyd, 112 miles above the mouth on Bayou Macon. The range between low and high water is about 45 feet. Westwood, 81 miles above the mouth on Tensas River, and Jackson, 721 miles above the mouth, on Bayou Macon, are considered the heads of navigation, but at high stages Tensas River is navigable in fact to Dallas, 138 miles, and Bayou Macon is navigable in fact to Lane, 132 miles. The commerce reported for the 24 years ending June 30, 1914, ranged in quantity from 2,649 to 29,957 short tons per annum. The average for the 24 years was 13,477 short tons, valued at $554,316. The commerce consists of shipments of cotton, cottonseed, staves, etc., with return freight of plantation supplies. The project has effected a reduction in freight rates of about 35 per cent. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, is to be applied to maintenance by snagging and clearing. 60993 0 -ENa 1914-56 882 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended-------------------- $5, 902. 54 June 30, 1914, amount expended during fiscal year for maintenance of improvement ------------------------ ----------------- 3, 794. 85 July 1, 1914, balance unexpended------- .......---------------------- 2, 107. 69 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement----------------------(1) (d) Bayous D'Arbonne and Corney, La.-Bayou D'Arbonne is, formed by the junction of the south, middle, and north, or Corney, branches near Farmerville, Union Parish, northern Louisiana, flows in a southeasterly direction and enters Ouachita River 6 miles above Monroe, La., and 161.7 miles below Camden, Ark. Its length is 37.7 miles. Bayou Corney is a small creek, has its source in Claiborne Parish, La., and flows in a southeasterly direction. Cobb Landing, La., the head of navigation, is 19.3 miles above its mouth. Steins Bluff is 2.8 miles above its mouth. The creek is about 76 miles in length. Little D'Arbonne, the south branch, also is a small creek, has its source near Homer, Claiborne Parish, La., and flows in an easterly direction. Unionville, La., the head of navigation, is 18 miles above its mouth. The middle fork, which is not navigable, has its source in Claiborne Parish, La., and flows in a southeasterly direction. The creek is about 55 miles long. The minimum usable low-water depth from the mouth of Bayou D'Arbonne to the ocean is 14 feet. These streams were originally (1884) in the following conditions: At Cobb Landing on Bayou Corney, low-water depth, 1z feet; width of low-water channel, 70 feet; high-water depth, 21 feet; width of high-water channel, 130 feet. At Unionville on Little D'Arbonne, low-water depth, 1 foot; width of low-water channel, 50 feet; high- water depth, 18 feet; width of high-water channel, 100 feet. At the junction of the branches near Farmerville, La., low-water depth, 3 feet; width of low-water channel, 75 feet; high-water depth, 23 feet; width of high-water channel, 150 feet. At the mouth of Bayou D'Arbonne, low-water depth, 8 feet; width of low-water channel, 50 feet; high-water depth, 45 feet; width of high-water channel, 150 feet. Previous to improvement, Bayou D'Arbonne was navigable at very high stages to Farmerville Landing. Bayou Corney was navi- gable at flood stages for steamboats to Steins Bluff, while keel boats made trips to Cobb Landing, 19.3 miles above. Little D'Arbonne was not navigable on account of dense growth of timber. The passage in both streams was difficult and dangerous on account of leaning trees and numerous snags, logs, stumps, etc., in the channels. The date of the original project was July 5, 1884. Subsequent modifications were made in 1892 and in 1894. The original project provided for removing obstructions between the mouth of Bayou D'Arbonne and Steins Bluff on Bayou Corney. The act of 1892 authorized extension of the work up Bayou Corney to Cobb Landing. The act of 1894 authorized work in Little D'Arbonne. The work in the Little D'Arbonne was completed in 1895, and the project for Bayous D'Arbonne and Corney was practically completed in 1896. 1See consolidated money statement on p. 884. RIVER AND HARBOR IMPROVEMENTS. 888 The amount expended in the original and modified projects prior to 1896 was $19,000. No project other than the original modified project has been adopted by Congress, but appropriations for maintenance have been made from year to year since 1902, and work has been carried on between the mouth of Bayou D'Arbonne and Cobb Landing on Bayou Corney. Therefore the existing project now provides for mainte- nance of improvement of Bayou D'Arbonne between its mouth and Bayou Corney, and of Bayou Corney between its mouth and Cobb Landing at an annual cost of about $2,000. The project is based on reports of examination and survey (with- out maps) printed in the Report of the Chief of Engineers for 1884, pages 1372 and 1376 (S. Doc. No. 69, 48th Cong., 1st sess.). During the fiscal year ending June ,30, 1914, work of maintenance, by hired labor, with Government plant, extended up Bayou Corney 5 miles from its mouth; and downstream on Bayou D'Arbonne from Farmerville Landing to Big Bayou Choudrant, a distance of 29.6 miles. The expenditure made during the fiscal year was $3,803.25, for maintenance. The amount expended on the existing project from 1902 to the close of the fiscal year ending June 30, 1914, was $14,703.53 for main- tenance. The total amount expended on all projects to the end of the fiscal year 1914 was $33,703.53. The nature of the improvement is such that it is not possible to state the proportion of the approved project that has been accom- plished. Snagging and clearing has been done in so far as available funds would permit, and the channels have been improved thereby. The maximum draft that can be carried at mean low water is 1 foot to Cobb Landing on Bayou Corney, 57 miles above mouth of Bayou D'Arbonne. The range between low and high water is about 20 feet. Cobb Landing on Bayou Corney, 57 miles above mouth of Bayou D'Arbonne, is considered the head of navigation, and the bayous are not navigable at any stage above this place. The commerce reported for the 18 years ending June 30, 1914, ranged in quantity from 682 to 104,691 short tons per annum. The average for the 18 years was 17,549 short tons, valued at $311,620. The commerce consists of shipments of cotton, cotton seed, staves, etc., with return freight of plantation supplies. The project has effected a reduction in freight rates of about 33- per cent. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, is to be applied to maintenance by snagging and clearing of the streams. July 1, 1913, balance unexpended_____________ _________ $4, 699. 72 June 30, 1914, amount expended during fiscal year for maintenance of improvement------------ ---------------------------------- 3, 803. 25 July 1, 1914, balance unexpended__------ _ ______ _ 896. 47 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement _____________________ (1) 1 See consolidated money statement on p. 884. 884 REPORT OF TSHE CHIEF OF ENGINEERS, U. S. ARMY. CONSOLIDATED. July 1, 1913, balance unexpended------------------------------$23, 685.14 June 30, 1914, amount expended during fiscal year for maintenance of improvement_---- ..... ---------- ____-- ___ _______- 14, 939. 28 July 1, 1914, balance unexpenided --------------------------------- 8, 745. 86 July 1, 1914, outstanding liabilities_-- ......... __________- 265. 83 July 1, 1914, balance available__ - -____ _______---------_ 8, 480. 03 Amount that can be profitably expended in fiscal year eliding June 30, 1916, for maintenance of improvement______--_____ 1-16, 000. 00 __ (See Appendix V 6.) 7. Yazoo, Tallahatchie, Coldwater, and Big Sunflower Rivers, Tchula Lake, Steele and Washington Bayous, and Lake Washington and Bear Creek, Miss.-Yazoo River and its tributaries were con- solidated by river and harbor act of June 13, 1902. (a) Yazoo River.-Yazoo River, about 178 miles long, is formed by the junction of Tallahatchie and Yalobusha Rivers, in Leflore County, Miss., flows first in a general southerly and then in a south- westerly direction, and enters the Mississippi River at Vicksburg. The project includes the entire river. The minixium usable low- water depth from the mouth of the river to the ocean is 9 feet. The river was originally (1873) in the following condition: At the junction of Tallahatchie and Yalobusha Rivers, low-water depth, 2 feet; width of low-water channel, 120 feet; high-water depth, 38 feet; width of high-water channel, 400 feet; at mouth, low-water depth, 2 feet; width of low-water channel, 400 feet; high-water depth, 50 feet; width of high-water channel, 800 feet. Previous to improvement the river was only navigable at high stages, when steamboats could get over the bar at the mouth and could pass the wrecks sunk to prevent navigation during the Civil War. The date of the original project was March 3, 1873. No modifica- tions were made. The original project provided for removing ob- structions to give ease and safety to navigation. No project other than the original project has been adopted by Congress, but appropriations for maintenance have been made from year to year, and work has been carried on throughout the entire length of the river; therefore the existing project now provides for maintenance throughout the entire length of the river at an esti- mated cost of $15,000 a year. Reports of examinations were published in reports of the Chief of Engineers for 1873 (p. 483) and for 1874 (p. 365, without maps). During the fiscal year ending June 30, 1914, work of maintenance by hired labor with Government plant extended over the entire length of the river. The expenditure made during the fiscal year was $7,783.60 for maintenance. The amount expended on the existing project from 1873 to the close of the fiscal year ending June 30, 1914, including $1,288.98 derived from sales, was $466,123.82. The items of improvement and of maintenance are so closely allied that the cost of each can not be given separately. 'Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 885 The nature of the improvement is such that it is not possible to state the proportion of the approved project that has been accom- plished. Obstructions have been removed and snagging and clearing have been done in so far as available funds would permit, and the channel has been improved thereby. The maximum draft that can be carried at mean low water is 42 feet to Yazoo City and 4 feet to Greenwood, near the junction of Tallahatchie and Yalobusha Rivers. The range between low and high water is about 35 feet throughout the river. At all stages the river is navigable in fact throughout its entire length. The commerce reported for the 23 years ending June 30, 1914, ranged in quantity from 100,111 to 544,503 short tons annually. The average for the 23 years was 242,646 short tons, valued at $5,351,932. It consists of cotton, cotton seed, staves, timber, etc., with return freights of general merchandise and plantation supplies. The project has effected a reduction in freight rates of from 33J to 50 per cent. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, is to be applied to maintenance by snagging and clearing the stream. July 1, 1913, balance unexpended------------------------------- $7, 857.27 Amount received from sale of property------------------------- 370. 00 8, 227. 27 June 30, 1914, amount expended during fiscal year for maintenance of improvement-------------- --------------------------- 7, 783. 60 July 1, 1914, balance unexpended----------------------------- -- 443. 67 .. July 1, 1914, outstanding liabilities ----------------------------- 223. 14 July 1, 1914, balance available-------------------------------- 220. 53 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------------------------------- 14, 000. 00 Amount available for fiscal year ending June 30, 1915------------- 14, 220. 53 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement------------------- ---- (1) (b) Tallahatchie and Coldwater Rivers.-Tallahatchie River has its source in Tippah County, northern Mississippi, flows in a general southwesterly direction until joined by Coldwater River in Quitman County, and then in a southerly direction, uniting with the Yalo- busha a few miles above Greenwood in forming Yazoo River. It is about 230 miles long. The section included in this project, from its mouth upstream to the mouth of Coldwater River, is about 121 miles. Coldwater River has its source in Marshall County, northern Mississippi, flows southwesterly and then southerly to its junction with the Tallahatchie. It is about 125 miles long. The section in- cluded in this project, from its mouth upstream to Yazoo Pass, is about 40 miles. The minimum usable low-water depth from the mouth of the Tallahatchie River to the ocean is 4 feet. These streams were originally (1879) in the following condition: At Yazoo Pass on Coldwater River, low-water depth, 1 foot; width of low-water channel, 70 feet; high-water depth, 38 feet; width of high-water channel, 140 feet. At junction of Coldwater and Tallahatchie Rivers, low-water depth, 2 feet; width of low-water 1See consolidated money statement on p. 890. 886 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. channel, 120 feet; high-water depth, 40 feet; width of high-water channel, 220 feet. At the mouth of Tallahatchie River, low-water depth, 2 feet; width of low-water channel, 120 feet; high-water depth, 38 feet; width of high-water channel, 400 feet. Previous to improve- ment Tallahatchie River was navigable to Sharkey, about 65 miles above its mouth, for six months of the year, but passage was difficult and dangerous on account of the number of obstructions in the chan- nel and along the banks and the wreck of the ocean steamship Star of the West 8 miles above the mouth. Above Sharkey the growth of leaning timber was so dense and the channel was so obstructed by snags, etc., that this part of the river was practically unnavigable. The same condition prevailed in the Coldwater River. The date of the original project was March 3, 1879. Subsequent modifications were made in 1881 and in 1905. The original project provided for removal of obstructions in Tallahatchie River between its mouth and Coldwater River and in the Coldwater River to Yazoo Pass. The act of 1881 removed the Coldwater River from the proj- ect, and the act of 1905 again placed this river in the project. The amount expended on the original project prior to 1905 was $76,500. No project other than the original modified project has been adopted by Congress, but appropriations for maintenance have been made from year to year and work has been carried on in Tallahatchie River between its mouth and the mouth of Coldwater River and in the Coldwater River to Yazoo Pass. Therefore the existing project now provides for maintenance in Tallahatchie River between its mouth and the mouth of Coldwater River, and in the Coldwater River to Yazoo Pass. References to examination or survey reports and maps or plans (including project documnents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth Tallahatchie to Pass 12.......... Senate.. 42 Forty-fifth.... Third... 1879 982 D o.'............ .. . .......... . .... o .... 1880 1322 Do.................................. House... 121 Fifty-fourth... Second. 1897 1943 1 No maps. 2Basis of project adopted by Congress. During the fiscal year ending June 30, 1914, work of mainte- nance by hired labor with Government plant extended from the mouth of Tallahatchie River to Yazoo Pass on the Coldwater, 154.3 miles. The expenditure made during the fiscal year was $11,291.64 for maintenance. The amount expended on the existing project from 1905 to the close of the fiscal year ending June 30, 1914, including $1.31.20 de- rived from sales, was $49,806.24. The total amount expended on all projects to the end of the fiscal year 1914 was $126,306.24. The nature of the improvement is such that it is not possible to state the proportion of the approved project that has been accom- plished. Snagging and clearing have been done in so far as available RIVER AND HARBOR IMPROVEMENTS. 887 funds would permit, and channels have been improved thereby. The maximum draft that can be carried at mean low water to Yazoo Pass is 1 foot. The range between high and low water is about 29 feet. Marks, 133 miles above the mouth of Tallahatchie, is considered the head of navigation, but at high stages the river is navigable, in fact, to Yazoo Pass, 162 miles. The commerce reported for the 24 years ending June 30, 1914, ranged in quantity from 15,965 to 130,163 short tons per annum. The average for the 24 years was 48,665 short tons, valued at $1,762,819. The greater part of the commerce reported was from the Tallahatchie River, as the amount of freight carried on Cold- water River is very small. The commerce consists of shipments of cotton, cotton seed, saw logs, lumber, etc., with return freights of general merchandise and plantation supplies. The project has effected a reduction in freight rates of about 30 per cent. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, is to be applied to maintenance by snagging and clearing. July 1, 1913, balance unexpended------------------------------- $12, 904. 18 Amount received from sale of property_ _--------__--_____- 91. 20 12, 995. 38 June 30, 1914, amount expended during fiscal year for maintenance of improvement--------------------------- ------------------ 11, 291. 64 July 1, 1914, balance unexpended __.....___________________ 1, 703. 74 July 1, 1914, outstanding liabilities_ ----- - ------ 396. 31 July 1, 1914, balance available ----------------------------------- 1, 307. 43 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914--------------------------------- 8, 000. 00 Amount available for fiscal year ending June 30, 1915 ------------- 9, 137. 43 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-------------------- (1) (c) Big Sunflower River.-This river has its source in Mud Lake, Coahoma County, Miss., near Friar Point, flows in a general south- erly direction, and enters Yazoo River about 45 miles above its mouth. It is about 216 miles long. The section included in the project. be- low the mouth of Hushpuckena River to Yazoo River, is 171.2 miles. The minimum usable low-water depth from the mouth of the river to the ocean is 4 feet. The river was originally (1879) in the following condition: At Clarksdale, Miss., low-water depth, 1 foot; width of low-water chan- nel, 20 feet; high-water depth, 50 feet; width of high-water channel, 500 feet. At the mouth, low-water depth, 1 feet; width of low- water channel, 100 feet; high-water depth, 38 feet; width of high- water channel, 400 feet. Previous to improvement the river was navigable about six months of the year, but passage was much im- peded by snags, logs, leaning timber, sand bars, and shoals, and in many places the channel was so much obstructed and so narrow that it could be used only by the smallest boats. 1See consolidated money statement on p. 890. 888 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The date of the original project was March 3, 1879. A modifica- tion was made in 1907. The original project provided for the re- moval of obstructions between the mouth and Clarksdale, about 196 miles, and for the building of inexpensive pile and brush wing dams to scour a channel about 40 inches deep at the bars. The act of 1907 provided for the removal of obstructions between the mouth of ,Hushpuckena River and the mouth of Big Sunflower River, a dis- tance of 171.2 miles, and improvement of the section below Baird, 97 miles, by closing outlets and more extensive contraction work, with a view to obtaining a navigable depth of 3 feet in this stretch. The esti- mated cost of the work below Baird was $75,000 for the necessary closing dams, with about $10,000 per year for five years for continua- tion of open river work and $5,000 per year thereafter for mainte- nance. The amount expended on the original and modified projects prior to operations under existing project was $224,127.20. The date of the existing project was July 25, 1912, and is based upon plan printed in Rivers and Harbors Committee Document No. 2, House of Representatives, Sixty-second Congress, second ses- sion. No modification of this project has been made by Congress. The existing project as originally adopted provided for the construc- tion of a lock and dam at the foot of Hollywood Bar, 74 miles above the mouth, at an estimated cost of $300,000, and for open-channel work and dredging below the mouth of Hushpuckena River, at an estimated cost of $50,000. The available horizontal dimensions of the lock were to be 146 feet by 40 feet and the low-water depth over miter sills was to be 4 or 4- feet. In 1913 the available horizontal dimensions of the lock were changed to 160 feet by 36 feet, with a low- water depth over miter sill of 4 or Q feet, and the lock location was moved downstream about 11 miles to Little Callao Landing. The existing project now provides for a lock and dam at Little Callao Landing having available horizontal dimensions of 160 feet by 36 feet and having a low-water depth of 4 or 42 feet over miter sills, at an estimated cost of $500,000, and for open-channel work and dredging below the mouth of Hushpuckena River, at an estimated cost of $50,000. The estimated cost of the entire project now is $550,000, of which $285,000 has already been appropriated, leaving $215,000 to be appropriated for the lock and dam and $50,000 to be appropriated for open-channel work. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. Housenateor No. Congress. Session. Year. Page. Clarksdale to mouth 12 .................... Senate.. 42 Forty-fifth.... Third... 1879 982 Do.'.......... 1 .................. do.... 245 Fifty-fourth... First.... 1896 1638 Do. ................. ... .. ....... ........... ........... ........................ 1899 362 Mouth Hushpuckena River to near Bairdl s House... 667 Fifty-ninth.... First............ Do.' ......................... ...do..... 1251 Sixtieth....... Second ............... Do. .................................... do..... 2 Sixty-second.....do......... ..... 'No maps. 2Basis of project adopted by Congress. 8River and Harbor Committee document. RIVER AND HARBOR IMPROVEMENTS. 889 During the fiscal year ending June 30, 1914, work of maintenance extended from Waco Landing downstream to American Chute, a distance of 42.9 miles. Drtdging (original modified project) was done at a number of bars between the mouth of the river and Ameri- can Chute, 32.6 miles above. The plans for the lock to be built under the existing project were revised, and work which had been suspended was started again and continued to end of year. All work was done by hired labor with Government plant. The expenditure made during the fiscal year was $81,590.97. Of this amount, $14,331.54 was applied to maintenance and $67,259.43 to lock and dam work. The amount expended on the existing project from 1912 to the close of the fiscal year ending June 30, 1914, was $149,199.83. Of this amount, $22,560.71 was applied to maintenance. The total amount expended on all projects to the end of the fiscal year 1914 was $373,327.03. The proportion of the approved project accomplished up to June 30, 19.14, was approximately 10 per cent. No work has been done on the open-channel work contemplated in the existing project. As yet no results of the existing project are evident. The maximum draft that can be carried at mean low water is 3 feet to Hollywood Bar, 74 miles above the mouth of the Big Sunflower, and 2 feet to mouth of Hushpuckena River, 171.2 miles. The range between low and high water is about 30 feet throughout that part of the river in which work is contemplated. The mouth of Hushpuckena River, 171.2 miles above the mouth, is considered the head of navigation, but at high stages the river is navigable, in fact, to Clarksdale, 200 miles. The commerce reported for the 25 years to June 30, 1914, ranged in quantity from 8,931 to 188,792 short tons per annum. The average for the 25 years was 67,707 short tons, valued at $1,289,246. The commerce consisted of cotton, cotton seed, staves, saw logs, etc., with return freight of general merchandise and plantation supplies. The existing project has had no effect on freight rates. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, is to be applied to continuing lock and dam construction and to maintenance. MAINTENANCE. July 1, 1913, balance unexpended----- ----------------------- $13, 102. 96 Amount transferred from other works------------------------- , 524. 64 14, 627. 60 June 30, 1914, amount expended during fiscal year for maintenance of improvement------------------- --------------------- 14, 331. 54 July 1, 1914, balance unexpended------------------------------- 296.06 July 1, 1914, outstanding liabilities .------------------------------ 90.00 July 1, 1914, balance available-------------------------------- 206.06 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914---------------------------------8, 000. 00 Amount available for fiscal year ending June 30, 1915------------- 8, 206. 06 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement---------------- (1) 1See consolidated money statement on p. 890. 890 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. LOCK AND DAM PROJECT. July 1, 1913, balance unexpended___------------------------------ $135, 620. 31 June 30, 1914, amount expended during fiscal year for works of im- provement ------------------------------------------------- 67, 259.43 July 1, 1914, balance unexpended -------------------------------- 68. 360. 88 July 1, 1914, outstanding liabilities------------------------------ 20, 552. 42 July 1, 1914, balance available ---------------------------------- 47, 808. 46 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------------90, 000.00 Amount available for fiscal year ending June 30, 1915..------------ 137, 808. 46 Amount (estimated) required to be appropriated for completion of existing project__----------------------------- 1265, 000.00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement____________------------ 1215, 000. 00 CONSOLIDATED. July 1, 1913, balance unexpended ___.__.. ________---__ $148, 723. 27 Amount transferred from other works-----------------------_ 1, 524. 64 150, 247. 91 June 30, 1914, amount expended during fiscal year: For works of improvement_________---__-___ $67, 259.43 For maintenance of improvement ------------ 14, 331. 54 81, 590. 97 July 1, 1914, balance unexpended___ __------ 68, 656. 94 July 1, 1914, outstanding liabilities ______-- -_____________- - 20, 642. 42 July 1, 1914, balance available--- --- 48, 014. 52 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914__.....___-____________------_ 98, 000. 00 Amount available for fiscal year ending June 30, 1915 _----------- 146, 014. 52 Amount (estimated) required to be appropriated for completion of existing project---------------------------------------- 265, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916: For works of improvement------------------------------- 215, 000. 00 For maintenance of improvement --------------------------- (2) (d) Tchula Lalce.-This is an arm of Yazoo River, about 50 miles long, east of Honey Island, in Holmes County, Miss. The minimum usable low-water depth from the lake to the ocean is 4 feet. This lake was originally (1881) in the following condition: At the head, low-water depth, 1 foot; width of low-water channel, 25 feet; high-water depth, 35 feet; width of high-water channel, 250 feet. At the mouth, low-water depth, 1 foot; width of low-water channel, 40 feet; high-water depth, 35 feet; width of high-water channel, 300 feet. Previous to improvement the lake was obstructed its entire length by numerous snags in the channel and by heavy leaning tim- ber and brush along both banks. The date of the original project was March 3, 1881: No modifica- tion was made. The original project provided for removal of ob- structions to prolong the period of navigation and permit light-draft 1Exclusive of amount available for fiscal year 1915. SSee consolidated money statement on this page. RIVER AND HARBOR IMPROVEMENTS. 891 steamboats to pass through the lake earlier in the cotton season. This project was completed in 1896. The amount expended on the original project prior to operations under the existing project was $21,000. The date of the existing project was June 13, 1902. No modifica- tion has been made. The existing project provides for maintenance of improvement by removal of obstructions from the lake. This project is based on report of examination (without maps) printed in the Report of the Chief of Engineers for 1880, page 1350. (S. Doc. No. 35, 46th Cong., 2d sess.) During the fiscal year ending June 30, 1914, work of mainte- nance, by hired labor with Government plant, extended from the head of the lake to Klein Switch, a distance of 7 miles, and from the mouth of the lake to Blakely,- a distance of 7 miles. The expendi- ture made during the fiscal year was $2,083.24 for maintenance. The amount expended on the existing project from 1902 to the close of the fiscal year ending June 30, 1914, was $17,969.97 for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 was $38,969.97. The nature of the improvement is such that it is not possible to state the proportion of the approved project that has been accom- plished. Snagging and clearing have been done in so far as avail- able funds would permit and the channel has been improved thereby. The maximum draft that can be carried through the lake at mean low water is.1 foot. The range between low and high water is about 35 feet throughout the lake. The lake is navigable only at medium and high stages. Tchula, 20 miles from the upper mouth, is consid- ered the head of navigation, but at high stages the lake is navigable in fact the whole length, about 50 miles. The commerce reported for the 12 years ending June 30, 1914, ranged in quantity from nothing to 15,405 short tons per annum. The average for the 12 years was 2,026 short tons, valued at $98,905. The commerce consists of cotton, cotton seed, provisions, and mis- cellaneous articles generally carried by planters in privately-owned gasoline boats. No commercial boats have entered the lake for sev- eral years. The project has effected a reduction in freight rates of about 25 per cent. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, is to be applied to maintenance by snagging and clearing. July 1, 1913, balance unexpended------------------------------- $2, 500. 00 June 30, 1914, amount expended during fiscal year: Amount transferred to Big Sunflower River__.----- $416. 76 For maintenance of improvement ------------------ 2, 083.24 2, 500. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_ - - (1) (e) Steele and Washington Bayous and Lake Washington.-Steele Bayou has its source in Swan Lake, Washington County, Miss., flows in a general southerly direction, forming the outlet of Lake Wash- 1See consolidated money statement on p. 895. 892 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ington, with which it is connected by Washington Bayou, about 7 miles in length, and enters Yazoo River about 8 miles above its mouth. The section included in the project from Glen Allen, on Lake Washington, to the mouth of Steele Bayou, is about 60 miles. The minimum usable low-water depth from the mouth of Steele Bayou to the ocean is 42 feet. These streams were originally (1884) in the following condition: At Glen Allen, on Lake Washington, low-water depth, 15 feet; width of low-water channel, 1,500 feet; high-water depth, 30 feet; width of high-water channel, 2,000 feet. At the mouth of Washington Bayou, low-water-depth, 1 foot; width of low-water channel, 25 feet; high-water depth, 15 feet; width of high-water channel, 150 feet. At the mouth of Steele Bayou, low-water depth, 1 foot; width of low-water channel, 30 feet. Previous to improvement the lower part of Steele Bayou was navigable for small boats when flood water from the Mississippi River was backed up the bayou, but passage was dangerous and obstructed by snags, stumps, leaning trees, etc. The date of the original project was July 5, 1884. A subsequent modification was made in 1886. The original project provided for removal of obstructions in Steele Bayou to afford greater ease and safety to navigation and extend its period and limits. The act of August 5, 1886, included Washington Bayou in the project. This work was discontinued in 1896. The amount expended on the origi- nal and modified projects prior to operations under the existing project was $12,500. The date of the existing project was June 25, 1910. *No modifica- tion has been made. The existing project provides for the removal of snags, logs, stumps, overhanging trees, etc., obstructing navigation of Steele and Washington Bayous and Lake Washington from the mouth of Steele Bayou to Glen Allen, on Lake Washington. The estimated cost of completing the work in five years was $15,000. The projects were based on reports of examination (without maps) printed in the Report of the Chief of Engineers for 1884, page 1360, and in House Document No. 904, Sixtieth Congress, first session. During the fiscal year ending June 30, 1914, work of maintenance by hired labor with Government plant extended from the mouth of Steele Bayou upstream for a distance of 11 miles. The expenditure made during the fiscal year was $2,889.64 for maintenance. The amount expended on the existing project from 1910 to the close of the fiscal year ending June 30, 1914, was $11,303.33. The items of improvement and of maintenance are so closely allied that the cost of each can not be given separately. The total amount expended on all projects to the end of the fiscal year 1914 was $23,803.33. The nature of the improvement is such that it is not possible to state the proportion of the approved project that has been accom- plished. Snagging and clearing have been done in so far as available funds would permit and channels have been improved thereby. The maximum draft that can be carried at mean low water is 1 foot to Glen Allen on Lake Washington, about 60 miles above the mouth of Steele Bayou. The range between low and high water is about 35 feet throughout that part of the bayous in which work is contem- plated. Glen Allen, about 60 miles above the mouth of Steele Bayou, RIVER AND HARBOR IMPROVEMENTS. 893 is considered the head of navigation, but at high stages the river is navigable in fact to head of Lake Washington, about 70 miles. The commerce reported for the five years ending June 30, 1914, ranged in quantity from 1,804 to 11,831 short tons per annum. The average for the five years was 8,420 short tons, valued -t $100,693. The commerce consists of cotton, cotton seed, and saw logs, with return freights of general merchandise and plantation supplies. The project has effected a reduction in freight rates of about 50 per cent. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, is to be applied to maintenance by snagging and clearing. Jfily 1, 1913, balance unexpended------------------------------- $3, 136. 12 June 30, 1914, amount expended during fiscal year, for maintenance of improvement -.------------------------- ------ - 2, 889. 64 July 1, 1914, balance unexpended ------------------------------- 246. 48 July 1, 1914, outstanding liabilities --------- ___________ 25. 50 July 1, 1914, balance available-------------------------------- 220. 98 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement--- (1) (f) Bear Creek.-The stream known as Bear Creek is a succession of small lakes and creeks near the intersection of Leflore, Sunflower, and Washington Counties, Miss. It has its source in Mosquito Lake, about a mile south of Itta Bena, flows south, and enters Yazoo River at Wasp Lake Landing, about 6 miles above Belzoni. A straight line from head to mouth is a distance of only 20 miles, but owing to its irregular course its length is estimated to be about 90 miles. The navigable portion included in the project is about 25 miles long and extends through four lakes at the lower end, the connections between which are dry at low water and require a stage of 15 feet in Yazoo River to enable boats to run. The minimum usable low-water depth from the mouth of the creek to the ocean is 4 feet. This stream was originally (1910) in the following condition: At Pritchard, low-water depth, 1 foot; width of low-water channel, 40 feet; high-water depth, 30 feet; width of high-water channel, 150 feet. At the mouth, low-water depth, 1 foot; width of low-water channel, 50 feet; high-water depth, 35 feet; width of high-water channel, 250 feet. Previous to improvement navigation during favorable stages, for about three months each year, was difficult and dangerous, as the connecting watercourse had grown up with trees and brush. The date of the original project was June 25, 1910. No modifica- tion was made. The original project provided for removing the obstructions from the 12 miles of watercourse connecting Threenile, Sixmile, Fourmile, and Wasp Lakes, to afford greater ease and safety to navigation at high stages. The amount expended on the original project prior to 1912 was $3,346.62. 1See consolidated money statement on p. 895. 894 - REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. No project other than the original project has been adopted by Congress, but appropriations for maintenance have been made from year to year and work has been carried on from the mouth of Bear Creek in the 12 miles of watercourse connecting Threemile, Sixmile, Fourmile, and Wasp Lakes. Therefore the existing project now pro- vides for maintenance in the 12 miles of watercourse connecting Threemile, Sixmile, Fourmile, and Wasp Lakes. The project is based on report of examination (without maps) printed in House Document No. 908, Sixtieth Congress, first session. During the fiscal year ending June 30, 1914, work of maintenance by hired labor with Government plant extended from the mouth up- stream to Pritchard, a distance of about 25 miles. Work was only required in the 12 miles of watercourse included in the project. The expenditure made during the fiscal year was $1,380.43, for mainte- nance. The amount expended on the existing project from 1912 to the close of the fiscal year ending June 30, 1914, was $2,086.16. The total amount expended on all projects to the end of the fiscal year 1914 was $5,432.78. The nature of the improvement is such that it is not possible to state the proportion of the approved project that has been accom- plished. Snagging and clearing have been done and channels have been improved thereby. The maximum draft that can be carried at mean low water is 1 foot to Pritchard, about 25 miles above the mouth. The range between low and high water is about 35 feet throughout that part of the stream in which work is contemplated. Pritchard about 25 miles above the mouth is considered the head of navigation, but at high stages these watercourses are navigable in fact to One- mile Lake, about 41 miles. In 1910 the commerce reported amounted to 362 short tons, valued at $23,635. Nothing has been reported since. It consists of cotton, cottonseed, and provisions. It is impracticable to make any statement regarding the effect of the project on freight rates. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, is to be applied to maintenance hy snagging and clearing. July 1, 1913, balance unexpended _____________---------- $2, 488. 31 June 30, 1914, amount expended during fiscal year: Amount transferred to Big Sunflower River__ _-. $1, 107. 88 For maintenance of improvement-------_ ------------- , 380. 43 2, 488. 31 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement___------------------- (1) CONSOLIDATED. July 1, 1913, balance unexpended_______------------ _ ---- ___ $177, 609. 15 Amount received from sales of property--- ___-------------___ 461. 20 178, 170. 35 1 See consolidated money statement on p. 895. RIVER AND HARBOR IMPROVEMENTS. 895 June 30, 1914, amount expended during fiscal year: For works of improvement------------------- $67, 259. 43 For maintenance of improvement-------------- 39, 760. 09 $107, 019. 52 July 1, 1914, balance unexpended----------------------------71, 050. 83 July 1, 1914, outstanding liabilities--------------------------- 21, 287. 37 July 1, 1914, balance available__---------------------------- 49, 763. 46 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 -------------------------------- 120, 000. 00 Amount available for fiscal year ending June 30, 1915----------- 169, 763. 46 Amount (estimated) required to be appropriated for completion of existing project--- 1265, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916: For works of improvement ---------------------------- 1215, 000. 00 For maintenance of improvement ------------------------ 45, 000. 00 Total---------------------------------------------- 1260, 000. 00 (See Appendix V 7.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 3, 1909; JUNE 25, 1910; AND MARCH 4, 1913. Reports on preliminary examinations and surveys required by the river and harbor act approved March 3, 1909; June 25, 1910; and March 4, 1913, 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 Red Rive , La. and Ark., from its mouth to Fulton.-Reports dated August 31, 1909, and December 5, 1911, with maps, are printed in House Document No. 126, Sixty-third Congress, first session. A plan of improvement at an estimated cost of $6,020,000, with $165,000 annually for main- tenance, subject to certain specified conditions, is presented. 2. Preliminary examination of Big Black River, Miss., from its mouth to the town of West.--Report dated April 27, 1911, is printed in House Document No. 242, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner pro- posed is not deemed advisable at the present time. 3. Preliminary examination of Quiver River, Miss.--Report dated November 29, 1910, is printed in House Document No. 249, Sixty- third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. " 4. Preliminary examination and survey of canal leading from Centennial Lake, at Vicksburg, Miss., to the Mississippi River, with a view to the preservation of the channel.-Reports dated April 19 and November 21, 1913, with maps, are printed in House Document No. 667, Sixty-triird Congress, second session. A plan of improve- 1 Exclusive of amount available for fiscal year 1915. 896 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ment at an estimated cost of $125,000, subject to certain specified con- ditions, is presented. 5. Preliminaryexamination of Yalobusha River, Miss., up to Gre- nada.-Report dated December 6, 1912, is printed in House Docu- ment No. 1145, Sixty-third Congress, second session. The improve- ment of this locality by the United States in the manner proposed is not deemed advisable at the present time. IMPROVEMENT OF RIVERS AND HARBORS IN THE LITTLE ROCK, ARK., DISTRICT. This district was in the charge of Maj. A. B. Putnam, Corps of Engineers. Division engineer, Col. C. McD. Townsend, Corps of Engineers. 1. Arkansas River, Ark. and Okla.-Arkansas River has its source in the Tennessee Pass, in central Colorado, whence it flows in a gen- erally southeasterly direction to the Mississippi River, into which it empties near the southeastern corner of the State of Arkansas. It has a total length of about 1,460 miles, of which 350 are in Colorado, 400 in Kansas, 340 in Oklahoma, and 370 in Arkansas. The gen- eral project for the improvement covers the navigable portion ex- tending from the mouth of the river to the mouth of Neosho (Grand) River, 461 miles. Eight feet is the minimum usable depth between the mouth of the river and the ocean. In its original condition the channel of the river was greatly ob- structed by shifting sand bars and numerous snags in its lower reaches, and by gravel and rock shoals and some snags in its upper reaches. Navigation was difficult and uncertain at medium and low stages, and during periods of extreme low water was impossible. General projects.-Prior to act of Congress approved June 13, 1902, the work on this river was carried on under two general proj- ects-one entitled " Removing obstructions in Arkansas River, Ark. and Kans.," the other " Improving Arkansas River, Ark." The original project for "Removing obstructions in Arkansas River, Ark. and Kans." (act July 3, 1832), was to remove snags and wrecks. Subsequently this project was enlarged to include 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 improving the river between Fort Smith, Ark., and Wichita, Kans., by removing the snags and rocks and constructing dams at some of the worst shoals. Later these projects were merged into one, making the proj- ect extend from the mouth of the river to Wichita. Under these projects there was expended to June 30, 1902, $968,256.81. The original projects for "Improving Arkansas River, Ark.," 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 1, 1885, and as authorized in the act for the improvement of rivers and harbors approved RIVER AND HARBOR IMPROVEMENTS. 897 August 5, 1886, and in House Executive Document No. 90, Forty-ninth Congress, first session; said methods to be applied as the Secretary of War may direct at such points between Wichita, Kans., 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." No maps were published in the docu- ments referred to in that act. The improvement authorized by the act covered 771 miles, while estimates had been rendered for 708 miles, thus making the estimated cost of the improvement under that 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 obstruc- tions in Arkansas River, Ark and Kans." To the close of the fiscal year ending June 30, 1902, there had been expended under the general project for improving Arkansas River, Ark., $903,311.93 for original construction, $314,119.14 for maintenance, and $63,397.32 for oper- ating snag boats, making the total amount $1,280,828.39. Act of Congress approved June 13, 1902, merged those two gen- eral projects into one, which makes the existing general project, in substance: " The improvement of the river from its mouth to the head of navigation by snagging operations, by dredging operations, and by contraction works, holding the improved channel by revet- ment where necessary." No definite estimate of cost can be given. Dredging project.-By act of June 25, 1910, Congress adopted a definite dredging project based on reports printed in House Docu- ments 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 between the mouth of the river and Ozark, 318 miles, at an estimated cost of $349,000 for plant and $118,000 annually for its operation, the object being to aid and encourage navigation. Originally this work was reported under a separate heading. By act of February 27, 1911, it was consolidated with the other projects under the general heading " Improving Arkansas River." The act of June 25, 1910, authorized under this appropriation title maintenance of the works at Pine Bluff, Ark. Therefore, by com- bining the dredging project of June 25, 1910, and the general project of June 13, 1902-a combination effected by act of February 27, 1911--and this authorization, the existing project now is: The improvement of the river from its mouth to Ozark (318 miles) by oper- ating two suction dredges; from its mouth to the head of navigation by snag- ging operations, by dredging operations, and by contraction works, holding the improved channel by revetment where necessary; and maintenance of the works at Pine Bluff, Ark. No estimate for completion can be given. 60993 0 -ENG 1914----57 898 REPORT OF THIE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. Houseor No. Congress. Session. Year. Page. Fort Gibson to Little Rock i............ House... 295 Forty-first.... Second.. ............. Fort Smith to mouth of Little Arkansas ...do..... 94 Forty-fifth.... Third... 1879 1085 River.' At Pine Bluff 1............................................... Do.'............................ House... 151 .......First.... Forty-eighth. 1880 1884 1468 1394 At Fort Smith, Van Buren, and Darda- do..... ... 151 ..... do...........do..... 1884 1397 nelle.' Bells Ferry to Rob Roy Bridge 1.......... Senate.. 1..............Special.. 1885 1576 Fort Gibsonto Wichita 3................House... 90 Forty-ninth... First..... . ....... At Van Buren 1.......... .... ....... do..... . ... 94 ..... do........ Second.. . Wichita to the mouth 1................... ... do-.... 234 Fiftieth....... First.... 1888 1386 At Pine Bluff ' .......... . . ..... ..do.... 294 Fifty-fourth... Second.. 1897 1990 At Fort Smith, Van Buren, and Little ...do.... 24 Fifty-fifth..... First.... 1897 1989 Rock.' . . . . . . . . . . . . . . . . At Dardanelle 2 ... . . . . . ...do.... 106 .....do........ Second.. 1898 1676 Mouth to Wichita 2......................do..... 150 Fifty-sixth....-...do. .. 1901 2128 At Doulas .......................... do..... 69 Sixty-first..... First............... Mouth to Muskogee ............... 1 ..... do..... 71 ..... do..... .... do..........o... At Pine Bluff 1............ .......... do 71 .... do........ do..-...... ....... Fort Smith to Tulsa ................ J.do.. 26 ...do....... Second.............. Little Rock to Czark 2 3 ................... ...do..... 510 .....do.........do.... Vicinity of Dardanelle .................... do..... 202 Sixty-third.... First.................... Near Little Rock 2......... ........... do..... 873 I....do........ Second........ I No maps. 2Contains maps. 3Basis of project adopted by Congress. ,The operations and expenditures this fiscal year were $28,290.31 for maintenance of channel by snagging operations, $3,177.73 for maintenance of revetment at Pine Bluff, and $261,080.19 toward the construction of two suction dredges, procuring 1,000 feet of discharge line for them, and toward outfitting one of them. The snagging operations and the maintenance of the works at Pine Bluff were by hired labor with Government plant. The construction of the dredges and the procurement of their pipe lines were under formal contract. The snag boats C. B. Reese and Arkansas operated between Pov- erty Point, 8,miles above the mouth of the river, and Littles Landing, 202 miles above the mouth of the river, removing 1,673 snags, cutting 18,826 trees, and breaking up 5 drifts. At Pine Bluff the work was confined to repairing broken bank paving in the vicinity of Mallory Ditch, in strengthening the old paving between Louisiana and near Kentucky Street by flushing it with cement grout up to 14-foot stage, and by covering with stone some bare mattress that was exposed when the river was at its low stage. The two dredges H. S. Taber and Robert McGregor were nearly completed at the end of the year and the outfit for the H. S. Taber was on board. The two discharge lines, 500 feet each, were delivered on June 3, 1914, and are at Red Fork at the end of the year awaiting the completion of the dredges. Sketch map of the navigable portion of the river is printed in the annual report for 1911, page 1878, and map of the river in the vicin- ity of Pine Bluff is printed in the annual report for 1912, page 2094. To June 30, 1914, there has been expended on the existing project $745,208.71, of which $317,630.54 was for operating snag boats, $43,866.89 for operating suction dredge prior to the 1910 dredging RIVER AND HARBOR IMPROVEMENTS. 899 project, $20,470 for maintaining works for permanent improvement built prior to 1902, $45,660.86 for maintenance of revetment and levee at Pine Bluff, and $317,580.42 toward procuring dredging plant under the 1910 dredging project. Of these funds $310.99 were de- rived from sales and $3,411.77 from collection on contractor's fire insurance policy for loss incurred to the dredges H. S. Taber and Robert McGregor by fire while under construction. The funds ex- pended during the fiscal year were as follows: Amount expended during the fiscal year: From specific appropriations ------------------------------ $291, 972. 88 From general appropriation (emergency appropriation of river and harbor act of Mar. 3, 1909) --------------------------- 575. 35 Total--------------------------------------- --------- 292, 548. 23 To June 30, 1914, the total expenditures under all projects under this head have been $2,994,293.91, distributed as follows: Operating snag boats-- 349, 284. 67 $---------------------- Hydraulic dredging (prior to 1910) ___------------------------ 43, 866. 89 Constructionsof works for permanent improvement___ 903, 311. 93 Maintenance of those works ________ -- __ 334, 589. 14 Maintenance of works at Pine Bluff --------------------------- 45, 660. 86 Dredging project, 1910_______________- _________ ___ 317, 580. 42 Total------------ ------------------------------------ 2, 994, 293. 91 Other expenditures are shown on page 650 in the annual report for the fiscal year 1911 under the heading " Arkansas River at Pine Bluff and White River at Augusta Narrows," and on page 787 of the report for fiscal year 1912 under the heading "Arkansas River at Pine Bluff." The permanent improvement of the stream was discontinued be- fore completing that portion of the project. Snagging operations have improved the channel in the permanent reaches; in other locali- ties the improvement has been temporary and must be repeated from time to time. Fort Gibson, on Neosho (Grand) River, 2 miles above its mouth and 463 miles from the mouth of the Arkansas River, is the present head of steamboat 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 the 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 Pendle- ton (42), 2 feet from Pendleton (42) to Swan Lake (80), 1 feet from Swan Lake (80) to Webbers Falls (430), and 1 foot from Web- bers Falls (430) to mouth of Neosho (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) ...................... ..................... ....... 10 Mouth to Little Rock (174 miles).. ...................................... 5 9 Mouth to Neosho (Grand) River (461 miles) ................................... 4 8 900 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The range between extreme high water and extreme low water at Fort Smith, Ark., is 35.5 feet; at Little Rock, Ark., 30 feet; and at the mouth of the river, where the stages are controlled by those of the Mississippi, the extreme range is 54 feet. Commercial statistics. Year. Short Value. Year. Short Value. 1905 (ending May 31.... .... 86,458 $1,636,930 1910 (ending May 31).......62,172 $1,630,338 1906 (ending May 31)........ 103,214 1,512,719 1910 (calendar year) ........ 59,516 1,612,288 1907 (ending May 31).... 104,593 2,192,531 1911 (calendar year) ........ 81,371 1,085,018 1908 (ending May 31).... 103,919 2, 150,269 1912 (calendar year) ........ 71,516 1,170,990 1909 (ending May 31)........ 92,455 2,122,105 1913 (calendar year) ........ 55,228 573,089 Plantation products and supplies made up 16 per cent and forest prodlucts 81 per cent of the commerce for the calendar year 1913, the remaining 3 per cent being unclassified freight. 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 development. Since that time the permanent works have been permitted to deteriorate, and the snag boats working alone have not been able to extend the development any. The intra- state rail rates are controlled by a State railway commission and are based on a " standard 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, 1914, will be expended in snagging operations, in procuring and operating dredging plant, and in main- tenance of works at Pine Bluff. The amount estimated for the fiscal year ending June 30, 1916, is for snagging and dredging operations and for maintenance of works at Pine Bluff. GENERAL PROJECT. July 1, 1913, balance unexpended -------------------------- $57, 762. 99 Received from sales, fiscal year 1914----------------------------- 87. 42 57, 850. 41 June 30, 1914, amount expended during fiscal year: Unused balance of emergency allotment returned to Treasury---------------------------- -- $7, 855. 18 For maintenance of improvement---....---...------- 31, 468. 04 39. 323. 22 July 1, 1914, balance unexpended-------------------- --- 18, 527. 19 July 1, 1914, outstanding liabilities --------------------------- , 087. 38 July 1, 1914, balance available -- ---------------------- .. 17. 439. 81 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement--------------------- (1) SSee consolidated statement on page 901. RIVER AND HARBOR IMPROVEMENTS. 901 1910 DREDGING PROJECT. July 1, 1913, balance unexpended-___---___--------- $348, 499. 77 Received by collection on ccntractor's policy for fire damage, dredges H. S. Taber and Robert McGregor--------------------3, 411. 77 351, 911. 54 June 30, 1914, amount expended during fiscal year, for maintenance of improvement- -------------------------------------- 261, 080. 19 July 1, 1914, balance unexpended- -- ________ ___---90, 831. 35 July 1, 1914, outstanding liabilities 10, 056. 83 July 1, 1914, balance available_. ----....... ----------- - 80, 774. 52 July 1, 1914, amount covered by uncompleted contracts ----------- 45, 097. 60 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement--------------------- (1) CONSOLIDATED. July 1, 1913, balance unexpended ---------------------------$406, 262. 76 Received from sales, fiscal year 1914__.____-___-________-_ 87.42 Received by collection on contractor's policy for fire damage, dredges H. S. Taber and Robert McGregor -------------------- 3, 411. 77 409, 761. 95 June 30, 1914, amount expended during fiscal year: Unused balance of emergency allotment returned to Treasury----------------- --- ---------- $7, 855. 18 For maintenance of improvement-----....--.--_ 292, 548. 23 300, 403. 41 July 1, 1914, balance unexpended--------------------------- 109, 358. 54 July 1, 1914, outstanding liabilities...--------------------------- 11, 144. 21 July 1, 1914, balance available ------------------------------ 98. 214. 33 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914--------------------------------- 46, 000. 00 Amount available for fiscal year ending June 30, 1915 ...-------- 144, 214. 33 July 1, 1914, amount covered by uncompleted contracts ___ _ 45, 097. 60 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement--------_ ---------- 237, 500. 00 (See Appendix W 1.) 2. Improvement of Arkansas River in Arkansas (in front of Craw- ford County Levee).-The act of July 25, 1912, made an appropria- tion of $30,000 for protecting the north bank of the Ankansas River in the bend in front of the Crawford County Levee, south of Van Buren, in sections 8, 9, and 10, in township 8 north, range 30 west, and provided that the work be considered " extraordinary emergency work," and that the appropriation be expended as soon as practicable. Act of March 4, 1913, made an appropriation of $30,000 for com- pleting this work, and made the " extraordinary emergency" provi- sion as wais made in the previous appropriation act. The site of this work is in Trusty Bend of Arkansas River, 14 miles below Van Buren, Ark., near the Cross Lanes settlement, where a levee built by a local levee district is in danger of being breached by reason of caving of the bank of the river. 1See consolidated statement on this page. 2Exclusive of amount available for fiscal year 1915. 902 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. No report of a preliminary examination or survey of this locality has been published. The Crawford County Levee extends from the south limits of Van Buren, Ark., to near the mouth of Frog Bayou, where it joins the foothills. The length of the levee is 20.2 miles. The area embraced in the leveed territory is a little over 18,000 acres. Drainage of this leveed basin is provided for by means of culverts with automatic flood gates. During the fiscal year 1913, 2,540 linear feet of bank were pro- tected by revetment, consisting of subaqueous brush mattress and bank slope paved with a 4-inch layer of reinforced concrete. During this fiscal year that revetment was extended downstream 2,254 feet, the work being done under formal contract. The expenditures dur- ing the year were $30,295.56, all derived from specific appropriations. The appropriation of March 4, 1913, being for " completion," no estimate for further work under this head is made and no further reports will be made under it, all of the funds having been expended and there being no outstanding liabilities. July 1, 1913, balance unexpended 30, 295. 56 $------------------ June 30, 1914, amount expended during fiscal year, for works of im- provement ------- -- ------ _---- 30, 295. 56 (See Appendix W 2.) 3. Improvement of White River, Ark.-The White River has its source in the Boston Mountains, in the extreme northern portion of Franklin County, Ark., whence it flows in a northerly direction into the State of Missouri, thence to the east and to the southeast, re- turning to Arkansas in Boone and Marion Counties, 230 miles from its source. From the north line of Marion County, Ark., it flows in a southeasterly direction 200 miles, to Newport, Ark., thence in a southerly direction 260 miles, to a junction with the Arkansas River, 8 miles upstream from a point where the latter debouches into the Mississippi. The total length of the river is 690 miles. Its navigable portion extends from its mouth to Forsyth, Mo., 505 miles. The length of river covered by this project is 301 miles, extending from the Mississippi River to Batesville, Ark. Eight feet is the minimum usable depth between the mouth of the White and Arkansas Rivers, these rivers having a common mouth, and the ocean. During ordinary low water in the Mississippi River 4 feet draft can be taken from the Mississippi to the junction of those two rivers, 8 miles from the Mississippi. 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 Mar. 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 RIVER AND HARBOR IMPROVEMENTS. 1903 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 ap- propriated 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-darn 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 contract- ing 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. On the projects prior to March 3, 1899, there were expended from the sepa- rate appropriations for the whole river or its reaches $362,801.57. The report on the survey upon which the project is based is printed in the Annual Report of the Chief of Engineers for 1888, on pages 1406-1412. No general map of the locality is published in that report, but some sketches of a few localities are shown. The existing project is for improving the river from the mouth to Batesville by contracting the channel, by removing rocks, bowlders, and snags, and by dredging. Refercnces to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Forsyth to the mouth ' .................................................. ...... . 1871 364 James Fork to Buffalo Shoals 1.............. .................. ........... .......... 1872 374 At 1)evall Bluff Bridge i.................. Senate.. 104 Forty-eighth.. First.... 1884 1406 Forsvth to the mouth 2 ......... ............. ....... 1888 1409 Jacksonport to 1 orsyth 1. ........ ...... House.. 98 Fifty-fourth... irst.... 1898 1697 Batesville to Buffalo Shoals 1................do.... 78 .... do........ Second.. 1897 1992 Do.l.................. ......... ... do.... 150 Fifty-ninth... irst........... .... At Augusta Narrows 1.......... ........ do.... 71 Sixty-first.......do.............. At Deval Bluff '... . .. ........ ... do.... 1259 Sixty-second.. Third........... 1No maps. 2 Basis of project adopted by Congress. ' With maps. The operations this fiscal.year were all by hired labor with Govern- ment plant and were for maintenance of channel between the mouth of the river and Batesville by snagging operations and between the mouth of Black River and Batesville by dredging operations in addition. By the snagging operations 827 snags and 63 bowlders 904 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. were removed, 17 drifts broken, and 3,099 trees cut. By the dredg- ing operations the channel was deepened at 10 shoals, 9,989 cubic yards of gravel being removed. A chopping party worked over Lit- tle Red River, a tributary of the White, from its mouth to Bee Rock quarry, removing some of the obstructions which interfered with towboats at medium and high stages. To June 30, 1914, there has been expended $176,540.82 in mainte- nance of channel below Batesville, Ark., of which $327.67 were de- rived from sales, etc. The total expenditures from all appropria- tions for open-channel work on this river from the first separate appropriation to June 30, 1914, are $539,342.39, divided thus: Open-channel work in White River---------------------------- $537, 644. 19 Special work at Augusta ---------------------------------------- 314. 84 Special work at Devall Bluff-_______--- - ------------------ _ 883. 36 Snagging operations in Little Red River- ________ -______- _ 500. 00 Total_ _----------------- ---------- 539, 342. 39 The expenditures during the fiscal year 1914 were $19,276.72, all of which were derived from specific appropriations. The snagging operations make the natural depths of the stream available during the low-water season in which the work is done. The winter and spring floods following bring other obstructions into the stream, making snagging operations necessary each year. The dredging operations between the mouth of Black River and Batesville make navigation by a boat of 3 feet draft practicable throughout the low-water period in which the dredging is done and in many localities the work is beneficial through two low-water sea- sons. In this section of the stream the natural low-water depths are 16 to 18 inches in the channel over the shoals. 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, 54 feet. Commercial statistics. Years. Short tons. Value. Years. tons. VShrt Value. 1905 (ending May 31)........ 134,588 $770,689 1910 (ending May 31)....... 141,771 1 $619,718 1906 (ending May 31)......... 100,083 766,138 1910 (calendar year) ........ 118,496 863~022 1907 (ending May 31)......... 127,812 830,659 1911 (calendar year) ........ 143,285 1, 448,401 1908 (ending May 31)......... 161,246 962,508 1912 (calendar year) ........ 167,307 1,025,287 1909 (ending May 31)......... 134, 200 671,230 1913 (calendar year) ........ 26, 17 1,016, 305 Forest products made up 95 per cent of the tonnage reported for the calendar year 1913. The remaining'5 per cent was equally di- vided between agricultural products and supplies and classified freights. The balance available July 1, 1914, will be expended in mainte- nance of plant until additional funds become available, when it, to- gether with the additional funds, will be expended in maintenance of RIVER AND HARBOR IMPROVEMENTS. 905 channel by snagging operations between Batesville and the mouth of the river, by dredging operations between Batesville and the mouth of Black River, and for rebuilding the snag boat Quapaw. The amount estimated as being needed for the fiscal year ending June 30, 1916, is for maintenance of channel by snagging and dredging opera- tions over the reaches named, and for building the new hull for the snag boat Quapaw. July 1, 1913, balance unexpended---------------------------- $24, 532. 16 Received from sales, fiscal year 1914---------------------------- 92. 50 Received by reimbursement of expenses inspecting power dam near Forsyth, Mo-------------------------------------------- 52. 34 24, 677. 00 June 30, 1914, amount expended during fiscal year, for maintenance of improvement_-- --------------------- -------------- 19, 276. 72 July 1, 1914, balance unexpended ----------------------------- 5, 400. 28 July 1, 1914, outstanding liabilities----------------------------- 454. 87 July 1, 1914, balance available --------------------------- __ 4, 945. 41 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914---------------------------------10, 000. 00 Amount available for fiscal year ending June 30, 1.915------------- 14, 945. 41 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement -------------- _ __ 27, 500. 00 (See Appendix W 3.) 4. Improving White River at Devall Bluff, Ark.-This is a new work inaugurated by the river and harbor act of March 4, 1913. Devall Bluff is situated on the right bank of the White River, 124 miles above its mouth, in the bight of a sharp bend. For some time there has been a tendency for the river to make a cut-off through the narrow neck of land separating the head and foot of the bend. The object of the work is to prevent the formation of the cut-off. The report of the survey on which the project is based is printed, with map, in House Document No. 1259, Sixty-second Congress, third session. The existing project is to revet about 1,250 linear feet of bank be- tween points marked "A-B " on map attached to project document referred to, at an approximate cost of $14,000 for first construction, with $600 annually for maintenance, of which $8,000 is to be borne by the United States and $6,000 by the town of Devall Bluff, or other local interests. Map of this locality is printed in the annual report for 1913, page 2346. There have been no expenditures or operations on this work. Last year report was made that it was impracticable for the local interests to raise the contributory funds at that time. The district officer re- ports that his latest advice from the secretary of the Industrial League of Devall Bluff is that it will not be possible for the com- munity to raise the fund in the near future. July 1, 1913, balance unexpended---------------------------------- $8. 000 July 1. 1914, balance unexpended ------------------------------- 8, 000 (See Appendix W 4.) 1Exclusive of amount available for fiscal year 1915. 906 DEPORT OF THE CHIEF OF ENGINEERS, U. S. ARMVY. 5. Operating and care of Locks and Dams Nos. 1, 2, and 3, upper White River, Ark.-These locks and dams were built with funds derived from appropriations for improving upper White River, Ark. The expenditures for original construction were: Lock and Dam No. 1, $278,782.07; Lock and Dam No. 2, $297,822.45; Lock and Dam No. 3, $237,169.99. Operating and care of Lock and Dam No. 1 from the " permanent indefinite appropriation " was begun Janu- ary 16, 1904; of Lock and Dam No. 2, February 16, 1905; and of Lock and Dam No. 3, February 1, 1908. The dimension of the cham- ber of each lock is: Available length, 147 feet; available width, 35 feet; depth over miter sills at normal pool level, 5 feet. Dam No. 1 is 660.5 feet long, Dam No. 2 is 658 feet long, and Dam No. 3 is 750.7 feet long. The lifts are 13.5 feet, 14 feet, and 15 feet, respectively. 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: Minus 0.4 foot on the crest of Dam No. 1, August 31, 1913; minus 0.3 foot on the crest of Dam No. 2, September 3, 1913; and 0.2 foot on the crest of Dam No. 3, September 1, 1913. The expenditures during the year, $36,793.99, were for ordinary operating expenses, for rebacking the dams, for partial refill of the scoured area below Dam No. 2, repairs to plant and to protection cribs, assembling materials for the new gates for Lock No. 1 and for new lower river crib at Lock No. 2, and for rebuilding the towboat A. D. Allen and derrick boat No. 2. This latter boat will be known as derrick boat No. 3. All work during the year was by hired labor with Government plant. The total amount expended on the main- tenance of these works to June 30, 1914, is $282,004.89. Commercial statistics. Lock No. 1. Lock No. 2. Lock No. 3. Freights that did Years. not pass Lock- Lock- Freights Lock- Freights through ages. Freights. ages. Freights. Freights. a lock. Short Short Short Short Number. tons. Number. tons. Number. tons. tons. 1905 (ending May 31)........... 244 8,771 160 4,163 ..................... 5,000 1906 (ending May 31)............. 246 7,306 183 8,692 .................. 2,496 1907 (ending May 31)........... 191 6,798 263 9,431 ................... 1,283 1908 (ending May 31)............ 249 13, 746 661 22, 077 2 126 4, 337 7, 533 1909 (ending May 31)........... 190 4,427 549 14,143 310 7,162 5,143 1910 (ending May 31)........... 137 893 803 17,934 527 9,107 2,306 1910 (calendar year)............ 152 1,069 846 17,395 515 8,739 6,983 1911(calendar year)............ 160 754 464 11,391 379 5,468 7, 263 1912 (calendar year) ............ 407 5,219 679 16, 339 483 7,021 9, 882 1913 (calendar year) ............. 717 5, 241 712 15, 548 454 5, 813 13,579 131 months. 25 months. Cooperage, wheel stuffs, and railway ties made practically all the commerce for the year, only one-half of 1 per cent being mer- chandise and agricultural products. (See Appendix W 5.) RIVER AND HARBOR IMPROVEMENTS. 907 6. Cache River, Ark.- Cache River, Ark., has its source in the flat lands of Clay County, Ark., whence it flows about 300 miles in a south-southwesterly course to the White River at Claren- don, Ark. Three feet is the minimum usable depth from its mouth to the ocean. In its original condition this river was much obstructed by snags, drift, and overhanging timber. The low-water depth on the con- trolling 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 Riverside (102 miles). The amount expended on this project was $9,000. 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 river and harbor act of March 3, 1899, revived this as an independent work thus: " Improv- ing Cache River, Ark.: To be expended in removing obstructions, $1,000." No definite statement as to length of river to be improved was stated. The funds obtained from those three acts and subse- quent ones have been expended in maintenance of channel by snag- ging operations, first to James Ferry, 79 miles; then to Gregory Bridge, 86 miles; and later to Jelks, 98 miles above the mouth. The original project was based on a report printed on page 1547, Annual Report of the Chief of Engineers for 1887. No maps are given in the report. The existing project is one for maintenance of channel by snagging operations, no definite limits for the work and no estimate for com- pletion being given. References to examination of survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. * Mouth to Wilson Landing 1............... House... 60/2 Forty-first.... Third... 1871 354 Martin Bridge to mouth 1................do..... 38 Forty-sixth......do..... 1881 1477 Mouth to Riverside 12.................. ................................ 1887 1547 Riverside to mouth - .... .......... 1895 ............................ 2037 Upper river, above lower line of Jackson House.. 176 Fifty-ninth.... Second... ............... County I. 1 No maps. 2Basis of project adopted by Congress. The operations this fiscal year were by hired labor with Govern- ment plant, and were for maintenance of channel by snagging oper- ations between Brasfield and the mouth of the river, 31 miles. There were 307 snags removed from the channel, 597 trees were cut, and p142 others were girdled. To June 30, 1914, there has been expended $25,127.04 on main- tenance of channel. The total expenditures to that date under all projects were $34,127.04, of which $203.55 were derived from sales, etc. The expenditures during the year ending June 30, 1914, were $1,488.01, all of which were derived from specific appropriations. 908 1IEPORIT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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) 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. Commercial statistics. Years. Short tons. Value. Years. Short tons. Value. 1905 (ending May 31)....... 11,660 $29,860 1910 (ending May 31)....... 23,426 $72,070 1906 (ending May 31)....... 10,942 31, 777 1910 (calendar year)........ 33,134 98, 783 1907 (ending May 31)...... 13, 050 39, 225 1911 (calendar year)........ 40,308 82, 316 1908 (ending May 31)... 21, 173 59, 254 1912 (calendar year) ........ 60, 486 156, 176 1909 (ending May 31)....... 9, 420 36, 150 1913 (calendar year) ........ 66, 006 185, 654 The commerce was made up of forest products, 99 per cent, and agricultural products and supplies, 1 per cent; 61 per cent of the total commerce was rafted saw logs. The balance available July 1, 1914, will be expended in care of plant until additional funds become available, when it together with the additional funds will be expended in snagging operations for maintenance of channel below Jelks, 98 miles. The amount estimated as being needed in the fiscal year ending June 30, 1916, is for a like purpose. July 1, 1913, balance unexpended ---------------------------- $1, 474. 77 Received from sales, fiscal year 1914---------------------------- 89. 75 1, 564. 52 June 30, 1914, amount expended during fiscal year, for maintenance of improvement - 488. 01 1----------------------------- July 1, 1914, balance unexpended------------------------------- 76. 51 July 1, 1914, outstanding liabilities ------------------------------ 45. 00 July 1, 1914, balance available ----------------------- -- 31. 51 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ._______ ----- ______ ----. 1,1__750. 00 Amount available for fiscal year ending June 30, 1915------------- 1, 781. 51 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement .-------------------3, 000. 00 (See Appendix W 6.) 7. Black and Current Rivers, Ark. and Mo.-Prior to the fiscal year 1905 the work on these rivers was provided for under separate appropriation titles. The works were consolidated by river and harbor act of March 3, 1905. 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 909 (a) Black Rive.--Black River has its source in the Ozark Moun- tains in the northwest corner of Reynolds County, Mo., whence it flows first in a southeasterly direction to the south line of the State of Missouri, then in a southwesterly direction to White River at Jacksonport, Ark., to which point 3 feet is the minimum usable depth from the ocean. Its total length is about 330 miles, of which the lower 213 miles from its mouth to Poplar Bluff, Mo., is covered by project for improvement. In its original condition this river below the mouth of Current River had, at ordinary low water, a controlling depth of 2 to 2 feet on the shoals, but this was not available on account of snags and simi- lar 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 for maintenance. While dredging is not spe- cifically mentioned in the project, it is necessary as a means of main- tenance and has been so authorized. The report of the examination, upon which the project is based, is given in Annual Report of the Chief of Engineers for 1880, page 1326. Reports of prior examinations are given in the Annual Reports of the Chief of Engineers for 1871, page 374, and for 1872, page 379. No maps are included with those reports. The operations during the year were for maintenance of channel by snagging operations. The snag boat Quapaw worked over the river below the mouth of Current River and the snag boat Riverside between Current River and Poplar Bluff, Mo. By these two boats 2,014 snags were removed from the channel, 1,941 trees cut, and 27 drifts broken. Dredge No. 68 dug a channel 1,200 feet long to a depth of 5 feet at extreme low water through the right-hand chute at Little Paroquet Shoal, moving 11,130 cubic yards of mud and gravel. All work during the year was done by hired labor with Government plant. To June 30, 1914, there has been expended on this work $225,- 137.49, of which $177.46 was derived from sales, etc. The expendi- tures during the fiscal year ending June 30, 1914, were $16,721.19, all of which were derived from apportionment from specific appropria- tions. Poplar Bluff, Mo., 213 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 22 feet draft can navigate this river below the mouth of Current River, 96 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, 67 miles below Poplar Bluff. After passing to below head of Little River the difference between high and low water 910 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. increases, and at Pocahontas, 121 miles below Poplar Bluff, the difference is 26.5 feet, and at the mouth of the river it is 34.4 feet. (b) Current River.-Current River has its source in the Ozark Mountains in Texas County, Mo. It first flows in a northeasterly direction, then in a southeasterly direction to the sbuth line of Mis- souri, then in a southwesterly direction to Black River in Randolph County, Ark., to which point 22 feet is the minimum usable depth from the ocean. Its total length is about 200 miles, of which thelower 94 miles, from its mouth to Van Buren, Mo., are under project for improvement. 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 Little 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 improve- ment 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 estimated 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. Report of preliminary examination of the river from Van Buren, Mo., to the mouth, that being the portion covered by the approved project, is given in the Annual Report of the Chief of Engineers for 1891, page 2065, and with map in House Document No. 157, Fifty- first Congress, second session. The existing project is the improvement of the river from Van Buren, Mo., to the mouth by snagging operations and by contracting the channel at the worst shoals by wing dams. References to examination and survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Van Buren to mouth 1'......... .............. ............ ...... _..1872 395 Do.'........... .... ............. House.. 38 Forty-sixth... Third. 1881 1467 Van Buren to mouth 2 3......... ....... .. do..... 157 Fifty-first... Second.. 1891 2065 Do. .................. ............. do.... 227 Fifty-second .. do... 1893 2128 Crooked Creek to lower line of Carter ... do..... 65 Fifty-sixth... First.... 1900 2614 County.' INo maps. 2With maps. Basis of project adopted by Congress. The expenditures during the year were for maintenance of chan- nel by snagging operations carried on by the snag boats Quapaw and Riverside between the mouth of the river and Mill Creek, 48 miles, and by a chopping party between the mouth of the river and Van RIVER AND HARBOR IMPROVEMENTS. 911 Buren, Mo., 94 miles. By these operations 2,816 snags and 26 bowl- ders were removed from the channel, 33 small drifts broken, 2,488 trees cut on caving banks, and 862 trees girdled. All work was by hired labor with Government plant. To June 30,1914, there has been expended on this project $58,431.15, of which $48,431.15 was for maintenance. Of this, $58.34 was de- rived from sales, etc. The total expenditures under all projects to June 30, 1914, were $65,431.15. The expenditures during the fiscal year ending June 30, 1914, were $6,441.32, all of which were derived from apportionment from specific appropriations. 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 Van Buren the low-water depths are about 10 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 Little Black River, when the range increases to 19 feet. Commercial statistics. Black River. Current River. Year. Short Short Value.tons. Value. tons. 1905 (year ending May 31)................................ $1, 004,299 144, 065 $409, 297 74,048 1906 (year ending May 31) .......................... 625, 985 139, 384 152, 216 47, 704 1907 (year ending May 31)............................ 692, 968 107,914 226, 655 48, 486 1908 (year ending May 31) .................. ............. 517, 905 140,826 115, 398 27, 696 1909 (year ending May 31) ............................. 439,355 86,070 36, 802 10,735 1910 (year ending May 31)........................ ....... 471,219 75,677 124,001 25,082 1910 (calendar year)....... .... .................... 348,042 74,082 121,801 22, 557 1911 (calendar year)..... ............................ 298, 271 95,635 67, 611 24,014 1912 (calendar year) ................................ 267,603 76,391 95,601 15,589 1913 (calendar year)............................... .. 676,962 199, 535 140,983 18,836 Logging and kindred industries furnished the bulk of the com- merce on both streams, and of that reported for the year 59 per cent on Black River and 52 per cent on Current River was rafted saw logs. The balance available July 1, 1914, will be expended in care of plant until additional funds become available, when it, together with the additional funds, will be expended in maintenance of chan- nel by snagging operations, including the rebuilding of the snag boat Quapaw. The amount estimated as being needed for the fiscal year ending June 30, 1916, is for maintenance of channel by snag- ging operations in Black and Current Rivers and by dredging oper- ations in Black River below the mouth of Current River. 912 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. BLACK RIVER. -- July 1, 1913; balance unexpended__ ----------- - - $18, 531. 52 Received from sales, fiscal year 1914 ----------------- ------------- 60. 14 18, 591. 66 June 30, 1914, amount expended during fiscal year, for maintenance of improvement -------------------------------------------- 16, 721. 19 July 1, 1914, balance unexpended ...-------------------------------- 1, 870. 47 July 1, 1914, outstanding liabilities_--------------- ----------- 91. 61 July 1, 1914. balance available---------------------------------- 1, 778. 86 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-- _.. _ -------- -- 13, 600.00 Amount available for fiscal year ending June 30, 1915-------------- 15, 378. 86 Amount that can be profitably expended in fiscal year ending June 30. 1916, for maintenance of improvement_____------------- __ (1) CURRENT RIVER. July 1, 1913, balance unexpended------------------- $7, 403 51 June 30, 1914, amount expended during fiscal year, for maintenance of improvement -------------------------------------- 6, 441. 32 July 1, 1914, balance unexpended------------------------------- 962. 19 July 1, 1914, outstanding liabilities ------------- 18. 70 July 1, 1914, balance available---------------------------------- 943. 49 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 -------------- 3, 500. 00 Amount available for fiscal year ending June 30, 1915-------------- 4, 443. 49 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement (---------------- 1) CONSOLIDATED. July 1, 1913, balance unexpended------------------------------- $25, 935. 03 Received from sales, fiscal year 1914---------------------------- 60. 14 25, 995. 17 June 30, 1914, amount expended during fiscal year, for maintenance of improvement --------------------------------- __ 23, 162. 51 July 1, 1914, balance unexpended --- --- -- ----- 2, 832. 66 July 1, 1914, outstanding liabilities__..-------------- 110. 31 July 1, 1914, balance available--------------------------------- 2, 722. 35 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_________ - -------------------- 17, 100. 00 Amount available for fiscal year ending June 30, 1915 ----------- 19, 822. 35 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_--- ------------ _ 2 32, 000. 00 (See Appendix W 7.) 8. Improvement of St. Francis and L'Anguille Rivers and Black- fish Bayou, Ark.- (a) St. Francis River.-St. Francis River has its source in the Ozark Mountains in St. Francois County, Mo., whence it flows in a southerly direction 490 miles to the Mississippi River, 8 SSee consolidated statement on this page. s Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 913 miles above Helena, Ark. Seven feet is the minimum usable depth between the mouth of the river and the ocean. From its source to Wappapello, Mo., 120 miles, the river is a mountainous stream. At Wappapello it leaves the St. Francis Moun- tains, spurs of the Ozarks, and enters the alluvial basin of the Missis- sippi River. The portion of the river included in this project ex- tends from its mouth to Kennett, Mo., 260 miles, the upper 80 miles of which are through the Sunken Lands of the St. Francis. In its original condition this stream was not navigable above Lesters Landing at any stage; between Lesters Landing and Marked Tree pavigation was possible at high stages only, and below Marked Tree it was difficult at medium and low stages and impossible at ex- treme 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, Ark. By act of June 14, 1880, ap- propriation 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, Mo., was begun (act of Aug. 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 Sunken 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.-L'Anguille River has its source in the flat lands of Poinsett and Craighead Counties, Ark., whence it flows in a southerly direction to St. Francis River, emptying into that stream 12 miles above its mouth. Two feet is the minimum usable depth from the ocean to the mouth of L'Anguille. The portion of the river included in this work as a part of the St. Francis River project extends from St. Francis River up to the town of Marianna. The navigable stages, like those of the lower St. Francis River, are controlled by the stages of Mississippi River, the backwater from which gives navigable stages to Marianna when the Helena gauge reads 12 feet or more. During periods of low water the channel width over the shoals is only 10 to 20 feet. At bank-full stages the river width varies from 300 to 550 feet. 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 expended in fiscal year ending June 30, 1887. Act of June 13, 1902, revived this work and included it with St. Francis River. Therefore the existing project is to im- prove the river from its mouth to Marianna, 8 miles, by snagging operations, no estimate for completion or annual estimate for main- tenance being stated. 60993 0 -ENG 1914----58 914 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (c) Blaccfish Bayou, Ark.-Blackfish Bayou is one of the prin- cipal 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. One and one-half feet is the minimum usable depth from the ocean to the mouth of Blackfish Bayou. 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 Black- fish Bayou up to the mouth of Fifteenmile Bayou, like those of the lower St. Francis River, are controlled by the stages of the Mis- sissippi River, and backwater from the Mississippi River gives a navigable stage in Blackfish Bayou up to Fifteenmile Bayou when the Helena gauge reads 17 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. The existing project is to remove snags and similar obstruction in St. Francis River from its mouth to Kennett, Mo.; in L'Anguille River from its mouth to Marianna; and in Blackfish Bayou from its mouth to Fifteenmile Bayou; also to close chutes and sloughs in the ''unken Lands on the St. Francis. References to examination and survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. ... . . . .... Maumelle Prairie to mouth1 .. House.. 60 Forty-first.... Third... 1871 356 Greenville to Maumelle Prairie .... . ..... ... .. 1873 ....................... 476 Greenville to Lester Landing 1............ ouse... 60 Forty-sixth... Third... 1881 1481 Greenville to StateLine ................. 1887 1549 Greenville to Sunk Lands 1 ................... ...... 1895 2040 Sunk Lands to I'oplin 1................ House... 82 Fifty-fourth..Second.. 1897 1999 Mouth to Wittsburg and Marianna 2........ do.... 125 ...do.... Fifty-fifth..... 1898 1678 Greenville to mouth of Mingo 1.............. .do..... 41 Fifty-sixth....First.... 1900 2618 Kennett to mouth ....... do..... 163 Fifty-ninth.... ............. _do Mouth of St. Francis to Marianna on ...do..... 1069 Sixty-second.. Third ................. L'Anguille.1 Mouth toMadison and Marianna 2..........do..... 45 Sixty-third.... First.............. BlackfishBayou, St. Francis River, to -..do..... 73 Sixty-first-........do............... mouth ofFifteenmile Bayou.a 2. . . . .. .. . .. . Hodges Ferry to Kennett do..... 283 Sixty-third...... do............... 1No maps. s Wiith maaps. a Basis of project adopted by Congress. RIVER AND HARBOR IMPROVEMENTS. 915 The operations this fiscal year were for maintenance of channel by snagging operations and consisted of rebuilding the snag boat A. B. Johnson and operating it over the St. Francis River below Neeley Ferry, 130 miles, removing 503 snags, breaking 13 drifts, cutting 762 trees, and girdling 123 others; on L'Anguille River below Marianna, 8 miles, removing 39 snags, cutting 42 trees, and girdling 8 others; and on Blackfish Bayou below the mouth of Fifteenmile Bayou, 6 miles, removing 168 snags, cutting 6 trees, and girdling 5 others. All work was by hired labor with the Government plant. To June 30, 1914, there has been expended $157,526.52 on these streams, of which $66.42 was derived from sales, etc. This, however, does not include the expenditures on the St. Francis River while it was combined with White River, as those expenditures can not be determined from the information now available. The expenditures during the fiscal year ending June 30, 1914, were $7,799.49, all of which were derived from specific appropriations. 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 Land- ing 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. Under ordinary conditions when the levees along the Mississippi River front of the St. Francis Basin are intact the range between high and low water of the St. Francis River at Lesters Landing is about 3 feet. This increases to 19.8 feet at Marked Tree, which is the maximum that would exist at any point below there were it not for the backwater from the Mississippi River, but on account of that backwater the range at Madison is 36 feet. At the mouth of the river the oscillation is 56 feet. When crevasses in the levees along the St. Francis front occurred in the spring of 1912, the oscillation at Marked Tree was 24.2 feet and at Madison 42 feet. 916 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Comrmercial statistics. Year.Short Vale. Year.Sort Valu tons, Vahe. tons. 1905 (ending May 31)....... 142,098 $590,560 1910 (ending May 31)....... 180, 270 $679,662 1906 (ending May 31) ....... 137,319 472,257 1910 (calendar year)........ 247,945 1,643,535 1907 (ending May 31)....... 151,015 833,397 1911 (calendar year)........ 298,470 1,443,778 1908 (ending May 31)....... ,286,820 1,376,757 1912 (calendar year).... 296,872 1,060,185 1909 (ending May 31)....... 160,057 1,148,855 1913 (calendar year).... 346,557 1,232,178 Forest products-63 per cent of which were rafted saw logs--made up 98 per cent of the total commerce for the year. The remaining 2 per cent was made up of plantation products and supplies, mussel shells, and general freights. There is no separation of the commerce carried over the three rivers. That arising or terminating on Black- fish Bayou passes over portions of St. Francis River, as does most of that terminating on L'Anguille River. The balance available July 1, 1914, will be expended in care of plant until additional funds become available, when it, together with the additional funds, will be expended for maintenance of channel by snagging operations on St. Francis River below Marked Tree, on L'Anguille River below Marianna, and on Blackfish Bayou below the mouth of Fifteenmile Bayou, the expenditure on Blackfish Bayou to be limited to $500. The amount estimated as being needed during the fiscal year ending June 30, 1916, is for maintenance of channel over the same reaches of rivers. ST. FRANCIS AND L ANGUILLE RIVERS. July 1, 1913, balance unexpended------------------------------- $10, 018. 90 Received from sales, fiscal year 1914-----------------------------__ 58. 02 10, 076. 92 June 30, 1914, amount expended during fiscal year, for maintenance of improvement-------- -------------------------------------- 7, 299. 49 July 1, 1914, balance unexpended------------------------ 2, 777.43 July 1, 1914, outstanding liabilities------------------------------- 80. 50 July 1, 1914, balance available_----------------------------------- 2, 696. 93 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_---------------------------- 1, 000. 00 Amount available for fiscal year ending June 30, 1915-------------- 3, 696. 93 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ------------------- (1) BLACKFISH BAYOU. July 1, 1913, balance unexpended------------------- $500. 00 June 30, 1914, amount expended during fiscal year, for maintenance of improvement----------------------------------------------- 500. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement---------------------- (1) 1See consolidated statement on p. 917, RIVER AND HARBOR IMPROVEMENTS. 917 CONSOLIDATED. July 1, 1913, balance unexpended ------------------------------ $10, 518. 90 Received from sales, fiscal year 1914----------------------------- 58. 02 10, 576. 92 June 30, 1914, amount expended during fiscal year, for maintenance of improvement----------------------------------------------__ 7, 799. 49 July 1, 1914, balance unexpended--------------------------------2, 777. 43 July 1, 1914, outstanding liabilities ------------------------------- 80. 50 July 1, 1914, balance available-------------------- - 2, 696. 93 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------------------------------------- 1, 000.00 Amount available for fiscal year ending June 30, 1915------------- 3, 696. 93 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement----------------------... 111, 000. 00 (See Appendix W 8.) EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS AP- PROVED JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations, required by the river and harbor acts of July 25, 1912, and March 4, 1913, 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 Arkansas River, Ark., below Dar- danelle, Ark., with a view to the improvement of the navigation of said river.-Report dated June 26, 1913, with map, is printed in House Document No. 202, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 2. Preliminary examination of St. Francis River, Mo., with plan and estimate of cost of improvement.-Reports dated March 22, and May 22, 1913, with map, are printed in House Document No. 283, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 3. Preliminary examination of Arkansas River, just below Little Rock, Ark., and around Fourche Island, with a view to the improve- ment of navigation.-Report dated August 26, 1913, with map, is printed in House Document No. 873, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 4. Preliminary examination of Petit Jean River, Ark.-Report dated February 12, 1913, with map, is printed in House Document No. 900, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 1 Exclusive of amount available for fiscal year 1915. 918 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. IMPROVEMENT OF RIVERS AND HARBORS IN THE ST. LOUIS, MO., DISTRICT. This district was in charge of Col. C. McD. Townsend, Corps of Engineers. Division engineer, Col. C. McD. Townsend, Corps of Engineers. 1. Removing snags and wrecks from the Mississippi River below the mouth of the Missouri River and from the Atchafalaya and Old Rivers, 1,200 miles.-When this work was originally begun the navi- gation 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 flat- boats, 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 tl Dats suitable for removing snags, logs, drift heaps, wrecks, etc., and oper- ating them whenever the stage of the river was favorable and funds were available, and in cutting trees from caving banks to pre- vent their falling into the river and becoming obstructions to navi- gation. 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 a'ct 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 mainte- nance of this service, and this amount has been available each year since to the present time. No modification of the project has been made since its adoption except that the river and harbor act of March 3, 1909, included in the district to be served the Atchafalaya and Old Rivers from their junction with the Mississippi and Red Rivers down the Atchafalaya River as far is Melville, La. From March 28, 1868 (the earliest available record of work done), to June 30, 1914, 112,260 snags, 178 wrecks, and 708 drift piles were destroyed, and 452,944 trees were cut, greatly improving the river and lessening the dangers of navigation. During the fiscal year two steel-hull snag boats (built 1874 and 1881) were engaged in removing such obstructions between the mouth of the Missouri River and New Orleans, La., and Old River and the Atchafalaya to Melville, La., a total distance of about 1,200 miles; 4,487 snags, 27 drift piles, and 22 wrecks were destroyed; 2,194 trees were cut. and 13,150 miles patrolled. 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. RIVER AND HARBOR IMPROVEMENTS. 919 The approximate amount expended from July 1, 1872, to June 30, 1880, was $493,437.23, and the definitely known amount expended from July 1, 1880, to June 30, 1914, was $2,703,195.14, making the total of approximate and known expenditures to date, $3,196,632.37. For information as to the commerce benefited by work under this appropriation reference should be made to the commercial statistics in the report of the district officer upon improving the Mississippi River between the Ohio and Missouri Rivers and in the reports of the Mississippi River Commission and the district officers thereunder. The plan being continuous, and new obstructions being brought down by each freshet in the river, so much of the continuous appro- priation as may be required each year hereafter will be applied to their removal. The work is being done with Government plant by hired labor on the U. S. snag boats J. N. Macomb and H. G. Wright, fitted with all tools and appliances necessary for the work. The amount expended during the year was $99,856.30. (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 34 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 low-water 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 solid dikes and dams of brush and stone to confine the low- water volume to a single channel and of revetments to hold and pre- serve the banks where necessary or advisable. The amount expended on this project was $1,495,000. The project followed in later years to the present time has been practically that adopted in 1881, approved by letter of the Chief of Engineers dated March 31, 1881, which 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 having an ap- proximate width of 2,500 feet at bank-full stage, the natural width in many cases being a mile or more, this result to be secured by closing sloughs and secondary channels and by building out new banks where the natural width is excessive, using for the purpose permeable dikes or hurdles of piling to collect and hold the solid matter carried in suspension or rolled on the bottom by the river, the banks, both new and old, to be revetted or otherwise protected where necessary to secure permanency. Modifications of the project in the river and harbor acts of 1896 and 1902 provided that, pending the completion of the permanent improvement, the required low-water channel depth should be main- tained each season by the use of dredges and other temporary ex- pedients. The river and harbor acts of March 3, 1905, and March 2, 1907, and joint resolution of June 29, 1906, radically changed the project, 920 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. making dredging the principal means of improvement to maintain a channel depth of 8 feet, with a minimum width of 200 feet through- out this district, and limiting expenditures for the construction or repair of works of permanent character to the balances which might remain from the various appropriations after all dredging expenses were provided for. There were expended for methods of improvement under the acts of 1905, 1907, 1908, and 1909, inclusive, $1,400,000. The river and harbor act approved June 25, 1910, restored the plan adopted in 1881, together with dredging, as the plan to be fol- loWed in prosecuting the improvement with a view to obtaining and maintaining a minimum depth of 8 feet from the mouth of the Ohio River to St. Louis, and of 6 feet from St. Louis to the mouth of the Missouri River, and to the completion of the improvement within a period of 12 years. In the river and harbor and sundry civil acts of 1910 to 1913, in- clusive, there has been appropriated $3,750,000. 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 work is being done by hired labor with Government plant, and procurement of materials by hired labor and by purchase by contract and in open market. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. Date of report. House or No. Congress. Session. Year. Page. Mississippi River from Al- Feb. 17,1871 ... ...... .......................... 1871 312 ton to mouth of Meramec River (survey). I 1872 Reopening Cabaret Slough Oct. 2,1871 Senate.. 50 Forty-first.... Third... 349 in the Mississippi River a short distance above the city of St. Louis (sur- Mississippi River opposite Feb. 8,1872 ....................... 1872 355 the mouth of the Mis- souri River (survey).' Mississippi River between Apr. 13,1872 .................................... 1872 358 mouth of the Illinois and Meramec Rivers (survey) (Board of En- gineers).' Mississippi River from Dec. 18,1872 ........ 25 Forty-second.. Third... 1873 469 Kimmswick to Cairo (survey).1 Mississippi River Missouri Aug. 1,1874 .......... ............. 1874 329, to Ohio River ('survey).' Pt. I Mississippi River, Illinois Jan. 20,1875 Senate.. 19, Forty-third... Second.. 1875 481, to Ohio (survey).. Pt. III Pt. I Improvement of the chan- Jan. 23,1875 House... 165 .. do.............do.... 1875 497, nel of the Mississippi Pt. I River opposite St. Louis by closing Cahok ia Chute.' Mississippi River near Kas- Apr. 28, 1876 .................. .................. 1876 649, kaskia, Ill. (survey).' Pt. I Mississippi River in the Feb. 5,1876 .... .................................. 1876 651, vicinity of Cairo (sur- Pt. 1 vey).' 1No maps. RIVER AND 1ARBOR IMPROVEMENTS. 921 References to examination or survey reports and maps or plans (including project documents) -Continued. _C_ __ __ _ ~ _~~____ ____LI_ Annual reports Congressional documents. of Chief of Engineers. Section covered. -- -- I------------ House or Congress. Session. Senate. No. Year. Page. Survey and estimate of the Apr. 10,1878 Senate.. 20 Forty-sixth... Second.. 1880 1396 damages to riparian own- ers in front of the town of Venice, Ill., by reason of Government improve- ment made or to be made at or near said town., Survey of the Mississippi Feb. 8,1879 .......... 1879 1045 River to ascertain the practicability, cost, and utility of a dike from Bloody Island opposite the city of St. Louis, Mo., north to the dike or dam opposite Brooklyn on the Illinois shore (sur- vey).x Survey of the Mississippi Mar. 25,1880 .......... 145 Forty-sixth. . . Second.. 1880 1400 River opposite the mouth of the Missouri River (survey).' Ice harbor at St. Louis, Aug. 16,1880 Senate.. 43 ..... do........ Third... 1881 1574 Mo.2 Mississippi River near Jan. 12,1881 ......... 1881 1585 Cape Girardeau, Mo., and Minton Point, Iii. (survey).' Mississippi River at Ste. Dec. 6,1880 Senate.. 44 Forty-sixth... Third... 1881 1594 Genevieve, Mo.(survey).' Mississippi River-Fish Dec. 31,1881 ... do..... 76 Forty-seventh First.... 1882 1670 Bend near Fort Chartres in the Mississippi River (preliminary)., Preliminary examination Feb. 24;1888 House... 216 Fiftieth........ .do.... 1888 1452 of Mississippi River at Rush Island Bend and Ivy Landing, Ill., with a view to confining and deepening the channel.' Harbor at St. Louis, Mo.t.. Dec. 22,1888 ..... ... .......... 1889 1711 Examination and survey Oct. 4,1899 House... 85 Fifty-sixth.... First.. 1900 2667 of Mississippi River be- low Rockwood, Ill.2 Examination and survey Sept. 1,1899 ... do..... 90 ..... do..........do..... 1900 2672 of Mississippi River at or near Beechridge, Ill." Preliminary examinaltion Aug. 31,1900 ... do..... 71 .... do........ Second.. 1901 1 2226 of Harrisonville Harbor, Ill., in the Mississippi River, with a view to re- storing it.' Establishment of harbor Mar. 6,1903 I........................................... 1903 1455 lines along the Missis- sippi River at and near St. Louis, Mo.' Board of Engineers for Nov. 12,1903 House... 168 Fifty-eighth... Second.. 1904 2145 Rivers and Harbors rela- tive to establishing and maintaining in the Mis- sissippi River, between the mouths of the Mis- souri and Ohio Rivers, a suitable channel at less expense than that under the existing project. ' Preliminary examination Sept. 11,1902 ... do..... 76....do..........do..... 1904 2150 of Missouri Chute with a view to ascertaining whether the closing of the same is required in the interest of naviga- tion.' i No maps. 2 Contains maps. 'Basis of project adopted by Congress. 922 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents) -Continued. Annual reports Congressiona documents. of Chief of Engineers. Section covered. Date of repor t. Ilouse or Senate. No. Congre -s. Session. Year. Page. I I - I I I- Examination and survey Dec. 2,1905 .... do..... 772 Fifty-ninth.... First.... 1906 464 of St. Louis Harbor and approaches.' 14-foot waterway from Lockport, Ill., to St. Aug. 26,1905 ...do..... 263 ..... do........ ...do..... 1908 862 2 1907 812 Louis. Do.'................... Dec. 8,1906 ...do..... 437 ..... do......... Second., {1907 S1908 862 812 Do.2 3................ Mar. 20,1909 ...do.... 50 Sixty-first..... First.... 1910 ( 1014 1909 908 Mississippi River, Ill., op- Nov. 4,1911 ...do..... 1059 Sixty-second.. Third... 1913 899 posite the city of St. Louis from the south end of Cabaret Island to the north end of Arsenal Island for the purpose of building a suitable chan- nel by revetment of the banks (survey).' Do. (preliminary ex- Sept. 15,1910 ... do..... do........ ...do.... 1059 ..... 1913 899 amination.) 1 TRIBUTARIES. Examination of Meramec Dec. 1,1880 Senate.. 44 Forty-sixth... Third... 1881 1596 River from mouth to point opposite Meramec ron Works (prelimi- nary).2 Preliminary examination Feb. 24,1888 House... 216 Fiftieth...... Fist.... 1888 1453 of Kaskaskia River, Ill., rom New Athens to its mouth (survey).' -- --- - I 1No maps. Contains maps. 3 Basis of project adopted by Congress. During the fiscal year works of permanent improvement were in progress July 1, 1913, to January 5, 1914, and April 1, 1914, to June 30, 1914. The amounts and varieties of work done are shown in the following table: For channel contraction. Permeable dikes or hurdles: New--------------------------------------linear feet__ 13, 150 Completion or restoration--------------------------do.. 6, 490 Ordinary repairs----------.------------------ do. 1, 545 Total----------------------------------------------------- 21, 185 Cost.---------------------------------------------------$460, 400. 24 Bank protect i:on. Mattress : New (15.789 linear feet)---------------------square feet__ 1, 788, 700 Completion or restoration --- do .... 214, 100 Total--------------------------------------------------- 2. 002. 800 Cost__------- --------------------- ------ $111_, 552. 55 Paving: New --------------------------------------- square feet__ 2, 255, 800 Ordinary repairs -------------- do 1, 005, 200 Total -------------------------------------------------- 3. 261, 000 Cost --....--------- ----------. $347, 273. 64 RIVER AND HARBOR IMPROVEMENTS. 923 Four suction dredges were in commission during the low-water sea- son between July 7, 1913, and December 31, 1913, and operated on 19 channel bars which developed in that time. The amount and cost of work done by each dredge is shown in the following table: Time. Amount dredged. Dredge. In com- Dredging. Per hour Cost. mission average Total (cu- (days). (cubic bic yards). (days). Days. Hours. yards). Selma ... ................. ........... 153 53 385 570 219,800 $36,051.13 Thebes... ............................ 154 58 656 600 397,600 30,662.64 Fort Gage....................... ...... 178 35 268 1,500 400,400 45,160.24 Fort Chartres... ....................... 153 35 329 1,460 479,700 37, 462.44 Total ............... ................ 638 181 1,638 .......... 1,497,500 149,336. 45 The total amount appropriated for this district to June 30, 1914, is $16,894,999.98, of which $1,495,000 was expended on the original project under the acts of June 10, 1872 to June 14, 1880, inclusive, $180,000 was allotted for work above the mouth of the Missouri River (outside of the present district) acts of 1874, 1875, 1876, 1878, 1879, 1880, 1882, 1890, and $1,400,000 was expended for improvements under the acts of 1905, 1907, 1908, 1909, leaving $13,819,999.98, to which should be added $78,182.96 received from sales, etc., making a total of $13,898,182.94 available for improvement under the project of 1881 and its revisions. The amount expended to June 30, 1914, from the amount available for the project of 1881 by appropriations and miscellaneous receipts, was $13,521,845.39, leaving a balance of $376,337.55 unexpended (which includes $601.01 due from other appropriations). The outstanding liabilities are $74,005.49, leaving $302,332.06 available June 30, 1914. Amount expended during fiscal year___-------------------------- $1, 012, 901. 25 Reimbursable ------------------------------------------------ 1, 873. 77 Net expenditures --------------------------------- , 011, 027. 48 Amount applied to maintenance of improvement, repairs and dredging__--------------------------------- -------- 391, 078. 00 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 channel depths rdquired. At the end of the fiscal year about 33 per cent of the project had been completed. The river is navigable throughout its entire length (200 miles) within the district. The least draft over the shoalest part has been increased about 4 feet, from a minimum of 4 feet at the beginning of the improvement to 8 feet, the minimum draft at the end of the fiscal year and the project requirement at standard low water (4 feet, St. Louis gauge). The amount, character, and value of the river commerce at St. Louis, Mo., during the calendar year 1913 is as follows: 258,709 short tons,: composed of live stock, grain and feed, groceries and provisions, fruits and vegetables, tobacco, boots and shoes, coal, cotton, lumber, merchandise, and sundries, having a total value of $11,755,500. 924 REPORT OF TIIE CHIEF OF ENGINEERS, U. S. AR1YY. The improvement has probably had a beneficial influence on freight rates, as the rates to localities reached by water are well known to be lower than those remote from this advantage, but an accurate estima- tion of such effect is impracticable. 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 are authorized. The amount expended during the fiscal year ending June 30, 1914, was for improvement, dredging, care and increase of plant, and for maintenance and repair of existing works of revetment and contrac- tion, and for the extension of such works of both kinds, in pursuance of the project referred to. During the past year the river stages have been favorable, and there was maintained a channel depth of 8 feet below St. Louis dur- ing the entire season when the river was unobstructed by ice, except for very short periods at several places where the depths were re- duced to not less than 6 feet until dredges could be brought into action, when the required depth was quickly obtained. During the fiscal year the river at St. Louis reached a high-water stage of 16.4 feet above standard low water (4 feet, St. Louis gauge) June 21, 1913, and a low-water stage of 6.3 feet below standard low water on February 15, 1914. With the present appliances and works of permanent improvement, it is expected that a navigable depth of about 8 feet will be main- tained between St. Louis and Cairo during all stages of river open to navigation. July 1, 1913, balance unexpended_ ___--- _ __ 1 $1, 383, 226. 47 Miscellaneous receipts------------------------------------- 4, 138. 56 1, 387, 365. 03 June 30, 1914, amount expended during fiscal year: For works of improvement____ $619, 949. 48 For maintenance of improvement__-------- - 391, 078. 00 21, 011, 027. 84 July 1, 1914, balance unexpended______ ________- -_______ 376. 337. 55 July 1, 1914, outstanding liabilities_ -___-___________ ___- 74, 005. 49 July 1, 1914, balance available . . - ----- 302, 332. 06 Amount allotted from appropriation made by the river and har- bor act approved Oct. 2, 1914 ______________________ 250, 000. 00 Amount available for fiscal year ending June 30, 1915 ........ 552. 332. 06 1Unexpended balance of $1,398.122.58 shown by Annual Report for fiscal year 1913 reduced to $1,383,226.47, for the reason that the sum of $14,896.11, expended in the fiscal year 1913 for relief of sufferers by flood in the Mississippi River will not be re- imbursed to the appropriation for improving Mississippi River between mouths of Ohio and Missouri Rivers. SNet cash expendtures for the fiscal year ending June 30, 1914: Construction work 551, 986. 13 $--------------------- Plant -- - -......... . 67, 963. 35 Repair and maintenance----- -- - - ---------- - - 246, 653. 65 Dredging------------..------- ----- --.- 144, 424. 35 Total------------ ----....... . .. -- 1 011, 027. 48 BRIVER AND HARBOR IMPROVEMENTS. 925 July 1. 1914, amount covered by uncompleted contracts------- $143, 486. 60 Amount (estimated) required to be appropriated for comple- tion of existing project---------------------------------- 17, 000, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance_ 1, 750, 000. 00 (See Appendix X 2.) IMPROVEMENT OF RIVERS AND HARBORS IN THE ROCK ISLAND, ILL., DISTRICT. This district was in charge of Maj. C. Keller, Corps of Engineers, to October 16, 1913, and in the charge of Maj. George M. Hoffman, Corps of Engineers, since that date. Division engineer, Col. C. McD. Townsend, Corps of Engineers. 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 October 22, 1913, and from May 19 to June 30, 1914, in removing snags and other obstructions and otherwise assisting the interests of navigation in the Mississippi River between the mouth of the Missouri River and Minneapolis. Large repairs were made to the snag boat during winter of 1913-14. Consider- able shore cleaning and some towing was done in aid of general improvement. The total amount expended for snag-boat service to June 30, 1914, is $1,174,100. The total quantity of freight transported on the upper Mississippi River, within the limits of this district, during the calendar year 1913, was about 2,145,315 short tons and the ton-miles 56.320,373. In 1912 these quantities were 1,830,294 short tons and 57,909,906 ton- miles. The increase in freight tonnage was due to the increase in quantity of material used in Government work, miscellaneous freight being about the same; logs and lumber fell off about 16,000 short tons, which reduced the ton-miles materially. During the winter of 1913-14 the Tipton was on the ways at Kahlke's boat yard in Rock Island, where she received considerable 1Exclusive of amount available for fiscal year 1915. 2 Unexpended balance of $1,398,122.58 shown by Annual Report for fiscal year 1913 reduced to $1,383,226.47, for the reason that the sum of $14,896.11, expended in the fiscal year 1913 for relief of sufferers by flood in the Mississippi River will not be re- imbursed to the appropriation for improving Mississippi River between mouths of Ohio and Missouri Rivers, 926 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. repairs, under agreement for materials and labor at prices furnished by the owner of the yard. The amount expended during the fiscal year ending June 30, 1914, was $25,125, of which $125 was received from the lighthouse de- partment for services of snag boat. (See Appendix Y 1.) 2. Mississippi River between Missouri River and Minneapolis, 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 con- tinuance 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 general direction of flow is south; the distance from St. Paul to the Missouri River, the limits of the project, is by low-water chan- nel about 658 miles, and the distance from the mouth of the Mis- souri to the Gulf of Mexico about 1,275 miles. 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 4- feet at low water. There was expended under the original project and the provi- sional project of 1897 to June 30, 1911, $12,108,965.40, 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 $1,062,200 has been expended for harbors and levees not connected with through channel improvement. 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. The act adopting the project fixed the upper limit of the improvement at Minneapolis. It provides for further contraction of the channel, for rock excava- tion, for auxiliary dredging, for further improvement of the Rock Island rapids by lateral canal and rock excavation, for repairs to existing work, and maintenance during construction. The estimate of cost is $20,000,000, and for care and maintenance after completion $300,000 per annum. The river and harbor act of June 25, 1910, provided that this improvement should be prosecuted with a view to its completion with- in a period of 12 years. Open-channel work in the construction, repair, and maintenance of dams and shore protections has been carried on by hired labor RIVER AND HARBOR IMPROVEMENTS. 927 and use of Government plant above the Omaha bridge at St. Paul, at Islands 13 and 17, between Wabasha and Alma, at Fountain City, between Trempealeau and La Crosse, between Ninemile Island and Gordons Ferry, in vicinity of Bellevue, Clinton, Montpelier, Hershey Chute, Keokuk, Warsaw, Alexandria, between Sterling and Sweden islands, at Two Branch and Mason islands. Under contract similar construction was done in open river above De Soto, between Clayton and Cassville, in vicinity of Dubuque, Buffalo, Montpelier, between Keokuk and Canton, above La Grange, between Two Branch and Bolter Islands, and between Hamburg and Cap au Gris: under contract, construction work was done on the ice in vicinity of Nininger, Wilds Landing, Brownsville, Genoa, Du- buque, Bellevue, and in Guttenberg Channel. With hired labor and Government plant, dredging was done near Lock No. 1 and at a large number of other localities; rock excava- tion was carried on at Rock Island Rapids, Horse Island, Rocking- ham, and Keokuk. To June 30, 1914, the amount expended since the 6-foot project was adopted was $6,246,485.81, of which $29,565.77 was for mainte- nance. There has been credited to the appropriation $18,984.72, re- ceipts from miscell aneous sources. The total amount expended on all projects to June 30, 1914, was $18,355,451.21. At all localities where work was performed good results were ob- tained, and with the expenditure during the past year an increased depth resulted at many localities. Needed repairs were made to dams and shore protections broken, settled, or otherwise damaged. The maximum draft that could be carried June 30, 1914, 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. About 30 per cent of the approved project has been accomplished to June 30, 1914. The navigation interests are important, although much less freight is carried than in former years, owing to the decrease in the floating of logs and lumber. The amount of freight carried during the sea- son of 1913 was about 2,145,315 short tons, having an approxiimate value of $32,705,137, the tonnage being about 17 per cent and the valuation 26 per cent more than in 1912. The amount required for expenditure in fiscal year ending Jun'e 30, 1916, is to be used as heretofore in channel regulation by dams and dredging and in rock excavation, in continuation 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, and will be used as heretofore in channel regulation by dams and dredging and in rock excavation. 928 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Freight rates charged by rail and river from St. Louis to several points on upper Mississippi River on classes 1--5, western classification. [Incents per 100 pounds.] 1 2 3 4 5 B-y By rail, river. Rail. River. Rail.River. Rail. River. Rail. River. Rail. River. Miles. Miles. St. Louis..... u 0 ........ ................ Quincy..... 140 155 35 28 28 22.5 22 17.5 15.5 12.5 12.5 10 Keokuk...... 178 192 37 30 31 25 23 18 16.5 13 13 10 Fort Madison 202 213 39 33 32 25 24 18 17 13 14 10 Burlington... 222 234 39.6 30 32 25 24.8 18 18 13.5 15.9 11 Rock Island.. 249 313 40. 7 33 32.9 26 25.6 20 20.5 15 16.4 12 Clinton...... 287 349 42.8 33 34.7 26 27.1 20 21.7 15 17.3 12 Dubuque.... 347 411 45.9 33 37.6 26 29.7 20 23 15 18 12 La Crosse.... 461 532 50 34 42 28 33 22 23 16 18 12 Winona..... 488 560 50 34 42 28 33 22 23 16 18 12 St. Paul...,.. 576 676 60 40 50 34 4J 27 25 17 20 14 It will be noted that the water rates are about 66 per cent of the rail rates. While it is not claimed that river improvements are solely responsible 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. 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. A thorough classification of the freight carried by steamboats in 1913 was found impracticable, and a reliable statement of amount saved can not be given, the question being further complicated by the fact that a great part of the freight was package freight carried at arbitrary rates. 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. Commercial statistics will be found under the head of " Operating snag boats, etc. (1)." Winter work on the ice was continued with very satisfactory re- sults, being chiefly confined to localities not readily reached with boats and barges during the open season. RIVER AND HARBOR IMPROVEMENTS. 929 For dredging in harbors and at landing places and maintenance of United States levees, the river and harbor acts of June 25, 1910, and February 27, 1911, each provided $75,000, and that of July 25, 1912, $25,000 for the latter purpose. Allotments have been made for dredging at several harbors, and during the past year arrangements were made and a contract was let for levee repairs and reinforcement by banquettes. This work has already commenced. The amount expended during the past fiscal year is $6,493.82, and to June 30, 1914, $132,417.50, including expenditures 1907-1913. July 1, 1913, balance unexpended, including $8,883.69 due from other departments . .---- -........... ..... $1, 800, 858. 54 Miscellaneous receipts credited to appropriation, fiscal year 1914 ----------------- ----- - -- 17,178.18 1, 818, 036. 72 June 30, 1914, amount expended during fiscal year : For works of improvement-------------$1,536, 258. 29 For maintenance of improvement---------... 9 279. 52 1, 545, 537. 81 July 1, 1914, balance unexpended, including $8,334:94 due for payments made for other departments, etc______________._ 272, 498. 91 July 1, 1914, outstanding liabilities__-------------------------- 109, 873. 14 July 1, 1914, balance available-------------------------------___ 162, 625. 77 Amount allotted from appropriation made by the river and harbor act approved October 2, 1914------------------------- 800, 000. 00 Amount available for fiscal year ending June 30, 1915 --------- 962, 625. 77 July 1, 1914, amount covered by, uncompleted contracts--------- 104, 019. 32 Amount (estimated) required to be appropriated for completion of existing project___________------------------------------ 212, 700, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance_ 2 1, 800, 000. 00 (See Appendix Y 2.) 3. Operating and care of lock and dry dock at Keokuk, Iowa (formerly Des Moines Rapids Canal).-During the past year the lock was open to navigation from July 1 to November 17, 1913, and from March 21 to June 30, 1914, a period of 242 days. During the calendar year 1913 there passed through it 1,082 steamboats, 667 launches, and 625 barges, carrying 98,379 passengers and 23,116 short tons of merchandise. The entire tonnage was about 44 per cent less than that of the previous year, as there were in that year (1912) about 30,000 tons of logs and lumber, and none in 1913. The cost of operating and care is provided for by an indefinite appropriation made in section 6 of the river and harbor act approved March 3, 1909. The total expenditures to June 30, 1913, for operating the old canal amounted to $1,484,404.25, and for the new lock during the past year $19,257.49, a total of $1,503,661.74. The lock has a length of 400 feet, width 110 feet, and extreme lift of 40 feet. Available dimensions, 380 by 110 feet. (See Appendix Y 3.) 1Gross expenditures, $1,571,502.96; reimbursable, $25,965.15; net expenditure, $1,545,- 537.81. 2 Exclusive of amount available for fiscal year 1915. 60993 0 -ENG 1914- 59 980 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 4. Operating and care of Mississippi 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 242 days. Dur- ing the calendar year 1913 there passed through it 848 steamers, 864 launches, and 621 barges, carrying 21,569 short tons of freight and 14,953 passengers. The tonnage of the lock was about double that of the previous year. The depth 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 sec- tion 6 of the river and harbor act approved March 3, 1909. The expenditures to June 30, 1914, amounted to $57,615.19, of which $8,568.48 was expended during the past year. (See Appendix Y 4.). 5. Operating and care of Galena River improvement, JIll.-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 242 days. During calendar year 1913 there passed through it 4,047 steamboats, barges, and launches, carrying 14,020 passengers and 5,495 short tons of merchandise, which tiaffic was about 11 per cent greater than that of the previous year. The draft that can be carried at extreme low water is 2 feet, as limited by the depth on the lower miter sill of the lock, which has an available length of 273 feet and width of 52 feet. The cost of operating and care of the improvement is provided for by section 6 of the river and harbor act of March 3, 1909. The amount expended to June 30, 1914, including $100,000 paid for the property, is $216,634.70, of which $3,545.96 was expended during the year. (See Appendix Y 5.) 6. Illinois and Mississippi Canal, Ill.-The object of the improve- ment is to furnish a link in a navigable waterway from Lake Michi- gan to the Mississippi River. The canal proceeds from the Illinois River, 1 miles above Hennepin, Ill., via the 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 its lower rapids to the Mississippi River at the mouth of Rock River. A navigable feeder nearly 29 miles in length from Rock Falls to the summit level supplies the main canal with water. The canal is at least 80 feet wide at the water surface and 7 feet deep, with 33 locks 150 feet long and 35 feet wide in the chamber. It was opened to navigation October 24, 1907. Further particulars in regard to the Illinois and Mississippi Canal are printed in report of the Chief of Engineers for 1910, pages 799 and 800. A house and barn mn mile 60, for use of a lockman, was built, cribs were placed above Rock River lock, excavator machinery was pur- RIVER AND HARBOR IMPROVEMENTS. 931 chased and placed on a barge built by hired labor at the Govern- ment boatyard at Milan, and considerable work was done in repairing break in east abutment of aqueduct 7, for which materials were purchased and 70 sheet piles driven. Considerable bank reinforcement was accomplished during the year. All work under this head was performed by hired labor and use of Government plant. There has been expended on the work to June 30, 1914, $7,597,781.09. With available funds it is proposed to complete the ice chutes at the aqueducts, to rise and reinforce the banks at several localities, and to perform other miscellaneous work. July 1, 1913, balance unexpended___---- --------------------- $36, 298. 88 Received from sale of condemned property----------------------- 256. 15 36, 555. 03 June 30, 1914, amount expended during fiscal year for works of im- provement --------------------------------------------- 21, 284. 53 July 1, 1914, balance unexpended --------------------------- 15, 270. 50 July 1, 1914, outstanding liabilities ------------------------------ 66. 27 July 1, 1914, balance available------------------------------- 15, 204. 23 (See Appendix Y 6.) 7. Operating and care of Illinois and Mississippi Canal.-The main canal, consisting of the eastern and western sections and the feeder, and the Milan section around the lower rapids of Rock River, have hitherto been operated independently under separate projects and estimates. The main canal was opened to navigation October 24, 1907, but the Milan section has been in operation since April 17, 1895. The entire canal, which affords 7-foot navigation from the mouth of Rock River at Rock Island, Ill., to Hennepin, on the Illinois River, is fed from Rock River by a navigable feeder from Rock Falls to the summit level, except the Milan section, which receives its water from Rock River direct. There are 33 locks of varying lifts, having an available length between miter sills of 150 feet and a width of 35 feet. The canal prism has a minimum width of 80 feet on the water surface. There is also a lock in Rock River at the head of the feeder con- necting the pool above the dam with the river below. This lock has an available length of 150 feet and width of 35 feet, these dimensions being the same as those of the canal locks. The canal was openl to navigation from July 1 to November 14, 1913, and from March 20 to June 30, 1914, a period of 239 days. In the main canal work consisted in patrolling banks, ditching, operating locks, maintaining and repairing structures; building, maintaining, and operating boats and barges engaged in revetting and reinforcing banks and repairing breaks. In the Milan section ordinary repairs were made to buildings, locks, banks, bridges, and floating plant. Considerable dredging was done in Rock River pool, in vicinity of Lock 29 and Anderson Island. All dredging and other work in the canal and Rock River pool was performed by hired labor and use of Government plant. 932 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The commerce of the entire canal, including both commercial and Government traffic, for the calendar year 1913 was, for varying dis- tances, 7,867 boats, launches, and barges, carrying 27,865 short tons of freight and 25,770 passengers; ton-miles, 901,801. The tonnage was about 35 per cent less than that of the previous year, the shrink- age being due to the smaller quantities of rock, sand, earth, and gravel carried by Government boats in revetting, reinforcing, and repairing canal banks. The operating expenses to June 30, 1914, were, for the main canal, $1,052,669.72; for the Milan section, $246,215.16; total, $1,298,884.88; for the fiscal year-main canal, $111,085.96 ; Milan section, $20,947.53; total, $132,033.49. The cost of operating and care of the canal is provided for by sec- tion 6 of the river and harbor act of March 3, 1909. (See Appendix Y 7.) 8. Improving Illinois and Mississippi Canal.-The river and har- bor act of February 27, 1911, appropriated $125,000 for improving Illinois and Mississippi Canal by raising aqueduct 1, Lock 4, one highway bridge and approaches, and the banks of the canal where the canal crosses East Bureau Creek, just below the Chicago, Rock Island & Pacific Railway bridge across the same stream. A tentative project for performing this work was prepared, but the officer in charge stated that he thought it preferable, before expend- ing any considerable part of the appropriation, to install ice chutes in two more spans of the aqueduct, to dredge away the deposit at and above the aqueduct, and to watch the results of these changes. He also desired to obtain further information in regard to the shoaling in Bu- reau Creek before going ahead with the work covered by the project. The scope of the proposed improvement and existing conditions are the same as two years ago, and reference is made to pages 813- 814 of the Report of the Chief of Engineers for 1912. No money was expended during the year. July 1, 1913, balance unexpended ________________---------- $124, 895. 36 July 1, 1914, balance unexpended__--- ---------- __ --- ----- 124, 895. 36 (See Appendix Y 8.) EXAMINATION AND SURVEY PROVIDED FOR BY THE RIVER AND HARBOR ACT APPROVED MARCH 3, 1909. Reports dated October 31, 1911, and October 6, 1913, on prelimi- nary examination and survey, respectively, .of Rock/River, woith a view to securing a channel 7 feet deep from the dam at the head of the feeder of the Illinois c Mississippi Canal, at or near Sterling, Ill., to the city of Janesville, TWis.; also with a view to ascertaining whether, for the maintenance of navigation, storage reservoirs are necessary at or near the headwaters of said river, and to determine what portion of the cost of said improvement should be borne by owners of water power and others, required by the river and harbor act of Mach 3, 1909, were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Har- bors, pursuant to law, and were transmitted to Congress and printed in House Document No. 964, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. RIVER AND HARBOR IMPROVEMENTS. 933 IMPROVEMENT OF RIVERS AND HARBORS IN THE ST. PATJL, MINN., DISTRICT. This district was in the charge of Lieut. Col. Charles L. Potter, Corps of Engineers. Division engineer, Col. C. McD. Townsend, Corps of Engineers. 1. Mississippi River between St. Paul and Minneapolis, Minn.- The Mississippi River has its source in Lake Itasca, in the northern part of the State of Minnesota, and flows in a southerly direction to the Gulf of Mexico, its length being about 2,440 miles. It is navi- gable for steamboats in one stretch from its mouth to St. Paul, a distance of about 1,940 miles. The section included in this improvement extends from Danm No. 1, 6.34 miles above the Chicago, St. Paul, Minneapolis & Omaha Railway bridge in St. Paul to Washington Avenue Bridge in Minneapolis, 5.6 miles. Before improvement, 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 & Omaha Rail- way bridge. From the Minnesota River to the present site of Dam No. 2, a distance of 6.56 miles, there was a channel about 24 feet deep, but on account of the velocity of the current, upstream freighting was diificult and unprofitable. From this point to the Wasnington 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 landing on the west bank below the Washington Avenue Bridge, Minneapolis, to the Des Moines R ap- ids." A total amount of $59,098.70 was thus expended in dredging, bank protection, and construction of wing dams. As a result eon- siderable improvement was mnade 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 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. 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 ap- proved 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 was $1,162,592.97, of which $2,792.43 was for maintenance. 934 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The project was further modified by the river and harbor act ap- proved June 25,1910, in accordance with recommendation contained in House Document No. 741, Sixty-first Congress, second session (with- out maps). As it now stands Lock and Dam No. 1, instead of being completed with the lift originally intended (13.3 feet), are to be given a lift of about 30 feet, the horizontal dimensions being the same as in the original project. This will give a depth of 92 feet at Washington Avenue Bridge in Minneapolis and provide for the development of power and implies the abandonment of Lock and Dam No. 2. The modification of the project involved an increase in the esti- mated cost over that of the project of 1905. This additional estimate was first placed (1910) at $635,000, which, however, was found in 1913 to be insufficient, and a revised estimate was made calling for an additional estimate of $170,000 (see Annual Report of the Chief of Engineers for 1913, p. 2423). Owing to damage caused by a flood in June, 1914, and unexpected difficulties in construction, an additional estimate was made necessary amounting to $215,000, or a total increased estimate of $385,000, which, added to the $635,000, makes the total increased estimate over that of the project of 1905 $1,020,000. It should be stated, however, that this includes $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 had yet been done on Dam No. 1. Considerable dredging and other channel work between St. Paul and Lock and Dam No. 1 will be necessary in order to complete the improvement between the two cities. This has been provided for and will be done under the appropriation for " Improving Mississippi River from mouth of Ohio River to Minneapolis, Minn.," by the Rock Island engineer office. Until the completion of Lock and Dam No. 1 and of the channel work between St. Paul and the dam, the work can not have much beneficial effect on the navigability of the river. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Upper Mississippi and tributaries 1........ House... 58 Thirty-ninth.. Second.. (2) Upper Mississippi River s.................... .do.... 247 Fortieth....... ...do.... (2) At or near Falls of St. Anthony 8........ do .... 118 Forty-first...... do.... (2) Upper Mississippi................ ... ..... do.. 285 I....do....... .. do.... (2) St. Paul to Falls of St. Anthony 3.........Senate.. 157 Forty-sixth......do.... 3 1880 1660 Mississippi, Minnesota, and Red Rivers 1.. House... 158 Fiftieth.......First....11888 1560 Between St. Paul and Minneapolis a4..... Senate.. 109 Fifty-third.... Second.. 1894 1681 Additional cost for locks and dams t3......House... 164 Fifty-seventh. First.... a 1902 1664 Use of surplus water flowing over Govern- ...do.... 218 Sixtieth.......... do.... (5) ........ ment dams in the Mississippi River 1 be- tween St. Paul and Minneapolis. St. Paul to Minneapolis with a view to ...do,.... 741 Sixty-first..... Second.. () ........ modification of project to provide in- creased depth and utilizing the 3surplus water for development of power. 1 Contains maps. Basis of project adopted by Congress. $ None on file. I Not in annual report. =No maps. RIVER AND HARBOR IMPROVEMENTS. 935 During the year the erection of the lower gates of the lock was completed. The power-house foundation was practically completed. Nine sections (144 feet) of the dam at the power-house end were partly built. These included eight sluiceways. A cofferdam sur- rounding the remaining portion of the dam was built. Some work was done on the floor of the dam, but high water stopped the work twice. The second time the water rose so high that part of the cofferdam gave way and some damage was done to the partially com- pleted portion of the dam. The work is being carried on by hired labor with Government plant. The expenditure on the modified project to June 30, 1914, was $855,135.81. The total amount expended on all projects to June 30, 1914, was $2,017,728.78. On June 30, 1914, the lock was 98 per cent completed; the dam, 54 per cent; and the power-house foundation, 96 per cent. As a whole, the project was 77 per cent completed. The maximum draft that could be carried at low-water stage was 2- feet. 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 & 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. The construction of the lock and dam may 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 1916 in completing the project. July 1, 1913, balance unexpended------------------------$352, 283. 75 June 30, 1914, amount expended during fiscal year, for works of improvement----------------------------------------- 268, 412. 53 July 1, 1914, balance unexpended---------------------------- 83, 871. 22 July 1, 1914, outstanding liabilities-------------------------- 15, 246. 55 July 1, 1914, balance available--------- -------------------- 68, 624. 67 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------------------------------- 150, 000. 00 Amount available for fiscal year ending June 30, 1915-----------218, 624. 67 July 1, 1914, amount covered by uncompleted contracts--------- 8, 880. 00 Amount (estimated) required to be appropriated for completion of existing project------------------------------------235, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement .....----------------------- 235, 000. 00 (See Appendix Z 1.) 2. Operating and care of Lock No. 2, Mississippi River between St. Paul and Minneapolis, Minn.-The 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 Exclusive of amount available for fiscal year 1915. 936 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY, expended to June 30, 1914, was $14,057.25, of which $455.60 was ex- pended during the fiscal year. Lock and Dam No. 2 is the first of a series of two between St. Paul and Minneapolis, Minn., the object of which was to provide slack-water navigation over the stretch of river between Minnehaha Creek and the Washington Avenue Bridge, Minneapolis, Minn. No. 2 is the upper one of the series and was constructed first because navigation on the section above was difficult and hazardous under the most favorable conditions and virtually impossible at low stages of the river. 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. For commercial statistics see Mississippi River between St. Paul and Minneapolis, Minn. (See Appendix Z 2.) 3. Reservoirs at headwaters of Mississippi River.-These are in- tended 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 res- ervoirs 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 contemplated on the St. Croix, Chippewa, and Wisconsin Rivers be not constructed. Subsequent acts of Congress have been in accord with this recommendation, and the project is considered as modified to the extent recommended. (See Annual Report of the Chief of Engineers for 1887, pp. 1681 et seq.) The act of March 2, 1907, authorized the construction of a reservoir at Gull Lake, Minn., at an estimated cost of $70,000, provided that the necessary land and flowage easements be acquired without cost to the United States. The estimate of cost was increased to $85,000 in 1912, and payment was authorized for right of way where neces- sary in the construction of ditches connecting Long, Round, and Gull Lakes. Investigations during the year indicate that the project can not be completed within the estimate and that additional funds will be required, estimated at $45,000. A careful consideration shows tha, the advantages to this reservoir of connecting Round Lake to Gull Lake and Long Lake to Round Lake by ditches, as a part of the original project, are not sufficient to warrant the expenditure nec- essary, and it is recommended that this portion of the project be abandoned. The act of March 2, 1907, also authorized the reconstruction of Sandy Lake Dam, without a lock for steamboats, at an estimated cost RIVER AND HARBOR IMPROVEMENTS. 937 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 available horizontal dimen- sions of the lock are 158 feet by 28 feet, and the low-water depth on lower miter sill 2.4 feet. . 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. A further sum of $10,000 was appropriated by the act approved February 27, 1911, to provide for the construc- tion of an additional railway bridge over the canal. Recent investi- gation leads to the conclusion that the advantage to the reservoirs from the construction of such a canal will not be commensurate with the expenditure involved, and for the reasons stated in Appendix Z 3, page 2485, the abandonment of this part of the project is recom- mended. The project, therefore, now in force contemplates the construc- tion of six reservoirs (at Winnibigoshish, Leech Lake, Pokegama, Sandy Lake, Pine River, and Gull Lake) and an equalizing canal be- tween Winnibigoshish and Leech Lake Reservoirs. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers Section covered. House or No. Congress. Session. Year. Page. Senate. Upper Mississippi and tributaries1........ House... 58 Thirty-ninth.. Second.. (2) Upper Mississippi River ........ . ... . 285 Forty-first ...... do... (2) Sites for reservoirs 3....... ......... Senate. 19,pt. 5 Forty-third ... do.... (2) Examination and survey of Minnesota House.. 76 ..... do.........do.... Pt. 1, 381 River.1 18751 Sources of Mississippi, St. Croix, Chippewa, .. do.... 54 Forty-fifth.... Third... 1879 3 1194 and Wisconsin Rivers.3 5 Reservoirs at headwaters of Wisconsin, St. Croix, and Chippewa Rivers to promote ...do... 49 ..... do...... Second.. (6) navigation on Mississippi River. Surveys of Mississippi, St. Croix, Chip- ... do.... 39 Forty-sixth....do.... 18801 1590 pewa, and Wisconsin Rivers. 1 Reservoirs at sources of Mississippi River Senate.. 48 ... do........ Third... 18811 1770 and tributaries. 1 Snake, Upper Red, and Minnesota Rivers, House... 22 ... do........ .do.... 1881 3 1825 reservoir at source of Rock River. 1. Cannon River Reservoir 3.. . .... Senate.. 36 Forty-seventh. First.... 1882 3 1833 Source of Minnesota, with view of adding ... do.... 30 Forty-eighth.._..do.... 1884 8 1632 to reservoir system. 3 Cannon River Reservoir s................ ... do.... 76 ..... do ........ ... do.... 1884 8 1634 Big Stone for reservoir a ................. House... 256 Fifty-third.... Third... 1895 3 2208 Chippewa Indians in Minnesota a7........ ... do.... 124 Fifty-second.. Second.. (4) Do...............................do.... 307 Fifty-third.... Third... (4) Do.7................................. ... do.... 133 Fifty-fourth... Second.. (4) Mille Lacs Lake 3......................... ...do.... 305 ..... do........ .. do.... 1897 ] 2170 Big Stone and Traverse Lakes for reservoir't ... do..... 134 Fifty-fifth .... ... do.... 1898 r 1834 Big Stone and Traverse Lakes for reservoir ... do.... 675 Fifty-sixth.... First.... 1900 3 2834 for Minnesota River. 3 Long Prairie River 3 ..................... do.... 97 ..... do........ Second.. 1901' 2361 1Contains maps. 2 Not on file. 3No maps. Not in annual report. SBasis of project adopted by Congress. SNot in Anmual Report, 1875-Appendix CC to Reports on Transportation Routes to the Seaboard. 7 These three are published together, No. 133/54/2 being the mark outside. 938 REPORT OF THE OHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports, etc.-Continued. Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Watchman's quarters, Chippewa Indian House.. 455 Fifty-sixth ... Second. (1) ....... Reservation. 2 Otter Tail Lake and River Red Lake and ... do. ... 539 Fifty-eighth... t..do.... 19042 2260 Red Lake River, and Big Stone Lake and Lake Traverse. 3 Bois de Sioux, Lake Traverse, and Big ... do.... 493 Sixtieth....... First....(1) ........ Stone Diversion.2 Canal between Winnibigoshish and Leech ... do.... 363 Sixty-first..... Second.. (1) ........ Lakes. 14 Minnesota River Storage Reservoir 2.........do.... 700 Sixty-second.. ...do... () ........ MilleLacs Lake and Onamia Lake, Minn., for reservoir.2 ...do.... 1364 .....do........ Third... (1) Report of Board of Engineers upon matters ...................................... Pt. 2, 1443 connected with operation of reservoirs at 1906. headwaters of the Mississippi River. 1Not in annual report. '4Basis of project adopted by Congress. 'No maps. ' Not published as a congressional document. 8Contains maps. During the year the dikes around Pine River Reservoir were com- pleted and the reservoir can now be utilized to its full capacity. The operating machinery for the lock gates at Sandy Lake Dam was installed. No work was done on the Gull Lake project, nor on that for the canal between Winnibigoshish and Leech Lake Reser- voirs. The total expenditure up to June 30, 1914, was $1,642,719.35, of which $656,805 was for original construction, $750,201 for renewal and maintenance, $154,150 for acquisition of land and flowage rights, including surveys; $1,355.67 for canal; and the remainder for operat- ing expenses, damages, and contingencies. The project as a whole is about 96 per cent completed. The only remaining work is the construction of the canal between Winnibi- goshish and Leech Lake Reservoirs, and the ditches connecting Long, Round, and Gull Lakes. The work is being carried on by hired labor with Government plant. Under the project five timber dams were built-at Lake Winnibi- goshish, Leech Lake, Pokegama Falls, Pine River, and Sandy Lake. These have been rebuilt ,in concrete. A concrete dam has also been constructed at Gull Lake and the reservoir is in operation. Title to 6,122 acres of land has been acquired and flowage rights on 10,214 acres, including 955 acres for the Gull Lake Reservoir. 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. For commercial statistics reference should be made to the reports for "Mississippi and Leech Rivers, Minn.," and "Mississippi River between Brainerd and Grand Rapids, Minn." RIVER AND HARBOR IMPROVEMENTS. 989 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 steam- boat freight rates to river points below St. Paul are in general about one-third lower than those of the railroads. Some portion of this reduction is doubtless due to the reservoirs. No additional appropriations are needed for expenditure during the fiscal year ending June 30, 1916. GENERAL IMPROVEMENT. July 1, 1913, balance unexpended---------------------------$23, 276. 97 June 30, 1914, amount expended during fiscal year for works of im- provement -- ----------------------------------------- 8, 719. 78 July 1, 1914, balance unexpended-------------- -------------- 14, 557.19 July 1, 1914, outstanding liabilities ----------------------- 430. 18 July 1, 1914, balance available------------------------------- 14, 127. 01 CONSTRUCTION OF GULL LAKE RESERVOIR. July 1, 1913, balance unexpended___ ---------------------------- $10, 613. 78 June 30, 1914, amount expended during fiscal year for works of im- provement----------------------------------------------- 35. 61 July 1, 1914, balance unexpended --------------------------- 10, 578. 17 July 1, 1914, outstanding liabilities---- ----- 154. 00 July 1, 1914, balance available------.. ----------------------- 10, 424.17 CANAL BETWEEN LAKE WINNIBIGOSHISH AND LEECH LAKE. July 1, 1913, balance unexpended-- ------------------------- $69, 844. 33 July 1, 191.4, balance unexpended -------------------------- 69, 844. 33 CONSOLIDATED. July 1, 1913, balance unexpended------------------------------ $103, 735. 08 June 30, 1914, amount expended during fiscal year, for works of improvement----------- ------- ------------------------- 8, 755. 39 July 1, 1914, balance unexpended-------_ --------------------- 94, 979. 69 July 1, 1914, outstanding liabilities---------------------------- 584. 18 July 1, 1914, balance available-- .---------------------------- 94, 395. 51 (See Appendix Z 3.) 4. Operating and care of reservoirs at headwaters of Mississippi River.-Before 1894 the expenses of operation were paid from the appropriations for construction. By act of August 18, 1894, the "care, preservation, and maintenance," of the reservoirs were in- cluded under the appropriation for " Operating arid 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 940 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. payment of salaries to dam tenders, telephone operators, 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 pur- poses. For rules governing operations see Report of the Chief of Engineers for 1910, part 1, page 635. During the year the reservoirs were operated and necessary repairs made to the dams, dikes, buildings, and lines of communication. The office buildings at Winnibigoshish and Leech Lake Dams were completed. The total amount expended up to June 30, 1914, was $487,771.14, of which $33,221.90 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, for 1905, page 1678; and 1913, page 2427. For break in Pine River Reservoir see Annual Reports of the Chief of Engineers for 1896, page 1844, and for 1897, page 2144. For dia- grams 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 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 4.) 5. Mississippi and Leech Rivers, Minn.-The portion of the Missis- sippi River included in this improvement flows in a southeasterly direction from Winnibigoshish to Pokegama Dams, a distance of about 65 miles, Leech River is about 27 miles in length and flows easterly to the Mississippi River, its mouth being about 25 miles below Winnibigoshish Danm. Both rivers are navigable over the en- tire stretch. Navigation below Pokegama Dam is not practicable on account of rapids just below the dam, although small boats can be locked through by using the log sluice. At Winnibigoshish boats up to 50 feet long by 11-feet beam can be locked through the log sluice into Lake Winnibigoshish, and at high stages go on to Cass Lake village, about 35 miles away. At low stages the limit of navigation is the mouth of Cass River, about 16 miles above the danm. At pres- ent it is not practicable to pass boats through Leech Lake Dam. Pokegama Dam is about 2,300 miles above the mouth of the Missis- sippi River. The navigable depth on both rivers varies from nothing up to 5 feet, being dependent almost entirely upon the discharges from Winnibigoshish and Leech Lake Reservoirs. At a bank full stage the depth is about 4 feet. Channel widths average about 150 feet, but in some places are less than 100 feet. The streams are very tortuous, with sharp bends, thus making navigation difficult for the larger boats. RIVER AND HARBOR IMPROVEMENTS. 941 The project was adopted by Congress in the river and harbor act of March 4, 1913, and is contained in House Document No. 1223, Sixty-second Congress, second session.' Its purpose is to improve the channels between the upper reservoirs and Pokegama by dredging and straightening, and by closing up auxiliary channels where neces- sary, so as to increase the velocity of flow and prevent overflow of the banks. This is expected to materially increase the efficiency of the reservoir system and also develop local freight and passenger traffic. The estimated cost is $296,000, and $15,000 annually for maintenance. There has been no modification of the project. During the year plans were prepared for the dredging fleet and construction commenced. The work is being carried on by hired labor with Government plant. The expenditures to June 30, 1914, were $6,910.48. No part of the project had been accomplished up to June 30, 1914. The maximum draft that could be carried at that time was 2 feet on the Mississippi River above Leech River, and 4 feet below there; on Leech River it was 1 foot, the discharge from Winnibigoshish Reservoir being 600 cubic feet per second and that from Leech Lake Reservoir 100 feet. The usual variation of level of water surface is 5 feet. For convenience this improvement is divided into three sec- tions: (1) Mississippi River from Pokegama Dam to the mouth of Leech River, 40.3 miles, navigable at all stages; (2) Mississippi River from the mouth of Leech River to Winnibigoshish Dam, 24.6 miles, not navigable at low stages on account of a stretch of bowlder rapids a short distance below Little Winnibigoshish Lake; and (3) Leech River from its mouth to Leech Lake Dam, 27.1 miles, naviga- ble at all but very low stages. Cass Lake, about 35 miles above Win- nibigoshish Dam, may be considered the head of navigation of this portion of the Mississippi River at high stages; at ordinary stages the head is the mouth of Cass River, about 16 miles above the Winni- bigoshish Dam. Leech Lake Dam is the head of navigation on Leech River. The commerce on this section consists principally of loose logs and rafts of poles, posts, and railway ties, which are floated down the rivers and out of Pokegama Lake. During the calendar year 1913 the total was 44,000,000 feet b. m., weighing about 200,000 short tons and valued at about $800,000. There were three steamboats operated, from 7 to 25 tons burden, besides a number of gasoline launches, both commercial and pleasure craft. When the improvement is com- pleted, it is expected that a local freight and passenger business will develop, as it will then be possible to operate boats successfully during the log-driving season, which at present is impracticable on account of frequent log jams caused by the insufficient carrying capacity of the rivers. It is not likely that the improvement will have any effect on freight rates, as the traffic affected would be local and very small. It is proposed to apply the amount estimated for expenditure dur- ing the fiscal year 1916 to continuing the work of dredging the chan- nels and closing up auxiliary channels. 1 Contains maps. 942 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended--------------------------- $116, 000. 00 June 30, 1914, amount expended during fiscal year for works of improvement ----------- -------------------------------- ,910. 48 July 1, 1914, balance unexpended--------------------------- 109, 089. 52 July 1, 1914, outstanding liabilities.--------------------------- 2,016. 81 July 1, 1914, balance available ----------------------------- 107, 072. 71 Amount (estimated) required to be appropriated for completion of existing project -------------------------------------- 1180, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement----------------------- 160,000. 00 (See Appendix Z 5.) 6. Mississippi River between Brainerd and Grand Rapids, Minn.- This stretch of the Mississippi River is 180 miles in length, and it is navigable all its length. At each end, however, is a power dam with- out lock, which prevents its use for navigation in connection with other stretches of the river. The general direction of its flow from Grand Rapids to Brainerd is southwesterly. Brainerd is about 2,100 miles above the mouth of the river. In its original condition the river was greatly obstructed by snags, bowlders, and overhanging trees, and steamboat navigation was Im- practicable except at high stages. At low water the navigable depth was not more than 1 feet and the channel not more than 100 feet wide in places. 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 "Re s ervoirs at headwaters of Mississippi River," and during the fiscal years 1902 to 1909, inclusive, was included in annual reports for that work. Under this project $19,000.96 was expended. As a result the channel tetween Brainerd and Grand Rapids was greatly improved by re- moval of snags and overhanging trees, bowlders, etc., but had again deteriorated. The river and harbor act approved June 25, 1910, adopted 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 mean low water between Brainerd and Grand Rapids by means of dredging, wing dams, cut-offs, and the removal of snags and overhanging trees, in accordance with plan printed in House Docu- ment No. 607, Sixty-first Congress, second session.2 The project has not been modified. The estimate is increased to $30,555 on account of the increased cost of the plant over that originally estimated, and also because the nature of the material dredged was such as to cost more than had been expected. The sum of $2,000 should be provided annually for maintenance. 1 Exclusive of the balance unexpended July 1, 1914. SN o maps. RIVER AND HARBOR IMPROVEMENTS. 943 References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Third subdivision of Mississippi River 11... Senate.. 307 Forty-third... First........... Third subdivision of Mississippi route 2..... do ... 19,pt. 6 .... do......... Second.. (3) . Source to Falls of St. Anthony 1........ House.. 49 Forty-fifth... ... do..... () . Floods, Sandy Lake to Brainerd 4..... .. do..... 113 Fifty-sixth......do..... 1 1901 2343 Prevention of overflows, 1 Mississippi River ... do..... 42 Sixty-first .... do..... (8) in Aitkin County. Survey, Brainerd and Grand Rapids 12......do..... 607 ..... do...... ... do..... () ........ Removal of ledge at or near Pine Knolll ..... do..... 282 Sixty-second.. ... do..... (3) ........ 1 No maps. 3 Not in annual report. 2 Basis of project adopted by Congress. 4 Contains maps. During the year the hull of the dredge Oriole was overhauled and repaired, the work being done by hired labor with Government plant. This work was necessary for maintenance. On account of insuffi- cient funds no work of improvement was done. The amount expended under the project to June 30, 1914, was $22,506.76, of which $806.93 was for maintenance. The amount expended to June 30, 1914, on all projects was $41,507.72. The project is now about 71 per cent completed. The project depth of 32 feet at mean low water has been attained and about 30 miles of the channel cleared of snags and overhanging trees. Steamboat navi- gation is now possible at all stages, but is dangerous in places on account of snags and overhanging trees. the maximum draft that can be carried at low water on the Missis- sippi 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 actual draft that could be carried on June 30, 1914, was 10 feet, the river being at a flood stage, or 3.5 feet at ordinary low water. The usual variation in level is about 10 feet. Cass Lake, 283 miles above Brainerd, is the head of navigation. During the calendar year 1912 there were operated on this stretch of the river the steamboat Lee, 30 tons, and several smaller boats, from 5 to 15 tons each. The miscellaneous freight carried aggregated 800 short tons, and its value was about $50,000. There were about 700 passengers carried. In addition there were floated down the river about 100,000,000 feet b. m. of loose logs and rafts of lumber, cedar poles, ties, and pulp wood, aggregating 450,000 short tons and valued at $2,000,000. 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 proposed to expend the amount estimated as a profitable ex- penditure during the fiscal year 1916 in the removal of snags and cutting of overhanging trees along the banks. 944 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended----------------------------- $855. 17 June 30, 1914, amount expended during fiscal year, for maintenance of improvement----------------------------------------------- 806.93 July 1, 1914, balance unexpended---------------------------- 48. 24 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------------- 4,000. 00 Amount available for fiscal year ending June 30, 1915-------------- 4,048. 24 Amount (estimated) required to be appropriated for completion of existing project--------------------------------------- _ 14, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance--------- 16,000. 00 (See Appendix Z 6.) 7. St. Croix River, Wis. and Minn.--The source of the St. Croix is in small lakes in northern Wisconsin. The river is about 160 miles in length, flowing generally in a southerly direction and emptying into the Mississippi River at Prescott, Wis. It is navigable from its mouth to Taylors Falls, Minn., a distance of about 52 miles. Navi- gation above that is interrupted by power dams. Before improvement 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 project as modified 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 Still- water. This was to be done by means of dredging in Lake St. Croix and at Stillwater and by dredging and contracting works above Lake St. Croix. The estimate of cost, as finally modified, was $136,700. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House , or No. Congress. Session. Year. Page. Senate. Upper Mississippi and tributaries 2........ House... 58 Thirty-ninth.. Second.. (3) Upper Mississippi River 4........._..... .. do.... 247 Fortieth..........do....() _...... St. Croix and Chippewa 4 5................do.....75,pt. 6 Forty-third.....do.... 18754 372 Sources of Mississippi, St. Croix, 4 Chip- ..do..... 54 Forty-fifth... Third... 18794 1194 pewa. and t isconsin Rivers. Surveys of Mississippi, St. Croix, 2 Chip- ... do..... 39 Forty-sixth... Second.. 1880 2 1590 pewa, and \'isconsin Rivers. Taylors Falls to Prescott 4-............... I...'do ... 40 .... do..........do.. . 1880' 1661 Reservoirs at2 sources of Mississippi and Senate.. 48 .....do.........Third... 1881 2 1770 tributaries. Harbor at Hudson 4 .....................House... 268 Fifty-first..... Second.. 1891 4 2218 Lake Superior, Mississippi Canal 2...........do..... 330 Fifty-fourth... First.... 1896 4 2390 Do. 4................. ............... ..do:.... 69 Fifty-sixth...... do..... 19004 3613 Stillwater to Taylors Falls4................ 104 ... do...........do..... 1900 4 2836 Taylors Falls to mouth 4............ do... 686 Fifty-ninth....... do..... (6) do..... 304 Lake Superior,4 Mississippi Canal, by way ... Sixty-first..... Second.. ( .) of St. Croix. Afton 2... ............ ...... . ... do..... 422 Sixty-second.....do..... (s) 1Exclusive of amount available 3None on file. 5Basis of project adopted by Congress, for fiscal year 1915. 4No maps. 6Not in annual report. 2Contains maps. RIVER AND HARBOR IMPROVEMENTS. 945 No work was done during the year. The expenditures were on account of examinations at various points. The amount expended to June 30, 1914, was $156,488.11, of which the amount spent since 1900, $25,407.62, was for maintenance only. The project was completed in 1900. Since that time work of maintenance has been done. The appropriations have not been suf- ficient 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 maximum draft that could be carried June 30, 1914, at low water was 4 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 navi- gation 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 1913, their weight being about 207,000 short tons and their value about $920,000. About 8,000,000 feet b. m. of manufactured lumber were rafted below Stillwater, the weight being about 12,000 short tons and the value about $250,000. The steamer Morning Star operated between the mouth and Still- water in connection with her trips between Davenport, Iowa, and St. Paul. About 1,700 passengers were carried, but no freight. In addition there were 5 steamboats engaged in towing logs and lumber rafts between Stillwater and the mouth. The work done has had no effect on freight rates. July 1, 1913, balance unexpended- $2, 080. 96 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ----------------------------------- ----- 4. 07 July 1, 1914, balance unexpended----------------------------- 2, 076. 89 (See Appendix Z 7.) 8. Minnesota River, Minn.-This river has its source in South Dakota, about 35 miles from Browns Valley, Minn. It is about 400 miles in length, its general direction of flow being easterly, and it empties into the Mississippi River at St. Paul, Minn. Before improvement the ruling low-water depth at the entrance to Minnesota River was not more than 2 feet. From the mouth to Shakopee, a distance of 23.7 miles, there was a least low-water depth of 7 feet, and from Shakopee to Little Rapids, 11.8 miles, a least depth of 3 feet. From Little Rapids to Mankato, a distance of 78.2 miles, the river was navigable only at the higher stages. Above Mankato navigation was possible only at very high water. Along the entire course the channel was obstructed by bowlders, snags, and overhanging trees. The project, adopted in 1867, provided for the removal of snags, bowlders, etc., from Yellow Medicine River to the mouth, a distance of 237 miles. The estimate of cost was $117,000. In 1893 the project was modified to include the construction of a low-water dam across 60993 -ENG 1914---60 946 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the mouth of the river at Pike Island and the excavation of a new channel through Fort Snelling Chute at the head of Pike Island. When the Minnesota River is low, the Mississippi River, at the head of Pike Island, is ordinarily higher than the Minnesota, and the object of the dam and new channel was to raise the level of the Minnesota 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. 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. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Nicollet's examination of the hydro- Senate.. 237 Twenty-sixth. Second.. (1) ....... graphic basin of the upper Mississippi, 1836-1839. Upper MiSsissippi and tributaries 28....... House... 58 Thirty-ninth......do..... (4) Upper Mississippi River .................. .. do.... 247 Fortieth.........do..... (4) Exam ation and survey of Minnesota .. do.... 76 Forty-third... ... do..... 2 )1875, 381 Source for reservoir ..................... Senate.. 30 Forty-eighth.. First.... 1884 5 1632 Belle Plaine ............................ do..... 76 ..... do......... ... do..... 1884 5 1637 Mississippi, Minnesota, and Red Rivers 2.. House... 158 Fiftieth..........do..... 1880 2 1560 Red Lake and tributaries 2 and Big Stone, ... do.... 127 Fifty-second ... do..... 1892 5 1853 dams or such. Mouth ................................. ... do....249rep. Fifty-third.... Second.. (6) Minnesota and Red 2..................... do..... 1335 ..... do......... ... do..... () Big Stone for reservoir 5................. do..... 256 ..... do......... Third... 1895 5 2208 Belie Plaine and Mankato 5.............. .. do... 271 ..... do........ do..... 1895 5 2206 Big Stone and Traverse for reservoir 2........do... 134 Fifty-fifth..... Second.. 1898 5 1834 St. Peter 2.. ......... .... do..... 78 Fifty-sixth.... First.... 1900 5 2840 Big Stone and Traverse for reservoir for . .. do..... 675 ..... do......... ... do..... 1900 5 2834 Minnesota River.5 Otter Tail Lake and River Red Lake and ... do..... Red Lake River,2 and Big Stone and 539 Fifty-eighth... Second.. 1904 5 2260 Lake Traverse. Bois de Sioux River, Lake Traverse, and ... do..... 493 Sixtieth....... First.... (6) Big Stone Lake diversion.5 Storage reservoirs ............. . ............. do..... 700 Sixty-second.. Second.. (6) Snake, Upper Red, and Minnesota Rivers, ... do..... 22 Forty-sixth... Third... 1881 5 1825 reservoirs at sources of Rock.2 1 Previous to annual report. 8 Basis of project adopted by Congress. * No maps. 2Contains maps. 4 None on file. e Not in annual report. No work was done during the year. The amount expended to June 30, 1914, was $144,327.47, of which $12,828.22 was for maintenance of existing improvements. The project was completed in 1895. Appropriations since 1896 have been very small and irregular, and have all been applied to the maintenance of the improvement at or near the mouth of the river. The maximum draft that could be carried to Shakopee June 30, 1914, was 3 feet. 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. Above Le Sueur the act of Congress approved March 15, 1904, permits the erection of fixed bridges with minimum clearances at RIVER AND HARBOR IMPROVEMENTS. 947 ordinary low water as follows: Horizontal, 40 feet; vertical, 20 feet between Le Sueur and Mankato, and 15 feet between Mankato and Big Stone Lake. The stream is at present used by excursion steamers and gasoline launches only, between its mouth and Chaska, Minn., a dist: nce of about 27 miles. The improvement of the Minnesota River has as yet had no effect on freight rates, as vessels of commercial size have not been able to enter it. For historical sketches see Annual Report of the Chief of Engi- neers 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. For act of Congress approved March 15, 1904, authorizing fixed bridges above Le Sueur, see Annual Report of the Chief of Engi- neers for 1904, part 4, page 4241. July 1, 1913, balance unexpended------------------------------- $1, 851. 21 July 1, 1914, balance unexpended-----------------------------1, 851. 21 (See Appendix Z 8.) 9. Red River of the North, Minn., and N. Dak.-This river has its source at the confluence of the Bois de Sioux and Otter Tail Rivers at Breckenridge, Minn. From there it flows in a northerly direction into Canada. Its length from source to international boundary is about 400 miles. In this project is included Red Lake River, which has its source at the outlet of Red Lake and flows in a westerly direction to the Red River of the North at East Grand Forks, Minn. Its length is about 180 miles. 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. Red Lake River from the head of Red Lake to Thief River Falls, a distance of 120 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 obtaining channels as follows: Breckenridge to Moorhead, 97 miles, a channel capable of being navigated during high and medium stages of water. Moorhead to Grank 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 948 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. This addition to the project is completed. The project at present in force contemplates channels of the dimen- sions given above from Breckenridge to the Canadian frontier, at an estimated cost of $310,000. It has never been more than two-thirds completed. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Moorhead to Pembina 1 2..............R.. House... 192 Forty-third... First.... P1 } 295 Snake, upper Red, and Minnesota 3 Reser- ... do..... 22 Forty-sixth... Third... 18811 1825 voirs at sources of Rock. . .. . ..... Mississippi Minnesota, and Red 3 ..... do 158 Fiftieth....... First... 1888 3 1560 Lock and dam at Goose Rapids 1...... .. do..... 292 Fifty-first..... Second.. 1891 1 2220 Red River and 3tributaries, and Big Stone, ... do..... 127 Fifty-second.. First.... 18921 1853 dams or such. . . . . . . . . . . . . . . . . . . . Minnesota and Red 3 . do .. 1335, Fifty-third.... Second.. (4) rept. Big Stone for reservoir 1...... ............ do..... 256 ..... do ........ Third... 1895 1 2208 Dam outlet of Red Lake 1..................do..... 306 Fifty-fourth... Second.. 1897 1 2173 Dam at outlet of Otter Tail Lake 1-...........do..... 325 .... do....... do..... 1897 z 2172 Big Stone and Traverse for reservoir 1..... ... do..... 134 Fifty-fifth.. ... do..... 1898 1 1834 Repress floods and prevent undue erosion ... do..... 67 Fifty-sixth.... First.... 19001 2843 of banks, Red River.' Dam at outlet of Red Lake ....... ...... do..... 671 ..... do........ do.... 19001 2829 Dam at outlet of Otter Tail Lake 1.........do .... 672 .. do........ ... do..... 1900 1 2831 Big Stone and Traverse for Minnesota -.. do.... 675 ..... do..........do..... 19001 2834 Reservoir.' Otter Tail Lake and River, Red Lake and ... do..... 539 Fifty-eighth... I Second.. 19041 2260 Red Lake River, 3 and Big Stone and Lake Traverse. Fargo to boundary 1.................do.... 416 Fifty-ninth.... First.... (4) ...... Red 1 .............. ........ ... do.... 400 Sixtieth..... ... do..... (4) Bois de Sioux, Lake Traverse, and Big ... do..... 493 ..... do........ ... do..... (4) ........ Stone diversion.' Lake Traverse, removing obstruction 3.. do..... 1391 Sixty-first..... Third... (4) Red and headwaters, reservoirs 3............ ..... 616 Sixty-second.. Second.. (4) ........ 1No maps. 2Basis of project adopted by Congress. 3 Contains maps. 4Not in annual report. During the year the channel in the vicinity of Grand Forks was dredged where necessary, upward of 64,000 cubic yards being removed. The total amount expended to June 30, 1914, was $372,778.24, of which $70,524.14 was for maintenance. The work is being carried on by hired labor with Government plant. 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- RIVER AND HARBOR IMPROVEMENTS. 949 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 maximum draft that could be carried on June 30, 1914, north of Bellmont was 3 feet at ordinary low water. The usual variation of water surface is 25 feet; the maximum variation, 49 feet. In recent years the principal use of the Red River has been to receive grain from the farmers along the river and transport it to Grand Forks and Oslo, to be there shipped by rail to market. Quite a business was done, and many farmers were thus assisted in getting their grain to market. There were in this service two steamboats and a fleet of grain barges. Elevators for transfer from barge to car were operated at Grand Forks and Oslo, and a system of ware- houses was maintained along the river where the farmer could store and load his wheat. The freight arrangement, however, was such that the farmer paid the same rate whether he shipped by river or by rail. The river-and-rail rate to Minneapolis or Duluth was the same as the rail rate from the local station to destination. If wheat was shipped by river, the boats and railroads divided the rate. This arrangement gave the river farmer the advantage of wagon haul to the river rather than to the railroad, where the distance to the river was less. One of the steamboats was sunk in 1912 and has never been replaced. The transportation company sold out its remaining steamer and 11 barges in 1912. Since that time none of them have been in operation. Owing to lack of business, the company owning the farmers' warehouses along the river has removed them, and there are no means left for handling this commerce except the fleet and the terminal elevators. Since the season of 1911 (when the freight amounted to less than 3,000 tons) there has been no freight handled on the Red River, and nothing has navigated it but power boats, almost entirely for pleasure. In view of this situation there appears little to justify the annual expenditure for maintenance as now pro- vided. Unless the boats now available on the river make some at- tempt to utilize the river for commercial navigation, a recommenda- tion for the abandonment of further expenditure will be considered. Red Lake River is navigable from Thief River Falls to the head of Red Lake, a distance of 120 miles. The maximum draft that could be carried on June 30, 1914, was 3 feet. Below Thief River Falls the river is not navigable. The usual variation of level is about 3.5 feet; the maximum variation about 6 feet. 950 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. There was no commercial navigation on Red River during the calendar year 1913. About 27,000,000 feet b. m. of logs were floated down Red Lake River during the season of 1913, their weight being 120,000 short tons, and their value $428,000. There were five steamboats and two gasoline launches on Red Lake, engaged in hauling logs to the outlet and carrying miscella- neous freight. This last item aggregated 576 tons, valued at $34,500. It is proposed to apply the available funds in dredging near Grand Forks, N. Dak., and removing snags and other obstructions. 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 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. July 1, 1913, balance unexpended______________________________ $19, 180. c7 June 30, 1914, amount expended during fiscal year, for mainte- nance of improvement 6, 336. 11 July 1, 1914, balance unexpended-__ 12, 844. 76 July 1, 1914. outstanding liabilities____ ______ 762. 40 July 1, 1914, balance available _ 12, 082. 36 (See Appendix Z 9.) 10. Warroad Harbor and Warroad River, Minn.-Warroad Har- bor is on Warroad River, about 1 mile from its mouth. The river empties into Lake of the Woods at its southwestern extremity. It is about 26 miles west from the harbor at Zippel Bay and 36 miles west from the mouth of Rainy River, both of which are on Lake of the Woods. Before improvement there was a good natural harbor of moderate depth at the mouth of Warroad River. Between this harbor and the lake there was a bar having a least depth of 3.5 feet at ordinary lake stage (7.2 feet on the gauge), and at the mouth of the river there was 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, r so much thereof as might be necessary, for improving the mouth of Warroad River, Minn. Nothing was done under this appropriation beyond maki1,g an ex- amination and survey. The original project was adopted in 1902, and provided for build- ing 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 RIVER AND HARBOR IMPROVEMENTS. 951 plan printed in House Document No. 703, Sixty-first Congress, sec- ond session, 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 river and harbor act of July 25, 1912, again modified the project so as to provide for deep- ening the channel by securing and maintaining a depth of 8 feet, $10,000 being appropriated therefor. The existing project, therefore, is for dredging and maintaining a channel from the steamboat landing or new harbor into the lake, 8 feet deep at low water, and a turning basin within the harbor of the same depth at an estimated cost of $98,700, with $2,000 annually for maintenance. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Preliminary examination and design for House... 92 Fifty-sixth .... Second.. 1901 2356 bench mark.x . . 3 ............................ Report of board .. . . . . . . . . . . . . . . . . . . . . do..... 396 Fifty-eighth..... do..... 1904 3 2253 Rainy River 3 .... . . . . . . . . . . . . .. ....... . do..... 431 Fifty-ninth... First.... (4) Mouth of Rainy River ... ... do 455 Sixty-first.... Second.. 4) ........ Warroad Harbor . . . . 5 . 3................. . . . . . . . . . . . . . . . . . .... . do..... 703 ..... do...... ... do .... 4) Rainy Lake .. .do..... 723 723 ..... .do do....... .. do..... (4) ........ Big and Little Fork Rivers 3...............do 215 Fifty-ninth... do..... (4) 21 Contains maps. 3 No maps. Basis of project adopted by Congress. 4Not in annual report. During the year the work of deepening the dredged channel and turning basin was carried on, a total of 80,000 cubic yards being removed. The total amount expended to June 30, 1914, was $108,060.22, of which $28,340.74 was for maintenance. The work is being carried on by hired labor with Government plant. The project may be said to be 80 per cent completed. Nothing very definite, however, can be said of the improvement until a definite low-water level of the Lake of the Woods has been adopted by the International Joint Commission, which now has the matter under consideration. The maximum draft that could be carried on June 30, 1914, was 8 feet, with a lake level of 7.5 feet. The head of navigation on Warroad River is at the steamboat landing about a mile above the mouth. The usual variation in water level is about 3 feet and the maximum 6 feet. 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 1913 the commerce amounted to 2,764 short tons of miscellaneous freight and 10,590 passengers carried. About 23,000 short tons of lumber and cedar poles were towed across the Lake of the Woods. The value of the freight handled was about 952 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. $430,000. The foregoing were carried by 6 steamboats, 16 gasoline launches, and 2 sailboats. This improvement has no effect on railroad freight rates. There are no railroads in competition with steamers on the lake. The amount estimated for the fiscal year 1916 will be applied to dredging in accordance with the project. July 1, 1913, balance unexpended ---------------------------- $12, 127. 87 June 30, 1914, amount expended during fiscal year for works of im- provement _---------------------------- 6,288. 09 July 1, 1914, balance unexpended-------. ______________ 5,839. 78 5__ July 1, 1914, outstanding liabilities------------------------------ 654. 50 July 1, 1914, balance available_____________________________ . 5, 185. 28 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 -------------------- 2, 000. 00 Amount available for fiscal year ending June 30, 1915___ __ -____ 7,185. 28 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ___- ____ 12, 000. 00 -___________ (See Appendix Z 10.) 11. Zippel Bay, Lake of the 1Voods, Minn.-Zippel Bay is situ- ated on the southern shore of the Lake of the Woods, about 26 miles by water east of Warroad Harbor and about 10 miles west of the mouth of Rainy River. Before improvement the natural harbor at the inner end of Zippel Bay was connected with the bay by a long, tortuous channel about 75 feet wide, varying in depth from 4 to 6 feet. The river and harbor act of February 27, 1911, adopted a project for improvement which contemplates dredging a channel through the bar separating the harbor from the bay 200 feet wide and 10 feet deep at mean summer level of Lake of the Woods (7.2 feet on the Warroad gauge), and building a jetty 2,800 feet long for the protection of this channel, and also to serve as a breakwater for an outer anchorage area. the estimated cost being $27,781, and $1,000 annually for maintenance. See House Document No. 1276, Sixty- first Congress, third session.2 This project has never been modified. During the year the jetty was completed. The work is being carried on by hired labor with Government plant. It is only 2,200 leet long instead of 2,800 feet as originally planned. Developments after construction commenced showed that the shorter length was all that was necessary and would be of greater aid to navigation than the project length. The amount expended to June 30, 1914, was $27,940.86. The project is completed and the work done has resulted in mak- ing the harbor available for boats navigating Lake of the Woods. The maximum draft that could .be carried June 30,1914, was 10 feet, with a lake level of 7.6 feet. Zippel River flows into the bay and is navigable for boats of light draft for a distance of 5 miles above the mouth. The usual varia- tion of water level is 3 feet, with a maximum of 6 feet. 1Exclusive of amount available for fiscal year 1915. SContains map. RIVER AND HARBOR IMPROVEMENTS. 953 During the season of 1913 the commerce consisted of 730 short tons of fish and miscellaneous freight, valued at $110,000. About 17,000 tons of cedar poles and logs were towed to various points on the lake, their value being about $40,000. About 1,800 passengers were carried to various points on the lake and Rainy River. Three steamboats, nine gasoline launches, and two sailboats were used in handling this commerce. There is no railroad near Zippel, and the improvement, therefore, has no effect on rail freight rates. It is proposed to apply the amount estimated as a profitable ex- penditure during 1916 to maintenance. July 1, 1913, balance unexpendeden e-_ $4, 912. 95 June 30, 1914, amount expended during fiscal year for works of im- provement _-----_------------------__ 4, 072. 81 July 1, 1914, balance unexpended----------------------------------840. 14 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------------- 1, 000. 00 Amount available for fiscal year ending June 30, 1915---------__ _ 1, 840. 14 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_--------------------_ 1, 000. 00 (See Appendix Z 11.) 12. Lake Traverse, Minn. and S. Dak.-Lake Traverse is situated in the northeast corner of South Dakota and forms part of the boundary line between that State and Minnesota. It is the source of the Bois de Sioux River, which in turn is one of the sources of the Red River of the North. It is about 25 miles long, lying generally northeast and southwest, and has an average width of 12 miles. It is divided by narrows into an upper and lower basin, 19 miles and 6 miles long, respectively. The upper or main basin is in good navigable condition, with ample depth of water except for cer- tain bowlder reefs, which are dangerous at night or in fogs. Noth- ing is needed here beyond suitable channel marks. The lower basin is in large part shallow and obstructed by aquatic vegetation, but there are winding channels with depths in most places of from 5 to 7 feet. The channel between the two basins is about a mile long, wind- ing, 3 to 5 feet deep, and not less than 100 feet wide except in one place, where the width is 20 feet. This is an effective bar to naviga- tion on the lower basin except for rowboats. The original and existing project is contained in House Document No. 1391, Sixty-first Congress, third session, which contains a map of the locality. It provides for dredging a channel through the narrows about 11,500 feet long, 50 feet wide at bottom, with side slopes of 2 on 1, and 4 feet deep at mean low water. The estimate of cost is $7,510. This project was adopted by the river and harbor act of July 25, 1912. There has. been no modification of this project, but circumstances have arisen which necessitate a greatly increased estimate of the cost of the work. It appears that a drawbridge must be provided where the canal crosses a roadway, and that the dredging can not be done at the figure originally estimated, on account of the isolation of the locality. These considerations have necessitated the increase SExclusive of amount available for fiscal year 1915. 954 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of the estimate to $23,800 aside from any maintenance cost, of which only $7,400 is available. This so greatly modifies the conditions under which the project received approval that a review of the report in House Document No. 1391, Sixty-first Congress, third session, is recommended. The amount expended to June 30, 1914, was $91.83. The maximum draft that could be carried June 30, 1914, was 3 feet. The principal points on the lake are Browns Valley, Minn., at the south end, and Diamond, S. Dak., on the west side, about 9 miles from the north end. The commerce during the calendar year 1913 consisted of 7,600 tons of freight, mostly grain, valued at $218,000. This was handled by a 35-ton gasoline launch and three barges of 66, 90, and 180 tons capacity. Besides the above a considerable passenger business was done, but no record was available. July 1, 1913, balance une sEpended-------------------------------- $7, 418. 17 July 1, 1914, balance unexpended------------ --------------------- 7, 418. 17 (See Appendix Z 12.) 13. Survey of Otter Tail Lake and Otter Tail River and Red Lake and Red Lake River, Minn., and of Big Stone Lake and Lake Trav- erse, Minn. and S. Dak.-The river and harbor act approved June 13, 1902, provided for the continuation of these surveys, 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 submitted in April, 1900, and are printed in the Annual Report of the Chief of Engineers for 1900, pages 2828- 2836. A final report was submitted August 11, 1903, and printed in the Annual Report of the Chief of Engineers for 1904, page 2260 et seq. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of E ngineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Red River and tributaries, and Big Stone House... 127 Fifty-second.. First.... 1892 1853 dams or such.' Minnesota and Red Rivers 1............ ... do.....1335, Fifty-third.... Second.. (3) . Rept. Big Stone for reservoir 2............... . ... do... 256 ..... do....... Third... 1895 2 2208 Dam at outlet of Red Lake 2............do... 2 . . . . . . . . 306 Fifty-fourth... Second.. 1897 2 2173 Dam at outlet of Otter Tail Lake ... do..... 325 ..... do...........do..... 1897 2 2172 Big Stone and Traverse for reservoir 1........ do..... 134 do..... 1898 2 Fifty-fifth...... ... 1834 Dam at outlet of Red Lake 2.............do..... 671 Fifty-sixth... First.... 1900 2 2829 Dam at outlet of Otter Tail Lake 2......... do ... 672 ..... do........ ...do.... 1900 2 2831 Big Stone and Traverse, reservoir for Min- ...do..... do..........do..... 675 ..... 1900 2 2834 nesota River. Otter Tail Lake and River, Red Lake and ...do..... 539 Fifty-eighth Second.. 1904 2 2260 Red Lake River,1 and Big Stone and Lake Traverse. Bois de Sioux, Lake2 Traverse, and Big ... do..... 493 Sixtieth...... First....() ....... Stone diversion. Red Lake River between 2 Thief River Falls ... do..... 483 Sixty-first..... Second.. (3) and Red Lake. Lake Traverse, removing obstructions 1..... do.... 1391 .... do........ Third... (5) 1Contains maps. 3 Not in annual report. "No maps. 4Basis of project adopted by Congress. RIVER AND HARBOR IMPROVEMENTS. 955 Amount expended on all projects to June 30, 1914, $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, 1913, balance unexpended-------------------------------$8, 206. 72 July 1, 1914, balance unexpended---- __----------_ 8, 206. 72 (See Appendix Z 13.) 14. 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 con- ditions justified the expenditure. For location of gauges, see map facing page 1832, Report of the Chief of Engineers for 1898. Tables showing relation of rainfall to run-off in the Mississippi Valley above St. Paul are printed on page 2169, Report of the Chief of Engineers for 1897. The slope of the Mississippi River between Minneapolis and St. Paul is shown in the Report of the Chief of Engineers for 1900, page 2823. The amount expended to June 30, 1914, was $8,281.30. (See Appendix Z 14.) EXAMINATIONS AND SURVEY MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT OF JULY 25 1912. Reports on preliminary examinations and survey required by the river and harbor act of July 25, 1912, 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 Baudette Harbor and River, Minn.-Reports dated November 20, 1912, and May 20, 1913, with map, are printed in House Document No. 109, Sixty-third Con- gress, first session. A plan of improvement at an estimated cost of $2,750, with $300 annually for maintenance, is presented. 2. Preliminary examination of reservoirs at headw aters of Mis- sissippi River with a view to the construction of locks in the dams heretofore built at Pokegama, Winnebigoshish, and Leech Lakes, in the State of Minnesota.-Report dated January 3, 1913, with map, is printed in House Document No. 243, Sixty-third Congress, first ses- sion. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. The local officer was also charged with the duty of making other preliminary examinations and surveys provided for by the river and harbor acts of June 25, 1910, July 25, 1912, and March 4, 1913, as follows, and reports thereon will be duly submitted when received: 1. Rainy River, Minn., with a view to removing obstructions in the channel at Ranier. 2. Harbor and channel at St. Paul. 956 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 3. St. Croix River, Minn. and Wis., from the mouth to Taylors Falls, with a view to the removal of logs and other obstructions. 4. Red River of the North, from Wahpeton, N. Dak., and Brecken- ridge, Minn., to the international boundary line, with a view to its improvement by the construction of locks and dams or otherwise. 5. Red Lake, Minn., with a view to providing suitable harbor facilities at or near Redby, or at such other point or points on the lake as may be desirable. 6. Harbor of Minneapolis, Minn., with a view to increased harbor facilities, including a turning basin. IMPROVEMENT OF RIVERS AND HARBORS IN THE KANSAS CITY, MO., DISTRICT. This district was in the charge of Lieut. Col. Herbert Deakyne, Corps of Engineers, with Capt. Robert S. Thomas, Corps of Engi- neers, under his immediate orders; division engineer, Col. C. McD. Townsend, Corps of Engineers. 1. Missouri River--(a) General improvement.-The Missouri is formed by. the junction of the Jefferson, Madison, and Gallatin Rivers in southwestern Montana, and flows in a general southeasterly direction, entering the Mississippi in the eastern part of Missouri, about 18 miles above St. Louis, Mo. The distance from Three Forks to the mouth is 2,551 miles. The portion of the river from Fort Benton to Great Falls, 49 miles, consists of dams and rapids, the aggregate fall being about 695 feet. Some portions of the river above Great Falls are also navigable, but not continuously, owing to the existence of several power dams. The Missouri has been navigated by steamboats since 1819, when the first boat went to Council Bluffs. The first boat went to the mouth of the Yellowstone in 1832, and to the head of navigation, Fort Benton, Mont., in 1859. The elevations above sea level of standard low water, as estab- lished by the Missouri River Commission in 1889 and corrected to date, are as follows: Sioux City, 1,083 feet; Kansas City, 723 feet; and mouth of the Missouri River, 398 feet. 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 the bars is about 3 feet and the width is from 300 feet to 1 mile. In the deep reaches the width is less, and the low-water depth in such places is often over 12 feet. Generally speaking, the navigable depth of the unimproved river is 3 feet at low water and 9 feet at high water. The navigable depth does not increase as rapidly as the water height, since the bars rise with the stage of the river. The river is also encumbered with snags, which, however, are getting fewer, due to constant snagging operations. The minimum usable low-water depth from the mouth of the river to the ocean is 6 feet. No project for the improvement of the river as a whole has been adopted. Government work on the river in the removal of snags began as early as 1838 and continued thereafter, under annual appropriations (for the most part made jointly for the Ohio, Mississippi, Missouri, and sometimes the Arkansas Rivers), with occasional intermissions, RIVER AND HARBOR IMPROVE1VIENTS. 957 for the next 40 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 district offices. 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 to provide for sys- tematic improvement 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 office until 1902. Since the discontinuance of the Missouri River Commission the works on the entire river have been consolidated under one dis- trict office. 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 under the charge of the Missouri River Commission. 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 amount expended on the various portions of the river prior to existing projects is as follows: Mouth to Kansas City, excluding appropriations of June 25, 1910, and thereafter, $7,228,092.19. Sioux City to Fort Benton and above, excluding appropriations of July 25, 1912, and thereafter, $2,826,382.93. Kansas City to Sioux City (no project), including appropriation of March 4, 1913, $2,879,481.23. The amount expended on the existing projects to June 30, 1914, is as follows: Mouth to Kansas City, $2,666,654.80; Sioux City to Fort Benton, $281,006.57. Total expenditures on entire Missouri River to June 30, 1914, amount to $15,881,617.72. The result of these expenditures and improvements has been to demonstrate the possibility of regulating the river in such manner as to make it navigable for a channel of commerce; that the cost of such regulation is very great; and that no permanent good to through navigation can be accomplished by appropriations for specific locali- ties 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, encourage- ment to through navigation. At the localities under improvement an 958 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. effort has been made to maintain the existing and prevailing depth of channel. The usual variation of water level is about 8 feet at Fort Benton, 19 feet at Kansas City, and 25 feet at St. Charles. The maximum draft June 30, 1914, at mean low water from Kansas City to mouth is 4 feet; from Kansas City to Sioux City, 3 feet; and from Sioux City to Fort Benton, 2 feet. The head of navigation is Fort Benton, 2,285 miles above mouth. The effect of the improvement has been to equalize and keep down freight rates, the actual river rates being about 80 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 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 was after- wards diverted to other routes. This commerce now shows signs of reviving. Through commerce from Kansas City to the mouth was renewed during the season of 1908. The Kansas City-Missouri River Navigation Co. was organized at Kansas City for the purpose of establishing a modern boat-line service on the river from Kansas City to St. Louis, and has now in operation three steamers, two of which are the twin-screw tunnel type and one stern wheel. The company has designed and built two cargo boxed steel barges, 7 by 36 by 200 feet, and three 8 by 30 by 156 feet, and has converted three steel-hull boats into cargo boxed barges, the intent being to have a barge at the terminals unloading and reloading, ready for the departure of the vessel upon arrival. The company expects to extend the boat service and develop the same as rapidly as conditions allow. Definite contracts for freight have been made, and proper terminal facilities, including a modern wharf, 500 feet in length, have been constructed at Kansas City, Mo. Increased commercial use of the river is also observed in the upper river in the vicinity of Bismarck, Washburn, and Williston, N. Dak. On this portion of the river the freight is carried by boat and barge. The boats, formerly of steam propulsion, are now nearly all equipped with gasoline engines of 50 to 75 horsepower and are of the stern- wheel type, have a light draft, and have practically seven-eighths of the deck space available for cargo. EXISTING PROJECTS. Mouth to Kansas City-Permanent 6-foot channel-A project was adopted by the river and harbor act of July 25, 1912, in accordance RIVER AND HARBOR IMPROVEMENTS. 959 with report in House Document No. 1287, Sixty-first Congress, third session, at an estimated cost of $20,000,000, with a view to completion in 10 years. For details and other reports on examinations and sur- veys see (b). Kansas City to Sioux City.-No project has been adopted. Work is carried on under appropriations made from time to time for im- provement and maintenance. Sioux City to Fort Benton.-The project for this portion of the river, adopted July 25, 1912, and published as House Document No. 91, Sixty-second Congress, first session, provides for the expenditure of from $75,000 to $150,000 yearly for five years in removal of snags and rocks and in bank protection at points within easy boat reach of landings, towns, and railroad crossings. For details and other reports on examinations and surveys see (c). The actual operations during the year have been carried on from appropriations for the various portions of the river, and are reported under (b) and (c). For details of amounts expended on existing projects, proportions completed, length of improved sections, planes of reference, com- merce, effect on freight rates, specific purposes to which additional funds will be applied, and money statements, see (b) and (c). (b) Mouth to Kansas City (392 miles).-The original condition was one of varying widths and depths. The width varied from 800 feet to 1 mile or more. In the deep reaches the width was 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 32 to 4 feet at low water. The alluvial banks of the river were continually eroding, causing changes in the chan- nel. 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. Length of entire river from Three Forks to mouth, 2,551 miles. General course southeast. Length of section, Kansas City to mouth, 392 miles. General course east. ORIGINAL PROJECT. The numerous partial projects and improvements carried out on this section of river are given partly under (a). The Missouri River Commission was in charge from 1884 to 1902, and undertook various systematic improvements. The effort of the commission in its work below Sioux City was to accomplish a continuous, progressive con- trol of the river, contracting it where necessary, giving 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 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 money appropriated for expenditure under the direction of the commission was not applicable to the comprehensive 960 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. plan adopted, and about one-third was diverted to work at separate localities. The total expenditures to date, from all appropriations made prior to June 25, 1910, amount to $7,228,092.19. The existing project provides for securing a permanent 6-foot channel between Kansas City and the mouth of the river, in accord- ance with report submitted in House Document No. 1287, Sixty-first Congress, third session, with a view to completion of such improve- ment within a period of 10 years. This project was adopted by Congress July 25, 1912. The estimate of cost is $20,000,000 and of time of completion 10 years. The work proposed is the regulation and contraction of channel by means of revetment and dikes, assisted by removal of snags. The estimated cost of maintenance is $500,000 per year. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Sioux City to mouth (report) ....... ....... ...... .......... 1881 1649 House... Kansas City to mouth (local points)....... 421 Fifty-seventh . Second.............. Mouth to Sioux City (local points) '.....do..... 441 Fifty-eighth.. ... do............... Kansas City to 2 mouth and Kansas City ... do .... 1120 Sixtieth ....... do............... to Sioux City. Kansas City to mouth"s. ............... do..... 1287 Sixty-first..... Thira... 1No maps. 2 Contains maps. 8 Basis of project adopted by Congress. No modification of existing project has been made. Work has been carried on in accordance with the approved project of July 25, 1912, practically since the appropriation of June 25, 1910. OPERATIONS. The work during the fiscal year has been carried on from funds as follows: River and harbor act of June 25, 1910, $1,000,000; river and harbor act of July 25, 1912, $800,000; sundry civil act of August 24, 1912, $600,000 in pursuance of authorization contained in river and harbor act of February 27, 1911; and river and harbor act of March 4, 1913, $2,000,000; in all, from June 25, 1910, to date, $4,400,000. The least depth over the improved reaches at low water is 6 feet. The usual variation of water level at Kansas City is 19 feet, and at St. Charles 25 feet. The maximum through draft at low water is 4 feet. Elevations referred to St. Louis directrix. Plane. Kansas Boon- St. Mouth of P n City. ville. Charles.- river. . . .-. *- . ..-- . ..... Standard low water.................................... 308.7 157.8 8.3 --16.0 Standard high water................. .................. 323.2 170.2 24.4 .4 RIVER AND HARBOR IMPROVEMENTS. 961 In exceptional years the river has been known to fall to from 3 to 5 feet below standard low water. Likewise in extreme floods the river reaches 11 to 15 feet above standard high water. The effect of the improvement has been to equalize and keep down freight rates. The status of the work is as follows: Amount completed. MilesUnit oat Locality above Character of work. Contract or Date of price (bends). mouth. day labor. J 30During completion. per mouth. l June30, fiscal Total. foot. 1913.year.. Sissons.......... 380 {2,320 feet standard dike. Day labor. Feet. 1,430 Feet. 890 Feet. 2,320 Sept. 18, 1913 820.27 1,080 feet abattis.. ...do..... 1,080 1,080 ..... do....... 6.00 Blue Mills...... 371 7,262 feet standard Contract .. 7,262 7,262 Mar. 16,1914 9.25 revetment. Jacksons........ 368 7,800 feet standard ...do..... 1, 750 6, 050 7,800 Oct. 30,1913 10.00 revetment. Missouri City.... 360 13,400 feet stand- ... do...... 5,500 7,900 13,400 Jan. 13,1914 9.32 ard revetment. Little Blue..... 357 12,000 feet stand- ...do...... 3,900 3,900 9.75 ard revetment. Napoleon....... 340 18,000 feet stand- do...... .......... ... 1,020 1,020 10.09 ard revetment. Camden........ 333 19,000 feet stand- Day labor. 210.00 ard revetment. Thomas Island.. 301 2,250 feet standard Contract.. 450 450 14.95 dike. Waverly ........ 297 14,530 feet stand- ...do...... 13,400 1,130 14,530 Aug. 23,1913 10.85 ard revetment. Bakers.......... 295 1,410 feet standard ...do...... 1,410 1,410 14.95 dike. Do......... 295 10,000 feet stand- ...do...... 10.15 ard revetment. Do.......... 294 630 feet standard ...do...... 630 630 July 3,1913 12.50 dike. Miami......... 270 1,700 feet standard ...do..... 810 810 ............... 14.81. dike. Saline City...... 226 13,0000feet stand- ...do...... 9.15 ard revetment. Plow Boy...... 180 ..... do............ ...do..... 9.25 Providence....... 176 14,000 feet stand- ...do..... 4,000 10), 000 14, 000 i' J an. 19,1914gi 8.37 ard revetment. Sandy Hook.... 172 13,000 feet stand- ...do ...... 9, 460 9,460 8.41 ard revetment. Murrays........ 156 6,500 feet standard Day labor. 300 300 210.00 revetment. 3,150 feet standard ... do,*..... 1,290 1,290 215.00 Bear Creek 134 dike. Island. 340 feet standard ... do..... 340 340 25.00 abattis. 2,000 feet standard ... do...... 580 580 215.00 St. Auberts..... 129 dike. 65 feet standard ...do...... 65 65 5.00 abattis. Do......... 129 11,600 feet stand- Contract.. 11,600 11,600 May 16,1914 9.30 ard revetment. Heckmann Is- 111 2,960 feet standard Day labor. 460 1,890 2,350 2 15.00 land. dike. McGirks Island. 106 3,400 feet standard ...do...... 1,570 1,570 2 15.00 dike. Bates Island.... 99 2,250 feet standard ...do..... 350 350 2 15.00 dike. Do........ 98 14,188 feet concrete ...do..... 10,300 3,888 14,188 Sept. 8, 1913 7.58 revetment. Pinckney....... 89 12,000 feet stand- Contract.. 10,030 10,030 8.74 ard revetment. 18,000 feet concrete Day labor. 6,937 6,937 2 10.00 revetment. Marthasville .... 73-75 4,750 feet standard ...do...... 3,950 3,950 2 15.00 dike. 220 feet 1-row dike. ...do..... 220 220 25.00 Pelicans (Com- 16 4,065 feet concrete ..do...... 21435 1,630 Oct. 31,1913 1 25.43 I217,280 4,065 merce Point). dike. feet revet- 79,477 1114,427 ment. Total.............. 30,885 feet dike.... 14,820 19,775 220 feet 1-row dike. 220 220 1,485 feet abattis... 405 1,485 -- ' Section lost and replaced. 2 Estimated. 60993 -EN 1914- f61 962 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Work of maintenance and repair was carried on during the year as follows: Miles Locality. above Character of work (by day labor). competin. mouth.completion. Randolph Bend.............. 384 50 linear feet standard revetment ...... ......... Sept. -,1913 Wayne City Bend ........... 376 100 linear feet standard revetment ............... July -,1913 Nigger Bend ................. 223 997 linear feet standard revetment and 1 row lon- Oct. 21,1913 gitudinal dike. St. Auberts Bend............ 130 2,346 linear feet standard revetment .............. Jan. 29,1914 Boatwright Chute............ 114 320 linear feet standard dike............... .... May 20,1914 Bates Island Bend.......... 98 100 linear feet fascine mattress and riprap stone.... Dec. -,1913 Do................... 98 100 linear feet standard revetment ............... June -,1914 Pelican Bend (Commerce 16 740 linear feet standard dike............. ..... May 15,1914 Point). The maintenance and repairs to works during the fiscal year were made at a cost of $47,537. The portion of the approved project accomplished to June 30, 1914, is about 32.5 miles, or 8.3 per cent. The work done thus far has made no great change in the available channel depths between Kansas City and the mouth of the river, but in the improved localities the channel has become fixed and has increased in depth. In general the depth along a revetted bank is 6 to 10 feet, and the channel is free of snags and obstructions. SNAGGING. The Government snag boat Missouri continued operations from July 1 to December 24, 1913, when she was laid up at Gasconade, Mo., for winter quarters and needed repairs. She was again put in commission April 15, 1914, and has continued operations to the end of the year. The work accomplished was as follows: Miles traveled ------------------------------------- ---- 3, 007 Snags removed--------------------------------------------- 1, 444 Miscellaneous obstructions removed-------------------------------- 42 Trees felled--------- -------------------------- ------------- 960 The cost of operation was $31,000.70. During the low-water season, January-March, 1914, 84 shore rocks, approximately 794 cubic yards, were removed at a cost of $838.59. SURVEYS. The resurvey of the river from Kansas City to the mouth is being carried on as the necessity arises for studying conditions and deter- mining the data for improvement work. The river has been covered and maps have been made on a scale of 1 inch equals 1,000 feet from mile 392 to mile 289, mile 272 to mile 261, and from mile 238 to mile 0, mouth of the river; a total of 352 miles. IMPROVEMENTS DURING THE YEAR OTHER THAN GOVERNMENT WORK. Wabash Railroad Co., left bank, mile 365, extension standard revet- ment, 2,500 linear feet, and for protection at foot of revetment, standard pile dike, 100 linear feet. RIVER AND HARBOR IMPROVEMENTS. 963 The total expenditures under existing project, beginning with the appropriation of June 25, 1910, for systematic work on the 6-foot channel, amount to $2,666,654.80. They are divided as follows: New work, surveys and superintendence----------------------- $1,947, 818. 41 Maintenance of works---------------------------------------- 97, 388. 52 Snagging and snag-boat repairs-------------------------------- 121, 396. 80 New plant and maintenance of plant__ 500, 051. 07 Since the adoption of the project and beginning with the appro- priation of June 25, 1910, there has been expended for snagging and maintenance of works a total of $218,785.32. The work completed at Randolph, Wayne City, Liberty, Eureka, Bates Island, St. Charles, and Pelican Bends was constructed under the appropriation in the act of June 25, 1910. The work completed at Sissons, Jacksons, and St. Auberts Bends was constructed under the appropriation in the act of July 25, 1912. The work completed at Missouri City, Waverly, Providence, Bates Island, and Pelican Bends was constructed under appropriation in the sundry civil act of August 24, 19112, as provided for in the act of February 27, 1911, and that at Blue Mills and Bakers Bends under the act of March 4, 1913. The work now in progress at Sandy Hook and Pinckney Bends is under the appropriation in the act of July 25, 1912, and that at Little Blue, Napoleon, Camden, Thomas Island, Bakers, Miami, Saline City, Plow Boy, Murray, Bear Creek Island, St. Auberts, Heckmann Island, McGirks Island, Bates Island, and Marthasville Bends is under the appropriation in the act of March 4, 1913. COMMERCE. Amount of freight carried on the Missouri River from mouth to Sioux City, Iowa. Calendar year- Short tons. Calendar year- Short tons. 1904----------------- -- 455,000 1909------------------- 340, 810 1905------------------343,435 1910-------------------876, 130 1906------------------ 573, 348 1911-------------------359, 721 1907------------------- 843, 863 1912. --------------- 1 249. 599 1908-------------------541, 144 1913 462, 920 _----------------- Amount of freight carried on the Missouri River above Sioux City, Iowa. Calendar year- Short tons. Calendar year- Short tons. 1904--------------------28. 951 1909--------------------41,203 1905------------------- 52,956 1910-------------------- 25, 037 1906-------------------- 43,987 1911-------------------- 11, 290 1907--------------------45, 123 1912-------------------- 15, 823 1908------------------- 17, 517 1913------------------- 165, 766 During the year 1913 the total freight carried on the river between Kansas City and the mouth was 347,235 short tons, consisting of grain, manufactured steel, live stock, railroad ties, sand and gravel, and miscellaneous merchandise, and was valued at approximately $3,930,000. In high-grade commerce there has been a decided increase. Total ton mileage for the year was 5,173,170 ton-miles. The commerce of this section of the river is now in process of changing and in- 1347,235 short tons, mouth to Kansas City; 115,685 short tons, Kansas City to Sioux City. 964 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. creasing. The Kansas City-Missouri River Navigation Co., organ- ized with a capital of about $1,200,000, operated its first boats dur- ing 1911. The company has three small steel-hull towboats, eight barges, and several smaller craft. A municipally-owned creosoted pile wharf, 500 feet in length, has been constructed at Kansas City, and a terminal warehouse, 306 by 40 feet, built on the wharf, arranged with locomotive crane and telpherage system of handling freight. For detailed description see Annual Report, Chief of Engineers, 1912, page 2202. The company also has a warehouse and wharf at East St. Louis, Ill., and is arranging with the towns on the Missouri River between Kansas City and the mouth for local freight landings. The boat rates now in force are about 80 per cent of the rail rates. It is estimated that the sum of $2,200,000 can be profitably ex- pended during the fiscal year 1916 in the construction of systematic improvement works, maintenance of existing works, and in snagging. There are now in progress the following works: By contract : Feet. Standard revetment -------------------------------------- 91.000 Standard dike ___------------------------------------------------ 5, 300 By day labor and Government plant: Concrete and willow mattress revetment ------------------- 18,000 Standard revetment - - 25. 500 Standard dike 8, 510 1-------------------------- Abattis ----------- --- ------------------ 405 In addition to the above, work has been completed under the ap- proved project as follows: New work: Feet. Revetment ------ _ 138, 541 Dike ----------------------------------------------- 7, 865 Abattis ------- --------------------------------- 1, 080 Minor breaks in the revetment have been repaired in their incipi- ency, and this: work has shown the necessity of immediate attention for economy of maintenance. For this work a repair force, living on a small quarter boat, with a light-draft towboat and a material barge, will be organized and sent over the river at least once a year. The combined concrete and willow mattress revetment, as con- structed at Gasconade and Bates Island Bend and now under con- struction at Marthasville Bend, has proved very satisfactory. A slight break occurred at toe of slope in the Bates Island Bend re- vetment, but was not serious and has been repaired. At first it was not thought necessary to provide for expansion, but during the early part of the hot weather of 191.3 the necessity of expansion joints became evident when several slabs buckled at the joints. In all of these cases the joint was cut to let the slab resume its natural posi- tion; and subsequent work was provided with one-half inch expan- sion joints at 50 feet intervals. The construction of the 3-row concrete pile dike at Pelican Bend was completed October 31, 1913, at an actual construction cost of $22.75 per linear foot, but the loss of sections of the dike which were replaced causes the cost of the 4,065 feet necessary to close the chute to increase to $25.43 per linear foot. RIVER AND HARBOR IMPROVEMENTS. July 1, 1913, balance unexpended---...... $3, 036, 217.95 Amount received from sale of maps---------------------------- 21. 38 Amount received from sale of property------------------------ 200. 00 3, 036, 439. 33 June 30, 1914, amount expended during fiscal year: For transfer of towboat Lewis . $30, 000. 00 For works of improvement------------------ 1, 193, 757. 24 For maintenance of improvement----------_ 78, 537. 70 -11, 302, 294. 94 July 1, 1914, balance unexpended----------------------------1, 734, 144. 39 July 1, 1914, outstanding liabilities ---------------------------- 142, 188. 04 July 1, 1914, balance available-----------------------_ 1, 591, 956. 35 Amount allotted from appropriation made by the river and har- bor act approved Oct. 2, 1914 ------------------------------ 850, 000. 00 Amount available for fiscal year ending June 30, 1915----------- 2, 441, 956. 35 July 1, 1914, amount covered by uncompleted contracts.--------- 739, 519. 00 Amount (estimated) required to be .appropriated for completion of existing project--------------------------- ----------- 214, 750, 000. 00 Amount that can be profitably expended in fisoal year ending June 30, 1916, for works of improvement and for maintenance_ 22, 200, 000. 00 EMERGENCIES IN RIVERS AND HARBORS (WILHOIT BEND, MO.) July 1, 1913, balance unexpended--------- --------- $156. 72 June ,30, 1914, amount expended during fiscal year, for maintenance of improvement --------------------------------------------------- 156. 72 (c) Kansas City to Fort Benton (1,894 miles) .- The original con- dition of this reach is described under (a). The extreme upper por- tion 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-water through depth to Sioux City is about 3 feet, and from that point to the mouth of Milk River about 22 feet, and thence to Fort Benton falling as low as 2 feet, when the minimum 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 in this section of the river have consisted in dike and revetment work, wing-dam construction, and snagging. ORIGINAL PROJECTS. The numerous partial projects and improvements carried out on this section are given partly under (a). From 1884 to 1890 the work was under the Missouri River Commission. x The following amounts have been expended for other departments and are reimbursable : Panama Canal------------------------------------------- $130.72 Thirteenth lighthouse district---------------------------------. . 22.10 Total-------------- --------------------------------------- 152, 82 Of this amount $108.44 has been received leaving a balance of $44.38 to be reimbursed. aExclusive of amount available for fiscal year 1915. 966 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 about 150 miles. In recent years it has largely been limited to channel regulation and bank pro- tection at the following points: Fort Benton and Judith, Mont.; Williston, Expansion, Deapolis, and Bismarck, N. Dak.; Pierre, Yankton, and Elk Point, S. Dak.; Sioux City, Council Bluffs, and Folsom, Iowa, and a point in Iowa opposite Florence, Nebr.; Decatur and Nebraska City, Nebr.; and Craig and St. Joseph, Mo. Two ice harbors have been established, one at Rockhaven, N. Dak., the other on the Big Sioux River, just above Sioux City. Some work of chan- nel regulation has been done in the Long Pool, or the reach of the river from the crest of the Great Falls to Cascade, Mont., and a small amount of open-river work in the steeper stretch from Cascade to Stubbs Ferry, Mont. The total appropriations and receipts from other sources to date amount to $6,265,503.30, of which $3,098,696.65 pertains to the por- tion from Kansas City to Sioux City, and $3,166,806.65 to the portion above Sioux City. EXISTING PROJECTS. There is no approved project for the river from Kansas City to Sioux City. The act of March 4, 1913, appropriated $150,000 for this portion of the river, to be applied to improvement and mainte- nance, of which amount at least $75,000 may be expended for bank revetment in the interest of navigation. For the river from Sioux City to Fort Benton a project was adopted by Congress in the river and harbor act of July 25, 1912, covering regulation and control of river, including snagging and rock removal, and maintenance and extension of urgent work near impor- tant cities and landings. No modification has been made in this project. References to examination or survey reports. Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Sioux City to mouth (report)'...... . ...................... ....................... 1881 1649 Sioux City to Fort Benton and Stubbs House... 421 Fifty-seventh. Second. ........... Ferry (list of reports including local points). 2 ........... . . . . .. .. At St. Joseph, Mo. 3. do..... 924 First.............. Sixtieth....... do..... 1120 ....do........ Second............. Kansas City to mouth, and Kansas City to ... Sioux City.' Between Omaha, Nebr., and mouth of ... do..... 46 Sixty-second.. First..... Platte River.' Sioux City to Fort Benton 2 3...............do..... 91 do...... ... do....... At or near Lake Contrary, Mo.'..............do..... 750 Sixty-first.... Second .............. At Lake Contrary, Mo.'1........ . .... do..... 5 Sixty-second.. ... do................ At Atchison, Kans.2 .......... ........ do..... 700 Sixty-first.... ...do .. ...... Near Omaha South Omaha, Florence, and ... do..... 862 Sixty-second.. do.... -.. ........ Dundee, Nebr.22 At St. Joseph Mo. ................... do 14 Sixty-third.... First.............. At Kansas City, Kans.2..................do ..... 913 ..... do. Second... Second............. SNo maps. 2 Contains maps. a Basis of project adopted by Congress. RIVER AND HARBOR IMIPROVEMIENTS. 967 SNAGGING. Kansas City to Pierre, S. Dak.-Snag boat McPherson: Miles of territory, 783; miles traveled, 3,132; snags removed, 125; trees felled, 412; miscellaneous obstructions removed, 86. Cost, including main- tenance and repair, $23,189. Pierre, S. Dak., to Fort Benton, Mont.-Snag boat Mandan: Miles of territory, 1,112; miles traveled, 5,348 ;,snags removed, 1,058; trees felled, 811; miscellaneous obstructions removed, 39. Cost, including maintenance and repair, $14,569. Winter snagging and rock removal, St. Joseph, Mo.-Rocks re- moved, 2; stumps removed, 1. Cost, $31. Party No. 1, Ree, N. Dak., to Bismarck, N. Dak.-Miles of terri- tory, 111; miles of river worked over, 42; number of snags blasted, 23; number of rocks blasted, 43; number of trees cut, 59; miscel- laneous obstructions removed, 16. Cost, $2,033. Party No. 2, in vicinity of Wilder, Mont.-Miles worked over, 7; number of snags blasted, 25; number of rocks blasted, 27; number of trees cut, 3. Cost, $1,541. The status of the work is as follows: Dike and revetment work. IMPROVEMENT WORK. Miles Dur- Locality. above Character of work. ing mouth. year. Feet. Washburn, N. Dak.......... 1,492 Revetment1... .............................. 1,800 Rockhaven, N. Dak......... 1, 455 Concrete boat ways 1.... ............................. Mandan N Dak............ 1,453 Revetment (2,000 feet) 2....................... ..... Bismarck N. Dak......... 1,450 Revetment (3,000 feet) 1................................. 300 Elk Point, S. Dak........... 837 Dike (200 feet) 1.. ............... .... Do....................837 Reetment (12,155 feet)............... ............. 12,000 Opposite Florence, Nebr .... 672 Revetment (800 feet).......................... 800 Folsom, Iowa........... ... 643 Revetment 1................................... 3,000 MAINTENANCE WORK. Mandan, N. Dak........... 1, 452 Revetment at Dike 2D 1............................... .. 300 Do................... 1,452 Repairs to 5 dikes ............................................... Do....................... 1, 451 Repairs to longitudinal dike ............................ Do.............. 1,451 Construction of crib cross dikes ................ ........ Fort Pierre, S. Dak......... 1,173 Repairs to revetment ......................................... Do....................... 1,172 Repairs to 3 dikes................................. ...... Sioux Harbor, S. Dak. (Big ........ Repairs to shore protection at Ice Harbor ................. Sioux River). Soux City, Iowa............. 807 Repairs to 2 dikes............................. ........ Council Bluffs, Iowa......... 663 Rexvetment (6,300 feet) ......... .3,800 Do......... ........... 663 Repairs to revetment............................. 1, 700 Bonton Bend (near St. Jo- 488 Repairs to 3 dikes....... ............................ seph, Mo.). Do .. ...... ....... 488 Revetment (2,000 feet).......... .......... ........ 685 Belmont Bend (near Wa- 485 Revetment (2,525 feet)..................................2,2525 thena, Kans.). Do ...................... 485 Repairs to revetment ......... ............... Do ............. ........... 484 Dike extension s................................... 342 Do...................... 483 Repairs to revetment' ............................... 430 Do ....................... 483 Repairs to revetment fascines................ .. ... Pillows Eddy (near Wathena, 482 Extension to dike (730 feet)1 .......................... 730 Kans.). Do...................... 482 Revetment (1,305 feet) ................. ................. 1,305 EMERGENCY WORKS. Dakota County, Nebr. (oppo- 810 Repairs to revetment ................................ site Sioux City, Iowa). 3 . . . . . .. . . . . . . . . . . . . . . . . . . . . . .. . . . . . .. . . Council Bluffs, Iowa......... 663 Revetment ............ St. Joseph, Mo............... 479 Repairs to longitudinal dike.......... ................. 1Completed during fiscal year. snWork begun. *Council Bluffs, Iowa, work ispartly from emergency appropriationand partly from regular appropriation. 968 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. SURVEYS. Bow Creek to Sioux City.-A survey was made between the mouth of Bow Creek and the Combination Bridge at Sioux City, a distance of 65 miles. Level cross sections were taken across the necks below North Alabama Bend and Miners' Bend. Surveys were also made of the water front at Sioux City and of the location for concrete ways at Sioux Harbor. PLANT. During the year the following plant was completed at Sioux Ice Harbor: Six wooden barges, Nos. 605-610, inclusive------------------Per cent__ 100 Four skiffs, Nos. 108-111, inclusive--------------------------------do 100 Material was received for 8 additional wooden barges, 611 to 618, inclusive, and they are now 30 per cent completed. Lumber for new wooden towboat Bonneville was received and stored. REPAIRS TO PLANT. At Rockhaven Ice Harbor repairs were made to the snag boat Mandan, and minor repairs to 1 pile driver and 2 barges. At the Sioux Ice Harbor repairs were made to the snag boat McPherson, steamer Arethusa, 1 pile driver, 1 quarter boat, and 13 barges; also to tools and equipment stored there. BOAT YARDS. At Rockhaven Ice Harbor the concrete ways and the combination warehouse and coal shed were completed. A coal chute supported by a concrete pier was constructed and a new fence built around the reservation. At Sioux Ice Harbor a new lumber shed and an addition to the machine shop were built; alterations and repairs made to warehouse and watchman's quarters; two floating wharves built for small boat landings; well for drinking water was driven; 12 H. P. gasoline engine installed in machine shop; warehouse and machine shop were painted; crib dock with apron was built for loading stone on barges; and three short spur dikes protecting the banks at the yards were repaired. EXPENDITURES. The total amounts expended to date are as follows: Act of June 25, 1910: Above Le Beau--------- -------------------------- $43, 648. 17 Below Le Beau - _------- ------------------ ------------ 6, 274. 73 May 9, 1912, special act protecting banks of Missouri River in Da- kota County, Nebr., opposite Sioux City, Iowa---------------- 48, 041. 32 Act of July 25, 1912: Kansas City to Sioux City- .......--------- 75, 000. 00 Sioux City to Fort Benton------------------------- - 150, 000. 00 Act of March 4, 1913: Kansas City to sioux City__ 114, 709. 70 Sioux City to Fort Benton ___________--___---------__ 131, 006.10 Emergency allotments: St. Joseph, Mo------ ------------ ---- 12, 710. 08 Elk Point, S. Dak-.--....------.---------- 7, 500. 00 Council Bluffs, Iowa ---------------------------------- 25, 682. 19 The total expenditures to June 30, 1914, are given above under (a). RIVER AND HARBOR IMPROVEMENTS. 969 GENERAL CONSIDERATIONS. Since the project is indefinite, no proportion of completed amounts can be given for this section of river as a whole. Regarding improvement to navigation, there has been a benefit at and along the shores protected, but the maximum through depth remains the same. Amount of freight carried on the Missouri River from mouth to Sioux City, Iowa. Calendar year-- Short tons. Calendar year- • Short tons. 1904-------------------455,000 1909------------------- 340,810 1905-------------------343,435 1910------------- 876, 130 1906----------------_ 573, 348 1911_ 359, 721 1907------------------- 843, 863 1912------------------1 249, 599 1908------------------- 541, 144 1913------------------- 462, 920 Amount of freight carried on the Missouri River above Sioux City, Iowa. Calendar year- Short tons. Calendar year- Short tons. 1904--------------------28, 951 1909-------------------- 41,203 1905-------------------- 52, 956 1910-------------------- 25,037 1906-------------------- 43, 987 1911-11, 290 1907-------------------- 45,123 1912--------------------15, 823 1908-- ......... 17,517 1913 165, 766 The value of the commerce for 1913 is about $1,973,758.76. The bulk of this commerce occurs in the vicinity of Bismarck, Washburn, and Williston, N. Dak., extending upstream to the mouth of the Yellowstone and downstream to Le Beau. The Benton Packet Co. handled about 20,807 tons of grain and other merchandise with eight boats, all except one being gasoline. These boats are light draft, stern wheel, and carry cargo both aboard and by barge. Guthrie & Co., contractors, transported in railway cars loaded on barges about 22,000 tons of contractors' supplies and railroad mate- rial downstream from Williston to near mile 239 above Bismarck, where the cars were transferred by inclined track and hoisting engine to the extension of the Great Northern Railway, which the firm was constructing under contract. There are elevators at Williston, Bakers Ferry, Senechal, Crows- heart, Ree, Expansion, Mannhaven, Washburn, Deapolis, and San- ger, all in North Dakota. At other places cargoes are handled directly from the banks, except in a few places where there are warehouses. The amount required for expenditure in the fiscal year ending June 30, 1916, will be applied to snagging, maintenance, and exten- sion of dike and revetment work, and construction and repair of plant. All work between Kansas City and Fort Benton, except that at Folsom, Iowa, was done by hired labor with Government plant. 1347,235 short tons, mouth to Kansas City; 115,685 short tons, Kansas City to Sioux City. 970 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. KANSAS CITY TO SIOUX CITY. July 1, 1913, balance unexpended--- ----------------------- $187, 900. 37 Amount received from sale of boat--------------------------- 15, 000. 00 Amount received by transfer of funds contributed by Chicago, Bur- lington & Quincy Railroad Co------------------------------ 1, 642. 33 Amount received for delay of towboat--------------------------- 33. 75 Amount received for sale of material (stone) -------------------- 160. 00 Amount received for services of towboat------------------------- 15. 00 204, 751. 45 June 30, 1914, amount expended during fiscal year: For works of improvement_------------........ $62, 543. 74 for maintenance of improvement---------------90, 066. 33 152, 610. 07 July 1, 1914, balance unexpended- ----------------------- 52, 141. 38 July 1, 1914, outstanding liabilities ---------------------------- 7, 094. 25 July 1, 1914, balance available------------------------------45, 047. 13 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914--------------------------------50, 000. 00 Amount available for fiscal year ending June 30, 1915-------------95, 047.13 Amount (estimated) required to be appropriated for completion of existing project -------------- ------------ Indefinite. Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance_- 1150, 000. 00 SIOUX CITY TO FORT BENTON. July 1, 1913, balance unexpended---- ----------------------- $250, 626. 34 Amount received for delay to snag boat------------------------ 282. 10 Amount received for sale of towboat-------------- ---------- 15, .000.00 265, 908. 44 June 30, 1914, amount expended during fiscal year: For works of improvement ------------------ $200, 882. 91 For maintenance of improvement-----......---------- 5, 750. 00 206, 632. 91 July 1, 1914, balance unexpended--------------------------- 59, 275. 53 July 1, 1914, outstanding liabilities-__------------ --------- 23, 788. 82 July 1, 1914, balance available------------------------------ 35, 486. 71 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914--------------------------------50, 000. 00 Amount available for fiscal year ending June 30, 1915 ------------ 85, 486. 71 Amount (estimated) required to be appropriated for completion of existing project -------------- ------------------------ Indefinite. Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance-.... 1150, 000. 00 NORTH OF LE BEAU. July 1, 1913, balance unexpended_ ---------------------------- $4, 102. 96 June 30, 1914, amount expended during fiscal year, for maintenance of improvement- ---- -------------------------------- 3, 961. 34 July 1, 1914, balance unexpended ------------------------ 141. 62 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 971 SOUTH OF LE BEAU. July 1, 1913, balance unexpended --- ------------------------- $287. 52 June 30, 1914, amount expended during fiscal year, for maintenance of improvement- ---------------------------------------- 183. 74 July 1, 1914, balance unexpended________--- - __-__ ---- _ --- 103. 78 KANSAS CITY TO FORT BENTON--CONSOLIDATED. July 1, 1913, balance unexpended________------ ---- $4, 390. 48 June 30, 1914, amount expended during fiscal year, for maintenance of improvement-- ------------------------------------ 4, 145. 08 July 1, 1914, balance unexpended__ -___--- ------------- __- 245.40 PROTECTING BANKS OF MISSOURI RIVER IN DAKOTA COUNTY, NEBR. (OPPOSITE BIOUX CITY, IOWA). July 1, 1913, balance unexpended________ ___________________ $4, 315. 71 June 30, 1914, amount expended during fiscal year, for maintenance of improvement------------- - - 3, 572. 20 July 1, 1914, balance unexpended ------------------------------- 743. 51 EMERGENCIES IN RIVER AND HARBOR WORKS. Elk Point, S. Dak. July 1, 1913, balance unexpended -_________ ___________________ 80. 71 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ------------------------------------------- 80. 71 St. Joseph, Mo. July 1, 1913, balance unexpended ____________________ __ $1, 426. 87 June 30, 1914, amount expended during fiscal year, for maintenance of improvement------------------ ----------------------- 1, 397. 97 July 1, 1914, balance unexpended---___- ____ ___-__ _ 28. 90 Council Bluffs, Iowa. July 1, 1913, balance unexpended----- ---------------------- $12, 945. 31 June 30, 1914, amount expended during fiscal year, for maintenance of improvement-------- ----- - -------------------- 12, 627. 50 July 1, 1914, balance unexpended ------------------------------- 317. 81 FUNDS CONTRIBUTED BY CHICAGO, BURLINGTON & QUINCY RAILWAY. [At Folsom, Iowa.] July 1, 1913, balance unexpended_______________________ ___ $1, 712. 27 June 30, 1914, amount expended during fiscal year, for works of improvement__________________________ $69. 94 Deposited with Treasurer, United States, to credit of ap- propriation for "Improving Missouri River (Kansas City to Sioux City) " ___________ _ 1, 642. 33 1, 712. 27 FUNDS CONTRIBUTED BY ILLINOIS CENTRAL RAILWAY CO. [At Council Bluffs, Iowa.] July 1, 1913, balance unexpended------------------------------ $11, 815. 59 Amount contributed ______________________-- - 15, 000. 00 26, 815. 59 June 30; 1914, amount expended during fiscal year, for works of im- provement--..-...... -_ - - -- 26, 815. 59 972 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. FUNDS CONTRIBUTED BY METROPOLITAN WATER DISTRICT. [At Florence, Nebr.] Amount contributed --------------------------------- ----- $5, 000. 00 June 30, 1914, amount expended during fiscal year, for works of im- provement-------- ---------- -------------------------- 4, 119. 96 July 1, 1914, balance unexpended------------------------------ 880. 04 FUNDS CONTRIBUTED BY CITIZENS OF SIOUX CITY, IOWA. [Snagging in Big Sioux River.] Amount contributed_ ------ ------------------------------- $200. 00 June 30, 1914, amount expended during fiscal year, for works of im- provement---------- -------------- ---------------- 200. 00 (d) At St. Joseph, Mo.-This locality is on the portion of the river from Kansas City to Fort Benton, about 87 miles above Kansas City. The original and present conditions 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, $75,000: 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 duly recognized United States depository to be designated by him, the sum of $75,000, to be expended by said Secretary of War, together with the amount herein appro- priated, in the execution of the plan of improvement 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. The funds for cooperation have not yet been secured, though the local interests have been informed of the status of the appropriation. No work will be iThdertaken until the conditions as to contribution of $75,000 are complied with. July 1, 1913, balance unexpended ------------------------------ $75, 000 July 1, 1914, balance unexpended_------ 75, 000 (e) At Atchison, Kans.-This locality is on the portion of the river from Kansas City to Fort Benton, about 56 miles above Kansas City. The original and present conditions 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, $90,000 : Provided, That no part of this amount shall be expended until the city of Atchison, or other agency, shall have deposited to the credit of the Secretary of War, in some duly recognized United States depository to be RIVER AND HARBOR IMPROVEMENTS. 973 designated by him, the sum of $90,000, 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 the left bank, the Missouri side, just above the Atchison railroad bridge, at an estimated cost of $180,000, with $4,500 annually for maintenance. The funds for cooperation have not yet been secured, though the local interests have been informed of the status of th appropriation. No work will be undertaken until the conditions as to contribution of $90,000 are complied with. July 1, 1913, balance unexpended__-------------_--_____ $90, 000 July 1, 1914, balance unexpended ------- ___-___________ _ 90, 000 (See Appendix AA 1.) 2. Osage River, Mo.-The Osage River rises in the eastern part of Kansas and flows generally in an easterly direction, emptying into the Missouri River about 8 miles below Jefferson City, Mo. Its total length is about 500 miles. The length of the river from its mouth to Warsaw, Mo., is 172 miles. Above Warsaw the river was declared by act of March 4, 1904, to be not navigable. The river has been navigated to Osceola, 228 miles above the mouth, and has been used for rafts and logs above that point. The river is now under improve- ment to the town of Linn Creek, near the mouth of Niangua River, 109 miles above the mouth. The elevation of standard low water at the mouth, foot of Dodds Island, is 102.78, and of standard high water 116.36, above St. Louis directrix, a range of 13.58 feet. The average slope of the river from Osceola to the mouth is 0.74 foot per mile, and from Niangua River to the mouth about 0.60 foot per mile. The range between extreme low and high water averages 30 feet. The draft that can be brought to the mouth of the river from the ocean is 4 feet. The original condition was one of alternate pools and shoals, with snags and overhanging trees. The depth in the pools was from 5 to 15 feet, but on the worst shoals it was about 1 foot to 18 inches. The width of the portion of the river that is used varies from 300 to 1,400 feet. The work has been carried on under two projects-that of open channel improvement, by the construction of wing dams and train- ing walls, in addition to dredging and removal of obstructions to navigation, and that for the construction of a lock and dam 7 miles above the mouth of the river. The first project was general in its nature. The first appropria- tion was made in 1871, and no estimate of cost or time limit was adopted. The removal of obstructions under this plan contemplates main- tenance. The obstructions will form anew, and while the wing dams and training walls have a degree of permanency, they must receive frequent repair and extension to keep up their efficiency. The lock and dam was authorized by act of 1890, no limit of cost being given. This work has been completed. The crest of the dam is about 13 feet above low water and it creates a pool about 18 miles long. These projects have not been modified. 974 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project document.) Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to Osceola 1 ................................ ...... 1875 2 20 Osage River notes 1......... ......... ..... ... ...... .... 1898 3539 Osage River history, 1871 .to. . 1900 . . . . .1.... ..... ...... ......... . "........ .. ... 1900 4944 Mouth to Niangua River a ... House. 960 Sixtieth...... First... ............ 1No maps. ' Appendix L. ' Contains maps. The work during the year on open-river improvement has con- sisted of snagging, dredging, and repair and extension of wing dams and training walls on the reach from the lock and dam to Linn Creek, near the mouth of Niangua River. The following work was accomplished: Dams and training walls constructed--------------------linear feet-- 9, 976 Stone quarried-------- ------------------- cubic yards__ 5, 640 Gravel dredged from channel-------------------------- do.... 39, 071 Snags and obstructions removed---------------------- ---------------- 40 Miles of river worked over-------------------------- 31 Three pieces of floating plant were constructed and small repairs to plant were made. The expenditure during the year was $16,557.69. The total of the appropriations and receipts from other sources for improvement of the Osage River, beginning with the act of March 3, 1871, is $1,051,071.95. The amount expended by the General Government to June 30, 1914, on both projects, is $1,017,672.57, of which $382,640.50 is for general improvement, $631,682.50 for lock and dam, and $3,349.57 for main- tenance. All work was done by hired labor with Government plant. The result of the expenditure has been to increase the depth over the shoals. remove obstructions, and keep navigation open. The least depth at low water over the shoals is 1 to 2 feet, while in the pools the depth ranges from 5 to 15 feet. Amount of freight carried on the Osage River. Calendar year: Short tons. Calendar year: Short tons. 1904------------------- 35, 746 1909 ---------------- 25, 264 1905-------------------- 8, 678 1910 __-------------------- 23, 662 1906------------------ 20, 506 1911 -------------------- 19, 274 1907 -------------------- 31, 601 1912 -------------------- 19, 033 1908 ---------------- 30, 606 1913 -------------------- 22, 563 The commerce consists of railroad ties, cordwood, live stock, and miscellaneous merchandise. The value of the commerce is estimated at $262,000. There has been no recent change in the nature of the commerce. The improvement has influenced freight rates by increasing the draft and affording shippers a regular means of transportation by boat. There are practically no railroad facilities. RIVER AND HARBOR IMPROVEMENTS. 975 It is proposed to use the amount required for expenditure in the fiscal year ending June 30, 1916, for works of improvement and for maintenance of general improvement, including snagging, dredging, open-river work, and construction of plant. Lock and dam.-At the beginning of the fiscal year.the lock and dam were practically completed. During the heavy rise of 1912 some of the rock fill in front of the apron crib protection was carried away. This rock has been replaced, and the lock, including permanent buildings, has been completed. One-half the construction of three pieces of floating plant was charged to the lock and dam; including this, the expenditure during the year was $6,403.10. Beginning July 1, 1912, the operation of lock and dam was taken up under funds from appropriation for " Operating and care of canals and other works of navigation-indefinite," and is the subject of a separate report (see below). July 1, 1913, balance unexpended--_, --- $56, 360. 17 June 30, 1914, amount expended during liscal year: For works of improvement ----------------- $20, 262. 40 For maintenance of improvement----------------- 2,698. 39 22, 960. 79 July 1, 1914, balance unexpended________---------- --------- 33, 399. 38 July 1, 1914, outstanding liabilities--------------------------- 2,342. 28 July 1, 1914, balance available _------- ----------------- 31, 057. 10 Amount (estimated) required to be approprihlted for completion of existing project ------ ------------------------------- Indefinite. Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance---- --- '15, 000. 00 (See Appendix A A 2.) 3. Operating and care of Locke and Dam No. 1, Osage River.- This work was taken up under the indefinite appropriation for op- erating and care of canals and other works of navigation on July 1, 1912. Previous to that time the lock and dam had been under con- struction with funds supplied by special appropriations. The site of the lock and dam is 7 miles above the mouth of the river. The lock is 42 by 220 feet, with steel gates operated by hand with chain and beam gear. The lift is 16 feet. The dam consists of five Chittenden weirs, each 75 feet long, and 415 feet of chanoine wickets. The weirs are separated from each other and from the chanoine section by five piers, each 10 feet wide. The total length of dam is 840 feet. The Chittenden weirs are op- erated by hydraulic pressure, assisted by a compressed-air plant. The wickets are operated from a maneuvering barge. On account of the accumulation of gravel and mud in the space surrounding the curved surface of the drums, the weirs are difficult of operation in the spring after they have been down during the winter. The lift of the dam, both weirs and wickets, is 7 feet. The lock was placed in operation in March, 1906, and the dam in February, 1911. 1Exclusive of the balance unexpended July 1, 1914. 976 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The work done during the year under the indefinite appropriation consisted in the operation and care of the lock and dam, miscella- neous repairs, improving and cleaning up the lock grounds, and ad- ministrative expenses. The regular lock force consists of one lock master, one assistant lock master, and three lockmen. Other men are employed occasionally when additional force is required. The amount expended to June 30, 1914, was $10,605.20, of which $5,580.62 was expended during the past fiscal year. The outstanding liabilities on June 30, 1914, amount to $542.08. The commerce passing the lock during the year amounted to about 4,500 short tons, valued at about $75,000, and consisted of railroad ties, log rafts, cordwood, live stock, grain, and miscellaneous mer- chandise. The lock was operated 368 times. (See Appendix AA 3.) 4. Gasconade River.-This river rises in the southern part of Mis- souri and flows generally northeast, emptying into the Missouri River at Gasconade, about 32 miles below the mouth of the Osage River. Its total length with tributaries is about 200 miles; area of water- shed, 3,478 square miles; low-water discharge, 450 second-feet; ex- treme flood discharge, 40,000 second-feet. The length of river from its mouth to Arlington is 107 miles. Im- provement in recent years has extended to Gascondy, 62 miles above the mouth. The river is navigable to Arlington, and for tie and log rafting a considerable distance above. The elevation of standard low water at the mouth is 80.11 feet and of standard high water is 93.64 feet above St. Louis directrix, a range of 13.54 feet. The average slope of the river from Gascondy to the mouth is 1.23 feet per mile. Low water at Gascondy is ap- proximately 156 feet above St. Louis directrix. The range between extreme low and high water averages about 20 feet. The draft that can be brought to the mouth of the river from the ocean is 4 feet. The original condition was one of alternate pools and shoals, with snags and overhanging trees. The navigable depth was 1 foot, with varying widths from 500 to 300 feet through the pools, and 60 to 200 feet over the shoals. The project for the improvement of this stream, adopted in 1880, provided for 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. The project or plan is general in its nature. The first appropria- tions were made in 1880, and no estimate of cost or time limit was given. The project contemplates maintenance and relief from year to year and the removal of obstructions, which are constantly form- ing anew. The improvement must therefore be considered continu- ous. No modification in the project has been made. The work of improvement and maintenance is being carried out under the general plan followed since 1880, based upon which the first appropriation was made. RIVER AND HARBOR IMPROVEMENTS. 977 References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. . . . .. . . . . . . . . . . . . . . . . . . .. . . . . . .. . . . . . . .... . .. . Generalreport 1 ..... 1873 479 Mouth to Vienna1 . . . . . . ...... . . ........ . .. . .......... . . . . .. . .Senate.. . . . . . Forty-sixth.. . . . . . . . . . . .99 .. . . .. . .. Second............... . . . . ... General report 1 ...... . 1880 1462 Do.1........................................ .... ........ 1896 3800 Do.................... ......... . ... ....... .......... 1898 3539 Mouth to Gascondy 1................. 2. . . . . . . . . . . .. House... . . ...... 829 Sixtieth....... First............... Gascondy to Arlington ... . do .... 190 Sixty-third......do.... ......... 1No maps. s Contains maps. The river and harbor act of March 4, 1913, appropriated $10,000 for continuing improvement and maintenance, which has been prac- tically exhausted, and the work has been suspended since December 31, 1913, for lack of funds. The work during the first part of the fiscal year on open river improvement consisted of snagging, repair and construction of wing dams and training walls on the section of river from head of Pryors Chute to the mouth, and minor repairs to Pryors Chute dam. The work accomplished was as follows: Miles of river worked over-------------- ------------------------ 324 Snags and obstructions removed__--------------------------- 33 Repairs to wing dams and training wall -------------- linear feet__ 150 New wing dams and training walls-----------------------do.. 2, 098 Gravel removed from channel by team and scraper cubic yards__ 2, 050 --. Repairs to Pryors Chute dam-----------------------linear feet__ 20 Stone quarried and used---------------- ---------- cubic yards__ 3, 608 Minor repairs were made to plant during the fiscal year. The total expenditures during the fiscal year for improvement works, repairs to plant, superintendence, and travel amount to $10,379. The total of appropriations and receipts from other sources for the improvement of the Gasconade River, beginning with the act of June 14, 1880, is $182,124.31. The amount expended to June 30, 1914, was $180,947.78. The result of the expenditure has been to increase the depth over the shoals, ,remove obstructions, and maintain navigation. The least depth at low water over shoals is 1i to 2 feet, while in the pools the depths range from 4 to 15 feet. All work was done by hired labor with Government plant. The improvement has influenced freight rates by affording shippers a regular means of transportation by boat and increasing the draft. There are practically no available rail facilities. Amount of freight carried on the Gasconade River. Calendar year- Short tons. Calendar year- Short tons. 1904 ------------------ 14, 791 1909 --------------------- 29, 931 1905 -------- -------- 29, 837 1910 ------------------ 30, 758 1906 -------------- 27, 604 1911 -------------------- 41, 535 1907 ----------------- 50, 083 1 1912 ---- ---------------- 47, 589 1908 ------------------ 28, 887 i 1913 --- ..---.---.---. 28, 696 60993o-ENG 1914- 62 978 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. This commerce consists chiefly of railroad ties, sand and gravel, live stock, grain, feed and flour, lumber, and miscellaneous mer- chandise. Its value is estimated at about $308,000. It is proposed to use the amount required for expenditure in fiscal year ending June 30, 1916, for works of improvement in continuing present project, which is indefinite, including plant to carry on work, maintenance of existing works, and survey. July 1, 1913, balance unexpended---- _______________________ $11, 555. 53 June 30, 1914, amount expended during fiscal year: For works of improvement___---______________ $7, 249.38 For maintenance of improvement-----------------3, 129. 62 10, 379. 00 July 1, 1914, balance unexpended----------------------------- 1,176. 53 July 1, 1914, outstanding liabilities__ __-_________________ 983. 41 July 1, 1914, balance available ______---_________ 193. 12 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_ ... --- -.. _______ ---- __ 15, 000. 00 Amount available for fiscal year ending June 30, 1915___---__----- 15, 193. 12 Amount (estimated) required to be appropriated for completion of existing project --------------------------------------- Indefinite. Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance ------ ---- 15, 000. 00 (See Appendix AA 4.) 5. Improving Kansas River at Kansas City, Kans.-The Kansas River rises in eastern Colorado and flows generally east, emptying into the Missouri River at Kansas City. The extreme length of watershed is about 500 miles and its area 5,799.8 square miles. The river proper is formed at Junction City (Fort Riley), 176 miles above the mouth, by the junction of the Smoky Hill and Republican Rivers. Average slope of this portion is 1.85 feet per mile. The length of the river from the mouth to Argentine is approxi- mately 6 miles. Elevation of low water at mouth is 309 feet above St. Louis directrix. Elevation of extreme flood height at mouth is 339 feet above St. Louis directrix. Average slope from the mouth to Argentine is 1.50 feet per mile; discharge, low water, 2,000 second- feet; discharge, high water, 150,000 second-feet; extreme flood of 1903, 300,000 to 350,000 second-feet; ordinary range at mouth between high and low water, 16 feet; extreme range, 30 feet. The draft that can be brought to the mouth of the river from the ocean is 4 feet. The river has been navigated to Fort Riley and Junction City. The present river traffic is confined to the lower 10 miles of river, extending through Kansas City, Kans., and Argentine up to Turner. The original condition of the river was one of varying depth, with sand bars, shoals, and snags. The width was from 800 to 1,000 feet, and the depth at low water about 2 feet. In its present condition the lower 10 miles of river is greatly obstructed by debris, wreckage, and general encroachment. Several of the bridges are now being reconstructed. Levee work and revet- ment along the approved harbor lines have been about 90 per cent completed. 'Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 979 An .allotment of $3,000 was made December 30, 1911, from the ap- propriation for " Examinations, surveys, and contingencies of rivers and harbors" for the systematic inspection and necessary surveys of the river from its mouth to the western limits of Kansas City, Kans. The river and harbor act of July 25, 1912, provides as follows: Improving Kansas River, Kansas: For improvement of Kansas River up to Argentine, Kansas, in accordance with report submitted in House Document Numbered Ninety-four, Sixty-second Congress, first session, four thousand dollars. The project as outlined in this document consists of supervision as to harbor-line encroachments, bridge reconstruction, and removal of debris and obstructions from the bed of river. No previous appropriation has been made for the river. The influence of improvements will be to give a better and more unobstructed channel. The waterway will be used mainly for local freight between the river and the navigation wharf on the Missouri River front at Kansas City, Mo., 1 mile below the mouth. An ex- tensive sand commerce is now using the river, amounting to over half a million cubic yards annually. Floods.-This river suffered a severe flood in 1903, causing a dam- age of $20,000,000 at Kansas City alone. Sixteen bridges across the river were destroyed, leaving one standing. Another disastrous flood, though of less proportions, followed in 1904, and another in 1908. A special report on flood conditions, encroachments, and bridges was made in 1904 by a board of engineer officers. Shortly after this a drainage district was organized under the laws of Kansas for river regulation and flood control. In 1909 Congress authorized the estab- lishment of harbor lines for the river, varying in distance apart from 734 feet at the mouth to 900 feet at the Argentine wagon bridge, 27,000 feet above the mouth. The drainage district has voted bonds to the extent of $1,750,000 for construction of levees, revetments, widening of river, rights of way, and condemnation. This work is well on to completion except removal of debris and general excava- tion. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Generalriver 1.................................... Do 1.. ........... ..... ................ .. .......... .......................... .... 1879 1893 1089 2293 Do ....... ...................... ouse.. 82 Fifty-eighth... Second ............. Argentine to mouths..................... Senate.. 160 .... do...... do..d..... ........ . ............ Do ..... House... 94 Sixty-second.. First............. Mouth to western limits of Kansas City, .. do.... 584 Sixty-third... Second............. Kans.' 1No maps. 2 Contains maps. The' final report on survey of the Kansas River, mouth to western limits of Kansas City, Kans., required by the river and harbor act of July 25, 1912, was submitted by the local officer October 10, 1913. 980 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. During the year the local officer has continued the supervision and inspection of levee and revetment construction and bridge recon- struction, to see that the work conforms to the harbor lines as estab- lished and bridge heights and spans as approved. Eight bridges have been completed and the removal of debris is in progress. The piers and remaining span of the Kansas City Flowline Bridge have been removed. July 1, 1913, balance unexpended-______________________ 1 $5, 483. 22 June 30, 1914, amount expended during fiscal year for supervision and inspection, etc __..____..-_____________________ 1, 011. 80 July 1, 1914, balance unexpended ......-- ------. ---- - 1 4, 471. 42 (See Appendix AA 5.) 6. Fort Riley Military Reservation, Kans.-Preservationof bank line of Republican River, Fort Riley, 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 the 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, $25,000, to be immediately available. A subproject was submitted and approved for two 2-row. concrete pile dikes 800 and 400 feet long. The piles were 30 feet by 11 inches square, reinforced with three-fourths-inch steel rods. The bracing was reinforced 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 reinforced concrete. The work was done by hired labor with Government plant, except the driving of the piles, which was done by contract. The 800-foot dike was extended 300 feet during 1910 and 1911 and a flexible reinforced concrete-block revetment of 800 square feet was placed at the lower end of the extension, the blocks being 18 inches square and 4 inches thick, and held together by one-fourth inch rings and bolts. The work as completed consists of 1,500 linear feet of 2-row con- crete pile dike and 400 linear feet of standard revetment. The work was inspected December 11, 1913, and found in good condition. Reports of this work are given in Annual Reports, Chief of Engi- neers, 1910, page 1842; 1911, page 2020; 1912, page 2227; and 1913, page 2474. The funds on hand will be used to maintain the work, if necessary, and for inspections to note the effects of high water. No estimate of funds is submitted, as no additional funds are re- quired at present. July 1, 1913, balance unexpended__------ ----------------- $2, 718.08 June 30, 1914, amount expended during fiscal year for inspection__ _ 19. 32 July 1, 1914, balance unexpended_------------------- -------- 2, 698. 76 1 Of this amount, $4,000 pertains to the appropriation of July 25, 1912, and the remainder to the allotment of $3,000, made Dec. 30, 1911, from the appropriation for examinations, surveys, and contingencies, for surveys and inspections in connec- tion with the removal of ddbris, bridge construction, etc. RIVER AND HARBOR IMPROVEMENTS. 981 EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HAR- BOR ACTS OF JUNE 25, 1910, AND JULY 251 1912. Reports on preliminary examinations and surveys required by the river and harbor acts of June 25, 1910, and July 25, 1912, 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 Con- gress and printed in documents as indicated. 1. Preliminary examination and survey of Gasconade River from Gascondy to Arlington, Mo.-Reports dated September 12, 1910, October 25, 1911, and November 15, 1912, with map, are printed in House Document No. 190, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner apparently desired, for an all-year service, is not deemed advisable at the present time. A plan for improving ordinary navigation stages, at an estimated first cost of $6,500, followed for some years by an average cost of $1,000 annually for maintenance, is presented. 2. Preliminary examination and survey of Kansas River, from the mouth to the western limits of Kansas City, Kans., with a view to removing all obstructions therefrom, dredging and widening the mouth, and extending the improvement so as to fit the same for navi- gation, and to consider propositions for cooperation on the part of local authorities and interests.-Reports dated November 27, 1912, and October 10, 1913, with maps, are printed in House Document No. 584, Sixty-third Congress, second session. A plan of improve- ment at an estimated cost of $80,000, of which $10,000 should be borne by the Federal Government and the remainder by local inter- ests, with recommendation that the sum of $4,000 now on hand for the improvement of this river be made available for the work pro- posed, leaving $6,000 to be provided by Congress, is presented. 3. Preliminary examination and survey of Missouri River from the mouth of the Kansas River to a point at or near where the west line of Kansas City, Kans., extended, intersects the Missouri River.- Reports dated December 16, 1912, and December 20, 1913, with map, are printed in House Document No. 913, Sixty-third Congress, sec- ond session. The improvement of this locality by the United States is not deemed advisable to a greater extent than already authorized by the existing project. IMPROVEMENT OF RIVERS AND HARBORS IN THE NASHVILLE, TENN., DISTRICT. This district was in charge of Maj. H. Burgess, Corps of En- gineers. Division Engineer, Lieut. Col. H. C. Newcomer, Corps of Engineers. 1. Cumberland River, Tenn. and Ky.-The Cumberland River rises in eastern Kentucky, on the western slope of the Cumberland 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. The draft which can 982 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARIMY. be brought to the mouth of the river from the ocean at low water is 1.5 feet. (a) Below Nashville (193 miles).--In its original condition this section of the river was considerably obstructed by rocky ledges, conglomerate, gravel and sand bars, snags, and other surface obstruc- tions, on account of which navigation was rendered very uncertain. The general direction of flow is northwest. From 1830 to 1840 the Legislatures 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 Co. was incorporated by the State of Tennessee in 1846 for improving the "navigation 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. From July 17, 1832, to July 7, 1838, Congress made five appropria- tions for improving the Cumberland River, Tenn. and Ky., aggre- gating $155,000, $20,000 of which was to be expended below Nash- ville and $135,000 on the river generally, but all the appropriations 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 specifi- cally 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 exten- sion of the lock and dam system of the upper river over a considerable portion of the river below Nashville by the construction of seven locks and dams. (Annual Report Chief of Engineers for 1909, p. 586.) Under this project, Lock A, the first of the series, was placed in operation in November, 1904. 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 session. RIVER AND HARBOR IMPROVEMENTS. 983 The modified or existing project contemplates the completion of the canalization 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 available length of locks to be 280 feet; available width, 52 feet; minimum depth on upper and lower miter sills, 62 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. Annual cost of operation and maintenance is estimated at $40,000. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Below Nashville, with a view to slack- .......... . .. ........ ......... 1890 2152 water navigation. Resurvey of mouth . ........... . House... 283 Fifty-fourth... Second.. 1897 2242 Below Nashville, Tenn., and Ky......... ... do.... 758 Sixtieth ...... First............... Do.2.................. ............... ... do.... 1481 .... do........ Second. ......... ....... 1 Project document; no maps. 2 Contains maps. Snagging operations, to which funds for maintenance were ap- plied, were carried on by hired labor from Nashville to the mouth of the river, a distance of 193 miles, at a cost of $3,467.53, including repairs to floating plant and contingencies. Contracts for the construction of Locks B, C, and D, and the fill- ing valves, anchorages, etc., for these locks were in force during the fiscal year, and contract was let for the construction of abutments of Dams B and C. Bids for the work of constructing Dam and abutment D were also advertised for, and bids were duly received, but the contract can not be let until funds are provided by river and harbor legislation. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, was $805,469.01, of which $38,440.28 was applied to maintenance. Under the project of canalization, appropriations and allotments aggregating $1,643,000 have been made, which, together with the receipts from other sources, amount- ing to $1,002.80, makes a total of $1,644,002.80. Outstanding lia- bilities to June 30, 1914, amount to $1,361.69. The construction of Locks B and C is provided for under the continuing contract appro- priations. All the funds called for by contract authorization have been appropriated. The total amount expended on all projects to end of fiscal year 1.914 is $1,265,469.01. Approximately one-fourth of the project has been accomplished to June 30, 1914. 984 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 45 to 90 days, depending 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 2 feet and 5 feet it is uncertain, and above 5 feet good. A table is given on page 390 of the Annual Report of the Chief of Engineers for 1902, showing the stages at Burnside, Car- thage, Nashville, and Clarksville for the years 1898-1902. The plane of reference is ordinary low water. The head of navigation for this section is Nashville. The navi- gable portion extends to the mouth, 193 miles. The reported commerce for the calendar year 1913 was 165,123 short tons, having an estimated value of about $2,705,431. Passen- gers carried, 4,950. 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 10 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. There is little doubt that the competition offered by the Cumberland River, even in its present condition, is the cause of the favorable rates into Nashville. In order that the project for lock and dam construction on the lower Cumberland River may be prosecuted most rapidly and eco- nomically, it is recommended that the sum of $1,000,000 be provided for the fiscal year 1916 for completing and placing in operation Locks and Dams B, C, D, and E. The work is necessary for the completion and extension of the improvement. July 1, 1913, balance unexpended _________-- ---- ------ $907, 266. 81 June 30, 1914, amount expended during fiscal year: For works of improvement-....-............. $276, 997.62 For maintenance of improvement__-------- 3, 467. 53 280, 465.15 July 1, 1914, balance unexpended_-- -- ______-------626, 801. 66 July 1, 1914, outstanding liabilities ___-..___________---_ 1, 361. 69 July 1, 1914, balance available ___..--------------- ---- - 625, 439. 97 Amount allotted from appropriation made by the river and bar- bor act approved Oct. 2, 1914----------- ----------------- 210, 000. 00 Amount available for fiscal year ending June 30, 1915 ......... 835, 439. 97 RIVERI AND HARBOR IMPROVEMENTS. 985 July 1, 1914, amount covered by uncompleted contracts---------- $543, 899. 69 Amount (estimated) required to be appropriated for completion of existing project ---------------------------------- 1, 991, 882. 40 Amount that can be profitably expended in fiscal year ending June 30, 1916: For works of improvement --------------------------- 11, 000. 000. 00 For nmaintenance of improvement------------------------ 5, 000. 00 Total ----------------------------------------- 1, 005, 000. 00 (b) Above Nashville (357 miles).--This section extends from Nashville 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 general direc- tion of flow of this section is southwest. The length of the section included in the present project of canali- zation is about 160 miles. The distance of the lower end of the project from the mouth of the river is about 190 miles. 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 nd 1883, was adopted by the river and harbor act of August 5, 1886 (Annual Report Chief of Engineers, 1884, p. 1663). 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 minimum depth on upper and lower miter sills of 62 feet, available length of locks 280 feet, available width 52 feet, 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, 1Exclusive of amount available for fiscal year 1915. 986 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 estimated cost of maintenance of improvement by open-chan- nel work is $5,000 per annum. References to examination or survey reports. Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Reconnoissance from Falls of the Cumber- ................................... 1871 469 land to Nashville.' Survey, Burnside, Ky.,1 to Nashville' ........... .. ....... ....... ... 1872 461-465 Survey Smith Shoals ........... ... .......... ..... .. ....... .. ...... 1875 795 Falls of the Cumberland 1..... ................ ......... . . .1879 142, 1279 Survey for canal around Smith Shoals 1..-........ . 1...............---- 182 1862 Examination of the Cumberland and prin- .......... ........ .............. ....... 1884 1661 cipal tributaries above Pineville, Ky.' Survey with view to placing locks and Senate.. 129 Forty-eighth.. First... 1884 1663 dams on Cumberland River, from Nashville, Tenn., to Cincinnati South- ern Railroad, Ky.' Between Locks 7 and 21 '................. House... 699 Fifty-ninth... First.............. Do....... ............. ....... do.... 2 632 Sixty-first..... Second.. . ..... ... ....... Lock No. 201 .....-- ... ..... . . ...... .do. ... 3 Sixty-second- .. do............... Survey of Cumberland River above Nash- ... do.2... 10 Sixty-third.... do............... ville, Tenn. 1 No maps. 2 Committee document. The expenditures during the fiscal year were principally for com- pletion of lock tenders' houses at Lock 6, snagging operations (main- tenance), payment for flowage damages, and contingencies pertain- ing to the entire improvement. All work was carried on by hired labor. Amount expended during the fiscal year___ ___---------- - $12, 238. 89 Reimbursable ---------------------------------------- 579. 09 Net expenditures -------------------------------- 11, 659. 80 Under the project of canalization appropriations and allotments aggregating $2,971,500 have been made; $15,679 have been received from recoveries, etc., making a total of $2,987,179. Of this amount $62,036.95 are chargeable to maintenance, leaving $2,925,142.05 ap- plicable to works of improvement. The total expenditures under this project to June 30, 1914, amount to $2,932,577.75, of which sum about $57,574.58 were applied to maintenance. The outstanding lia- bilities on June 30, 1914, amount to $586.60. The total amount expended on all projects to end of fiscal year 1914 is $3,278,577.75. The expenditures have resulted in an improved channel way by the periodical removal of snags and other surface obstructions and the completion and operation of Locks and Dams Nos. 1 to 7 and No. 21, the latter lock having been opened to navigation in October, 1911. RIVER AND HAI3BOR1IMPROVEMENTS. 987 The completion of Locks and Dams Nos. 1 to 7 has resulted in a good harbor at Nashville and also in affording 6-foot navigation from Nashville to West Point, Tenn., a distance of about 125 miles. A number of new boats and barges have been placed in commission since the completion of the improvement. The completion of Lock and Dam No. 21 has resulted in affording steamboat navigation the year round for a distance of 30 miles below Burnside, Ky., and has afforded a fairly good harbor at that locality. This lock has worked a reduction in freight rates of about one-half within the pool area. The present project of canalizing the river above Nashville as far as approved by Congress is practically completed. The river is navigable from Nashville, Tenn., to West Point, 125 miles, all the year for boats drawing 6 feet; from West Point, Tenn., to Burnside, Ky., 325 miles above Nashville, it is navigable for steamboats of 2 feet draft from six to eight months and for boats of greater draft from two to three months. Steamboats of light draft can ascend to Burkesville, 236 miles above Nashville, for five to eight months and larger boats from four to five months. At fairly low stages small gasoline boats make occasional trips. The fall is about 223 feet from Burnside to Nashville, or about 8 inches per mile. The plane of reference is ordinary low water. The head of navigation is Burnside, Ky., for steamers and other craft; however, the river for about 35 miles above Burnside is con- sidered navigable for rafting and logging. The commerce of the Cumberland River above Nashville for the calendar year 1913, as nearly as could be ascertained, aggregated 337,824 short tons, having an estimated value of about $7,250,766; passengers carried, 24,429. The tonnage consisted mainly of timber, farm products, sand and gravel, and general merchandise. The effect of the canalization of the Cumberland River from Nash- ville to Lock 7 has been to reduce the railroad freight rates to Car- thage, Tenn., and to reduce river freight rates as far up the river as West Point, Tenn., 125 miles. For detailed statement, see Annual Report for 1913, pages 2480-2481. During the past fiscal year two additional claims for damages on account of backwater from Dams 21 and 4 have been filed: Solomon H. H. Dunagan for $2,000 in the Court of Claims and W. Robert Donnell for $600. Field examinations were made and damages were determined at $323.40 for Mr. Dunagan and $39.35 for Mr. Donnell. Two claims were paid: A. H. Young, $592, and J. W. Day, $216. The estimated amount required for expenditure in the fiscal year 1916 is $5,000 for maintenance. In the district officer's report (Appendix B B 1) recommendation is made for the transfer of certain balances remaining from former ap- propriations for the Cumberland River above Nashville to sections of the river where they can be expended to advantage. His recom- mendation is concurred in. 988 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended------------------------------ $51, 261. 05 Amount received from surety of failing contractor---------------- 15, 000.00 66, 261. 05 June 30, 1914, amount expended during fiscal year: For works of improvement----------------------- $7, 018.48 For maintenance of improvement------------------ 4, 641. 32 11, 659. 80 July 1, 1914, balance unexpended------------------------------- 54, 601. 25 July 1, 1914, outstanding liabilities------------------------------- 586. 60 July 1, 1914, balance available 014. 65 5------------------------------ Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement . -------- - _ -- oo 00 15,000. (See Appendix BB 1.) 2. Operating and care of locks and dams on Cumberland River.- Nine locks are now in operation: Lock A, the first of the series below Nashville, and Locks Nos. 1, 2, 3, 4, 5, 6, 7, and 21 of the series above Nashville. Locks B, C, D, E, and F are still to be built, which will complete the present project of canalization of the Cumberland River. They have an available length of 280 feet, a clear width of 52 feet between walls, and a depth of 62 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 6 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 1913 the tonnage passing the locks now in operation was as follows, as nearly as could be ascertained: Lock A, 49,482 short tons; Lock No. 1, 54,336 short tons; Lock No. 2, 131,546 short tons; Lock No. 3, 81,741 short tons; Lock No. 4, 78,050 short tons; Lock No. 5, 74,057 short tons; Lock No. 6, 75,410 short tons; Lock No. 7, 60,797 short tons; Lock No. 21, 35,413 short tons. The funds vereexpended principally in quarrying stone for bank protection and raising lock walls; riprapping banks at Locks 4, 5, and 21; dredging in channel of pools; building barges and dry dock; repairing floating plant; raising the walls at Locks 4 and 6; and general work of operating and caring for locks, dams, buildings, and grounds. All work was carried on by hired labor. The amount expended to June 30, 1914, was $517,647.01, of which $162,868.59 was expended during the past fiscal year. The outstand- ing liabilities to June 30, 1914, amount to $11,825.03. (See Appendix BB 2.) IMPROVEMENT OF RIVERS AND HARBORS IN THE CHATTANOOGA, TENN., DISTRICT. This district was in charge of Maj. H. Burgess, Corps of Engineers, with Capt. R. C. Moore, Corps of Engineers, as assistant from the beginning of the fiscal year to December 4, 1913, and with Capt. Jarvis J. Bain, Corps of Engineers, as assistant from December 1 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 989 to the end of the fiscal year. Division engineer, Lieut. Col. H. C. Newcomer, Corps of Engineers. 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 farther 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 draft from the Gulf of Mexico to the mouth of the Tennessee which is available at low water is 9 feet in the Mississippi to the mouth of the Ohio at Cairo, Ill., above which it is limited by the 1.5 feet minimum depth on the shoal at Grand Chain, in the Ohio River, 22.5 miles below the mouth of the Tennessee. The river is navigable from the mouth to Hamburg, Tenn., 200 miles, for the entire year for a draft of 4 to 5 feet, and for the 26 miles between Hamburg and Riverton, Ala., for a 2-foot draft. Just above Riverton is the Colbert Shoals Canal, a lateral canal about 7.9 miles long surmounting the obstructions of Colbert and Bee Tree Shoals and with a minimum depth of 7 feet. Between the Colbert Shoals Canal and the lower lock of the Muscle Shoals Canal the draft possible at low water is not more than 1.5 feet. The Muscle Shoals Canal is a lateral canal 14.5 miles long surmounting the obstruction of Big Muscle Shoals, the draft possible in this canal being 5 feet. The Elk River Shoals Canal begins a few miles above the Muscle Shoals Canal and is a lateral canal with depth sufficient for 5-foot draft. At Hales Bar, 33 miles below Chattanooga, there is a lock and dam which gives 6-foot slack-water navigation for about 37 miles, overcoming the serious obstructions formerly existing in the so-called "Mountain section." At extreme low water the draft possible to be carried from the head of the Colbert Shoals Canal to Chattanooga, a distance of 230 miles, is only 1.5 feet, which is also the maximum possible at extreme low water in the 188 miles above Chattanooga, or to the head of the river. Local boat lines have headquarters at the principal towns along the river. List of "Tennessee River terminals in 1909" has been printed in Maj. William W. Harts's report of survey of the Tennessee River (H. Doc. No. 360, 62d Cong., 2d sess.). There is no through traffic covering the entire length of the river, the longest regular boat service being found between Chattanooga and Paducah when the stage of water permits. 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 project adopted by the act of July 25, 1912, divides the river into five sections. 990 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (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 general direction of flow is southwest. Early projects, between 1832 and 1856, seem confined to obtaining a low-water depth of 2 feet by means of wing dams and dredging. In 1871 a project was adopted providing for 3 feet at low water be- tween Chattanooga and Knoxville, at an estimated cost of $175,000. Up to June 30, 1895, the sum of $328,255.83 had been expended under the previous project, and there remained 55 obstructions having less than 3 feet depth at low water. The project, adopted by Congress in act of August 18, 1894, is based on the survey report printed as House Document No. 252, Fifty- second Congress, second session, and is to obtain by training walls, wing dams, and dredging a low-water channel 3 feet deep from Chat- tanooga to the mouth of the French Broad River, at an estimated cost of $650,000. A revision of the estimate in 1907, on a basis of unit prices in force at that time, placed the cost of that project at $1,709,000. Under the latter project the sum of $481,593.19 (reported in error last year as $493,937.72) was expended. The river and harbor act approved July 25, 1912, adopted the present project, based on the recommendation contained in House Document No. 360, Sixty-second Congress, second session. The exist- ing project is as follows: (a) Construction of lock and dam at foot of Caney Creek Shoals (including cost of flowage rights) suitable for a 6-foot navigation, at an estimated cost of $1,600,000; (b) open- channel work to secure a navigable depth of 3 feet at extreme low water and 4 feet at ordinary low water, at an estimated cost of $1,000,000. Available horizontal dimensions of proposed Caney Creek Lock: Length, 265 feet; width, 60 feet; depth at low water on miter sills--. upper, 30.2 feet; lower, 7.4 feet. The published reports of examinations and surveys of the Tennes- see River above Chattanooga are as follows: Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Examination .between Chattanooga and House... 76 Forty-second.. Second.. 1872 488 Knoxville, Tenn.' Survey from Chattanooga to the junction . .. do.... 252 Fifty-second. ... do.... 1893 2333 of the Holston and French Broad.' This section included in survey from con- ... do.... 360 Sixty-second.. ... do... ............ 2 French Broad to fluence of iolston and mouth of Tennessee. 3 1 No maps. 2 Contains maps. 5 Basis of project adopted by Congress. RIVER AND HARBOR IMPROVEMENTS. 991 Expenditures for the fiscal year 1914 from the allotment for Caney Creek Shoals Lock and Dam amounted to $12,858.60, and were ap- plied to making survey of site and extensive core-drill operations for foundations. Site was selected and approved during the fiscal year, and negotiations were entered into for the acquisition of the neces- sary lands. Under the allotment for open-channel work the expenditures for the fiscal year amounted to $228,640.02. The outstanding liabilities amount to $12,310.27. Funds were applied to channel excavation and dike work at Kelly Shoals, Watts Bar, Goodfield Shoals, Wash- ington-Hazleridge Shoals, and Soddy Shoals; to surveys of Lyons, Williams, Dallas, Washington, and Kelly Shoals, and Watts Bar; to the construction and repair of floating plant; and to the construc- tion of marine ways at Chattanooga. This includes the cost of the following new floating plant: Derrick boat (hull) No. 15, $4,520.51; quarter boat No. 21, $8,143.63; quarter boat No. 22, $6,908.31; barges Nos. 72, 73, 74, 75, 76, and 77, at $2,147.24 each; and drill boat No. 28, $156.07.' The total field cost of constructing the marine ways was $10,402.17. Appropriations and allotments under the present project amount to $672,081.35; and receipts from miscellaneous sources $252.30, mak- ing total receipts, $672,333.65. The total amount expended under the present project to June 30, 1914, is $405,851.14, of which $10,000 was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $1,215,700.16. Amount expended during the fiscal year _________-- - _____ $241, 602.24 Reimbursed from Isthmian Canal Commission ---------- $37. 83 Reimbursable from Isthmian Canal Commission --------- 65. 79 103. 62 Net expenditures_ .. __-- ____---- -------. 241, 498. 62 These expenditures have resulted in improved conditions of navi- gation at some of the worst localities in this section of the river, notably Little River Shoals, Kelly Shoals, Caney Creek Shoals, Watts Bar, Washington-Hazleridge Shoals, and Soddy Shoals. All the work on this section of the river was done by hired labor. The commerce reported on this section of the river for the calen- dar year 1913 amounted to 469,685 short tons, valued at about $2,707,363. The quantities of the various items included in this traffic were: Sand and gravel, 224,458 tons; iron ore, 149,564 tons; logs (mainly rafted), 35,035 tons; marble, 10,195 tons; farm prod- ucts, 17,614 tons; miscellaneous commodities and general merchan- dise, 32,819 tons. The effect of the project on freight rates is not yet fully apparent. It is recommended that the sum of $265,000 be provided for the fiscal year 1916 for work of improvement, to be applied to dredging, rock excavation, dike construction, and maintenance of improvement. It is further recommended that the sum of $1,527,000 be provided for the fiscal year 1916 for the completion and placing in operation of the Caney Creek Lock and Dam. The continuing-contract method of providing funds for Caney Creek Lock and Dam work is recom- mended. If the continuing-contract method be adopted, an initial appropriation of $450,000 should be made, with authorization for the balance of $1,077,000. 992 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. TENNESSEE RIVER ABOVE CHATTANOOGA (GENERAL IMPROVEMENT). July 1, 1913, balance unexpended__ ___________________ 1$203, 545. 92 Received by transfer from Caney Creek Lock and Dam- __ 242, 000.00 Receipts from sales of condemned property 123. 80 445, 669. 72 June 30, 1914, amount expended during fiscal year: For works of improvement 640. 02 $-----------------223, For maintenance of improvement _---.----- 5, 000. 00 228, 640. 02 July 1, 1914, balance unexpended __-_______________ - 217, 029. 70 July 1, 1914, outstanding liabilities ......--------------------------- 12, 310. 27 July 1, 1914, balance available__------- --------- ___ 204, 719.43 Amount (estimated) required to be appropriated for completion of existing project--------------------------------- "2473,000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance- . _ 2.265, 000. 00 CANEY CREEK LOCK AND DAM. July 1, 1913, balance unexpended -------------------------- $304, 311. 41 June 30, 1914, amount expended during fiscal year: - For works of improvement-______- ____-___$12, 858. 60 Transferred to " General improvement "-___-- 242, 000. 00 254, 858. 60 July 1, 1914, balance unexpended---------------------------- 49, 452. 81 Amount (estimated) required to be appropriated for completion of existing project---------------------------------2 41, 527, 000.00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement--------------- 21, 527, 000.00 TENNESSEE RIVER ABOVE CHATTANOOGA (CONSOLIDATED). July 1, 1913, balance unexpended ------------------------- $507, 857. 33 Receipts from sales of condemned property ____--- ---- ___ 123. 80 507, 981.13 June 30, 1914, amount expended during fiscal yearr: For works of improvement-- 236, 498. 62 $-------------- For maintenance of improvement------------- 5, 000. 00 241, 498. 62 July 1, 1914, balance unexpended--------------------------- 266, 482. 51 July 1, 1914, outstanding liabilities-------------------------- 12, 310. 27 July 1, 1914, balance available _- ----------------------- 254, 172. 24 Amount (estimated) required to be appropriated for completion of existing project_-- ------------- ----------------- 2 2, 000, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance_ s 1, 792, 000. 00 1 This balance has been increased over that reported in Annual Report for 1913, owing 2 to a reimbursement of the sum of $3.83. Exclusive of the balance unexpended July 1, 1914. SDecreased by $242,000, received by transfer from allotment for Caney Creek Lock and Dam. & Incgeased by $242,000, amount transferred to allotment for " General improvement." RIVER AND HARBOR IMPROVEMENTS. 993 (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 navi- gation for six months in the year. The average slope is 1.5 feet per mile from Chattanooga to Scott Point (17.5 miles), thence 0.4 foot per mile to head of Muscle Shoals Canal (158 miles), thence 2.73 feet per mile to Riverton (62.5 miles), with average low-water discharge varying from about 6,000 cubic feet per second at Chattanooga to about 10,000 cubic feet per second at Riverton. The general direction of flow is west. 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. Available horizontal dimensions of locks and depths at low water on miter sills of Muscle Shoals Canal. Depth on miter sills. Available Available Designation. length. width. Upper. Lower. Elk River or upper division: Feet. Feet. Feet. Feet. Lock A........ ................................ 249.5 60 4.800 5.0 Lock B ....................................................................... 249.5 60 6.890 2.2 Muscle Shoals, or lower division: Lock 1........................................... 246.0 60 2.600 2.6 Lock 2 ............................... ............ ............ 246.0 60 4.490 5.0 Lock 3........... ............... ............... 245.5 60 7.160 5.0 Lock 4... ........................................ 246.0 60 6.040 5.0 Lock 5........................... ......... ....... 263.5 60 1 7.046 5.0 Lock 6..................................... .... ........... 263.9 60 1 7.003 5.0 Lock 7........ ................. ...................... 263.5 60 2 6.810 5. 0 Lock 8................................................. .... 263.5 60 1 6.993 5.0 Lock 9 ...................... ............................. 263.5 60 3 7. 447 3.53 1 Depth on drop gate when down, 6.2 feet. ' Depth on drop gate when down, 6.6 feet. 2Depth on drop gate when down, 6 feet. Expenditures aggregating $595,532.74 have been made in the im- provement of the open river at various localities between Chatta- nooga and Riverton under a former project dating back to 1868, which contemplated securing a least depth of 3 feet at low water in the improved channels. Under the project of 1907, $417,662.70 was expended in this section for open-channel work. The projects for the improvement of this section prior to that adopted by the act of July 25, 1912, were three in number: The first authorizes the construction by private interests of a lock and dam at Hales Bar, about 33 miles below Chattanooga, which will form a pool extending several miles above Chattanooga with a depth of at least 6 feet at low water, the company doing the work being 60993 0 -ENG 1914-63 994 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. granted the use of the water power produced by the dam for a period of 99 years. The project was adopted by act of April 26, 1904, amended (as to location of the work) by act of January 7, 1905. The terms of the act required that the United States should prepare the plans, supervise the construction, and provide the gates, valves, operating machinery, and other appurtenances of the lock. The re- vised estimate of the total cost to the United States was $214,720. There has been no modification of project since its adoption. Hales Bar Lock is in operation. Available horizontal dimensions of lock are as follows: Length, 267 feet; width, 60 feet; depth at low water over miter sills-upper 11 feet, lower 6.5 feet. The second project, adopted by act of March 2, 1907, and based on the report of the survey from Scott Point to Lock A, printed as House Document No. 50, Fifty-seventh Congress, first session, pro- vides for open-channel work. As extended in scope by the act of June 25, 1910, it contemplates securing a depth of 5 feet at low water between Chattanooga and Riverton, with the exception of the inter- vals covered by the Hales Bar Lock and Dam, the Muscle Shoals Canal, and the Colbert Shoals Canal. The revised estimate of the total cost of this project was $1,481,500, exclusive of sums appropri- ated prior to March 2, 1907. 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, based on the report of a board of engineer officers (Oct. 28, 1890, pp. 2317-2322, pt. 4, Annual Report of the Chief of Engineers, 1891), was approved by the Secretary of War on November 28, 1890, and its last modification on June 12, 1905 (p. 1738, Annual Report of the Chief of Engineers, 1905). The canal is completed and in operation. Available horizontal dimensions of lift lock: Length, 287 feet; width, 80 feet; depth at low water over miter sills-upper 7.67 feet, lower 6.25 feet. The river and harbor act approved July 25, 1912, modified the proj- est in accordance with recommendations in House Document No. 360, Sixty-second Congress, second session, the proposed modified project being as follows: (a) Between Chattanooga and Browns Island, lock and dam at Crow Creek Island, and open-channel work to secure a depth of 6 feet at ordinary low water (5 feet at extreme low water), with permanent works for a 7-foot depth (extreme low water occurs seldom, and then for only a few days at a time), estimated to cost $3,000,000; (b) between Florence and Riverton, open-channel work to secure a depth of 6 feet at ordinary low water (5 feet at extreme low water), at an estimated cost of $500,000. Available horizontal dimensions of proposed Crow Creek Lock: Length, 265 feet; width, 60 feet; depth at low water over miter sills-upper 20.5 feet, lower 7.5 feet. The estimates made for the work on the stretch of river between Florence and Colbert Shoals, as given in House Document No. 360, Sixty-second Congress, second session, were based on low water assumed in survey made in 1891. Improvement of the stretch of river from the head of Browns Island to Florence, Ala., has been completed under the existing project. RIVER AND HARBOR IMPROVEMENTS. 995 Reports of examinations and surveys made in the section between Chattanooga and Riverton have been published, as follows: Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Survey of Muscle Shoals............... House... 284 Twentieth.... First.................. Survey from Chattanooga to the mouth 1......do... 271 Fortieth...... Second.. 1868 560 Resurvey of Muscle Shoals section ......... .. . ................. ........ 1872 495 Browns Ferry to Florence.' Examination between Guntersville and ................ ............................ 1877 589 Browns Ferry, and resurvey of Elk River Shoals.' Survey of Colbert Shoals 1.............. . ........ ..... ............... .......... 1887 1747 Examination of Moccasin Bend (to deter- House... 168 Fifty-sixth... First.... 1900 3005 mine advisability of constructing a canal across it).' Survey between Chattanooga and Scott ... do.... 461 ..... do.........do.. 1900 2956 Point.' Survey between Bridgeport and Decatur ... do.... 577 ..... do.......... .do.... 1900 3008 (preliminary report).' Survey between Scott Point and Lock A.'.. .. do... 50 Fifty-seventh - .... do ... 1902 1743 This section included in survey from con- .. .do.... 360 Sixty-second.. Second.............. fluence of Holston and French Broad to mouth of Tennessee.' 3 1No maps. 2 Contains maps. 3 Basis of project adopted by Congress. A map of the Muscle Shoals stretch is published in the annual report of 1882, page 1840, and one of Col- bert and Bee Tree Shoals in the report of 1898, page 1900. Hales Bar.-Duringthe past fiscal year the sum of $54,065.71 was expended, which was applied to the cost of inspection by hired labor of construction of the lock and dam under contract; to the construc- tion of lock houses, warehouse, etc.; and excavation of lower lock approach. Outstanding liabilities, $11,410.99. A contract was en- tered into for the installation of motors, switchboard, transformers, etc., for use in connection with the lock-operating machinery. Amount expended during the fiscal year------------------------ $54, 078. 47 Reimbursable ________---_---------- ------ -------------- 12. 76 Net expenditures---- ---------------------------- 54, 065, 71 Appropriations and allotments under this project (Hales Bar Lock and Dam) amount to $229,720; $18.29 was received from other sources, making a total of $229,738.29, of which sum $215,017.77 has been expended to June 30, 1914. The dam was completed in October, and the first vessel was locked through November 1. Although all construction work under the contract has been completed, the lock and dam have not yet been formally accepted by the United States, due to the development of several leaks below the dam, which are under treatment. The construction of four lock houses, being car- ried on by hired labor, was about 75 per cent completed at the end of the fiscal year. Between Chattanooga and Browns Island.-The amount expended under this head during the past fiscal year was $23,345.46. Out- standing liabilities amount to $2,420.50. The funds were applied to making core-drill explorations to determine best location for lock and dam, and for surveys for ascertaining the extent of flowage damages to result from the construction of a lock and dam at the selected site. This work was done by hired labor. The amount of land which 996 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. would be damaged by backwater was found to be so great as to make a high dam as proposed at this locality very costly. Further investi- gation will be made to determine the most feasible scheme of im- provement. No estimate for appropriation for lock and dam is there- fore submitted at this time. Between Florence and Riverton.-The expenditures for the fiscal year amounted to $250,632. Outstanding liabilities amount to $17,676.31. Funds were applied principally to rock excavation and dredging at Tuscumbia Bar and Kogers Island, and to maintenance and construction of floating plant. A new derrick boat hull (No. 16) was constructed at the New Orleans shipyard at a cost of $4,503.38. The work at Tuscumbia Bar was brought nearly to com- pletion during the fiscal year, only about 1 per cent still remaining to be done. Operations at Kogers Island were commenced the latter part of May, and it is estimated that this, the only remaining ob- struction of importance in this section of the river, will still require about one year's active operations for its improvement. The work in this section of the river was done by hired labor. Appropriations and allotments under the present project for the sections between Chattanooga and Browns Island and Florence and Riverton amount to $814,068.17, and receipts from miscellaneous sources $56.48, making total receipts $814,124.65. The total amount expended under the present project to June 30, 1914, is $570,893.24. The total amount expended on all projects to the end of the fiscal year 1914 is $4,775,815.18. Amount expended during the fiscal year-------------------------- $250, 678 Reimbursable ----------------------------------------------------- 46 Net expenditures------------------------------------------ 250, 632 The maximum draft that can be carried at mean low water over the shoalest place between Chattanooga and Riverton is about 1.5 feet. The extreme flood oscillations range from about 53.4 feet at Riverton, Ala., to about 7.5 feet at Lock 7 of the Muscle Shoals Canal. The river freight reported as having been handled on this section in the calendar year 1913 amounted to 31,097 short tons of timber products, 31,578 short tons of merchandise, 31,050 short tons of sand and gravel, and 10,408 short tons of farm products. In addition, the Nashville, Chattanooga & St. Louis Railway, which operated a car ferry between its terminals at Hobbs Island, on the north bank, and Guntersville, on the south bank (22 miles upstream), handled 88,748 tons of rail freight by means of transfer boats (without unloading from cars), making a total commerce in the section between Chatta- nooga and Florence of 196,481 tons, valued at approximately $13,865,924. The heavy decline in tonnage was due to the fact that navigation was suspended for practically the entire calendar year 1913 at Hales Bar incident to the construction of the dam at that place. Owing to the very expensive class of rock excavation work done at Tuscumbia Bar, it is found that it will not be practicable to finish the projected work in this section within the project estimate. The amount remaining to be appropriated under the original estimate is $20,000. In the appendix to this report, page 2570, the district officer gives the RIVER AND HARBOR IlPROVEMENTS. 997 further reasons why an additional sum of $90,000 should be provided for the fiscal year 1916 for work of improvement. His.recommenda- tion is concurred in. Colbert Shoals Canal.--During the past fiscal year the sum of $1,133.93 was expended out of the appropriation for Colbert and Bee Tree Shoals, which was applied to payment for 15 acres of land pur- chased for the purpose of making certain improvements for pro- tecting the canal embankment against erosion during high stages of the river, and also for furnishing additional mooring space for vessels using the canal. All other expenses were paid for out of the allotment for "Operating and care," under which head in the ap- pendix the detailed report of operations appears. Appropriations and allotments under the present project amounted to $2,313,000; $9,132 was received from other sources, making a total of $2,322,132, of which sum $2,321,356.79 has been expended to June 30, 1914. The expenditures have resulted in placing the canal in operation. For statement of commerce through the canal during the calendar year 1913, see page 2572 of the appendix. The effect of this work on freight rates is not yet apparent. The canal being now fully in operation, all work at this locality will hereafter be reported under "Operating and care of Colbert Shoals Canal." Summary of all expenditures between Chattanooga and Riverton. Muscle Shoals section -------.-.------------------. $3, 191, 726. 50 Hales Bar Lock and Dam___-------------------------- _ 215, 017. 77 Between Florence and Riverton---------------------------- 570, 893. 24 Colbert Shoals Canal ________------------------_ 2, 321, 356. 79 Miscellaneous localities...1------------------------------ , 013, 195. 44 Total ------------------------------------------ 7, 312, 189. 74 HALES BAR. July 1, 1913, balance unexpended __________________________ $68, 786. 23 June 30, 1914, amount expended during fiscal year, for works of improvement ----------------------------------------------- 54, 065. 71 July 1, 1914, balance unexpended ---------------------------- 14, 720. 52 July 1, 1914, outstanding liabilities________--__________________ 11, 410. 99 July 1, 1914, balance available ------------------------------- 3, 309. 53 July 1, 1914, amount covered by uncompleted contracts ........... 7, 000. 00 BETWEEN CHATTANOOGA AND BROWNS ISLAND. July 1, 1913, balance unexpended __________------ _______ $382, 014. 41 June 30, 1914, amount expended during fiscal year: For works of improvement____________________ $23, 345. 46 Transferred to " Between Florence and Riverton "_ 150, 000. 00 173, 345.46 July 1, 1914, balance unexpended_---------__ ---------- 208, 668. 95 July 1, 1914, outstanding liabilities__________ _____________ 2, 420. 50 July 1, 1914, balance available___ _____-_____________ -_ 206, 248. 45 Amount (estimated) required to be appropriated for completion of existing project---------------- - 12 2, 755, 000 1Exclusive of the balance unexpended July 1, 1914. sIncreased by $150,000 over amount of last year, which was transferred to appropria- tion for section "Between Florence and Riverton." 998 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. BETWEEN FLORENCE AND RIVERTON. July 1, 1913, balance unexpended -------------------------- $135, 194. 46 Transferred from Crow Creek Lock and Dam --------------- ___ 150, 000. 00 285, 194. 46 June 30, 1914, amount expended during fiscal year for works of im- provement ------------------------------------------- 250, 632. 00 July 1, 1914, balance unexpended ---------------------------- 34, 562.46 July 1, 1914, outstanding liabilities 676. 31 1---------------------------7, July 1, 1914, balance available_____________________________ 16, 886. 15 Amount allotted from appropriation made by the river and harbor act approved October 2, 1914___ _- __ - -___ ____--110, 000. 00 Amount available for fiscal year ending June 30, 1915___________ 126, 886. 15 Amount (estimated) required to be appropriated for completion of of existing project ...-------------- _----_--_---- 2110, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance-- ----- 2120, 000. 00 COLBERT AND BEE TREE SHOALS. July 1, 1913, balance unexpended__________________________ _ $1, 909.14 June 30, 1914, amount expended during fiscal year for works of im- provement----- ---- _----------------------------------- 1, 133.93 ---- July 1, 1914, balance unexpended______------__ _ 775. 21 (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 general direction of the flow is north. The ruling low-water depths were originally about 3.5 feet over the lower 196 miles and 2 feet in the remaining portion. The former stretch has been improved by dredging until its available low-water depth is about 4.5 feet. In the latter stretch Big Bend Shoals has not been improved and is still the controlling shoal, with an available low-water depth of 2 feet. 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. Thirty-five of these obstructions, involving the dredging of ap- proximately 1,661,420 cubic yards of gravel, have been removed. Published report of survey of the river (H. Doc. No. 360, 62d Cong., 2d sess., pp. 149 to 165) shows that there are yet 22 shoals in this stretch that afford less than the required depth for full channel width. Several of these have the required depth, but some of the channels fall short in width and others are crooked and require straightening. The results of dredging operations are fairly per- manent. The extreme flood oscillations range from 48 feet at Johnsonville to about 55 feet at Paducah. The original project, adopted September 19, 1890, and subsequently extended in its scope by the acts of August 18, 1894, and March 3, 1This balance has been increased over that reported in annual report for 1913, owing to a reimbursement of the sum of $13.43. 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 999 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 Padu- cah, Ky. A survey of this portion of the river was made pursuant to an act of Congress of August 18, 1894, but no definite plan of improvement appears to have been recommended at the time further than a sug- gestion that channel excavation by dredging should be given a trial. The present plan is the outcome of the successful application of this method. The published reports of examinations and surveys pertaining to the Tennessee River below Riverton are as follows: Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Survey from Chattanooga to the mouth 1... House... 271 Fortieth...... Second.. 1868 560 Examination of Paducah Harbor l........-....... ...... ......... ......... ......... . 1885 1830 Survey of Livingston Point 1-.. .......... -.......... ..... ......... ..... .......... 1891 2256 Examination of Livingston Point and ................ .... .. :.... 1895 2301 Tennessee Island.l Survey from Riverton to mouth, 1896 (no ..... .... ...................... 1897 2263 detailed report submitted).1 Survey of mouth of Tennessee River 1...... House... 19 Fifty-fifth..... First.... 1897 2314 Survey of Paducah Harbor 1.............. do.... 644 Fifty-sixth.... do.... 1900 3220 Survey of Tennessee River from conflu- ... do.... 360 Sixty-second.. Second........... ence of French 2 Broad and Holston Rivers to mouth. 3 1No maps. 2 Contains maps. 3Basis of project adopted by Congress. The amount expended on the original project was $534,051.92. The river and harbor act approved July 25, 1912, adopted a modi- fication of the former project, based on report printed in House Document No. 360, Sixty-second Congress, second session, as follows: Open-channel work to secure a depth of 6 feet at ordinary low water (5 feet at extreme low water), estimated to cost $600,000. The expenditures for the fiscal year amounted to $230,400.32. Outstanding liabilities amount to $19,574.59. The funds were ap- plied to drilling and blasting rock and dredging rock and gravel at Big Bend Shoal, the most formidable obstruction on this section of the river; also to gravel excavation at Bear Creek Shoal, Rockport Bar, and Thompsons Point. This work was done by hired labor. Amount expended during the fiscal year .----- ______--__ $231, 104. 94 Reimbursable from N. C. & St. L. R. R--------_________ $668. 12 Reimbursable from Hitt Lumber Co------------------- 36. 50 704. 62 Net expenditures--- ------------------------------- 230, 400. 32 The amount expended on the present project to June 30, 1914, is $272,560.09, being applied as hereinabove stated. The total amount expended under all projects to the end of the fiscal year 1914 is $806,612.01. The commerce carried on the river between Florence and Paducah in the calendar year 1913 amounted to about 480,105 short tons, the 1000 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. total value of which was estimated at $6,130,874. The item of rail- road ties constituted about three-fourths of the tonnage; other timber products amounted to 71,201 short tons, farm products to about 18,887 short tons, and miscellaneous merchandise to about 19,539 short tons. The sum of $287,000 should be provided for completion of the work at Big Bend Shoal and for other work in connection with the ap- proved project, and for maintenance of completed channels. This appropriation is necessary in order that the work already done may be made fully available for commercial use. BELOW RIVERTON. July 1, 1913, balance unexpended_--__-__------------- $278, 010. 01 June 30, 1914, amount expended during fiscal year, for works of improvement -----------------------------------------230, 400. 32 July 1, 1914, balance unexpended _____ ___----------- 47, 609. 69 July 1, 1914, outstanding liabilities_ .... _____________------- 19, 574. 59 July 1, 1914, balance available ______________ ___ 28, 035. 10 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914.. ----------------------- 123, 000. 00 Amount available for fiscal year ending June 30, 1915_----- ---- 151, 035. 10 Amount (estimated) required to be appropriated for completion of _----- existing project------_----------------- -- 1277, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance------- .. 287, 000. 00 (See Appendix CC 1.) 2. French Broad and Little Pigeon Rivers, Tenn.-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 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1001 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, based on the survey of 1870 (Annual Report, 1871, p. 491), was adopted June 14, 1880, and 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. Examinations and surveys have been made as follows: Annual Reports Congressional documents. of Chief of Engineers. Section covered. ° Senate.or No. Congress. Session. Year. Page. Examination of French Broad River, .............................. ..... 1871 491 Tenn.' 2 Examination of French Broad River, N. C. .............. ........................ 1875 817 (Brevard to Buncombe County line).' Examination of French Broad River, N. C .......... ...... ........ 1876 718 and Tenn. (Buncombe County line to junction with the Holston).' Examination of French BroadRiver, N. C. .......................................... 1878 525 (Brevard to Asheville).' Examination of Little Pigeon River 1............... ....... .................. ..... 1891 2228 Survey of French Broad River, Tenn.'... ouse... 616 Fifty-sixth ... First... 1900 3019 Examination in North Carolina, author- ... do.... 1071 Sixty-second.. Third....... ..... ized by act of June 25, 1910.' 1No maps. $ Basis of project adopted by Congress. No modification has been made since the adoption of the present project. The funds expended in the fiscal year 1914, amounting to $6,839.66, were applied to channel excavation at Seven Island Shoals and to repair and construction of dikes at Seven Island Shoals and Huf- faker Shoals, also to repair and maintenance of floating plant. The work was carried on by hired labor. To June 30, 1914, $200,000 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 $200,503.01. The amount expended to June 30, 1914, for work in the State of Tennessee was $157,015.44, of which $22,029.84 was for maintenance. These expenditures have been applied to the improvement of some 16 shoal places in the French Broad River, the maintenance of the navigable channel, and the removal of the bar at the mouth of the Little Pigeon River. 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 1002 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. above the mouth, and all the improvements are below this place. Except at one rock ledge and the refilling of the channel at Seven Island Shoals the low-water channel of 90 feet width and 2.5 feet depth has now been secured from Dandridge down as far as Huf- faker Shoals, about 11 miles above the mouth. The commerce carried on the French Broad in 1913 amounted to 66,728 short tons, valued at about $481,194. The direction of traffic is not parallel to rail lines, and the effect of the improvement on railroad rates, therefore, would be indeterminate, though prob- ably important. In the appendix to this report, page 2579, the district officer sub- mits an estimate of $77,000, which he states will be necessary to complete the improvement of the French Broad River below Dan- dridge, in addition to the balance of $18,515 remaining to be appro- priated under the existing project. Owing to the commercial im- portance of this lower stretch of the French Broad River his recom- mendation is concurred in. It is recommended that there be provided for the fiscal year 1916, to be applied to dike building, channel ex- cavation, and maintenance, a total of $53,515. The appropriation is required so that past improvements may be made fully available and also for the extension of benefits. FRENCH BROAD RIVER. July 1, 1913, balance unexpended-------------------------------- $7,327. 23 June 30, 1914, amount expended during fiscal year: For works of improvement------------------------$4, 339. 66 For maintenance of improvement------------------- 2, 500. 00 6, 839. 66 July 1, 1914, balance unexpended ---------------------------------- 487. 57 July 1, 1914, outstanding liabilities -- 190. 17 July 1, 1914, balance available------------------------- -- 297. 40 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914---------------------------------------- 10, 000.00 Amount available for fiscal year ending June 30, 1915-----....--------- 10, 297. 40 Amount (estimated) required to be appropriated for completion of existing project .------..--------------------- x85, 515. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance -------- 153, 515. 00 (See Appendix CC 2.) 3. Clinch and Hiwassee Rivers, Tenn.--(a) Clinch River.-This river rises in the Cumberland Mountains in Virginia, and, after following a southwesterly course, empties into the Tennessee 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. 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1003 In its original condition the channel was obstructed by rock reefs, sand and gravel bars, bowlders, snags, and overhanging trees. The present project, apparently based on the report of examination printed in House Document No. 188, Forty-fourth Congress, first session, was adopted in 1880, and provides for channel excavation, removing surface obstructions, and the construction of wing dams and training walls, so as to secure a navigable channel of 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 town of Clinton has been reached by small steamboats, and is regarded as the practicable limit of steamboat navigation. Rafts are sometimes floated down from points as far upstream as Speers Ferry, Va., 201 miles from the mouth, but this traffic is diminishing, and it is reported that few rafts now enter the Clinch River above the mouth of Powells River. The following is a list of the reports of examinations and surveys pertaining to this stream: Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Examinations from mouth of Indian House... 188 Forty-fourth.. First_.... 1876 741 Creek Va., to junction of Clinch and Poweils Rivers, and below Emory River.' 2 Examinations in Tennessee and Virginia i....do .... 77 Forty-sixth... Second. - 1881 1864 Preliminary report of survey in Tennessee 1 ... do.... 570 Fifty-sixth.... First.... 1900 3065 Final report of survey in Tennessee 3.........do.... 75 ..... do....... Second.. 1901 2542 1 No maps. 2 Basis of project adopted by Congress. 8Contains maps. No modification has been made in the present project since its adoption. The expenditures for the fiscal year, amounting to $1,336.52, were applied to channel excavation and dike construction at Clinton Island Shoals. The sums thus far appropriated and allotted for this stream amount to $61,825.43, and $45.10 additional has been received from sales, making the total receipts $61,870.53. The amount expended on this project to June 30, 1914, was $61,246.96. These expenditures have 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 3 feet lower than before the improvement was begun. 1004 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. There is no information available indicating the extent to which freight rates are affected by this improvement. It seems safe to say that it will necessarily be slight until the time arrives when changed conditions shall have warranted the adoption of a plan for the radical improvement of this stream. It is proposed to apply the small balance available, together with the $2,000 estimated for, to the removal of surface obstructions and maintenance of existing improvements. The commerce reported on the Clinch River for the calendar year 1913 amounted to 23,294 short tons, having a valuation of about $173,280. On page 2581 of the appendix to this report the district officer esti- mates that the sum of $2,000 can be expended to advantage in remov- ing snags on the Clinch River. This will principally benefit the log- ging interests, which seem to be of sufficient importance to justify this small expenditure. The estimate for 1916 has therefore been prepared accordingly. CLINCH RIVER. July 1, 1913, balance unexpended-- ------------------------- $1, 916. 09 Receipts from sales--------4--------------------------------44. 00 1, 960. 09 June 30, 1914, amount expended during fiscal year, for works of im- provement --------------------------------------------- 1, 336. 52 July 1, 1914, balance unexpended-----------------------623. 57 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ---------------------- 2, 000. 00 (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 dis- charge at the mouth of the Ocoee is given as about 950 cubic feet per second. Before improvement the channel was obstructed by rock reefs, gravel bars, snags, and overhanging trees. The original project of improvement, based on an examination made in 1874 (Annual Report, 1875, p. 809), was for a navigable channel 40 feet wide and 2 feet deep at ordinary low water to Sa- vannah Ford, about 41.6 miles from the mouth of the river, to be secured by excavation of rock reefs and gravel bars and the con- struction of wing dams. Expenditures under this project amounted to $36,427.07. 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1005 Examinations and surveys of the Hiwassee River have been made and reported as follows: Annual Reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Examination from Savannah Ford to the ............. .......................... 1875 809 mouth.1 Examination from its confluence with the House... 27 Fifty-second.. Second.. 1893 2412 Tennessee to the mouth of Ocoee River.' Preliminary report on survey from the ... do.... 593 Fifty-sixth.... First.... 1900 3011 mouth to the mouth of the Ocoee River.1 Finalreport on survey from the 1mouth to ... do.... 77 ..... do........ Second.. 1901 2458 the mouth of the Ocoee River. 2 1No maps. 2 Basis of project adopted by Congress. The present project, based on the report of survey printed in House Document No. 77, Fifty-sixth Congress, second session, was adopted by the river and harbor act of June 13, 1902, and contem- plates 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 16 shoals having less than the desired depth at low water. No modification of the existing project has been made since its adoption. The expenditures for the fiscal year, amounting to $250, were applied to maintenance. Under the present project funds aggregating $89,855.33 have been received from appropriations and allotments, and $8.23 from sales, making a total of $89,863.56. The amount expended on the present project to June 30, 1913, was $86,401.78. These funds have been applied to the improvement of the 13 principal shoals below Charleston and to the maintenance of the navigable channel. The total amount expended on all projects to the end of the fiscal year 1914 is $122,828.85. While the full channel width has not been secured at every shoal place, the width provided is thought to be everywhere ample for the existing and prospective commerce on this stream; and inasmuch as there is no demand for improved conditions above Charleston, the present limit of steamboat navigation, it is considered that the im- provement is practically completed. 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. Sa- vannah 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 1006 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. above Charleston. Rafting and logging are not considered practi- cable above Savannah Ford. The commerce carried on the Hiwassee River in the calendar year 1913 amounted to 2,639 short tons, valued at about $55,666. It con- sisted principally of farm products and general merchandise. There is no information available indicating the extent to which freight rates are affected by this improvement. It is probably slight. No estimate for further appropriations is submitted, as the amount of commerce involved does not appear to justify further appropria- tions at present. HIWASSEE RIVER. July 1, 1913, balance unexpended ---------------------------- $3, 711. 78 June 30, 1914, amount expended during fiscal year for maintenance of improvement ------------------------------------------ 250. 00 July 1, 1914, balance unexpended-- -- ------------------------- 3, 461. 78 CONSOLIDATED. July 1, 1913, balance unexpended --------------------------- $5, 627. 87 Receipts from sales ----------------------------------------- 44. 00 5, 671. 87 June 30, 1914, amount expended during fiscal year: For works of improvement_----------------- $1, 336. 52 For maintenance of improvement---- ---- ---------- 250. 00 1, 586. 52 July 1, 1914, balance unexpended-------.. --------------------- 4, 085.35 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement of Clinch River ----------- 2, 000. 00 (See Appendix C C 3.) 4. Operating and care of Hales Bar Lock, Tennessee River.-This work consists of a lock and dam at Hales Bar, about 33 miles below Chattanooga, Tenn., built under contract by the Chattanooga & Tennessee River Power Co. under enabling acts of April 26, 1904, and January 7, 1905, the company being granted the use of the water power produced by the dam for a period of 99 years. The United States provided the gates, valves, operating machinery, and other appurtenances of the lock, and supervised the construction. The dam is a solid concrete structure 1,200 feet long and of about 52 feet average height, raising the water surface 37.5 feet. The pool formed thereby affords a navigable depth of at least 6 feet for some distance above Chattanooga. The construction of this dam suc- cessfully surmounts some of the worst obstructions in the Tennessee River, which heretofore existed in what is known as the "Mountain section." The available dimensions of the lock are 60 by 267 feet; lift, 37.5 feet; depth on upper miter sill 11 feet and on lower miter sill 6.5 feet. The lock was opened to navigation on November 1, 1913. The amount expended for operating and care since that date was $1,823.95. 1 Exclusive of the balance unexpended July 1, 1914, RIVER AND HARBOR IMPROVEMENTS. 1007 The freight transported through the lock (in the months of May and June, 1914) amounted to 1,751 short tons, estimated to be valued at about $126,002. The number of lockages, exclusive of those of Government craft, was 125. (See Appendix C C 4.) 5. Operating and care of Muscle Shoals Canal, Tennessee River.- For details of this canal and of its operation and care, also dimen- sions 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 1913 amounted to 5,887 short tons, the estimated value of which was $579,753. The number of lockages made, exclusive of those of Gov- ernment craft, was 959. The amount expended to June 30, 1914, was $1,360,142.15, of which the sum of $49,452.14 was expended during the year. (See Appendix C C 5.) 6. Operating and care of Colbert Shoals Canal, Tennessee River.- This work consists of a lateral canal nearly 8 miles long on the left bank of the Tennessee River immediately above Riverton, Ala. It has a minimum width of 140 feet at the water surface and a depth throughout of 7 feet, with 6 feet on the miter sills. Boats are passed by means of a single lock (located at the lower end of the canal, one- half mile above Riverton) with a maximum lift of about 26 feet and clear dimensions of 80 feet by 350 feet. The original project was adopted in 1890, and the construction of the lock commenced in 1893. The canal was opened to navigation in November, 1911. Up to June 30, 1914, the work has cost $2,321,356.79. The amount expended for operating and care since the time of opening to June 30, 1914, amounts to $69,076.50, of which the sum of $22,425.17 was expended during the year. The freight transported through the canal in the calendar year 1913 amounted to 30,710 short tons, the estimated value of which was $214,888. The number of lockages made, exclusive of those of Government craft, was 162. (See Appendix C C 6.) EXAMINATION MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT OF MARCH 4, 1913. Report dated July 7, 1913, on preliminary examination of Paint Rock River, Ala., for a distance of 19 miles above its mouth, required 1008 REPOFIT OF THE CHIEF OF ENGINEERS, U. S. ARMY. by the river and harbor act of March 4, 1913, 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 Con- gress and printed in House Document No. 227, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. OHIO RIVER. The river and harbor act approved June 25, 1910, adopted a project for the improvement of the entire Ohio River by the con- struction of locks and movable dams, with a view to securing a navigable depth of 9 feet, in accordance with the report submitted in House Document No. 492, 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 12 years. Additional information concerning the project, including a discussion of details of construction, is given in House Document No. 1159, Sixty-second Congress, third session. The following cash appropriations have been made for this project: 1910. River and harbor act of June 25------------------------ $1, 150, 000 1911. River and harbor act of Feb. 27---------------__ $2, 000, 000 Sundry civil act of Mar. 4---------------------- 1, 710, 000 3, 710, 000 1912. River and harbor act of July 25---------------- 3, 200, 000 Sundry civil act of Aug. 24 __ 1, 141, 000 4, 341, 000 1913. River and harbor act of Mar. 4 __ 1, 800, 000 Sundry civil act of June 23------------------ 1, 673, 000 3, 473, 000 1914. Sundry civil act of Aug. 1------------------ 4, 176, 000 River and harbor act of Oct. 2 750, 000 1-------------------, 5, 926, 000 Total-------- ----- ----------------------------------- 18, 600, 000 Work of creating slack-water navigation on the Ohio River has been in progress for many years, first with a view of secur- ing a depth of 6 feet and afterwards a depth of 9 feet, and prior to the adoption of the new project the practical com- pletion of 12 locks and dams and some work on 2 others had been provided for by special specific appropriations. Of these, Nos. 1 to 6, inclusive, 8, 11, 13, 18, 37, and the dam at 41 have been com- pleted, and Nos. 19 and 26 are nearly completed. Seventeen addi- tional locks and dams, i. e., Nos. 7, 9, 10, 12, 14, 15, 16, 17, 20, 24, 28, 29, 31, 35, 39, 43,'and 48, and lock at No. 41, and the widening of the Louisville & Portland Canal have been started since the adop- tion of the comprehensive project in 1910. The lock and the dam at No. 41, Louisville, are at opposite ends of the Louisville & Portland Canal. Land has been purchased or is being purchased for all sites of locks and dams. In the Pittsburgh and Wheeling districts practi- cally all land has been purchased. In the Cincinnati and Louisville districts practically all land needed in the near future has been pur- chased and the remaining land is being acquired as rapidly as is consistent with the best interests of the Government. RIVER AND HARBOR IMPROVEMENTS. 1009 This project originally contemplated a total of 54 locks and dams. The report of the approved project, House Document No. 492, Six- tieth Congress, first session, gives the original estimate for these locks and dams, made in 1906, as $63,731,488, in addition to ap- propriations previously made. The report contemplates first the building of certain dams below important cities and tributaries, and then the construction of the remainder serially in order downstream. A modification of this project, omitting Lock and Dam No. 42, by adjusting the lifts of Dams 41 to 46, inclusive, was approved by the Secretary of War on September 12, 1913, thus making the total number of locks and dams in the approved project 53. As indicated above, there are 31 locks and dams already completed or under con- struction, leaving 22 to be begun under future appropriations. The appropriations for slack water on the Ohio River have amounted to $16,555,225.48 for work authorized prior to the adoption of the new project, and $16,850,000 under the new project, including the sundry civil act of August 1, 1914, or a total of $33,405,225.46. The total expenditures for slack water prior to June 30, 1914, were $24,749,002.56. There is an unappropriated contract authoriza- tion amounting to $3,200,000. The execution of surveys, preparation of plans for the locks and dams, and other matters pertaining to the improvement as a whole are made the subject for consideration by a special board of officers of the Corps of Engineers, constituted at the present time as follows: Lieut. Col. Henry C. Newcomer, Lieut. Col. Francis R. Shunk, Lieut. Col. Henry Jervey, Maj. J. P. Jervey, Maj. John C. Oakes, and Capt. F. B. Wilby (recorder). Upon the recommendation of the board the following allotments have been made of the cash appropriations provided under the new project: Dam No.- 7 ------------------------ ---------------- $1, 137, 000 9 1, 087, 000 10- 1, 010, 000 12 1, 112, 000 14 __ 805, 000 15 1, 0034, 000 16 602,400 17 - ---- 669, 500 19 900. 000 20 800,000 24 580, 000 28 850, 000 29_ 736, 000 31 467, 000 35 539, 100 39 150,000 41 2, 215, 000 43 ------------------------ -- 580, 000 48 1, 061, 000 Surveys, etc__ 480, 000 Contingencies and unallotted - 35, 000 Total---------------------------------- 16, 850, 000 The actual construction of the new locks and dams and the oper- ation and care of the completed structures are under the immediate 60993°-ENG 1914-64 1010 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. supervision and direction of the district engineer officers at Pitts- burgh, Wheeling, Cincinnati, and Louisville. 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 10, on pages 1020 to 1023; Locks and Dams Nos. 11 to 28, on pages 1029 to 1042; Locks and Dams Nos. 29 to 40, on pages 1053 to 1057; and Locks and Dams Nos. 41 to 54, on pages 1060 to 1071. In adopting the 9-foot project for the Ohio River the river and harbor act of June 25, 1910, specified that the work should be prose- cuted " with a view to the completion of such improvement within a period of 12 years." Inasmuch as it requires from 3 to 4 years to complete one lock and dam on the upper river, and even a longer time to complete one on the lower river, where the greater por- tion of the work not yet begun is located, it is apparent that in order to comply with the requirement that the whole improvement shall be completed within a period of 12 years from the date of its commencement, provision will have to be made for beginning con- struction of all structures several years in advance of the date fixed for completion. There are 22 dams of the 53 to be built on the river which have not yet been commenced. If the system is to be com- pleted by 1922, i. e., 12 years from 1910, the date of the act specifying the period for completion, construction of all of these dams must be begun by 1917. Assuming that 4 dams can be commenced this year, this involves the commencement of construction of at least 6 dams during each of the years 1915, 1916, and 1917, and necesitates the provision of funds in sufficient amount to permit of such com- mencement in addition to the amount needed to continue construc- tion of dams which have been previously commenced. After the next few years, when the improvement is well advanced, the annual necessities will naturally decrease as the system approaches comple- tion, but for a few years these annual necessities will be greater than one-twelfth of the total cost in order to get the necessary work started and to make up for past deficiencies in appropriations. It should be noted in this connection that the total amount so far appropriated in the 5 years since and including 1910 is only $16,850,000, and that the amount required to complete the project in accordance with the original estimate is $46,881,488. 'lo cover obligations in connection with the locks and dams where work is now in progress under continuing-contract authorizations the sum of $3,200,000 should be appropriated in the sundry civil act for the fiscal year 1916. This would take all of the authorization in river and harbor act of 1913. For new work, by contract or otherwise, for which no provision has yet been made, an estimate of $6,000,000 is submitted as the amount required to be appropriated or authorized in the next river and harbor act. Since the construction of a lock and dam will re- quire about four years, it is not necessary that all of this latter amount be made immediately available, provided the remainder be covered by a continuing-contract authorization. This will permit additional contracts to be made for those locks and dams for which only partial provision has heretofore been made and will provide for beginning six additional locks and dams. RIVER AND HARBOR IMPROVEMENTS. 1011 I IMPROVEMEN OF RIVERS AND HARBORS IN THE PITTSBURGH, PA., DISTRICT. This district was in the charge of Lieut. Col. Francis R. Shunk, Corps of Engineers, having under his immediate orders Capt. Harold C. Fiske, Corps of Engineers. Division Engineer, Lieut. Col. H. C. Newcomer, Corps of Engineers. 1. Monongahela River, Pa.-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 generally northerly direction about 128 miles to its junction with the Allegheny, forming the Ohio River at Pittsburgh, Pa. The distance from the source to the Pennsylvania State line is 36.5 miles, and from the State line to Pittsburgh is 91.5 miles. In its original condition, 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 7,340 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. The draft which can be brought to the mouth of the Ohio River from the ocean is 9 feet. During the dry season of summer and fall the navigable depth in the Ohio is sometimes less than 2 feet. The Ohio River is now in process of improvement by means of locks and dams, and when completed there will be afforded a minimum navi- gable depth of 9 feet from the ocean to the mouth of the Mononga- hela River. In 1833 Congress provided for a survey of the river from Pitts- burgh to Brownsville, a distance of about 57 miles. This survey was not followed by an appropriation for improving the river, and the Legislature of Pennsylvania, by act of March 31, 1836, incorporated and authorized the Monongahela Navigation Co. to improve the river from Pittsburgh to the Virginia State line. This company built seven locks and dams, producing slack water fromr Pittsburgh to within 2 miles of the 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. 1012 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Under date of March 4, 1913, Congress adopted a project for the reconstruction of Lock and Dam No. 6, at a total estimated cost of $356,200, in accordance with report submitted in House Document No. 1217, Sixty-second Congress, third session. References to examination or survey reports and maps or plans (including project documents). Congressional documents. Annual Reports of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Part. Page. Senate. Pittsburgh to Brownsville........ House... 126 Twenty-second Second.. Do...........................do.... 351 Twenty-third . First... New Geneva to Morgantown..... ... do.... 144 Forty-second.. Second.. 1872 412 Upper Monongahela River near ... do.... Ex. 85 Third... ..... do ........ 1873 504 Morgantown, W. Va. Morgantown to Fairmont.........do.... Ex. 91 Forty-fourth.. First.... 1876 2 129 Above upper dam (No. 9) ............. ........ ................ 1889 3 1904 Mouth tp McKeesport .... .. .......... 1899 3 2399 Locks and Dams 1, 3, 4, and 5 1... House... 209 Fifty-eighth... Second.. 1904 3 2540 Preliminary examination of Mo- ... do.... 1217 Sixty-second.. Third... nongahela River, Pa., with a view to the reconstruction of Locks and Dams Nos. 4 and 6.12 TRIBUTARIES. Cheat River: 1. . . examination.... Preliminary . . . . . . . . . . .. . . ......... 1889 3 1905 Do. ..... House... 248 Fifty-eighth... Second.. 1904 3 2538 Preliminary examination for ... do.... 216 Sixtieth....... First.... a distance of 25 miles up from its mouth.1 West Fork River survey from ... do.... 88 1 F ifty-sixth.... I...do... . 1900 3267 mouth to the city of Clarksburg. Youghiogheny River: Mouth to West Newton.. ........ 1874 1 558 West Newton to Connellsville ........ 1876 2 83 McKeesport to Connellsville.. House... Ex. 20 Forty-sixth... Third... 1881 3 1957 Do......................... 1884 3 1716 McKeesport to West Newton. House... 82 Fifty-sixth.... First.... 1900 5 3283 Mouth to Connellsville 1...... do.... 330 Sixtieth...... Sdo... .. Mouth to West Newton 1.......do.... Com. 9 Sixty-first..... Second.. Tygarts Valley and Buckhannon .......... ................ 1884 3 1718 Rivers. Deckers Creek: For a distance of 1,600 feet House... 193 Fifty-ninth... First.......................... above mouth.1 For a distance of 2,000 feet ... do.... 57 Sixtieth. do.. ... do...... ... .............. above mouth.1 For a distance of 2,500 feet ... do.... 14 Sixty-second.. ... do............ above mouth. 1 No maps. 2Basis of project adopted by Congress. During the year the following work was accomplished by hired labor with Government plant: At Dam 6 the necessary shops and other buildings were completed and the cofferdam for the lock was built and pumped out and the site prepared for laying concrete. The amount expended up to the close of the fiscal year ending June 30, 1914, is $2,327,725.68, of which $113,710.05 was expended during the year. The total amount expended on all projects to the close of the fiscal year ending June 30, 1914, is $6,096,799.56, including the cost of the property acquired by the United States from the Monongahela Navi- gation Co., $3,761,615.46. RIVER AND HARBOR IMPROVEMENTS. 1013 The condition of work on June 30, 1914, was as follows: The project was completed except the reconstruction of Lock and Dam 6, which was begun, and the raising of the upper sills in the river locks at 3 and 5. 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 lock chamber at No. 6 is 56 feet by 360 feet. The depth at low water over the sill is 7.5 feet. Normal upper pool is 760.23 feet above mean low tide at Sandy Hook. 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 1014. The additional appropriation recommended will be applied to completing the reconstruction of Dam No. 6. REBUILDING LOCK AND DAM NO. 2. July 1, 1913, balance unexpended-.....------------------------$14, 393.10 July 1, 1914, balance unexpended____________________________ 14, 393. 10 REBUILDING LOCK AND DAM NO. 3. July 1, 1913, balance unexpended --------------------------- $12, 882. 95 July 1, 1914, balance unexpended______________________ 12, 882. 95 July 1, 1914, outstanding liabilities_________________________ 112. 00 July 1, 1914, balance available-------------__ 12, 770. 95 REBUILDING LOCK AND DAM NO. 5. July 1, 1913, balance unexpended-..- ------ __-____-_... $7, 089. 58 July 1, 1914, balance unexpended__- -__________----______ 7, 089. 58 July 1, 1914, outstanding liabilities____________________________ 36. 40 July 1, 1914, balance available____-------------- 7, 053. 18 REBUILDING LOCK AND DAM NO. 6. July 1, 1913, balance unexpended________________________________ $170, 841. 30 June 30, 1914, amount expended during fiscal year for works of improvement- ___--- ...... - ---------------------- 113, 710. 05 July 1, 1914, balance unexpended__--- 57, 131. 25 July 1, 1914, outstanding liabilities ____..... _______--- ___ - 16, 626. 54 July 1, 1914, balance available------__________-------------- 40, 504.71 Amount (estimated) required to be appropriated for completion of existing project---------------- ---------------------- 1211, 200. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement - .......------------- 1211,200.00 CONSOLIDATED. July 1, 1913, balance unexpended_____________--------------- $205, 206. 93 June 30, 1914, amount expended during fiscal year for works of improvement--------------- ------------------------- 113, 710. 05 July 1, 1914, balance unexpended__ -------------------- -91, 496. 88 July 1, 1914, outstanding liabilities_ ____------------ 16, 774. 94 July 1, 1914, balance available ------------------- 74, 721. 94 1 Exclusive of the balance unexpended July 1, 1914. 1014 ;RREPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) required to be appropriated for completion of existing project_--_ _-----_---__ _ $211, 200. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement..------------------------ 211, 200. 00 (See Appendix D D 1.) B. Operating and care of locks and dams, Monongahela River.- Statements of the original condition of the Monongahela River, W. Va. and Pa., are contained in current summary, page 1011, and in report for 1910, pages 685 and 686. 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 dimensions 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 Pittsburgh. Control- ling depths at normal pool stages on the sills at the different old locks below Morgantown vary from 5 to 6 feet at the old locks and from 8 to 8.5 feet at the new locks; at 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 movable tops or 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 Co.; No. 8 since November 8, 1889; No. 9 since 1879; and Nos. 10 to 15, inclusive, since January, 1904. The amount expended for operating and care up to the close of the fiscal year ending June 30, 1914, is $3,765,236.01, of which $202,162.55 was expended during the year. There was received during the year $188.61, of which $39.73 was for damage to lock gates and $148.88 from sales of blue prints. Under the provisions of section 6 of the river and harbor act of March 3, 1909, an allotment of $290,000 has been made for the re- construction of Lock and Dam No. 4, which was in dangerous con- dition and inadequate to the needs of commerce. This work is now in progress by hired labor with Government plant, the new outer lock chamber being about 75 per cent completed, the inner chamber and new dam not yet begun. The whole work is about 30 per cent completed. The total amount expended from this allotment was $212,665.21, of which amount $156,499.28 was expended during the year. The lock chambers at No. 4 are to be each 56 feet by 360 feet. The depth at low water over the sill is 8.5 feet. Normal upper pool is 735 feet above mean low tide at Sandy Hook. Necessary repairs were made to the locks and dams and floating plants, 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 1913 aggregated 61,371, giving a total commerce through individual locks amounting to 37,831,891 short tons and 142,777 passengers. Much of this commerce, of course, moved through several locks. 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1015 Taking only the aggregate of the greatest items of the different kinds of freight passing up and down at any single lock, plus the coal mined and shipped in pools 1 and 2, which amount is manifestly less than the real movement of commerce, the total commerce of the Monongahela River for the year amounted to 12,039,175 short tons and 43,598 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 65 miles from Pittsburgh, which practically covers the indus- trial district on that river, there is a rate of 10 cents a ton between Glassport and Brownsville, a distance of 37 miles. This rate of 10 cents per ton also applies to freight handled between any two points in this section. From Glassport and Brownsville to Pittsburgh, a distance of 18 and 56 miles, respectively, the rate is 38 cents per ton. From points on the Allegheny River at corresponding distances from Pittsburgh the rates are 43 cents and 60 cents, respectively. One large consumer transports coal by river a distance of 50 miles at a total cost of less than 63 cents per ton, including all charges, while the corresponding rail rate is about 50 cents per ton. (See Appendix D D 2.) 3. Allegheny River, Pa., open-channel work.-The Allegheny 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 Pittsburgh. Its drain- age area is about 11,580 square miles. The average fall per mile of the navigable portion is about 2.2 feet. The minimum discharge at Pittsburgh 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 obstruc- tions 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 draft which can be brought to the mouth of the Ohio River from the ocean is 9 feet. During the dry season of summer and fall the navigable depth in the Ohio is sometimes less than 2 feet. The Ohio River is now in process of improvement by means of locks and dams and when completed there will be afforded a minimum navi- gable depth of 9 feet from the ocean to the mouth of the Allegheny River. The present project was adopted by the acts of March 3, 1879, and August 2, 1882, and contemplates 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. 1016 REPORT OF THE CHIEF OF ENGINEERS,, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual Reports of Congressional documents. Chief of Engineers. Section covered. 1 r tI r t House or No. Congress. Session. Year. Part. I Page. Senate. Examination of Allegheny River 1876 147 below Freeport and survey of the Allegheny River near Pitts- burgh. Examination of the Allegheny House.. Ex. 21 Forty-fifth.... Third... 1879 1371 River up to the mouth of French Creek. Examination and survey of Alle- Senate.. Ex.ll6 Forty-sixth... Second.. 1880 1767 gheny River from French Creek (Franklin, Pa., to Glean, N.Y.). Preliminary examination for lock House... Ex. 37 Fifty-second ... ... do..... 1893 2538 and dam on Allegheny River at or near Tarentum, Pa. Preliminary examination for lock ... do ..... Ex. 87 ..... do....... ... do..... 1893 2535 and dam at most practicable point for navigation on Alle- gheny River between the dam at Tarentum and Herr Island. Preliminary examination of Alle- ... do..... Ex. 61 ..... do...........do..... 1893 2540 gheny River from Olean, N. Y., to Warren, Pa. Lock and dam in Allegheny River 1894 1921 below Herr Island. Survey of Allegheny River, Pa., House... 204 Fifty-fourth... First.... 1896 2212 for lock and dam at or near Ta- rentum, and lock and dam at the most practicable point for navigation between the pro- posed dam at Tarentum and Herr Island Dam. Survey for removal of dam in ...do .... 110 Fifty-fifth..... Second.. 1898 2211 upper Allegheny River near Corydon, Pa., and of all the dams on the Conewango Creek and the rapids at or near Water- boro in the Conewango Creek. Survey of Allegheny River, Pa., do..... ... 72....do........ Third... 1899 2411 for extension of slack-water nav- igation. Preliminary examination of Alle- gheny River, Pa., with a view ...do... 540 1Sixty-second..I Second..I........ ............ to the construction of additional locks and dams. Survey for removal of dam in ...do ... 110 1 Fifty-fifth..... ... do..... 1898 2211 upper Allegheny River near Corydon, Pa. TRIBUTARIES. Examination of Kiskiminetas ... do.....Ex.105 Forty-fifth.... Third... 1879 1388 and Conemaugh Rivers, Pa. Survey of the Clarion River from Senate.. Ex.18 Forty-seventh. First.... 1882 1938 its mouth to Ridgway, Pa. Preliminary examination of Clar- House... 187 Fifty-fourth... ...do..... 1896 2208 ion River. Preliminary examination of Tion- ..do.....Ex. 81 Fifty-third .... Third... 1895 2417 esta River (Creek), Pa. Examination of Red Bank Creek, ...do.....Ex. 86 Forty-sixth... ...do..... 1881 1959 Pa., from its mouth on the Alle- gheny River to Brookville. - During the year 157 cubic yards of bowlders and 29 snags were removed. The total amount expended up to the close of the fiscal year ending June 30, 1914, is $269,313.20, of which $1,226.03 was expended dur- ing the year for maintenance. Of this amount it is estimated that about $197,000 was applied to improvement and $72,313.20 to main- tenance. RIVER AND HARBOR IMPROVEMENTS. 1017 The work that has been done enables navigators to operate safely on stages from 2 to 3 feet lower than formerly. 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, which are slack-watered, 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 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. The commerce on open river above slack water amounted to 189,443 short tons. The purposes for which the amount estimated as a profitable ex- penditure in the fiscal year ending June 30, 1916, will be applied are the removal of bowlders and snag obstructions and the repair of existing dams and dikes for maintenance of the channel in the open river. July 1, 1913, balance unexpended ---------------------------- $3, 537. 35 June 30, 1914, amount expended during fiscal year for maintenance of improvement ----------------- ------------------------- 1, 226. 03 July 1, 1914,balance unexpended ----------------------------- 2, 311. 32 July 1, 1914, outstanding liabilities--------------- 34. 55 July 1, 1914, balance available - --- __ 2, 276. 77 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement---------_ ------------- 10, 000. 00 (See Appendix D D 3.) 4. Allegheny River, Pa., construction of locks and dams.-Priorto 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, 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 Gar- rison ripple, 2 miles up the stream. The original project for lock and dam construction, adopted in 1886 and subsequently extended in 1896, provided for the construc- tion of three locks and dams which have been built and extend slack water from the mouth to Natrona, a distance of 24 miles. The river and harbor act of July 25, 1912, adopted the project printed in 1Exclusive of the balance unexpended July 1, 1914. 1018 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. House Document No. 540, Sixty-second Congress, second session, for the construction of five additional locks and dams extending slack water upstream to a point about 61 miles from the mouth, at an estimated cost of $2,788,000. The act appropriated $300,000 for this work, contingent upon local interests contributing the same amount. The river and harbor act of March 4, 1913, revoked this provision, and in lieu thereof made the expenditure of the $300,000 subject to the condition that no part of said amount shall be expended until the Secretary of War shall have received satisfactory assurances that the channel spans of the bridges forming unreasonable obstructions to the navigation of the Allegheny River at Pittsburgh will be modi- fied as recommended by a board of engineer officers in a report dated November 23, 1910. Such assurance not having been received, no estimate for additional appropriation is submitted at this time. The total amount expended up to the close of the fiscal year ending June 30, 1914, is $1,693,106.90, of which $2,446.70 was expended during the year for restoration of bank at Dam 3. The condition of the work on June 30, 1914, was as follows: Dams 1, 2, and 3 were completed and in working order. The restoration of the bank at Dam 3, which has been going on since the washout in January, 1907, was completed in September, 1913. The projected minimum depth of 7 feet had been attained in Pools 1 and 2, but a little dredging remains to be done in Pool 3 in order to carry this depth as far as Natrona, 24 miles above the mouth, the present head of slack water. Nothing can be done at Dams 4 to 8 until the obstructive bridges in the city of Pittsburgh have been raised as contemplated in the act of March 4, 1913. Attention is invited to the fact that the Mo- nongahela River is admittedly the most conspicuous example of successful slack-water improvement in the United States. The Alle- gheny is comparable with the Monongahela in the natural resources and population of its basin and the suitability of its banks for fac- tory sites. Nothing, apparently, but the obstructive character of the bridges referred to prevents this improvement also from being a conspicuous success. The greatest recorded flood height is 36.6 feet at Herr Island Dam. Ordinary flood heights average about 30 feet. A statement of commerce and of the effect of the project on freight rates is given in report on operating and care of locks and dams on Allegheny River. LOCK AND DAM NO. 3. July 1, 1913, balance unexpended-- ------- -------------- $21, 997.13 June 30, 1914, amount expended during fiscal year, for works of improvement_ ------------------------------------- 2, 446. 70 ----------------------- July 1, 1914, balance unexpended____ 19, 550. 43 July 1, 1914, outstanding liabilities __-------------------- 361. 95 July 1, 1914, balance available ----------------------------- 19,188. 48 July 1, 1914, amount covered by uncompleted contracts------- 825.00 RIVER AND HARBOR IMPROVEMENTS. 1019 LOCKS AND DAMS NOS. 4 AND 5. July 1, 1913, balance unexpended_------------------------------ $300, 000.00 July 1, 1914, balance unexpended------------------------------ 300, 000. 00 Amount (estimated) required to be appropriated for completion of existing project--------------------------------------- 2, 488, 000. 00 CONSOLIDATED. July 1, 1913, balance unexpended ------------------------------ $321, 997.13 June 30, 1914, amount expended during fiscal year, for works of improvement ----------------------------------------------- 2, 446. 70 July 1, 1914, balance unexpended ------------------------------ 319, 550.43 July 1, 1914, outstanding liabilities---------------------------- 361. 95 July 1, 1914, balance available-------------------------------- 319, 188. 48 July 1, 1914, amount covered by uncompleted contracts---------- 825. 00 Amount (estimated) required to be appropriated for completion of existing project -------------------------------------- 12, 488, 000. 00 (See Appendix D D 4.) 5. Operating and care of locks and dams, Allegheny River, Pa.- Statement of the original condition of the Allegheny River is con- tained in the preceding summary for Allegheny River, Pa., open- channel work. The existing slack-water system of the Allegheny River comprises three locks and dams. Dimensions of locks and other data are given in Annual Report of the Chief of Engineers for 1907, page 1705. Dam No. 1 is movable and was the first to be completed in the series of three authorized by Congress for the Allegheny River; its pool provides 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 operation and care since January 1, 1903; No. 2 since November 10, 1906; and No. 3 since November 29, 1904. The locks and dams were operated throughout the year as occasion required. The total amount expended up to the close of the fiscal year ending June 30, 1914, is $453,971.88, of which $43,331.55 was expended during the year. For the calendar year 1913 the commerce reported on that part of the river under the improvement for slack-water navigation was 2,159,630 short tons of freight and 20,635 passengers. The operation of the locks and dams on the Allegheny River, pro- viding a system of slack-water navigation in connection with Pitts- burgh Harbor, will tend to give manufacturing plants in this section the benefit of the cheap river rates on coal and other supplies. These benefits, however, can not be fully realized until the low bridges on SExclusive of the balance unexpended July 1, 1914. 1020 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the lower Allegheny River are raised sufficiently to remove the very serious obstruction to navigation that they now present. Even under existing conditions, which require tows to be broken up and reassem- bled in the Pittsburgh Harbor, one large consumer of coal reports a saving of about 30 cents per ton on Monongahela River coal delivered by water as compared with delivery by rail. The rail rate from Monongahela City to points on the Allegheny River in the Pitts- burgh Harbor, a distance of about 37 miles, is 49 cents per ton. If it were not for the obstructive bridges over the Allegheny River at Pittsburgh, the corresponding river rate would probably not exceed 1.0 cents. (See Appendix D D 5.) 6. Construction of locks and dams in Ohio River above Steuben- ille, Ohio, (65.7 miles) .- The Ohio River is formed by the junction of the Allegheny and Monongahela Rivers at Pittsburgh, Pa., and flowing in a generally southwesterly direction empties into the Mis- sissippi River at Cairo, Ill. The total length of the river is 968 miles. The draft that can be brought to the mouth of the river from the ocean is 9 feet. The portion of the Ohio River above Steubenville in its original condition had a low-water channel depth varying from 1 foot at Pittsburgh to 2 feet at Steubenville, the average slope being about 1.1 feet per mile and the minimum discharge at the head about 1,600 cubic feet per second. The greatest measured discharge at Pitts- burgh 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 $940,833.31, and the bear-trap weir was begun in 1888 and com- pleted in 1889 at a cost of $32,857.56, making the total cost of com- pleting the lock and dam $973,689.87. Appropriations and allot- 'ments were made aggregating $970,034.01 and the sum of $3,655.86 was realized from other sources. The present project, in its original form, was adopted by Congress September 19, 1890, and, with subsequent modifications, provides for the construction of locks and movable dams Nos. 2 to 10, inclusive, 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 for these locks and dams of $10,307,207. This is now a part of the work covered by the general project for locks and dams on the Ohio River, adopted by the act of June 25, 1910. (See H. Doc. No. 492, 60th Cong., 1st sess.) Appropriations aggregating $9,345,- 832.24 have been made and the sum of $17,125.26 has been realized from other sources. RIVER AND HARBOR IMPROVEMENTS. 1021 References to examination or survey reports and maps or plans (including project documents). Congressional documents. Annual Reports of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Part. Page. Senate. Preliminary examination of Ohio Senate.. Ex.77 Forty-eighth.. First.... 1884 3 1710 River at Rochester and Free- dom, Pa., for ice breakers.' Survey of Ohio River at Rochester ... do ... Ex. 77 ..... do..........do..... 1884 3 1710 and1 Freedom, Pa., for ice break- ers. Preliminary examination for loca- House... Ex. 45 Fifty-second.. Second.. 1893 3 2533 tion of necessary number of dams on Ohio River between Davis Island Dam and dam at or near mouth of Beaver River, Pa.' Survey for location of Dams Nos. ... do..... 209 Fifty-fourth... First.... 1896 4 2120 2-5, Ohio River.' Preliminary report on survey of ... do..... 241 Fifty-fifth..... Second.. 1898 3 2157 Ohio River from Marietta, Ohio, to Pittsburgh, Pa., with view to improvement by movable dams 2 to provide 6 feet at low water. Final report on survey as above ... do..... 122 ..... do........ Third... 1899 3 2361 (Marietta, Ohio, to Pittsburgh, Pa.). Examination of the river with a ... do..... 492 Sixtieth....... First...................... view to obtaining channel depths of 6 and 9 feet, respec- tively.'' 1Contains maps. 2 No maps. 3 Basis of project adopted by Congress. The amount expended under present project to the close of the fiscal year ending June 30, 1914, was $9,154,690.67 (including $56,635.29 for Dam No. 19), of which amount $1,232735.58 (including $51,851.54 for Dam No. 19) was expended during the fiscal year. There was received during the year $47.85 from sales of blue prints. The total amount expended on all projects to the close of the fiscal year ending June 30, 1914, was $10,128,380.54. The condition of work on June 30, 1914, was as follows: Dam 1, completed in 1885 under old project, is now in need of extensive repairs or entire rebuilding. Nos. 2, 3, 4, 5, 6, and 8 under the new project were completed and in operation. The contract work for the locks and dams at 7 and 9 was completed, but the movable parts of the dams and some of the machinery had yet to be put in place. Work of building power houses and lock keepers' dwellings at these two dams was in progress under contract. At No. 10 (under contract to National Contract Co.) the lock and guide walls were completed and 40 per cent of the dam foundation laid. About 80 per cent of the remaining length was coffered and the excavation in preparation for laying concrete in the cofferdam finished. Work on the esplanade was in progress. Nothing has been done on the abutment side. The depth at low water over the lock sill at No. 7 is 2.5 feet; at No. 9, 1.4 feet; at No. 10, 0.9 foot. The completed dams, Nos. 1-6, inclusive, give continuous slack water, when raised, from Pittsburgh to Merrill, Pa., a distance of 28.9 miles. Dam No. 8 forms a pool 10 miles long. 1022 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The greatest recorded flood height is 34.2 feet at Davis Island Dam. Ordinary flood heights average about 28 feet on this portion of the river. A statement of commerce and of the effect of the project on freight rates, so far as known, is given in the report for operating and care of locks and dams, Ohio River, page 1024. The purposes for which the amount estimated as a profitable expenditure in the fiscal year ending June 30, 1915, will be applied are the construction of lock and dam. The additional work proposed is for the purpose of extension of benefits. DAMS NOS. 2-5. July 1, 1913, balance unexpended---------------------------------$592. 17 June 30, 1914, amount expended during fiscal year, for works of im- provement ------- -- -------------------------------------- 592. 17 DAM NO. 7.1 July 1, 1913, balance unexpended-----------------------------__ $597, 878. 52 Amount received from sales of blue prints----------------------_ 13. 40 597, 891. 92 June 30, 1914, amount expended during fiscal year for works of im- provement --------------------------------------- _ 488, 699. 07 July 1, 1914, balance unexpended---------------- - -- 109, 192. 85 July 1, 1914, outstanding liabilities-----_----------- _ __ 3, 208. 20 July 1, 1914, balance available---------------------------- 105, 984. 65 July 1, 1914, amount covered by uncompleted contracts ----------- 39, 476. 18 DAM NO. 9.1 July 1, 1913, balance unexpended-------------------------- $397, 967. 44 Amount received from sales of blue prints----------------------- 34. 45 398, 001. 89 June 30, 1914, amount expended during fiscal year, for works of im- provement ------------------------------------- 310, 020. 17 July 1, 1914, balance unexpended---------------------------- 87, 981. 72 July 1, 1914, outstanding liabilities--------------------------- 2, 998. 20 July 1, 1914, balance available------------------------------ 84, 983. 52 July 1, 1914, amount covered by uncompleted contracts----------- 36, 413. 24 DAM NO. 10.1 July 1, 1913, balance unexpended--------------------------$449, 300.18 June 30, 1914, amount expended during fiscal year for works of im- provement ------------------------------------------- 381, 572. 63 July 1, 1914, balance unexpended --------------------------- 67, 727. 55 July 1, 1914, outstanding liabilities-------------------------- 60, 341. 44 July 1, 1914, balance available-------------------------------7, 386. 11 Amount allotted from appropriation made by sundry civil act ap- proved Aug. 1, 1914-----_ --------- ---------------------- 500, 000. 00 1The funds derived from the appropriations and continuing-contract authorizations carried by the river and harbor acts of 1910 and subsequent years are apportioned by the Chief of Engineers to the several locks and dams, after recommendation by the Board of Engineers having general supervision over slack-water improvement of the Ohio River. RIVER AND HARBOR IMPROVEMENTS. 1023 Amount available for fiscal year ending June 30, 1915 ....---------- $507, 386. 11 July 1, 1914, amount covered by uncompleted contracts 323, 038. 34 ...----------- Amount of continuing-contract authorization, act of July 25, 1912__ 500, 000. 00 Amount appropriated under such authorization ______ ______ - 500, 000. 00 Amount (estimated) required to be appropriated for completion of existing project-_____________ _ __________ _ _-- 1 230, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement _______-__-_ (2) MOVABLE PARTS FOR DAM NO. 19. July 1, 1913, balance unexpended__------------------------------ $85, 216. 25 June 30, 1914, amount expended during fiscal year for works of im- provement ------------------------------------------------- 51, 851.54 July 1, 1914, balance unexpended ------------------------------- 33, 364. 71 July 1, 1914, outstanding liabilities .................. 1, 582. 74 July 1, 1914, balance available----------------------------------31, 781. 97 CONSOLIDATED.3 July 1, 1913, balance unexpended $1, 530, 954. 56 Amount received from sales of blue prints--------------------- 47. 85 1, 531, 002. 41 June 30, 1914, amount expended during fiscal year for works of improvement-------------------------------------------- 1, 232, 735. 58 July 1, 1914, balance unexpended ----------- _______ - 298, 266. 83 July 1, 1914, outstanding liabilities ____________ 68, 130. 58 6__----- July 1, 1914, balance available__ ____________------__________230, 136. 25 Amount allotted from appropriation made by sundry civil act approved Aug. 1, 1914_ ______ 500, 000. 00 Amount available for fiscal year ending June 30, 1915 ---------- 730, 136. 25 July 1, 1914, amount covered by uncompleted contracts --------- 398, 927. 76 Amount of continuing-contract authorization, act of July 25, 1912-------------------------------- 500, 000. 00 Amount appropriated under such authorization________________ 500, 000. 00 Amount (estimated) required to be appropriated for completion of existing project----------------------------------------- 230, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement- -------------.... (") (See Appendix DD 6.) 7. Operating and care of locks and dams, Ohio River. above Steu- benville, Ohio.-Statement of the original condition of this portion of the Ohio River is found on page 1020 of this report. Locks and Dams Nos. 1 to 6, inclusive, and No. 8 were under the appropriation for operating and care during the whole fiscal year. The dams are all movable. The dimensions of Locks and Dams Nos. 1 to 6, inclusive, with other data, are given in Annual Report for 1907, page 1715 et seq. 1 Exclusive of amount available for fiscal year 1915. 2See pp. 1008-1010 of this report. 3The funds derived from the appropriations and continuing-contract authorizations carried by the river and harbor acts of 1910 and subsequent years are apportioned by the Chief of Engineers to the several locks and dams, after recommendation by the Board of Engineers having general supervision over slack-water improvement of the Ohio River. 1024 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Dam No. 1, at Davis Island, was designed to give a depth of 6 feet in Pittsburgh Harbor, which has since been increased to 10 feet over certain portions of the harbor by dredging. The other dams are designed to give navigable depths of 9 feet in their respective pools when supplemented by occasional dredging. The aggregate length of the seven pools now in operation on this portion of the river is about 38.7 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, February 1, 1908; No. 4, February 1, 1908; No. 5, November 21, 1907; No. 6, August 3, 1904; No. 8, July 14, 1911. The locks and dams were operated as occasion required, and neces- sary repairs made for maintenance of the works. The total amount expended for operating and care to June 30, 1914, was $1,507,069. The amount expended during the fiscal year ending June 30, 1914, was $133,373.07. The traffic for the calendar year 1913, as measured by the com- merce through Lock and Dam 1, amounted to 4,033,685 tons of 2,000 pounds, and 49,555 passengers. Davis Island Dam, forming as it does the pool of Pittsburgh Har- bor, has had great part in the general reduction in freight rates to and from Pittsburgh. The effect on rates of the operation of Dams Nos. 2 to 6, inclusive, should be felt locally for all supplies coming from Pittsburgh 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 Pittsburgh. 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 D D 7.) 8. Harbor at Pittsburgh, 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 the harbor is impaired by shoal places and high dumps projecting from the banks. The use for harbor purposes of that portion of the harbor in the Allegheny RIVER AND HARBOR IMPROVEMENTS. 1025 River above the Sixth Street Bridge is largely nullified by the low bridges on that part of the stream. The clear heights of these bridges above their respective pool surfaces are from 272 to 35 feet. The least height, with chimneys down, of the packets that ply between Pittsburgh and points on the Ohio, Kanawha, and Muskin- gum Rivers is 45 feet. The average height of the Ohio River tow- boats with chimneys down is 44 feet. The height of a suitable packet for the Allegheny River is about 33 feet, and of a suitable tow- boat 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 Pittsburgh and laid down on the maps high and low water lines intended to de- fine 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 the filling in the river beyond these lines. In 1894 a board of Engineer officers recommended certain harbor lines for the harbor of Pittsburgh 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, based on report printed in Annual Report of the Chief of Engineers for 1899, page 2399, and provided, with subsequent modifications made during the progress of the work, for dredging a channel 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, Monon- gahela River, and of less width above this bridge and in the Alle- gheny River, limited by lines from ends of channel spans of the ad- joining bridges, except at the Pan Handle railroad bridge, where the dredged channel, under modified project, was to have width of 570 feet, including two channel spans; for raising the old riprap dam across Brunot Island back channel, Ohio River; for removing aban- doned structures and unauthorized and obstructive fillings project- ing from the banks beyond the harbor lines; for marking of harbor lines, and for inspecting and patrolling the harbor. Appropriations aggregating $110,662.90 have been made and expended under orginal project. The existing project provides for maintenance of the harbor at an annual estimated cost of $5,000. The amount appropriated under this project is $63,000, and the amount received from other sources is $112.75. The amount expended under this project to June 30, 1914, was $63,112.75, of which $5,000 was expended during the year for maintenance. 60993 0 -ENG 1914 65 1026 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The total amount expended on all projects to June 30, 1914, was $175,775.65. Reports of establishments and modifications of harbor lines in Pittsburgh Harbor. Annual Reports of Chief of Engineers. Section covered. Year. Part. Page. Establishment of harbor lines at Pittsburgh, Pa., and on both sides of the Ohio River as far down as Davis Island Dam........................................... 1895 3 2420 Modification of harbor lines in Monongahela River at Pittsburgh, Pa.......... 1896 4 2215 Modification of harbor lines in Allegheny River at Pittsburgh, Pa............ 1896 4 2219 Modification of harbor lines in Ohio River at Allegheny City, Pa............. 1899 3 2449 Do........... .. .......... ........... 1901 4 2709 Establishment of harbor lines in Monongahela River from Homestead Bridge to McKeesport at mouth of the Youghiogheny River Pittsburgh Harbor, Pa.... 1902 3 1912 Modification of the harbor lines on the right bank of the Monongahela River at Hazelwood, Pittsburgh Harbor Pa...................................... 1903 2 1703 Modification of harbor lines in Allegheny River at Pittsburgh, Pa.............. 1903 2 1709 Modification of harbor lines on the left bank of Monongahela River at Dam No. 2, Port Perry, Pa........................... .... ........... .................. 1904 3 2553 Modification of harbor lines in Monongahela River at Lock No. 2, Pittsburgh Harbor....... ....................... ........................ 1905 2 1869 The greatest recorded flood height is 35.5 feet at Pittsburgh. Ordi- nary flood heights average about 28 feet. The chief commercial uses of the harbor are the delivery of coal, sand, gravel, iron and steel products, and other material to mills, furnaces, steel plants, etc., the accommodation of packet lines whose routes terminate at the harbor and the mooring of coal fleets await- ing rises in the Ohio for proceeding to their destination on that river or on the Mississippi and the mooring of timber rafts, barges, and new boat bottoms coming down the Allegheny River on rises. Besides coal, large quantities of steel rails, wood ties, sheet iron, wire nails, etc., are shipped by barges to the lower river market. Timber and other articles are shipl.d into the harbor from lower Ohio River points. In the calendar year 1913 out of 10,415,378 tons of coal brought into the harbor, 7,786,481 tons (about 75 per cent) were handled by various industrial interests in the harbor. Of the total tonnage, 13,308,796 tons of all materials entering the harbor, 10,541,765 tons (79 per cent) were handled in the harbor proper. Of the coal shipments in the harbor about 1,250,000 tons were transferred from water to rail for shipment to other points. Also a considerable amount of sand, gravel, and other material was trans- ferred from water to rail for shipment to destination. Commercial statistics. Calendar years. Products. Passengers. Calendar years. Products. Passengers. Tons.1 Tons. 1904.................... 9,373,448 604,477 1909................. 12, 426,154 699,251 1905 ...................... 12,269, 020 603, 716 1910 ..................... 12,314,664 683,172 1906 ..................... 12,927, 975 271,450 1911...................... 12,519,776 682,807 1907...................... 14,395,816 533, 280 01912 12 476323 796 616 1908.................... 11,454,895 267,043 1913 13 308,796 866 157 1 2,000 pounds. RIVER AND HARBOR IMPROVEMENTS. 1027 The improvement of this harbor is so closely connected with the slack-water system of the rivers emptying into it that it might well be said that, as far as effect on freight rates is concerned, this project is one and the same as the projects for the improvement of said rivers. The purposes for which the amount estimated as a profitable ex- penditure in the fiscal year ending June 30, 1916, will be applied are maintenance of harbor, inspection and patrol, maling local surveys, and maintenance of harbor-line markings. The work proposed is necessary to maintain the improvement. July 1, 1913, balance unexpended -------------------------------- $5, 000. 00 June 30, 1914, amount expended during fiscal year, for maintenance of improvement----------- -------------------------- 5, 000. 00 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_ --------------------------------- 2, 500.00 Amount available for fiscal year ending June 30, 1915------------ 2, 500. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement -------- ------------ 7, 500. 00 (See Appendix D D 8.) 9. Youghiogheny River, Pa.-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, 19.5 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 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. 1 Exclusive of amount available for fiscal year 1915. 1028 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents.) Congressional documents. Annual Reports of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Part. Page. Senate. Mouth to W est Newton ................ ............ ............ .......... 1874 1 558 West Newton to Connellsville.... ................. .................. 1876 2 83 McKeesport to Connellsville ... House... Ex. 20 Forty-sixth... Third... 1881 3 1957 Do.'1............................................ 1884 3 1716 McKeesport to West Newton 2... House... 82 Fifty-sixth.... First.... 1900 5 3283 Mouth to Connellsville 1.... ..... do.... 330 Sixtieth.......... do....... .............. Mouth to West Newton 1 ........ d..do... Com. 9 Sixty-first..... Second.......... ........ 1No maps. 2Contains maps. A survey of the river has been made from its mouth to a point about 20 miles upstream, and plans have been partly prepared for Lock and Dam No. 1. The funds available are insufficient to place the lock under contract. The total amount expended under the project to June 30, 1914, was $12,037.02, of which $98.05 was expended during the year. 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 19.5 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 165,471 short tons in 1913. July 1, 1913, balance unexpended___---------------------------- $88, 061. 03 June 30, 1914, amount expended during fiscal year for works of im- provement--------------------------------------------------- 98. 05 July 1, 1914, balance unexpended---------------------- 7, 962. 98 8---------- Amount (estimated) required to be appropriated for completion of existing project -------------- - 1950, 000. 00 (See Appendix D D 9.) EXAMINATIONS, WITH PLAN AND ESTIMATE OF COST OF IMPROVEMENT, MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED JULY 25, 1912. Reports on preliminary examinations, with plan and estimate of cost of improvement, required by the river and harbor act approved July 25, 1912, 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 indi- cated: 1. Preliminary examination, woith plan and estimate of cost of improvement, of Monongahela River, Pa., with a view to recon- structing Locks Nos. 4 and 6.-Reports dated December 4 and 16, 1912, are printed in House Document No. 1217, Sixty-second Con- 1Exclusive of the balance unexpended July 1, 1914, RIVER AND HARBOR IMPROVEMENTS. 1029 gress, third session. A plan of improvement for the reconstruction of Lock No. 6, under plan 1, at an estimated cost of $356,400, is pre- sented. 2. Preliminary examination of Mahoning River, Ohio, with a view to snagging that portion between Warren and Leavittsburg and 5 miles farther toward its source.-Report dated December 18, 1912, is printed in House Document No. 1396, Sixty-second Con- gress, third session. The improvement of this locality by the United States in the manner desired is not deemed advisable at the present time. REPORT BY A SPECIAL BOARD OF ENGINEERS. Report dated December 4, 1912, with maps, by a special board of engineers on the necessity and practicability of establishing a system of impounding reservoirs at the headwaters of the Alle- gheny, Monongahela, and Ohio Rivers and their tributaries, etc., required by the river and harbor act approved July 25, 1912, was duly submitted and reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law. The report was transmitted to Con- gress and printed in House Document No. 1289, Sixty-second Con- gress, third session. The construction of a system of impounding reservoirs at the headwaters of the streams mentioned at the ex- pense of the United States is not deemed advisable at the present time; and if built under cooperation, which is also not deemed ad- visable, the share of the United States should not exceed 10 per cent of the total cost. IMPROVEMENT OF RIVERS AND HARBORS IN THE WHEELING, W. VA., DISTRICT. This district was in charge of Maj. F. W. Altstaetter, Corps of Engineers, to October 26, 1913, and Maj. J. P. Jervey, Corps of Engineers, since that date, having under their immediate orders Capts. W. A. Mitchell, F. B. Wilby (since January 4, 1914), and John N. Hodges, Corps of Engineers. Division engineer, Lieut. Col. H. C. Newcomer, Corps of Engineers. 1. Locks and dams in Ohio River between Steubenville, Ohio, and the mouth of the Big Sandy River (Nos. 11 to 28, inclusive).--These locks and dams are a part of the general project for the improve- ment of the Ohio River. The first work done to improve the navi- gation of this river was in 1825. At that time the river was ob- structed by snags, rocks, gravel, and sand bars throughout its en- tire length. A general description of the river is contained in the Annual Report of the Chief of Engineers for 1896, page 2062. The Ohio River is formed by the junction of the Allegheny and Monongahela Rivers at Pittsburgh, Pa. It flows in a. general south- westerly course and empties in the Mississippi River at Cairo, Ill., a distance of about 967 miles from its source. The work being carried on in this district covers a section of 232 miles, the lower end of which is 658 miles above the mouth of the river. Vessels drawing about 7 feet of water can be brought to the mouth of the Ohio River from the ocean. 1030 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ORIGINAL PROJECT. The original project for Dams Nos. 7 to 18, inclusive, is printed in House Document No. 122, Fifty-fifth Congress, third session (An- nual Report of the Chief of Engineers for 1899, p. 2361), and that for Dams Nos. 19 to 28, inclusive, is printed in House Document No. 336, Fifty-seventh Congress, first session (Annual Report of the Chief of Engineers for 1902, p. 1867, Pt. II). These projects, adopted by the river and harbor act approved June 13, 1902, pro- vided for the construction of locks and movable dams so as to pro- vide a navigable depth of 6 feet. The river and harbor act of March 2, 1907, modified these projects and provided for a navigable depth of 9 feet at Dams Nos. 11, 13, 18, and 26, at an estimated cost as follows: Dam No. 11, $1,158,343; Dam No. 13, $1,286,778; Dam No. 18, $933,000; and Dam No. 26, $1,200,000. Increased depth at Dam No. 19 was not authorized and the estimate of $950,000 was not changed. The total amount expended under these projects is $4,129,822.55, none of which was applied to maintenance. Amount received from sales, $1,701.55. PRESENT PROJECT. The river and harbor act approved June 25, 1910, adopted a project for the improvement of the entire Ohio River by the con- struction of locks and movable dams, with a view to securing a navigable depth of 9 feet, in accordance with report submitted in House Document No. 492, Sixtieth Congress, first session (with maps), and such modification thereof as in the discretion of the Secretary of War may be advisable, and with a view to the comple- tion of such improvement within a period of 12 years. The total estimated cost was $63,731,488. A modification of this project, so far as it pertains to Dams Nos. 9 to 29, inclusive, is printed in House Document No. 1159, Sixty-second Congress, third session. This modification increases the total estimated cost to $64,362,657, by making necessary changes in the originally estimated cost of the different dams. The available dimensions of each lock will be 110 feet wide and 600 feet long. The depth at low water over the lower miter sills is 11 feet, except as follows: Dam No.- Feet. 11-------------------------------------------------11.1 13------.------------------------------------------ 9. 5 16 ---------- 11.2 22------------------------------------------------11.2 27------------------------------------------------11.1 No allotments have as yet been made for the construction of Dams Nos. 23, 25, and 27. Allotments of $65,000 each to Locks and Dams Nos. 21 and 22, from the appropriation made by the river and harbor act of October 2, 1914, have been made. RIVER AND HARBOR IMPROVEMENTS. 1031 References to examination or survey reports and maps or plans (including project documents.) Congressional documents. Annual Reports Chief of Engineers. Section covered. House or No. Congress. Session. Year. Pages. Senate. Except Falls ..... ....... ...... Senate.. 56 Thirty-ninth.. Second.. 1867 Part 2, 416 Ice harbor at mouth of Muskingum House... 60 Forty-first.... Third... 1871 392 River.' Cairo to Pittsburgh ................ .. do..... 72 ..... do.... .--. do.......................... Locks and dams.....................do..... 27 Forty-third... First .... 1867 349 Do. - - -...... -.......... -....... . do.... 127 do... .. .do.... 1874 415 Examination, Marietta to mouth 2.. .. do.... 125 Fifty-fourth... Second.. 1897 Part 3, 2379 Examination, Marietta to Pitts- ... do..... 241 Fifty-fifth...... do..... 1898 Part 3, 2157 burgh.2 Survey, Marietta to Pittsburgh 8.... ... do..... 122 ..... do......... Third... 1899 2361 Examination, Marietta to mouth of .. .do..... 648 Fifty-sixth.... First.... 1900 3201 Big Miami.2 Survey, Marietta to mouth of Big ... do..... 336 Fifty-seventh .,...do..... 1902 Part 2,1867 Miami.5 6 to 9 foot channel depths 84.........-...do..... 492 Sixtieth. ... do....... Survey, between Dams 8 and 29 8-.....do..... 1159 Sixty-second..) Third.................. 1 Not known whether contains maps. 4 Contains 3 maps. "No maps. Basis of project adopted by Congress. The condition of the works on June 30, 1914, was as follows: Dam No. 11 (76.3 miles below Pittsburgh, Pa.).-This lock and dam is completed. The structure was placed under the indefinite appropriation for operating and care on August 1, 1911. The only work during the year was the construction of a rein- forced concrete signal-light tower on the center of river wall of lock by hired labor with Government plant. Dam No. 19 (87 miles below Pittsburgh, Pa.).-This lock and dam is being constructed under a continuing contract. At the close of the fiscal year the following work had been accomplished: Three hundred and sixty-eight linear feet of foundation for navigable pass, land wall, river wall (except power house), gate recesses, gate tracks, lock-chamber paving, and 90 linear feet of lower guide wall completed; 1,696,087 pounds of iron and steel for the permanent work delivered. Two lock keepers' houses have been completed. A contract was entered into during the year for the construction of-land power house, and work was commenced. On June 30, 1914, the approved project was 40 per cent completed, of which 17 per cent was accomplished during the current fiscal year. Dam No. 13 (95.8 miles below Pittsburgh, Pa.).-This lock and dam is completed. The structure was placed under the indefinite appropriation for operating and care on August 1, 1911. On June 7, 1913, 137 feet of the retaining wall below the abut- ment failed, due to sliding of the side of the hill, forming a large and unexpected surcharge. During the year repairs were made to the abutment and bear traps, and a reinforced concrete signal-light tower was built on the center of the river wall of lock. Repairs to the abutment were made by contract; all other work by hired labor with Government plant. Dam No. 14 (113.8 miles below Pittsburgh, Pa.).-This lock and dam is being constructed under a continuing contract. At the close of the fiscal year the following work had been accomplished. 1032 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Lock cofferdam and upper guide-wall cofferdam completed and 96 per cent of excavation in same done; 30,117 cubic yards of concrete placed in land and river walls, gate tracks, and lower recess; and 1,475,363 pounds of iron and steel for the permanent work delivered. Two lock keepers' houses have been constructed. On June 30, 1914, the approved project was 29 per cent completed, of which 13 per cent was accomplished during the current fiscal year. Dam No. 15 (128.9 miles below Pittsburgh, Pa.).--This lock and dam is being constructed under a continuing contract. At the close of the fiscal year the following work had been accomplished: Cofferdams for lock, upper and lower guide walls, piers, weirs, and abutment completed; river wall and 361 linear feet of foundation for pass completed; foundation for land wall completed, 586 feet of which have been built to desired elevation; upper gate recess and gate tracks constructed and excavation for lock practically completed; 1,477,460 pounds of iron and steel for the permanent work delivered. Two lock keepers' houses have been constructed. Contracts were entered into during the year for materials for service bridge, wickets, horses and props, and land power house. At the close of the year very little had been accomplished under these contracts. On June 30, 1914, the approved project was 53 per cent completed, of which 27 per cent was accomplished during the current fiscal year. Dam No. 16 (146.4 miles below Pittsburgh, Pa.).- A continuing contract was entered into during the year for the construction of this lock and. dam. At the close of the fiscal year the following work had been accomplished: One thousand six hundred and ninety-six linear feet of lock coffer- dam completed, 67,900 cubic yards of common excavation made, and 231,588 pounds of iron and steel for the permanent work delivered. Two lock keepers' houses have been constructed. On June 30, 1914, the approved project was 9 per cent completed, all of which was accomplished during the current fiscal year. Dam No. 17 (167.4 miles below Pittsburgh, Pa.)--A continuing contract was entered into during the year for the construction of this lock and dam. At the close of the fiscal year the following work had been accomplished: Cofferdams for lock and upper guide wall completed, 58,220 cubic yards of excavation made, and 225,961 pounds of iron and steel for the permanent work delivered. Two lock keepers' houses have been constructed. On June 30, .1914, the project was 8 per cent completed, all of which was accomplished during the current fiscal year. Dam No. 18 (179.3 miles below Pittsburgh, Pa.).-This lock and dam is completed. The structure was placed under the indefinite appropriation for operating and care on May 1, 1910. During the year a maneuver boat was constructed and bank pro- =tection was placed below the abutment and cover plates for lock-op- erating machinery purchased. A reinforced concrete signal-light tower was built on the center of river wall of lock. All of this work was done by hired labor with Government plant. RIVER AND HARBOR IMPROVEMENTS. 1033 Dam No. 19 (191.4 miles below Pittsburgh, Pa.).-This lock and dam is being constructed under a continuing contract. At the close of the fiscal year the following work had been accomplished: Cofferdams for lock and bear trap completed and excavation for lock practically completed; land wall, upper-gate track, gate recesses, guide walls, and 552.25 linear feet of river wall completed; 90 per cent of lock-chamber paving placed; 37.5 linear feet of river wall completed to bottom of valves; and about 1,362,173 pounds of iron and steel for the permanent work delivered. Navigable-pass foundation and abutment have been constructed, land power house constructed and machinery installed, and two lock keepers' houses built. A contract for lock gates was entered into during the year and was 20 per cent completed. On June 30, 1914, the approved project was 62 per cent completed, of which 20 per cent was accomplished during the current fiscal year. Dam No. 20 (201.7 miles below Pittsburgh, Pa.).-This lock and dam is being constructed under a continuing contract. At the close of the fiscal year the following work had been accomplished: Cofferdams for lock, first section of pass, and upper and lower guide walls completed and about 90 per cent of excavation in same done; land wall, gate recesses, 505 linear'feet of upper guide wall, and gate tracks completed; about 524 linear feet of river-wall foun- dation completed, 238 feet of which has been built to desired eleva- tion; about 1,530,932 pounds of iron and steel for permanent work delivered. Two lock-keepers' houses have been constructed. Contracts were entered into during the year for land for power house, and materials for wickets, horses, and props. At the close of the year very little had been accomplished under these contracts. On June 30, 1914, the approved project was 34 per cent completed, of which 12 per cent was accomplished during the current fiscal year. Dam No. 2.1 (213.8 miles below Pittsburgh, Pa.).-The necessary land for the site of this lock and dam has been purchased. No funds have been appropriated for construction work. Dam No. 22 (220.1 miles below Pittsburgh, Pa.).-The necessary land for the site of this lock and dam has been purchased. No funds have been appropriated for construction work. Dam No. 23 (230.6 miles below Pittsburgh, Pa.).-The necessary land for the site of this dam has been purchased. No funds have been appropriated for construction work. Dam No. 24 (242 miles below Pittsburgh, Pa.).-A continuing con- tract was entered into during the year for the construction of this lock and dam. At the close of the fiscal year the following work had been accomplished: Cofferdam for lock completed and 56,000 cubic yards of excavation made; 558,847 pounds of iron and steel for the permanent work delivered. Two lock-keepers' houses have been constructed. On June 30, 1914, the approved project was 10 per cent completed, all of which was accomplished during the current fiscal year. Dam No. 25 (260 miles below Pittsburgh, Pa.).-The necessary land for the site of this lock and dam has been purchased. No funds have been appropriated for construction work. 1034 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Dam No. 26 (278 miles below Pittsburgh, Pa.).-This lock and dam is being constructed by hired labor. On August 1, 1912, it was practically completed and placed under the indefinite appropriation for operating and care. On August 8, 1912, the navigable-pass foundation failed. Investi- gation after the failure showed unexpected weakness in the rock foundation. A special board of officers was appointed to make new design of navigable pass. This design was approved May 6, 1913. The reconstruction work was started as soon as possible after the accident, and at the close of the fiscal year about 40 per cent of the work had been accomplished. Dam No. 27 (300.3 miles below Pittsburgh,Pa.).-The necessary land for site of this lock and dam has been purchased. No funds for construction work have been appropriated. Dam No. 28 (310.9 miles below Pittsburgh, Pa.).-This lock and dam is being constructed by hired labor. At the close of the fiscal year the following work had been accomplished: The land power house constructed and machinery installed; two lock-keepers' houses constructed; cofferdams for lock, guide walls, and bear traps built; the excavation in lock cofferdam practically completed; land wall, river wall, gate recesses, gate tracks, upper guide wall, 508 linear feet of navigable-pass foundation, 18 per cent of lower guide wall, and Piers Nos. 1, 2, and 3, and about 94 per cent of the wickets completed. On June 30, 1914, the approved project was 75 per cent completed, of which 38 per cent was accomplished during the current fiscal year. The total amount expended on existing project to June 30, 1914, is $3,864,254.76, none of which was applied to maintenance. The sum of $1,569.76 was received from sales. Expenditures during the fiscal year------------------------- $1, 716, 583.65 Reimbursable-------------------------------------------------- 88.33 Net expenditures ------------------------------------- 1,716, 495. 32 The following is a statement of the total amounts expended under all projects on each dam mentioned to June 30, 1914: Dam No.- 11------------------------------------------ $1, 162, 223. 95 12------------------- 536,321. 71 13_ 1,220, 980. 38 14------------------------------------------- 345, 904. 34 15----------------------- 577, 220.34 16 101, 059. 07 17-------------------------------------- 93, 567. 27 18 912,978.45 19 ----------------- 701,646.74 20----------------- ----- 360, 998. 72 24----------------------------------------- 98, 886. 69 26------------------------------------- --- 1,160,400.12 28-------------------------- ------------ 720,031. 33 Contingencies 1, 858. 20 Total------------------------------------- 7, 994, 077. 31 Reimbursable ------- ------------------------- 88. 33 Net expenditures -------------------------- 7, 993, 988. 98 RIVER AND HARBOR IMPROVEMENTS. 1035 Continuing contracts have been entered into for carrying on the work at Dams Nos. 12, 14, 15, 16, 17, 19, 20, and 24. The balance of authorization allotted to these particular dams and remaining to be appropriated for each of the dams is as follows: Dam No.- 12------- ------------------------------ $434, 000 14-------------------------------------- -- 375, 000 15--__--------- ------ 304, 000 16__ -------------------------------------------- 742, 000 17------------------------------------- - 857, 000 19---------------------------------------------- 140,000 20---------------------------------------------- 202, 000 24 ------------------------------------------- 626, 000 About 39 per cent of the work under the approved project in the district is completed. The maximum draft which can be carried over the shoalest part of the river during ordinary stages of low water in this district is about 3 feet. The river is navigable for light-draft steamers for its entire length, amounting to 967 miles. The canalization of this section of the river is not far enough ad- vanced to benefit navigation, and therefore has had no effect on freight rates. The funds estimated to be required for the fiscal year ending June 30, 1916, are to be applied to continuing work on Locks and Dams Nos. 12, 14, 15, 16, 17, 20, and 24 and commencing Locks and Dams Nos. 21, 22, 23, 25, and 27. For commercial statistics, see report of the first Cincinnati district. DAM NO. 11. July 1, 1913, balance unexpended--------------------------- $44, 314. 53 June 30, 1914, amount expended during fiscal year: For works of improvement----------------------- $136. 23 July 14, 1914, amount transferred to Lock and Dam No. 26 ---------- -- ---------------- 25, 000. 00 25, 136. 23 July 1, 1914, balance unexpended ---------------------------- 19,178. 30 DAM NO. 12. July 1, 1913, balance unexpended------------------------------ $453, 798. 10 Received from sales----------------------------------------- 53.55 453, 851. 65 June 30, 1914, amount expended during fiscal year: For works of improvement--------------------$262, 334. 91 By transfer to Dam No. 15, Ohio River--------- 35, 000. 00 By transfer to Dam No. 26------------- ---- 30, 000. 00 327, 334. 91 July 1, 1914, balance unexpended --------------------------- 126, 516. 74 July 1, 1914, outstanding liabilities --------------------------- 908.05 July 1, 1914, balance available----------------------------- 125, 608. 69 Amount allotted from appropriation made by sundry civil act ap- proved Aug. 1, 1914------------- ----------------------- 385, 000. 00 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914--------------------------------- 12, 000. 00 Amount available for fiscal year ending June 30, 1915 ........------------ 587, 608. 69 1036 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1914, amount covered by uncompleted contracts----------- $468, 700. 99 Amount of continuing-contract authorization: Act of June 25, 1910_____.___.____- _______-_ $577, 000 Act of Feb. 27, 1911----------------------------- 220, 000 Act of July 25, 1912 214, 000 1, 011, 000. 00 Amount appropriated under such authorization ------------------ 962, 000 00 Amount yet to be appropriated--------------------------------- 49, 000. 00 Amount (estimated) required to be appropriated for completion of existing project _ _1. ____ ___ __--_ 371, 176. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement-_____-- ---- (2) DAM NO. 13. July 1, 1913, balance unexpended-------------------------------$27, 681. 88 Received from sales --------------------------------------- 54. 30 27, 736. 18 June 30, 1914, amount expended during fiscal year, for works of improvement 797. 14 1------------------------------- July 1, 1914, balance unexpended_________________________-_ 16, 939.04 July 1, 1914, amount covered by uncompleted contracts------------- 1, 820. 79 DAM NO. 14. July 1, 1913, balance unexpended------------------------------ $429, 330. 19 June 30, 1914, amount expended during fiscal year: For works of improvement------------------- $144, 493.53 By transfer to Dam No. 15, Ohio River________ 48, 000. 00 192, 493. 53 July 1, 1914, balance unexpended-___ ___---- __---_____ 236, 836. 66 July 1, 1914, outstanding liabilities- ___________________________ 1, 174. 35 July 1, 1914, balance available --------------------------------- 235, 662. 31 Amount allotted from appropriation made by sundry civil act ap- proved Aug. 1, 1914 _______.. ___--_ -- 175, 000.00 Amount available for fiscal year ending June 30, 1915___-- __ 410, 662. 31 July 1, 1914, amount covered by uncompleted contracts------------ 577, 067. 62 Amount of continuing contract authorization: Act of Feb. 27, 1911 ____-__ -_____-__$500, 000. 00 Act of July 25, 1912_ -- - _________________-__ 75, 000. 00 575, 000. 00 Amount appropriated under such authorization------------------375, 000. 00 Amount yet to be appropriated ---------------------------- 200, 000.00 Amount (estimated) required to be appropriated for completion of existing project ---------------------------------------- 638, 013. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement_---------------------------- (2) 1 Exclusive of amount available for fiscal year 1915. 2 See pp. 1008-1010 of this report. RIVER AND HARBOR IMPROVEMENTS. 1037 DAM NO. 15. July 1,1913, balance unexpended------------------------------ $385,059. 04 By transfer from Dam No. 29, Ohio River_ 75, 000. 00 By transfer from Dam No. 12, Ohio River_______________________ 35, 000. 00 By transfer from Dam No. 14, Ohio River_ 48,000. 00 By tr insfer from Dam No. 17, Ohio River_ 37, 000. 00 Rece.~ed from sales-------------------- ----------------------- 13. 05 580, 072. 09 June 30, 1914, amount expended during fiscal year, for works of im- provement_ __ __ _ ____ __ 306, 543. 03 July 1, 1914, balance unexpended-------------------------------273, 529. 06 July 1, 1914, outstanding liabilities ____________ ---- ___________ _ 2, 490. 58 July 1, 1914, balance available ---------------------------------- 271, 038. 48 Amount allotted from appropriation made by sundry civil act ap- proved Aug.' 1, 1914----------------------------------- 304, 000. 00 Anmount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 __ ------------- 50, 000. 00 Amount available for fiscal year ending June 30, 1915___ -_____ 625, 038. 48 July 1, 1914, amount covered by uncompleted contracts ..------------ 357, 239. 74 Amount of continuing contract authorization: Act of Feb. 27, 1911_ $350, 000 Act of July 25, 1912______ _________------ 154, 000 504, 600. 00 Amount appropriated under such authorization------------------ 504, 000. 00 Amount (estimated) required to be appropriated for completion of existing project_ 152, 170. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement___________-----__-___ (2) DAM NO. 16. July 1, 1913 balance unexpended__ $371, 400. 00 Received from sales------------------ -------------------------- 74. 55 371, 474. 55 June 30, 1914, amount expended during fiscal year: For works of improvement ----- $101, 059.07 By transfer to Dam No. 39, Ohio River---------- 40, 000. 00 141, 059. 07 July 1, 1914, balance unexpended--- 230, 415. 48 July 1, 1914, outstanding liabilities ,207. 61 1____________----------- July 1, 1914, balance available --------------------------------- 229 207. 87 Amount allotted from appropriation made by sundry civil act ap- proved Aug. 1, 1914 ---------------------------------------- 231, 000. 00 Amount available for fiscal year ending June 30. 1915___ -_____ 460. 207. 87 July 1, 1914, amount covered by uncompleted contracts ------------- 892, 928. 98 1Exclusive of amount available for fiscal year 1915. 2 See pp. 1008-1010 of this report. 1038 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount of continuing contract authorization: Act of July 25, 1912___--------------------------- $92, 000 Act of Mar. 4, 1913______-- __-________ 650, 000 $742,000.00 Amount appropriated under such authorization ---....------------- 231, 000. 00 Amount yet to be appropriated_ ----------- 511, 000. 00 Amount (estimated) required to be appropriated for completion of existing project-------------- ------------------------ 740, 267. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement_ .___------------------- (2) DAM NO. 17. July 1, 1913, balance unexpended_________________-___-_ $364, 500. 00 Received from sales_ __ ---- - - -______------------ 23. 25 364, 523. 25 June 30, 1914, amount expended during fiscal year: For works of improvement ___.. __.. _____ $93, 567. 27 By transfer to Dam No. 24, Ohio River ---------- 20, 000. 00 By transfer to Dam No. 15, Ohio River ______ - 37, 000. 00 By transfer to Dam No. 39, Ohio River .......... 40, 000. 00 190, 567. 27 July 1, 1914, balance unexpended_________-----------------_-- 173, 955. 98 July 1, 1914, outstanding liabilities___-------------------------- 959. 42 July 1, 1914, balance available ______ . _______________ 172, 996. 56 Amount allotted from appropriation made by sundry civil act ap- proved Aug. 1, 1914 __-----------------------------_ 325, 000. 00 Amount available for fiscal year ending June 30, 1915 ------------ 497, 996. 56 July 1,-1914, amount covered by uncompleted contracts---------- 975, 424. 57 Amount of continuing contract authorization: Act of July 25, 1912_____ ________________ $107,000. 00 Act of Mar. 4, 1913_-.------------------ - 750, 000. 00 857, 000. 00 Amount appropriated under such authorization.--------------- 325, 000. 00 Amount yet to be appropriated ----------------------- 532, 000. 00 Amount (estimated) required to be appropriated for completion of existing project_--- _____-- ______________ . 1 836, 375. 00 -____ Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement________-..... (2) DAM NO. 18. July 1, 1913, balance unexpended _ ------ __------------- - $2, 736. 11 Received from sales___---------------------------------------- 64. 40 2, 800. 51 June 30, 1914, amount expended during fiscal year for works of improvement ------------------------------------------- 2, 262. 27 July 1, 1914, balance unexpended__------------------------------ 538. 24 1 Exclusive of amount available for fiscal year 1915. SSee pp. 1008-1010 of this report. RIVER AND HARBOR IMIPROVEMENTS. 1039 DAM NO. 19. July 1, 1913, balance unexpended ______________ ___________ $390, 082.67 By transfer from Dam No. 20, Ohio River___ --- ____________-- 17, 000. 00 Received from sales_----- -------------------- --- 18. 07 407,100. 74 June 30, 1914, amount expended during fiscal year for works of im- provement -------------------------------------- 195, 699. 96 July 1, 1914, balance unexpended ___---------------------------- 211, 400. 78 July 1, 1914, outstanding liabilities-...------------------------ 1, 077. 28 July 1, 1914, balance available ___________________ _____---_ 210, 323. 50 Amount allotted from appropriation made by sundry civil act ap- proved Aug. 1, 1914-------------- --------------------- 140, 000. 00 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914________------------------____----_- 48, 000. 00 Amount available for fiscal year ending June 30, 1915 ------------ 398, 323. 50 July 1, 1914, amount covered by uncompleted contracts .......----------- 280, 864. 83 Amount of continuing contract authorization: Act of June 25, 1910____---------------------- $350, 000 Act of Feb. 27, 1911__--_------- -________--- - 140, 000 490, 000. 00 Amount appropriated under such authorization- __--......- 490, 000. 00 Amount (estimated) required to be appropriated for completion of existing project------------------- -------------------- 160, 000. 00 DAM NO. 20. July 1, 1913, balance unexpended --------------------------- $405, 867. 50 Received from sales---- -------------- ------------------------ 9. 15 June 30, 1914, amount expended during fiscal year: 405, 876. 65 For works of improvement _____________ ___ $111, 150. 17 By transfer to Dam No. 19, Ohio River__---.. 17, 000. 00 128, 150. 17 July 1, 1914, balance unexpended-------__________-- -- -__-_ 277, 726.48 _861. July 1, 1914, outstanding liabilities--------------------------- 26 July 1, 1914, balance available .....-_______-___--____ __- 276, 865. 22 Amount allotted from appropriation made by sundry civil act ap- proved Aug. 1, 1914 _____-__--- ______---------------- _ 145, 000. 00 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_----------------------___ 12, 000. 00 Amount available for fiscal year ending June 30, 1915___--- - 433, 865. 22 July 1, 1914, amount covered by uncompleted contracts___----- 407, 070. 79 Amount of continuing contract authorization: Act of June 25, 1910__---- - _______ ____ $349, 000 Act of Feb. 27, 1911_ ------------------- ___ 100, 000 Act of July 25, 1912 --------------------------- 58, 000 Act of Mar. 4, 1913 __------___------..... 62, 000 569, 000. 00 Amount appropriated under such authorization --- _______ __-- 512, 000. 00 Amount yet to be appropriated__- 57, 000. 00 Amount (estimated) required to be appropriated for completion of existing project -------------------------------------- 1384. 228. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement__-............ ______-- (") 1 Exclusive of amount available for fiscal year 1915. s See pp. 1008-1010 of this report. 1040 REPORT OF THE .CHIEF OF ENGINEERS, U. S. ARMY. DAM NO. 24. July 1, 1913, balance unexpended 000. 00 $-------------------- By transfer from Dam No. 17, Ohio River______________________ 20, 000. 00 Received from sales_-------------------------------------------- .45 320, 000. 45 June 30, 1914, amount expended during fiscal year: For works of improvement $98, 886. 69 By transfer to Dam No. 28, Ohio River----------- 50, 000. 00 148, 886. 69 July 1, 1914, balance unexpended------------------------------- 171, 113. 76 July 1, 1914, outstanding liabilities ----------------------- 1, 282. 68 July 1, 1914, balance available --------------------------------- 169, 831. 08 Amount allotted from appropriation made by sundry civil act ap- proved Aug. 1,1914_ ----------------------------------------- 260, 000. 00 Amount available for fiscal year ending June 30, 1915------------ 429, 831. 08 July 1, 1914, amount covered by uncompleted contracts------------ 744, 490. 63 Amount of continuing-contract authorization, act of Mar. 4, 1913- 626, 000. 00 Amount appropriated under such authorization__----------- __-260, 000. 00 Amount yet to be appropriated_____---------------------- - 366, 000. 00 Amount (estimated) required to be apropriated for completion of existing project___- 1599, 229. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works df improvement______________________ (2) DAM NO. 26. July 1, 1913, balance unexpended___-_ $128, 123. 37 July 11, 1914, amount transferred from Lock and Dam No. 12 ... 30, 000. 00 July 14, 1914, amount transferred from Lock and Dam No. 11---. 25, 000. 00 Received from sales------------- - 15. 00 183, 138. 37 June 30, 1914, amount expended during fiscal year. for works of improvement --- --------------------------------- 88, 055. 14 July 1, 1914, balance unexpended_------ --- __ -_______ 95, 083. 23 July 1, 1914, outstanding liabilities -------- ___--- - ___ 11, 208. 16 July 1, 1914, balance available------------- -- --- 83, 875. 07 July 1, 1914, amount covered by uncompleted contracts ------------ 13, 692. 22 DAM NO. 28. July 1, 1913, balance unexpended $429, 818. 36 By transfer from Dam No. 24, Ohio River_ 50, 000. 00 Received from sales___-------------------------------- 261. 13 480,079. 49 June 30, 1914, amount expended during fiscal year, for works of improvement -------------- - ----------- --- 299, 740. 04 July 1, 1914, balance unexpended.. ----- ----- 180, 339.45 July 1, 1914, outstanding liabilities-___ __ --.-.- -___ 40, 860. 00 July 1, 1914, balance available--------------------------------- 139, 479. 45 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------------50, 000. 00 Amount available for fiscal year ending June 30, 1915- --- __ 189, 479. 45 1Exclusive of amount available for fiscal year 1915. 2 See pp. 1008-1010 of this report. RIVER AND HARBOR IMPROVEMENTS. 1041 July 1, amount covered by uncompleted contracts- -.------- - $85, 888. 58 Amount (estimated) required to be appropriated for completion of existing project________-__---------------- 1129, 336. 00 SALARIES OF EMPLOYEES, OHIO RIVER BOARD. Amount allotted from appropriation made by the river and harbor act approved Mar. 4, 1913, for improving Ohio River below Pitts- burgh -----------------------------------------------$2, 500. 00 June 30, 1914, amount expended during fiscal year, for works of improvement , 858. 20 1----------------------------- July 1, 1914, balance unexpended ------------ ------------- 641. 80 CONSOLIDATED July 1, 1913, balance unexpended ------------------------ $3, 732, 711. 75 Amount allotted from the appropriation made by the river and harbor act approved Mar. 4, 1913, for improving Ohio River below Pittsburgh, Pa__._ __ ____ 2, 500. 00 By transfer from Dam 29, Ohio River------------------------ 75, 000 00 By transfer from Dam 12, Ohio River ------------------------ 35, 000. 00 By transfer from Dam 14, Ohio River ------------------------ 48, 000.00 By transfer from Dam 17, Ohio River------------------------ 37, 000. 00 By transfer from Dam 20, Ohio River ------------------------ 17, 000. 00 By transfer from Dam 17, Ohio River ___ -- ____________----20, 000. 00 By transfer from Dam 24, Ohio River _ 50, 000. 00 Received from sales ----------- ---------------------------- 586. 90 4, 017, 798. 65 June 30, 1914, amount expended during fiscal year: For works of improvement 716, 583. 65 $--------------1, By transfer to Dam 15, Ohio River __..____ 35, 000. 00 By transfer to Dam 15, Ohio River _________ 48, 000. 00 By transfer to Dam 39, Ohio River__------ 40, 000. 00 By transfer to Dam 15, Ohio River---------- 37, 000. 00 By transfer to Dam 39, Ohio River ________ 40, 000. 00 By transfer to Dam 24, Ohio River _______ 20, 000. 00 By transfer to Dam 19, Ohio River _________17, 000. 00 By transfer to Dam 28, Ohio River _________ 50, 000.00 2, 003, 583. 65 July 1, 1914, balance unexpended______ 2, 014, 215. 00 July 1, 1914, outstanding liabilities______ ______ 62, 029. 39 July 1, 1914, balance available_ 1, 952,185. 61 .--------------------------- Amount allotted from appropriation made by sundry civil act approved Aug. 1, 1914------------------------------ 1, 965, 000. 00 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 __ 172, 000. 00 Amount available for fiscal year ending June 30, 1915 --------- 4, 089,185. 61 July 1, 1914, amount covered by uncompleted contracts---------.. 4, 805, 189. 74 Amount of continuing-contract authorizations: Act of June 25, 1910_------------------- $1, 276, 000. 00 Act of Feb. 27, 1911---------------------1, 310, 000. 00 Act of July 25, 1912----------------------- 700, 000. 00 Act of Mar. 4, 1913----------------------2, 088, 000. 00 5, 374, 000 00 Amount appropriated under such authorizations- ----.--------- 3, 659, 000. 00 Amount yet to be appropriated --------------------------- 1,715, 000. 00 1 Exclusive of amount available for fiscal year 1915. 60993 0 --ENG 1914-- 66 1042 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount (estimated) required to be appropriated for completion of existing project ----------------------------------- $4, 026, 458. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916 (exclusive of amount required for 1915, not yet appropriated), for works of improvement------------------- (") (See Appendix E E 1.) 2. Operating and care of Lockcs and Dams Nos. 11, 13, 18, and 26, Ohio River.-A general description of the Ohio River is contained in the Annual Report of the Chief of Engineers for 1896, page 2062. The dams are all movable and'were built under appropriations for improving Ohio River. The locks were placed under operation and care on the following dates: Dams Nos. 11 and 13, August 1, 1911; Dam No. 18, May 1, 1910; Dam No. 26, August 1, 1912. On August 8, 1912, the navigable-pass foundation at Dam No. 26 was washed out of position. Investigation after the failure showed unexpected weakness in the rock foundation. This dam is being re- paired, under funds for improving Ohio River, by hired labor with Government plant. The total amount expended for operating and care of these dams to June 30, 1914, is $165,887.20, of which $57,867.62 was expended during the fiscal year 1914. The locks and dams, except No. 26, were operated as occasion re- quired, and necessary repairs were made for the maintenance of the works by hired labor with Government plant. For commercial statistics, see report of the first Cincinnati dis- trict. (See Appendix E E 2.) 3. Little Kanawha River, W. Va.-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 Coun- ties, 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 and ranges in width from about 125 feet at Burnsville to about 300 feet at Parkersburg. It is improved from its mouth for a distance of 48 miles. In the present condition of the Ohio River, boats drawing about 3 feet can in ordinary stages of low water navigate the Ohio River as far as the mouth of the Little Kanawha. At the time of adoption of the original project for improvement there were four locks and dams in the stream, owned and controlled by the Little Kanawha Navigation Co., which afforded slack-water navigation from Parkersburg up to a point 2 miles above Burning Springs, W. Va., or a total distance upstream from Parkersburg of 40 miles. Above Burning Springs the river was much obstructed by logs, snags, bowlders, leaning trees, etc., rendering the floating of timber, the principal commodity, very hazardous. ORIGINAL PROJECT. The original project, adopted by act approved August 14, 1876, provided for removing rocks, snags, and overhanging and fallen trees 1Exclusive of amount available for fiscal year 1915. See pp. 1008-1010 of this report. RIVER AND HARBOR IMPROVEMENTS. 1043 above Burning Springs, W. Va., at a cost of $7,300. This project was modified by act of June 14, 1880, which provided for the construction of a lock and dam 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. The total amount expended on these projects was $214,604.10, of which $904.70 was applied to maintenance. Amount received from sales, $186.10. PRESENT PROJECT. The present project, adopted by the act of March 3, 1905, provided for the purchase and repair of Locks and Dams Nos. 1 to 4, owned by the Little Kanawha Navigation Co., at an estimated cost of $163,000. The project is printed in House Document No. 309, Fifty-eighth Congress, second session. This document contains no maps. It is published in the Annual Report of the Chief of Engineers for 1904, page 2607. No modification of the existing project has been made since its adoption. Additional funds have, however, been appropriated for making necessary improvements to the structures purchased from the Little Kanawha Navigation Co. The available dimensions of the locks are as follows: Lock No.- Width. Length. Lock No.- Width. Length. 1............................. 2......-- ....... ............. Feet. 22.22.77 Feet. 1214............................ 1255....................... 22.7 125 .... 26.0 125 Feet. Feet. 3........... .... ............. 22.7 125 The depth at low water over the lower miter sills is 4 feet for all, except No. 1, which, with pool No. 19, Ohio River, full, will have 10.1 feet over the lower sill. References to examination or survey reports and maps or plans (including project documents.) Annual Reports Congressional documents. Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Below Bulltown 1 ......................... House... 75 Forty-third... Second.. 1875 740 Entire river 1 ................... ..... ... do..... 98 Fifty-third.... Third... 1895 2,520 Lock No. 5 to Burnsville ............... do..... 217 Fifty-eighth... Second.. 1904 2,597 Estimate of cost of purchase and repair of ... do..... 309 ..... do....... ... do..... 1904 2,607 locks Nos. 1-4, not owned by the Govern- ment.l 2 For one lock and dam above Lock No. 5.. .. do..... 917 Sixtieth....... First............... Entire river a... .............. do.... 480 Sixty-second.. Second.. .......... Examination from Creston to head of ... do.... 12 Sixty-third.... First............... practicable navigation.a 1 No maps. 2 Basis of proj ect adopted by Congress. 8 Contains maps. 1044 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The only work accomplished during the year consisted in making repairs to Lock No. 1 by hired labor with Government plant. The amount expended on existing project to June 30, 1914, is as follows: From specific appropriations __________________---- $252, 059. 50 From appropriation "Preservation and maintenance of river and harbor works" _____ ----------- 30, 000. 00 Total expenditures-_ ___________----------__- 282, 059. 50 Of the above $22,977.28 was applied to maintenance. The sum of $2,059.50 has been received from sales. The total amount expended on all projects to June 30, 1914, was $496,663.60. On June 30, 1914, the approved project had been completed. As a result of this improvement slack-water navigation now ex- tends from the mouth of the river to Creston, W. Va., a distance of 48 miles, and provides a depth of 4 feet. 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 hardly 6 inches. During small rises steamboats run to Grantsville, 76 miles above the mouth. The head of gasoline-boat and push-boat navigation is Burnsville, 122 miles above the mouth; rafting, however, extends some miles above. During the fiscal year one steamboat has been making daily trips between Parkersburg and Creston. One gasoline boat made two round trips daily between Creston and Owensport or Palestine Transfer (7 miles from mouth), connecting with passenger trains of the Little Kanawha Railroad at Owensport. One gasoline boat ran continuously between Creston and Parkersburg, but not on sched- ule. On rises six gasoline boats ran between Parkersburg and Grantsville, and one gasoline boat between Parkersburg and Brook- ville. Four gasoline boats ran on high water between Glenville and Parkersburg. During boating stages several boats carrying passen- gers and freight were running on the upper river from Gilmer to Glenville and points farther down the river. During the past year there were more than 70 different gasoline boats on the river for com- merce and pleasure. The highest water at Parkersburg during recent years was 51.6 feet in March, 1907, and 58.9 feet (5 feet higher than ever before recorded) on March 29, 1913. These high stages were caused by Ohio River floods. The former flood backed water from the Ohio into Lock No. 4, and the latter into Lock No. 5. Between Creston and Burnsville the high-water mark ranges from about 30 feet at Creston to about 32 feet at Grantsville, 31.4 feet at Glenville, and 22.1 feet at Burnsville. During very dry seasons there are only a few inches of water on the shoals between these points. The highest stage reached at Lock No. 5 is 32 feet above low water, or 16 feet above the crest of the dam. RIVER AND HARBOR IMPROVEMENTS. 1045 During the fiscal year the highest water on the lower gauges at the various locks was as follows: Feet. No. 1------------------------------- ------- 37. 6 No. 2---------------------------------------- ------- 27. 7 No. 3------------------------------------------------- 29.8 No. 4--------------- ------------------------------ 23.4 No. 5--_------------------------- 25.0 For commercial statistics see report for operating and care of locks and dams on the Little Kanawha River, W. Va. It is believed that this improvement has tended to lower freight rates; comparison, where possible, of parallel rates shows that the boat rates are almost invariably cheaper than the railroad rates. No additional funds are required. The project is completed and funds are exhausted. The works will be maintained under the indefinite appropriation for operating and care. No further reports will be submitted for this improvement. July 1, 1913, balance unexpended ---------------------- _ $1, 016. 94 June 30, 1914, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 1, 016. 94 (See Appendix E E 3.) 4. Operating and care of locks and dams on Little Kanawha River, W. Va.-The lock and dam known as No. 5 was built under the ap- propriation for improving the Little Kanawha River, W. Va., 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 Co., and transferred to the Government on No- vember 1, 1905. The five locks and dams provide slack-water navigation for a dis- tance of 48 miles from the mouth, and are being maintained and oper- ated under the indefinite appropriation provided by section 4 of the act approved July 5, 1884, as amended and reenacted by section 6 of the river and harbor act of March 3, 1909. The total amount expended in operating and care of these works to June 30, 1914, is $131,385.07, of which $15,314.35 was expended during the past fiscal year. A table of the important features, giving location, year when fin- ished, etc., of the locks and dams is contained in the Annual Report of the Chief of Engineers for 1903, page 1720. Minor repairs were made at the various locks and dams during the year, by hired labor with Government plant. The commerce for the calendar year 1913 amounted to 97,099 short tons, and was valued at $3,409,733. Of the foregoing there were 77,- 769 tons of timber products-saw logs, ties, etc. (See Appendix E E 4.) 5. Kanawha River, W. Va.-This river lies entirely within the State of West Virginia. It is formed by the junction of the New and Gauley Rivers, flows a distance of about 97 miles in a general northwesterly direction, and empties into the Ohio River at Point Pleasant, W. Va., which is 263 miles below Pittsburgh, Pa., by water. 1046 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Its drainage area is 20,211 square miles. The average width of the river at low water is about 600 feet. It is improved from its mouth for a distance of about 90 miles. In the present condition of the Ohio River boats drawing about 3 feet can in ordinary stages of low water navigate the Ohio River as far as the mouth of the Little Kanawha. ORIGINAL PROJECT. The original project, adopted by the act approved March 3, 1873, provided for removing large bowlders from the channel, excavating channels through the shoals, and constructing riprap dams and dikes, the object being to increase the depth of water on the shoal places, so as to enable towboats to use the stream for a longer period each year than its natural condition permitted. The amount expended under this project was $50,000. PRESENT PROJECT. The present project, at an estimated cost of $4,071,216, was adopted June 12, 1875 (printed in Annual Report of the Chief of Engineers for 1875, pt. 2, pp. 90 to 98). It provided for obtaining a depth of 6 feet of water all the year round throughout the whole river, 97 miles, by the construction of nine locks with movable dams from the mouth in the Ohio, at Point Pleasant, W. Va., up to Paint Creek, about 79 miles above Point Pleasant, and three locks with fixed dams above Paint Creek to Kanawha Falls, the fall of the river above Paint Creek being too great to permit of the advantageous use of movable dams. This project was somewhat modified by reducing the total of mov- able locks and dams from nine to eight, one of the movable locks and dams originally estimated for in the lower portion of the river having been decided, after more detailed examination, to be unnecessary (Annual Report of Chief of Engineers for 1879, p. 550); also, only two of the three fixed dams have been constructed-Nos. 2 and 3-the construction of No. 1 having been dispensed with until its necessity shall become more apparent. By dropping from the project one fixed and one movable dam, as stated, the first estimate was reduced by about $600,000. However, after appropriations had been received amounting to $2,579,500 a revised estimate was made in 1892 (Annual Report of the Chief of Engineers for 1892, pp. 2042-2044), showing that $1,305,700 still remained to be supplied by Congress in order to complete the project. This amount was appropriated by the acts of July 13, 1892, March 3, 1893, and March 2, 1895. The estimate of 1892 was made, however, before the exact site of Lock and Dam No. 11 had been selected, before a thorough knowledge of the amount of dredging between locks was available, and before the passage of the law limiting a day's work of a Government employee to eight hours. A second revised estimate was therefore found necessary in 1896, and the increased amount of it, $273,000, was appropriated in the sundry civil act of June 4, 1897. (Annual Report, 1897, p. 2569.) With all modifications, the present project provides for eight locks with movable dams and two locks with fixed dams, so as to provide a 6-foot navigable depth. RIVER AND HARBOR IMPROVEMENTS. 1047 The available dimensions of the locks are as follows: Lock No.- Width. Length. Lock No.-- Width. Length. Feet. FeFeet. Feet. Feet. 2............................. 50 271 5......... .................. 50 274 3............. .......... 50 272 6-11,.inclusive................... 55 313 4........... .............. 50 274 The depth at low water over the lower miter sills is as follows: Dam No.- Feet. 2 ------------------------------------------------- 8. 67 3-------------------------- -------- 7. 00 4__ ------------------------------------------------- 6. 75 5___ --------------- ----------------- 6.50 6 ----------------------------------------- 6.75 7 -------------------------------------------- 6. 75 8---------------------- --- ----------------------- 8. 25 9-------------------------------- ------ 7.50 _ 10 ------------------------------------------------ 7.00 11-------------------------------------6. 08 References to examination or survey reports and maps or plans. Congressional documents. Annual Reports of Chief of Engineers. - -- -- Section covered. House or No. Congress. Session. I Year. Page. Senate. 1 - - 11 - - Entire river........................... Senate.. 25 Forty-second.. Third....... Lock No. 2 to the Falls................ House... 305 Fifty-eighth... Second.. 1904 2587 Examination with view to increasing do.... ... 41 Sixty-third.... First........... the heights of locks and dams so as to make a 9-foot stage to the Ohio River.' Survey by: E. Ellet........................ 1871 625,636. Do....................... ...... ....... ................ 1877 743,749. 163, pt. 2. . A. Byers................. Do..... A. M. Scott...... ............ .......... ................ ................ 1876 1877 1874 743, 749. 485. Do......................... .............. ................ 1876 1875 163, pt. 2. Do..... Survey location of dams ............ Do........ ...... ........... ....... ........ ................ ................ 1876 1877 634. 154,157,163. 296,303,676. Survey: Effect of freshets from New River.. .......... ........ ................ ................ 1877 1876 61, 296, 303. Profile of river............... Location of dams ................ ... .......... .......... ........ ........ ................ ................ 1878 164. 473. Completion below Charleston..... Location of Dams Nos. 6 and 7.... Location of Dam No. 2............ .......... .......... ........ ........ ................ ................ 1879 1880 1881 554. 689. Maps..................... Do......................... ..... .... .......... .......... ........ ........ ................ ................ 1880 1889 915. 682. 1951. 'Contains map. OPERATIONS DURING THE YEAR. The only work during the year was the purchase of additional equipment for the U. S. snag boat Captain Turtle, and for repairs to the boiler of the U. S. towboat James Rumsey, by hired labor with Government plant. 1 This will be 11.35 feet when No. 26, Ohio River, is completed and pool No. 26 full. 1048 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended on existing project to June 30, 1914, is $4,248,041.93, none of which was for maintenance. The sum of $3,429.68 was received from sales. The amount expended on all projects to June 30, 1914, was $4,298,041.93. At the close of the fiscal year the approved project was completed, Ten locks and dams have been built under the present project, which extend slack water to Loup Creek Shoals, about 90 miles from the mouth, leaving 7 miles of the upper river unimproved. The completion of the ice piers at mouth of river has given ad- ditional safety to boats held at that point during times of ice floes. The highest point reached by the river during the fiscal year at Charleston was 38.4 feet on March 28, and the lowest at Kanawha Falls was 0.1 foot on September 16, 1912. The present head of navigation for steamboats is the foot of Loup Creek Shoals, 90 miles above the mouth of the river, which is at Point Pleasant, W. Va., and about 2 miles below that point for barges drawing 6 feet. There is no rafting or logging above Loup Creek Shoals. The maximum draft that can be carried at the shoalest part of the slack-water system at mean low water with the pools full is 6 feet. For commercial statistics, see report for operating and care of locks and dams on Kanawha River, W. Va. 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 the Kanawha River is available, are regulated thereby, The project has been completed, and on June 30, 1914, the unex- pended balance of $1,250.89 was carried to the surplus fund. This will be the final report on the improvement of the Kanawha River. July 1, 1913, balance unexpended 340. 71 $----------------- June 30, 1914, amount expended during fiscal year, for works of im- provement ---------------------------- ------ 4, 089. 82 June 30, 1914, carried to surplus fund --------------------------- 1, 250. 89 (See Appendix E E 5.) 6. Operating and care of locks and dams on Kanawha River, W. Va.-Under the projects for improving the Kanawha River 10 locks and dams were built, 2 fixed dams and 8 movable (Chanoine type), extending slack-water navigation for a distance of 90 miles from the Ohio River. The maintenance and operation of these works is provided for by the indefinite appropriation for operating and care of canals and other works of navigation made by section 4 of the act approved July 5, 1884, as amended and reenacted by section 6 of the river and harbor act approved March 3, 1909. 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 Engineers 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. RIVER AND HARBOR IMPROVEMENTS. 1049 The U. S. dredge Addison and the snag boat Captain Turtle were engaged in clearing the channel of obstructions during the year. Necessary repairs were made to the locks and dams, floating plant, and telephone line by hired labor with Government plant. Two serv- ice boats and some supplies were furnished under contracts. The locks and dams were operated as occasion required during the year. The total amount expended for operation and care of these works to June 30, 1914, is $1,463,436.41, of which $101,736.05 was expended during the fiscal year 1914. Part of the system of improvement having been completed in 1880, the repairs required each year are increasing. The commerce for the calendar year 1913 amounted to 1,416,804 short tons, with a valuation of $6,277,149.78. Of the foregoing there were 1,342,800 tons of coal and 17,950 tons of timber products, valued at $1,208,520 and $112,696.09, respectively. (See Appendix E E 6.) 7. Removing sunken vessels or craft obstructing or endangering navigation-(a) Wreck of coal barge at Red House Shoals, Kanawha River.-This barge was wrecked on October 23, 1913, and was com- pletely removed by hired labor and the use of Government plant on November 6, 1913, the cost of which removal was $173.43. (b) Wreck of coal barge at Lock No. 10, Kanawha River.-This barge was wrecked on November 12, 1913, and was completely re- moved by hired labor and the use of Government plant on November 24, 1913, the cost of which removal was $205.25. (See Appendix E E 7.) IMPROVEMENT OF RIVERS AND HARBORS IN THE FIRST CINCINNATI, OHIO, DISTRICT. This district was in charge of Lieut. Col. H. Jervey, Corps of Engineers. Division engineer, Lieut. Col. H. C. Newcomer, Corps of Engineers. * 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 dur- ing low-water periods. The difference in level of water surface of the river varies; at Cincinnati, nearly midway between the head and mouth of the river, the average annual range during the past 30 years is 48.4 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 im- proved channels; bank protection and the construction and repair of levees where required in the interest of navigation; the construction, 1050 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. repair, and maintenance of ice piers and harbors; miscellaneous im- provement, including surveys, establishment of harbor lines, regula- tion 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 Government during the 87 years it has been in progress, ex- clusive of liabilities outstanding June 30, 1914, is $7,499,077.52. The principal operations of the year were as follows: The U. S. dredges Ohio, Oswego, and Indiana dredged 648,549 cubic yards loose stone, gravel, sand, etc.; 182.6 tons of rock; and 727.8 tons of snags. The hired dredging plants excavated 197,290 cubic yards ledge rock, loose rock, gravel, sand, etc.; 369.55 tons of rock; 504.1 tons of snags; and 1 wreck. Thisdredging has resulted in improvement of the channel, making a depth of from 2 to 6 feet below low water at Bakers Island, Dam No. 10, Ohio River; Fish Creek Bar; Opossum Bar; Petticoat Ripple; St. Marys, W. Va.; Little Muskingum River Bar; Marietta Island; Duck Creek; mouth of Muskingum River; Parkersburg, W. Va.; Middleport, Ohio; Crab Creek Bar; Dam No. 26, Ohio River; Lawrenceburg, Ind.; Gunpowder Bar; Warsaw Bar; Dam No. 39, Ohio River; Falling Run Bar; Hughes Bar; Blue River Island; Peckenpaugh Bar; Henderson Island; Diamond Island; Raleigh; Greens Crossing; Cave-in-Rock; Sisters Islands; Dog Island; Cot- tonwood Bar; and Little Chain. On the fixed concrete dam closing the back channel at Buffington Island, under contract dated December 5, 1910, work was carried on and completed. The total work done under this contract is as fol- lows: Excavation, 5,143.4 cubic yards; piles, 86; iron tie rods and connections, 5,796 pounds; gravel filling, 398.2 cubic yards; stone, three-fourths to 3 cubic feet each, 838.13 cubic yards; stone, 9 to 18 cubic feet each, 1,535.91 cubic yards; concrete masonry, 1,745.78 cubic yards. On the construction of a loose-stone dike at Sisters Islands, under contract dated November 17, 1910, work was carried on and com- pleted. The total work done on this contract is as follows: Excava- tion, 2,118.8 cubic yards; large stone, 554.1 cubic yards; small stone, 4,623.5 cubic yards. On the construction of five additional loose-stone dikes at Sisters Islands, under contract dated June 1, 1912, the work was carried on and completed. The total of work done on this contract is as fol- lows: Excavation, 11~74 cubic yards; stone, 6 to 10 cubic feet each, 857 cubic yards; stone, three-fourths to 1 cubic feet each, 29,812 cubic yards. A contract was entered into on November 14, 1913, for the con- struction of two loose-stone dams between Sisters Islands and the Kentucky shore, and also a bank protection on both islands and shore. The followinig work was done and materials delivered: Excavation, 1,938 cubic yards; stone, three-fourths to 1 cubic feet each, 12,287 cubic yards; stone, 6 to 10 cubic feet each, 435 cubic yards. A contract was entered into on February 16, 1914, for the recon- struction of two ice piers at Gallipolis, Ohio. The contractor assem- RIVER AND HARBOR IMPROVEMENTS. 1051 bled his plant and work was begun on June 24 by the driving of sheet piling to inclose the foundation of the middle pier. Twenty-one permits were issued to cover the construction of bridges, inclines, dredging, aerial crossings, oil and gas pipe lines, intake, fill, derrick, wet well, and spillway. Supervision was had of established harbor lines at East Liverpool and Steubenville, Ohio, Wheeling, W. Va., and Ironton and Cin- cinnati, Ohio. Under contract dated January 20, 1913, for the construction of the dipper dredge Cincinnati the hull was completed and launched and part of the upper works and of the shopwork on the crane and ma- chinery, this being about 38 per cent of the total work. A contract was entered into on January 2, 1914, for the construc- tion of the dipper dredge Marietta to be built upon the same plans as the dredge Cincinnati. The work is estimated about 5 per cent completed. A contract was entered into on February 2, 1914, for the construc- tion of four steel flatboats, and the work is estimated about 75 per cent completed. Plans and specifications have been, prepared for construction of 10 steel dump scows, four to replace worn-out wooden scows in use with the dredges Ohio and Oswego, two each for the new dredges Cincinnati and Marietta, and two for the Cincinnati district No. 2. The work has been advertised, bids to be opened July 2, 1914. Plans and specifications are being prepared for the construction of two steel and iron hull towboats, tenders for the new dredges Cincinnati and Marietta, and for steel flats and fuel barges for the same service. Light-draft snagging plant.-This plant, consisting of the snag boat Iroquois and derrick boat Mingo, remained at Cincinnati for installation of machinery and completion of the cabin on the Mingo and for furnishing necessary outfit for both boats until September 23, when it began removal from the river channel of snags and other obstructions that could not be reached by boats of heavier draft. Dredging and snagging operations will be required at many places in the Ohio even after a complete system of canalization is finished, and for open-channel improvement continuous work and simulta- neous operations are absolutely necessary to produce effective results with this in view. 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 af- forded by existing ice piers and the providing of others at carefully selected localities. 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. 1052 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The fluctuations in river stages are indicated by the following readings from characteristic river gauges: Highest. Date. Lowest. Date. Range. Feet. 1913. Feet. 1913. Feet. Dam No. 6 .................... ....... 31.0 Nov. 17....... 1.5 Sept. 6 and 7.. 29.5 Wheeling, W. Va....................... 32.3 Nov. 18...... 4.0 July 15........ 28.3 Parkersburg, W. Va....... ............ 36.4 Nov. 17...... 2.1 1234.3 Point Pleasant, W. Va...................... 42.7 Nov. 18...... .9 Sept. 17, 18, 41.8 19, and 20. 1914. Portsmouth, Ohio ......................... 45.8 Apr. 3 and 4 . 2.7 Sept. 21....... 43.1 Cincinnati, Ohio.................... ... 47.1 Apr. 4......... 7.6 Nov. 9... 39.5 Louisville, Ky. (lower).................. 47.5 Apr. 5......... 3.5 Sept. 25 and 26 44.0 Evansville Ind....................... 38.0 Apr. 8........ 2.6 Sept. 28 and 29 36.6 Paducah, ky..................... ...... 36.4 Apr. 9 and 10.. 1.0 Sept. 12....... 35.1 Cairo, Ill........................... 41.3 Apr. 10 and 11. 6. 6 Sept. 30....... 35.0 The available depth in channel may be considered 1 foot greater than gauge readings from Pittsburgh 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 Report of the Ohio River Board (H. Doc. No. 492, 60th Cong., 1st sess.), in which statements are made of present and prospective com- merce and the effects of improvements on freight rates, etc. The commerce of the river during the past year, so far as is indi- cated by statistics that the engineer officer in charge of the river has been able to obtain, was as follows: General merchandise, coal, etc., 9,814,123.3 short tons, at an estimated value of $77,026,901.78; passengers, 4,270,786. GENERAL IMPROVEMENT. July 1, 1913, balance unexpended------------------------------$927, 779. 72 Overpayment refunded fiscal year 1913____________._____________ 85 Amount received from sales, etc_____________________ ___________ 732. 89 Amount received from Treasury transfers 21, 625. 94 930,139. 40 June 30, 1914, amount expended during fiscal year: ---..- Transferred to flood board_______-- $500. 00 For works of improvement_____ ------- ___260, 797. 38 For maintenance of improvement-....--- ____ 18, 545. 47 279, 842. 85 July 1, 1914, balance unexpended ________ ________________ 650, 296. 55 July 1, 1914, outstanding liabilities__________________________ 10, 032. 53 July 1, 1914, balance available___________________________ 640, 264. 02 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 -------------------------------- . 19, 000. 00 Amount available for fiscal year ending June 30, 1915---------- 659, 264. 02 1Sale of maps and condemned property. 2 $1,595.54 received from appropriation " Improving Ohio River below Pittsburgh, Pa.," for dredging at Dams Nos. 10 and 26 November and December, 1913, and $30.40 from appropriation " Field investigations of public health. 1914." RIVER AND HARBOR IMPROVEMENTS. 1053 July 1, 1914, amount covered by uncompleted contracts --------- $305, 476. 42 Amount (estimated) required to be appropriated for completion of existing project ------------------------------------------ (1) Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance of im- provement------------------ --------------------- 684, 000. 00 WORKING PLANT. July 1, 1913, balance unexpended ----------------------------- 9, 074.39 June 30, 1914, amount expended during fiscal year, for works of improvement-- ----------------------------------------- 9, 074. 39 CONSOLIDATED. July 1, 1913, balance unexpended--------------------------- 936, 854. 11 Overpayment refunded, fiscal year 1913------------------------- .85 Amount received from sales, etc------------------------------- 3732. 89 Amount received from Treasury transfers-- ------- , 625. 94 1------------ 939, 213. 79 June 30, 1914, amount expended during fiscal year: Transferred to flood board------ ---- -------- $500. 00 For works of improvement ----------------- -- 269, 871. 77 For maintenance of improvement---------------18, 545. 47 288, 917. 24 July 1, 1914, balance unexpended---------------- ----------- 650, 296. 55 July 1, 1914, outstanding liabilities-------------------------- 10,032. 53 July 1, 1914, balance available-----------------------------640, 264. 02 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-- ------------------------------ 19, 000. 00 Amount available for fiscal year ending June 30, 1915----------- 659, 264. 02 July 1, 1914, amount covered by uncompleted contracts----------- 305, 476. 42 Amount (estimated) required to be appropriated for completion of existing project ----------------------------------------- (1) Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance------- 2684, 000. 00 (See Appendix F F 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 12 years the act made an appropria- tion 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 was made for the purchase of site and beginning construction of Lock and Dam No. 29. Further allotments have been made of $52,000 by river and harbor act of February 27, 1911, $460,000 by sundry civil act of March 4, 1911, and $50,000 from the amount provided for continuing improve- ment by river and harbor act of July 25, 1912. 1Indefinite. 2Exclusive of amount available for fiscal year 1915. aSale of maps and condemned property. $1 595.54 received from appropriation " Improving Ohio River below Pittsburgh, Pa.," for dredging at Dams Nos. 10 and 26 November and December, 1913, and $30.40 from appropriation " Field investigations of public health, 1914." 1054 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. All the necessary land required has been purchased. The work was carried on under contract of April 8, 1911, the conditions being generally more favorable than during former years since the begin- ning of work on this dam. The following work was done and material furnished: Cofferdam for navigable pass completed and pumped out, 995 linear feet; coffer- dam for lower guide wall, 661 linear feet; common excavation, 23,392 cubic yards; rock excavation, 5,138 cubic yards; fill, 4,700 cubic yards; oak timber, 8,129 feet b. m.; reinforced concrete, 110 cubic yards; concrete masonry, 17,423 cubic yards; structural steel, 230,448 pounds; reinforcing rods, 79,168 pounds; forgings, 8,016 pounds; bolts, 19,469 pounds; iron castings, 116,323 pounds; steel castings, 52,463 pounds; bronze, 21 pounds; 5-inch pipe, 156 linear feet; 4-inch pipe, 1,007 linear feet; 22-inch pipe, 138 linear feet; 2-inch pipe, 172 linear feet; tile drain, 352 linear feet; drilling bolt holes, 3,502 linear feet; unskilled labor, 1,874 hours; skilled labor, 1,2102 hours; extra material, bolts, etc., 399 pounds; cement, 254 barrels; lumber, 7,275 feet b. m.; ironwork, 165 pounds; sand, 11 cubic yards; ironwork de- livered and partially paid for, 4,945 pounds. It is estimated that on June 30, 1914, the work on lock and dam was 58 per cent completed. The total expenditures to June 30, 1914, amounted to $374,634.23. DAM NO. 29. July 1, 1913, balance unexpended--------------------------- $473, 190. 34 Nov. 4, 1913, allotted from appropriation made by river and harbor act approved July 25, 1912------------------------------- 50, 000. 00 523, 190. 34 June 30, 1914, amount expended during fiscal year: For works of improvement- ------------------ $185, 744. 52 Transferred to Dam No. 15------------ ------- 75, 000. 00 260, 744. 52 July 1, 1914, balance unexpended-- ------------------------- 262, 445. 82 July 1, 1914, outstanding liabilities ----------------------------- 962. 44 July 1, 1914, balance available----------------------------- 261, 483.38 Amount allotted from appropriation made by sundry civil act ap- proved Aug. 1, 1914------------------------------------- 99, 000. 00 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------------------------------- 12, 000. 00 Amount available for fiscal year ending June 30, 1915 ..---------- 372, 483. 38 July 1, 1914, amount covered by uncompleted contracts-----------.... 315, 970. 82 Amount of continuing-contract authorization, act of Mar. 4, 1913___ 175, 000. 00 Amount allotted under such authorization--------------------- 99, 000. 00 Amount yet to be appropriated------------------------------ 76, 000. 00 Amount (estimated) required to be appropriated for completion of existing project ......-------------------------------------- 511.00. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement ..-------------------------- () (See Appendix F F 2.) 1Exclusive of amount available for fiscal year 1915. SSee pp. 1008-1010 of this report. RIVER AND HIARBOR IMPROVEMENTS. 1055 3. Lock and Dam No. 31, Ohio River.-The river and harbor act approved July 25, 1912, provided for continuing improvement of the Ohio River by the construction of locks and dams with a view of securing a navigable depth of 9 feet, making a cash appropriation of $3,200,000 and contract authorization of $2,200,000. Of the funds thus made available, $330,000 cash and $370,000 contract authoriza- tion has been allotted to Lock and Dam No. 31. The land necessary for the construction of the lock, etc., on the Kentucky side has been purchased, and negotiations for purchase of land for abutment, Ohio side, are about concluded. The work of construction was carried on under contract dated November 6, 1912. River conditions were generally favorable for the prosecution of the work. The following work was done and material furnished: Lock cof- ferdam, 1,596.33 linear feet; common excavation, 16,234.91 cubic yards; rock excavation, 709.12 cubic yards; concrete masonry, 4,713.07 cubic yards; drilling bolt holes, 150.25 linear feet; structural steel, 470,808.9 pounds; reinforcing rods, 1,720 pounds; forgings and wrought iron, 39,652 pounds; bolts, etc., 43,074 pounds; iron castings, 280,257 pounds; steel castings, 170,319 pounds; bronze, 683.8 pounds. It is estimated that on June 30, 1914, the work on lock and dam was 10 per cent completed. The total expenditures to June 30, 1914, amounted to $103,677.77. DAM NO. 31. July 1, 1913, balance unexpended ------------------------------ $324, 616. 34 June 30, 1914, amount expended during fiscal year, for works of improvement ----------------------------------------------- 98, 248. 96 July 1, 1914, balance unexpended ----------------------- 226, 367.38 July 1, 1914, outstanding liabilities------------------------------ 593. 65 July 1, 1914, balance available-------------------- ------------ 225, 773. 73 Amount allotted from appropriation made by sundry civil act ap- proved Aug. 1, 1914---------------------------------------- 137, 000. 00 Amount available for fiscal year ending June 30, 1915------------ 362, 773. 73 July 1, 1914, amount covered by uncompleted contracts ------------ 595, 975. 75 Amount of continuing-contract authorization, act of July 25, 1912__ 370, 000. 00 Amount allotted under such authorization----------------------- 137, 000. 00 Amount yet to be appropriated----------------- ------- 233, 000. 00 Amount (estimated) required to be appropriated for completion of existing project------------------------------------------- 873, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement---------------------- (") (See Appendix F F 3.) 4. Lock and Dam No. 33, Ohio River.-An allotment of $1,140,000 was made from the river and harbor act of October 2, 1914, for com- mencing the construction of Lock and Dam No. 33, Ohio River, under the existing project of securing a navigable depth of 9 feet in accordance with report submitted in House Document No. 492, Sixtieth Congress, first session. 1 Exclusive of amount available for fiscal year 1915. ' See pp. 1008-1010 of this report. 1056 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 5. Lock and Dam No. 35, Ohio River.-The river and harbor act approved March 4, 1913, provided for continuing improvement of the Ohio River by construction of locks and dams with a view to securing a navigable depth of 9 feet, in accordance with report sub- mitted in House Document No. 492, Sixtieth Congress, first session, making a cash appropriation of $1,800,000 and contract authorization of $3,200,000. Of these funds the sum of $219,100 cash and a con- tract authorization of $1,000,000 have been allotted to Lock and Dam No. 35. The land necessary to the construction of the lock, etc., on the Ken- tucky side has been purchased, but no purchase of land has yet been made for the abutment on the Ohio side. The work of construction was carried on under contract dated November 10, 1913, actual work beginning March 23, 1914, and continuing to the end of the fiscal year, at which time the lock cofferdam was practically completed, as well as the excavation for lock chamber, land and river walls, and gate recesses. The river stage thus far during the season of 1914 has been favorable for construction work. The following work was done and material furnished: Cofferdam, 1,670 linear feet; common excavation, 5,634 cubic yards. It is estimated that on June 30, 1914, the work on lock and dam was 3 per cent completed. The total expenditures to June 30, 1914, amounted to $10,271.96. DAM NO. 35. July 28, 1913, amount allotted from appropriation made by river and harbor act approved Mar. 4, 1913 $219, 100. 00 June 30, 1914, amount expended during fiscal year: For works of improvement__ $10, 271.96 By transfer to Dam No. 39, Ohio River --------- 20, 000. 00 30, 271. 96 July 1, 1914, balance unexpended ---------------------------- 188, 828. 04 July 1, 1914, outstanding liabilities_-- ------------------ 611. 66 July 1, 1914, balance available----- -------------------- 188, 216. 38 Amount allotted from appropriation made by sundry civil act ap- proved Aug. 1, 1914 ------------------ 320, 000. 00 Amount available for fiscal year ending June 30, 1915 ----------- 508, 216. 38 July 1, 1914, amount covered by uncompleted contracts ....... 1, 078, 895. 14 Amount of continuing-contract authorization, act of Mar. 4, 1913_ 1, 000, 000. 00 Amount allotted under such authorization_-------------------- 320, 000. 00 Amount yet to be appropriated -------------- -------------- 680, 000. 00 Amount (estimated) required to be appropriated for completion of existing project___ -- ___-- __------------------------ 999, 523. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement___---------- (2) (See Appendix F F 5.) 6. Lock and Dam No. 39, Ohio River.-The river and harbor act of March 4, 1913, provided for continuing improvement of the Ohio River by construction of locks and dams with a view to securing a SExclusive of amount available for fiscal year 1915. s See pp. 1008-1010 of this report. RIVER AND HARBOR IMPROVEMENTS. 1057 navigable depth of 9 feet, in accordance with report submitted in House Document No. 492, Sixtieth Congress, first session, making a cash appropriation of $1,800,000 and contract authorization of $3,- 200,000. Of these funds, the sum of $150,000 cash and a contract authorization of $960,000 were allotted to Dam No. 39; this contract authorization was later reduced to $37,000 by transfer made to other Ohio River dams. The land necessary to the construction of the lock, etc., on the In- diana side has been purchased, but no purchase of land has yet been made for the abutment on the Kentucky side. Plans for Dam No. 39 were approved by the department, but no bids having been received thereon, a project was approved for the construction of the lock and dam by hired labor. After a working force had been organized and a plant and material secured, active construction was begun June 1, 1914, and by the close of the fiscal year about one-third of the entire lock cofferdam had been completed. The amount expended during the fiscal year year was $51,652.63. DAM NO. 39. July 28, 1913, amount allotted from the appropriation made by river and harbor act approved Mar. 4, 1913------------------- $150, 000. 00 By transfer from Dam No. 16, Ohio River---------------------- 40, 000. 00 By transfer from Dam No. 16, Ohio River---------------------- 40, 000. 00 By transfer from Dam No. 16, Ohio River ---------------------- 20, 000.00 250, 000. 00 June 30, 1914, amount expended during fiscal year for works of improvement--------------------------------51, 652. 63 July 1, 1914, balance unexpended 198, 347. 37 July 1, 1914, outstanding liabilities-------------------------- 49, 709. 23 July 1, 1914, balance available------------ 148, 638. 14 Amount allotted from appropriation made by the river and har- bor act approved Oct. 2, 1914_ 150, 000. 00 Amount available for fiscal year ending June 30, 1915 298, 638.14 July 1, 1914, amount covered by uncompleted contracts---------- 37, 044 00 Amount of continuing-contract authorization, act of Mar. 4, 1913_ 37, 000. 00 Amount yet to be appropriated- --- 37, 000. 00 Amount (estimated) required to be appropriated for completion of existing project _ _--------------------- -- 1,228, 408. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement--------------------- (2) (See Appendix F F 6.) 7. Operating and care of Lock and Dam No. 37, Ohio River.-On January 1, 1911 this work was placed under the appropriation for operating and care provided by section 4 of the act approved July 5, 1884, as amended and reenacted by section 6 of the river and harbor act approved March 3, 1909. The dam was raised and lowered three times between July 1, 1913, and November 14, 1913, and raised again June 8, 1914, remaining up at the close of the fiscal year. During the fiscal year the dam was 1Exclusive of amount available for fiscal year 1915. 2 Seepp. 1008-1010 of thim report. 609930-ENG 1914 67 1058 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. up a total of 135 days; during this period 779 lockages were made for the passage of 1,406 boats of all kinds. The amount expended during the fiscal year was $21,197.86, and the total expenditures, exclusive of outstanding liabilities, amounted to $70,759.76. (See Appendix F F 7.) 8. Operatingsnag 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 amount expended on this work during the fiscal year ending June 30, 1914, was $36,691.81, the total expenditures to the close of the present year, exclusive of outstanding liabilities, being $775,896.42. The work is carried on under a yearly appropriation of $50,000, and the working plant consists of two outfits, the heavy and powerful snag boat E. A. Woodruff and a light-draft outfit consisting of the steamer Iroquois and the derrick boat Mingo. The E. A. Woodruff was in active service from July 1 to December 12, 1913; was in winter quarters from that time until April 22, 1914. She then went into active service again and continued so until the end of the fiscal year. She traveled 5,647 miles and removed 959 snags, aggregating 5,563.14 tons; 35 wrecks, comprising 28 coal boats and barges, 1 steamboat, 1 ferryboat, 1 steamboat hull, 1 wharf-boat hull, 1 pump boat, 1 sand barge, and 1 track barge; and 27 cubic feet of rock. The light-draft plant, the Iroquois and Mingo, went into active service September 23, 1913, and remained in active service until November 21, when it went into winter quarters until April 1, 1914. The outfit was used on lighthouse and work other than snagging from this time until June 16, and at the end of the fiscal year the Mingo was in use at Dam No. 39 and the Iroquois held at Cincinnati for the installation of hoisting machinery. This plant traveled 3,958 miles and removed 198 snags, aggregating 423.54 tons; 5 wrecks, comprising 3 coal barges and 2 flatboats; 135,100 feet b. m. of timber; and 2,505 cubic yards of rock. The E. A. Woodruff, Iroquois, and Mingo were also engaged in lighthouse service on the Ohio River, furnishing lighthouse supplies to 431 light keepers, tending 248 lights and day marks, and cutting 118 trees and 8- acres of brush. (See Appendix F F 8.) 9. Raising and strengthening the levees at Cairo, Ill.-The river and harbor act approved July 25, 1912, contained the following pro- vision: Improving Ohio River: For raising and strengthening of the levees in the city of Cairo, Ill., on the Ohio and Mississippi Rivers, and in the Cairo drainage district, which shall be considered extraordinary emergency work, $250,000: Provided, That the city of Cairo shall expend, or cause to be expended, the same amount for the same purpose. RIVER AND HARBOR IMPROVEMENTS. 1059 As soon as the city of Cairo furnished satisfactory guarantee that the condition of their contract would be fulfilled, contracts were let for that part of the work which had been allotted to the United States by agreement between all parties contributing to the work. An appropriation of $250,000 by the State of Illinois for the Cairo city levee allowed it to be raised to an elevation equal to 60 feet on the gauge, while the Cairo drainage district levees were raised to an elevation equal to 57 feet on the gauge, an average increase of over 4 feet. The total of earthwork in all the contracts let by the United States was 641,831 cubic yards, at a cost of $243,815.39. The amount of money expended by Cairo and the Cairo drainage district in fulfillment of the conditions of the contract was, at the close of the fiscal year, $385,047.35, exclusive of an expenditure of $236,097.79 by the State of Illinois. The amount expended during the fiscal year, Government funds, was $245,271.20. July 1. 1913, balance unexpended ------------- ------ $250, 000. 00 June 30, 1914, amount expended during fiscal year, for works of im- provement -------- ---- ----- 245, 271. 20 July 1, 1914, balance unexpended----------------------------- 4, 728. 80 July 1, 1914, amount covered by uncompleted contracts----------- 3, 720. 00 (See Appendix F F 9.) 10. Raising and strengthening levees at Mound City, Ill.-The river and harbor act approved July 25, 1912, contained the following provision: For the raising and strengthening of the levees in the city of Mound City, Ill., on the Ohio River, which shall be considered extraordinary emergency work, $20,000, on the condition that the city of Mound City shall furnish an equal amount for the same purpose. After Mound City had paid $20,000 into the Treasury of the United States and the plans had been prepared, the State of Illinois made an appropriation of $50,000 for raising and strengthening the Mound City levees, and it was necessary to change the plans and the division of the work between interested parties. The levee as enlarged according to the new plans has its top at an elevation equal to 59 feet on the Mound City gauge. The principal contract for 97,151 cubic yards of earthwork was made on August 2, 1913, and finished March 23, 1914. Other con- tracts for extending a brick sewer and building a levee wall and for riprap paving were let and completed during the fiscal year. The amount expended during the fiscal year: Government funds, $19,437.08; special fund, $19,437.08. GOVERNMENT FUNDS. July 1, 1913, balance unexpended ------------ $19, 768. 20 June 30, 1914, amount expended during fiscal year for works of improvement ._____19, 437. 08 July 1, 1914, balance unexpended----- -------------------- - 331. 12 1060 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. FUNDS CONTRIBUTED FOR IMPROVEMENT OF LEVEES, MOUND CITY, ILL., SPECIAL FUND. July 1, 1913, balance unexpended _ _ __- $19, 768. 19 June 30, 1914, amount expended during fiscal year for works of im- provement_ _----------------------------------------- _ 19,437. 08 July 1, 1914, balance unexpended-------------------------------- 331.11 (See Appendix F F 10.) EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JULY 25, 1912, AND MARCH 41 1913. Reports on preliminary examinations required by the river and harbor acts of July 25, 1912, and March 4, 1913, 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 Ohio River above the dam at Louis- ville, Ky., with a view to protection against overflow caused by Gov- ernment work.-Report dated August 30, 1913, with map, and sup- plemental report dated December 10, 1913, are printed in House Document No. 1140, Sixty-third Congress, second session. The im- provement of this locality by the United States in the manner pro- posed is not deemed advisable at the present time. 2. Examination of Licking River, Ky., with a view to the preven- tion of a cut-off at the town of Farmers, consideration being given to any tender of cooperation on the part of local interests.-Report dated June 26, 1913, is printed in House Document No. 201, Sixty- third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. The local officer was also charged with the duty of making pre- liminary examinations and surveys, required by the river and harbor act approved July 25, 1912, of the following localities, and report thereon will be duly submitted when received: (1) Licking River, Ky., for a distance of about 10 miles above its mouth. (2) Ohio River at or near Elizabethtown, Ill. IMPROVEMENT OF RIVERS AND HARBORS IN THE LOUISVILLE, KY., DISTRICT. This district was in charge of Maj. John C. Oakes, Corps of En- gineers, having under his immediate orders Capt. Charles R. Pettis, Corps of Engineers, from August 23, 1913, to end of year; Capt. John J. Kingman, Corps of Engineers, to November 22, 1913; and Capt. Harold S. Hetrick, Corps of Engineers, from April 18 to 24, 1914. Division engineer, Lieut. Col. H. C. Newcomer, Corps of Engineers. 1. Falls of the Ohio River at Louisville, Ky. (Lock and Dam No. 1 1).-Improvements under this title have included the enlargement of the basin immediately above the locks of the Louisville & Port- land Canal, the enlargement of the head of the canal, and straighten- ing, deepening, and controlling the water flow in the Indiana Chute Channel. RIVER AND HARBOR IMPROVEMENTS. 1061 The work of enlarging the basin above the canal locks was com- pleted in 1893. The original conditions at the other localities are more conven- iently and fully described under separate headings, as follows: Head of Louisville & Portland Canal.-Previous to 1883 the ap- proach to the canal at its upper end, above the Louisville Bridge Co.'s bridge at Fourteenth Street, was so narrow as to constitute 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 between the two points, so that progress was slow and accidents fre- quent 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 rearrangement of tows preparatory to entering or leaving the canal. Indiana Chute..-This is the main channel of the river by which commerce passes over the falls when the stage of water is such as to permit navigation via that route. Originally it was very crooked, with swift currents and whirls, filled with 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 at 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 & Portland Canal was adopted in 1883, and proposed the enlargement 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 kind 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 abutnfent of the movable dam in the Middle Chute opening of the cross dam, 1062 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the excavation of rock within designated limits to the same grade as the canal bottom, the construction of certain walls and slope revet- ment on the south side of the canal, and the removal of the old struc- tures 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 rec- ommendations approved by the Chief of Engineers April 8, 1899. These later modifications, together with the work outlined in the report approved January 31, 1890, constitute the existing project, toward the completion of which operations were directed. The to- tals 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 Jan. 31, 1890, page 2217, Annual Report of the Chief of Engineers for 1890--------------------------------- 710, 230. 40 Modification approved Apr. 8, 1899, page 2562, Annual Report of the Chief of Engineers for 1899- ..... 300, 391. 92 A revision of the latter estimate was made Nov. 13, 1900, ap- proved by the Chief of Engineers Nov. 17, 1900, and amounted to---------- -------------------- --------------- 398, 359. 12 The foregoing relates particularly to the improvements at the head of the Louisville & Portland Canal. Prior to January 31, 1890, there was no specific comprehensive project for the systematic improvement of the Indiana Chute Chan- nel, 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 widen- ing and deepening of the channel by rock excavation to specified grades within certain limits and the control of water flow in the channel by means of dikes, etc., so as to make this channel available for descending navigation drawing 62 feet at stages of 8 feet, upper canal gauge. However, only a part of the work necessary for the purpose in view was included in the estimate accompanying the re- port 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 specific project therefor are as follows: Project approved Jan. 31, 1890------------------------- $138, 610. 97 Modification approved Apr. 8, 1899-_ 74, 320. 98 Revision of estimate approved by the Chief of Engineers Nov. 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 RIVER AND HARBOR IMPROVEMENTS. 1063 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 T otal - - - - - - - - - --_.._.._._.._.._.--- 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. 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 *or passing the falls: (1) To widen the narrow portion of the canal to 170 feet, thus permitting the passage of a downbound tow of loaded coal boats and an upbound tow of empty coal boats, each tow three abreast; (2) to construct a new single-lift concrete lock south of and by the side of the present lock, available dimensions of the chamber 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 eleva- tion 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 Bould Dam, with crest at 412.004, which work is already provided for and under Bvay, and by the construction 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 Bould Dam just north of the head of canal with crest at 415.704, instead of crest at 412.504, as provided for in present project, thus elimi- nating 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 fol- lows: Widening canal to 170 feet, etc ---------------------------- $673, 000 New locks and appurtenances 73, 000 7---------------------------- New dams ----- ------ ---- 240, 000 Reconstructing Boul6 Dam at head of canal_ 31. 000 Removal of rock in basin ------------------------------------ 43, 000 Total----------------- 1,760, 000 1064 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The river and harbor act of June 25, 1910, adopted a canalization project for the entire river, in accordance with report printed in House Document No. 492, Sixtieth Congress, first session, or such modifications thereof as, in the discretion of the Secretary of War, may be advisable. This project includes the canal widening and new lock (items 1 and 2 of above estimate). In order that Lock and Dam No. 41 may be of the same dimen- sions as the other locks and dams on the Ohio River, and in order that future navigation may be adequately provided for, the Secretary of War, under date of March 24, 1911, exercised the authority granted him by the act of June 25, 1910, and approved a modification of the existing project by increasing the canal prism from 170 feet to 200 feet, and by increasing the width of the new lock (No. 41 of the series) from 85 feet to 110 feet, at an increase in cost of $431,500. EXISTING PROJECT. As now approved the existing project proposes: (1) To widen the narrow portion of the canal to 200 feet; (2) construct a new single- lift concrete lock south of and by the side of the present lock, avail- able dimensions of new lock to be 110 feet by 600 feet; (3) remove certain rock from basin at head of canal; and (4) create a pool above the falls, with elevation of pool surface at 412.004 (9 feet on upper canal gauge), by the reconstruction of old sections and build- ing new sections of dam where none previously existed. The estimate for this work is itemized as follows: Widening the canal to 200 feet, etc ----- -- $936, 031 New lock and appurtenances_ 1, 710, 325 New dams and reconstructing Boul6 Dam at head of canal-......... 271, 000 Removal of rock in basin ----------------------------------------- 43, 000 Total _- , - -- 2, 960, 356 The act of March 2, 1907, provided for the completion of the third and fourth items and the work has been done, thus leaving only the first and second items as the remainder of the existing project to be completed, for which the estimate amounts to $2,646,356. References to examination or survey reports and maps or plans (including project documents). Annual Reports Congressional documents, of Chief of Engineers. Section covered. ousenateorNo. Congress. Session. Year. Page. Enlargement at head of canal 1............... ........................ 1883 153 Enlargement at head of canal and Indiana Chute 2............ -- ............ - ..... .... .. ................ ............. 1890 2217 Indiana Chute and head of canal 2. .-... ..... .... ..... ....... 1899 2562 Dam and Indiana Chute 1......-.... . ..... ..... . . . ........ 1902 1970 1 Contains maps. 2No maps. RIVER AND HARBOR IMPROVEMENTS. 1065 Expenditures during the fiscal year 1914 were for items as follows: Contract work, new lock and south side 95, 663. 59 $-------- Contract work, widening canal north side __ 229, 423. 86 Officers and office employees' salaries_ 22, 752. 45 New guide wall__ , 041. 87 6----------------------------- Pier No. 4 ----------------------------------------- 317. 31 Field inspection . ---------------- 11, 302. 73 Dredging lower entrance to new lock 3, 563. 97 Miscellaneous _____----_______------ 3, 260. 19 Total---------------------------------------- ---- 372, 325. 97 Following is a brief synopsis of expenditures under the allotments and projects summarized above: Expended from allotments, 1881, to Jan. 31, 1890- $116, 049. 80 Expended under project of 1883, for enlargement of head of ca- nal, to Jan. 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 Jan. 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 Jan. 31, 1890, to Mar. 31, 1899------------ ------------------ 208, 659. 75 Expended under appropriations for enlargement at head of canal and Indiana Chute, in accordance with the modified project of Mar. 31, 1899 (approved Apr. 8, 1899) ------------------ 459, 075. 27 Expended under the project recommended by the Ohio River Board, as modified by the Secretary of War_- ----- __-__ 1, 134, 777. 85 Total--------------- ----- 2, 803, 276. 71 The work of excavating and the subsequent construction of the new lock on the south side of the present lock and the work of widen- ing the canal proper on its north side is being prosecuted under con- tinuing contract appropriations; the balance of authorizations re- maining to be appropriated are as follows: From act of Feb. 27, 1911--------------- -- ----------- $300, 000 From act of July 25, 1912----------------------------------------630, 000 Total----------------------------------------- 930, 000 Figured from estimated cost and expenditures to date, approxi- mately 43 per cent of the existing project has been completed; ex- penditures under the contract for the new lock amount to about 43 per cent of the contract price, and those under the contract for widen- ing the canal on its north side to about 35 per cent of the contract amount. 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, completed in 1893, 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 fiscal year 1910, begins at a point 725 feet below the Fourteenth Street rail- road 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. 1066 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMVY. In the Indiana Chute above the Fourteenth Street bridge the channel 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. The present dam is of such height 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. Commercial statistics are given in connection with the report for operating and care of Louisville & Portland Canal. No information is available as to what, if any, effect the project has on freight rates. It is proposed to expend the amount now available for contract work on building the new lock and widening the canal. The amount recommended for expenditure during fiscal year 1916 is to be used for contract work, as it is proposed to execute the major part of the work under the two contracts now in force, one of which covers 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, including the new lock, which arrangement, it is anticipated, will be favorable to rapid progress. A part of the funds will also be applied to the purchase of gates, gate and valve operating machinery, bridges across the canal, etc. July 1, 1919, balance unexpended ---------- $1, 093, 681. 12 June 30, 1914, amount expended during fiscal year: For works of improvement_ $372, 325. 97 Transferred to Dam No. 29, Ohio River-------- 50, 000. 00 422, 325. 97 July 1, 1914, balance unexpended----------------- 671, 355. 15 July 1, 1914, outstanding liabilities------------------------_- 15, 859. 20 July 1, 1914, balance available -------------------- 655, 495. 95 Amount allotted from appropriation made by sundry civil act approved Aug. 1, 1914__-------------------------------------- 725, 000. 00 Amount available for fiscal year ending June 30, 1915------------ 1, 430, 495. 95 July 1, 1914, amount covered by uncompleted contracts 1, 138, 667. 63 Amount of continuing contract authorization, acts of 1910, 1911, and 1912 ------------------------------------ 1, 700, 000. 00 Amount appropriated under such authorization 495, 000. 00 1----------------, Amount yet to be appropriated----------------------------- 205, 000. 00 Amount (estimated) required to be appropriated for completion of existing project------------------------------- 1381, 356. 28 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement ---------------- (2) (See Appendix G G 1.) 1Exclusive of amount available for fiscal year 1915. 2 See pp. 1008-1010 of this report. RIVER AND HARBOR IMPROVEMENTS. 1067 2. Lock and Dam No. 43, Ohio River.-This lock and dam is in- cluded in the project for the improvement of the Ohio River, with a view to securing a navigable depth of 9 feet, in accordance with re- port contained in House Document No. 492, Sixtieth Congress, first session. The site for the lock and dam as finally adopted is about 4 miles below West Point, Ky., the lock being on the Indiana side of the river. The preliminary estimated cost of this lock and dam as given in the document referred to above is $1,480,000, but on account of foun- dation conditions encountered and changes in plans this amount will undoubtedly prove to be insufficient for completion. Funds for beginning the work under the continuing-contract method were provided by an allotment of $550,000 cash and contract authorization of $600,000 from the river and harbor act of July 25, 1912, but the "first contract" work having been twice advertised and no bids received, the authorization was reallotted to work else- where and arrangements made to procure plant, purchase materials, and proceed with the construction by hired labor. The available horizontal dimensions of the lock will be: Width, 110 feet; length, 600 feet; depth over upper and lower sills, 15.4 feet and 11 feet, respectively. The lock is designed to have mitering gates. During the past fiscal year arrangements were made for the ac- quisition of the land for lock site by condemnation proceedings, and these are now practically concluded. The matter of procuring float- ing plant and other machinery was given close attention, as well as that of securing the timber for the cofferdam, material for tempo- rary buildings, form timber, etc. On May 5, 1914, sufficient plant and material having been made ready and received to warrant the beginning of work at the site, a field office was established, working force organized, and camp construction begun; later the work of framing and placing cofferwork for the lock was commenced and is still in progress at the end of the fiscal year. The amount expended up to the close of the fiscal year 1914 is $186,941.02, not including outstanding liabilities June 30, 1914. Expenditures during the fiscal year 1914 amounted to $182,243.02, and were for items as follows: Officers' and employees' salaries------------------------------- $44, 050.30 Mileage---------------------------------------------------------- 23. 74 Traveling expenses_-- ---------------------------- 2 2 7 . 74 Telegrams and telephone messages--------------------------- 6. 42 Subsistence supplies--------- 1, 962. 56 Camp construction and messing outfit 497. 97 5,---------------------_____ Laundry work---------------------------------- 87. 20 Ice---------------------------- ------- ---------- 71. 10 Oils ------------------------------------------------- 124. 55 Gasoline_ -- ------------------------------------------------- 100. 68 Plant, tools, etc ---------- 106, 596. 07 Hire of towboat and barges 400. 00 Materials for dam, coffer, tracks, etc ---- 19, 190. 55 Office furniture, etc--- ______________ 649. 90 Supplies - __--------49. 3-- 15 Stationery, printing, advertising, etc 734. 76 Compensation payments _- _---------_-_-278. 15 1068 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Coal___ $1, 358. 16 Miscellaneous 34. 02 5------------------------- Total__ ------------------------------------------------- 182, 243. 02 July 1, 1913, balance unexpended-- - $575, 302.00 June 30, 1914, amount expended during fiscal year for works of improvement ---------------------------------------------- 182, 243. 02 July 1 1914, balance unexpended------------------------------ 393, 058. 98 July 1, 1914, outstanding liabilities------------------------------54, 102. 33 July 1, 1914, balance available__ ----..... ...-- 338, 956. 65 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-----------------------------___ 100, 000. 00 Amount available for fiscal year ending June 30, 1915----------_ 448, 956. 65 July 1, 1914, amount covered by uncompleted contracts---------- 87, 349. 00 Amount (estimated) required to be appropriated for completion of existing project _----------------------------- ___ 800, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement---------------------------- (2) (See Appendix G G 2.) 3. Lock and Dam No. 48, Ohio River, near Henderson, Ky.-This lock and dam is included in the project for the improvement of the Ohio River with a view to securing a navigable depth of 9 feet, in accordance with report submitted in House Document No. 492, Six- tieth Congress, first session. Funds for beginning the work were provided by allotment from the appropriation made in the river and harbor act. of July 25, 1910. The available horizontal dimensions of the lock will be: Width, 110 feet; length, 600 feet; depth over upper and lower miter sills 15.4 feet and 11 feet, respectively. The lock is designed to have rolling gates. The preliminary estimated cost of the lock and dam is $1,840,000, but changes in plans made necessary by the peculiarities of the foundation and site have necessitated changes that will cause this estimate to be exceeded. The amount expended up to the close of the fiscal year 1914 is $509,538.60, not including outstanding liabilities June 30, 1914. Expenditures during the fiscal year 1914 were for items as follows: Officers' and employees' salaries___ $9, 492. 20 Contract work ------------------------------------ Contract __ 294 294, 688.45 Mileage ----------------- 44. 24 Traveling expenses --------------------------------------------- 209. 33 Telegrams and telephone message -- 9. 22 Subsistence supplies , 175. 80 1----------------------------- Cement testing -------------------------------- 422. 85 Percolation experiments ...... 459. 61 Laundry work -------------------------------- 39.25 Ice -------------------------------- 41.80 Oils --------------------- 16. 64 Gasoline -------------------------------------------------- 108. 90 Stationery, printing, etc---------------------------------------- 166. 18 Compensation payments ----------------------- 336. 00 Coal _--------------------------------- 8.72 Repairs to motor boat --------------------- 35.53 1 Exclusive of amount available for fiscal year 1915. 2 See pp. 1008-1010 of this report. RIVER AND HARBOR IMPROVEMENTS. 1069 Repairs to quarter boat__ $81. 64 Supplies -- --------------- 23. 61 Towing - 140. 00 Sewer construction --------------------- 685. 24 Lumber for wickets-------- 3, 762. 57 Miscellaneous - ---------- - - 127. 15 Total ----------------- --- 312, 084. 93 The work is being prosecuted under continuing-contract appro- priations, and the balance of authorization remaining to be appro- priated June 30, 1914, is $354,000. Figured from preliminary estimated cost and expenditures to date, approximately 28 per cent of the existing project has been completed. Expenditures under " first contract" amounted to about 29 per cent of the amount of that contract. It is proposed to expend the amount now available toward pay- ments for work under first contract and completion of dwellings for lock keepers. The amount estimated for expenditures in fiscal year ending June 30, 1915, is to be applied to that and subsequent con- tracts for power houses, machinery, gates, etc. July 1, 1913, balance unexpended-- - - $433, 546. 33 June 30, 1914, amount expended during fiscal year for works of improvement- -- - - 312, 084. 93 July 1, 1914, balance unexpended------------------------------121, 461. 40 July 1, 1914, outstanding liabilities_------------------------- 33, 838. 86 July 1, 1914, balance available_ -- 87, 622. 54 Amount allotted from appropriation made by sundry civil act approved Aug. 1, 1914 430, 000. 00 Amount available for fiscal year ending June 30, 1915 ------- 517, 622. 54 July 1, 1914, amount covered by uncompleted contracts ........ 1, 418, 171. 22 Amount of continuing-contract authorization, act of Feb. 27, 1911 _ -_____ - --- -- ------- 900,000.00 Amount appropriated under such authorization----------------- 546, 000. 00 Amount yet to be appropriated ------- 354, 000. 00 Amount (estimated) required to be appropriated for completion of existing project---------------------------------------- 779, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement _--...______ _ (") (See Appendix G G 3.) 4. Surveys (Ohio River).-This work is in reality a continuation of that begun under the river and harbor act approved March 3, 1909, which provided for " Survey of Ohio River, with a view to the selec- tion of sites for the additional locks and dams between Lock No. 8 and Lock No. 29, including the last-named lock, and for the prepara- tion of plans and estimates." Report of this work accompanied by general maps, profile sheets, detailed illustrated calculations, and design entering into a set of typical plans for an Ohio River lock and dam is found in House Document No. 1159, Sixty-second Congress. third session. Subsequently, in the river and harbor act approved June 25, 1910, Congress adopted a project for the canalization of 'Exclusive of amount available for fiscal year 1915. 2 See pp, 1008-1010 of this revort. 1070 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the entire Ohio River with a view to obtaining a navigable depth of 9 feet, in accordance with the report submitted in House Document No. 492, Sixtieth Congress, first session, or such modification thereof as in the discretion of the Secretary of War might be advisable. This necessitated the surveys for the selection of the sites below that for No. 29 and involved a careful general survey of the entire river below Pittsburgh, Pa. The first provision for the survey of sites below No. 29, the general survey of the river, and purchase of land for lock sites was by allot- ment from the act of June 25, 1910, to be expended in accordance with the outline proposed by the Ohio River Board of Engineers on Locks and Dams, July 12, 1910, and approved by the Chief of Engi- neers, July 26, 1910, which, briefly stated, proposed: That surveys on the Ohio River should be made in the following order: One field party engaged in location of sites for locks and dams from Louisville, Ky., taken in order downstream, and a second similar party from the site selected for Dam No. 29, down to Louisville, Ky. When either of these parties has completed its work a party is to be put into the field organized to obtain data for a general map of the river. No separate preliminary estimate of cost was prepared for the rea- son that, due to uncertainty as to how many localities would have to be examined before final location was made and consequent indefinite- ness as to land values for such final locations, such estimate would have been mere guesswork and of no practical value; however, a brief synopsis of the work involved may be summarized as follows: Preliminary surveys, including borings at 33 localities. Final surveys, including borings at 25 adopted sites. Purchase of land at 25 sites. Preparation of plans for Locks and Dams Nos. 30 to 54, except No. 37, which was already constructed and in operation. Field work of general survey, 967 miles of river. Mapping, 300 sheets, scale 1 inch: 500 feet. All of the preliminary and final site surveys have been completed. The purchase of sites has been completed or is in progress at all sites except Nos. 49, 50, 51, and 54. The preparation of plans for all sites is well advanced. The field work of the survey is so far advanced that under favor- able conditions it is expected it will be completed by November 1, 1914. Of the map, 57 sheets have been inked, except the north points and title, and the field platting completed on the sheets from mile 512 to the mouth of the river, and from Pittsburgh to mile 135, and from mile 353.5 to mile 431, mileage being computed from Pitts- burgh downstream. The expenditures to June 30, 1914, including $135,000 allotted for the surveys of sites, etc., for the additional locks and dams be- tween Nos. 8 and 29, herein above referred to, amounts to $555,337.75, not including outstanding liabilities June 30, 1914. The expenditures during the fiscal year 1914 amounted to $103,- 175.17 and were for the field work of the survey, the office work of preparing the maps, payments for sites, and incidental expenses and supplies. A detailed statement showing the distribution of expenditures to June 30, 1914, will be found in Appendix G G 4. The work is being carried on by hired labor with Government plant. It is proposed to expend the amount now available toward com- pleting the field work of the general survey and maps thereof and RIVER AND HARBOR IMPROVEMENTS. 1071 for land for sites. The amount estimated for expenditures in fiscal year ending June 30, 1916, is to be applied toward like purposes. July 1, 1913, balance unexpended_________________-- - ______ $159, 837. 42 June 30, 1914, amount expended during fiscal year: For works of improvement_ - -____-________$103, 175. 17 Transferred to office Chief of Engineers....... 2, 312. 70 105, 487. 87 July 1, 1914, balance unexpended_------------------------ __ 54, 349. 55 July 1, 1914, outstanding liabilities_...........___..._____ 10, 402. 58 July 1, 1914, balance available______ ___________________ 43, 946. 97 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914________________________ ______ 46, 000. 00 Amount available for fiscal year ending June 30, 1915 ___-------__ 89, 946. 97 Amount (estimated) required to be appropriated for completion of existing project) ------------------------------------------ Indefinite. Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement_________________________ (2) CONSOLIDATED (LOCKS AND DAMS NOS. 41, 43, 48, AND SURVEYS). July 1, 1913, balance unexpended___________________________ $2, 262, 366.87 June 30, 1914, amount expended during fiscal year: For works of improvement_ -___-_________ $969, 829. 09 Transferred ___ 52, 312. 70 1, 022, 141. 79 July 1, 1914, balance unexpended ____- ______------___-----1, 240, 225. 08 July 1, 1914, outstanding liabilities ------- _-_----. __-- 114, 197. 97 July 1, 1914, balance available___-- _______-___-______ 1, 126, 027. 11 Amount allotted from appropriation made by the river and har- bor act approved Oct. 2, 1914_______________________ 46, 000. 00 Amount available for fiscal year ending June 30, 1915-- 1---172, 027. 11 _ 1, July 1, 1914, amount covered by uncompleted contracts--------- 2, 556, 838. 85 Amount of continuing-contract authorization, acts of 1910, 1911, and 1912 __ ------------------------ ___ _ 2, 600, 000. 00 Amount appropriated under such authorization______-___ -__ 886, 000. 00 Amount yet to be appropriated____-------- --- ----- 1, 714, 000. 00 Amount (estimated) required to be appropriated for completion of existing project-__ ___---------____-__- __ 3, 285, 356. 28 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement_______________ ______ (2) (See Appendix G G 4.) 5. Operating and care of Louisville and Portland Canal.-The 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 increasing the capital stock. It was completed and the first boat passed through it December 22, 1830. At that time there were three combined lift locks, each with a lift of about 8) feet, a width of 50 feet, and a 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 SExclusive of amount available for fiscal year 1915, 2 See pp. 1008-1010 of this report. 1072 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 allotment 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 appro- priation for " Operating and care of canals and other works of navi- gation," 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. The work is being carried on by hired labor with Govern- ment plant. The approved project, estimate, and allotment for the fiscal year 1914, in addition to the provisions for ordinary current supplies, mis- cellaneous work of maintenance, operation of locks and dredging plants, included items for completing and hanging new guard gates, new hull for the towboat Cherokee, repairs to dredge Louisville, re- placing cribbing, etc., dry dock, replacing coal bin, replacing hull of pump boat, two steel dump scows, and maneuvering the dam. The estimate for the year amounted to $171,808, and the funds thereunder made available August 4, 1913. 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 mid- ........ night, July 1, 1880, for operation and maintenance_-- 417, 069. 38 * RIVER AND HARBOR IMPROVEMENTS. 1073 From allotments from act of Mar. 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 allotments from act of Mar. 3, 1909, for operation and maintenance ------------------------------------------ 502, 518. 17 Total ------ ---------------------------------- 4, 730, 416. 28 The amount expended during the past fiscal year for operation and maintenance is $117,898.15, not including outstanding liabilities June 30, 1914. 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, N. J. 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 calendar year 1913, 4,751 boats, barges, and small craft passed through the canal, carrying 875,7904 short tons of freight. During the same period 1,129 boats, barges, and small craft passed over the falls via the open-river channel, carrying 292,708 short tons of freight, thus making the aggregate movement 5,880 boats, barges, and small craft and 1,158,499 short tons. of freight. For a comparative statement of traffic and commerce at this locality for the past 20 years see the report on this work by the district officer. Reports upon examinations and surveys may be found as follows: Report of W. D. Gallagher, special agent, Treasury Department, September 30, 1867, concerning interest of the United States in the Louisville & Portland Canal, legislation, financial affairs, condition of work, etc. (H. Mis. Doc. No. 83, 40th Cong., 2d sess.) Report of the House Committee on Railways and Canals, recom- mending that the Louisville & Portland Canal be made free from toll. (H. Rept. No. 348, 46th Cong., 2d sess.) Special report made in response to resolution of the Senate of the United States calling for information as to " what, if any, addi- tional works are necessary at the Falls of the Ohio River to complete the improvement thereof in a manner to serve the interests of the commerce of the Ohio River," etc. (Annual Report Chief of Engi- neers for 1882, p. 1880.) This report briefly describes original condi- tion, the construction of the canal by the stock company, conditions at the time the United States assumed charge of the improvement of the canal, discusses additional works deemed necessary, and gives estimates of cost. The report, accompanied by the maps referred to in it, may also be found in Senate Executive Document No, 129, Forty-seventh Congress, first session. 60993-ENG 1914-68 1074 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Report on drainage rights, Louisville & Portland Canal, accom- panied by map showing location of sewers emptying into the canal. (H. Ex. Doc. No. 51, 49th Cong., 2d sess.) The report with map omitted may also be found on page 1852, Annual Report Chief of Engineers for 1887. Report as to whether or not the Government dry dock at the Louis- ville & Portland Canal is adequate for the purposes of commerce, and what alterations, if any, are necessary, and the cost of making same (pp. 1896-1901, Annual Report Chief of Engineers for 1887). (See Appendix G G 5.) 6. Operating and care of lock and dam at Grand Rapids, Wabash River.-This lock and dam was built from funds derived from ap- propriations 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 navigation about 12 miles, and the maximum draftthat can be car- ried is about 2 feet. 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 section 6 of the river and harbor act of March 3, 1909. The work is being carried on by hired labor with Government plant. 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, 1914, amounted to $80,836.31.1 The project for the fiscal year 1914 provided for the operation and care of the lock, ordinary current repairs to the buildings at the lock, repairs to the dam, etc., at an estimated cost of $5,856.67, which was made available July 18, 1913. The amount expended during the fiscal year ending June 30, 1914, not including outstanding liabilities, is $1,778.32. Expenditures were for the ordinary work of operating the lock and repairs to the dam, buildings, fences, etc. During the calendar year 1913, 721 boats, barges, etc., 1,2522 short tons of freight, and 834 passengers passed the lock. A comparative statement of traffic and commerce passing the lock during the past 17 years will be found in the report on this work by the district officer. Further information may be found as follows: Reports on preliminary surveys may le found on page 458, Annual Report of the Chief of Engineers, fiscal year 1871, and page 472, Annual Report of the Chief of Engineers, fiscal year 1872. Preliminary examination, Logansport to Delphi, page 1649, An- nual Report of the Chief of Engineers, fiscal year 1885. ZAn error of $3,27496, discovered in amounts given in preceding reports, is corrected in this total. RIVER AND HARBOR IMPROVEMENTS. 1075 Preliminary examination, Terre Haute to Lafayette, page 2411, Annual Report of the Chief of Engineers, fiscal year 1891; also House Document No. 65, Fifty-first Congress, second session. Preliminary examination, above Vincennes to Perrysville, page 2726, Annual Report of the Chief of Engineers, fiscal year 1904; also House Document No. 196, Fifty-eighth Congress, second session. Survey, from Vincennes to mouth of river, page 2729, Annual Report of the Chief of Engineers, fiscal year 1904; also House Docu- ment No. 568, Fifty-eigth Congress, second session. Preliminary examination, Mount Carmel to mouth of river, House Document No. 246, Sixty-first Congress, second session. None of the foregoing contain maps. (See Appendix G G 6.) 7. Operating and care of locks and dams on Green and Barren Rivers, Ky.-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 com- pleted by the State of Kentucky in 1841. The State retained control and management of the system until 1868, when it was leased to the Green & Barren River Navigation Co. for a term of 30 years. The act of the Kentucky Legislature approved February 20, 1886, ceded the entire system to the United States upon condition that the unex- pired 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 improvements known as the Green and Barren River improvements." The deed from the Green & Barren River Navigation Co. relinquishing 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, Barren 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 snag- ging 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 restora- tion of former structures, the operation of the locks, and maintenance of the system in good navigable condition have been provided by allotments from the indefinite appropriation for "Operating and care of canals and other works of navigation," act of July 5, 1884, as 1076 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 restora- tion, so far as practicable, of the former structures to good service- able condition, 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. The work is being carried on by hired labor with Government plant. In addition to the items for the usual work of operation and main- tenance, the project and estimate for the fiscal year 1914 provided for renewing the above-water portion of lower guard crib, stone filling upper shore crib, and purchase of a small parcel of land at the abutment end of the dam at Lock No. 1, Green River; repairs to upper sectional crib and dam at Lock No. 2, Green River; re- placing the upper sectional guard structure with concrete at Lock No. 3, Green River; completing work of protecting bluff and road- way, filling behind upper guide wall, deepening lower approach to lock, repairs to apron of dam and upper guard crib, installation of water-supply system and fire protection; and completing dwellings at Lock No. 4, Green River; replacing lower guide wall with con- crete, protecting bank and refilling crib at Lock No. 5, Green River; reinforcement of river wall at Lock No. 6, Green River; repairs to upper guard crib, replacing outbuildings, and painting office and warehouse; new steel hull for derrick boat No. 3, and the usual current repairs to floating plant, buildings, etc. The estimate for the fiscal year amounted to $112,875.20, and the funds were made available July 31, 1913. Expenditures during the fiscal year 1914 amounted to $83,594.97, not including outstanding liabilities June 30, 1914. The aggregate of expenditures under the project of January 4, 1889, and subsequent annual projects to June 30, 1914, is $1,890,898.34.1 The result of these expenditures is the thorough repair of the sev- eral 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 exceeding 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. This condition will be bettered upon the completion of Dam No. 48, Ohio River, the upper pool surface of which will have an elevation such as to afford a depth of about 9.3 feet on the lower sill at Lock No. 1, Green River. The following tabular statement shows the dimensions of each lock, depth over sills, etc., at poolstages: 1This amount includes $24 which was inadvertently omitted from the amount reported in the annual report for fiscal year 1913 and correction of error carried forward from previous reports. G RB R Green River. Barren River. Number of lock.............................................. ................ 1...... 1... 2............. 3............. 4.............. 5...........6...........1. Nearest post office and town ......... .................... Spottsville.... Rumsey....... Rochester..... Woodbury .... Glenmore.....Brownsville... Greencastle. Completed.......................................... 1835-1840...... 1895...........1833-1836......1839........... 1899...........1905...........1841. Material.. ....... ...... ................................ Sandstone..... Sandstone.... Sandstone..... Sandstone..... Concrete...... Concrete...... Sandstone. Distance from mouth of river ..... ............................... 8.5 miles...... 62.8 miles...... 108.05 miles ... 149.5 miles .... 167.5 miles.... 180.75miles... 15 a n d 165 miles. Elevation, lower miter sill, above sea level .................... 328.702 feet .... 343.444 feet.... 357.444 feet.... 373.654 feet.... 391.114 feet.... 402.814 feet.... 391.464 feet. Elevation, crest of dam above sea level .............. ......... 349.695 feet.... 363.944 feet.... 380.081 feet.... 396.404 feet.... 409.814 feet.... 420.814 feet.... 411.274 feet. Length of pool ...... ... ......................... 54.3 miles..... 45.7 miles..... 41 miles....... 18 and 15.5 13.25 miles .... 16miles.......20. miles < miles (about). Elevation of pool above low water on lower miter sill at Lock 20.1993 feet.... 34.4483 feet.... 50.9933 feet.... 66.9083 feet.... 80.3183 feet.... 91.3183 feet.... 81.7783 feet. ' No. 1, Green River. Available length of chamber ............ ............... 138 feet........ 145 feet........ 138 feet........ 138 feet........ 145 feet........ 145 feet........ 143 feet. Available width of chamber.................................... 35.5 feet....... 36 feet........ 35.83 feet...... 35.83 feet......36 feet........36 feet.........35.56 feet. Lift.................. ................ ....................... 20.1993 feet.... 14.249 feet..... 16.137 feet..... 16.324 feet.... 13.41 feet..... 11 feet......... 14.87 feet. Depth on lower miter sill....................................... 0.7937 foot..... 6.251 feet...... 6.5 feet........ 6.427 feet...... 5.29 feet....... 7 feet.......... 4.94 feet. Depth on upper miter sill ....................................... 6.928 feet...... 8.4feet........ 7.287 feet...... 6.68 feet....... 7.7 feet.. .. 8feet.......... 7.3 feet. Top of lock wall above crest of dam............................. 11.758 feet'1.... 9.6 feet ....... 9.833 feet...... 9 feet.......... 9.3 feet....... 10 feet......... 10.85 feet. Top of lock wall above lower miter sill, on gauge............. 32.9583 feet.... 30 feet......... 32.3 feet....... 31.3 feet....... 27.9 feet.... 28 feet.........30.3 feet. Top of lock wall above lower miter sill, actual.............. 32.751 feet 1.... 30.1 feet....... 32.47 feet...... 31.75 feet...... 28 feet...... 28feet.........30.66 feet. Top of lock wall above upper miter sill... ....... ... ...... 18 feet 1....... 18 feet........ 17.12 feet...... 15.68 feet... 17 feet......... 18 feet......... 18.15 feet. Upper sill above lower sill.......... ................... ,. 14.065 feet..... 12.1 feet....... 15.35 feet...... 16.07 feet...... 11 feet....... 10 feet......... 12.51 feet. Depth on lock walls, highest water ... ............. ..... 19.6 feet....... 10.9 feet....... 15.7 feet.... 19.2 feet............ ... .... ............. 17.2 feet. Length of dam................. ..... ...... ... 528feet........ 598 feet....... 353 feet....... 381 feet........ 282 feet........ 220 feet........ 268 feet. Base of dam.................................................... 46.5 feet...... 40 feet........ 65.3 feet...... 50 feet.......30 feet........24 feet......... 69 feet. Width of apron................................................. None.......... 15 feet........ 10 feet......... 10 feet........ 16 feet........ 20 feet......... 10 feet. 1 Top of walls not same level throughout. 04 1078 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 pool is 219 miles. Following is a synopsis of traffic and commerce through the locks during the calendar year 1913: Boats. Freight. Green River: Short tons. Lock No. 1.....................................................3,439 373, 081 Lock No. 2.................................................................. 2,954 299,526 Lock No. 3 ............................................. .................... 2509 170,771 Lock No. 4 ..................... ..... ............. .................................. 2 638 104,717 Lock No. 5 ................................................................. 1,461 73,910 Lock No. 6.. ... ..................................................... 1,818 35,058 Barren River, Lock No. 1........................................ ............. 1 762 33, 943 A comparative statement of the traffic and commerce on these rivers will be found in the report on this work by the district officer. Further information may be found as follows: Survey of Green, Muddy, and Barren Rivers, page 1799, Annual Report Chief of Engineers, fiscal year 1880.1 Report on condition of Green and Barren Rivers, description of principal features of locks, etc., page 1904, Annual Report Chief of Engineers, fiscal year 1885.1 Report on commercial value and importance, page 1903, Annual Report Chief of Engineers, fiscal year 1887; also House Document No. 111, Forty-ninth Congress, second session.' Examination Big Barren River above Bowling Green, page 2474, Annual Report Chief of Engineers, and House Document No. 15, Fifty-first Congress, second session.' Survey of Green River, at or near its mouth, page 2504, Annual Report Chief of Engineers, fiscal year 1897; also House Document No. 30, Fifty-fifth Congress, first session.' Examination Green River, Mammoth Cave to Greensburg, page 3542, Annual Report Chief of Engineers, fiscal year 1900; also House Document No. 103, Fifty-sixth Congress, first session.' Examination Green River, Lock No. 6 to Munfordville, House Document No. 377, Fifty-ninth Congress, first session.' Examination Green River at and near Lock No. 3, House Document No. 1118, Sixty-second Congress, third session.' (See Appendix G G 7.) 8. Operating and care of lock and dam on Rough River, Ky.-This lock and dam was built with funds provided in appropriations for improving Rough River, Ky., 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 naviga- tion 212 miles, to a short distance above Hartford, Ky., for boats with draft not exceeding 4 feet. 1No maps. RIVER AND HARBOR IMPROVEMENTS. 1079 The expense of operatingthe 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 work is being carried on by hired labor with Government plant. The project for the fiscal year 1914 proposed to operate the lock, maintain it and the dam in good condition, remove deposit from the lock chamber and entrances thereto, build new steel gates for the lock, keep the pools clear of snags, and maintain the buildings, etc., at the lock in good condition. The estimate for the fiscal year 1914 amounted to $6,958, and the funds were made available July 24, 1913. Expenditures during the fiscal year amounted to $4,284.56, ex- clusive of outstanding liabilities June 30, 1914. The total of expenditures from July 1, 1897, to June 30, 1914, is $25,165.33.1 Traffic through the lock during the calendar year 1913 included 679 boats, barges, etc., carrying 40,365 short tons of freight. A comparative statement of traffic and commerce on this river during the past 23 years will be found in the report on this work by the district officer. (See Appendix G G 8.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JUNE 25, 1910, AND JULY 25, 1912. Reports on examinations and surveys required by the river and harbor acts approved June 25, 1910, and July 25, 1912, of the follow- ing 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 Wabash River at Maunie, Ill.- Report dated February 28, 1913, with map, is printed in House Doc- ument No. 180, Sixty-third Congress, first session. The improve- ment of this locality by the United States in the manner proposed is not deemed advisable at the present time. 2. Preliminary examination of Little Wabash River, Ill.-Report dated January 9, 1913, is printed in House Document No. 992, Sixty- third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advis- able at the present time. 3. Preliminary examination and survey of Wabash River, Ind. and Ill., from its mouth to Terre Haute, with special report as to improving said river up to Mount Carmel by dredging.-Reports dated November 29, 1910, and March 10, 1914, with maps, are printed 1The total reported in report for fiscal year 1913 was found to be in error, the amount of error, 30 cents, is included in this year's total. 1080 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ifi House Document No. 1001, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. IMPROVEMENT OF RIVERS AND HARBORS IN THE SECOND CINCINNATI, OHIO, DISTRICT. This district was in charge of Maj. L. H. Rand, Corps of Engi- neers, until January 31, 1914, and Lieut. Col. H. Jervey, Corps of Engineers, after that date. Division engineer, Lieut. Col. H. C. Newcomer, Corps of Engineers. 1. Muskingum River, Ohio.-Formore extended information con- cerning this improvement, reference is made to the Annual Report of the Chief of Engineers for 1913, pages 1024-1027. The Walhonding and Tuscarawas Rivers join to form the Mus- kingum, which then flows southerly for 107 miles to the Ohio River at Marietta, Ohio. The portion of the river covered by the current improvement is from Dresden to the mouth, a distance of 91 miles. The draft that can be brought to the mouth from the ocean varies with the stage of the Ohio River, which is now under improvement, with a view to providing a draft of 9 feet at low water. The original project, adopted August 5, 1886, provided for taking over and operating the State works, with appurtenant plant and other property. The construction of new locks, Nos. 9 and 10, was added by the act of August 11, 1888. The repair and extension of the levee above Dam No. 10, at Zanesville, was added by the act of July 1, 1898, diverting for this purpose $6,000 from the appropria- tion for the improvement of Cleveland Harbor. Raising crest of Dam No. 9 and building four lock houses were 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. This work was done by hired labor with Government plant. The amount expended prior to operations under existing project was $135,266.40. The existing project, adopted March 3, 1905, provides for the raising of crest of Dam No. 3 and building a lock master's dwelling at Lock No. 10, at an estimated cost of $8,000, and rebuilding Lock and Dam No. 11 at an estimated cost of $110,000. The repair of break in levee at Dam No. 10, at an estimated cost of $3,000, was added by allotment from the deficiency act of 1910. The estimated cost of Lock and Dam No. 11 was increased by $48,000, which amount was appropriated in the river and harbor act of 1907. All of this work was completed prior to July 1, 1913, and on June 30, 1914, the unexpended balance of $5,577.47 from the ap- propriation for the improvement of this river was carried to the sur- plus fund. No modifications have been made in the existing project since its adoption. RIVER AND HARBOR IMPROVEMVENTS. 1081 References to examination or survey reports and maps or plans (including project documents). Congressional document. Section covered. Congress. Remarks. House or No. Map or no map. No. Session. Entire river.............. House... 48 Forty-ninth... First.. Map.......... Basis of project. Do ..................... do..... 108 Fiftieth...... .. do... One vicinity Basis next change Lock 9. in project. Zanesville to Dresden..... ... do..... 299 Fifty-third.... Second 2 maps........ Later basis of Dam No. 11 project. Zanesville to Coshocton... ... do..... 241 Fifty-eighth......do... None......... Based on and re- ferred to pre- vious project. Annual reports of Chief of Engineers. Section covered. Map or no map. Year. Part. Pages. Entire river..................................Noe............ 1886 III 1551-1567 Do......................... ............... ................. .... do... ...... 1887 III 1815-1820 Do..--............................................. 1, vicinity Lock 9.. 1888 III 1699-1714 Zanesville to Dresden ........................... 2 maps...... ..... 1895 III 2390 Zanesville to Coshocton ................................ None ............ 1904 III 2654 During the year breaks in levee at Dam No. 10, caused by the March, 1913, flood and aggregating 247 feet of its length, were re- paired, at a total cost of $2,418.26. The unexpended balance of the $3,000 allotment from the deficiency act of 1910 for repair of damage previously made to this same levee was used for this purpose. The amount expended under existing project up to the close of the fiscal year ending June 30, 1914, was $164,195.21, not including $3,000 included in the deficiency act of 1910, of which $581.74 was expended prior to July 1, 1913, and $2,418.26 expended in 1913-14. The total receipts from sales and similar miscellaneous sources have been $739.08, none of which were received during the year. The total amount expended on all projects to June 30, 1914, was $302,461.61. The miter-sill depth at pool level is the controlling mean low-water depth of the system; this is 11 feet at the lower and feet at the 7- upper sill of Lock No. 1; 6 feet at Locks Nos. 2 to 10, except upper sills at Locks Nos. 3 and 8, which are 7 feet and 8 feet below pool level, and the lower sill at Lock No. 10, which is 7.3 feet below; miter- sill depths at Lock No. 11 are 72 feet and 9 feet, respectively, for the lower and upper sills. The horizontal dimensions of the locks are 36 feet, except at No. 1, which is 56 feet. The usual variations in the level of water surface is 38 feet at Lock No. 1 and 24 feet at Lock No. 11. The present head of slack-water navigation is 91 miles above the mouth of the river. At ordinary high stages the stream is navigable for light-draft boats to Coshocton, Ohio, 107 miles above the mouth. 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 the improvement has had no material effect on freight rates. 1082 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. As the project has been completed, no estimate for further appro- priation is submitted. July 1, 1913, balance unexpended ---------------------------- $5, 577. 47 June 30, 1914, carried to surplus fund-------------------------- 5, 577. 47 REPAIR OF LEVEE AT DAM NO. 10, MUSKINGUM RIVER, AT ZANESVILLE, OHIO. July 1, 1913, balance unexpended-- -- $2, 418. 26 June 30, 1914, amount expended during fiscal year for maintenance of improvement ----------------------------------------- 2,418 26 (See Appendix H H 1.) 2. Operating and care of locks and dams on Muskingum River, Ohio.-Under allotments from the indefinite appropriation for op- erating and care of canals and other works of navigation there has been expended up to June 30, 1914 ,a total net sum of $2,089,416.79, arrived at as follows: Amount reported in last year's annual report as "Total net ex- penditures to June 30, 1913 " _ _----_ -------- $2, 024, 285. 37 From which deduct amount expended in connection with rental of Government property which has been reimbursed----------- 17. 37 2, 024, 268. 00 To which add net amount expended for fiscal year ending June 30, 1914 ---------------------------------------------- 5, 148. 79 Total __ __-------------- 2, 089, 416. 79 and an additional sum of $17,190.44 in building a protection wall at Zanesville and altering certain bridges at Taylorsville and Marietta, Ohio. Amount expended and transferred during the fiscal year 1914 --- $65, 451. 46 Withdrawn by Chief of Engineers account of flood board___ $500. 00 Reimbursable------------------------------------- 3.33 503. 33 Net expenditures by this office-_-----------------------------64, 948. 13 Net expenditures by office of Chief of Engineers__ 200. 66 Total net expenditures -------------- ------ - 65, 148. 79 The principal work has been the maintenance of channels by dredg- ing and the repair of the locks, dams, and their appurtenances, in- cluding buildings and grounds, and floating plant. The details and the method of doing the work are given in the report of the local officer, Appendix H H 2. The total commerce for the calendar year 1913, which consisted principally of miscellaneous merchandise, was approximately 61,755 short tons, valued at $1,294,080. It is believed that the improvement has had no material effect on freight rates or the nature of the commerce. (See Appendix H H 2.) 3. Guyandot River, W. Va.-For more extended information con- cerning this improvement reference is made to the Annual Report of the Chief of Engineers for 1913, pages 1028 and 1029. The source of this river is in the Cumberland Mountains and flows in a generally northwesterly direction to the Ohio River at Hunting- ton, W. Va., 12 miles above the mouth of the Big Sandy River. The lower 82 miles, from Logan, W. Va., to the mouth, are considered under improvement. RIVER AND HARBOR IMPROVEMENTS. 1083 The original project was adopted in the river and harbor act of 1878 and provided for open-river regulation. This work was carried on and maintained more or less intermittently on the basis of giving clear channel width of 30 feet, with governing depth of 18 inches for five months of the year, by removing rocks, snags, and other ob- structions until 1899. It was again revived in the river and harbor act of 1910, which also provided for the expenditure of $2,000 for bank revetment near Barboursville, W. Va. The amount expended on the improvement and its maintenance prior to this revival of work, which makes the existing project, was $22,689.90. References to examination or survey reports. Congressional document. Annual reports of Chief of Engineers. Section covered. Congress. House or No. Maps. Maps. Year. Part. Page. Senate. No. Session. River below Logan.. House... 75,pt.8 Forty-third... Second.. None.. None.. 1875 1 {74 Entire lower river... ... do..... 39 Fifty-third.... Third... ... do......do... 1895 3 2520 Lower 50 miles.........do..... 64 Fifty-sixth.... First.... do......do... 1900 5 33 Entire lower river 1. ... do..... 558 Sixtieth....... do..... ... do.................. ..... 1 Basis of current project. During the year the river was cleared of the most serious obstruc- tions from just above Logan, W. Va., to a point near Barboursville, 7 miles above the mouth, when the work was stopped due to lack of funds. The amount expended on this work during the year was $1,289.32. The work was done by hired labor with Government plant. The amount expended under existing project up to the close of the fiscal year ending June 30, 1914, was $4,943.41. The total receipts from sales and similar miscellaneous sources have been $190.70, none of which were received during the year. The total amount expended on all projects up to June 30, 1914, was $27,633.31. No reasonably definite data with regard to commercial statistics have been practicable to obtain; it consists almost entirely of float- ing out logs at high water and would probably average 150,000 to 200,000 short tons per year. No estimate for further appropriation is submitted. July 1, 1913, balance unexpended -------------------------------- $1, 346. 71 June 30, 1914, amount expended during fiscal year for maintenance of improvement ------------------------------------------------ 1, 289. 32 July 1, 1914, balance unexpended ----------------------- ----------- 57. 39 July 1, 1914, outstanding liabilities-------------------------------- 54. 07 July 1, 1914, balance available------------------------------------- 3. 32 (See Appendix 11 H 3.) 4. Big Sandy River and Levisa and Tug Forks, TV. Va. and Ky.- For more extended information reference is made to the Annual Re- port of the Chief of Engineers for 1913, pages 1029-1032. The Big Sandy River is formed at Louisa, Ky., by the junction of the Tug and Levisa Forks and flows in a northerly direction to the 1084 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Ohio River at Catlettsburg, Ky., a distance of 27 miles. Levisa, the larger of the two forks, rises in southwestern Virginia and flows in a generally northerly direction. Tug Fork has its headwaters east of those of Levisa Fork in the mountains of McDowell County, W. Va., and flows generally northwesterly. The distance from Louisa to Pikeville, the head of proposed slack-water improvement on Levisa Fork, is 88.5 miles, and from Louisa to mouth of Pond Creek, the head of proposed slack-water improvement on Tug Fork, is 58.1 miles. The draft that can be brought to the mouth of the river in the Ohio varies in accordance with the stage, but is usually in excess of 6 feet, and the river is being improved to give a depth of 9 feet at low water. The original project adopted in the act of July 18, 1878, provided for the removal of rocks, snags, and overhanging trees; modification made by act of June 14, 1880, provided for erection of a lock and dam near Louisa, Ky.; and modification made by act of July 13, 1892, provided for this dam to be movable. The act of March 3, 1899, adopted a project for construction of two locks and dams below Louisa, continuing in force the project for general removal of obstructions in the forks, and the act of June 13, 1902, continuing in force that project, added the improvement of the forks by 8 and 10 locks on Tug and Levisa, respectively, and the raising of the crest of Dam No. 3. The act of March 3, 1905, included improvement of the mouth of the river, and the act of March 3, 1907, included specifically a service bridge at Lock No. 1. It does not seem, therefore, that the original project has ever been dropped, but rather developed, and, though partially outgrown by work completed under its later modifications, is still in force. References to examination or survey reports and maps or plans (including project documents). Congressional document.Annual reports of Chief of documen. Congressional Engineers. Section covered. House Congress. or No. Maps. Maps. Year. Part. Page. Senate. No. Session. Whole stream and House.. 75 Forty-third... Second. None.. None.. 1875 I 756-769 lower part two (Pt. 10) forks. Levisa Forkabove ... do.... 91 Forty-fourth.. First......do......do... 1876 II 140-146 Pikeville. Upper end Levisa ... do.... 30 Forty-eighth.....do.... ... do...... do... 1884 III 1755-1756 Fork. Do............ Senate. 88 Fiftieth......... ..... .... do... 1887 III 1902 Dam at Louisa.... House.. 25 Fifty-second. ... do.... None.. ... do... 1892 III 2101-2108 Levisa Fork above ... do.... 88 Fiftieth..........do.... ... do......do... 1888 III 1794-1798 Virginia line. Main stream and ................ ................ do 1889 III 1990-1994 Levisa Fork. Russell Fork...... House.. 29 Fifty-first..... Second. None. .. do... 1891 IV 2476 Mouth........ .... do.... 66 Fifty-second. ... do.... ... do... ... do... 1893 III 2647-2649 Dam No.. .3. 1............................ . . .. . . . .. . ... . . . . . 1897 III 2530-2560 Do. ....... Fifty-second. ...... .. ............ 1898 III 2144 Main river and House.. 456 Fifty-fifth..... Second. None.. None.. 1898 III 2159-2172 forks. 2 . . . . . . . . . Do. . ... do.... 326 Fifty-sixth... First. ... do... ... do... 1900 V 3400-3461 Do.3-..............do.... 235 ... do......... Second. Map......do... 1901 IV 2750-2781 Headwaters of Le- ... do.... 222 Sixtieth....... First... None...... ..... ............. visa Fork. iNot a project document; plans and photographs. 2Full description of coal resources, preliminary. * Final. RIVER AND HARBOR IMPROVEMENTS. 1085 As now in force the project provides for the slack-water improve- ment from the mouth in the Ohio by 3 locks and dams on the main river, 8 on Tug Fork to the mouth of Pond Creek, and 10 on Levisa Fork to Pikeville to give a depth of 6 feet, regulation work at the mouth of the main river and such clearing of the streams for a more or less indefinite distance above the point as yet reached by slack water as conditions may require when funds therefor are available. The locks thus far constructed are 55 feet in width and 155 feet in length, except Lock No. 3, near Louisa, which is only 52 feet wide. This work was accomplished by hired labor with Government plant. During the year the necessary chain for operating service bridge at Lock No. 1, main river, was purchased at a cost of $335.88 and a partial resurvey of the main river and forks was made, at a cost of $2,817.50, for comparison with the findings of survey made in 1899 and for use in connection with such revision of plan of improvement as may be deemed necessary if the continuance thereof is decided upon. The total amount expended on the project to June 30, 1914, in- cluding claim allowed by the Court of Claims and appropriated by act of Congress approved May 1, 1896, in favor of John J. Shipman for stone delivered by him and used in construction of Lock and Dam No. 3 is as follows: Big Sandy River, including Tug and Levisa Forks, general im- provement ------------------ $1, 561, 267. 57 Big Sandy River, maintenance ------------------------------- 1, 381. 19 Levisa Fork, maintenance--------------------------------- 32, 192.41 Tug Fork, maintenance------------------------------------ 31, 284. 06 Total---------------------- ----------------------- 1, 626, 125. 23 The total receipts from sales and similar miscellaneous sources have been $1,700.77, none of which was received during the fiscal year. This work is not now on a continuing-contract basis. The three locks and dams, with appurtenances, on the main stream are complete and in operation, as is the lower one on each of the forks. The improvement at the mouth of the main stream has been completed. Preliminary work looking toward the construction of the next lock above in each series has been carried on, but is now sus- pended on account of the funds available therefor not being suf- ficient to permit reasonably economical undertaking, and awaiting action on the reexamination provided for in the river and harbor act of July 25, 1912, and which was completed in this fiscal year. The river and the forks have been cleared so far as funds permitted. The available depth throughout is variable; in the pools the ref- erence is to pool level and the general navigable depth is 6 feet, except below Lock No. 1, main river, the navigable depth is uncertain and will remain so until Dam 29, in the Ohio River, immediately below Catlettsburg, is completed. The minimum draft that can be carried over the shoalest portions of the forks at mean low water above the completed works is uncertain and changeable, owing to the constant movement of the bottom and the fact that obstructions naturally renew themselves. 1086 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The main river is navigable by steamer from its mouth, at Cat- lettsburg, to Louisa, Ky., a distance of 27 miles, and from there up Levisa Fork a distance of 18 miles and up Tug Fork a distance of 12 miles. For pole boats, rafts, etc., the head of present navigation is taken at Pond Creek on Tug Fork and Pikeville on Levisa Fork and for a few months each year steamboats can navigate these forks up to the points mentioned. The usual variations of level of water surface are 25 feet at Pike- ville, 35 feet at Williamson, and 40 feet at Louisa. At the mouth they are entirely a question of Ohio River flood. Commercial statistics are reported under the head of operating and care of locks and dams on the Big Sandy River and Tug and Levisa Forks of same. (See below.) Pending action on the reexamination of this river and its forks relative to worthiness of continuing slack-water improvement no estimate for expenditure in fiscal year 1916 is submitted. It is believed that the completed works of improvement have had no material effect on freight rates. July 1, 1913, balance unexpended-------------------------------$96, 540. 88 June 30, 1914, amount expended during fiscal year, for works of improvement ------------------------------------------------- 3, 153. 38 July 1, 1914, balance unexpended--------------------------------93, 387. 50 (See Appendix H H 4.) 5. Operating and care of locks and dams on the Big Sandy River, W. Va. and Ky., and Tug and Le isa Forks of same.-Under allot- ments from the indefinite appropriation for operating and care of canals and other works of navigation there has been expended up to June 30, 1914, a total sum of $274,123.59; amount expended during the fiscal year 1914, $31,998.59. The principal work has been clearing the channels and lock ap- proaches of snags and other obstructions and the repair. of locks, dams, and their appurtenances, including buildings and grounds and floating plant, and the completion of a partial resurvey of the river and forks made for comparison with conditions as they existed in 1899. The details and the method of doing the work are given in the report of the local officer, Appendix H H 5. The total commerce for the calendar year 1913, which consisted principally of logs, ties, and similar forest products, was 172,403 short tons, valued at $1,669.205. It is believed that the improvement has had no material effect on freight rates or the nature of commerce. (See Appendix H H 5.) 6. Kentucky River, Ky.-For more extended information con- cerning this improvement reference is made to the Annual Report of the Chief of Engineers for 1913, pages 1032-1036. The Kentucky River is formed at a point near Beattyville, Ky., by the junction of three streams known as the North, Middle, and South Forks and flows in a northwesterly direction to the Ohio River at Carrollton, Ky., a distance of 254.5 miles. RIVER AND HARBOR IMPROVEMENTS. 1087 The original project, which is still the current project, adopted by Congress in the river and harbor act of 1879, provides for the re- pair and rebuilding of the 5 old locks and dams originally con- structed by the State of Kentucky and constructing 12 additional locks and dams, or 17 in all, extending slack-water navigation from the mouth to the three forks, a distance of 254.5 miles, at an esti- mated cost of $1,074,402. The river and harbor act of 1882 modified the project to include a lock and movable dam at Beattyville, but, although work was started on this and continued for several years, it is no longer a part of the improvement plan. In 1883 the above estimate was increased to $2,471,639. (See Annual Report of the Chief of Engineers for 1883, pp. 1561-1562.) In 1899 the above project and estimate were modified to provide for the construction of 7 locks and dams of 18-foot lift between Lock No. 7 and Beattyville, Ky., at an estimated cost, including past work, of $4,865,550. (See Annual Report of the Chief of Engineers for 1899, p. 2513.) The original, and which is considered the present project, with its modification, provides for the repair and rebuilding of the 5 old locks and dams acquired from the State of Kentucky and the con- struction of 9 additional locks and dams at a total estimated cost of $4,865,550, to give 6-foot slack-water navigation at low stages from the Ohio River to above the junction of the three forks near Beattyville, Ky. The total of appropriations to date is $4,196,150, for which it is expected that the work will be completed; consequently no esti- mate for expenditure in the fiscal year 1916 is submitted. All of the work provided for in the existing project has been com- pleted with the exception of Dam 13 and Lock and Dam 14, which are now under construction, and at the close of the year the former (Lock 13 having been completed) was 54 per cent completed and the latter a little more than 52 per cent completed. OPERATIONS DURING THE YEAR. Dam 13.-Nothing was done under the contract for the comple- tion of this work from January to August, 1913. Subsequent to that date and up to the close of the year about 27 per cent of the contract was completed. The percentages of the several contract items com- pleted during the year are as follows: Classification. During To date. the year. Per cent. Per cent. Earth excavation ................................................................... 70.6 100 Rock excavation................................................. .... ........... 24.0 77.7 Embankment .......... ........................................ ................. 9.0 18.5 Ballast.... ..................................................... .................... 27.6 65.7 Concrete......... --............. ---.... ........... --... ... ........................... ...--- 23.9 52.2 Cement.........................................................................--------------28.9 55.6 Paving...... ................... ................ ....-- .... 100. 0 100. 0 Derrick stone........... ............ ................................ 100.0 100.0 Riprap............. ............................... 40.9 Iron and steel.... .................................................. ....... 15.9 15.9 1088 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Lock and Dam No. 14.-About 19 per cent of the contract for this work was completed during the year. The percentage of the several contract items completed during the year are as follows: Classification. year. To date. During the Per cent. Per cent. Earth excavation .......................... .............................. ..... 18.0 91.8 Rock excavation .............................. ............... .... ..... ........... 32.4 42.7 Fil .................. .......................................... .. 62.6 79.0 Ballast ..................... .......................................... 7.5 7.5 Concrete ................ .... ............................ ....... 18.0 51.0 Cement............................................................................ 16.4 46.1 Derrick stone............................. . ...................................... .... 59.8 59.8 Iron and steel........................ ........ ........................... ........ 3.6 9.0 Drains .................. ............... .. ....... ............................. 0.0 82.5 The total amount expended under the existing project to June 30, 1914, was $3,914,007.13. The total receipts from sales and similar miscellaneous sources have been $10,819.70, of which $1.75 was re- ceived during the year. Amount expended during the year------------------------------ $80, 506. 37 Reimbursable -------------------------------------------- 298. 96 Net expenditure ----------------------------------------- 80, 207. 41 This work is being carried on under continuing-contract authoriza- tion, and the appropriation of $82,500 in the sundry civil act of June 23 1913, was for completion of such authorization: Ninety-four and two-tenths per cent of the entire project had been completed on June 30, 1914. The miter-sill depth at pool level is the controlling mean low- water depth of the system. This is 6 feet from Lock No. 1 to Lock 13, a distance of 239.5 miles. Ordinary low-water depth through Lock 1 to the Ohio River, 4 miles below, is 6 feet or more, but in ex- treme low water 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. All dams are fixed dams, but the upper four have, or are to have, a 6-foot movable crest. The present head of navigation for steamers and other craft is Lock No. 13, 239.5 miles above the mouth. The commercial statistics are reported under the head of operating and care of locks and dams on Kentucky River (see below). There are not likely to be any decided changes in the volume or character of 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 improvement has so far had no material effect on freight rates or the nature of commerce. It is expected to expend all funds available for the improvement in completing the works at Locks 13 and 14. RIVER AND HARBOR IMPROVEMENTS. 1089 July 1, 1913, balance unexpended ------------- ------------- $373, 168. 23 Received from sales, fiscal year 1914----------------------------- 1. 75 373, 169. 98 June 30, 1914, amount expended during fiscal year for works of improvement ----------------- 80, 207. 41 July 1, 1914, balance unexpended_-- ------------------------ 292, 962. 57 July 1, 1914, outstanding liabilities---------------------------39, 500. 00 July 1, 1914, balance available-- ---- ----------------------- 253, 462. 57 July 1, 1914, amount covered by uncompleted contracts ----------- 188, 606. 56 (See Appendix H H 6.) 7. Operating and care of locks and dams on Kentucky River, Ky.- 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, 1914, a total sum of $2,493,183.36, arrived at as follows: Amount reported in last year's annual report as "Total net ex- penditures to June 30, 1913 "-------------------------- $2, 342,346. 70 From which deduct amount expended in connection with rental of Government property and later reimbursed-- -------------- 77. 66 2, 342, 269. 04 To which add amount stated in the annual report for fiscal year ending June 30, 1913, as reimbursable (being amount ex- pended for flood relief and which it was thought would be reim- bursed, but which is now decided will not be) ---------------- 1, 834. 54 2, 344, 103. 58 Expended during the fiscal year ending June 30, 1914 --------- 149, 079. 78 Total accounted for, as stated above------------------ 2, 493, 183. 36 The principal work, in addition to the passage of navigation through the locks, has been clearing the channels and lock approaches of snags and other obstructions, making incidental repairs necessary to the upkeep, renewal, and restoration of the locks and their appur- tenances, including floating plant; at Lock No. 6 new wooden lock gates were installed and the old balanced valves replaced by large cylindrical valves; at Lock No. 7 the upper guard piers were re- moved to a point below pool level and reconstructed, in concrete, to normal height, and at the end of the year the reconstruction of top of dam in concrete was well under way; at Lock No. 8 the re- moval of lower guide crib and the reconstruction of same and of the upper guide wall in concrete were completed. The total commerce for the calendar year 1913 was 211,794 short tons, valued at $2,307,047.32. It is believed that the improvement has had no material effect on freight rates or the nature of commerce. The details and the method of doing the work are given in the report of the local officer. (See Appendix HH 7.) 60993°-ENG 1914-69 1090 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. IMPROVEMENT OF RIVERS AND HARBORS IN THE DULUTH, MINN., DISTRICT. This district was in the charge of Maj. Ernest D. Peek, Corps of Engineers. Division Engineer, Col. J. G. Warren, Corps of Engi- neers. 1. Harbor at Grand Marais, Minn.-Situated on the north shore of Lake Superior, 110 miles northeasterly from Duluth. A natural bay, one-half mile long and one-fourth mile wide, with a total area of 61 acres. It has an opening on the south side, which was origi- nally about 1,000 feet in width. Before improvement there was a maximum depth of 14 feet over a very limited area, the general average depth being only 8 or 9 feet at mean low water. The approved project of 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 estimated 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. The existing project, adopted by act of Congress of March 3, 1879, by an appropriation of $10,000 for improvement, and with modifica- tions, 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 estimated cost of $163,954.63. No esti- mate for maintenance. There were no expenditures by the Government prior to the exist- ing project. A survey of this harbor was made in 1874, the results of which were published in part 1, House Executive Document No. 75, Forty- third Congress, second session. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. 40 Building entrance piers and dredging ouse75...75 Second.1881 184Forty-third 2032 basin}House basin.1887 75 Fortythid Second.2032 1954 1890 2282 Estimated cost and project enlarged 2..... ... ... ... ............ . ... 1898 378 Harbor map................................. House... 8 213 Fifty-eighth.. Second.. 1 1904 2783 Rebuilding 1 do..... 939 entrance piers and enlarging .... Sixtieth....... 1908 First.... 648 basin. Harbor map. . . .........................- -... ... . . .............. 1913 . 1 Contains map. SBasis of project adopted by Congress. &No map. RIVER AND HARBOR IMPROVEMENTS. 1091 No modification has been made in the original project, but further improvement recommended in last survey report consists in enlarg- ing the harbor basin by dredging an additional area to a depth of 16 feet, at an estimated cost of $70,416. This work has not yet been authorized by Congress. 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. 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 expenditures for the year were for maintenance and adminis- tration. Repairs were made to the east breakwater on account of damage done by storms and natural decay, at a cost of $56.97. Work done by Government plant and hired labor. The amount expended on the project up to the close of the fiscal year ending June 30, 1914, not including outstanding liabilities, was $168,461.17, of which about $7,524.49 was for maintenance. These are also the amounts expended on all projects. The modification of the project previously mentioned simply increased the estimate for completion. 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, this plane of reference being a mean low-water level. It is referred to permanent bench marks. 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 lum- ber; but the present commerce of this port could not have been carried on. The commerce of the port has increased from 25 entrances and clearances, made by 4 tugs and 5 schooners, with 60 short tons of cargo, valued at $6,000, in 1878, to 396 clearances and entrances with 5,480 short tons of cargo, valued at $199,648, in 1913. The value of the commerce of the harbor from 1878 to 1913, both inclusive, is estimated at $13,871,178. The freight tonnage in 1913 was 41 per cent less than in 1912. The total expenditures by the Government for this harbor to date are 15 per cent of the value of the vessel freight received and shipped during the period covered by these expenditures. The annual cost of maintenance of Government operations at this harbor, consisting of repairs to breakwaters and administration, is approximately $214.98. 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. This harbor is of much use to navigation by reason of the refuge it affords. It is the only sheltered harbor in the stretch of 116 miles along the north shore of the lake between Agate Bay (Two Harbors) and Grand Portage Bay, and the coast is rugged and dangerous. 1092 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 amount recommended for expenditure in the fiscal year end- ing June 30, 1916, will be expended for maintenance of the break- water piers, administration, and contingencies. July 1, 1913, balance unexpended $6, 922. 22 June 30, 1914, amount expended during fiscal year for maintenance of improvement ----------------------- __ 1, 033. 39 July 1, 1914, balance unexpended-- ------------------------- 5, 888. 83 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement -------------------- 6,000. 00 (See Appendix I I 1.) 2. Harbor at Agate Bay, Minn.-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 north- east storms. It is a natural bay or indentation three-fourths of a mile long by one-half mile wide. This harbor, an important ship- ping port for iron ore, is situated on the north shore of Lake Supe- rior, 27 miles northeast from Duluth, Minn. The project approved by the Secretary of War 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 inclosing an area of 109 acres. Improvement of this harbor authorized by Congress by act of August 5, 1886. An examination and survey report was printed in House Document No. 94, Forty-eighth Congress, second session. In 1899 the total ultimate length of the easterly breakwater was increased by 50 feet, and the outer 300 feet was to be built out to the southwest at an angle of 450 to the old work, thus giving greater protection to the ore docks and leaving the space between the ends of the breakwaters in better shape for the entrance and exit of vessels. These recommended changes were approved by the Chief of Engineers, United States Army, March 23, 1899. 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 existing project, with modifications, is to construct two break- water piers on a line toward each other from the eastern and western points of the bay, to be 1,050 and 900 feet long, respectively, leaving an opening of 1,340 feet between their extremities and inclosing an area of 109 acres at an estimated cost of $244,208. 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1093 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Breakwater construction and dredging 1... House... 94 Forty-eighth.. Second.. 1885 1954 Breakwater construction 12.......... ..... ... ... .. 1887 1952 Project cost increased 2.. .............. .... . ........ .... .............. ..... 1887 1952 East pier lengthened (authority, Chief of Engineers, Mar. 23, 1899)2 .............. .......... ... .. .... ... . 1899 2608 Burlington Bay 1..................H..... ouse... 114 Fifty-sixth.... Second.. 1901 2889 Harbor map 1. . . .. .............. ........ 1903 1793 Do.' .................................. ........................ ......... 1913 ......... 1 Contains map. 2 Basis of project adopted by Congress. Operations for the fiscal year consisted of repairs to breakwaters, on which the sum of $2,985.96 was expended. Work done by Gov- ernment plant and hired labor. The amount expended on the approved project up to the close of the fiscal year ending June 30, 1914, not including outstanding lia- bilities, was $259,776.51, of which about $25,718.98 was applied to the maintenance of the improvement. 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, this plane of reference being a mean low-water level. It is referred to permanent bench marks. 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 3,180 arrivals and clearances in 1913, with 11,758,009 short tons, valued at $31,758,689. The freight tonnage in 1913 was 8 per cent greater than in 1912, and the value of the freight was 9 per cent greater. The total value of the commerce of this port from 1887 to 1913, both years inclusive, is $350,431,917. The total expenditures by the Government for this harbor to date are less than one-thirteenth of 1 per cent of the value of the vessel freight received and shipped during the period covered by these expenditures. The annual cost of maintenance of Government operations at this harbor, consisting of repairs and administration, is approximately $918.53. 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 $1.90 per ton, which amounts to $22,340,217 for the year 1913. This is more than 70 per cent 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 har- bor atlDuluth, Minn., and Superior, Wis.) 1094 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount recommended for expenditure in the fiscal year end- ing June 30, 1916, will be expended for maintenance to breakwater piers, administration, and contingencies. July 1, 1913, balance unexpended -------------------------------- $4, 498. 89 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ---------------------------------------------- 3, 488. 71 July 1, 1914, balance unexpended --------------------------------- 1, 010. 18 July 1, 1914, outstanding liabilities -------------------------------- 100. 00 July 1, 1914, balance available ------------------- 910. 18 Amount alloted from appropriation made by the river and harbor act approved Oct. 2, 1914 .--- -------------------------------------- 5, 000. 00 Amount available for fiscal year ending June 30, 1915--------------- 5, 910. 18 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_ .....-......... -- _ 1 5, 000. 00 (See Appendix I I 2.) 3. Harbor at Duluth, Minn., and Superior, Wis.-This harbor is situated at the extreme western end of Lake Superior, and forms a terminus of the Great Lakes waterway. The area of this harbor is 19 square miles, of which 11 square miles are available for wharves and slips and 8 square miles are outside harbor lines and available for channels and basins. The present minimum usable depth is 20 feet. Previous to the annual report of 1897 this harbor was reported on under the separate 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 naviga- tion 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 1Exclusive of amount available for fiscal year 1915. IIVER AND HARBOR IMPROVEMENTS. 1095 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, and leaving a balance of about $275,000 toward the rebuilding of the piers at the Wisconsin Entrance, under construction from 1903 to 1906. The existing project has been modified as follows: First. By project adopted by act of June 13, 1902, for revetment piers at Superior Entry, Wis., with all-concrete construction, in- creasing the original estimate by $650,000. Second. 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 following work at Superior Entry: (a) Building a concrete revetment pier on the north side of entrance similar to one already built in 1904 ®n the south side under the project before present modification, these two revetments 500 feet apart and ter- minating 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 construction, 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 estimated cost of $55,500. Third. By the act of May 28, 1908, which provided for the expendi- ture of moneys heretofore appropriated for the harbor for dredg- ing inside the Duluth 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 estimated amount of 4,590,000 yards, at a cost of $550,800, which estimate was later (July 6, 1910) 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 $3,090,500, and together with the first estimate of $3,130,553 make a total estimated cost of $6,221,053 for the present project and its modi- fications. The existing project, with modifications, therefore provides for dredging channels to a navigable depth of 20 feet, for extensive turn- 1096 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ing and anchorage basins of a navigable depth of 20 feet at the junc- tions of two or more channels, for 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, for widening the Duluth Canal, for rebuilding its piers and finishing them off with concrete super- structures built of monolithic blocks, for excavation of the lake approach to the Duluth Entrance to 30 feet for a width of 300 feet, and the following work at the Superior Entry: (a) Building two con- crete revetment piers, one on each side of the entrance, 500 feet apart and terminating near the lake shore of Wisconsin Point; (b) build- ing 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 construction, 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) pro- tecting the shore line by riprap; and (f) widening the Superior front channel inside the harbor. Total estimated cost, $6,221,053. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. SUPERIOR, WIS. .. . . . . . . . . . . . .. . . .. .. . .. .. .. . . . .. . . . .. General improvement ........... 1866 88 Do. .................... .................................... .. 1867 559 Do................................................. .. ........... ........ .......... 1868 81 Do.'....................................... ............ ........ ....... 1870 89 Observation on currents and water levels ...................... .......... 1872 106 Dike in Superior Bay ...... .......... 1873 141,137, 148,173 General improvement 1 ........... ...... ........ 1879 1469, 1471 SUPERIOR BAY AND ST. LOUIS BAY, WIS. General plan for harbor improvement 3.... Senate.. 153 Forty-sixth... Second.. 1880 1884, 1889 Do 2. 8................................ House... 82 ....do....... Third... 1881 2026 Do. ..... ........................ ...do..... 204 Forty-eighth.. Second.. 1885 1959 ALLOUEZ BAY, WIS. Harbor 8lines . . and . . . . . . improvement . . . general . . . . . .. . 1... . House... 40 Fifty-first..... Second.. 1891 2512 Do. .... ... do..... 49 Fifty-second. ...do..... 1893 2692, 2695 General improvement 23............. ... do..... 172 Fifty-third... Third... 1895 2585 Modification of harbor lines................... .......................... 1897 2647 MINNESOTA POINT. Sand fences ' a......................... House... 51 Fifty-first.... First.... 1890 2306 DULUTH HARBOR. . ....................................................... ........ 11869 29 General plan for harbor, including break- .......... ........................ 11870 38,110 water in lake 2. take breakwater addition ................................................................. 1871 107 Duluth Canal and Harbor in general..... ...... ................... ......... 1873 145 . . . . .. . . . . . . . . .... . . . . . . . . . . . . . . . . . . . . . . . . .. . 16foot anchorages .. ... . 1880 200 2 5 1No map. Basis of project adopted by Congress. Contains map. RIVER AND HARBOR IMPROVEMENTS. 1097 References to examination or survey reports, etc.--Continued. Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. DULUTH HARBOR-continued. 11879 1470 General plan for harbor improvement 2 ... | Senate..I 153fl Forty-sixth..1.Second.. 1880 1875, 1884 Do ................................ I House... 82 ..... do........j Third... 1881 2026 11882 2102 31885 1944 St. Louis River 2 3...................... House... 204 Forty-eighth.. Second.. 1885 1959 General improvement 2 3................. 1886 1632 Do.2 3 ........ . ...... ......... 3 1887 1944 Rices Point channel ..................... ......... 1888 1805 General improvement 3................. Rouse... (217 Fifty-first... 1890 First.... 2311, 2490 iy.............. ....... .... .... Harbor lines.............................. 3 1891 2515 St. Louis River 2 3........................ House... 58 Fifty-second. . First.... 1892 2148 General improvement 3..... ......... .. do.... 122 Second.. 1893 2664 Duluth Canal lands2 8. .......... .. ................ .........1893 2658 DULUTH-SUPERIOR HARBOR IN GENERAL. Modification of harbor lines (Superior)... ................................... .. 1894 2039 Deepening harbors 3.................. House... 59 Fifty-third.... Third... 1895 2538, 2579 1896 2339 1897 2593 3 piers, concrete molds, etc. 2 8... Sketches of 1898 2226 Do.2 ............................ 1899 2702 . . . 1....................... Harbor 1.lines . . . . . . . . ... . . . . . . . . 1900 3642 Do. 3 . . . . .. . . .. . . . . . .. . . 1903 1828 Harbor map ... .. House..... 1903 1808 St. Louis River 1 .... ..... Fifty-eighth.. Second.. 1904 2803 Modification of harbor lines at Govern- 1905 2011 ment boat yard.' House... Superior entry and lake approach, Duluth Canal. 2 3 82 Fifty-ninth... Second.. 1907 S 603, { 1833 2 Duluth Harbor Basin ........... House... ... do... 221 Sixtieth....... First.... 1908 648 Superior entry improvements ............ S1908 1901 Anchorage area, Superior entry 1.......... House... 317 Sixty-first.... Second.. 1910 757 St. Louis1 River above New Duluth 1...... .. do.... 320 ..... do....... ... do.... 1910 757 Do. ............................... Senate.. 439 ..... do........ .do.... Do.'........... ........ House... 29 Sixty-second.. irst........ 1911 .. 814 Modification of shore ends of Superior en- _...... .... 1911 2261 try bteakwaters.2 Harbor map ......................... ............... ..... 1913. St. Louis. . River . ......................... . . . . . . . . . . . . . . . . . . . House.. 162 S -tir irst ........ Do.. ...do.... 184 .... do.........do.... ....... LAKE SUPERIOR AND MISSISSIPPI RIVER CANAL. Report........................... .......... ........................ 1895 2587 Do.................................. House... 330 Fifty-fourth... First.... 3 1896 2390 Do...... .................... ... do. .. 69 Fifty-sixth .... .. do.... 1 1900 3613 By way of St. Croix River ........... ... do.... 304 Sixty-first..... Second.. 1 1910 757 ' No map. 2 Basis of project adopted by Congress. SContains map. Operations during the fiscal year include the following: Duluth Harbor Basin.-Work on the extension of this basin au- thorized by act of May 28, 1908, was continued under a contract which is now in force. The basin is 95 per cent completed. The amount dredged was 998,985 cubic yards, scow measurement, at the contract price of 7.9 cents per cubic yard, making a-cost of $78,919.82. From the total amount dredged there will probably be a considerable amount deducted for excessive overdepth dredging. This dredging increased the area of the harbor basin about 35.56 acres and further increased the area about 12.74 acres by bringing 1098 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. in the adjacent portion of Rices Point Channel, making an increase of 48 acres, or a total of 419 acres, in the size of the basin. The pres- ent contract is for approximately 1,100,000 cubic yards, and the date of completion is October 31, 1914. It is at this date 91 per cent com- plete. When the harbor basin is completed it will increase the pres- ent area by 27 acres and give a total area of 446 acres for the basin. Superior entry improvements.-Work was continued on the proj- ect of March 2, 1907. This included construction of breakwaters, dredging entrance channel, stilling basin, and widening the inner channel, and removing old piers, removing subaqueous concrete blocks at outer end of the south concrete canal revetment, riprapping concrete revetments and shore riprap, details of which are in the appendix. Some of the work was -by contract and some by hired labor and Government plant. The expenditure for the fiscal year was $214,375.90. This work is 99 per cent completed. This is new work of improve- ment for the extension of benefits to navigation. 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, re- moved 21,697,243 yards of material, and gave 17 miles of dredged channels from 120 to 500 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 678 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 Supe- rior Entry has been deepened to 30 feet for a width of 600 feet. Channels have been widened in St. Louis Bay to adapt them to the reconstructed spans of the Northern Pacific bridge, which have re- cently 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 Rices 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 95 per cent of the projected amount of this work has been accomplished. The Government harbor line in front of Minnesota Point was 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 re- moval 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, 1914, with the exception of some shoals discovered by the ice survey on the northerly side of the Superior Harbor Basin in the vicinity of the mouth of the Nemadji River, where a maximum draft of 18 feet could be carried. These shoals are not in the line of vessels passing through the channel, and they will be removed as soon as practicable. The usual variation of water level extends from about 0 to -+ 1 foot above low- RIVER AND HARBOR IMPROVEMENTS. 1099 water datum. This reference plane is a mean low stage of the lake, and is referred to permanent bench marks. 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 Superior 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, found necessary in order to carry out a proper system of improvement, was effected through the city authorities. This property has now been improved by build- ing 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 tracts 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 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 fol- lowing two years but little was accomplished in the way of construc- tion at the Superior Entry on account of the destruction of protective 'works by storms and delay pending the consideration of a change of project. Work on 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 at the Superior Entry, 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 in the appendix and in the annual reports for 1100 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. previous years. Up to June 30, 1914, about 99 per -cent of this pro- jected improvement has been accomplished. The amount expended on the existing project to the close of the fiscal year ending June 30, 1914, exclusive of outstanding liabilities, was $5,869,819.25, of which about $692,763.68 was expended for main- tenance. The total amount expended on all projects to the end of the fiscal year 1914 was $7,418,002.25, of which about $692,763.68 was expended for maintenance. The lake commerce of this port, Duluth-Superior, during the last season of navigation (1913) amounted to 46,875,416 short tons, valued at $352,595,577, and from the beginning of improvements by the Government in 1867 to 1913, inclusive, the vessel freight entering and departing has amounted to 454,216,051 short tons, valued at $4,558,911,733. It is believed that the tonnage of Duluth-Superior Harbor is now exceeded by that of but one port in the United States-New York. The vessel freight of Duluth-Superior Harbor for 1913 was 58.8 per cent of the amount which passed the Sault locks the same year. For a comparison between the cost of improvements and the vol- ume of commerce it may be stated 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, 1914, is $7,418,002.25. The vessel freight received and shipped at this port during the same period was 454,216,051 short tons, and its market value was $4,558,911,733. From this it appears that the cost of Government improvements has been less than one-sixth of 1 per cent of the value of the freight transported. The annual cost of maintenance of Government improvements at this harbor, consisting of repairs, removal of shoals, and administra- tion, is approximately $14,400. 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: The average rate on freight passing through St. Marys Falls Canals in 1913 was 0.68 (two-thirds) mill per mile per ton, and the average haul was 820 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 2.32 mills per ton-mile. Assuming this difference to apply to freight for Duluth-Superior Harbor and that the average haul is 820 miles, the saving in cost of transportation by water would be $1.90 per ton, and for the 46,- 875,416 tons received and shipped at this harbor in 1913, the saving in cost amounts to about $89,063,290 for 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 RIVER AND HARBOR IMPROVEMENTS. 1101 of such improvements must be only a small fraction of the saving in freight rates effected thereby.' 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. 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 nearly 47,000,000 tons of freight in the past year, there is necessity for the closest inspection by a special patrol pro- vided with a tug to prevent injurious deposits, encroachments of wharves and other private structures, the enforcement of rules re- garding the rafting of logs, the anchorage of vessels, the opening of draws, and the care of United States property. These, with the 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. It is considered desirable to remove by dredging a shoal point pro- jecting into the East Gate Basin. Contractors in borrowing sand for dock filling have enlarged the basin to the extent of 119 acres and benefited navigation thereby, but omitted a bed of clay unsuitable for their purposes, thus leaving a shoal point which is shown on the latest harbor charts and which forms an obstruction to the southerly entrance to the basin. It is also considered desirable to widen by dredging the northerly side of the Superior Harbor Basin opposite the mouth of the Nemadji River. An estimate of the cost of both these improvements can be made without expense from existing data. Further details are given in the appendix to this report. The funds on hand are believed to be sufficient to provide for all work contemplated prior to June 30, 1916, and no estimate for addi- tional appropriation is submitted at this time. Amount expended during the year----------------------------- $302, 084. 93 Reimbursable------- ----------------------------------------- 957. 38 Net expenditures --------------------------------------- 301, 127. 55 July 1, 1913, balance unexpended------------------------------ 575, 338. 99 1 A 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, $1.90 per ton, will be considered as also applying approximately to the harbors of Agate Bay, Ashland, Ontonagon, Marquette, Marquette Bay, 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 3, Appendix I I 10 of this report.) SAdded $4,300.72 to balance on June 30, 19.13, statement for collections of overpay- ments to Northern Dredge & Dock Co., on account of overdepth dredging. 1102 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Miscellaneous receipts, sales United States property-------------- $3, 951. 25 579, 290.24 June 30, 1914, amount expended during fiscal year : For works of improvement--------------------- $260, 127. 55 For maintenance of improvement ---------------- 41, 000. 00 301, 127. 55 July 1, 1914, balance unexpended-------------------------------278, 162.69 July 1, 1914, outstanding liabilities , 000. 00 9----------------------------- July 1, 1914, balance available_--------------------------------- 269, 162. 69 July 1, 1914, amount covered by uncompleted contracts ------------ 46, 000. 00 Amount (estimated) required to be appropriated for completion of existing project ___. ___ _------------ - -1264, 719. 20 (See Appendix I I 3.) 4. Harbor at Port Wing, Wis.-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 neces- sary every spring for removing a sand bar. Within the harbor much dredging had been done to accommodate the lumber business. The harbor consists of the improved mouth of Flag River, having an en- trance channel 200 feet wide between the Government piers and a turning slip just within the entrance. The river proper has been improved at private expense. It is situated on the south shore of Lake Superior, 34 miles east of Duluth. 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 report, with a map of the locality, may be seen in House Document No. 114, Fifty-sixth Congress, first session. 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 original esti- mate. No estimate for maintenance. By act of Congress approved June 13, 1902, the project was edopted; 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 commenced in 1903. The existing project with modifications is 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. Estimated cost, $56,539. 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1103 References to examination or survey reports and maps or plans (including project documents.) Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Flag Lake and River 1................ .... House... 65 Fifty-third.... Third.. 1895 2580 Do.......... ........... ..... do..... 113 Fifty-fourth... Second.. 1897 2643 Mouth of Flag River2 3................. do..... 114 Fifty-sixth.... First.... 1900 3630 Harbor map 2......................... .......................... 1903 1810 Estimate increased 3..................... .............. ....... ............ 1908 1913 Harbor m ap 2.. .... ....... .......... ............................ .. ......... 1913 ....... 1 No map. 2Contains map. 3 Basis of project adopted by Congress. The work during the year was for maintenance, and consisted of the removal of shoals at a cost of $1,238.08. The amount expended on this work to the close of the fiscal year ending June 30, 1914. exclu- sive of outstanding liabilities, was $60,580.85, of which $17,024.40 was for maintenance. Work was done under an emergency contract. The following results have been accomplished: The two entrance 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 175 feet to the east, past the inner end of the east pier, with a width of 150 feet and a depth of 15 feet; a pile revet- ment 100 feet long at the inner end of the west pier; and mainte- nance of improvement by dredging of shoals and repairs to the piers. A maximum draft of 15 feet can be carried (June 30, 1914) at mean low water over the shoalest portion under improvement. This refer- ence plane is a mean low stage of the lake, and is referred to bench marks. The usual variation of water level extends from mean low water (low-water datum) to 1 foot above datum. 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. There remains to complete the approved project, dredging to in- crease the width of the entrance channel to 150 feet, the extension of the turning slip to a total distance of 500 feet from the east pier and width of 150 feet, the construction of 224 feet of the west pier, and the construction of 155 linear feet of pile revetment along the turning slip. The proportion of the approved project accomplished up to June 30, 1914, is 80 per cent. The vessel freight of this harbor was 64 arrivals and departures, with 31,127 short tons, valued at $305,000, in 1901, and 254 arrivals and departures, with 11,712 short tons, valued at $192,516, in 1913. 1104 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. . The freight tonnage in 1913 was 2 per cent less than that for the previous year. The total freight of this port for the 11 years, 1903 to 1913, inclu- sive, since the date of commencement of Government improvements, was 390,318 tons of 2,000 pounds, valued at $5,137,943. 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 cost of maintenance of Government operations at this harbor, consisting of repairs, removal of shoals, and administration, is approximately $1,418.70. 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. No estimate is made for additional funds for the fiscal year 1916, as funds on hand will probably be sufficient. July 1, 1913, balance unexpended------------------------------- $22, 678.11 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ---------------------------- ------ 3, 266. 96 July 1, 1914, balance unexpended ------------------------- 19, 411. 15 Amount (estimated) required to be appropriated for completion of existing project ----------------- ---------------------- 2, 237. 00 (See Appendix I I 4.) 5. Harbor at Ashland, Wis.--Ashland Harbor is located at the head of Chequamegon Bay, on the south shore of Lake Superior, at a distance of 95 miles by water from Duluth. The bay is about 5 by 12 miles in size, the greater portion having ample depth for naviga- tion. Before improvement by the United States the depth varied from 8 to 20 feet. A considerable distance along the harbor front had but 13 feet of water and required dredging. This harbor was originally subject to more or less disturbance from waves generated within the bay by storms. Congress by act of August 5, 1886, provided for improvement of this harbor without any definite project. (H. Doc. No. 89, 48th Cong., 2d sess.) The original project, approved December 7, 1888, and modified February 9, 1889, was for the construction 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; closing breach in Chequamegon Point, $20,249. No estimate for maintenance. 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- 'Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1105 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 existing project with modifications is for constructing a pile, slab, and rock breakwater 8,000 feet long; for shore connection to the same; for building a second breakwater 4,700 feet in length as a shore spur, located 2,600 feet east of the present breakwater and parallel thereto; and for dredging a channel 200 feet wide for 20-foot navi- gation in front of the wharves of the city. Length of channel in- definite. Under this project and its modifications there have been con- structed 8,091 feet of breakwater on the original line and 842 feet on the line fixed by the act of June 6, 1900. Of the 8,091 feet on the original line, 91 feet is detached and un- completed work near shore and 8,000 feet is completed breakwater in one piece. Of the 8,000 feet of breakwater, 7,363 feet as originally built of piles, slabs, and rock ballast, was a frail structure and required large expenditures for maintenance. The work of revetting this portion of the structure with sandstone riprap so as to form a permanent rubble-mound breakwater, with the old structure 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 re- inforcing the breakwater may be seen in the Annual Report of the Chief of Engineers for 1905, page 1992. The remaining 637 feet is of rubble-mound construction with a tim- ber pierhead 32 feet by 48 feet, with a concrete superstructure car- ried from an elevation of -2 feet to +-10 feet above mean lake level. The Gcvernment-dredged channel lies parallel to the established harbor line along the city front and approximately 2,000 feet from shore. It is about 200 feet wide, has a total length of 5,760 feet and a depth of 20 feet with slight exception. References to examination or survey reportsand maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. General improvement 12............... Senate.. 32 Forty-sixth... Second.. 1880 1929 Do. 23 ....... .. House... 89 Forty-eighth..... do..... 1885 2010 Do. 28.... -- -- -- -- --------------------------------- ............... .... -- ........... .. ............... ..........831886 1886 1674 167 Do.28 ....... .............. ...-- - . . .... 19 1967...1887 2 - - Do. ... ..... ............... ..... .......... .... ............ ... 1889 2015 Modification .............................. ........... .......................... 1890 2295 1891 2500 1892 2138 1893 2674 1896 2352 1899 2703 Harbor lines3 ..... .......... ......... .............. 18................... 1896 2455 Modification, detached breakwater 2....-............ .-....... ................ - ........ 1900 3592 Harbor map 8............................ .......... ......... ........ 1903 1812 General improvement a................... House... 536 Sixty-first..... Second.. 1911 2276 . .. .. . .. .. .. . . .. . . . . . . . . . . . . . . .. .. . . . . .. . . .. . ...... Harbor map 3. .. 1913.... 1No map. asis of project adopted by Congress. 8 Contains map. 609930-ENG 1914- 70 1106 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Operations for the fiscal year consisted in completing the con- crete superstructure to the pierhead, at a cost of $3,718.83, this being new work of improvement done by hired labor and Government plant, and for maintenance the placing of granite covering on the sandstone rubble mound where settlement and wear had occurred, at a contract cost of $33,788.38. This work was done by contract. The total amount expended on this project and its modifications up to the close of the fiscal year ending June 30, 1914, not including outstanding liabilities, is $590,922.13, of which amount $330,927.82 has been applied to the maintenance of the improvement. The breakwater 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 usual variation of level of the water surface is from about 0 to +-1 foot, referred to mean low water, this plane of reference being a mean low-water level. It is referred to permanent bench marks. The proportion of the approved project accomplished up to June 30, 1914, is as follows: Breakwaters.--The original project of 8,000 feet completed; 88 per cent of the 8,000 feet and the shore extension to same; 60 per cent if we take into account the 8,000 feet with its shore extension and also the detached breakwater half a mile to the east. Percentage of channels completed is indefinite. 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. The commerce has increased during the 28 years the harbor 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 1,322.arrivals and clearances, with cargo tonnage of 5,623,309 short tons, valued at $15,880,858, in 1913. The total commerce from 1887 to 1913, inclusive, is estimated at 100,007,567' short tons, valued at $611,911,895,1 exclusive of logs towed in rafts. The total expenditures by the Government for this harbor to date are about 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 cost of maintenance of Government operations at this harbor, consisting of repairs, removal of shoals, and adminis- tration, is approximately $11,818.85. Effect of project on freight rates.-The estimated saving in cost of transportation by water over that by rail is $1.90 per ton, which is $11,095,688 for the business of this port in 1913. The amount recommended for expenditure in the fiscal year ending June 30, 1916, will be applied to maintenance in placing granite covering on the breakwater, administration, and contingencies. 1Washburn and Bayfield included until 1911. RIVER AND HARBOR IMPROVEMENTS. 1107 Amount expended during the fiscal year----------------------$40, 129. 08 Reimbursable----------------------- ----------------------- 623. 41 Net expenditures------------ ------------------------ 39, 505. 67 July 1, 1913, balance unexpended--- ------------------------- 58, 083. 54 June 30, 1914, amount expended during fiscal year: For works of improvement ---------------------$6, 000. 00 For maintenance of improvement -------------- 33, 505. 67 39, 505. 67 July 1, 1914, balance unexpended-- -------------------------- __ 18, 577. 87 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914------------------------------- 10, 000. 00 Amount available for fiscal year ending June 30, 1915------------- 28, 577. 87 Amount (estimated) required to be appropriated for completion of existing project ____--_._--------------- -- 1231, 500. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance_--------- 20, 000. 00 (See Appendix I I 5.) 6. Harbor at Ontonagon, Mich.2-In 1867 the Ontonagon River, which forms the harbor, had fairly deep water in it, but its mouth was obstructed by a bar which had but a depth of 73 feet over it. About one-half mile of the river is used for commercial purposes. Two parallel timber piers, one-half mile long and 250 feet apart, with dredging between them to a depth of 15 feet, form the entrance. It is situated on the south shore of Lake Superior, 144 miles east of Duluth. The minimum usable depth was originally 6 to 7 feet. Congress, by making an appropriation in the act of March 2, 1867, provided for the improvement of this harbor, and the project for se- curing 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. The original project was completed in 1889, and since then up to 1910 expenditures have been only for keeping a 12-foot channel open by dredging and for the repairs to the piers. The amount expended on original project 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 annu- ally for maintenance and an additional $1,000 annually for the main- tenance of the piers. 1 Exclusive of amount available for fiscal year 1915. 2 The records of the Duluth office show very little of the early history of this harbor. 3 The datum plane for these depths is not known, but the prevailing stage of lake was undoubtedly used. 1108 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The existing project with modifications provides 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, these depths to be secured by building parallel piers on either side of the mouth, extending to the 18-foot depth in Lake Superior, and by dredging. Estimated cost, $379,170. References to examination or survey reports and maps or plans (including project document.) Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. General improvement 1 2.......... ..... House... 80 Thirty-ninth.. Second.. 1867 17 Do...... ............... ......................................... .................. 31876 322 Estimate revision 2..................... ... ....... 1879 151 Do... .......................... ................ ........ 1886 1641 ...... ... _.... ..................... ...... .................... a1888 1820 ........ ........ ... ....... .. . "......... 1 1893 2677 .... ..................................... 1894 2027 -...- . ....... . .....- --...-........... . 1899 456 Harbor map............................ .... ........................... 1903 1814 .. .................. House. 444 Sixtieth..... First. 11908 647 General improvement 23................ ... do. d .. Second.. 602 Sixty-first.... 1910 747 Harbor map............................. ...... ............ ........ 1913........ 1No map. 2Basis of project adopted by Congress. 3 Contains map. Operations for the fiscal year consisted in dredging shoals in the entrance channels for maintenance, 12,547 cubic yards at 182 cents, and 41,198 cubic yards at 192o cents, making a total amount of 53,745 cubic yards at a cost of $10,519.60. This work was done under an emergency contract. The improvement contemplated under the last modification of the project authorized June 25, 1910, is about 90 per cent completed, and for about one-third of the estimated cost. This difference is owing to the absence of expected shoaling (see H. Doc. No. 602, 61st Cong., 2d sess., p. 14) and to an abnormally low price for dredging (114 cents in 1911) under sharp competition. The amount expended on the last-named project to June 30, 1914, is $34,917.93, of which $30,657.93 was for maintenance. The total expenditure under all projects for the improvement of this harbor to June 30, 1914, is $432,935.91, of which $143,874.67 was for maintenance. The proportion of the entire approved project accomplished up to June 30, 1914, is more than 99 per cent. But little remains now ex- cept maintenance. The maximum draft that can be carried June 30, 1914, at low- water datum over the shoalest part of the locality under improve- ment is about 8 feet. Dredging just completed, however, has given an available depth of 15 to 17 feet over most all of the projected channel. The datum plane to which depths are referred at this harbor and for the entire Duluth district is low-water datum, which is a mean low-water level. This plane of reference is fixed by per- fYIVER AND 1ARBOR IMPROVEMENTS. 1109 'manent bench marks. The usual variation of water level extends from 0 to +1 foot above low-water datum. The total length of improved channel is about three-quarters of a mile, varying in width from 75 feet to 150 feet. These improvements extend slightly over one-half mile inside the end of the piers. The river is navigable for small gasoline or row boats for about 1 mile above the improved section. In 1867 there were 449 arrivals and departures, with 5,000 short tons of cargo, and in 1913 there were 184 arrivals and departures, with 8,525 short tons of cargo, valued at $120,609. The commerce of this port since the commencement of operations by the United States is estimated at 1,039,909 short tons, valued at $50,007,766. The amount of freight received and shipped in 1913 was 189 per cent more than in 1912, and in value of freight it was 189 per cent more than 1912. The total expenditures by the Government for this harbor to date are about four-fifths of 1 per cent of the value of the vessel freight re- ceived and shipped during the period covered by these expenditures. The annual cost of maintenance of Government operations at this, harbor, consisting of repairs, removal of shoals, and administration, is approximately $2,997.39. Effect of project on freight rates: The estimated saving in cost of' transportation by water over that by rail is $1.90 per ton, or $16,198; for the lake commerce of this port in 1913. As the former condition of the river was unsuited to navigation, this saving in freight rates may be considered as effected by the United States improvements. The amount recommended for expenditure in fiscal year ending June 30, 1916, is entirely for maintenance. It is intended to spend more during the coming season for pier repairs than has been done during the past few years due to the very dilapidated condition of the timber in the superstructure. Amount expended during the fiscal year: From specific ----- appropriations_______________ $9, 241. 11 From general appropriation " Emergencies in river and harbor works," act of Mar. 4, 1913---- ----------------------- 2, 498. 69 Total expenditures___----- ------------------------- 11, 739. 80 July 1, 1913, balance unexpended ______-------------------- 11, 331. 89 Amount allotted from appropriation for emergencies in river and harbor works, act Mar. 4, 1913___ 7, 175. 00 18, 506. 89 June 30, 1914, amount expended during fiscal year, for mainten- ance of improvement__ ___-------------------- 11, 739. 80 July 1, 1914, balance unexpended 767. 09 6,6___________------------- July 1, 1914, outstanding liabilities--------------------------- 5, 888. 82 July 1, 1914, balance available_______-------------------- 878. 27 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_--------------------------------- 10, 000.00 Amount available for fiscal year ending June 30, 1915 ..---------- 10, 878. 27 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement __.-----------__. 110, 000. 00 (See Appendix I I 6.) 1Exclusive of amount available for fiscal year 1915. 1110 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 7. Keweenaw Waterway, Mich.-This is a navigable channel, 25 miles long, partly natural and partly artificial, across Keweenaw Point, a peninsula on the south shore of Lake Superior lying about midway between Sault Ste. Marie and Duluth. This work was formerly reported on as the Portage Lake and Lake Superior Canals, across Keweenaw Point, Mich. 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 based on report of a board of engineers, dated December 22, 1886, adopted January 24, 1887, and printed in House Document No. 105, Forty-ninth Congress, second session (see Chief of Engineers Report for 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- plete 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. Estimated cost, $1,295,000; total expenditures, $1,340,237.68, of which $40,806.29 was for maintenance. The project for "Waterway across Keweenaw Point, Mich.," 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 per- taining to the present canal property, at an estimated cost of $210,000, subject to the condition that the land needed shall be acquired at reasonable cost, either by purchase or condemnation. Expenditures under this project to June 30, 1914, $33,014.92. The existing project with its modifications consists of the original 16-foot project of 1887 modified to a 20-foot project in 1898 and the additional harbor of refuge adopted June 25, 1910, all as shown im- mediately preceding at a total estimated cost of $1,505,000. RIVER AND HARBOR IMPROVEMENTS. 1111 References to examination or survey reports and maps or plans (including .project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Portage Lake Canal entrance and harbor ............ ....... ................. 11879 155 of refuge. 1 1880 1925 Portage Lake sand deposits.................................... ........ 1 1883 1696 Harbor lines and general improvement 2 3. House... 105 Forty-ninth... Second.. 1887 1971 1 1889 2027 General improvement 23 ............... House... 200 Fifty-first.... Second.. 1891 2519 Do.2 3- - .. "21893 2682 Do............. ........ ...... ........ .......... .......................... 1895 2562 Do. ........ ... .... ............ I ....... ................ 1 1896 2364 Do.1.............................................................1 1899 2723 Harbor map............................ ............ ................... .... 2 1903 1816 Harbor of refuge, vicinity of Keweenaw House... 158 Fifty-ninth..... First... 1906 579 Point.1 Harbor of refuge at eastern entrance 2 3.... do.....325 ... do..... Sixtieth-........ 1909 676 Enlarging Stilling Basin2 at west end, in- ... do..... 40 Sixty-second.. ...do... 1910 749 crease harbor of refuge. Harbor map 2............................ ....... .. .. 1913. Princess Point cut-off 2 3 .. .. House... 835 Sixty-third.. Second.............. 1 No map. 2Contains map. i Basis of project adopted by Congress. Operations during fiscal year.-These consisted in dredging for the Portage River harbor of refuge at a contract cost, including inspection, of $27,466.94. Besides the above the Government plant was employed taking out the revetment above cut 1 and the old Edgerton Dock at a cost for hired labor of $330.61. Total, $27,797.55. The usual amount of survey work was carried on. The total amount expended on the original project and its modifi- cations up to the close of the fiscal year ending June 30, 1914, not including outstanding liabilities, was $1,373,252.60, of which about $40,806.29 was expended for maintenance. The original 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 esti- mated cost of the larger project. The original channel was narrow and with depth of only 13 feet. 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. The maximum draft that can be carried June 30, 1914, 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. This datum is a mean low stage of water, and has been referred to permanent bench marks. During the navigation season of 191.3 the commerce through the waterway amounted to 1,200,313 short tons of freight, valued at $50,894,518. There were also 12,743 passengers carried. This commerce is the through commerce of the waterway only. The local commerce, or commerce between ports within the water- 1112 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. way and points outside, amounted to 1,060,247 short tons, valued at $21,655,816. Previous to 1907 the through and local commerce was combined, therefore no comparison is made of the commerce of 1913 with previous years. There was also a small local business between the ports on the waterway (Houghton, Hancock, Dollar Bay, Lake Linden, Hubbel, and Chassell) not included in the foregoing, the amout of which is not known. The total expenditures by the Government for this waterway to date are one-sixth of 1 per cent of the value of the through and local vessel freight of this waterway during the period covered by these expenditures. The annual cost of maintenance of Government operations at this harbor, consisting of repairs, removal of shoals, and administration, is approximately $16,472.96. Effect of project on freight rates: Based on the above commerce (of the local ports on this waterway) the estimated saving of $1.90 per ton in freight rates by water over railroad rates for the year 1913 amounts to $2,014,469. This business would not be possible ex- cept for the improvements 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. See diagram in appendix showing movement of freight through waterway and accompanying remarks concerning same. It is proposed to expend the appropriation recommended for the fiscal year ending June 30, 1916, for work of improvement, in exca- vating the basin, building the mooring pier, and completing the Portage River harbor of refuge. July 1, 1913, balance unexpended_-_--_---- ___________ ____ $32, 411. 99 Nov. 22, 1913, sale of piles----------------------------------- 107. 64 32, 519. 63 June 30, 1914, amount expended during fiscal year: For works of improvement------------------- $29, 480. 33 For maintenance of improvement --------- __ _ 946. 58 30, 426. 91 July 1, 1914, balance unexpended ----------------------- 2, 092. 72 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 -------------------------------- 75, 000. 00 Amount available for fiscal year ending June 30, 1915----------- 77, 092. 72 Amount (estimated) required to be appropriated for completion of existing project ---------- 1100, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement------------------_ -1100,000. 00 (See Appendix II 7.) 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1113 8. Operating and care of waterway across Keweenaw Point from Keweenaw Bay to Lake Superior, Mich.-During the fiscal year end- ing June 30, 1914, the sum of $20,280 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 and the revetments, in superintendence and general operation of the canals, guarding against encroachments on the channels by private parties and corporations, on surveys and mapping of the waterway, and the collection of commercial statistics. Additional details are given in the district officer's report, Appendix II7. An allotment of $34,500 from the same source and for the same purpose has been made for the fiscal year ending June 30, 1915. To June 30, 1914, $338,071.74 had been expended on this work. For further details, see report on this work by the district officer. (See Appendix I I 7.) 9. Harbor at Marquette, Mich.-This harbor is a bay about 2 miles across the opening and 1 mile deep, which had a natural depth of 18 feet or more at mean low water, and afforded no protection to ves- sels from easterly or northeasterly storms. The harbor is situated on the south shore of Lake Superior, 158 miles west of Sault Ste. Marie and 258 miles east of Duluth. Projects were approved in 1867 (see Report of Chief of Engineers, 1866, III, 8; IV, 81) and 1889; project submitted March 12. 1889, approved by Chief of Engineers April 18, 1889, for the construction of a breakwater composed of cribs filled with rock and projecting from the shore into the bay a distance of 3,000 feet. This break- water was finished in 1894 practically as projected, but since its com- mencement 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 by the Chief of Engineers February 27, 1890. Its estimated cost was $232,936.71. 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. 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. 1114 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The river and harbor act of February 27, 1911, made an appro- priation of $88,000, and authorized continuing contracts in the fur- ther sum of $311,000 for completion of the project. The existing project, with modifications, provides for the construc- tion of a breakwater composed of cribs filled with rock and project- ing in a southerly direction from the shore into the bay a distance of 3,000 feet (estimated cost, $506,129.58), and for a concrete super- structure to same ($232,936.71); also for an extension to the break- water for a distance of 1,500 feet in a southeasterly direction, to consist of timber cribs resting upon a rubble mound embankment, with a concrete superstructure, in accordance with a plan designated as type 2, described in House Document No. 573, Sixty-first Congress, second session; also for the removal of a shoal in the northerly por- tion of the harbor ($489,000). Total estimated cost, $1,228,066.29. References to examination or survey reports and maps or plans (including project documents.) Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Lake survey and general improvement 1 I Do..........-- .....-- . . .... .. . .............................. .. . .. . .. . . . .......... .. . 21866 1867 ... .. 8,81 53,566 . . . . . . .. . Harbor lines and modifications 1..... .......... ..... ..... ..........21889 2027 Revision of estimate 1.... ........... ..................... ................ ......... 1890 2301 Do............................................................................................... 1891 2506 1899 2715 Harbor map .......... .... .......................................... - 1903 1822 General improvement, 3 additional harbor House... 161 Fifty-eighth .. Second.. 1904 2786 of refuge 1 Extension of breakwater and dredging ... do.... 573 ... Sixty-first..... do.... 81910 757 inner end of harbor.l 8 3 . . . . .. . . . . . .. . . . .. ... . . . . . . . .. .. . .. .. . .. . . . . .. . . . . . . . . .. .. . 1911 2291 Harbor map - ....... 1 Basis of project adopted by Congress. 2No map. 8Contains map. Dredging for the removal of the shoal in the northern part of the harbor was completed in accordance with the project in the year end- ing June 30, 1911, as further described in annual report for 1911, page 808. Operations for the fiscal year consisted in a continuation of the construction of the foundation rock embankment for the 1,500-foot extension to the breakwater. The embankment was completed to its full height and length, but the slopes of the outer 275 feet still require filling out and riprapping. A total of 36,081 tons of rock was put in place during the fiscal year at a contract cost of $47,729.91. (Details in appendix. Description of work in H. Doc. No. 573, 61st Cong., 2d sess.) The foregoing is work of improvement. Minor repairs to the south end of the breakwater were made during the month of May, 1914, at a cost of $10.39, with Government plant and hired labor. The total expenditures under the project for concrete superstruct- ure and breakwater extension to June 30, 1914, was $359,390.04, of which $32,102.62 was for maintenance. RIVER AND HARBOR IMPROVEMENTS. 1115 The total amount of expenditures under all projects to June 30, 1914, was $829,122.48, of which $79,075.86 was for maintenance. The operations so far executed at this harbor have afforded ma- terial protection to the ore, coal, lumber, and commercial wharves from storms, removed obstructing shoals, and thus facilitated the transaction of a large commerce. The proportion of the approved project accomplished to date is 71 per cent. Vessels drawing 20 feet of water can navigate any portion of the harbor under improvement June 30, 1914. The usual variation of water level extends from 0 to +1 foot above low-water datum, this plane of reference being a mean low-water level. It is referred to permanent bench marks. The area protected wholly or in part by the breakwater is about 200 acres. 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 327 arrivals and clearances in 1913, carry- ing 1,852,229 short tons, valued at $6,192,889. The total commerce from 1867 to 1913, inclusive, is estimated at 34,447,105 short tons, valued at $178,910,570. 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. 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 1,047 arrivals and clearances in the calendar year 1913, with 2,932,001 registered tonnage, and 4,258,991 short tons of freight re- ceived and shipped, valued at $12,666,358. The total commerce of these two ports from the commencement of Government improvements in 1867 to 1913, inclusive, is estimated at 62,544,071 short tons, valued at $257,219,085. The annual cost of maintenance of Government operations at this harbor, consisting of repairs, removal of shoals, and administration, is approximately $1,647.41. Effect of project on freight rates.-Taking the estimated saving in cost of transportation by water over that by rail as $1.90 per ton, as per table 3 of this report, and the amount of vessel freight in 1913 as 1,852,229 tons (exclusive of the business done at Marquette Bay), makes a total saving of $3,519,235 for the one year. This may be said to have been effected by Government improvements, as lake com- merce could not otherwise be transacted at that locality. The appropriation of $211,000 in the present sundry civil bill and the additional appropriation recommended for the year 1916 will be expended in continuing construction of the 1,500-foot exten- sion to the breakwater. For details of this estimate see page 2741, Appendix II, Chief of Engineers' Annual Report for 1913. 1116 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended --------------- -------- $132, 205. 82 Settlement by Title Guaranty & Surety Co. on F. L. McDonald bond, Dec. 27, 1913 __------------_________ -- - ________ 15, 000. 00 Sale of rails, June 26, 1914___--..-.-- __--------------------- 453. 60 147, 659. 42 June 30, 1914, amount expended during fiscal year: For works of improvement--_-------------- $73, 718.01 For maintenance of improvement__---------- 2, 000. 00 75, 718. 01 July 1, 1914, balance unexpended __--- ______------______ 71, 941.41 ....-- July 1, 1914, outstanding liabilities-----------__- ------ _ 25.00 July 1, 1914, balance available - .----------------------- 71, 916. 41 Amount appropriated by sundry civil act approved Aug. 1, 1914____ 211, 000. 00 Amount available for fiscal year ending June 30, 1915--- -------- 282, 916.41 Amount of continuing-contract authorization, act of Feb. 27, 1911__ 311, 000.00 .. Amount appropriated under such authorization___________ _ 211, 000. 00 Amount yet to be appropriated_ ----- ____-- -- __-- _ 100, 000. 00 Amount (estimated) required to be appropriated for completion of existing project -------------------------------- 1100, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement______-1-------____----12100, 000. 00 (See Appendix I I 8.) 10. Harbor of refuge, Marquette Bay, Mich.-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 there- from. The bay is about li 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 a 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. 1 Exclusive of amount available for fiscal year 1915. 2 This estimate is for appropriation in the next sundry civil act for work under con- tinuing-contract authorization, provided by the river and harbor act of 1911. RIVER AND HARBOR IMPROVEMENTS. 1117 The existing project with modifications is to build a breakwater 1,000 feet in length off Presque Isle Point and for connecting this breakwater with the shore. Estimated cost, $57,500. No estimate for rnaintenance. The project has been completed. No additional work is proposed except for maintenance. References to examination or survey reports and maps or plans (including project documents.) Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Breakwater for generaldmnprovement 12.... House... 318 Fifty-fourth... First.... 1896 307,2385 Shore extension 2.................. .................. .. ............ .. 1903 474 Harbor map a ....... ...... ........... ..... ..... ........... 1903 1823 Do ................................... . ............. ... 1913 ........ 1No map. 2 Basis of project adopted by Congress. 8 Contains map. Preparatory arrangements have been made and the material pur- chased for redecking part of the breakwater during the present season. The total amount expended on the project up to the close of the fiscal year ending June 30, 1914, not including outstanding liabilities, was $59,989.04, of which $4,932.70 was expended for maintenance. The work done has enabled vessels to lie at the ore piers and other docks in the vicinity in ordinary weather and moderate storms, and shipping has increased greatly. 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, this plane of reference being a mean low-water level. It is referred to permanent bench marks. The lake commerce of this port in 1897 amounted to 1,100 arrivals and departures, with 1,095,243 short tons of freight. In 1913 the lake commerce amounted to 720 arrivals and departures, with 2,406,762 short tons of freight, valued at $6,473,469. The total commerce from 1897 to 1913, inclusive, is estimated at 28,096,966 short tons, valued at $78,308,515. The total expenditures by the Government for this harbor to date are less than one-twelfth of 1 per cent of the value of the vessel freight received and shipped during the period covered by these expenditures. This port, though designated a harbor of refuge, has seldom, if ever, been used for such a purpose, as it lies only 3 miles from Mar- quette, a much more protected harbor. It is essentially a shipping point, pure and simple. The annual cost of maintenance of Government operations at this harbor, consisting,of repairs and administration, is approximately $274.04. Effect of project on freight rates.-The saving in cost of transporta- tion by water of 1913 freight over the cost by rail, at the estimated 1118 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. figure of $1.90 per ton, as in Table 3 of this report, amounts to $4,572,848. No additional funds are needed, and it is proposed to expend the available balance on repairs to breakwater, for general maintenance, and administration. July 1, 1913, balance unexpended-------------------------- $9, 100. 87 June 30, 1914, amount expended during fiscal year for maintenance of improvement------------------------------------- 1, 589. 91 July 1, 1914, balance unexpended ---- - -- ----- 7, 510. 96 July 1, 1914, outstanding liabilities---------------------------1, 325.17 July 1, 1914, balance available------------------------------- 6, 185. 79 (See Appendix I I 9.) 11. Harbor of refuge at Grand Marais, Mich.-Originally the en- trance to this harbor was obstructed by a bar having a depth of but 9 feet of water upon it at low water. It is a deep-water bay, well protected from storms, having a length of 11 miles, width of three- eighths mile, an area of 240 acres, and a depth of 18 to 57 feet. As a harbor of refuge it is of pressing importance to the mariners navi- gating the Lakes in this vicinity, as the many wrecks in this neighbor- hood bear witness. This harbor is situated on the south shore of Lake Superior, 313 miles east of Duluth and 90 miles west of Sault Ste. Marie, Mich. The minimum usable depth at low-water datum was about 9 feet. The project for its improvement, submitted by a board of engi- neers, dated July 18, 1881, adopted by Secretary of War August 5, 1881 (see Annual Report of the Chief of Engineers for 1881, p. 2038), 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 build- ing parallel piers 500 feet apart, projecting into the lake to a depth of 22 feet, and dredging out an 18-foot channel between them, con- necting the deep water of the lake with that of the harbor. The proposed length of each pier was 1,800 feet. The west pier has now reached a length of 1,912 feet, the east pier 1,545 feet. The estimated cost of this project was $450,000. The amount ex- pended on the original project was $404,598.32. The original project was modified December 21, 1894, by closing up the natural entrance, 5,770 feet in width, by a solid pile dike, driven with a slope toward the waves and strongly braced. This dike was built in 1895-1897 to close the natural entrance, to protect the harbor from storms, and to 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 existing project with modifications is for 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, 5,770 feet in width, by a solid pile dike. Estimated cost of project, $484,000. RIVER AND HARBOR IMPROVEMENTS. 1119 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate.. General improvement 1............... ............. ......... 21881 2038 2053 Lake survey............. . ......... ....... ............................ 21871 37,129, 131 ........................................ 1888 1834 Minor surveys.......... ......................... .. . ............ ............ ........ 31889 2024 Do.................. .......... .. .................................. 1890 2304 Do........................ .................... ..................... .......... 31893 2689 Do.................................... ............ ................ .......... a1894 2087 Minor surveys, pile dike addition 1........... . ........ ................ ..... 31895 2577 Minor survey.-.................................................. ............................ 21903 1826 Maintenance by dredging alone 1......... .......... ...... .............. .......... 1909 682 Harbor map ..... ................ ........ ............................. 1913 ........ 1Basis of project adopted by Congress. 2Contains map. 3 No map. Dredging for the removal of shoals was done during the fiscal year as follows: In July, 1913, 47,313 yards, at a contract cost of $8,043.21. Slight repairs to the piers were made at a cost for labor of $7. This work was for maintenance. No work of improvement was done. The amount expended on the project up to the close of the fiscal year ending June 30, 1914, not including outstanding liabilities, was $525,271.63, of which $169,386.34 was expended for maintenance. The annual cost of maintenance of Government operations at this harbor, consisting of repairs, removal of shoals, and administration, is approximately $4,839.61. The original project, with its modifications, is about 75 per cent completed, but it is possible that the work will be left in its present shape if the project for maintenance in its present condition proves satisfactory. The commerce is declining, with the exhaustion of the pine timber, but the harbor is very useful for refuge purposes, it being the only harbor in a 90-mile stretch along a coast much subject to shipwrecks. Because of a bar which has formed in the lake approach to the harbor the maximum draft that can be carried into the harbor June 30, 1914, is 13.2 feet. The usual variation of water level extends from 0 to 1 foot above low-water datum, this plane of reference being a mean low-water level which is 601.75 feet above mean tide at New York. It is re- ferred to permanent bench marks. The dredged channel is about one-half mile in length. 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 1913 there were 540 arrivals and clearances, with 333 short tons valued at $49,084, showing a decrease of 87 per cent in freight and a decrease of 73 per cent in valuation from 1912. The total commerce from 1880 to 1913, inclusive, is estimated at 1,508,193 short tons, valued at $26,886,612. 1120 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. Effect of project on freight rates.-Since October, 1910, there have been no rail connections at this harbor on account of the discon- tinuance of the operation of the Manistique Railway, a logging road. The only means of transportation at present is by water, and for this reason no comparison can be made with railroad charges. The amount recommended for expenditure in the fiscal year end- ing June 30, 1916, will be applied to maintenance, in the removal of shoals, administration, and contingencies. July 1, 1913, balance unexpended------------------------------- $44, 508. 95 June 30, 1914, amount expended during fiscal year, for maintenance of improvement --------------------------- 14, 057. 26 ----------- July 1, 1914, balance unexpended_-------____-_____ 30, 451. 69 Amount (estimated) required to be appropriated for completion of existing project __--________ -____ __-_______________- 145, 401. 68 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_ .--- -- 2------------ 110, 000. 00 (See Appendix I I 10.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations and surveys required by the river and harbor acts of July 25, 1912, and March 4, 1913, 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 Con- gress and printed in documents as indicated. 1. Preliminary examination of St. Louis River, Minn. and Wis., with a view to redredging the artificial channel in said river from the foot of Peterson Islands, near Fond du Lac, to Dubray Creek.- Report dated May 13, 1913, with map, is printed in House Document No. 162, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 2. Preliminary examination of harbor at Duluth, Minn., and Su- perior, Wis., with a view to extending the 20-foot channel up the St. Louis River to Commonwealth Avenue, New Duluth, including a channel of the same depth on the south and east sides of Big Island.- Report dated May 14, 1913, with map, is printed in House Document No. 184, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 3. Preliminary examination and survey of Siskiwit River, Wis., on Lake Superior.-Reports dated October 31, 1912, and June 20, 1913, with map, are printed in House Document No. 240, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 1 Exclusive of balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1121 4. Preliminaryexamination of Brule Harbor,Wis., with a view to its improvement for minor lake craft.-Report dated October 30, 1912, with map, is printed in House Document No. 241, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 5. Preliminary examination and survey of Keweenaw Waterway, Portage Lake Ship Canal, Mich., with a view to making a cut-off at Princess Point.--Reports dated May 1 and September 10, 1913, with map, are printed in House Document No. 835, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $138,000 is presented. IMPROVEMENT OF RIVERS AND HARBORS IN THE MILWAUKEE, WIS., DISTRICT. This district was in the charge of Maj. H. B. Ferguson, Corps of Engineers. Division engineer, Col. J. G. Warren, Corps of Engineers. General statement with reference to datum plane at all harbors in the Milwaukee, Wis., district.-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, Mich.-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 Gov- ernment. Manistique is about 65 miles northwestly from Charle- voix, Mich., and about 97- miles northeasterly from Sturgeon Bay Canal. 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 existing 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. 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 providing a stilling basin, and in extending the east break- water about 90 feet farther westward than at first provided and increasing the depth of channel to 20 feet; estimated cost, $338,462. Neither of the foregoing estimates includes the acquisition of land and existing structures required in conhection with the proposed work, which have been transferred to the United States without expense. The existing project as modified provides for the construction of a west pier 1,480 feet long, of which 1,000 feet consists of timber cribs on stone foundation and the remainder of pile pier, connecting the cribs with the shore; of an east pier extending from the easterly 0 60993 -ENG 1914-71 1122 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. end of old breakwater to shore, about 940 feet long, of which 300 feet consists of timber cribs on stone foundation and the remainder of pile pier; of an extension to the breakwater at its westerly end of 400 feet, consisting of timber cribs on stone foundation, all piers and breakwater extension to be provided with concrete superstructure; concrete superstructure on about 423 feet of old breakwater; about 400 feet of plank crib revetment on the westerly side of the mouth of the Manistique River; and a channel 20 feet deep. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth of Manistique River......................... ..... .............. 11873 254 Project of 1880...................... .... Senate.. 2 32 Forty-sixth.. Second.. 1 1880 1931 Project of 1905 3................ . . . ........ House... 2429 Fifty-eighth... ... do..... 1 1904 2869 Modification of 1907 ........ .......... ...... ........ ..................... ......... 2 1908 1942 Work under contract................ .......... ..... .. .. .. ....... ..... 2 1911 2304 2 1 No maps. Contains maps. 3 Basis of project adopted by Congress. The expenditures during the fiscal year ($42,884.54) have been for pier construction, concrete superstructure on old breakwater, for construction of new dredge and dump scows, for repairs of plant, and for general supervision. The amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1914, was $232,103.85, of which amount $7,742 was applied to maintenance. Of this amount $6 was derived from miscellaneous sources. The outstanding liabilities at the close of fiscal year ending June 30, 1914, was $290.60. The total amount expended on all projects to the end of the fiscal year 1914 is $236,058.90. About 85 per cent of the approved project has been accomplished. The building of east pier connecting the breakwater with the shore, and the extension of the breakwater, together with the construction of the west pier has resulted in a marked increased protection to the harbor. The maximum draft that could be carried June 30, 1914, was about 19 feet. The usual mean annual variation of level of water surface is about 1 foot. A dam across the Manistique River, located about 1 mile from the mouth of the harbor, constitutes the head of navigation. Commercial statisticsfor 1913.-Total number of vessels, 413; ship- ments and receipts, 254,413 short tons; approximate valuation, $5,294,800. There has been a slight decrease in the number of vessels during the calendar year 1913, and shipments and receipts have decreased about 112 per cent. 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. RIVER AND HARBOR IMPROVEMENTS. 1123 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 completing the project, the funds now available being sufficient for that purpose. The method of doing the work accomplished and proposed is by contract. July 1, 1913, balance unexpended __-.... ______ __- -__- $151, 293. 64 June 30, 1914, amount expended during fiscal year: For works of improvement _______ -- ________ --- _ $35, 142. 54 For maintenance of improvement __------______ 7, 742. 00 42, 884. 54 July 1, 1914, balance unexpended_- ----- -- ___ __-_______-108, 409. 10 July 1, 1914, outstanding liabilities ... __________________- -___ 290. 60 July 1, 1914, balance available__--___________________ ___ 108, 118. 50 July 1, 1914, amount covered by uncompleted contracts----------- 72, 402. 02 (See Appendix J J 1.) 2. Menominee Harbor and River, Mich. and Wis.-Prior to im- provement by the Government, all commerce was transacted over bridge piers extending into Green Bay. Menominee is about 48 miles northeasterly from the city of Green Bay, and about 24 miles westerly from Sturgeon Bay Canal. The harbor and river, which originally constituted two works, were consolidated by the act of June 13, 1902. The original depth of channel was about 5 feet, and no harbor existed at this place. (a) Harbor.-The original project, adopted in 1871, provided for two parallel piers, 400 feet apart, extending to the 16-foot contour in Green Bay, and for a channel 15 feet deep between them, modified as follows: 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 in the river to 20 feet, at an estimated cost of $60,000, and estimate of $7,500 annually for maintenance. The revised estimate of cost made in 1904 is $106,251.69, exclusive of $16,000 for upper 425 feet of river channel. 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 act of March 4, 1913, appropriated $24,000 for maintenance of the harbor and river, and provided that an amount not exceeding $16,000 may be expended for the improve- ment of that portion of said river above and to the westward of Ogden Street Bridge, in accordance with project of June 13, 1902. 1124 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The existing project, as modified, provides: (1) For an entrance channel between parallel piers 400 feet apart; (2) And for a river channel 200 feet wide extending from the inshore end of the entrance channel up the river for a distance of 6,000 feet; thence 100 feet wide for about 2,600 feet, thence 75 feet wide for about 425 feet, or to near the foot of Wells Street, Marinette, Wis. ; and (3) For a turning basin near the upper end of the river channel; basin to be 450 feet wide for a length of about 450 feet, thence diminishing to a width of 250 feet for a distance of about 600 feet; all channels and basin to be 20 feet deep at mean lake level (581.63 feet New York datum). References to examination or survey reports and maps or plans (including project documents). Congressional documents. Annual reports of chief of Engineers. Section covered. House or No. Congress. Session. Year. Part. Page. Senate. Project of 1874, harbor entrance.............. ............................ .......... 11876 II 334 1142 Do...... ................... ........................ 1 1878 ...... Do....................... ............. ........ ......... .......... 11881 .... 2060 Project of 1890, harbor and rivero... House... 234 Fifty-first..... First ... 1890 ...... 2394 Project of 1899, harbor entrance ....... do.. 2 86 Fifty-fourth... Second.. 11897 ...... 2751 Project of 1902, harbor and river 3.. ... do..... 2 419 Fifty-sixth.... First.... 1900 ...... 3739 Outer breakwater, preliminary ex- ... do..... 173 Sixtieth....... I..do.... ..... ........ amination. Increased depth and width of chan- ... do.... 2228 Sixty-third ... do..do................. nel. 1 No maps. 2Contains maps. 3 Basis of project adopted by Congress. The expenditures during the fiscal year ($5,445.52) have been for dredging, for construction and repairs of plant, and for general supervision. The work was done by hired labor and use of Govern- ment plant. The amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1914, was $81,748.32, of which amount $42,996.63 was applied to maintenance. Of this amount, $3,534.92 was derived from miscellaneous sources. The outstanding liabilities at the close of fiscal year ending June 30, 1914, were $19. The total amount expended on all projects to the end of the fiscal year 1914 is $430,507.24. The existing project is about 36 per cent completed. Entrance channel is completed; river channel is completed to 20 feet deep and 200 feet wide for distance o(f 3,800 feet, and to 18 feet deep and 60 feet wide to the turning basin, which was widened to 300 feet for the same depth. No dredging has been done for the upper 425 feet. The maximum draft that could be carried June 30, 1914, over the shoalest part of the locality under improvement was about 182 feet. The mean annual variation of level of water surface is about 1 foot. The Menominee River is navigable for a distance of about 2 miles from its mouth. RIVER AND HARBOR IMPROVE1IMENTS. 1125 Commercial statistics for 1913.-Menominee, Mich., and Marinette, Wis.: Total number of vessels, 1,554; shipments and receipts, 470,200 short tons; approximate valuation, $9,395,074. There was an increase of 174 in the number of vessels during the calendar year 1913, but shipments and receipts decreased nearly 10 per cent, and the receipts of coal were nearly 3 per cent less. 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 expend the amount recommended for expenditure in fiscal year ending June 30, 1916, in repairs of piers and dredging for restoration of channel. July 1, 1913, balance unexpended___________________________-_ $29, 893. 20 June 30, 1914, amount expended during fiscal year: For works of improvement_________________________ $500. 00 For maintenance of improvement________________ 4, 945. 52 5, 445. 52 July 1, 1914, balance unexpended_______________________ _____ 24, 447. 68 July 1, 1914, outstanding liabilities ................ ___...... ... 19. 00 July 1, 1914, balance available _______________ 24, 428. 68 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_ .....-- __ _--- 1g7, 500.00 (See Appendix J J 2.) 3. Oconto Harbor, Wis.-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. Prior to improvement by the Government all commerce was transacted over a bridge pier. Oconto is aboit 25 miles northwesterly from Menominee and about 31 miles northeasterly from the city of Green Bay. 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 ex- tending up the Oconto River a distance of about 2 miles, at an esti- mated 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 17 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. Esti- mated 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 1 Exclusive of the balance unexpended July 1, 1914. 1126 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. There has been no modification of this project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth of Oconto River ......... ......................... 1 1871 120 Month of Oconto River to city of Oconto.. ......... ............................ 11880 1973 Do........... ....................... .................. 11881 2062 Project of 1882......... ................................ ... ...... ..... ....... .... 11883 1644 Do............................ .................. ................... 21884 1840 Do.........................................-- .................................................. 21888 1840 Increasing depth to 16 feet, preliminary ................................... 11889 2106 examination. Do................. .... ..... . House... 1 54 Fifty-third.... Third... 11895 2681 Increasing depth to 16 feet, survey..... .... do..... 2223 Fifty-fourth. First.... 11896 2560 Increasing depth, preliminary examina- I...do ..... 50 Fifty-sixth.... ... do..... 1 1900 3745 tion. Report of Board of Engineers for Rivers ...... .... .. .. .......... . .......... 11903 1836 and Harbors. Increasing depth to 16 and 18 feet, prelimi- House... 1161 Fifty-ninth.... First............ nary examination. I Existing project 3......................... ... do.... 2 538 Sixty-first..... Second......... 2 1 No maps. Contains maps. 8 Basis of project adopted by Congress. The expenditures during the fiscal year ($1,616.06) have been for repairs of south pier, for soundings, and for general supervision. The method of doing the work was by hired labor and use of Gov- ernment plant. The total amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1914, was $48,350.19, of which amount $2,165.94 was applied to maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $141,080.84. The existing project was completed in May, 1912. The depth of river channel between the turning basin and the city of Oconto is being increased by the city, but no continuous channel is yet available. The depth between the piers has been increased to 16 feet. The basin has been deepened to 16 feet, but subsequent shoaling has reduced this depth to a minimum of about 8 feet. A maximum draft of about 14 feet can be carried up to the inner ends of the piers, and vessels drawing 8 feet could probably cross the shoal at entrance to basin. 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 RIVER AND HARBOR IMPROVEMENTS. 1127 of about 2 miles from its mouth, which is being increased by the city of Oconto to 16 feet. Commercial statistics for 1913.-Total number of vessels, 15; ship- ments and receipts, 312 short tons; approximate valuation, $7,970. The commerce is insignificant and shows a decrease for the calendar year 1913. It is believed that the project may possibly have an effect in con- trolling freight rates on bulk commodities, such as lumber, coal, and grain, locally. As the city of Oconto is required to maintain the depth in all chan- nels dredged by the United States for a period of five years, the only expenditures will be for minor repairs, for soundings, and for general supervision, and the available balance is sufficient for that purpose. July 1, 1913, balance unexpended________________________ $28, 265. 87 June 30, 1914, amount expended during fiscal year for maintenance of improvement ---------------------------------------- 1, 616. 06 July 1, 1914, balance unexpended____---------- __------- 26, 649. 81 July 1, 1914, outstanding liabilities-- -__-_____--_______- 821. 44 July 1, 1914, balance available_ ---------- _ --------- __---- 25, 828. 37 (See Appendix J J 3.) 4. Green Bay Harbor, Wis.-This work consists of two improved channels-first, from the mouth of Fox River northerly to the 21-foot contour in Green Bay, a distance of about 4 miles; second, Fox River below Depere to the southerly limits of the city of Green Bay, a dis- tance of about 4 miles. The intervening pool in Fox River, connect- ing these channels, has a natural depth of from 25 to 40 feet and requires no improvement. The outer channel was originally cir- cuitous and narrow, with an available depth of 11 feet. The original navigable depth of the inner channel was also 11 feet. The city of Green Bay is located at the head of Green Bay and is about 48 miles southwesterly from Menominee, Mich. 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, modi- fied 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 fol- lows: 1896, increasing depth to 17 feet. The total amount expended on original and modified projects is $405,945.18. The existing project, adopted by act approved June 13, 1902, pro- vides for increasing the depth of the outer channel to 20 feet, at an estimated cost of $105,600. It also provides for maintenance of exist- ing works. There has been no modification of the existing project since its adoption. 1128 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Project of 1866.... . .............. .............. ... ..... .. ......... ... 1 1867 69 Project of 1874................................... ... ............ ..........- 21876 338 Do............ .... ............... ............ ...................... ......... 21878 1144 From lighthouse to first bridge across Fox House... 122 Fifty-second.. Second.. 2 1893 2778 River. Project of 1892 . ...................... .. ..... ............... ... ............... .......... 1894 2054 Project of 1902 8 ........................... House.. 2232 Fifty-sixth... First.... 1 1900 3747 2 1No maps. Contains maps. * Basis of project adopted by Congress. The expenditures during the fiscal year ($10,355.75) have been for soundings, for establishment of harbor lines, for construction of new dredge and dump scows, and for general supervision. The method of doing the work was by hired labor and use of Government plant. The amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1914, was $184,599.33, of which amount $82,259.61 was applied to maintenance. Of this amount $3.63 was derived from miscellaneous sources. The total amount expended on all projects to the end of the fiscal year 1914 is $590,544.51. 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, 1914, was about 182 feet in the outer channel and 14 feet in the inner channel. The mean annual variation in level of water surface is about 1 foot. Connecting with the upper end of the inner channel at Depere, Wis., Fox River is navigable by canals and slack-water navigation to Portage, Wis., a distance of 156 miles. Commercial statistics for 1913.-Total number of vessels, 571; ship- ments and receipts, 863,439 short tons; approximate valuation, $10,748,461. There has been a decrease in the number of vessels during the cal- endar year 1913, but the total receipts and shipments increased nearly 152 per cent. The commerce of Green Bay is large and of a general character. Receipts of coal have increased during the calendar year 1913 about 9 per cent. 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. The funds now available are sufficient for maintenance of the har- bor to June 30, 1916. RIVER AND HARBOR IMPROVEMENTS. 1129 July 1, 1913, balance unexpended ---------------------------- $35, 945. 76 June 30, 1914, amount expended during fiscal year for maintenance of improvement ----------------------------------------10, 355. 75 July 1, 1914, balance unexpended___ ---------------------------- 25, 590. 01 July 1, 1914, outstanding liabilities------------------------------- 9. 28 July 1, 1914, balance available----------- ------------------- 25, 580. 73 (See Appendix J J 4.) 5. Depere Harbor, Wis.-The harbor of Depere is at the head of deep-water navigation on the Fox River. In its original 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. Depere is about 5 miles south of the city of Green Bay. 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 turn readily 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. Estimated cost, $11,500. There has been no modification of the existing project since its adoption. The expenditures during the fiscal year ($1,190.09) have been for construction of new dredge, soundings, and for general supervision. The amount expended on the work of the existing project up to the close of the fiscal year ending June 30, 1914, was $10,444.88, of which $3,026.66 was applied to maintenance. The approved project was completed in 1910. The maximum draft June 30, 1914, in the turning basin was 17 feet. The maximum draft that can be carried, as governed by the channel below the basin, is about 14 feet. The mean annual variation in level of water sur- face is about 1 foot. Commercial statistics for 1913.-Total number of vessels, 120; shipments and receipts, 46,161 short tons; approximate valuation, $228,379. While there has been a slight decrease in the number of vessels since 1912, shipments and receipts have increased nearly 43 per cent. It is believed that the project has a material effect in controlling freight rates. The funds now available are sufficient for maintenance of the harbor to June 30, 1916. July 1, 1913, balance unexpended --------------------------- $2, 245. 21 June 30, 1914, amount expended during fiscal year, for maintenance of improvement_. -------- ---------------------- 1,190. 09 July 1, 1914, balance unexpended---- ------------------------- 1, 055. 12 (See Appendix J J 5.) 6. Operating and care of Sturgeon Bay and Lake Michigan Ship Canal, WVis.-Under an allotment from the indefinite appropriation 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, 1914, $21,222.33. 1130 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The total amount expended to June 30, 1914, was $385,373.74, in- cluding $1,545.91 miscellaneous receipts. The outstanding liabilities at the close of fiscal year ending June 30, 1914, were $37.27. The operations during the fiscal year consisted in making necessary repairs to revetments and entrance piers, and to the buildings and plant pertaining to the canal, and in operating and caring for the canal in accordance with the approved project. The method of doing the work was by hired labor and use of Government plant. Navigation through the canal opened April 10, 1913, closed by ice December 31, 1913, and resumed April 16, 1914. The maximum draft that could be carried June 30, 1914, between Lake Michigan and Green Bay was about 19 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 1913.-Total number of vessels passing through the canal, 7,633; freight carried, 548,660 short tons; approxi- mate valuation, $12,331,535. There has been a considerable increase in the number of vessels during the calendar year 1913, but shipments and receipts have de- creased about 3 per cent. 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. (See Appendix J J 6.) 7. Algoma Harbor, Wis.-Previous to the improvement of this harbor the depth of water at the mouth of the Ahnapee River was only 3 feet, and there was no harbor at this place. Algoma is about 16 miles south of Sturgeon Bay Canal, and about 40 miles north of Manitowoc, Wis. The original project, adopted in 1870, provided for the formation of an outer harbor at the mouth of the Ahnapee River by pier con- struction and dredging, modified as follows: 1873, provided for a small harbor near mouth of river which might be utilized should the larger outer harbor ever be required; 1875, provided for extension of piers to 18-foot contour in Lake Michigan and the formation of a small inner harbor 100 feet wide and 13 feet deep extending from the highway bridge to the mouth of the river, a distance of about 1,000 feet; 1884, width of entrance increased to 200 feet by offset in each pier, main and detached piers to be connected 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 :ind its modifications to June 30, 1908, is $201,681.46, of which $8,687.96 was for maintenance. The existing project, adopted by act approved March 2, 1907, pro- vides for the construction of an outer harbor with a depth of 16 feet; estimated cost, $140,000, all of which has been appropriated. There has been no modification of this project since its adoption. RIVER AND HARBOR IMPROVEMENTS. 1131 References to examination or survey reports and maps or plans (including project documents). Congressional documents. Annual reports of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Part. Page. Outer harbor, project of 1870............... ... ... ........... ......... 11871 ...... 125 Project of 1875 ............................... ............. ....... 1876 II 350 Do ............. ... ... .......... ........ ........ ......... ........ 21879 .... 1510 Project of 1884.......... .......... . ........ .... ..... ........ ........ .... 21888.. . 1846 Extension of channel, rock House ...... 172 Fifty-fourth... Second.. 11897 ...... 2755 removal, project of 1899. Project of 1899............... ..................... ......... .. .......... 1903 .... 1848 Outer harbor, existing project 3.. House com- 1 20 Sixty-first..... Second.................. . . . . . . . . . . . . . . . . . . . mittee. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . Do.3 ........ 2 1908 ...... 1954 1No maps. 2Contains maps. 8 Basis of project adopted by Congress. The expenditures during the fiscal year ($8,747.61) have been for dredging, for maintenance of channel, for construction of new dredge and dump scows, repairs of plant, and general supervision. The method of doing the work was by hired labor and use of Government plant. The amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1914, was $133,213.97, of which $32,374.52 was applied to maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $334,895.43. The existing project has been completed. The maximum draft that could be carried June 30, 1914, was about 15 feet up to the Ahnapee & Western Railway warehouse and 14 feet to the wharf of the Merchants' Dock Co. 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 1913.-Total number of vessels, 136; shipments and receipts, 10,414 short tons; approximate valuation, $623,914. There has been a slight increase in the number of vessels, and ship- ments and receipts have increased about 5 per cent. The commerce benefited is entirely local. It is believed that the project has a considerable effect in controlling freight rates on coal and similar bulky articles. It also probably exercises a controlling effect on freight rates on general merchandise for local consumption. The funds now available are sufficient for maintenance of the harbor to June 30, 1916. ---------------------------- July 1, 1913, balance unexpended_ $23, 379. 47 June 30, 1914, amount expended during fiscal year, for maintenance of improvement----------- ------------------------------ 8, 747. 61 July 1, 1914, balance unexpended -------------------------------- 14, 631.86 July 1, 1914, amount covered by uncompleted contracts ---..-------.. 1, 071.00 (See Appendix J J 7.) 1132 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 8. Kewaunee Harbor, Wis.-The original entrance to the Kewau- nee 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. Originally there was no harbor at this place, and all commerce was transacted over bridge piers. Kewaunee is about 29 miles north of Manitowoc and about 26 miles south of Sturgeon Bay Canal. The original project adopted in 1881 provided 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 Lake Michigan. The amount expended on this project to June 30, 1914, was $225,545.02, of which amount $75,545.03 was for maintenance. Of this amount $671.31 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 cutting 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, at an estimated cost of $53,690. The act further provides that no expenditures shall be made under this project until the following conditions have been complied with: 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 sufii- ciently, a suitable revetment across the point between the old and present river channels. The river and harbor act of July 25, 1912, authorized that condi- tion No. 3 be waived in accordance with the report of the Board of Engineers for Rivers and Harbors, dated February 26, 1912, and printed in House Rivers and Harbors Committee Document No. 7, Sixty-second Congress, second session. There has been no other modification of this project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth of Kewaunee River ................ Senate.. 1175 Twenty-fifth.. Second........ ..... Do............. .... ........... ......... .... . .. ..... .. ............ .......... 1873 2 Project of 1881............................. House... 2 51 Forty-sixth... Third... 1 1881 2082 Do.................-- ... ......... .................................. - ............ 11888 1848 Do........................... ........ ........................ ............ 1 1893 2724 Do .............. .............................. ................................. 1897 2676 Harbor of refuge........................ House... 1362 Fifty-sixth.... First.... 21900 3752 Existing project, 20-foot depth 8.............do..... 1 324 Sixtieth ... do............ -..... . . Do..................................... .... (4) 27 Sixty-second.. Second.............. 1 Contains maps. 3 Basis of project adopted by Congress. s No maps. 4 House Rivers and Harbors Committee. RIVER AND HARBOR IMPROVEMENTS. 1133 As the conditions precedent to expenditure under existing project have not yet been complied with, the expenditures during the fiscal year ($788.71) have been made under the original project, and have been for repairs of plant and general supervision. The total amount expended on all projects to the end of the fiscal year 1914 is $225,545.02. The original project was completed in 1898 at a cost of about $150,000. Since then all expenditures have been for maintenance. As the city of Kewaunee has failed to comply with any of the conditions precedent, no work has been done under the present project. The funds appropriated will be applied to maintenance of the 15-foot project as needed from time to time. The maximum draft that could be carried June 30, 1914, 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 Kawaunee 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 1913.-Total number of vessels, 356; shipments and receipts, 172,116 short tons; appro'ximate valuation, $9,214,620. There has been a decrease in the number of vessels during the cal- endar year 1913, but shipments and receipts have increased about 3-k per cent. 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. The funds now available are sufficient for maintenance of the har- bor to June 30, 1916. July 1, 1913, balance unexpended-------------------------- $52, 635. 99 Amount received from sales ----------------------------- ------ 79. 01 52, 715. 00 June 30, 1914. amount expended during fiscal year, for maintenance of improvement------------------------------------------ 788. 71 July 1, 1914, balance unexpended ----------- ----------------- 51, 926. 29 (See Appendix J J 8.) 9. Two Rivers Harbor, Wis.--The original depth of the entrance to Twin Rivers was from 3 to 4 feet, and no harbor existed at this place. Two Rivers is about 52 miles northerly from Manitowoc and about 50 miles south of Sturgeon Bay Canal. 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 parallel piers extend- ing to the 19-foot contour and dredging between them, at an esti- mated 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 Congress, 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. 1134 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. There has been no modification of the existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. HouSenate. No. Congress. Session. Year. Part. Page. Project of1871.................................... ...... .................. 1871...... 111 Do..................... . .. ........ ............... ............... .......... 21876 II 364 Do..........................................................2 1878 ...... 1156 Do...... ............ .................. ... ........ ............. 2 1879 ...... 1512 Do..... .............. .................................... ...... 21881 ...... 2090 Do................ ...................... ...... .... .... .... ... 2 1893 ...... 2728 Increasing depth, preliminary House .... 1 45 Fifty-sixth.... First.... 1 1900 ...... 3759 examination. Projectof1897................. ........... ........... .... ....... 2 1903 ... 1850 Report of Wave Action Board.. House....... 1 62 Fifty-ninth.... First......... ............. channel,existing project 16-foot 2.....do . . 2730 ...do.........S d ... .... . .... Report of Board of Engineers for House com- 13 .....do......... Second.................. Rivers and Harbors. mittee. South stilling basin,preliminary House....... 21090 Sixty-second.. Third... ............. examination. 1Contains maps. 2 No maps. Basis of project adopted by Congress. The expenditures during the fiscal year ($10,779.62) have been .for dredging for maintenance of channel, for riprapping shore of stilling basin, for construction of new dredge and dump scows, and for general supervision. The method of doing the work was by hired labor and use of Government plant. The amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, was $105,344.48, of which $51,785.08 was applied to maintenance. The outstanding liabilities at the close of fiscal year ending June 30, 1914, were $125.58. The total amount expended on all projects to the end of the fiscal year 1914, is $352,957.83. The existing project was completed in 1909. Since then all ex- penditures have been for maintenance. The maximum draft that could be carried June 30, 1914, was about 16 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 1913.-Total number of vessels, 20; re- ceipts, 27,283 short tons; approximate valuation, $136,725. There has been a marked decrease in the number of vessels during the calendar year 1913, and shipments and receipts have decreased nearly 35 per cent. The commerce of this harbor is small in volume and of a local character. It is believed that the project has but little effect in con- trolling freight rates. It is proposed to expend the amount recommended for expendi- ture in the fiscal year ending June 30, 1916, for repairs of piers and dredging. RIVER AND HARBOR IMPROVEMENTS. 1135 July 1, 1913, balance unexpended-_ -___ $13, 421. 79 June 30, 1914, amount expended during fiscal year for maintenance of improvement ---------------------------------------- 10, 779.62 July 1, 1914, balance unexpended -------------------------------- 2, 642. 17 July 1, 1914, outstanding liabilities------------------------------ 125. 58 July 1, 1914, balance available---------------2, 516. 59 July 1, 1914, amount covered by uncompleted contracts------------ 1,071. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement--------------------- 115, 000. 00 (See Appendix J J 9.) 10. Manitowoc Harbor, Wis.-The original depth of water at the mouth of the Manitowoc River was about 4 feet at the shoalest point, and no harbor existed at this place. All commerce was transacted over bridge piers. Manitowoc is about 75 miles north of Milwaukee and about 55 miles south of Sturgeon Bay Canal. 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 192-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 subse- quently modified was completed in 1903. The total amount expended thereon, including maintenance up to the time of adoption of present project 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 in accordance with report submitted in House Document No. 62, Fifty-ninth Congress, first session, as modified by the Board of Engineers for Rivers and Harbors; estimated cost, $376,000. There has been no modification of the existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth of Manitowoc River.......... Senate...... 2175 Twenty-fifth.. Second............. Do.......... .....................do...... 42 Thirty-fifth... First.... .. ... .... Proposed arrowhead entrance........ ............................................ 21873 204 Project of1854.................. ...... ............................ 21876 366 ........... ... Project of1881........................ . .......... ......... . 21888 1852 Project of1890....................... ...... . ....... ........... _.. .... 21893 2732 Project of 1896, 20-foot channel........ House....... 2300 Fifty-fourth... First............. Project of 1902, extension of break- ..... do..... 2233 Fifty-sixth...... do .... 81900 3761 water. Harbor of refuge, preliminary exami- ...... do....... 295 ..... do........ Second.. 31901 2978 nation. Turning basins in river......... .......... .................................... 1903 1880 Projectpf1902.......... ..... ........... ......... ................. 2 1904 2828 Do........... ........................ . ..... 21906 1748 Report of wave-action board........... House...... 62 Fifty-ninth.... First............ Report of Board of Engineers for House com- 83 ..... do......... Second........... Rivers and Harbors. mittee. Project of 1907, existing project 4...... .............................. .......... 21907 1886 Harbor and river.......... .. House.. a136 Sixty-third.... First......19 1Exclusive of the balance unexpended July 1, 1914. 2 Contains maps. 3No maps. 4 Basis of project adopted by Congress. 1136 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The expenditures during the fiscal year ($8,005.80) have been for construction of new dredge and dump scows, repairs of plant, and for general supervision. The amount expended under the existing project up to the close of the fiscal year ending June 30, 1914, was $457,216.31, of which $222,967.83 was for maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $911,883.10. The existing project is completed. 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, 1914, was about 21 feet. The usual mean annual variation of level of water surface is about 1 foot. Connect- ing with the western end of the Government improvement, Mani- towoc River is navigable for a distance of about 1.8 miles. Commercial statistics for 1913.-Total number of vessels, 1,732; shipments and receipts, 1,901,065 short tons; approximate valuation, $72,805,380. There has been an increase of 232 in the number of vessels during the' calendar year 1913, and shipments and receipts have increased about 371 per cent. 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. The funds now available are sufficient for maintenance of the har- bor to June 30, 1916. July 1, 1913, balance unexpended---------------------------$42, 935. 42 June 30, 1914, amount expended during fiscal year for maintenance of improvement ---------------------------------------- 8, 005. 80 July 1, 1914, balance unexpended ---------------------------- 34, 929. 62 (See Appendix J J 10.) 11. Sheboygan Harbor, Wis.-The depth of water over the bar at the mouth of the Sheboygan River originally did not exceed 7 feet. Prior to the improvement of this harbor by the Government the town and county of Sheboygan built two parallel piers 1,000 feet long, 175 feet apart, extending into Lake Michigan at the mouth of the Sheboygan River, and dredged between them to a depth of 12 feet. Prior to these improvements practically all the commerce at Sheboygan was carried on over bridge piers. Sheboygan is about 24 miles south of Manitowoc and about 52 miles north of Milwaukee. 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 dredging to a depth of 17 feet; 1881, for extending piers to 21-foot contour and a depth of 19 feet at entrance, diminish- ing to 15 feet at shore line; 1894, for increasing width between 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, RIVER AND HARBOR IMPROVEMENTS. 1137 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. In annual report for 1911 it is recommended that the work in the immediate future be confined to extending the north breakwater shoreward and postpon- ing the construction of a south breakwater until its necessity should be more fully demonstrated. The estimated cost of this partial im- provement is $362,000, all of which has been appropriated. There has been no modification of the existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth of Sheboygan River............. Senate. - 1175 Twenty-fifth.. Second............. Do......... .......... ......... do..... 142 Thirty-fifth... First....... ....... Project of 1873 ......................... .. .... ................. ........ 11876 372 Do.................................................... 11878 1162 Project of 1881............................ House... 2 50 Forty-sixth... Third... 11881 2104 Do.............. ............................................. .............. 1888 1854 Do................................... .............. .................. 11893 2734 21-foot channel, project of 1902............. House... 1327 Fifty-fourth... Second.. 11897 2761 Breakwater, project of 1899...... .......do..... 1 53 Fifty-fifth..... Third... 2 1899 2812 Projects o"1899 and 1902 ... .. ...... ... ................................. 1 1903 1854 Report of wave-action board Report of Board ............ House... 262 Fifty-ninth.... of Engineers for Rivers House 23 First............... do........ Second............ ..... and Harbors. commit- tee. Existing project s.................... .... ..... .................................. 1909 1968 1 Contains maps. 2No maps. 3 Basis of project adopted by Congress. The expenditures during the fiscal year ($76,533.76) have been for breakwater extension, in accordance with approved project, for con- struction and repairs of plant at Milwaukee, where caissons for use at Sheboygan are being built, for construction of new dredge and dump scows, and for general supervision. The method of doing the work was by contract, with the exception that the concrete cais- sons are constructed by hired labor and use of Government plant, and also dredging for maintenance. The amount expended under the existing project up to the close of the fiscal year ending June 30, 1914, was $187,729.13, of which $55,999.92 was for maintenance; of this amount $678.40 was derived from miscellaneous sources. The outstanding liabilities at the close of fiscal year ending June 30, 1914, were $2,670.30. The total amount expended on all projects to the end of the fiscal year 1914, is $762,828.57. 60993o--ENG 1914- 72 1138 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is estimated that about 20 per cent of the approved project has been completed up to June 30, 1914. No result in the way of in- creased 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, 1914, was about 20 feet. The usual mean annual variation of level of water surface is about 1 foot. Connecting with the westerly end of the Government improvement, Sheybogan River is navigable for a distance of 1 3 miles. Commercial statistics for 1913.-Total number of vessels, 591; shipments and receipts, 761,971 short tons; approximate valuation, $7,262,386. There has been an increase in the number of vessels of 67 during the calendar year 1913, and shipments and receipts have increased nearly 12 per cent. The commerce of Sheboygan is quite large and of a general char- acter. It is believed that the project has a material effect in control- ling 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 expend the available balance in completing the partial improvement, the funds now available being sufficient for that purpose. July 1, 1913, balance unexpended_------------------------------ $342, 279. 94 Amount received for repairs of damage to launching ways--- -------- 423. 11 342, 703. 05 June 30, 1914, amount expended during fiscal year: For works of improvement ................ $73, 247.43 For maintenance of improvement__-- ---- 3,286. 33 76, 533. 76 July 1, 1914, balance unexpended__-- ---------------------------- 266, 169. 29 July 1, 1914, outstanding liabilities_---- _________--_____ 2,670. 30 July 1, 1914, balance available ---------------- 263, 498. 99 July 1, 1914, amount covered by uncompleted contracts______-_ 193, 116. 10 (See Appendix J J 11.) 12. Port Washington Harbor, Wis.-The natural channel at the mouth of the Sauk River was narrow, and at the shoalest point had a depth of 1 foot, and no harbor existed at this place. All commerce was transacted over bridge piers. Port Washington is about 25 miles north of Milwaukee and about 27 miles south of Sheboygan, Wis. The original project, adopted in 1869, provided for a channel 14 feet deep between parallel piers 200 feet apart and the excavation and revetment of the west basin, modified as follows: 1870, width between piers reduced to 150 feet; 1876, provided for north basin, depth of 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 total amount ex- pended up to the date of adoption of the present project is $203,686.79. The existing project, adopted by act of June 25, 1910, provides for increasing the depth in channel and basins to 18 feet below datum, RIVER AND HARBOR IMPROVEMENTS. 1139 in accordance with plan printed in House Document No. 306, Sixty- second Congress, second session, at an estimated cost of $30,000; estimated cost of dredging for maintenance, $2,500 annually. There has been no modification of the existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). Congressional documents.. of Chief of Engineport Section covered. House or No. Congress. Session. Year. Part. Page. Senate. Harbor.................. ........ IHouse... H 128 Forty-first.... Second........... .... Entrance channel and basins, proj- ................. ....................... 2 1876 II 380 ect of 1876. ........................... Do......................................................................... 1878 1878 1164 Do............................ ..... ........................... 21879 1520 Do..................................................... ....... 1881 ...... 2110 Do...... .................. ............. .... ...... .. -... ... 2 1893 ...... 2740 Increasing depth and breakwater, House... 244 Fifty-sixth.... First .... 11900 ...... 3766 preliminary examination. Entrance channel and basins, proj- ............... .. ... .. ............ 21903 ...... 1856 ect of 1876. Increasing depth and harbor facil- House... 227 Fifty-eighth... Second.. 11904 ...... 2899 ities, preliminary examination. Increasmg3 depth to 18 feet, existing ... do..... 1 306 Sixty-first.... ... do... ..... ....... project. 3 1 No maps. 2 Contains maps. Basis of project adopted by Congress. The expenditures during the fiscal year ($3,944.57) have been for dredging for maintenance of channel, construction of new dredge and dump scows, and for general supervision. The method of doing the work was by hired labor and use of Government plant. The amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1914, was $35,798.21, of which $13,351.91 was applied to maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $239,485. The existing project has been completed and the full project depth obtained throughout the harbor. The maximum draft that could be carried June 30, 1914, was about 17 feet. The usual mean annual variation of levels of water surface is about 1 foot. Commercial statistics for 1913.-Total number of vessels, 141; shipments and receipts, 12,677 short tons; approximate valuation, $310,275. There- has been a great increase in the number of vessels during the calendar year 1913, but shipments and receipts have increased by only about 3- per cent. The increased number of vessels is due to the establishment of a regular line of steamers carrying package freight and passengers. The commerce benefited is small in volume and of a local charac- ter. It is believed that the project has a considerable effect in con- trolling freight rates, not only in coal for local consumption brought in by way of the harbor, but also in affording Port Washington the rail rates accorded places where water competition exists. 1140 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is proposed to expend the amount recommended for expendi- ture in the fiscal year ending June 30, 1916, for repairs of piers and dredging. July 1, 1913, balance unexpended__----------------------- -_$10, 427. 82 June 30, 1914, amount expended during fiscal year for maintenance of improvement- -- ---------- _____- 3, 944. 57 July 1, 1914, balance unexpended ......------------------------ 6, 483. 25 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement__ _---------___ 18, 500. 00 (See Appendix J J 12.) 13. Milwaukee Harbor, Wis., including harbor of refuge.-Mil- waukee Harbor and the harbor of refuge, which were originally sepa- rate 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 no harbor existed at this place. Milwaukee is about 85 miles north of Chicago and about 85 miles west of Grand Haven, Mich. 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, provided for deepening the channel to 21 feet; 1902, provided for concrete superstructure on 1,050 feet of the north pier; 1905, provided for completing concrete superstructure on north pier, a distance of 600 feet. 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 existing project, adopted by the river and harbor act of March 2, 1907, provides for maintenance of 21-foot channel, rebuilding south pier, building 3,800 feet of concrete superstructure on breakwater, and extending the breakwater 1,000 feet. Estimated cost, $592,000, all of which has been appropriated. There has been no modification of this project since its adoption. 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1141 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth of Milwaukee River ............ Senate.. 1 175 Twenty-fifth.. Second........ Project of 1868 .............. ................... ..... 1 78 1166 Breakwater ............ .... ....... House... 1 43 Forty-sixth... Third... 21881 2116 Harbor of refuge, project of 1881..........1 ................ ................... 11883 1704 Harbor of refuge and harbor entrance .... ..... ...... ............. ........ 11884 1864 Harbor entrance, project of 1868......... . .... .... i................ .......... 1 1884 1866 Harbor of refuge and harbor entrance..... Harbor entrance, project of 1868.......... ................... ... ................. ............ .......... ............. .......... 111885 1893 2016 2746 Harbor entrance, project of 1899........... House... 261 Fifty-fourth... Second.. 2 1897 2765 Shore end of breakwater .................. I.... . I............................. 1897 2690 Outer harbor, preliminary examination... House... 286 Fifty-sixth.... Second.. 2 1901 2981 Harbor of refuge and harbor entrance.. ..................................... 1 1903 1858 Inner harbor, also harbor of refuge and House... 1120 Fifty-eighth... Second.. 2 1904 2887 harbor entrance. Harbor entrance, new south pier 3....... ........................................ 1906 1752 Outer and inner harbors.................. House... 1 667 Sixty-first.... Second ............. Harbor of refuge and rivers.............................................. 1911 2332 1 Contains maps. 2No maps. 3 Basis of project adopted by Congress. The expenditures during the fiscal year-$10,237.89-have been for dredging for maintenance of channel, for construction of new dredge and dump scows, for repairs of plant, for timber and rope purchased for general repairs and stored at Kewaunee, Wis., and for general supervision. The work done was by hired labor with Government plant. The amount expended under the existing project up to the close of the fiscal year ending June 30, 1914, was $625,419.20, of which $519,570.22 was for maintenance. Of this amount, $1,194.35 was derived from miscellaneous sources. The outstanding liabilities at the close of fiscal year ending June 30, 1914, were $375.43. There was received during the year for rope and timber used at various harbors in this district, purchased from appropriation for improv- ing harbor at Milwaukee, Wis., $3,248.74. The total amount expended on all projects to the end of the fiscal year 1914 is $2,364,460.08. The existing project was completed in 1910. The maximum draft that could be carried June 30, 1914, was 21 feet. The mean annual variation of level of water surface is about 1 foot. Commercial statistics for 1913.-Total number of vessels, 5,864; shipments and receipts, 8,647,230 short tons; approximate valuation, $140,734,750. There has been an increase of 563 in the number of vessels during the calendar year 1913, and shipments and receipts have increased by about 11 per cent. Milwaukee stands among the leading lake ports in the extent and value of its water-borne commerce. About 5,544,000 tons of coal was brought to Milwaukee in 1913, to be locally consumed or distributed to points in the interior. By means of car ferries, which ply both winter and summer, Milwaukee is connected with several railway systems terminating on the east shore of Lake Michigan. 1142 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. It is proposed to expend the amount recommended for expendi- ture in the fiscal year ending June 30, 1916, in dredging for mainte- nance of channel and in repairs to breakwater. July 1, 1913, balance unexpended ___________________________ $21, 665. 13 Amount .received from sales..__________-- ____ 1, 016. 23 22, 681. 36 June 30, 1914, amount expended during fiscal year for maintenance of improvement_ __ - _____________________ 0, 237. 89 July 1, 1914, balance unexpended------------------------___ 12, 443. 47 July 1, 1914, outstanding liabilities_____________________________ 375. 43 July 1, 1914, balance available__ ___________ 12, 068. 04 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement__________________ 120, 000. 00 (See Appendix J J 14.) 14. Milwaukee (inner) Harbor, Wis.-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, which is the existing, project was adopted by act of March 3, 1905, and provided for improving Menominee, Mil- waukee, and Kinnickinnick Rivers, which constitute the inner harbor of Milwaukee. This project provides for the excavation of four turn- ing basins--one in the Menominee and three in the Kinnickinnick; 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 ex- pended unless the Secretary of War shall have satisfactory assurance 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 turning 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 Kinnickinnick 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. 1Exclusive of the balance unexpended July 1, 1914. RIVER A1T) HARBOR IMPROVEMENTS. 1143 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, for the omission of turning basin located at the upper end of the Menominee River, and in lieu thereof for dredging at certain points in the Menominee River so as to make said river more available for purposes of commerce; provided that said diversion shall not be made until the Secretary of War is satisfied that the con- ditions recommended as precedent thereto have been complied with by the city of Milwaukee, in accordance with plan printed in House Document No. 667, Sixty-first Congress, second session. The existing project as modified provides for the excavation of two turning basins located on the Kinnickinnick River, the excavation of a channel 100 to 150 feet wide from the mouth of the Kinnickinnick River to the uppermost turning basin in that river, the excavation of a channel 100 feet wide in the Menominee River and 150 feet wide in the Milwaukee River from the mouth of the Menominee River to the harbor entrance, and dredging certain points in the Menominee River so as to make said river more available for commerce; all chan- nels and turning basins to be 21 feet deep; subject to the conditions that the city of Milwaukee must donate the land for turning basins and for widening the Kinnickinnick and Menominee Rivers, must revet all channels and basins wherever necessary, and must maintain the improvement after its completion. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. .Section covered. House or No. Congress. Session. Year. Page. Senate. Rivers at Milwaukee, also harbor of refuge House... 2 120 Fifty-eighth... Second.. 31904 2887 and harbor entrance.' Do.' ............... ................ do.... 667 Sixty-first.. . do.... do.......... 1 Basis of project adopted by Congress. 2 Contains maps. 3 No maps. The expenditures during the fiscal year under the existing project ($4,764.13) have been for survey for establishment of harbor lines. The total amount expended on all projects to the end of the fiscal year 1914, is $4,961.13. While the city of Milwaukee has donated a portion of the land re- quired and has fulfilled the other conditions mentioned, the land nec- essary for the lower turning basin at the mouth of the Kinnickinnick River and for widening certain portions of the Kinnickinnick and Menominee Rivers has not yet been donated to the United States. The acquisition of this land by the United States is necessary before beginning operations. 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 had been accomplished up to June 30, 1914. 1144 REPORT OF THE CHIEF OF ENGINEERS,' U. S. ARMY, The maximum draft which could be carried June 30, 1914, was about 21 feet. The usual mean annual variation of water surface is about 1 foot. The rivers are actually navigable as follows: Milwau- kee River, about 24 miles; Menominee River, about 2 miles; Kin- nickinnick River, about 2 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. The balance available and the amount authorized are sufficient for completion of the existing project. July 1, 1913, balance unexpended _________ ________________ $99, 803. 00 June 30, 1914, amount expended during fiscal year for works of improvement --------------------------------------- 4, 764. 13 July 1, 1914, balance unexpended__ --------- ---- __-__ -___ 95, 038. 87 Amount of continuing contract authorization, act of Mar. 3, 1905__ 218, 581. 00 Amount yet to be appropriated --------------------------------- 218, 581. 00 Anmount (estimated) required to be appropriated for completion of existing project - ____ __ _____ 1218, 581. 00 (See Appendix J J 14.) 15. Racine Harbor, Wis.-The original depth of water at the mouth of the Root River varied from absolute closure after storms to about 7 feet, and no harbor existed at this place. Racine is about 23 miles south of Milwaukee and about 62 miles north of Chicago. 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 act of 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. There has been no modification of the existing project since its adoption. 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1145 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth of Root River................. Senate.. 1 175 Twenty-fifth.. Second.. ... Project of 1866 ............................... 1......................1 1883 1707 Do -.................................... ....... ................ ........................... 1 1884 1868 Do.......................................... ... ................................ 11885 2020 Enlarging and deepening channel (prelim- ................................... 2 1889 2108 inary examination). Project of 1889................. ........... .......................... 11893 2750 Project of 1899, 21-foot channel........... House... 1326 Fifty-fourth... Second. 1 1897 2768 Project of 1889............................ .......... ................... 1898 1........ 2332 Breakwater, project of 1899 .................... House... 1 165 Fifty-fifth..... Third... 2 1899 2815 Project of 1899................... ......... ...... .... ... ............. ...... 11903 1862 Do................... ....... .... ... ................. ............ 11905 2044 Report of Wave Action Board 38........... House... 2 62 Fifty-ninth... First............. Report of Board of Engineers for Rivers House 23 ..... do....... Second.... ...... and Harbors. commit- tee. Existing project ....... .. ............................. ...................... 1 1909 1974 1Contains maps. 2No maps. s Basis of project adopted by Congress. The expenditures during the fiscal year ($69,692.84) have been for breakwater extension, for repairs of piers, for dredging for mainte- nance of channel, for construction of new dredge and dump scows, for repairs of plant, and for general supervision. The total amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1914, is $299,529.38, of which amount $68,865.02 was for maintenance. The outstanding lia- bilities at the close of fiscal year ending June 30, 1914, were $381.48. The total amount expended on all projects to the end of the fiscal year 1914, is $806,671.10. The north breakwater has been extended to the shore and the chan- nel widened. The partial project, adopted June 25, 1910, has been completed. There has been a diminution of disturbances in the inner harbor during storms, but the north breakwater does not fully satisfy all the necessities of navigation. The work accomplished was done by contract, except repairs to the north pier and some dredging for maintenance of channel which was done'by hired labor and use of Government plant. The maximum draft that could be carried June 30, 1914, 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 Govern- ment improvement, Root River is navigable for a distance of about nine-tenths of a mile. Commercial statistics for 1913.--Total number of vessels, 1,427; shipments and receipts, 247,737 short tons; approximate valuation, $7,639,250. There has been an increase of 87 in the number of vessels during the calendar year 1913, and shipments and receipts have increased by nearly 11 per cent. The commerce benefited is quite large in volume and of a general character. 1146 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARIVIY. 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 ac- corded places at which water competition exists. It is proposed to expend the amount recommended for expenditure in the fiscal year ending June 30, 1916, in dredging for maintenance of channel, and for repairs to old breakwater. In his report herewith (Appendix J J 15) the local officer sets forth the desirability of additional work at this locality by removing the existing south pier and the construction of a south breakwater to the shore, in conformity with the plan heretofore under consideration for the improvement of this locality, the details of which may be found in the Annual Report of the Chief of Engineers for the year 1909, page 1973. Concurring in the views of the local officer, it is rec- ommended that this additional work be provided for at an early date. July 1, 1913, balance unexpended. - _____ __ $72, 157. 56 June 30, 1914, amount expended during fiscal year: For works of improvement______________________ $39, 094. 22 For maintenance of improvement--------------30, 598. 62 - 69, 692. 84 July 1, 1914, balance unexpended_______________________ _ 2, 464. 72 July 1, 1914, outstanding liabilities.... 381. 48 July 1, 1914, balance available_____________________________ 2, 083. 24 Amount allotted from appropriation made by the river and harbor act approved October 2, 1914_ _------------------------------ 3, 000. 00 Amount available for fiscal year ending June 30, 1915____ ____- 5, 083. 24 July 1, 1914, amount covered by uncompleted contracts--------- 1, 275. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement____________________ 10, 400. 00 (See Appendix J J 15.) 16. Kenosha Harbor, Wis.--The original depth of water at the mouth of Pike Creek varied from nothing to 4 feet, and no harbor existed at this place. 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 10 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 break- water. The total amount expended thereon, including maintenance up to the time of adoption of present project, is $475,815.37. The existing project, adopted by Congress March 2, 1907, provides for an entrance channel 21 feet deep, basin 20 feet deep, and for an 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1147 extension of 200 feet to the landward end of the breakwater. Esti- mated cost, $22,000. There has been no modification of the existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). __ __ __ ~__ Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Mouth of Pike Creek.............. .. I Senate.... 103 Twenty-fifth.. Second.. ............ Do........-..-.....--........ .... ..... do ...... 42 Thirty-fifth... First.... .. ...... Condition of harbor........... .... House....1.. 1162 Forty-third.... do............... Harbor entrance and basin ........ ... .... ....... .. .... _............... ... ..... 11878 1168 Do........................... ................. ........ .......................... 11884 1870 D o ... .... .... . . . ................................................. --......---... 11885 2022 Harbor of refuge (preliminary exa mi- nation) ....................... ............... ....... .................. ........2 1889 2103 Harbor entrance and basin........ ........ ...-... .......... .......................... 11893 2752 Harbor entrance and basin, 21-f foot House....... 1328 Fifty-fourth... Second.. 1 1897 2772 channel, project of 1899.8 Breakwater, project of 1899 8...... .. .. do1...... 164 Fifty-fifth..... Third... 1899 2817 Enlarging basin (preliminary exa:mi- .. do...... 2 46 Fifty-sixth.... First... 2 1900 3767 nation). Land donated for enlargement of h ar- ..... do...... 2153 ..... do........ Second............. bor. Harbor entrance and basin........ .... ...... ... . -..........---- .. ....... .Secod_.. 1 1903 1863 Report of Wave Action Board 8... .... House.... 2 2 Fifty-ninth.- . First .... .......... Report of Board of Engineers for House com- 23 ...... do........ Second.......... Rivers and Harbors. mittee. 1Contains maps. 2No maps. 3 Basis of project adopted by Congress. The expenditures during the fiscal year ($26,516.49) have been for dredging, for maintenance of channel, for riprapping breakwater, for repairs of piers and breakwater, for construction of new dredge and dump scows, for repairs of plant, and for general supervision. The method of doing the work was by hired labor and use of Gov- ernment plant. The total amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1914, is $101,840.14. Of this amo u nt $71,417.11 was for maintenance. Of this amount $504.30 was derived from miscellaneous sources. The outstanding liabilities at the close of fiscal year ending June 30, 1914, were $252.50. The total amount expended on all projects to the end of the fiscal year 1914 is $577,655.51. The existing project was completed in 1909. The extension of the breakwater has somewhat diminished the disturbances in the harbor during storms. The maximum draft that could be carried June 30, 1914, 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 Gov- ernment improvement, Pike Creek is navigable for a distance of about 2,500 feet. Commercial statistics for 1913.-Total number of vessels, 712; shipments and receipts, 85,743 short tons; approximate valuation, $4,577,300. 1148 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. There has been a large increase in the number of vessels during the calendar year 1913, but shipments and receipts have decreased nearly 4 per cent. The increase in the number of vessels has been due to the establishment of a regular line of small steamers carrying package freight and passengers. The commerce is not large in volume and is chiefly of a local character. 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 rail rates accorded places at which water competition exists. It is proposed to expend the amount recommended for expenditure in the fiscal year ending June 30, 1916, in repairs of piers and breakwater, and in dredging for maintenance of channel. The work proposed is necessary for maintenance of the harbor. July 1, 1913, balance unexpended------------------------------- $38, 330. 40 June 30, 1914, amount expended during fiscal year for maintenance of improvement --------------------------------------------- 26, 516. 49 July 1, 1914, balance unexpended -------------------------------- 11, 813. 91 July 1, 1914, outstanding liabilities------------------------------- 252. 50 July 1, 1914, balance available ..---------------------------------- 11, 561. 41 July 1, 1914, amount covered by uncompleted contracts---_____ 1, 004. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-----------..--..------- 27, 500. 00 (See Appendix J J 16.) 17. Waukegan Harbor, Ill.-Originally there was no navigable channel or natural harbor at this place. Waukegan is about 49 miles south of Milwaukee and about 36 miles north of Chicago. 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 artificial harbor of sufficient capacity for local trade by inclosing an area with pile piers, the entrance channel and inclosed area to be dredged to 13 feet. The amount expended on original 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. There has been no modification of the existing project since its adoption. 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1149 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Not known............................... Senate.. 16 Thirty-fourth. First. ... ......... Breakwater................................ do.... 42 Thirty-fifth......do........ .... Harbor of refuge, breakwater-..... ....--- ... .......... ........... -... ..-. 1873 247 Project of 1880 ......... ........... .......... .............. 880 1.8........ 1942 Do................................ ......... .......... .. ...... ....... 2 1883 1710 Do......................... ..... ... ......... ............ ...................... 2 1884 1871 Do...---------..---.....----------................-.... ........ ........-----................-......-------------.... 2 1885 2023 Do.....--.....--....................... ....-----------............--------.......................... 2 1889 2084 Existing project, June 13, 1902 8......... House... 2 343 Fifty-sixth.... First.... 11900 3769 Do. .............................. .............. .......... .......... 2 1905 2048 Do. .................................................... . ....... 2 1906 1760 1 No maps. 2 Contains maps. 3Basis of project adopted by Congress. The expenditures during the fiscal year ($16,180.88) have been for dredging for maintenance of channel, for repairs of breakwater, for construction of new dredge and dump scows, and for general supervision. The work done was by hired labor and use of Govern- ment plant. The total amount expended on the work of existing project up to the close of the fiscal year ending June 30, 1914, is $468,979.69. Of this sum, $158,640.30 was for maintenance, of which amount $296.76 was derived from miscellaneous sources. The total amount expended on all projects to the end of the fiscal year 1914 is $702,924.10. The approved project was completed in 1904. Since then all expenditures have been for maintenance. The maximum draft which could be carried June 30, 1914, was about 182 feet. The usual mean annual variation of water level is about 1 foot. Commercial statistics for 1913.-Total number of vessels, 2,090; shipments and receipts, 235,376 short tons; approximate valuation, $2,496,300. There has been an increase of 485 in the number of vessels during the calendar year 1913, and shipments and receipts have increased about 172 per cent. The large increase in the number of vessels is due to the establishment of a regular line of small package freight steamers. 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 & 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 expend the amount recommended for expenditure in the fiscal year ending June 30, 1916, in repairs of piers and break- 1150 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. water and in dredging for maintenance of channel. The work pro- posed is necessary for maintenance of the harbor. July 1, 1913, balance unexpended- - -- $22, 553. 54 June 30, 1914, amount expended during fiscal year, for maintenance of improvement---------------------------------------- 16, 180. 88 July 1, 1914, balance unexpended --------------------------------- 6, 372. 66 July 1, 1914, amount covered by uncompleted contracts------------- 1, 575. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_--------------------- 124, 000. 00 (See Appendix J J 17.) 18. FoxRiver, Wis.-The Fox and Wisconsin Rivers, separated at Portage, Wis., by a distance of only 2 miles, one flowing 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 improvement until 1853, when it was transferred to a private company. In 1872 the United States purchased from the Green Bay & Mississippi Canal Co. all of its property except the water powers, water-power lots, and personal property. The Fox River rises in Columbia County, Wis., and flows in a generally northerly direction, emptying into the head of Green Bay. The total length of the river is 176 miles. The length of the par- ticular section included in the project, being from Portage to Green Bay, is 163 miles, with a fall of 204.5 feet, including a canal 2 miles in length from the Wisconsin River to the Fox River at Portage. The lower end of the section under improvement is 7 miles from the mouth of the river. The Wolf River is a tributary of the Fox River and rises in the northerly part of Langlade County, Wis., and flows in a generally southerly direction about 220 miles, emptying into the Fox River about 10 miles above Oshkosh. The particular section of the river included in the project, being from Shawano to the mouth of the river, is about 126 miles in length. The present project is that of a board of engineers, submitted Sep- tember 17, 1884, and modified May 14, 1886. It provides for deep- ening 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 $638,750 have been provided for this work, and a revision of the estimate indicates that $110,353.36 will be required to complete it. 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1151 References to examination or survey reports and maps or plans (including project documents). Congressional documents. Annual reports of Chief of Engineers. Section covered. or No. Congress. Session. Year. Part. Page. Senate. Entire river (Pettival)........... House.. 102 Twenty-fifth .. Third... Entire river (Cram)................ Senate.. 318 Twenty-sixth. First ... Report of arbitrators................ House... 1 185 Forty-second.. Second.. Entire river (Houston)......... ...do..... 1 111 do.........Third... ..... II Entire river (Warren) ........... Senate.. 228 Forty-fourth.. First.... 2 1876 Flowage damages... .......... ... do.... 117 .....-- do......... Second.. Money expended by Government... ...do.... 1 81 Forty-fifth.... ...do..... Excessive flowage damages (Attor- House... 151 do.........Third... ..... ney General). Wolf River, Lake Poygan to mouth Senate. . 223 ..... do......... do.. .. 2 1879 ...... 1552 of Red River. Wolf Rivr ......................... House .. 1 19 Forty-sixth... Second.. 1 1880 1978 Flowage damages................ ...do .... 126 .....do........ Third... 1 1881 2148 List of awards, flowage. .. .......... Senate.. 1120 Forty-eighth.. rst F... Wolf River to Semples bridge...... ......o ........ 11880 1978 Lake Winnebago................ Senate.. 253 Forty-seventh. --.do..... Menasha Dam................ House... 293 .....do........ Lake Winnebago ................ First.... 1 1882 2182 Flowage damages................. Senate. 292 Forty-eighth.. 1884 1882 Entire river .................... 2 1884 1899 Project of 1884 3 .................... 1 1885 2041 List of flowage claims............. Senate.. 2 181 Fiftieth...,.. ...do ... Fond du Lac Harbor and Lake House... 2 24 Fifty-first.. . 11890 2389 Winnebago. Rules and regulations. ...... -..... ... do..... 1152 .-----.do....... Second.. Protection wall, Kaukauna Canal... ... do..... 128 Fifty-second.. ...do..... 11893 2779 Stockbridge Harbor, Lake Winne- .. do.....~ 178 do......... ..... ...do..... 1 1893 2782 bago. Calumet Harbor, Lake Winnebago. .do..... 117 . do... ...... do..... 1 1893 2783 Entire river..................... 2 1897 2750 Stockbrigde Harbor, Lake Winne- 2 1898 2349 bago. Entire river-United States prop- House... 2389 Fifty-fifth .... Second.. 1 1898 2353 erty (Bragg). High Cliff Harbor, Lake Winnebago. ...do..... 1 356 Sixty-first....... do... Waupaca River............... ... do.... 120 Sixty-second....do..... Fox River-Portage levee......... ... do ..... 231 Sixty-third ... First.... Retaining wall along Fox River at ...do..... 2815 ..... do......... Second.. Kaukauna. - ~ -~ - -- -- -- 1 No maps. 2 Contains maps. 8Basis of project adopted by Congress. The expenditures during the fiscal year ($14,933.54) have been for dredging above Princeton Lock, maintenance of the improvement on Wolf River by snagging and building a dam across the head of Pea Soup Bayou, repairs and renovation of plant, and for general supervision. The method of doing the work was by hired labor and use of Government plant. 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, 1914, including about $600,000 expended for flowage damages and $145,000 paid to the Green Bay & Mississippi Canal Co. for its property, was $3,898,339.14, of which amount $591,161.39 was expended solely upon the Wisconsin River. The outstanding liabilities at the close of fiscal year ending June 30, 1914, were $665.83. The improvement of the Wisconsin River was abandoned in 1887. 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. 1152 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The harbors of Stockbridge, Calumet, Fond du Lac, 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 maximum draft that could be carried June 30, 1914, at mean low water over the shoalest part of the improvement was 5 feet from Depere to Berlin Lock, 4 feet from there to Grand River Lock, and 3 feet from Grand River Lock to Portage, the head of navigation on the Fox River. The available horizontal dimensions of the locks are as follows: Between Depere and Lake Winnebago the minimum available length is 139.2 feet for vessels with square bow and 144 feet for vessels with model bow. The minimum available width is 35 feet. The minimum depth over lower sills is 6 feet at standard low water. Between Lake Winnebago and Portage the minimum available length is 137 feet for vessels with square bow and 145 feet for ves- sels with model bow. The minimum available width is 34 feet (at White River Lock). The minimum depth over lower sills is 6 feet below Montello and 3.7 feet above Montello at standard low water. Commercial statistics for 1913.-Total number of vessels engaged in commerce on the river, 26; shipments and receipts, 134,638 short tons; approximate valuation, $724,972. It is proposed to apply the amount recommended for expenditure in fiscal year ending June 30, 1916, in dredging between Princeton and Montello Locks in furtherance of existing project, and for maintenance of improvement of Wolf River and of harbors on Lake Winnebago. July 1, 1913, balance unexpended---_------------------------- $18, 534. 45 Amounts received from sales_ ------------------------------- _ ______ ___ 299. 51 18, 833. 96 June 30, 1914, amount expended during fiscal year: Amount returned to surplus fund----------------- $43. 38 For works of improvement -------------------- 10, 545. 06 For maintenance of improvement ------------.- 4, 388. 48 ----- 14, 976. 92 July 1, 1914, balance unexpended---------------- ------ 3, 857. 04 July 1, 1914, outstanding liabilities.----------------------------- 665. 83 July 1, 1914, balance available------------------------------- 3, 191. 21 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 __ -------------------------- ------ 10, 000.00 Amount available for fiscal year ending June 30, 1915------------- 13, 191. 21 Amount (estimated) required to be appropriated for completion of existing project------------------------------------ 1100, 353. 36 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance------- '40, 000. 00 (See Appendix J J 18.) 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1153 19. Operating and care of locks and dams on Fox River, Wis.- Under the allotment from the indefinite appropriation for operating and care of canals and other works of navigation there has been ex- pended during the fiscal year ending June 30, 1914, the sum of $56,073.32. The amount expended to June 30, 1914, is $1,685,352.94, including $3,401.23 miscellaneous receipts. The outstanding liabilities at the close of fiscal year ending June 30, 1914, were $2,104.02. The work done has consisted of dredging bars and channels, mak- ing repairs to locks, dams, canal banks, lock houses, and floating plant, rebuilding the timber work of Menasha, Montello, and Fort Winnebago locks above water, cleaning the third level at Kaukauna, sloping and paving the banks above Portage Lock, and general supervision. The method of doing the work was by hired labor and use of Government plant. The report of the district engineer officer in charge shows the items of expenditures. Navigation was closed November 30, 1913, and reopened April 1, 1914. For commercial statistics see report of the district officer upon the improvement of Fox River, Wis. (See Appendix J J 19.) 20. Removing sunken vessels or craft obstructing or endangering navigation; wreck of small wooden scow in Root River at Racine, Wis.-This scow was, in July, 1913, reported sunk in Root River at Racine, Wis. The scow was entirely submerged and formed a dan- gerous obstruction to small boats navigating that portion of Root River. Under the provisions of section 19 of the river and harbor act of March 3, 1899, and by authority of the Secretary of War, the removal of the wreck was authorized and an allotment of $200 made on August 19, 1913, from the appropriation for " Removing sunken vessels or craft obstructing or endangering navigation, indefinite," for defraying the expenses of removing the wreck. Proposals were solicted and the only one received ($195) was rejected as too high. The wreck was removed on August 29 by hired labor and use of Government plant at a total cost of $55.92. The balance remaining from the allotment of $200 was returned to the Treasury to the credit of the appropriation from whence allotted. (See Appendix J J 20.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED FEBRUARY 27, 1911, JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations and surveys required by the river and harbor acts approved February 27, 1911, July 25, 1912, and March 4, 1913, 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: 0 60993° -ENG 1914--73 1154 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 1. Preliminary examination and survey of Manitowoc Harbor and River, Wis., with a view to further improvement to meet the demands of commerce by deepening of said river and enlargement of dredged area of basin inside breakwaters, or otherwise.--Reports dated July 26, 1911, and July 24, 1912, with map, are printed in House Docu- ment No. 136, Sixty-third Congress, first session. The improvement of this locality by the United States is not deemed advisable to a greater extent than already authorized by the existing project. 2. Preliminaryexamination and survey of Menominee Harbor and River, Mich. and Wis., with a view to securing increased depth and width of channel and to extending the improvement as far as prac- ticable above the Ogden Street Bridge.--Reports dated October 28, 1912, and June 10, 1913, with map, are printed in House Document No. 228, Sixty-third Congress, first session. A plan of improvement at an estimated cost of $3,400, with $2,000 annually for maintenance, is presented. 3. Preliminaryexamination of Fox River at Kaukauna, Wis., con- sideration being given to any proposition involving cooperation on the part of local interests.--Report dated November 22, 1913, with map, is printed in House Document No. 815, Sixty-third Congress, second session. The improvement of this locality by the United States is not deemed advisable to a greater extent than already authorized by the existing project. The local officer was also charged with the duty of making pre- liminary examinations and surveys, provided for by the river and harbor acts approved July 25, 1912, and March 4, 1913, as follows, and reports thereon will be duly submitted when received: 1. Wolf River, Wis. 2. Harbor at Green Bay, Wis., with a view to securing a channel depth of 21 feet. IMPROVEMENT OF RIVERS AND HARBORS IN THE CHICAGO, ILL., DISTRICT. This district was in the charge of Lieut. Col. George A. Zinn, Corps of Engineers, until August 13, 1913; Maj. H. B. Ferguson, Corps of Engineers, from August 13, 1913, to March 31, 1914; and Lieut. Col. W. V. Judson, Corps of Engineers, since that date. Division engi- neer, Lakes Division, Col. J. G. Warren, Corps of Engineers. The Illinois river improvement was in the Western Division, under Col. C. McD. Townsend, Corps of Engineers, as division engi- neer, until September 15, 1913, when it was transferred to the Lakes Division. 1. Chicago Harbor, Ill.-Chicago Harbor is 34 miles in a south- erly direction from Waukegan, Ill., and 121 miles in a north- erly direction from Calumet Harbor. Before improvement Chicago River entered Lake Michigan, after a sharp bend to the southward, fully one-half mile south of its present mouth, across a bar having a depth of but 3 to 4 feet. All depths are referred to Chicago city datum, which is low water of 1847 and is 579.94 feet above mean tide, New York Harbor, and 1.69 feet below mean lake level, 1860-1875. The mean annual level of Lake Michigan has varied 6.19 feet be- tween standard high and standard low water as adopted by the RIVER AND HARBOR IMPROVEMENTS. 1155 United States Lake Survey. Local and temporary oscillations in this vicinity induced by winds and differences of barometric pres- sure are sometimes as great as 6 feet, but average considerably less than 1 foot per day. Improvement was begun in 1833 by dredging to form a new straight entrance in the present location, and by constructing parallel piers. Previous to 1870 the harbor was limited to the lower end of Chicago River, with an entrance channel 400 feet wide and 13 feet deep. A brief history of this improvement prior to 1876 is given on pages 433-438, part 2, annual report for 1876; and a very full de- scription of the harbor in its present condition is on pages 176-178, Bulletin No. 23 (1914), issued by 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 existing project, adopted in 1870, was modified in 1878, 1896, 1899, 1903, 1905, and 1912, the last modification providing for an outer harbor in accordance with report in House Document No. 710, Sixty-second Congress, second session (with map). The estimated cost of work under the original project of 1870 was $897,095.73, which has been increased by subsequent modifications, including that of 1912, to $3,686,502.17. As modified the existing project provides for the following: (a) An easterly and a southerly breakwater to form an outer basin, and dredging latter to a navigable depth of 20 feet (21 feet actual depth). (b) Exterior breakwater, with harbor of refuge behind the same. (c) Dredging entrance to Chicago River from lake to Rush Street Bridge to same depth as outer basin. (d) A shore arm and a southerly extension of the exterior breakwater so as to form an outer harbor (including area of harbor of refuge). The law pro- vided that this work should not be commenced until assurances satisfactory to the Secretary of War were received that certain work of pier construction con- templated by the city of Chicago would be undertaken and completed by said city. The expression of satisfaction by the Secretary of War is dated June 5, 1914. (e) Maintenance. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. HoenteOr No. Congress. Session. Year. Page. 1870 99 . 1866 16 1867 119 12 Harbor ........... House... .................. 114 Forty-first.... Second.. 1870 90-125 Do.2 .............................. ... do..... 38 Forty-fourth.. First... 1879 156-1567 Harbor and adjacent waters ............. do....do 710 Sixty-second.. Second............... Do .... .................. ... do.. 237 Sixty-third.... First... ....... I No maps. 2Basis of project adopted by Congrep. The expenditures during the fiscal year ($96,427.69) have been applied to maintenance, rebuilding superstructure over easterly and 1156 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. southerly breakwaters, repairing exterior breakwater, and general supervision. Timber for rebuilding superstructure over easterly and southerly breakwaters and for repairs to exterior breakwater was purchased under contract on the Pacific coast and has all been delivered. The contract for rebuilding superstructure is about 47 per cent completed, 2,900 feet having been rebuilt, and that for repairs to ex- terior breakwater is about 46 per cent completed. Specifications for construction of a portion of the shore-arm ex- tension of the exterior breakwater, and specifications for timber for use in that work were approved by the Chief of Engineers on June 26. The work will be advertised and bids opened in July. In the appendix relating to this improvement are presented cer- tain facts and recommendations in connection with that part of this project which has to do with the extension of the exterior break- water to form an outer harbor. Inviting attention to the appendix, it is recommended that consideration be given at this time to a modi- fication of this project so as to provide for converging arms at the entrance. Any such modification would require legislation which should be concurrent with or precedent to the next appropriation. Studies that have been made indicate that some small savings may be effected, and at the same time greater permanency secured, if con- crete-steel caissons be employed in the work instead of wooden cribs. In order to secure this advantage, however, the next appropriation should be relatively large, or a continuing contract should be author- ized, inasmuch as the caisson method of construction involves a rela- tively large preliminary outlay for plant. The estimate of cost of the breakwater extension, stated as $1,211,195 in House Document No. 710, Sixty-second Congress, sec- ond session, upon which this project is based, was made several years ago, is now believed to be insufficient, and should be raised to $1,415,400 for a timber breakwater, or to $1,384,000 for one of cais- sons. The cost of a caisson breakwater, with provision for converg- ing arms, is estimated at $1,490,300, which amount has been em- ployed in the money statements embraced in this report. Miscellaneous receipts during the year were $1.95. There has been expended on the project of 1870 with its modifica- tions, to June 30, 1914, the sum of $2,239,949.79, of which $254,033.75 has been for maintenance since 1903. Total expenditure on all projects has been $2,685,954.79. The project of 1870, with all its modifications except the last (upon whch work has not begun), has been completed except dredging the westerly portion of the outer basin and maintenance. The work of improvement has resulted in the creation of the pres- ent entrance to Chicago River, by pier construction and dredging, with a channel varying from 200 to 470 feet wide and 21 feet deep; the formation of an outer basin through the construction of an easterly breakwater 4,036 feet long and a southerly breakwater about 3,000 feet long, the easterly portion of the basin, about 150 acres, hav- ing been dredged to 21 feet; and the erection of an exterior break- water, 5,413 feet long, about 1 mile north of the entrance to the river to shelter same and the outer basin from storms and to form a harbor of refuge. RIVER AND HARBOR IMPROVEMENTS. 1157 The maximum draft that can be carried by vessels entering Chi- cago Harbor June 30, 1914, is 20 feet. The depth in the basin is 18 to 19 feet in the easterly portion and from 10 to 14 feet in the westerly portion. The Chicago Harbor improvement, being useful as yet mainly as an entrance to Chicago River and a protection to same, has prac- tically no commerce not identical with that of the river, the basin being used almost exclusively as anchorage ground by yachts and other small craft. The lake commerce using Chicago Harbor during the calendar year 1913 amounted to 3,829,442 short tons, consisting principally of mis- cellaneous merchandise, coal, lumber, and grain, with an approxi- mate valuation of $233,516,848. Attention is invited to the fact that Calumet Harbor and Calumet River afford additional harbor facili- ties within the city of Chicago and are treated of elsewhere in this report. It is believed that the project has a material effect in controlling freight rates, especially on bulk freight grain, coal, lumber, etc. It is impracticable, however, to estimate the amount of reduction in the rates on such commodities. It is proposed to apply the funds estimated as a profitable expen- diture in fiscal year ending June 30, 1916, together with those now on hand, in extending the exterior breakwater to form an outer harbor, rebuilding the superstructure of the south pier, completing rebuild- ing superstructure over easterly and southerly breakwaters, and repairs to exterior breakwater under existing contracts, and in gen- eral supervision and maintenance of existing works. Of the balance available, less the amount covered by uncompleted contracts, to wit, $619,146.02, but $275,700 is available for the work of extending the exterior breakwater; the remainder, $343,446.02, is available for maintenance only, and it is probable that of this last amount $200,000 will not be required for maintenance during the next two years. Legislation is suggested which will make this $200,000 available for the extension of the exterior breakwater. July 1, 1913, balance unexpended_____________________________ $830,319. 02 Received from sales____________-_- - -- ____________ 1.95 830, 320. 97 June 30, 1914, amount expended during fiscal year for mainte- nance of improvement_____ _______________ 96, 427. 69 July 1, 1914, balance unexpended___________________ 733, 893. 28 July 1, 1914, amount covered by uncompleted contracts_________ 114, 747. 26 Amount (estimated) required to be appropriated for completion of existing project_ _______ 1, 214, 300. 00 Amount that can be profitably expended in fiscal year ending June --- 30, 1916, for works of improvement______ ----- 574, 000. 00 (See Appendix K K 1.) 2. Chicago River, Ill.-This river constitutes the inner harbor of Chicago. The navigable portions are wholly within the limits of Cook County and of the city of Chicago. Originally it was a sluggish creek, nearly stagnant for the greater part of the year. The total 1 Exclusive of $98.60 refunded by the Isthmian Canal Commission. SExclusive of the balance unexpended July 1, 1914. 1158 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. length of the main river and its branches is about 20 miles. The por- tions of the river under improvement by the United States have lengths as follows: Miles. Main river from Rush Street Bridge to junction of North and South Branches------------------------- 0. 70 South Branch and West Fork to Ashland Avenue---------------------- 4. 08 South Fork of South Branch to Chicago Junction Railway bridges (east and west arms)------------------------------------------------- 1. 59 North Branch to Belmont Avenue.. --------------------------------- 5. 00 North Branch Canal (Goose Island cut-off) 04 1----------------------- Total - 12. 1---------------------------- 41 All depths are referred to Chicago city datum (see summary Chi- cago Harbor) with due allowance, reaching a maximum of 2 feet at Ashland Avenue, for hydraulic grade resulting from the open drain- age canal. Before improvement by the United States (1896) the river, as a result of municipal and private improvements, was navigable for boats of about 14-foot draft over widths of about 200 feet throughout the main river, and for boats of 12-foot draft for lesser widths for about 5 miles farther up each of the branches. A brief history of river and harbor improvement at Chicago prior to 1876 is given on pages 433-438, part 2, Annual Report for 1876, and a very full de- scription of present conditions is to be found on pages 179-191, Bul- letin No. 23 (1914), issued by the United States Lake Survey Office, Detroit, Mich. For maps of river and turning basins, see pages 1892-1893, Annual Report, 1903. For general description of the sanitary district projects, see page 2097, Annual Report for 1902. The original project, adopted by Congress in the act of June 3, 1896, provided for 16 feet draft throughout this river, at an esti- mated cost of $700,000. Under this project 17 feet actual depth was secured throughout the sections of the river above tabulated. The act of June 13, 1902, added to the project a provision for two turning basins (one in the North Branch and one in the South Branch), to be dredged to a depth of 21 feet, at an estimated cost of $500,000, making the total estimated cost of the original project thus modified $1,200,000. There has been expended on previous projects $1,065,348.42, of which $109,462.55 was for maintenance. Except for a small amount of rock revetment about the turning basin, since constructed, the original project was completed before the adoption of the existing project. The authorities for the existing project are as follows: Act of March 3, 1899, adopted 21 feet as the project depth for Chicago River. In the light of this act and of report in House Docu- ment No. 95, Fifty-sixth Congress, first session (without map), sub- mitted in accordance with this act, a subsequent act (Mar. 2, 1907), appropriating $300,000 for improving Chicago River and for mainte- nance, was interpreted by the Chief of Engineers on April 11, 1908, as adopting the new work of the existing project at estimated cost of $810,600, and the terms of the act itself make maintenance a feature of the same. RIVER AND HARBOR IMPROVEMENTS. 1159 Statement of the existing project is as follows: Dredging to 21 feet below hydraulic grade line, corresponding to Chicago city datum in Lake Michigan, from Rush Street Bridge to Ashland Avenue on the West Fork of the South Branch; to the Chi- cago Junction Railway bridges across the two arms of South Fork; and to Belmont Avenue on the North Branch, including also the canal around Goose Island (North Branch Canal); maintenance of aforementioned channels and of the two turning basins. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Paga. Senate. Whole riger1....................... ............................... 1881 2165-2168 Do.'................... ... ................ ... .... ............ ... 1893 2794-2801 Do." ... ' ............ .. House.. 95 Fifty-first..... First ,. 1900 3865-3871 West Fork 3....... ........ ... ... do .... 700 Fifty-seventh ... do......... ........ Do.t...................................do ..... 392 Sixty-first..... Second. . ........ Do.'............. ............. do..... 1220 Sixty-second.. Third... .......... River and adjacent waters 3....do..... 710 .....do........ Second.. .......... Do.3 .................................. do..... 237 Sixty-third.... First.... ........ 1No maps. 2Basis of project adopted by Congress. 3 Contains maps. The expenditures during the fiscal year ($58,530.74) have been applied to docking turning basin on the North Branch, dredging above North Avenue to restore project depth of 21 feet, both under contract, and general supervision. Of the above amount, $36,697.82, the cost of docking turning basin under project of 1902, was charged to previous projects, and the balance, $21,832.92, was applied to maintenance under existing project. Docking of turning basin was completed, 1,008 linear feet of dock with concrete superstructure being constructed along the west, north, and east sides of the basin. Work was continued under the contract for dredging above North Avenue, 141,647 cubic yards of material being removed during the year, resulting in restoring the 21-foot depth to Webster Avenue, a distance of 1.05 miles. Miscellaneous receipts during the year (lease to land), $50, de- posited to credit of United States Treasurer, account of miscel- laneous receipts. There has been expended on existing project to June 30, 1914, $619,721.58, of which $75,734.05 has been for maintenance. Total expenditures on all projects have been $1,685,070. The act of February 27, 1911, authorized continuing contracts in the sum of $142,600 for completion of the project, of which $74,600 remains to be appropriated. All original work of the existing project for the improvement of Chicago River has, however, been completed and there will be no further estimates for funds under this act. The maximum draft that can be carried through the main river and its branches, including North Branch Canal, is 20 feet (Chicago city 1160 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. datum), except at upper end of the North Branch from Webster Avenue to Belmont Avenue, a distance of about 1.87 miles, where the mid-channel depth ranges from 17 to 12 feet. In addition to the lake commerce, now reported at 3,829,442 short tons, consisting principally of miscellaneous merchandise, coal, lum- ber, and grain, with a valuation of about $233,516,848, there is a large local commerce carried in the river by lighters, of which no official record is kept. It is believed that the project has material effect in controlling freight rates, especially to and from Lake Erie and St. Lawrence River ports. It is proposed to apply the funds estimated as a profitable expendi- ture in fiscal year ending June 30, 1916, together with the balance now on hand, to maintenance of project depth by dredging and to general supervision. July 1,1.913, balance unexpended ------------------------------- $76, 198. 59 June 30, 1914, amount expended during fiscal year: For works of improvement ________- __-- -___$36, 697. 82 For maintenance of improvement------------___ 21, 832. 92 - 158, 530. 74 July 1, 1914, balance unexpended______________________________ 17, 667. 85 Amount appropriated by sundry civil act approved Aug. 1, 1914 .... 40, 000. 00 Amount allotted from the appropriation made by the river and harbor act approved Oct. 2, 1914 __ ________________________ 10, 000. 00 Amount available for fiscal year ending June 30, 1915-------------- 67, 667. 85 July 1, 1914, amount covered by uncompleted contracts ____________ 1, 739. 83 Amount of continuing-contract authorization, act of Feb. 27, 1911___ 142, 600. 00 Amount appropriated under such authorization__________________ 68, 000. 00 Amount yet to be appropriated (project completed) - -- 74, 600. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_____________________ 240, 000. 00 (See Appendix K K 2.) 3. Calumet Harbor,Ill.-This harbor is 12 miles south of Chicago Harbor. Before improvement the Calumet River mouth was about 3,200 feet south of the present entrance and depths therein varied from 4 to 7 feet in a narrow and crooked channel which was useless to commerce. The original project was adopted by act of July 11, 1870, and pro- vided for dredging the existing new mouth and its protection by parallel piers, 300 feet apart. In accordance with the original proj- ect as modified from time to time and prior to June 30, 1896, at a cost of $454,484.53 there was secured an artificial entrance 16 feet deep below Chicago city datum (see summary, Chicago Harbor), to which all depths at this harbor are referred, from Lake Michigan to the Calumet River at the inner ends of the piers, together with a north pier 3,640 feet long and a south pier 2,020 feet long. The mean annual level of Lake Michigan has varied 6.19 feet be- tween standard high and standard low water as adopted by the 1 Including $98.60 transferred to Chicago Harbor to correct error in bill against Isthmian Canal Commission. SExclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1161 United States Lake Survey. Local and temporary oscillations in this vicinity induced by winds and differences of barometric pressure are sometimes as great as 6 feet, but average considerably less than 1 foot per day. Under a project adopted in act of June 3, 1896, the channel was deepened to 20 feet and the south pier extended 800 feet. The work that was done under this last project was a part of that embraced in the existing project. The existing project, based upon a report of the district officer dated February 21, 1896, printed on pages 2584 et seq., annual re- port for 1896, was adopted by act of March 3, 1899, and was amended by the Secretary of War on July 11, 1902, under authority contained in act of June 13, 1902. A later project, that for Calumet River, adopted in act of 1905, included in the same and by inference removed from the Calumet Harbor project the redredging of Calumet River from the old shore line where stands the bridge of the Elgin, Joliet & Eastern Railway Co., upward 2 miles. The existing project now provides for- (a) A breakwater 4,400 feet long, running from the shore due east, together with an extension of the same 2,500 feet long in a southeasterly direction; (b) Deepening of anchorage area sheltered by breakwater to 20 feet navi- gable depth; (c) Extension of south pier 800 feet; (4) Deepening Calumet River entrance to 20 feet navigable depth for a width of 200 feet from the lake to the Elgin, Joliet & Eastern Railway Co. bridge near the old shore line; (e) Maintenance. The estimated cost of work (except maintenance) was $1,134,830. A full description of present conditions at this harbor is contained in Bulletin No. 23 (1914) issued by the United States Lake Survey office at Detroit. (See pp. 196-197.) A map of Calumet Harbor is printed opposite page 1896, annual report for 1896. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Senate. Page. Harborand river .......... .......... ....... 1870 104-105 ............... Do...................... ............ ........... ........... 1893 2846-2850 Harbor1............................. .... .. . ................ ....... 1895 2771-2773 Harbor and river2....................... House... First.... 1896 277 Fifty-fourth... 2583-2588 Harbor and adjacent waters 3....... do..... 710 Sixty-second.. Second.... ...... .. Do 1 3 . .......... do..... 237 Sixty-third...First.............. SContains maps. 2No maps. 8Basis ofproject adopted by Congress. The expenditures during the year ($6,453.90) have been applied to maintenance, repairing (by hired labor) damage to breakwater caused by storm of November 9, 1913, and general supervision. Miscellaneous receipts during the year (sale of maps), $1. 1162 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. There has been expended on the existing project, to June 30, 1914, $1,090,618.24, of which $113,824.62 has been for maintenance. Total expenditure on all projects has been $1,545,102.77. All the work projected at this harbor has been completed except maintenance. The works of improvement resulted in the creation of a safe and satisfactory entrance to Calumet River 300 feet wide, an exterior harbor of refuge about one-half square mile in area, and a channel about 2 miles long extending up the Calumet River from its mouth, all with navigable depths of 20 feet. The maximum draft that can be carried June 30, 1914, is 20 feet, except over a limited area in the westerly portion of the harbor of refuge, where shoaling of from 1 to 2 feet has occurred. This harbor being mainly a protection to Calumet River entrance, its commerce is treated as identical with that of the river, although about half of the Illinois Steel Co.'s commerce is handled over that company's outer slips and belongs strictly to the harbor. The com- merce of the calendar year 1913 amounted to 9,445,878 short tons, consisting principally of coal, grain, iron ore, and miscellaneous mer- chandise, valued approximately at $178,817,771. This "harbor affords cheap freight rates to a large number of indus- trial plants, elevators, and coal docks, many of which would be put out of business if deprived of the facilities the harbor affords. There is a marked differential in favor of this harbor over Chicago Harbor proper in freights on water-borne commerce, mainly due to conges- tion and obstructions in Chicago River. It is proposed to apply the funds estimated as a profitable expendi- ture in the fiscal year ending June 30, 1916, together with the balance now on hand, to maintenance, repairing breakwater, dredging, and general supervision. July 1, 1913, balance unexpended------------------------------- $58, 582.13 Received from sales--------------------------- 1.00 58, 583. 13 June 30, 1914, amount expended during fiscal year, for maintenance of improvement 453. 90 6----------------------------- July 1, 1914, balance unexpended---------------------------- 52, 129. 23 July 1, 1914, amount covered by uncompleted contracts ..--........ 12, 115. 00 Amount that can be profitably expended in fiscal year ending June 30. 1916, for maintenance of improvement---------------------- 20, 000; 00 (See Appendix K K 3.) 4. Calumet River, Ill. and Ind.-This river flows into Lake Michi- gan in Illinois near the Indiana boundary, and forms the inner har- bor of Calumet Harbor. About 6.18 miles from the mouth (east end of north pier) is what is known as the Forks, where a channel enters the river from Lake Calumet. About 7.83 miles from the mouth is the junction or confluence of Little Calumet and Grand Calumet Rivers. Grand Calumet River is a lagoon about 18 miles long, has no current except that caused by floods or variations in the water level of Lake Michigan, and has an average depth of 5 feet to the entrance to 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1163 Indiana Harbor Canal, distant about 5.17 miles from the junction. Little Calumet River is a very crooked stream about 60 miles long and has an average depth of about 8 feet to the site of an old stone dam at Blue Island, Ill., distant about 7.14 miles from the junction. All depths are referred to Chicago city datum. (See Chicago Harbor summary.) The river is practically level from the lake up to the junction of the Grand and Little Calumet, except during freshets and lake seiches. The variations in lake level are described in report (summary) on Calumet Harbor, Ill. Before improvement of Calumet Harbor by the United States (1870), this river, while having a navigable channel about 100 feet wide and 13 feet deep for a length of about 4 miles, could not be reached from the lake by boats of over 4-foot draft, because of the bar across its mouth, and its commerce was practically nothing. When the improvement of the river began, in 1884, the harbor work at its mouth had rendered the river navigable at a 12-foot draft for 4 miles, and at a 5-foot draft for 16 miles and 14 miles, respectively, up the Grand Calumet and the Little Calumet from the mouth of the river. The commerce at that time was, however, less than 500,000 tons. A brief history of this improvement prior to 1876 is given on pages 441-444, part 2, Annual Report for 1876, and a very full de- scription of present conditions is to be found on pages 197-200, Bulletin No. 23 (1914), 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 channel 200 feet in width and 16 feet in depth from the mouth of the river at Calumet Harbor, Ill., about 11 miles upward, to a point one-half mile east of Hammond, Ind. This project was modified by act of June 3, 1896, for Calumet Harbor, so as to provide for dredging the channel to 20 feet navigable depth from the mouth 2 miles upward. The projects of 1884 to 1896, now terminated, secured a channel of 200 feet width and 22 feet actual depth from the mouth of the river about 2 miles upstream (including a small turning basin near the mouth of the river) ; thence a channel 16 feet deep and 200 feet wide about 3 miles farther, except over short portions where rock reduced the width to 85 feet and the depth to 14 feet; and thence a temporary channel 10 feet deep and 60 feet wide for the next 6 miles, up to a point on the Grand Calumet one-half mile east of Hammond, Ind. There has been expended on previous projects $446,718. 98, includ- ing $45,230.48 for maintenance. The existing project, based upon report contained in House Docu- ment No. 172, Fifty-eighth Congress, second session (with maps), was adopted by act of March 3, 1905, and was modified by act of June 25, 1910, in accordance with report contained in House Document No. 349, Sixtieth Congress, first session (without maps). It pro- vides for a channel 200 feet wide with 20 feet navigable depth from the Elgin, Joliet & Eastern Railway bridge near the old shore line. to the Forks, 6.18 miles, with five turning basins of same depth as 1.164 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. channel; for maintenance and for the acquisition by donation of land for a channel 200 feet wide from the Forks to a point one-half mile above Hammond, Ind., as already authorized by act of June 13, 1902. The construction of the turning basins was made contingent upon the donation of the necessary land to the United States free of cost. Under a contract now in force all original work of the project will be completed except the excavation of turning basins 2 and 4, the land for which has not been donated, and the widening of the channel from 100 feet to project width of 200 feet from 900 feet be- low the New York, Chicago & St. Louis Railroad bridge to the Forks, a distance of about 0.6 mile. The amount originally estimated to complete the work was $740,- 480.50, with $10,000 per annum for the maintenance of that portion of the project adopted by act of March 3, 1905. In 1911 authority was granted to increase the amount necessary to complete by $95,000, mainly for the reason that the turning basins had been enlarged. There has been appropriated $840,500 for new work and for main- tenance under the existing project. Of the unexpended balance, $31,097.81 is available for maintenance only. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. South Chicago to Pullman 1............. Senate.. 77 Forty-seventh First..... 1882 2247-2256 Whole river 2 ..... .................... ....................... ....... ......... 1884 1951-1952 Mouth to Forks 3...................................1883 1748-1751 Half mile east of Hammond to Forks 2.. ..... ......... . .. .. 1885 2059 Upper section . .......................... 1885 2059-20'64 Whole river 2...........................1887 2172-2173 To Lake2 Calumet 2........................ ....................... 1889 2151-2154 Do. ........... ...................... ................ .......... 1889 2154-2157 Hammond to Calumet Harbor 2............. ........... ..... .. ......... 1889 2158-2159 Whole river 1............... . ..... ... House:... 172 Fifty-eighth... Second.. 1904 2941-2949 One hundred and twenty-second Street ... do..... 349 Sixtieth....... First_ ... .. ....... to Forks.2 River and adjacent waters 1............ do..... 710 Sixty-second.. Second............... Do....... ............. do ..... 237 Sixty-third... First................. Little Calumet River, Ill. and Ind......do 224 do.....do................... 1 Contains map. 2 No maps. 8Basis of project adopted by Congress. The expenditures during the fiscal year ($16,061.51) have been applied to dredging by contract, making soundings, preparing plans and specifications for contracts, laying out work for contractors. and general supervision. All land required for turning basin No. 3 having been donated to the United States, a contract was entered into on June 20, 1914, for dredging to project depth this basin, together with a channel 100 feet in bottom width to connect the channel heretofore completed with turning basin No. 5 at the forks (including the two draws of the Calumet Western Railroad bridge), and for redredging (mainte- nance) to project depth the so-called "rock section." Work under RIVER AND HARBOR IMPROVEMENTS. 1165 this contract is now in progress; 76,429 cubic yards of material had been removed at the close of the year. Miscellaneous receipts during the year were $61.80. There has been expended on the existing project to June 30, 1914, $760,521.04, of which $73,924.15 has been for maintenance. In check- ing previous reports it was discovered that $43,092.32, the cost of re- dredging from mouth of river to One hundred and sixth Street, had erroneously been charged to and reported as expended for works of improvement, and this amount was transferred to maintenance, against which it was properly chargeable. Total expenditure on all projects, $1,207,240.02. Expenditures have resulted in a channel 21 feet deep from the mouth of the river to the forks, including two turning basins (Nos. 1 and 5), except in the draws of the Calumet Western Railroad bridge near One hundred and twenty-third Street, and for a distance of about 900 feet below the New York, Chicago & St. Louis Railroad (Nickel Plate) bridge, near One hundred and Twenty-sixth Street, where the depth is about 18 feet. The maximum draft that can be carried on June 30, 1914, is 20 feet from the mouth of the river to One hundred and eleventh Street (about 3 miles), 18 feet from One hundred and eleventh Street to One hundred and fourteenth Street (now under contract to be re- dredged to 21 feet), 20 feet from One hundred and fourteenth Street to the forks, except as stated above, and 4 feet from the forks to Hammond, Ind. 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. Commerce for the calendar year 1913 was 9,445,878 short tons, the principal items being coal, iron ore, grain, and miscellaneous mer- chandise, the value of which is estimated at $178,817,771. 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 estimated as a profitable expendi- ture in the fiscal year ending June 30, 1916, together with the balance now on hand, in carrying on the work of the project and in main- tenance. July 1, 1913, balance unexpended- ------------------------ $101, 042. 93 Received from sales _-------------------------------------------- 61. 80 101, 104. 73 June 30, 1914, amount expended during fiscal year: For works of improvement_- $11, 054. 59 For maintenance of improvement-----------------5, 006. 92 16, 061. 51 July 1, 1914, balance unexpended---- 043. 22 8----------------------------5 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914__ 10, 000. 00 &mount available for fiscal year ending June 30, 1915------------- 95, 043. 22 1166 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1914, amount covered by uncompleted contracts----------- $51, 916. 41 Amount (estimated) required to be appropriated for completion of existing project ------------------------------------------ 95, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance ____ 130, 000. 00 (See Appendix K K 4.) 5. Indiana Harbor, Ind.-This harbor is upon the shore of Lake Michigan, 6.5 miles southeast of Calumet Harbor, Ill., and is en- tirely artificial in character, consisting in part of two piers, 300 feet apart, extending into Lake Michigan from about 500 feet inside the shore line. These piers were constructed and the area between them dredged by private enterprise, which has also done considerable excavation on a shoreward extension of the so-called outer harbor, above described, and which has caused to be deeded to the United States easements upon lands that will be required for the projected harbor. The depths in outer harbor are referred to standard low water, which is 1.44 feet below Chicago datum, or 578.5 above New York mean tide. The depths in inner channel are referred to Chicago city datum, which is 579.94 feet above mean tide, New York. The mean annual level of Lake Michigan has varied 6.19 feet be- tween standard high and standard low water, as adopted by the United States Lake Survey. Local and temporary oscillations in this vicinity induced by winds and differences of barometric pressure are sometimes as great as 6 feet, but average considerably less than 1 foot per day. The original project, included in the existing project, was adopted in act of June 25, 1910, based on recommendations in House Docu- ment No. 1113, Sixtieth Congress, second session (without map), and embraced the following: (1) Completion and maintenance of channel in outer harbor, 300 feet wide and 22 feet deep, including an entrance channel increasing gradually in width and depth from pier ends to lake. (2) Maintenance of inner harbor channel, 200 feet wide and 20 feet deep, extending from the outer harbor to the Grand Calumet River (about 3.5 miles) and to Lake George (length of branch, 1.5 miles), this maintenance to be undertaken as fast as the channel is dredged by private interests and bridges are provided with proper draw openings. Interpretations made by this office and by the Chief of Engineers require that the inner harbor channel, prior to acceptance for main- tenance, shall be 200 feet wide at the surface and 20 feet deep below Chicago city datum throughout a center width of at least 80 feet, the channel thereafter to be maintained to be limited to that dredged by and accepted from private interests. The estimated cost of this work was $62,000. No estimate of the annual cost of maintenance of the inner harbor has ever been sub- mitted, but it was originally estimated that the annual cost of main- taining the outer harbor and entrance channel would be $5,000. The work of the original project (except maintenance) has been completed. There was added to the original project by act of March 4, 1913, based on recommendations in House Document No. 690, Sixty-second 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1167 Congress, second session (with maps), a rubble-mound breakwater, in two arms, 4,950 feet and 2,000 feet long, respectively, each to be extended to the shore if later found necessary. The satisfaction of the Secretary of War with the fulfillment of certain conditions by local interests, upon which the availability of the appropriation was contingent, was expressed on May 1, 1914. The existing project consists of the original project thus modified, and is as follows: 1. Completion and maintenance of outer harbor, 300 feet wide and 22 feet deep, including entrance channel, gradually widening in width and depth toward lake. 2. Maintenance of inner harbor channel, 20 feet deep, from outer harbor to Lake George and Grand Calumet River, after acceptance from private parties. 3. Construction of rubble-mound breakwater, in two arms, 4,950 and 2,000 feet long, respectively, with shore connections if later found necessary. The United States has accepted and assumed maintenance of 7,400 feet of the main inner channel and a section 900 feet in length of the extension toward Lake George. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Harbor 1............ ............ House... 721 Fifty-ninth.... First.... 1910 793 Harbor 1 2.........................._ ... do..... 1113 Sixtieth..... Second.. 1910 793 and 2156 Harbor and adjacent waters 3 ....... .. .. ... 710 Sixty-second.. ... do.......... Harbor (for a breakwater) 3............ ... do .......... do-..... 690 ..... do.... 1912 1018 3. . . . . . . . . . . and 2550 Harbor and adjacent waters do .... 237 Sixty-third... First .................. 1No maps. 2 Basis of project adopted by Congress. 3Contains maps. The expenditures during the fiscal year ($17,317.02) have been applied to redredging under contract channel between piers where shoaling had occurred (maintenance), general supervision, and neces- sary local surveys and office work. Under contract for redredging between piers, approved August 30, 1913, 79,407 cubic yards of mate- rial was removed, resulting in restoring the project depth of 22 feet. Work under this contract was completed May 14, 1914. Plans and specifications for rubble-mound breakwater were pre- pared and forwarded to the Chief of Engineers on June 12, 1914. These plans and specifications provide for beginning the north breakwater at its westerly end and carrying it as far as available funds will permit. The project for the improvement of this harbor requires several modifications, which are hereby recommended. These modifications, which are described more in detail in the corresponding appendix, are briefly as follows: (a) The addition of an item for dredging and pier removal, at a cost of $112,000. (b) An increase in the estimate of cost of the breakwater from $1,033,200, with $310,000 for shore arms, if later found necessary, as stated in House 1168 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Document No. 690, Sixty-second Congress, second session, upon which project was based, to $1,660,000, with an indefinite additional amount for shore arms, if required, dependent upon future filling operations by private parties. (c) An elimination of the requirement of law that the breakwater shall be built as a rubble-mound structure, and a direction, in lieu thereof, that the breakwater be built of stone or of stone and concrete, as may appear advan- tageous when cost and permanency are considered. It is also recommended that a continuing contract be authorized for the completion of this work. There has been expended to June 30, 1914, on existing project $80,493.97, of which $19,826.56 has been for maintenance. The maximum draft that can be carried over the shoalest part of this locality, including the accepted portions of the inner channel, is 20 feet, measured from Chicago city datum. The lake commerce for calendar year ending December 31, 1913, is reported as 875,306 short tons, consisting of oil, iron ore, coal, and lumber and valued approximately at $9,875,646. It is proposed to apply the funds estimated as a profitable expendi- ture in the fiscal year ending June 30, 1916, together with those now on hand, to the construction of a breakwater to protect the harbor entrance, authorized by act of March 4, 1913, maintenance, and general supervision. July 1, 1913, balance unexpended------------------------------$248, 823. 05 June 30, 1914, amount expended during fiscal year, for maintenance of improvement- -_____- 17, 317. 02 July 1, 1914, balance unexpended- ---------- 231, 506. 03 Amount (estimated) required to be appropriated for completion of existing project---------------- 833, 200. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance --------- 520, 000. 00 (See Appendix K K 5.) 6. Michigan City Harbor, Ind.-This harbor is upon the shore of Lake Michigan, about 38 miles southeasterly from Chicago. Origi- nally the depth of water at the entrance to Trail Creek, a shoal and crooked stream, which since has been dredged to form the inner harbor, was 3 feet. All depths are referred to Chicago city datum, which is low water of 1847, and is 579.94 feet above mean tide, New York Harbor. The mean annual level of Lake Michigan has varied 6.19 feet be- tween standard high and standard low water as adopted by the United States Lake Survey. Local and temporary oscillations in this vicinity, induced by winds and differences of barometric pres- sure, are sometimes as great as 6 feet, but average considerably less than 1 foot per day. The original project for inner harbor, adopted in 1836, provided for dredging the mouth of Trail Creek and protecting the entrance by parallel piers. The amount appropriated and expended on this work from 1836 to 1869, inclusive, was $287,388.97. The project for an outer harbor of refuge protected by timber- crib breakwaters was adopted in 1870. These separate projects were modified from time to time (1880, 1882, 1899) and in 1902 were consolidated. 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1169 As the result of modification and consolidation the existing proj- ect provides for a detached breakwater, east and west entrance piers, an outer harbor or basin protected by an "east breakwater" and an "old east pier," and a dredged channel 15 feet deep below Chicago city datum, 120 to 150 feet wide, and about 2 miles long, from the Lake Erie & Western Railroad bridge to the outer end of the west- erly harbor pier, together with three turning basins, all at an esti- mated cost of $1,153,154.66, exclusive of expenditures prior to 1870. A brief history of this improvement is given on pages 678-680, Annual Report of the Chief of Engineers for 1908 (see also pp. 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 204-207, Bulletin No. 23 (1914), issued by the United States Lake Survey office, Detroit, Mich. In House Document No. 659, Sixty-third Congress, second session (with maps), is published the report of an examination and survey of this harbor made in compliance with the provisions of the river and harbor act approved July 25, 1912. Maps- accompanying this document fully illustrate conditions at the harbor. Reference to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Outer Harbor and Trail Creek ..................... 1876 447-451 Inner harbor ' s.................................................. 1879 4 1593 Outer harbor 5........................ ....................................... . 1882 2260-2272 Outer and inner harbor ............ ... .. ....... ..... ... ........ 1890 2666 Outer harbor ...................... -........ .. ......... ....... .. 1897 2899-2904 Crib plans .................................................. 1900 3878 Modified projectfor turning basin in . 1904 2973 inner harbor................. [ ............ ................... ........ 1905 2158 Rebuilding western revetment and new general project. ..... ............. Public. 23 1909 716 Modified project for repairs to break- water. ..... .................. ........... ....................... 1909 2000 Outer and inner harbors' ............... House... 659 Sixty-third.... Second.. 1913 .. 1No maps. sBasis of project adopted by Congress. 2Extract only. 6 General map. 8Contains maps. 7Maps. 4Reference to,only. The expenditures during the year ($23,469.80) have been applied to maintenance, riprapping and refilling with stone at and in piers and breakwaters, strengthening easterly pile pier by contract, con- struction of one scow by hired labor, and to general supervision. There has been expended on the project of 1870 with subsequent modifications to June 30, 1914, $1,521,044.95, of which $407,390.29 has been for maintenance. Expenditures prior to 1870 amounted to $287,388.97. The total expenditures on all projects has been $1,808,433.92. All work contemplated under the existing project has been com- pleted except the upper 1,300 feet of the channel, parts of the turning basins, and 200 linear feet of the detached breakwater. 60993 --ENG 1914-- 74 1170 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The maximum draft that can be carried June 30, 1914, is 15 feet from end of westerly pier to Franklin Street Bridge, about one-half mile, 12 feet to a point about a mile above this bridge, thence decreas- ing gradually to about 2 feet at the upper turning basin. The lake commerce at this harbor is reported for the calendar year 1913 as 21,400 tons, valued approximately at $750,878. The passenger travel (summer excursion) continues to increase; 162,322 passengers were carried during the season. No definite information as to effect of the improvement on freight rates is obtainable, but it is known that in a general way the im- provement has a tendency to reduce local rates between Michigan City and Chicago. It is proposed to apply the funds estimated as a profitable ex- penditure in the fiscal year ending June 30, 1916, and those now on hand to repairing damage to breakwater and east pier caused by severe storm of November 9, 1913, dredging, and to general super- vision. July 1, 1913, balance unexpended-________________________-_ $45, 187. 25 June 30, 1914, amount expended during fiscal year for maintenance of improvement------------ ---------- 23, 469. 80 July 1, 1914, balance unexpended_-----------___ ___________ 21, 717. 45 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 __._________________ --- ____ - 50, 000. 00 Amount available for fiscal year ending June 30, 1915-------------71, 717.45 July 1, 1914, amount covered by uncompleted contracts----------_ 4,811. 00 Amount (estimated) required to be appropriated for completion of existing project_ -------------------------- _ 39, 500. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement __----_-- ________1 23, 600. 00 (See Appendix K K 6.) 7. Illinois River, Ill.-The Illinois River, entirely within the State of Illinois, is formed by the confluence of the Kankakee and the Des Plaines Rivers at a point in Grundy County about 50 miles above La Salle, flows in a southwesterly direction and empties into the Mississippi at Grafton, Ill., about 36 miles above St. Louis. The total length of the stream is 273 miles. The width varies from 500 feet to nearly 1,400 feet with occasional widenings to something over a mile. In higher stages the Illinois was navigable before improve- ment by the larger Mississippi river boats, but at low water it was practically unnavigable except for small flat-bottomed boats draw- ing less than 20 inches. At low water the fall between La Salle and Grafton was 29.6 feet in about 223 miles. The admission to the Illinois River of Lake Michigan water, via the Chicago Drainage Canal, has raised the low-water plane; but inasmuch as the quantity of water that may thus be admitted is a matter of present litigation, it is impracticable as yet to ascertain what the low-water plane will be. The act approved June 25, 1910, appropriated $1,000,000 for the construction of a waterway from Lockport, on the Des Plaines River, to the mouth of the Illinois, and provided that the appropriation 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1171 should not be available for expenditure until a board of engineers, provided for in the act, should submit plans and estimates, nor until Congress should adopt a project for improvement. The final report of the board is printed in House Document No. 762, Sixty-third Congress, second session, and submits plans and esti- mates for an 8-foot channel from Utica to the mouth of the Illinois River, 230 miles, at a cost of $1,050,000, with suggestion of a subse- quent deepening to 9 feet and the provision of large locks. The board has stated that such work would constitute full cooperation with the State of Illinois in the creation of a channel from Lake Michigan to the mouth of the Illinois River, as a part of a project for a waterway connecting the Great Lakes with the Gulf. Congress has not yet adopted a project for the improvement as contemplated in the act of June 25, 1910, so that the appropriation is not now available. That portion of the river now under improvement by the United States from La Salle, the present head of navigation, to the mouth at Grafton is divided into two sections, viz: (a) Below Copperas Creek (general improvement), 137 miles; and (b) from Copperas Creek to La Salle, 86 miles. (a) Below Copperas Creek (general improvement).-The existing project for work below Copperas Creek adopted in act of June 14, 1880, contemplates improvement to a 7-foot depth at low water by dredging and by the construction of one lock each at Kampsville, 31 miles above the mouth of the river (completed and in use since 1894), and at La Grange, 79 miles above the mouth (completed and in use since 1890). Each lock is 350 feet long between sills and 75 feet wide, with 7 feet on the miter sills at low water of 1879. Estimated cost, $1,692,837.81. There has been no modification of this project. The work of the project remaining to be done is dredging, includ- ing maintenance. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entire river 1 .................... .. House... 16 Fortieth_..... First.... 1875 525 La Salle to Grafton a............. ....... do.... 81 Forty-fifth... Third... 1879 1573-1580 Upper portion .......................................... ...... ..................... 1868 438 Copperas Creek to Grafton 2 3............ House... 87 Forty-sixth... Second.. 1880 1995-1999 Illinois and Des Plaines Rivers: Joliet to La Salle 3................ ....... ..................... ..... 1884 1958-1959 Above La Salle a.................... House... 264 Fifty-fifth.... First.... 891 2658-2661 Upper portion 1-.....--........ .....do... 548 Fifty-sixth... ... do........... ..... Do...................... .. .... do... 333 Fifty-fourth.. Second.. ........ ........ Do.3a........ ......... ..... do..... 220 Fifty-sixth.... .. do.... ........ ....... Do.l .. do..... 112 .....- do. -........................... .. ... do........ ......... Entire river 1..................... . ... 263 Fifty-ninth... First.................. La Salle to Ottawa ................... - do..... 437 ..... do-....... Second............... Entire river a................... ..... do..... 1061 Sixty-first... Third........ ....... Do.a...............................do..... 1374 ..... do....- .. -do....do. .. Hurricane Island and Calhoun County. ... do..... 1224 Sixty-second-.... do ................. At Meredosia 1..........--................. do..... 230 Sixty-third.... First.......... ....... Harbor at Spring Bay 1....................do..... 1371 Sixty-second.. Third.................... Utica to mouth...........................do..... 762 Sixty-third... Second................ 1Contains maps. SBasis of project adopted by Congress. 8No maps, 1172 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The expenditures during the fiscal year ($43,391.31) have been applied to construction of a dredge-the hull and cabin being built by hired labor and the machinery purchased under contract-local surveys, snagging, care and repair of property and plant, and to general supervision. On account of the poor condition of the old dredge No. 1 no dredging was done during the year. The new dredge Illinois is nearly finished and will soon be in commission. Miscellaneous receipts during the year (rent of marine ways), $8, deposited to credit of miscellaneous receipts. There has been expended on the project of 1880, to June 30, 1914, $1,635,309.41, of which $88,958.67 has been charged to maintenance. Prior to adoption of the existing project there had been expended by the United States $550,812.19, chiefly in dredging through the worst bars, constructing wing dams and dikes, and for certain work to assist the State of Illinois in lock construction at Henry and Copperas Creek, making total expenditures on this river to date $2,186,121.60. On June 30, 1914, a minimum depth of 6 feet at low water was available, with a channel width of from 160 to 200 feet. The fluctua- tion from low water to flood stage is upward of 15 feet. The maximum draft that can be brought to the mouth of the river from the ocean is about 5 feet. Improvement work is referred to Memphis datum, which is 587.04 feet below Chicago city datum, or 7.1 feet below New York mean tide. It is proposed to apply the funds estimated as a profitable ex- penditure in the fiscal year ending June 30, 1916, together with those on hand, in dredging toward and securing and maintaining a navi- gable channel of 7 feet depth, removing snags, construction of a dredge and towboat, care and repair of property and plant, making such surveys as may from time to time be necessary and to general supervision. July 1, 1913, balance unexpended--------------------------$147, 878. 38 June 30, 1914, amount expended during fiscal year for maintenance of improvement ---------------------------------------- 43, 391. 31 July 1, 1914, balance unexpended -------------------------- 104, 487. 07 July 1, 1914, outstanding liabilities----------- --------- 2, 282. 78 July 1, 1914, balance available----------------------------- 102, 204. 29 July 1, 1914, amount covered by uncompleted contracts----------- 12, 810. 00 Amount (estimated) required to be appropriated for completion of existing project-------------------------------------- 92, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance------ 150, 000. 00 (b) Copperas C 'eek to La Salle.-At the lower end of this sec- tion, 137 miles above the mouth of the river and at Henry, 199 miles above the mouth, the State of Illinois, assisted by the United States, has built locks 350 feet long between sills and 75 feet wide with 7 feet on the miter sills at low water of 1879. The State operates these locks and imposes charges for their use. 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1173 Since 1880 this section has not been a part of the general improve- ment prosecuted by the United States, but the act of March 2, 1907, specifically appropriated $50,000 for this section, to be applied to dredging and other improvement. On June 30, 1914, a minimum depth of 6 feet at low water was available from Copperas Creek to La Salle. The expenditures during the fiscal year ($920.89) have been ap- plied to snagging, care and repair of property and plant, and to gen- eral supervision. The total expenditures to June 30, 1914, have been $43,667.29. The commerce throughout the entire portion of the river under im- provement, as far as ascertainable, consisting chiefly of grain, live stock, coal, logs, apples, and general merchandise, amounted during the year to 141,497 short tons, valued at $3,154,491. In addition 130,400 passengers were carried. It is impossible to state with accuracy to what extent rates have been affected by river competition, but the existence of the river channel as an avenue of commerce results in lower rates upon a vastly greater tonnage than that actually transported on the river. July 1, 1913, balance unexpended-------------- ------------------ $7, 398 43 June 30, 1914, amount expended during fiscal year for maintenance of improvement----------------------------------------------- 920. 89 July 1, 1914, balance unexpended--------------------------------- 6, 477. 54 (See Appendix K K 7.) 8. Operating and care of La Grange and Kampsville Locks, Illi- nois River, and approachesthereto.-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 naviga- tion by ice from February 7 to March 14, inclusive. All boats passed through the lock throughout the season of naviga- tion, except during the months of April and May. During those months about one-third of the boats passed over the dam. Statement showing cost of operating and maintaining La Grange Lock and Dam, Illinois River, since its opening on Oct. 21, 1889. Fiscal year- Fiscal year- 1890-------------- --- $7,176. 96 1903------------------ $5,902. 65 1891------------------ 9, 275.03 1904_ - 5, 349. 90 1892 004. 06 8------------------, 1905------------------5, 463.68 1893-------------- 4,709. 11 1906 6, 370. 16 1894 1-----------------0,234.64 1907 ----- 6, 588. 27 1895------------------5, 786. 73 1908___ 5, 936. 48 1896 ------------------ 5, 124.83 1909___ 6,892.17 1897-------------- 9,802. 33 1910- 7,473.66 1898------------ ------ 6, 344. 37 1911_._ 6,250.35 1899----------------- 6. 331. 15 1912------------------6, 188. 09 1900 692. 07 5------------------, 1913-----------__ _ 20,191. 66 1901------------------4,316.74 1914 ----- 14, 681.96 1902----------------- 6, 294. 84 (b) Kampsville Lock and Dam.-The lock was closed to naviga- tion by ice from February 7 to March 13, inclusive. 1174 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. During the months of April and May about one-half of the boats passed over the dam. Throughout the remainder of the season of navigation all boats passed through the lock. Statement showing cost of operating and maintaining Kampsville Lock and Dam, Illinois River, since its opening, Sept. 80, 1893. Fiscal year- Fiscal year- 1894------------------$4, 266.09 1905-----------------$5, 773. 63 1895------------ 8, 201. 96 1906------------------6, 963. 61 1896------------------9, 257. 20 1907--------- 471. 86 6---------, 1897------------------10, 205.41 1908 ------------------ 7, 378. 08 1898------------------7, 223. 31 1909---- 652. 42 6--------------, 1899------------------__ 7, 048. 85 1910------------------ 7, 366. 55 1900------------------6, 533. 08 1911-----------__ 5,510.92 1901------------------5, 338. 23 1912------------------ 5, 208. 63 1902------------------ 5, 785. 21 1913------------------7, 654.44 1903------------------5, 508. 81 1914-----------------13, 394. 81 1904------------------ 5, 127. 04 (See Appendix K K 8.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED MARCH 3, 1909, JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations and surveys required by the river and harbor acts approved March 3, 1909, July 25, 1912, and March 4, 1913, of the following localities within this district, were duly submitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 1. Preliminary examination of Little Calumet River, Ill. and Ind., from the junction up to Blue Island.--Report dated May 2, 1913, is printed in House Document No. 224, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 2. Preliminary examination of the channel of Illinois River at Mefedosia, Ill.-Report dated July 21, 1913, with map, is printed in House Document No. 230, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 3. Preliminaryexamination and survey of harbors and rivers at or near Chicago, Ill., including Chicago Harbor, Chicago River, Calu- met Harbor, Grand Calumet and Little Calumet Rivers, Ill. and Ind., Lake Calumet and necessary connection with Calumet River, and the lake shore from the mouth of Chicago River to the city of Gary, Ind., for the purpose of reporting a plan for a complete, systematic, and broad improvement of harborfacilities for Chicago and adjacent ter- ritory.--Reports dated August 28, 1909, and October 7, 1911, with maps, are printed in House Document No. 237, Sixty-third Congress, first session. The following recommendations, subject to certain specified conditions, are made: The establishment of a lake-front terminal by providing the necessary breakwater protection in prolon- gation of or in line with the existing outer breakwaters at Chicago and Calumet River or Indiana Harbor, at an estimated cost of about $950,400 per mile; the modification of the project for improvement RIVER AND HARBOR IMPROVEMENTS. 1175 of Calumet Harbor to provide for widening the outer end of the entrance channel at an estimated cost of $38,170; the improvement of the Grand Calumet River above the forks is considered advisable only so far as already pledged by past agreements as to local coopera- tion; with the improvement by the United States of Little Calumet River, Lake Calumet, Wolf Lake, West Fork of the South Branch of Chicago River, Ill., and the Michigan Canal, is not deemed advisable, nor the extension of the existing improvements of the other interior waterways beyond what has already been recommended by the Chief of Engineers in previous survey reports, or under existing projects. 4. Preliminary examination and survey of Michigan City Harbor, Ind.-Reports dated January 18 and August 9, 1913, with maps, are printed in House Document No. 659, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $42,000, with $6,600 annually for maintenance, is presented. The local officer was also charged with the duty of making a report, provided for by the river and harbor act of March 4, 1913, upon all encroachments and obstructions in the Chicago River and all its branches, together with such encroachments as have been made in and along the lake front between Lincoln Park and the IndianaState line. The preparation of maps upon which to base this report has been in progress during the year. The work involved is very extensive and difficult. The time of completion of this report can not yet be stated. IMPROVEMENT OF RIVERS AND HARBORS IN THE GRAND RAPIDS, MICH., DISTRICT. This district was in the charge of Col. J. C. Sanford, Corps of Engineers. Division engineer, Col. James G. Warren, Corps of Engi- neers. Generalstatement as to the usual variations in 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 one-half foot below the mean lake level, and obtains from about June to August. Its lowest stage is about 2 feet below mean lake level, and obtains with slight change from January to April. The depths at the various harbors in this report are referred to zero of gauge, which is mean lake level for period 1860-1875, and is 581.63 feet above mean tide at New York, except the project depths, which are actual depths of water unless otherwise stated. 1. St. Joseph Harbor and River, Mich.-These were formerly car- ried 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 revetments built upon the approved harbor lines. Michigan City, the nearest harbor to the south, is distant about 35 miles by water, and South Haven, the nearest harbor to the northeast, is distant about 23 miles; Chicago is distant about 60 miles. 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 1176 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 to 2498, and in House Document No. 307, Fifty-fifth Congress, second session. This project, which has not been modified, provides for an entrance channel 18 feet deep and for an in- terior 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 830 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. House Document No. 307, Fifty-fifth Congress, second session, reproduces a map accompanying the present revised project. This map is not republished in the Annual Report of the Chief of Engineers for 1898. In House Document No. 629, Sixty-second Congress, second session, is a preliminary examination report which contains a map of the harbor as far east as the mouth of the Paw Paw River. The only operation during the fiscal year was dredging, for maintenance, at the mouth of the Paw Paw River, by the Meade, May 19-25, 1914, to remove a shoal in the Benton Harbor Canal caused by a May flood in the river. The quantity removed was 11,649 cubic yards and the expenditures charged to the Meade were $1,591.34. A contract was entered into June 9, 1914, for riprap and stone filling for the outer portions of the piers, but no work was done. An examination of the piers on this account cost $56.99. Up to June 30, 1914, there has been expended upon the existing project $408,637.61, of which $105,544.23 was applied to maintenance. The total amount expended on all projects to June 30, 1914, was $911,750.84. 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 pilework; at the east end a wing 165 feet long connects it with the wharf of the United States lighthouse depot. The south pier is 2,603 feet long, 1,780 feet being cribwork and 820 feet pilework. The width between the piers is 325 feet in / RIVER AND HARBOR IMPROVEMENTS. 1177 the outer section, narrowing to 250 feet inside. These structures are in fair condition, except the 165 feet of wing at east end of north pier and the superstructure over the inner portions of the pilework, which is becoming decayed. 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 dredging for its maintenance. The available depths on June 30, 1914, below mean lake level, from soundings of April 14-17, and of May after dredg- ing, are about 24.6 feet on the entrance bar in Lake Michigan, 19 feet between the piers to the railroad bridge, thence about 18 feet to the Benton Harbor Canal, and about 16 feet throughout the canal. The usual variation of level of water surface is about 1 foot. The dis- tance from the outer end of the north pier to the mouth of the Benton Harbor Canal is about 6,400 feet, and the length of the canal about 4,700 feet, making a total length of about 2.1 miles. The Lake commerce during 1913 amounted to 84,795 short tons, valued at $5,232,285, of which about 77 per cent was local and 23 per cent through traffic; in addition to this, it was reported that about 44,850 tons of sand, valued at $14,950, were dredged from the harbor and river and shipped to Chicago. The total number of passengers carried was 255,218, and the number of vessel arrivals and departures was 1,930. The principal. traffic benefited by this improvement is the trans- portation of manufactured products, the fruit traffic, and the carry- ing of passengers, including excursionists. Three lines of steamers are operated between St. Joseph Harbor and Chicago, making a large number of trips daily at the height of the season. The vessel freight rates to Chicago are about 10 per cent less than the corresponding railroad rates. The amount available for the year 1915 is about $15,000, which will be expended for riprap and stone filling under the contract of June 9, 1914, and for dredging, general repairs, and contingencies. For the year ending June 30, 1916, it is recommended that the sum of $44,000 be appropriated for maintenance, to be used for rebuilding portions of the revetments, for dredging, stone filling, general re- pairs, and contingencies. (b) St. Joseph River.-St. Joseph River rises in the northern part of Hillsdale County, Mich., flows southwestward into Indiana, turns northward at South Bend, recrosses the State line, continues northward and empties into Lake Michigan at St. Joseph. The length is not known. It 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 has been from the mouth at St. Joseph to Berrien Springs, a distance of about 22 miles by river. The im- provement 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 darns of brush, logs, and stone. The amount expended to June 30, 1914, was $6,985.88, of which $4,555.49 was for construction and $2,430.39 for maintenance, as a 1178 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. result of which many of the worst places of the stream had been improved in a temporary way from year to year. The amount of work done in recent years has been small. An examination and survey of the river from its mouth to Elkhart, Ind., were made to comply with the requirements of the river and harbor act of March 3, 1879, and the report is printed in the Annual Report of the Chief of Engineers for 1880, pages 2049-2055, and in Senate Executive Document No. 63, Forty-sixth Congress, second session. There were no operations during the fiscal year. The traffic benefited is becoming smaller year by year, and during recent low-water seasons has been confined mostly to the lower 6 or 7 miles of the river. The boats using the river are shallow-draft gasoline launches. In 1913 about 4,582 passengers and some camp supplies were carried on the lower 7 miles of the river. The balance on hand is about $1,700, which will be expended, when needed, for general maintenance of the channel, and is believed to be sufficient to June 30, 1916, and therefore no estimate is presented for additional funds. ST. JOSEPH HARBOR. July 1, 1913, balance unexpended________________________-_ $14, 343. 02 June 30, 1914, amount expended during fiscal year, for maintenance of improvement---------------------------------------1, 648. 33 July 1, 1914, balance unexpended-------------------- -- 12, 694. 69 July 1, 1914, outstanding liabilities 99. 00 6-------------------------- July 1, 1914, balance available_____-____-_____________-_ 11, 995. 69 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914__..-----------------------__ 3, 000. 00 Amount available for fiscal year ending June 30, 1915_------------ 14, 995. 69 July 1, 1914, amount covered by uncompleted contracts ------------- 8, 500. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ..----------------- 144, 000. 00 ST. JOSEPH RIVER. July 1, 1913, balance unexpended_------------ __---____-- __ $1, 786. 84 1, 786. 84 July 1, 1914, balance unexpended_---- ------- _____________ CONSOLIDATED. July 1, 1913, balance unexpended ___________ ___________ $16, 129. 86 June 30, 1914, amount expended during fiscal year, for works of improvement------------------------------------------- 1, 648. 33 ____ --- ---- July 1, 1914, balance unexpended_---- _________ _ 14, 481. 53 July 1, 1914, outstanding liabilities ----------------------------- 699. 00 July 1, 1914, balance available___ __---________ ____ _ 13, 782. 53 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914--- ------- ---------------- 3, 000. 00 Amount available for fiscal year ending June 30, 1915_......-..... 16, 782. 53 July 1, 1914, amount covered by uncompleted contracts----------. 8, 500. 00 Amount that can be profitably expended in fiscal year ending June 30. 1916, for maintenance of improvement of St. Joseph Harbor___ 144, 000. 00 (See Appendix L L 1.) 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1179 2. South Haven Harbor, Mich.-This harbor is situated at the mouth of Black River, about 23 miles by water from St. Joseph Harbor on the south and 19 miles from Saugatuck Harbor on the north. Improvements were begun in 1867, at which time there ex- isted 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 a channel 16 feet deep and 120 feet wide between the piers, and 90 feet wide above them, at an estimated cost of $279,370, and $10,000 annually for maintenance. A report of survey and estimate of cost of improvement is printed in the annual report for 1897, pages 2948-2949, and with map in House Document No. 279, Fifty-fourth Congress, second session. The Annual Report of the Chief of Engineers for 1904, pages 3056-3069, and House Document No. 119, Fifty-eighth Congress, sec- ond session, contain in full the reports on preliminary examination and survey relating to the existing project. A map of the harbor is attached to the House document. The existing project provides for establishment of dock lines and building of bulkheads along such lines by local interests; for an available depth of channel of 16 feet at all stages; for repairs to present piers so as to permit the deeper dredging; for extension of each pier 800 feet, a total of 1,600 feet of pier work; and for mainte- nance by dredging and by repair of existing structures. The following work was done during the fiscal year: For new work: Operations were continued under contract of April 26, 1912, for 400-foot extension to each pier. The foundation was completed for the fourth crib in the south pier, the fourth crib was sunk in the extension of the north pier and the third and fourth cribs in the ex- tension of the south pier, and the superstructure built over two cribs in each pier, completing the contract September 18, 1913. Each of the eight cribs is 100 by 24 by 202 feet deep, sunk on pile founda- tion with top at mean lake level and with a superstructure 4 feet in height. The expenditures were $58,467.53. For maintenance: Dredging by the Meade, July 1-5, 1913, re- moved 5,213 cubic yards. The dredging of June and July produced depths below mean lake level, at stage of -0.4 foot, of 21.3 feet on the bar, 20 feet between the piers, and 18 feet in the river. The ex- penditures charged to the Meade were $3,349.39. The outer portion of the north-pier extension was undermined and seriously damaged in the severe storm of November 7-10, 1913. There was expended for examinations, etc., the sum of $285.74. The sum of $700 was expended during fiscal year on account of United States Survey and Inspection steamer Hancock. The total expenditure to June 30, 1914, was $543,830.74, of which $349,251.57 was expended for construction and $194,579.17 for main- tenance. 1180 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The contract for pier extension, dated April 26, 1912, was entered into under the continuing contract authorization of the river and harbor act of February 27, 1911 (see annual report, 1911, p. 860). The continuing contract authorization is $198,000, of which $115,000 is yet to be appropriated. To June 30, 1914, the approved project has been completed, with the exception of the last two items named above, viz, the pier exten- sion and the maintenance by dredging and maintenance of existing structures. The available depths below mean lake level June 30, 1914, were about 21 feet on the entrance bar in Lake Michigan, 18 feet between the piers, and 17.5 feet in the river. The usual varia- tion of level of water surface is about 1 foot. The channel between the piers has a length of about 2,180 feet, and in the river above to the highway bridge a length of about 2,600 feet. The length of the north pier and revetment is 2,143 feet and of the south pier and revetment 2,182 feet, with a width of channel of 190 feet at the outer end, narrowing to 166 feet inside. The water-borne commerce at this port is about 77 per cent local and 23 per cent through traffic. In 1913 there were 918 vessel ar- rivals and departures, with 24,563 short tons of cargo, with an esti- mated value of $1,235,501. The total number of passengers carried in 1913 was 156,216. Vessel freight rates to and from Chicago are 17 per cent less than the corresponding railroad rates. There is no balance from previous appropriations for new con- struction. As no further pier extension is contemplated at present, no estimate for additional funds is presented for that purpose. The balance on hand for maintenance of the channel by dredging and for emergencies and contingencies, including repairs to the piers as may be needed, is about $19,600. It is recommended that the additional sum of $15,000 be appropriated for the fiscal year ending June 30, 1916, to be expended as needed for maintenance by dredging and emergency repairs to piers and contingencies. July 1, 1913, balance unexpended ---------- 68, 118. 82 June 30, 1914, amount expended during fiscal year: For works of improvement_____-_______ -_ $58, 467. 53 For maintenance of improvement--------------- 4, 335. 13 62, 802. 66 July 1, 1914, balance unexpended ____- __-____ __ __________ 5, 316. 16 July 1, 1914, outstanding liabilities--__________________________ 190. 00 July 1, 1914, balance available_____- ____-----____- ________ Aug. 12, 1914, amount allotted from the emergency appropriation, 5, 126. 16 act of Mar. 4,1913_ 10, 000. 00 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-___- -____________ - ____-- 4, 500. 00 Amount available for fiscale year ending June 30, 1915 -________-19, 626.16 Amount of continuing contract authorization, act of Feb. 27, 1911__ 198,000.00 Amount appropriated under such authorization ---...------ - 83, 000. 00 Amount yet to be appropriated----- ------------------------ 115, 000. 00 Amount (estimated) required to be appropriated for completion of existing project ------------------ --------------------- 1115, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-- ...- 115, 000. 00 (See appendix L L 2.) 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1181 3. Harbor at Saugatuck and Kalamazoo River, Mich.-The harbor is about 19 miles by water from South Haven Harbor on the south and about 7 miles from Holland Harbor on the north. 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 im- proved 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 project for the old harbor at the mouth of the river was adopted in 1867 and amended in 1869, 1875, and 1882. To June 30, 1906, $207,785.92 had been expended, of which $90,231.99 was for construction and $117,- 553.93 for maintenance, and as no further expenditures would 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 both ends of the old channel are entirely closed by sand. The 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 1- 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, au- thorizes the maintenance of a harbor channel of sufficient depth to allow the free use of the Government dredge General Meade, viz, 16 feet. The project was modified by the river and harbor act of June 25, 1910, in accordance with the report printed in House Document No. 635, Sixty-first Congress, second session, so as to provide for dredg- ing a channel from the inner ends of the piers to Saugatuck to a depth of 16 feet below mean lake level so as to provide an available depth of not less than 14 feet during the season of navigation, and a width of about 90 feet, at an estimated cost of $36,000, and to main- tain the whole improvement for a period of five years after the 16- foot channel has been obtained, the desirability of continuing or abandoning the harbor to be then determined. A report on the cost of completing the improvement under the proj- ect of 1867 is printed in House Executive Document No. 261, Fifty- third Congress, second session. 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, with map, pertaining to the adopted project for the proposed change in the location of this harbor. 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. A report of preliminary examination of the Kalamazoo River from its mouth to the city of Kalamazoo is printed in House Executive Document No. 199, Fifty-third Congress, third session, and in annual report for 1895, pages 2841-2846. Report of survey of Kalamazoo River from Saugatuck to New Richmond is printed, with sketch map, in House Document No. 233, Fifty-fifth Congress, second ses- sion, and in annual report for 1898, pages 2537-2545. A preliminary examination report and plan and estimate of cost of improvement of 1182 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Saugatuck Harbor is printed, with map, in House Document No. 808, Sixty-third Congress, second session. The following maintenance work was done during the fiscal year: Dredging by the Meade from July 7 to August 1, 1913, removed 74,632 cubic yards and produced depths below mean lake level of 19 feet on the entrance bar in Lake Michigan and 17 feet between the piers. Little use was made of the channel so produced, as there were no translake boats in operation during the season. Dredging by the Meade June 13-30, 1914, removed 39,182 cubic yards, producing depths below mean lake level of 19 feet on the bar and 17 feet be- tween the piers. During the fiscal year the Meade dredged a total of 113,814 cubic yards, the expenditures for which were $4,646.04. To June 30, 1914, $336,340.80 had been expended under the ex- isting project, $274,294.80. for construction, and $62,046 for main- tenance. The total amount expended on all projects to June 30, 1914, was $544,126.72. The pier and revetment construction and the dredging provided for by the approved project have been completed; further operations will be confined to maintenance of the whole improvement for a period of five years from November, 1911. The available depths below zero of gauge at the close of the fiscal year were 19 feet on the entrance bar in Lake Michigan, 17 feet between the piers, and 16 feet or more in the river to deep water in Kalamazoo Lake at the town of Saugatuck, a distance of 21 miles from the outer ends of the piers in Lake Michigan. The length of the channel between the piers is about one-half mile. The length of the north pier revetment is 2,743 feet, and of the wing at the east end about 35 feet; the length of the south pier and revetment is 2,480 feet, and of the wing at the east end about 34 feet. The channel width between the piers is 200 feet. The usual variation of level of water surface is about 1 foot. The vessel freight at this harbor for the calendar year 1913 was 7,850 short tons, valued at $405,125, and was entirely local in char- acter. The total number of vessel arrivals and departures was 788, and the number of passengers carried was 4,681. The balance remaining from previous appropriations is about $6,000, which will be expended for maintenance of the channel by dredging and for emergencies and contingencies, including repairs to the piers, as may be needed. It is recommended that the addi- tional sum of $4,360 be appropriated for the fiscal year ending June 30, 1916, to be expended as needed for maintenance by dredging, miscellaneous repairs to piers, and contingencies. July 1, 1913, balance unexpended______________________________ $14, 458. 32 June 30, 1914, amount expended during fiscal year, for mainte- nance of improvement________----- _________----_ 4, 646.04 July 1, 1914, balance unexpended--------------------------------- 9, 812. 28 July 1, 1914, outstanding liabilities__----------- 3, 342. 66 __------ July 1, 1914, balance available_______-- __------------------- 6, 469. 62 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ...------- 14, 360. 00 (See Appendix LL 3.) 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1183 4. Holland Harbor, Mich.-The harbor is about 7 miles by water from Saugatuck Harbor on the south and 20 miles from Grand Haven Harbor on the north. 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 1899 and modified in 1905 and 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-filled pile structures. The project also provided for extensive repairs of the existing works. The estimated cost was $240,000. The length of the north converging pier is 750 feet .and the south 800 feet. 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 and 2951, and in House Document No. 272, Fifty-fourth Con- gress, second session. The Annual Report of the Chief of Engineers for 1905, pages 2176 and 2177, contains a drawing and description of the adopted plan. A preliminary examination report of Black Lake Harbor, with a view to obtaining a uniform depth of 21 feet from Lake Michigan to the city of Holland, is printed in House Document No. 817, Sixty-third Congress, second session. The Meade removed 14,789 cubic yards from the entrance bar in Lake Michigan and from the channel between the inside piers from November 6 to December 5, 1913, and 39,104 cubic yards from the same portions of the harbor and from the basin between the con- verging piers, from March 17 to April 8, 1914; the resulting depths below mean lake leveL at stage of - 1.5 feet, from the latter dredging were 22 feet on the bar, 20 feet between the converging piers, and 18 feet between the inside piers. The total amount dredged during the fiscal year was 53,893 cubic yards and was for maintenance. The expenditures for this work were $5,832. The sum of $1,773.94 was expended during the fiscal year on ac- count of the United States Survey and Inspection steamer Hancock, 1184 REPORT OF THE CHIEF OF ENGINEERS, U. S. AR1IMY. From March 3, 1899, to June 30, 1914, there was expended $458,- 484.16, of which $143,476.17 was for maintenance. The total amount expended on all projects to June 30, 1914, was $762,701.46. The works provided for by the approved project are completed. The maximum draft below mean lake level that could be carried June 30, 1913, was about 17 feet between the entrance piers and about 15 feet at the Holland docks. The usual variation of level of water surface is about 1 foot. The channel is ample for the traffic involved, but requires frequent dredging to remove the shoals which form as a result of storms and currents. The length of channel between the piers from Lake Michigan to Black Lake is about one-half mile; the distance from the inner ends of the piers to the head of navigation in Black Lake at city of Holland is about 5 miles. The vessel freight of this harbor for the calendar year 1913 was 1,066 arrivals and departures, with 38,344 short tons, valued at $5,146,867. The total number of passengers carried in 1913 was 77,678. The commerce at this port is about 56 per cent local and 44 per cent through traffic. Vessel freight rates to and from Chicago are about 11 per cent less than the corresponding railroad rates. The funds available from previous appropriations are about $8,000, which will be used for dredging, for riprap if needed, and for emer- gencies and contingencies. For the fiscal year ending June 30, 1916, it is recommended that the additional sum of $9,000 be appro- priated to be expended as needed for maintenance by dredging, pier repairs, emergencies, and contingencies. July 1, 1913, balance unexpended ______________--___________ $16, 954. 25 June 30, 1914, amount expended during fiscal year, for maintenance of improvement______---------- 7, 605. 94 July 1, 1914, balance unexpended - ------------------------ 9, 348. 31 July 1, 1914, outstanding liabilities--------------------------------700. 16 July 1, 1914, balance available----------------- -- __ 8, 648. 15 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement____ ___ _ _______ 19, 000. 00 (See Appendix L L 4.) 5. Grand Haven Harbor, Mich.-This harbor is at the mouth of Grand River, the largest river in the State of Michigan, and is about 20 miles by water north of Holland Harbor and 12 miles south of Muskegon Harbor. 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 & Milwaukee Railroad Co. (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 liers and revetments 400 feet apart, with the object of creating an entrance channel 18 feet deep at an estimated cost of $804,366.15. 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1185 T he 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. Reports on preliminary examination and survey of Grand Haven Harbor to the east end of Fulton Street, and including channel into Spring Lake, are printed in House Document No. 282, Sixty-third Congress, first session. The reports are dated, respectively, May 31, 1909, and December 30, 1910. During the year the following maintenance work was done: The contract for stone filling in the new south pier, station 30+03 to 43+87, was completed September 10, 1913, with the placing of 673.27 tons of stone. The expenditures for this work were $2,492.61. The contract with Sturgeon Bay Stone Co. for stone filling and riprap was completed June 27, 1913, as shown in annual report for 1913. The expenditures under this contract in fiscal year 1914 amounted to $4,668.46. Dredging by the Meade in November and December, 1913, and Jan- uary 1-31, 1914, removed 118,505 cubic yards from the entrance bar in Lake Michigan, from between the piers and from the river, pro- ducing depths below mean lake level of 22.3 feet on the bar and 22 feet between the piers. Weather conditions permitted dredging for the entire month of January. The Meade was in winter quarters at Grand Haven from February 1 to March 16, 1914. Dredging by the Meade April 9-14, 1914, removed 6,643 cubic yards from the entrance bar and from the interior channel. Soundings during the progress of this dredging showed available depths below mean lake level of 23 'feet on the bar and 22 feet or more between the piers and in the river to the inner end of the south revetment. During the fiscal year the Meade removed a total of 125,148 cubic yards, with expenditures of $13,527.43. Slight temporary repairs were made by hired labor to various por- tions of the harbor structures at a cost of $175.54. Repairs by hired labor were made to dredge Saginaw, tug Gillmore, launch Engineer, and emergency repairs were made as required to the disused floating plant at a cost of $602.53. A contract was entered into June 16, 1914, for repair and extension of the inner end of the south revet- ment, but no work was done. The expenditures on account of this contract were $28.38. The sum of $1,461.10 was expended during the fiscal year on ac- count of the United States Survey and Inspection steamer Hancock. The condemnation of land bordering the basin back of the south pier, belonging to the Pennsylvania Railroad Co., in the United States court, August 21 and 22, 1913, resulted in the fixing of a value of $2,000. The railroad company declined, in October, 1910, an offer of $4,000, and has appealed from the decision of the court. To June 30, 1914, there had been expended upon the existing proj- ect the sum of $1,032,375.55, of which $542,976.82 was for construc- ticn and $489,398.73 for maintenance. The approved project is completed, with the exception of 250 feet of pier extension, 150 feet to the north and 100 feet to the south pier; this pier extension will be deferred for the present and entrance depths maintained by dredging alone. 60993-ENG 1914----75 1186 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The linear extent of the structures so far built is 3,538 feet in the north pier, the inner 846 feet of which (east of station 18+90.5) is in ruins, and 5,774 feet in the south pier, the inner 225 feet of which, above the southerly line of Howard Street, is no longer maintained by the United States, being along private property and at a street end. The width between the piers is 415 feet at the entrance, decreasing to 390 feet inside. The depth below mean lake level at the end of the fiscal year was about 23 feet on the entrance bar and 22 feet be- tween the piers, but the bar in Lake Michigan at the harbor entrance is liable to return after storms or freshets and requires frequent dredging. The usual variation of level of water surface is about 1 foot. The distance from the outer end of the piers to the inner end of the south pier is about 1A miles. The head of 18-foot navigation, at the Grand Trunk car-ferry slip, is about 14 miles from the outer end of the piers. From the car-ferry slip there is a depth of about 15 feet in Grand River for a distance of about 2 miles to the lower end of Spring Lake, and, thence, greater depths for a distance of about 42 miles to near the upper end of the lake, a depth of about 6 feet for a distance of about 16 miles, to the mouth of Bass River, and thence a depth of about 3 to 4 feet for a farther distance of 23 miles to the head of navigation in the city of Grand Rapids (about 39 miles from the car-ferry slip). This harbor is the western terminus of the Detroit, Grand Haven & Milwaukee branch of the Grand Trunk Railroad, in connection with which are run throughout the year two lines of steamers to Mil- waukee; one of these, belonging to the Grand Trunk Railway, oper- ates two large car ferries. In addition there is one line with regular trips to Chicago. All three lines do a large passenger and freight business. The water-borne commerce at this port is about 97 per cent through traffic. For 1913 there were 2,963 arrivals and departures, with 649,130 short tons of cargo, valued at $52,791,865. The total passen- gers carried in 1913 was 84,830. The local freight rates from Grand Haven to Chicago by vessel are about 11 per cent lower than the cor- responding rates by railroad. The balance available from previous appropriations, and after ac- counting for present contract liabilities, is about $24,000. This amount will be expended for repairs to existing work, for dredging, and for contingencies and emergencies. As the pier extension to complete the project has been deferred for the present, no recom- mendation is made for funds for this purpose. For the fiscal year ending June 30, 1916, it is recommended that the sum of $27,900 be appropriated to be expended as needed for maintenance to be used for repairs to harbor structures, for dredging, and for contingencies and emergencies. July 1, 1913, balance unexpended -- $50, 523. 57 June 30, 1914, amount expended during fiscal year for maintenance of improvement --------------------------------------------- 22, 956. 05 July 1, 1914, balance unexpended_________- _____ __ - 27, 567. 52 July 1, 1914, outstanding liabilities---------------------------- 1, 563. 99 ......- July 1, 1914, balance available---------- 26, 003. 53 RIVER AND HARBOR IMPROVEMENTS. 1187 July 1, 1914, amount covered by uncompleted contracts .---------- $2, 360. 49 Amount (estimated) required to be appropriated for completion of existing project ______ __________-_________-_-- _ 140, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement---------------------- 27, 900. 00 (See Appendix L L 5.) 6. Grand River, Mich.-Grand River rises in the southern part of Jackson County, flows northward to Lansing, thence northwestward, and finally westward to its mouth at Grand Haven. Its length, not following bends, is about 200 miles and its total length at least 300 miles. The improved portion, below Grand Rapids, has a length of about 39 miles to the Grand Haven docks and of about 40 miles to the outer ends of the Grand Haven piers. Before any work of im- provement 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 10 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, and in House Document No. 197, Fifty-second Congress, first session. 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 proposed 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 8601,791.40. 1 Exclusive of the balance unexpended July 1, 1914. 1188 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Reports on preliminary examinations and surveys. Annual reports Congressional documents. of Chiefof Engineers. House or Senate. No. Congress. Session. Year. Page. 1881 2225-2230 Senate Ex................................................ Forty-sixth... Thi 188 2206-220 1890 2676-2682 House... .................................. 197 Fifty-second.. First.... 1892 2369-2395 Do ...................--...................... 216 Fifty-eighth... Second.. 1904 3002-3007 Do.................................. .... 72 Sixtieth....... First................ The Saginaw was employed August 4-14, 1913, on the County House Bar, mile 21.5 (mile 0 is at Grand Rapids), and removed 4,260 cubic yards. August 15-18 the channel for a length of 1,800 feet below mile 30.3, was swept for a width of 140 feet and all snags re- moved. From May 20 to June 30, 1914, the Saginaw removed 18,414 cubic yards and 57 snags, from three bars or crossings, at miles 21.5, 25.5, and 30.0, respectively. The total for the fiscal year was 22,674 cubic yards. The expenditures were $3,145.64. Repairs were made by hired labor as needed to floating plant, at a cost of $2,000. Mark- ers were placed on the training walls as a protection to gasoline pleas- ure launches, the cost of this work being $67.45. To June 30, 1914, the sum of $457,324.98 had been expended in dredging 2,818,301 cubic yards of sand, clay, cobblestones, etc., in building 132,624 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, $34,250.34 for maintenance of completed 6-foot channel, and $5,413.71 for purchase of land at Grand Haven. The approved project has been about 96 per cent completed. There still remains about 5,400 linear feet of channel within the city limits of Grand Rapids, which have been partly dredged, with resulting depth of 6 feet and widths of 40 to 90 feet. Operations for maintenance have been confined to restoring the channel across sev- eral.short bars in the portion of the river between Lamont and Grand Haven. The completed channel in the upper 23 miles has filled up more or less and would require maintenance dredging to be again available. High water ordinarily occurs in the early spring, and is from 12 to 18 feet above low water in the neighborhood of Grand Rapids; the maximum stage of record was 26.3 above mean lake level in March, 1904, at 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 present depths below standard low water of 1889 are about 3 feet from Grand Rapids to Lamont, 5 feet from Lamont to mouth of Bass River, and 6 feet or more thence to Grand Haven. The commerce involved must be stated as insignificant. There is no regular commerce on the 17.5 miles of improved river between Grand Rapids and Lamont, but between Lamont and Grand Haven, a distance of about 21 miles, a side-wheel steamer, with draft of 24 RIVER AND HARBOR IMPROVEMENTS. 1189 inches, has been in operation since July, 1911. Below Bass River two small tugs and a light-draft steam barge, with dredging ma- chinery, are engaged in towing gravel to Grand Haven and to adja- cent harbors on Lake Michigan. The freight carried in 1913 amounted to 62,882 short tons, valued at $91,546, of which 3,472 tons were logs in rafts and 58,700 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 Chicago, 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 $5,000, of which $3,000 will be ap- plied to the purchase of land at Grand Haven Harbor for storage and repair purposes, leaving a balance of about $2,000, which will be used for maintenance of channel depths in the used portion of the river between Grand Haven and Lamont and for minor repairs .to plant. For the fiscal year ending June 30, 1916, it is recommended that the additional sum of $9,000 be appropriated for maintenance by dredging, for new scows, for repairs and care of plant, and for emergencies and contingencies. July 1, 1913, balance unexpended______----_______________ $11, 504. 26 June 30, 1914, amount expended during fiscal year, for maintenance of improvement__-_____ --------------------- 5, 213. 09 July 1, 1914, balance unexpended 6, 291. 17 6________-___________ July 1, 1914, outstanding liabilities___ _____________-__________ 679. 22 July 1, 1914, balance available--_______------ ------- ___ 5, 611. 95 Amount (estimated) required to be appropriated for completion of existing project------------- ------------------------- 149, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement -_-------____ 1 9, 000. 00 (See Appendix LL 6.) 7. Muskegon Harbor, Mich.-This harbor is about 12 miles by water from Grand Haven Harbor on the south and 119 miles from White Lake Harbor on the north, and is the outlet of Muskegon 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 1Exclusive of the balance unexpended July 1, 1914. 1190 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 recon- struction 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. A report in regard to change of project of 1890 is printed with map in House Executive Document No. 105, Fifty-first Congress, first session. Reports upon preliminary examinations are found in the Annual Report of the Chief of Engineers for 1901, pages 3131-3134, in House Document No. 104, Fifty-sixth Congress, second session, with map; in House Document No. 210, Sixty-first Congress, second session; and in House Document No. 352, Sixty-third Congress, second ses- sion, with map. The operations during the fiscal year were all for maintenance, as fQllows: Under contract of September 10, 1912, 1,001.4 tons of rip- rap were placed around the outer portions of both piers, completing the contract May 18, 1914, with expenditures of $3,281.11. Under contract of August 23, 1913, repairs were made September 24 to No- vember 11, 1913, to the north sheet-pile revetment, station 8+30 to 9+16 E., damaged by storm in December 1912, with expenditures of $2,965.20. The dredge Saginaw was employed from August 27 to November 15, 1913, excavating material from near midchannel and depositing it against the channel face of the north revetment, sta- tion 3+00 E. to 16+55 E., and of the south revetment station 0+36 E. to 3+00 E., to strengthen the revetments; the expenditures were $2,475.13. Dredging by the Meade October 21 to November 5, 1913, and April 15-30, 1914, removed 46,131 cubic yards and restored navigable depths on the entrance bar in Lake Michigan. The ex- penditures charged to the Meade were $4,564.40. The sum of $164.35 was expended during fiscal year on account of United States Survey and Inspection steamer Hancock. From July 1, 1902, to June 30, 1914, there was expended upon the existing project the sum of $356,070.07, of which $225,189.54 was for construction and $130,880.53 for maintenance. The total amount ex- pended on all projects to June 30, 1914, was $882,363.43. The approved project is complete with the exception of 550 feet of pier extension, 350 feet to the north and 200 feet to the south pier. This pier extension will be deferred for the present and entrance depths maintained by dredging alone. The length of the completed pier and revetment construction at the present time is 5,250 feet on the north side and 4,710 feet on the south side of the channel, and the maximum draft on June 30, 1914, was about 21 feet below mean lake level. The usual variation of level of water surface is about 1 foot. The head of navigation is at the city of Muskegon at the east end of Muskegon Lake, about 5 miles from the entrance piers. The length of the entrance channel is about 1 mile. Commerce at this port for 1913 comprised 1,236 arrivals and de- partures, with 110,773 short tons of cargo, valued at $7,819,964, and RIVER AND HARBOR IVIMPROVEMENTS. 1191 was about 90 per cent local and 10 per cent through traffic. The total number of passengers carried in 1913 was 69,774. The local freight rates from Muskegon to Chicago by vessel are about 11 per cent lower than the corresponding rates by railroad. During the season of navigation two lines of steamers regularly use this harbor, also a number of bulk freight vessels. The amount available for the fiscal year ending June 30, 1915, is $5,451.82. For the fiscal year ending June 30, 1916, it is recom- mended that the additional sum of $12,000 be appropriated for main- tenance by dredging with the Meade and Saginaw, repairs as needed to harbor structures, and for contingencies and emergencies. July 1, 1913, balance unexpended ---------------------- $14, 413. 06 June 30, 1914, amount expended during fiscal year for maintenance of improvement___------- ----------------------------- 13, 450. 19 July 1, 1914, balance unexpended ____ __-________ _______ 962. 87 July 1, 1914, outstanding liabilities________________________ - 11. 05 July 1, 1914, balance available__ ------------------------ 951. 82 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914__________________________________ 4, 500. 00 Amount available for fiscal year ending June 30, 1915 _________ 5, 451. 82 Amount (estimated) required to be appropriated for completion of existing project--------------------------------- 1 66, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ____ ___-1_____ 112, 000. 00 (See Appendix L L 7.) 8. White Lake and Pentwater Harbors, Mich.--These harbors were formerly carried as separate works, but are now consolidated in con- sequence of a provision in the river and harbor act of June 13, 1902. (a) White Lake Harbor.-Thisharbor is about 11 miles by water from Muskegon Harbor on the south and 32 miles from Pentwater Harbor on the north. When the present project was adopted the natural outlet of White Lake, about 3,550 feet north of the present 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, now the Meade, may be said to have changed the project to one of 16-foot depth and 200 feet width between piers and revetments. Report on preliminary examination is printed in House Document No. 323, Sixty-first Congress, second session, and reviewed in Rivers 1 Exclusive of amount available for fiscal year 1915. 1192 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. and Harbors Committee Document No. 11, Sixty-first Congress, second session. The last published map of the locality is contained in the Annual Report of the Chief of Engineers for 1884, page 1982. Under contract of September 10, 1912, 266 tons of riprap were placed around the outer end of the south pier, and 127 tons of stone filling in the end pockets of both piers, completing the contract June 3, 1914, with expenditures of $778.77. Dredging for maintenance by the Meade, May 1-16, 1914, removed 33,900 cubic yards and pro- duced depths below mean lake level of about 19 feet on the bar and 17 feet between the piers. The expenditures for the Meade were $3,568.01. The sum of $685.29 was expended during the fiscal year on account of the United States Survey and Inspection steamer Hancock. To June 13, 1914, there was expended upon the existing project the sum of $374,600.52, of which $207,862.44 was for construction and $166,738.08 for maintenance. The proportion of the approved project completed to June 30, 1914, is about 91 per cent, there being still required 50 feet extension to the north pier and 100 feet extension to the south pier. The existing structures consist of a north pier and revetment 1,715 feet long and of a south pier and revetment 1,953 feet long, and the natural depth of channel between them is about 10 feet. The width of the channel between the piers is about 188 feet. Periodical dredg- ing is necessary to secure and maintain a depth of 16 feet. The maximum draft below mean lake level that could be carried over the shoalest part of the channel at the end of the fiscal year was 17 feet. The usual. variation of level of water surface is about 1 foot. The length of the channel between the entrance piers is about 1,950 feet. The head of navigation is at the towns of Whitehall and Mon- tague, at the east end of White Lake and about 42 miles from the entrance piers. In 1913 there were at this harbor 184 arrivals and departures, with 11,078 short tons of cargo, valued at $263,855, and entirely local in character. The total number of passengers carried in 1913 was 15,906. The local freight rates by vessel from White Lake to Chicago are about 11 per cent less than the corresponding rates by railroad. The available balance from previous appropriations and allotments is about $2,800, which will be used for maintaining a practicable channel depth by dredging. White Lake Harbor was heretofore reported not only unworthy of improvement but also unworthy of maintenance by the United States, and it was recommended that further appropriations for the harbor be discontinued. (Annual report of 1909, pp. 739 and 2040, and H. Doc. No. 323, 61st Cong., 2d sess., p. 2.) There still remains in the Treasury a balance of $48,000 from the river and harbor act of March 3, 1909, which may be allotted for maintenance. (b) Pentwater Harbor.-This harbor is about 32 miles by water from White Lake Harbor on the south and 111 miles from Luding- ton Harbor on the north. Before work 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. RIVER AND HARBOR IMPROVEMENTS. 1193 The existing project, adopted in 1867 and amended in 1873, 1884, and 1892, provides for widening the old entrance to 150 feet and deepening it to 12 feet, the sides being protected by piers and revet- ments. Estimated cost was $327,713.40. The amendments to the original project relate merely to the length of the proposed piers and revetments and in no wise enlarge its original scope. The present project, by reason of the provision in the act of March 2, 1907, con- templates a channel 16 feet deep and about 150 feet wide, protected by suitable piers and revetments. Report on preliminary examination is printed in House Document No. 181, Fifty-ninth Congress, second session, and reviewed in Rivers and Harbors Committee Document No. 11, Sixty-first Congress, second session. The operations for maintenance during the year have consisted in dredging by the Meade, May 26-28, 1914, to restore navigable depths on the entrance bar in Lake Michigan and between the piers; the quantity removed was 2,783 cubic yards. This work was suspended, to be completed in July. The expenditures charged to the Meade were $2,802.73. The sum of $349.17 was expended on account of United States Survey and Inspection steamer Hancock. To June 30, 1914, there was expended the sum of $337,730.98, of which $179,899.10 was for construction and $157,831.88 for main- tenance. The proportion of the approved project completed to June 30, 1913, is about 85 per cent, there being still required 200 feet extension to the south pier. 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 orig- inally 2,226 feet long, the outer 80 feet of which is now badly wrecked, and by a south pier and revetment 1,847 feet long; from the inner end of the south revetment to Pentwater Lake is a dilapi- dated revetment belonging to the railroad company. Periodical dredging is necessary to secure the projected depth. The maximum draft below mean lake level on June 30, 1914, was about 15 feet on the entrance bar in Lake Michigan and about 15 feet between the piers. The usual variation of level of water surface is about 1 foot. The length of the channel between the entrance piers is about 2,200 feet. Pentwater Lake is about 2 miles long, one-half mile wide, and 20 feet to 50 feet deep in the western part, with decreasing depths in the eastern part. The lake commerce at this port for 1913 consisted of 656 arrivals and departures, with 3,527 short tons of cargo, valued at $264,213, and was entirely of local character. The number of passengers carried in 1913 was 5,286. The local freight rates by vessel to Chicago are about 7 per cent less than the corresponding rates by railroad. The available balance from previous appropriations and allotments is about $4,500, which will be expended for dredging and minor repairs to piers. Pentwater Harbor was heretofore reported un- worthy of improvement by the United States, and it was recom- mended that further appropriations for the harbor be discontinued. There still remains in the Treasury a balance of $7,000 (river and harbor act of Mar. 3, 1909), which may be allotted for maintenance. 1194 REPORT OF THE CHIEF OF ENGINEERS 17U.S. ARMY. WHITE LAKE. July 1, 1913, balance unexpended--------------------------------$5, 132. 85 Amount allotted from appropriation made by river and harbor act approved Mar. 3, 1909_---------------------------------------- 3, 000. 00 8, 132. 85 June 30, 1914, amount expended during fiscal year for maintenance of improvement ---------------------------------------------- 5, 032. 07 July 1, 1914, balance unexpended--------------------------------- 3, 100. 78 July 1, 1914, outstanding liabilities-------------------------- 186. 84 July 1, 1914, balance available ----------------------------------- 2, 913. 94 Amount (estimated) required to be appropriated for completion of existing project -------------------------------------------- 21, 720. 00 PENTWATER. July 1, 1913, balance unexpended--------------- $4, 240. 92 Amount allotted from appropriation made by river and harbor act approved Mar. 3, 1909---------------------------------------- 4, 000. 00 8, 240. 92 June 30, 1914, amount expended during fiscal year for maintenance of improvement---------------------------------------------- 3, 151. 90 July 1, 1914, balance unexpended----- ---------------------------- 5, 089. 02 July 1, 1914, outstanding liabilities------------------------------- 547. 35 July 1, 1914, balance available-------------------- -- _ 4, 541. 67 Amount (estimated) required to be appropriated for completion of existing project --------------------------------------------- 26, 400. 00 CONSOLIDATED. July 1, 1913, balance unexpended $9. 373. 77 Amount allotted from appropriation made by river and harbor act approved Mar. 3, 1909--------------------------------------- 7, 000. 00 16, 373. 77 June 30, 1914, amount expended during fiscal year for maintenance of improvement---------------------------------------------- 8, 183. 97 July 1, 1914, balance unexpended--------------------------------- 8, 189. 80 July 1, 1914, outstanding liabilities------------------------------- 734. 19 July 1, 1914, balance available----------------------------------7, 455. 61 Amount (estimated) required to be appropriated for completion of existing project---------------------------------- -- ----- 48, 120. 00 (See Appendix L L 8.) 9. Ludington Harbor, Mich.-This harbor is the outlet of Pere Marquette River, which expands into Pere Marquette Lake before emptying into Lake Michigan, and by water is about 112 miles from Pentwater Harbor on the south and 24 miles from Manistee Harbor on the north. 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. 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1195 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. The total amount expended upon that project was $617,867.72, of which $491,416.22 was for construction and $126,451.50 for maintenance, to July 1, 1907. 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, each 1,800 feet long, 400 feet apart at the outer ends, and diverging at an angle of 90 ° , the inner ends of the break- waters to be connected with the shore by suitable structures; and for the removal of the lakeward ends of the two inside piers. House Document No. 62, Fifty-ninth Congress, first session, referred to in the act of Congress of March 2, 1907, also mentioned as necessary the dredging of a considerable area in front of the outside ends of both piers. The estimated cost of the project was $839,087, but this cost did not include the dredging in the basin. A report on harbor of refuge at this place is printed in House Executive Document No. 74, Forty-eighth Congress, second session, and in annual report for 1885, pages 2090-2094. A report as to change of project is printed, with map, in House Executive Docu- ment No. 105, Fifty-first Congress, first session. Report of a survey is published in the Annual Report of the Chief of Engineers for 1897, pages 2951-2953, and in House Document No. 273, Fifty-fourth Congress, second session. This document contains a map of the locality. The report upon which the project of 1907 is based is printed in House Document No. 62, page 15, Fifty-ninth Congress, first session, and an estimate of cost is given in House Committee Document No. 3, Fifty-ninth Congress, second session; it is reviewed in Rivers and Harbors Committee Document No. 46, Sixty-first Congress, second session. A preliminary examination report on Pere Marquette River from Ludington Harbor to the city of Scottville, is printed, with map, in House Document No. 601, Sixty-third Congress, second session. Operations during the fiscal year were as follows: For new work: Under contract of April 18, 1912, for removing the lakeward ends of the old inside piers and for constructing the shore connection to the south breakwater, work was continued until December 28, 1913, completing the work with the exception of a small amount of stone, which was placed in May, 1914, completing the contract. The fol- lowing work was done: Four hundred feet of the south pier were removed; the dredging of the sites of the removed cribs was com- pleted; 400 feet of cribwork were placed in the shore connection and the superstructure completed over the entire 800 feet of cribwork, station 0 to 8+00; and the 1,200 feet of sheet-pile pier was built com- 1196 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. plete, station 8+00 to 20+00, with a wing 30.8 feet long connecting with the shore. The expenditures for this work were $126,246.60. Under the contract of August 8, 1912, for the north shore connec- tion, the 100 feet of cribwork were placed, station 0 to 1+00, and the superstructure completed over same, and the round piles were driven for the sheet-pile pier from station 1+00 to 9+50 and 10+10 in the harbor and lake-side rows, respectively. This work was begun April 13, 1914. The expenditures were $5,699.92. For maintenance: A contract was entered into May 27, 1914, for repairs to the north breakwater station 1+30 to 5+90, damaged by storms of November and December, 1913, and for repairs to the outer end of the same breakwater, damaged by a colliding vessel Novem- ber 18, 1913. Work was begun June 29 and some of the wrecked timber work was removed. Dredging by the Meade, September 25 to October 20, 1913, removed 31,029 cubic yards from between the piers and from the basin inside the breakwaters, producing a depth below mean lake level of 22.5 feet in the basin and widening the 20-foot channel between the piers. The expenditures were $4,439.32. The inner end of the south revet- ment, damaged by one of the car ferries December 15, 1912, was repaired at the expense of the owners of the boat. The sum of $316.99 was expended during the fiscal year on account of United States Survey and Inspection steamer Hancock. The amount expended under the present project from July 1, 1907, to June 30, 1914, was $926,002.54, of which $882,889.18 was for new work and $43,113.36 for maintenance. The total amount expended on all projects to June 30, 1914, was $1,543,870.26. The existing project gave authority for entering into continuing contracts to complete the improvement at a cost not to exceed $839,087, which amount has been appropriated. It was necessary to increase the estimated cost of the project by $51,500 on account of additional riprap and stone filling made necessary by settlement of same during the time of construction, and this amount was appro- priated by the river and harbor act of July 25, 1912. The original project for the interior harbor is complete. The pro- portion of the project of 1907 completed to June 30, 1914, is 98 per cent. The maximum draft below mean lake level was 20 feet. The usual variation of level of water surface is about 1 foot. There now exists a reasonably reliable 18-foot channel, protected by piers and revetments. Annual dredging is necessary, however, to maintain a channel 18 feet in depth and of sufficient width. The lengths of the harbor structures are as follows: North breakwater, 1,800 feet, with 100 feet of shore connection at the inner end; south breakwater, 1,800 feet, with 2,000 feet of shore connection at the inner end; interior channel, north pier and revetment, 2,040 feet; and south pier and revetment, 1,981 feet (shortened 400 feet during the year). The width of the breakwater entrance is 400 feet and the width between the piers 250 feet at the outer end, narrowing to 183 feet at the inner end, which connects with Pere Marquette Lake, about 2 miles long, one-half mile wide, and 20 feet to 40 feet deep. The dis- tance from the breakwater entrance to the inner ends of the inside piers is about 3,400 feet. RIVER AND HARBOR IMPROVEMENTS. 1197 The water-borne commerce at this harbor for 1913 consisted of 5,713 arrivals and departures, with 1,686,864 short tons of cargo, val- ued at $61,283,391. Of this about 90 per cent was through and 10 per cent local traffic. The number of passengers carried in 1913 was 41,562. The local freight rates by vessel to Chicago are about 16 per cent less than the corresponding rates by railroad. This harbor is one terminus of the Pere Marquette Railroad, which operates lines of car ferries which do a large business, from this point to Milwaukee, Manitowoc, and Kewaunee, Wis. Lines of pas- senger and package freight steamers also make regular sailings to Milwaukee, Chicago, and east-shore harbors to the north. A large number of bulk freight vessels also use this harbor. The funds on hand for new construction will all be expended under the existing contract for the north-shore connection. The effect of severe storms upon the breakwater itself, and the erosion of the lake bottom with resultant settlement of riprap, has indicated that the cross section of the riprap will have to be very materially increased to secure the structures against future damage. An estimate for this riprap is submitted in Appendix L L 9. The balance available for maintenance, after deducting existing contract liabilities is about $11,900, which will be expended for dredg- ing, general repairs, and for contingencies. It is recommended that the additional sum of $163,000 be appropriated for the fiscal year end- ing June 30, 1916, to be expended as needed for maintenance by dredging, additional riprap for breakwater, general repairs to harbor structures, and for emergencies and contingencies. July 1, 1913, balance unexpended_________________________ _ $179, 960. 38 June 30, 1914, amount expended during fiscal year: For works of improvement_____----- ___-- ____ $131, 946.52 For maintenance of improvement ----------------- 4, 756. 31 1136, 702. 83 July 1, 1914, balance unexpended_____-----___________________ 243, 257. 55 July 1, 1914, outstanding liabilities__ ____________________ 384. 00 July 1, 1914, balance available------------------------------- 42, 873. 55 Sept. 30, 1914, amount allotted from the emergency appropriation, act of Mar. 4, 1913__------__-------------------- _____ 4,400. 00 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914--------------------------------- 6,000. 00 Amount available for fiscal year ending June 30, 1915----- .. . 53, 273. 55 July 1, 1914, amount covered by uncompleted contracts __________ 39, 414. 32 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance ------- 163, 000. 00 (See Appendix L L 9.) 10. 'Manistee Harbor, Mich.-This harbor is distant by water about 24 miles from Ludington Harbor on the south and 8 miles from Portage Lake Harbor on the north. 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 1 Exclusive of $160.64 expended account Panama Canal. 2 Inclusive of $77.92 to be reimbursed by Panama Canal. Exclusive of amount available for fiscal year 1915. 1198 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. depth of 15 feet, extending from Lake Michigan to Manistee Lake, protected by piers and revetments at the entrance. The various modi- fications 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- plated securing a uniform depth of 18 feet by dredging to a depth of 20 feet, pier extension, revetment, and protection works, at an estimated cost of $147,488, providing satisfactory pledges were given that certain private and municipal work would be completed within a reasonable time, that land for the improvement would be donated, and that the United States would be protected from claims for dam- ages which might 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 limit- ing requirements, in accordance with plan submitted in House Docu- ment No. 705, Sixty-first Congress, second session. The estimated cost of this dredging was $25,000. On the above projects there had been expended to July 1, 1913, $505,933.54, of which $354,998.68 was for construction and $150,934.86 for maintenance. The river and harbor act approved July 25, 1912, adopted a new project, in accordance with report printed in House Document No. 599, Sixty-second Congress, second session, which provides an enlarged harbor entrance to include (a) the construction of a south breakwater 1,300 ' feet long, with shore connection about 1,200 feet long, removal of 450 feet of the lakeward end of south pier, and dredging an entrance basin and the channel between the piers to a depth of 20 feet below low water; (b) dredging Manistee River from the inner end of the north pier to Manistee Lake to a depth of 18 feet below low water; (c) the extension of the north pier 200 feet (if required); and (d) the maintenance of the project. The esti- mated cost is $456,000 for first construction and $6,000 annually for maintenance, and is made contingent upon the donation, without cost to the United States, of a strip of land at the shore line at least 200 feet wide, 100 feet on each side of the center line of the shore con- nection of the breakwater, and 200 feet long, to insure free access to the pier and full control of the same. Reports on preliminary examination and surveys, respectively, are printed in House Document No. 511, Fifty ninth Congress, first ses- sion; in House Document No. 705, Sixty-first Congress, second ses- sion; and in House Document No. 599, Sixty-second Congress, second session, with map. A complete map of this locality accompanies House Document No. 511, Fifty-ninth Congress, first session. The following operations were carried on during the fiscal year: For new construction.-The contractor for 700 linear feet of breakwater continued operations throughout the year except from December 24, 1913, to April 23, 1914, when work was suspended for the winter. Cribs No. 1 and No. 2 were completed and the other five cribs built; the foundation piles for cribs 1 and 2, which had been driven in the preceding year, were cut off; crib 1 was sunk August 21, 1913, and the superstructure completed; crib 2 was sunk RIVER AND HARBOR IMPROVEMENTS. 1199 October 23. Crib 2, 100 feet long, 30 feet wide, and 24.5 feet deep, was carried from its foundation by a severe storm in November, and the sites for cribs 3, 4, and 5 eroded to a great depth. The raising of wrecked crib 2 had not been accomplished up to the end of the fiscal year. The expenditures under this contract were $32,768.01. For maintenance: Dredging by the Meade, August 16-31, 1913, removed 34,498 cubic yards and produced depths below mean lake level of about 23 feet on the entrance bar in Lake Michigan and 20 feet between the piers. The expenditures were $2,064.99. The outer end wall of north pier, damaged by the sea during the preceding winter, was repaired in October, 1913. The expenditure on account of this was $303.19. The sum of $527.44 was expended during the fiscal year on account of the United States Survey and Inspection steamer Hancock. The amount expended under the present project from July 1, 1912, to June 30, 1914, was $36,985.70, of which $34,090.08 was for con- struction and $2,895.62 for maintenance. The total amount ex- pended on all projects to June 30, 1914, was $542,919.24. As a result of the above total expenditure to June 30, 1914, 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 & Northeastern Rail- road Co., referred to in the Annual Report of the Chief of Engineers for 1899, page 2940, still remains without repairs. Navigation ex- tends to the head of Manistee Lake, which is about 4 miles long, one- fourth to one-half mile wide, and over 30 feet deep. The channel between the piers and in the river has a length of 1 miles from Lake Michigan to Manistee Lake. The maximum draft that could be carried at the end of the fiscal year was about 17.7 feet below mean lake level in the river. The usual variation of level of water sur- face is about 1 foot. The vessel commerce at this port in 1913 amounted to 2,058 arrivals and departures, with 306,898 short tons of cargo, valued at $3,991,589, principally local in character. The number of passengers carried in 1913 was 25,809. Definite information as to the effect of the im- provement upon freight rates could not be obtained, but the local freight rates by vessels from Manistee to Chicago are about 16 per cent less than the corresponding rates by railroad. About 80 per cent of the commerce tributary to this harbor is derived from the salt and lumber industries. The harbor is also a regular port of call for a line of steamers plying from Chicago to, points upon the east shore of Lake Michigan and a line of steamers from Milwaukee to points on the east shore of Lake Michigan. A large number of bulk-freight vessels also use this harbor. There are three railroads running into Manistee-the Pere Marquette, the Man- istee & Northeastern, and the Michigan East & West Railway. The amount available for new construction, after deducting pres- ent contract liabilities, is about $310,000, which will be expended for construction in accordance with the project approved by the river and harbor act of July 25, 1912. The balance available from previous appropriations for mainte- nance is about $12,000, which will be expended for dvedging, incl- 1200 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. dental pier repairs, and for emergencies and contingencies. It is recommended that the additional sum of $12,000 be appropriated for the fiscal year ending June 30, 1916, to be expended as needed for maintenance by dredging, general repairs to harbor structures, and for emergencies and contingencies. July 1, 1913, balance unexpended----------------------------- $469, 769. 26 June 30, 1914, amount expended during fiscal year: For works of improvement_____________________ $32, 768.01 For maintenance of improvement ---------------2, 895. 62 35, 663. 63 ___ ___________- July 1, 1914, balance unexpended ----------- -- - 434, 105. 63 July 1, 1914, outstanding liabilities 2, 540. 61 July 1, 1914, balance available _______________..._______ -__ 431, 565. 02 July 1, 1914, amount covered by uncompleted contracts -1__________ 104, 485. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement -- ------------------- 12, 000. 00 (See Appendix L L 10.) 11. Harbor of refuge at Portage Lake, Manistee County, Mich.- This harbor is distant by water about 8 miles from Manistee Harbor on the south and 19 miles from Frankfort Harbor on the north. 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. The last published map of this locality is found in the Annual Report of the Chief of Engineers for 1884, page 1974. There were no operations during the fiscal year. To June 30, 1914, there had been expended the sum of $395,228.73, of which $256,129.21 was for construction and $139,099.52 for main- tenance. 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 fair condition. The north pier com- prising 114 feet of pilework 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. The south pier, comprising 1,399 feet of pilework, includ- ing 17 feet of wing at east end, and 901 feet of cribwork; has a total length of 2,300 feet. The channel between the piers has a length of about 2,300 feet from lake to lake and a width at the entrance of 362 feet, narrowing to 356 feet inside. Navigation extends to the town of Onekama at the inner end of Portage Lake, which is a body of 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1201 water about 3? miles long, with a maximum width of about 1 miles and with two central areas with depths of 20 feet or more. The maximum draft that could be carried at the end of the fiscal year is not known, as no soundings have been made since the com- pletion of dredging, November 19, 1912, at which time the depth below mean lake level was 20 feet on the bar and 19 feet between the piers. The usual variation of level of water surface is about 1 foot. The vessel commerce at this harbor for 1913 was 508 arrivals and departures, with 2,184 short tons of cargo, valued at $282,950, and was entirely local in character. The number of passengers carried in 1913 was 7,197. This harbor is one practically destitute of local or through com- merce and has never been available as a harbor of refuge, although planned in 1879 for this specific purpose, the- funds never having been available for its completion. Conditions have so changed that there is no longer any need of a. harbor of refuge in this locality, as the excellent harbors at Ludington, Manistee, and Frankfort are ample for all such needs, and, if completed, it is doubtful if it would be used by the larger local vessels, and improbable that it would ever be used by the large interlake vessels for which it was first planned. The Chief of Engineers therefore recommended in 1912 the aban- donment of further work on the project as a harbor of refuge, and he was further of the opinion that this locality is not worthy of any further expenditures by the United States in the interest of general commerce and navigation, and recommended the entire abandonment of the project. For detailed reasons for this recommendation, see report of the local officer printed in annual report of 1912, page 2595. The balance from previous appropriations is $291.92. No recom- mendation is made for a further appropriation at this time. July 1, 1913, balance unexpended----------- $298. 71 Proceeds of sale of Government property---------------------------- 20. 65 319. 36 June 30, 1914, amount expended during fiscal year for maintenance of improvement------------------------------------------- 27. 44 July 1, 1914, balance unexpended------------------------------- 291. 92 (See Appendix L L 11.) 12. Arcadia Harbor, Mich.-This harbor is distant by water about 9 miles from Portage Lake Harbor on the south and 10 miles from Frankfort Harbor on the north. The act of March 3, 1905, appropri- ated $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 commerce had been manifested such as to warrant larger expendi- tures, the plan for radical improvement by reconstruction of the piers could be undertaken. At the time of the survey-September, 1902- 60993 0 -ENG 1914 76-1 1202 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARM1Y. the depth was some 12 feet in a narrow and rather difficult channel, produced and maintained by repeated dredging at local expense, and this depth was subject to considerable reduction during the usual low- ering 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. The approved project was completed in 1909 by reason of the expiration of the authorized period of five years for maintenance by dredging. A report upon preliminary examination made under au- thority of the river and harbor act of 1910, and printed in House Document No. 701, Sixty-second Congress, second session, was adverse to the further improvement of the harbor. A report on preliminary examination is published in House Docu- ment No. 132, Fifty-sixth Congress, first session, and in annual report of 1900, pages 3942-3946. Report on a survey is published in the Annual Report of the Chief of Engineers for 1904, pages 3037-3048, and in House Document No. 194, Fifty-eighth Congress, second ses- sion. Report on preliminary examination is published in House Doc- ument No. 321, Sixty-first Congress, second session, and reviewed in Rivers and Harbors Committee Document No. 10, Sixty-first Con- gress, second session. Report on a preliminary examination is pub- lished in House Document No. 701, Sixty-second Congress, second session. There is no project at the present time for the improvement of this harbor, present operations being for maintenance. The operations during the fiscal year have been dredging for main- tenance to restore navigable depth between the piers and across the bar in Lake Michigan and repairs to piers. The dredging by contract in progress at the end of the preceding fiscal year was completed July 17, 1913, with the removal in July of 8,002 cubic yards, and produc- ing a channel about 60 feet wide and 16 feet deep below mean lake level from Lake Michigan to the inside lake. The expenditures were $3,084.87. The above dredging produced a depth which permitted the use of the Meade, which was employed August 2-15, 1913, and removed 27,489 cubic yards from the bar and from between the piers, pro- ducing depths below mean lake level of about 17 feet. The channel shoaled, during the winter and the Meade was again employed, May 29 to June 11, 1914, and removed 24,059 cubic yards from the bar and from between the piers and produced a depth below mean lake level of 16.3 feet. During the fiscal year the Meade removed a total of 51,548 cubic yards, with an expenditure of $2,282.85. A contract was entered into August 29, 1913, to construct new pile piers to inclose about 68 feet of the outer end of the north pier and about 84 feet at the outer end of the south pier, to rebuild the super- structure over the remainder of each pier east to about the shore line, and to replace the missing piles in the rows of close round piles along each face of each pier outside of the shore lines. Work, in progress October 6-December 3, 1913, and May 5-June 30, 1914, com- pleted the substructure at the outer end of the north pier and nearly completed the pile driving at the outer end of the south pier, re- moved the old superstructure north pier for 615 feet and nearly completed the new superstructure for the same length, and drove a few of the missing piles. The expenditures were $785.14. RIVER AND HARBOR IMPROVEMENTS. 1203 The sum of $476.75 was expended on account of United States Survey and Inspection steamer Hancock, and $31.32 for repair of north pier by day labor. To June 30, 1914, there had been expended $31,886.46 for mainte- nance. The maximum draft that could be carried June 30, 1914, was about 16 feet below mean lake level. The usual variation of level of water surface is about 1 foot. The channel is about 2,000 feet long from lake to lake. On account of the condition of the piers and their short length, the results of dredging are only temporary. The chan- nel which requires dredging extends about 700 feet beyond the outer end of the north pier, and this portion is exposed to open lake storms and is easily obliterated. Navigation extends to the village of Arcadia at the north end of North Bar Lake, which is about 4,800 feet long, north and south, with depths of 20 feet or more. The vessel commerce for this harbor in 1913 amounted to 308 ar- rivals and departures, with 22,626 short tons of cargo, valued at $298,219, entirely local in character. The number of passengers car- ried in 1913 was 795. Definite information as to the effect of this harbor on freight rates is not known. The Arcadia & Betsie Rail- road into this town does not do an interstate business. The balance on hand June 30, 1914, after deducting existing con- tract liabilities, is about $1,000, which will be expended for mainte- nance by dredging and for emergencies and contingencies. No rec- ommendation is made for appropriation for fiscal year ending June 30, 1916. July 1, 1913, balance unexpended --------------------------- $34, 774. 47 June 30, 1914, amount expended during fiscal year for maintenance of improvement ------------------------------------- 6, 660. 93 July 1, 1914, balance unexpended---------------------------- 28, 113. 54 July 1, 1914, outstanding liabilities---------------------------- 1, 717. 71 July 1, 1914, balance available------------------------------ 26, 395. 83 July 1, 1914, amount covered by uncompleted contracts----------- 23. 581. 73 (See Appendix L L 12.) 13. Frankfort Harbor, Mich.-This harbor is distant by water about 10 miles from Arcadia Harbor on the south and about 30 miles from the natural harbor of South Manitou on the north. 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. 1204 REPORT OF THE CHIEF OF ENGINEERS. U. S. ARMY. The last published map of this harbor is found in the Annual Re- port of the Chief of Engineers for 1884, page 1973. Operations during the fiscal year for maintenance: The inner end of the north pier, damaged by a colliding boat May 16, 1912, was repaired at the expense of the owners, being completed in September, 1.913. The repairs to the northwest corner of the south pier, damaged by a car ferry October 16, 1909, were begun in July, 1913, and com- pleted in October at the expense of the owners of the boat. Dredging by the Meade, September 11-29, 1913, removed 32,213 cubic yards and produced depths below mean lake level of 24 feet on the entrance bar in Lake Michigan and of 22 feet between the piers. The expenditures for the Meade were $2,675.05. The sum of $799.57 was expended on account of United States Survey and Inspection steamer Hancock. To June 30, 1914, there had been expended the sum of $502,353.20, of which $351,353.59 was for construction and $150,999.61 for main- tenance. The approved project is complete and has resulted in the creation and maintenance of a channel 18 feet deep (about 20 feet or more be- low mean lake level), whose natural depth, or depth to which the chan- nel would probably shoal in a few years without dredging, is 12 feet, the width between piers being 218 feet at the outer end, narrowing to 195 feet inside. It is protected by a north pier and revetment 2,000 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 & Ann Arbor Railroad Co. Annual dredging is required to maintain the depths needed for navigation. The channel, about 2,000 feet long, connects at the inner end with Lake Betsie (Aux Becs Scies), about 1I miles long, 1,000 to 2,000 feet wide, and with generally shoal depths, except in the western portion, where the depth is about 20 feet. The maximum draft that could be carried at the end of the fiscal year was about 21 feet below mean lake level. The usual variation of level of water surface is about 1 foot. About 99 per cent of 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, Kewaunee, and Marinette, Wis., and Manistique, Mich., upon the west shore of Lake Michigan, and form an important link in the through commerce between the Northwest and the Atlantic seaboard. Two lines of steamers from Chicago and Milwaukee, respectively, to points on the east shore of Lake Michigan, make regular calls at this harbor during the usual navigation season. The water-borne commerce at this port in 1913 amounted to 2,364 arrivals and departures; with 764,459 short tons of cargo, valued at $19,919,135, and for the most part general in character. The num- ber of passengers carried in 1913 was 6,765. The through rail and car-ferry service is believed to have reduced the freight rates on such traffic. The balance on hand is about $7,000, which will be expended for maintenance by dredging, repair of piers, and contingencies. For the fiscal year ending June 30, 1916, it is recommended that the RIVER AND HARBOR IMPROVEMENTS. 1205 additional sum of $11,000 be appropriated for maintenance by dredg- ing, general repairs, emergencies, and contingencies. July 1, 1913, balance unexpended_________________ - _____ $6, 596. 86 June 30, 1914, amount expended during fiscal year for maintenance of improvement--------------- ------------------------- 3, 474. 62 July 1, 1914, balance unexpended ----------------------------- 3, 122. 24 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_ ______--_____-_________ --- 4, 000. 00 Amount available for fiscal year ending June 30, 1915----- -___ 7, 122. 24 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ------------------ 11, 000. 00 (See Appendix L L 13.) 14. Charlevoix Harbor and entrance to Pine Lake, Mich.-This harbor is distant by water about 18 miles from the entrance to Grand Traverse Bay to the southwest, about 47 miles from South Manitou Harbor to the southwest, and about 17 miles from Petoskey Harbor a little north of east. In 1868, when the first estimate for improvement was made, the available 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 authorities, 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 appropriation for the upper channel was made in 1882, and actual work begun in 1885. The total esti- mated 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 controlling depth of the lower channel in June, 1902, was 16.3 feet below mean lake level, or an actual depth at the then existing stage of 15.1 feet, so the project became one of a 15-foot navigation. 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, is published in the Annual Report of the Chief of Engineers for 1904, pages 3048-3055, and in House Docu- ment No. 222, Fifty-eighth Congress, second session. Report of the examination authorized by the river and harbor act approved July 25, 1912, is printed with a map in House Document No. 26, Sixty- third Congress, first session. 1 Exclusive of amount available for fiscal year 1915. 1206 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Operations during the fiscal year were for maintenance. Dredging by the Meade, September 3-9, 1913, removed 4,432 cubic yards from the entrance bar in Lake Michigan, 4,727 cubic yards from the lower channel, and 5,393 cubic yards from the upper channel, a total for the fiscal year of 14,552 cubic yards, and produced depths below mean lake level of 20 feet on the bar and for a distance of 300 feet be- tween the piers, and thence 18 feet through the lower channel, and of 18 feet in the upper channel. The expenditures for the Meade were $1,655.64. Partial repairs by hired labor and purchased material were made in November and December, 1913, to the outer end of the south pier, lower channel, which was damaged by storm of November 7-10, 1913. The expenditures for these repairs were $1,279.03. Complete repairs will be made in the next fiscal year. The amount expended under the existing project to June 30, 1914, was $215,279.30, of which $80,205.04 was for construction and $135,074.26 for maintenance. The approved project has been completed with the exception of 200 linear feet extension to the south pier, and this will be deferred for the present and depths on the entrance bar maintained by dredg- ing alone. A small amount of dredging is required to maintain the project depth in the connecting channels. The length of the harbor structures are as follows: At the lower channel, 160 feet wide at en- trance, narrowing to 100 feet; the length of the north pier and revet- ment is 1,725 feet and of the south pier and revetment 2,030 feet; 52 feet at the inner end of the south revetment is used for a steamboat terminal; the north shore from the inner end of the north revetment is without protection for about 100 feet and the remainder of the dis- tance to Round Lake is a private revetment in poor repair. At the upper channel, about 78 feet wide, the north revetment has a length of 339 feet and the south revetment of 366 feet; 45 feet of the west end of the south revetment is occupied by private interests. The dis- tance from Lake Michigan to Pine Lake is about 1 mile, the dis- tance through the lower channel being 2,000 feet, through Round Lake 2,000 feet, and through the upper channel about 1,500 feet. The maximum draft that could be carried at the end of the fiscal year was about 17 feet below mean lake level. The usual variation of level of water surface is about 1 foot. The principal traffic tributary to this harbor is lumber, iron ore, and pig iron, furnished by the industries at the head of Pine Lake and passing through both channels. The present project depth of 15 feet does not provide the necessary depth for vessels carrying this class of freight. Navigation extends to the head of Pine Lake, which is about 15 miles long and from 1 to 2 miles wide, with depths in the lower portion in excess of 60 feet; it extends southeasterly, with a least depth of 12 feet near Boyne City at the head of the bay. About 6 miles from its northwesterly end an arm of Pine Lake extends southerly 8 miles to the village of East Jordan, to which a draft of 12 feet can be carried. Charlevoix is a much-frequented summer resort, and during the summer season a steamboat line from Chicago makes regular calls at this harbor, and a small steamer runs between Charlevoix and Beaver Island. Most of the freight is carried by bulk-freight vessels. RIVER AND H ARBOR IMPROVEMENTS. 1207 The lake commerce through this port for 1913 amounted to 198,160 short tons of cargo, valued at $1,978,757, and was entirely local to Pine Lake. The total number of arrivals and departures was 1,018. The number of passengers carried in 1913 was 10,207. The amount available for the fiscal year ending June 30, 1915, is about $6,000, which will be expended for maintenance by dredging and for repairs and contingencies. For the fiscal year ending June 30, 1916, it is recommended that the additional sum of $6,000 be ap- propriated for maintenance by dredging, incidental pier repairs, and for emergencies and contingencies. July 1, 1913, balance unexpended_____________________ ________ $8, 275. 02 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ----------------------------------------- 2, 934. 67 July 1, 1914, balance unexpended --------------------------------- 5, 340. 35 ___-- July 1, 1914, outstanding liabilities_ .. ________________- 1, 011. 74 July 1, 1914, balance available____________________________ 4, 328. 61 Amount allotted from appropriation made by the river and harbor act approved October 2, 1914__---- ---------------- 2, 000. 00 Amount available for fiscal year ending June 30, 1915 6----------- 6, 328. 61 Amount (estimated) required to be appropriated for completion of existing project____----__-----____________---- 1 23,750.00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement - 16, 000. 00 .-------------- (See Appendix L L 14.) 15. Petoskey Harbor, Mich.-This harbor is distant by water about 17 miles from Charlevoix Harbor, which is a little south of west, and about 4 miles from the harbor of Harbor Springs on the north shore of Little Traverse Bay. 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. Investigation having shown that the north breakwater was too near the wharf and that the entrance between the two breakwaters was too narrow, the project was modified under authority conferred by the act of June 13, 1902, so as to provide for the removal of the north breakwater and the extension of the west breakwater, the final cost not to exceed the amount estimated to complete the original project, viz, $170,000. Reports are printed as follows: Preliminary examination report in the Annual Report of the Chief of Engineers for 1885, page 2095. Preliminary examination and survey in Annual Report of the Chief of Engineers for 1890, pages 2668-2675; also printed in House Execu- tive Document No. 107, Fifty-first Congress, first session. Prelimi- nary examination of September 21, 1911, is published in House Docu- x Exclusive of amount available for fiscal year 1915. 1208 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ment No. 450, Sixty-second Congress, second session. A map of the locality is printed in the Annual Report of the Chief of Engineers for 1896 at page 2722. There were no operations during the fiscal year. The expenditures were for examination of the harbor structures, amounting to $107.67. The amount expended under the original project and as modified in 1902 up to June 30, 1914, has been $128,864.17, of which $118,239.40 was for new work and $10,624.77 for maintenance. The breakwater as now existing has a total length of 1,345 feet, consisting of 445 feet of stonework at the shore end and 900 feet of cribwork. The amount expended for construction constitutes about 70 per cent of the estimated cost of the project. The breakwater ends in a depth of 31 feet below mean lake level, at a distance of 1,290 feet from the shore line and 300 feet beyond the 30-foot curve, reaching an excessive depth as compared with any similar structure in this district and is ample for the needs of the harbor and satisfactory to the local interests using same. No further extension of the break- water is contemplated. The one commercial wharf, or landing pier, for the shelter of which the breakwater was built, has been extended 103 feet, without authority, some time since 1895, date not known, leaving a clear width of only 490 feet to the breakwater where there had formerly been 590 feet. The latest soundings, made in June, 1911, the first since 1889, show available depths of 31 -feet at the outer end of the breakwater and 16.7 feet to the outer end of the commercial landing pier. The usual variation of level of water surface is about 1 foot. The lake commerce at this port in 1913 consisted of 202 arrivals and departures, with 2,835 short tons of cargo, valued at $406,985, entirely local in character. The total number of passengers carried was 2,307. Definite information as to the effect of the project on freight rates could not be obtained. The available balance is about $15,000, which will be used for maintenance and repairs to the breakwater structures, when needed, and for contingencies, and is believed to be sufficient to June 30, 1916. July 1, 1913, balance unexpended---------------------------- $16, 757. 97 June 30, 1914, amount expended during fiscal year for maintenance of improvement ----- -- -------------- --------- -- 107. 67 July 1, 1914, balance unexpended------------------------------- 16, 650. 30 July 1, 1914, outstanding liabilities------------------------------ 1, 500. 00 July 1, 1914, balance available..----------------------------------15, 150. 30 Amount (estimated) required to be appropriated for completion of existing project------------------------------------------ 141, 900. 00 (See Appendix L L 15.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED MARCH 3, 19097 JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations and surveys required by the river and harbor acts approved March 3, 1909, July 25, 1912, and March 4, 1913, of the following localities within this district were 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1209 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 in- dicated: 1. Preliminary examination and survey of Grand Haven Harbor, Mich., to east end of Fulton Street and including channel into Spring Lake.-Reports dated May 31, 1909, .and December 30, 1910, are printed in House Document No. 282, Sixty-third Congress, first ses- sion. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 9. Preliminary examination of Muskegon Harbor, Mich., with a view to closing the gap in the south revetment.-Report dated September 16, 1913, with map, is printed in House Document No. 352, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 3. Preliminary examination of Pere Marquette River, Mich., from deep water in the harbor of Ludington, following the south branch of said river to the State road and iron bridge, and thence to the city of Scottville.-Report dated November 8, 1913, with map, is printed in House Document No. 601, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 4. Preliminary examination, with plan and estimate of cost of improvement, of Saugatuck Harbor, Mich., with a view to determin- ing whether additional works are necessary or desirable to maintain the channel of the existing project.-Reports dated August 9, 1913, and January 9, 1914, with map, are printed in House Document No. 808, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $12,940, with $400 annually for maintenance, is presented. 5. Preliminary examination of Black Lake Harbor, Mich., with a view of obtaining a uniform depth of 21 feet from Lake Michigan to the turning basin opposite the city of Holland.-Report dated Sep- tember 12, 1913, with map, is printed in House Document No. 817, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 6. Preliminary examination and survey of Grays Reef Passage, off Waugoshance, in Lake Michigan, with a view to removing shoals and deepening passage.-Reports dated December 27, 1912, and January 13, 1914, with maps, are printed in House Document No 883, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $175,000 is presented. 7. Preliminary examination of Empire Harbor, Mich.-Report dated December 20, 1913, is printed in House Document No. 1111, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 8. Preliminary examination of Grand River from its mouth to Fulton Street, Grand Rapids, Mich.-Report dated May 20, 1914, is printed in House Document No. 1146, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable' at the present time. 1210 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 February 27, 1911, as follows, and reports thereon will be duly submitted when received: 1. White Lake Harbor, Mich., from the mouth of the channel to White Lake. 2. Pentwater Harbor, Mih., from the mouth of the channel to Pentwater Lake. IMPROVEMENT OF RIVERS AND HARBORS IN THE DETROIT, MICH., DISTRICT. This district was in charge of Lieut. Col. Mason M. Patrick, Corps of Engineers. Division engineer, Col. J. G. Warren, Corps of Engi- neers. 1. Ship channel connecting waters of the Great Lakes between Chicago, Duluth, and Buffalo.-This channel covers navigation through the chain of lakes known as Erie, St. Clair, Huron, Michi- gan, and Superior and their connecting waters. In its original con- dition the channel was obstructed by the rapids in St. Marys River, Mich., and by a number of shoal spots at various localities through- out its length, over which there were least depths varying from 6.5 to 17 feet at mean low water then prevailing. In 1855 the State of Michigan completed a canal at Sault Ste. Marie, with two tandem locks each 350 feet long, 70 feet in width, having 112 feet of water on the miter sills, and a lift of 9 feet each. Prior to the Civil War the channels through Lake George in 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 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 construction of a channel with depths of 20 and 21 feet was authorized by Congress. The work originally contemplated provided for improvements at eight localities, as follows: (1) Round Island Shoals in upper St. Marys River, about 10 miles above Sault Ste. Marie, Mich., with a least depth of 17 feet and a length of 3,700 feet; (2) Little Mud Lake, St. Marys River, about 18 miles below Sault Ste. Marie, Mich., with a minimum depth of 10 feet and a length of 4.5 miles; (3) Sailors Encampment, St. Marys River, about 22 miles below Sault Ste. Marie, Mich., with a minimum depth of 6.5 feet and a length of 5,100 feet; (4) Mud Lake, St. Marys River, about 24 miles below Sault Ste. Marie, Mich., with a least depth of 17 feet and length of 7,500 feet; RIVER AND HARBOR IMPROVEMENTS. 1211 (5) Foot of Lake Huron, about 1,000 feet from Fort Gratiot Light- house, with least depth of 17 feet and length of 9,000 feet; (6) Mouth of St. Clair River, Mich., having a minimum depth of 12 feet and length of 5.75 miles; (7) Entrance to Detroit River in Lake St. Clair, where there was a shoal with least depth of 16 feet about 6 miles in length; and (8) Mouth of Detroit River, where there was a bar about 4 miles below Bois Blanc Lighthouse about 2.5 miles in length with a least depth of 17 feet. The existing project provides for the construction of a ship chan- nel 20 and 21 feet in depth and a minimum width of 300 feet in the shallows of the connecting waters of the Great Lakes between Chi- cago, Duluth, and Buffalo. The estimated cost was $3,340,000 and the project was authorized by act of July 13, 1892. No estimate of cost of maintenance was made. This project called for depths of 20 and 21 feet below mean low water, which is assumed to have been at 601.5 for Lake Superior; 584.2 at foot of locks, St. Marys River; 581.1 for Lake Huron; 575.5 for Lake St. Clair; and 572.6 for Lake Erie. The project was based upon a report of preliminary examination submitted in compliance with act of September 19, 1890, printed in House Executive Document No. 207, Fifty-first Congress, second ses- sion, and contained in the Annual Report of the Chief of Engineers for 1891, pages 2810-2820. (No map.) References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Chicago, Duluth, and Buffalo........... House... 1207 Fifty-first ..... Second.. 2 1891 2810-2820 Corsica Shoal... ...... .... .. .... do.... 225 ..... do.......... do.... 2 1891 2820-2822 Lake Huron to Lake Superior............... ... ....... .... ..................... 31893 2962 Lake Erie to Lake Huron................................................... . 1893 2963 Lake Huron to Lake Superior.................................... ...... .1894 2266 Do........................................................................................... 31895 2866 Lake Erie to Lake Huron ........................ ........... .......... 1896 2758 Lake St. Clair to Lake Huron........................................ ............. 1903 2002 St. Marys River................. ............ ..... .... .. ..... .......... 1904 3092 Chicago, Duluth, and Buffalo.......... House... 3 266 Fifty-ninth...- Second.. 2 1907 698 SBasis of project adopted by Congress. 2 No map. 3 Contains map. No modification has been made in the existing project since its adoption. The scope of the work has, however, been extended to cover localities other than those originally contemplated where ex- aminations disclosed isolated shoals, usually of small area. The principal 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 1212 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. River, has been opened by the removal of several shoals interfering with deep-draft navigation, and considerable work in Detroit River has been done that was not contemplated in the original project. No improvement work was done during the past fiscal year. An examination was made of the channel of the St. Clair River near the dry dock at Port Huron, and a survey was made of the Grossepoint Channel in Lake St. Clair. The total amount expended on existing project to the close of the fiscal year ending June 30, 1914, is $3,356,397.11, of which $16,372.11 has been expended for maintenance. Two thousand and eighty-three dollars and twenty-five cents was received from sale of property during the past year and deposited to the credit of the appropriation. The project, which was slightly extended to cover the removal of additional small and occasional shoals as discovered from time to time, was completed in 1901, and a channel with 20 and 21 feet draft below the reference planes of its date (1892) was secured. In 1902 these datum planes were changed to 578.8 for Lakes Michigan-Huron, 573.8 for Lake St. Clair, and 570.8 for Lake Erie (all 1877 levels), and work was done at a number of localities to secure the additional depth this change called for. The maximum draft that can be car- ried June 30, 1914, over the shoalest parts of the channel, with ref- erence to these adopted planes, is 19 feet. The monthly water levels may vary from 4 inches to 2 feet in a single year, and daily varia- tions in the water surface may amount to 2 feet in variable weather, or even to 6 and 8 feet in severe storms on Lake Erie. The amount of freight carried through the St. Marys River section of the channel during the navigation season of 1913 was 79,718,344 short tons, valued at $865,957,838. Statistics of traffic through the St. Clair Flats Canal indicate that 78,857,492 short tons of freight passed through this section, while that passing Detroit River amounted to 85,376,705 short tons, valued at $927,191,016. It is believed that to attribute to the improvement in channels the difference in freight rates of 1900 (1.18 mills per ton-mile) and 1913 (0.68 mill per ton-mile) 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 the largest freight steamers having increased from 8,000 tons in 1900 to 14,280 tons. No work is proposed for next year. The funds in hand are ample to take care of any contingencies that may arise. Received from sale of property ----------------------------- $2, 083. 25 June 30, 1914, amount expended during fiscal year for maintenance of improvement -------------------------------------------- 446.48 July 1, 1914, balance unexpended 636. 77 1----------------------------, July 1, 1914, outstanding liabilities ----------------------------- 250. 00 July 1, 1914, balance available----------------------------------- 1, 386. 77 (See Appendix M M 1.) 2. St. Marys River at the falls, Mich.-The St. Marys River forms the outlet of Lake Superior, connecting it with Lake Huron. From Whitefish Bay, at Point Iroquois, the river flows in a general south- easterly direction to Lake Huron at Detour, a distance of from 63 RIVER AND HARBOR IMPROVEMENTS. 1213 to 75 miles, according to the route followed. The falls, or rapids, where the river falls about 20 feet in a distance of 1 mile, are located about 14 miles below Point Iroquois. The reach under improve- ment at the falls is about 2 miles long, and from the lower end of the improvement to the outlet of the river at Detour is about 47 miles by way of the shortest navigation channel. Commercial navigation of the falls, or rapids, of this river at Sault Ste. Marie was impracticable, except for logs and very small craft, until 1855, by which time the State of Michigan had completed a canal providing a navigable channel for vessels having a draft of 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 provided a canal 5,400 feet long, with available width of 64 feet and top width of 100 feet, with a double- lift lock having tandem chambers 350 feet long and 70 feet wide, with gate openings of 70 feet, and arranged for an average lift of about 9 feet at each lock. Work upon the improvement of St. Marys Falls Canal and River was first undertaken by the United States in 1856, under a project to obtain a 14-foot channel through Lake George and East Neebish, the act of July, 1856, providing $100,000 for beginning the work. This money, together with that appropriated and allotted later, was devoted principally to the channel through Lake George, some work being done in the channel along the western bank of the East Neebish. This work resulted, by 1869, in giving a channel from Lake Superior to Lake Huron, with depth as great as could be carried through the canal. In 1870 the United States entered upon a project for increasing the width of the canal to at least 100 feet, replacing the stone slope walls with timber revetment piers, building a new lock, and pro- viding 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 between service gates and 80 feet wide, narrowed at gate openings to 60 feet, and arranged for 18 feet average lift. The draft which can be carried through this lock is restricted by the breast wall at its foot over which there is a least depth of 12.6 feet below extreme low-water surface, 94.5 feet canal datum. The cost of the work from 1856 to 1885, inclusive, was $2,625,692, including $20,692 diverted from the general appropriations of 1864 and 1869. A rapidly increasing commerce developed as a result of these im- provements. The river and harbor act of August 5, 1886, authorized the execu- tion of a project 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 depth on the miter sills at mean stage of water; also for deepening the canal and its approaches, all at an estimated cost of $4,738,865. The new lock, constructed under this project and known as the Poe Lock, was opened to navi- gation August 3, 1896. Later work consisted in completing the deepening of the canal and its approaches, rebuilding and extending canal piers, grading and improving canal gro-nds, 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 1214 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 insufficient. 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 total amount expended under the project of 1886, and its ex- tensions and modifications to June 30, 1914, is $5,792,847.32, 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, Mich., $86,491.28. The total amount expended for general improvement, including $2,625,692 expended on past finished projects, is $8,418,532.76. This amount includes $10,000 diverted from Great Lakes harbors appropriation of 1864. The project of 1886 and its extensions and modifications, for gen- eral improvement, has been completed, giving a canal 15 miles long, with widths of 108 to 500 feet and depth of 24.6 feet in the upper portion, a movable dam, and a lock 100 feet wide and 800 feet long between service gates. The draft which can be carried through this lock is restricted by the breast wall at its foot, over which there is a least depth of 17.7 feet below extreme low-water surface, 94.5 feet canal datum. The water level below the lock varies about 1 foot dur- ing the year. 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. This project provides for a lock 1,350 feet long between gates, giving a usable length of not less than 1,300 feet, with least depth of 24.5 feet below extreme low water, and width of 80 feet, and a separate canal 260 to 300 feet in width. The river and harbor act of July 25, 1912, adopted a project for the construction of a fourth lock, in accordance with the report sub- mitted in House Document No. 64, Sixty-second Congress, first ses- sion, at an estimated cost of $3,275,000. This report provides for a lock of the same dimensions as the third lock, viz, length between gates, 1,350 feet; width, 80 feet; and depth, 24.5 feet at extreme low water. The lock is to be connected with the same canal as the third lock. The maintenance, operating, and care of these locks and canals is provided for from the permanent indefinite appropriation for that purpose. The existing project, therefore, for work at this locality provides for the construction of a third and a fourth lock, as outlined above, and of a canal 260 to 300 feet in width, the two locks to be connected RIVER AND HARBOR IMPROVEMENTS. 1215 with this canal, which is separate from the canal now in use in con- nection with the Weitzel and Poe Locks. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section coveted. House or No. Congress. Session. Year. Page. Senate. .............. ... ..... ......... 11855.......... St. Marys Falls Canal......................... ........................ 21877 924 Do.............................................. .............................. 21878 1218 Do.................................................. ....................................... 2 1880 2068 St. Marys River ........... ....... Senate.. 8171 Forty-sixth... Second.. 31880 2071 St. Marys Falls Canal.......................... .. .. .......................... 2 1881 2264 St. Marys River and St. Marys Falls House... 254 Forty-seventh First.... 31882 2358-2368 Canal. St. Marys Falls Canal ............... ... do..... 3102 Forty-eighth.. Second.. 31885 2105-2107 St. Marys River ...................... do..... 2 128 Fifty-sixth....... do..... 1901 3200-3203 Do ......... ...... ............. .. do..... 215 Fifty-eighth... Third... 1905 2289 St. Marys Falls Canal......................do.... 24 333 Fifty-ninth.... Second.. 31907 698 St. Marys River.... .. -. . ... 2266 ..... do.... ... do..... 2odo..... ... Filling basin at canal ..................... do.... 716 Sixty-first........do..... 31910 860 St. Marys River, the falls... ...... .. .. . . . ... 2 1910 2224 Do .......... ................ House... 34 64 Sixty-second.. First.... 3 1911 914 Do ............... ............... ....... ... .. ...................... 21911 2418 12 Report of the Secretary of War, Jan. 18, 1855. 8Without map. Contains map. 4 Basis of project adopted by Congress. The work of constructing the new third lock and canal has been continued during the past year. The excavation of the west portion of the canal, including the building of revetment walls, has continued under two contracts. One of these sections is completed and only a small amount of work remains to be done on the other. The lock masonry and the service gates, built under contract, are completed, except for some minor items, including cleaning up. The construc- tion of the east approach, under contract, including dredging and pier building, has made good progress. Work under contract is well advanced on the pump house, pumping plant, and machinery for the lock. The timber guard gates were built and a few other minor pieces of work were done by hired labor. The items of the work, in- cluding purchases of materials, are given in detail in appended report of the district officer. The amount expended on third lock and canal project for the fiscal year was $1,854,364.71, and the total expended to June 30, 1914, was $4,541,871.97. Of the total estimated cost of the new lock and canal $5,700,000 has been appropriated, and the balance, $500,000, authorized to be expended under continuing contracts, has not yet been appropriated. It is believed that the available balance is suffi- cient to complete all work contemplated by the project. The excavation of the lock pit for the fourth lock has been in progress under contract. Practically all of the material overlying the rock and 26 per cent of the rock have been removed. The amount expended on fourth lock project during the fiscal year was $137,- 761.36, and the total expended to June 30, 1914, was $160,319.81. Of the total estimated cost of this lock ($3,275,000) $800,000 has been appropriated, leaving a balance of $2,475,000 not yet provided. 1216 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The total amount expended on the existing project to the close of the fiscal year ending June 30, 1914, was $4,702,191.78. During the past year $279.67 were received from sale of property and deposited to the credit of appropriation as follows: New lock and canal, $94.17, and general improvement, $185.50. The total amount expended on all projects to the close of the fiscal year 1914 was $13,120,724.54. In 1887 the freight passing the river was 5,494,649 short tons, valued at $79,031,757. In 1913 this traffic had grown to 79,718,344 short tons, valued at $865,957,838. The principal items of commerce are iron ore, coal, grain, and general merchandise. Average freight charges per ton-mile have been reduced about 70 per cent since 1887. Details regarding the commerce of the canal are given in the report on operating and care of St. Marys Falls Canal, Mich. The amount estimated for profitable expenditure in the fiscal year 1916 will be applied to the construction of the fourth lock, all in accordance with the present project. CANAL WIDENING, ETC. July 1, 1913, balance unexpended --------------------------- $1, 987.14 Received from sale of property 185. 50 July 1, 1914, balance unexpended , 172. 64 2----------------------------- NEW (THIRD) LOCK AND CANAL. -___ July 1, 1913, balance unexpended __--_______________- 3, 012, 492. 74 Received from sale of property --------------------------------- 94. 17 3, 012, 586. 91 June 30, 1914, amount expended during fiscal year, for works of improvement ----------------------------------------- 11, 854, 364. 71 July 1, 1914, balance unexpended ____ ___________ _____- 1, 158, 222. 20 July 1, 1914, outstanding liabilities _______________________115, 200. 00 July 1, 1914, balance available_---- - _________----_ 1, 043, 022. 20 July 1, 1914, amount covered by uncompleted contracts--------- 218, 210. 00 Amount of continuing contract authorization, act of Mar. 2, 1907_ 5. 000, 000. 00 Amount appropriated under such authorization---- 4, 500, 000. 00 Amount yet to be appropriated --- ......-. __-_-_ - 500, 000. 00 NEW (FOURTH) LOCK. July 1, 1913, balance unexpended ________________________ __ 777, 441. 55 June 30, 1914, amount expended during fiscal year, for works of improvement __________________________ 2137, 761.36 July 1, 1914, balance unexpended ___. ________ _______ 639, 680. 19 July 1, 1914, outstanding liabilities______________________--- 67, 100. 00 July 1, 1914, balance available -------------------------------- 572, 580. 19 July 1, 1914, amount covered by uncompleted contracts---------- 286, 600. 00 Amount (estimated) required to be appropriated for completion of existing project _--*----__- ___ - 2,475, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement ---------------.. 81,000, 000.00 1 Includes $20,211.52 paid by Treasury Department. 2Includes $35 paid by Treasury Department. *Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1217 CONSOLIDATED. July 1, 1913. balance unexpended _ _---_____-------_ $3, 791, 921. 43 Received from sale of property ------------------------------- 279. 67 3, 792, 201.10 June 30, 1914, amount expended during fiscal year, for works of improvement__ _____________________1_ 1, 992, 126. 07 July 1, 1914, balance unexpended----------------------------- 1, 800, 075 03 July 1, 1914, outstanding liabilities ___-. __....-____ __- 182, 300. 00 July 1, 1914, balance available__----- __------.------- .-- . 1, 617, 775. 03 July 1, 1914, amount covered by uncompleted contracts---------- 504, 810. 00 Amount of continuing contract authorization, act of Mar. 2, 1907_ 5, 000, 000. 00 Amount appropriated under such authorization _----..... . 4, 500, 000. 00 Amount yet to be appropriated_---- .....---------------- 500, 000 00 Amount (estimated) required to be appropriated for completion of existing project-------------------------------------- 12, 475, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement _-----------------..... 11, 000,000. 00 See Appendix M M 2. 3. Operating and care of St. Marys Falls Canal, Mich.-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 perma- nent 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, 1914 (excluding $12,098.25 outstanding liabilities), amounted to $2,381,841.02, of which $117,- 438.10 related to operations for the fiscal year. During the year ending December 31, 1913, the United States canal was open to navigation 245 days-from April 18, 1913, to December 18, 1913, inclusive. A total of 15,599 vessels, aggregating 32,062,619 registered tons and carrying 37,022,201 short tons of freight and 40,496 passengers, passed through the Poe and Weitzel Locks in 10,601 lockages. The Canadian canal at Sault Ste. Marie, Ontario, opened 246 days, made 6,266 lockages, and passed 8,196 vessels, with an aggregate registered tonnage of 25,927,096, and car- rying 42,696,143 short tons of freight and 36,698 passengers. The principal items of freight during the calendar year 1913 through both canals were: Iron ore, 48,076,977 tons; coal, 18,622,938 tons; flour 10,212,667 barrels; wheat, 204,821,507 bushels; other grain, 112,230,369 bushels; lumber, 599,586 thousand feet b. m.; and general merchandise, 1,770,860 tons. 1 Exclusive of the balance unexpended July 1, 1914. 60993o--ENG 1914---77 1218 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Summary of St. Marys River commerce via American and Canadiar canals during the calendar season of 1913, viz, from Apr. 14 to Dec. 18, 1918, a period of 249 days. Total freight carried, tons-------------------------------- 79, 718, 344 Total tons net register----------------------------------- 57, 989, 715 Total mile-tons -------------------------------------- 65, 330, 716, 791 Total valuation placed on freight carried------------------- $865, 957, 838 Total amount paid for freight carried ------- $44, 380, 865 Total number of registered vessels using canals ........... Total number of passages by unregistered crafts carrying freight -852 694 Total valuation placed on registered vessels___________________ $142, 421, 200 Total number of passengers transported 77, 194 Average distance freight was carried, miles- 820 Average cost per ton for freight transportation __ $0. 56 Average cost per mile per ton, mills-------------- .68 Average value per ton of freight carried---------------- $10. 86 Time American canal was operated, days --------------------- 245 Time Canadian canal was operated, days __ 246 Freight carried by- Registered vessels, tons------------------------------- 79, 434, 644 Unregistered vessels, tons _ 283, 700 American vessels, per cent-- ----------------------------- 94 Canadian vessels, per cent---- --------------------------- 6 Passengers carried by- American vessels, per cent ------------------------------- 38 Canadian vessels, per cent--------------- --------------- 62 Average number of vessels passing per day- Through Poe Lock -------------------------------------- 37 Through Weitzel Lock --------------------- -------------- 31 Through Canadian Lock--- ------------------------------ 33 Through Poe, Weitzel, and Canadian Locks--------------- 96 Freight trafic by calendar years. Year. Short tons. Year. Short tons. 1881 ...................... ....... ........ 1,567,741 1898.................. ............ 21,234,664 1882 ................................ .. 2,029,521 1899................................ 25,255,810 1883 ............................. 2, 267,105 1900................................ 25,643,073 1884 ................ ................ 2,874,557 1901................................ 28,403,065 1885 ................. ...... .. 3,256,6... 3,256628 1902 .......................... 35,961,146 1886...................................................... .4,527,759 1903....................... ....... 34,674,437 1887 ................................. 5,494,649 1904............. .................... 31,546,106 1888.............................. .. 6,411,423 1905-....... ............. 44,270,680 1889.................................... 7,516,022 1906........... ................ . 51,751,080 1890................................. 9,041,213 1907............................... 58,217,214 1891........ ....................... 8,888,759 1908................................ 41,390,557 1892 ................................ 11,214, 333 1909............................ 57,895,149 1893 ..................... ......... 10,796,572 1910................................ 62,363,218 1894 ............ 13,195,860 1911................................ 53,477,216 1895........ ................ ............ 15,062,580 1912 ... ............... 72,472,676 1896 ................................ 16,239,061 1913.................................. 79,718,344 1897 ................................ 18,982,755 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 M M 3.) 4. Hay Lake and Neebish Channels, St. Marys River, Mich.- The St. Marys River forms the outlet of Lake Superior, connecting it with Lake Huron. From Whitefish Bay, at Point Iroquois, the river flows in a general southeasterly direction to Lake Huron at Detour, a distance of from 63 to 75 miles, according to the route followed. RIVER AND HARBOR IMPROVEMENTS. 1219 The section included in this project extends from the locks and canal at Sault Ste. Marie by way of Hay Lake to Lake Huron, the mouth of the river. The original condition of this waterway in- cluded 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 original project, adopted by act of August 2, 1882, contem- plated a channel 300 feet wide with least depth of 17 feet through all obstructed portions of the channel from the foot of the locks to Lake Huron by way of Hay Lake and the Middle Neebish. This project was modified by act approved August 5, 1886, to provide a depth of 20 feet and to widen at angles and critical places, at a total estimated cost of $2,659,115. The amount expended on this project was $2,659,239.90. The existing project, which was adopted by the river and harbor act of June 13, 1902, provides for removing the shoals between St. Marys Falls Canal and the upper entrance to Hay Lake and widen- ing and deepening the existing upper entrance channel into Hay Lake so as to give it a least width of 600 feet and clear depth of 21 feet at low water; for securing a new outlet channel from Hay Lake to Mud Lake via the West Neebish, giving it a least width of 300 feet and low-water depth of 21 feet; and for deepening the old channel between Hay Lake and. Mud Lake via the Middle Neebish to 21 feet, leaving its width unchanged. The estimated cost of the work was $5,750,000. No estimate of cost of maintenance was made. This project is based upon report of examination and survey contained in House Document No. 128, Fifty-sixth Congress, second session, which contains a map of the channels and is published on pages 3200-3203 of the Report of the Chief of Engineers for 1901. No modification has been made in the existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. 1ouse or No. Congress. Session. Year. Page. Senate. Middle Neebish......................... Senate.. 1171 Forty-sixth... Second.. 11880 2071 St. Marys River.................... House... 254 Forty-seventh First.... 11882 2358 Middle Neebish............ ............................ ... .......... 21884 2006 Hay Lake Channel........ ................. . ................... ............. 21887 2240 Middle Neebish ... . ......................... .......... ... . ....... ...... 1888 1956 Do............... .... ....... .... ....... .... .. ....................... 21890 2716 Hay Lake and Middle Neebish............. ........... ... .................. 21891 2759 Hay Lake and Neebish............... House... 2 128 Fifty-sixth.... Second.. 11901 3200 Do............ ................ do..... 2215 Fifty-eighth... Third... 11905 2289 .................................... .. do..... 226 Fifty-ninth.... Second..- .... ........ Do .................. ... ........ ...... .... ............. ........ 21906 1878 Do ............................ ......... ....... .... ..... .- ......... 21907 2038 Do ................................ ... ......... ....... .................... 21912 2641 Mid Without map. Containsmap...... of p....roject.. Basis..... adopted by Congress...21910 Do............................. .......................... 21912 2649 5 ' without map. 'Contahns map. Basis of project adopted by Congress 1220 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The work of deepening the Middle Neebish Channel at Sailors Encampment was completed on July 6, 1912, and the work accepted. The total amount expended to June 30, 1914, on the existing project is $5,742,451.85, none of which has been applied to maintenance. Proceeds of sale.of property during the past year, $31.26, were de- posited to credit of appropriation for Middle and West Neebish Channels. The total amount expended on all projects to the end of the fiscal year 1914 is $8,401,691.75. The expenditures during the past year amounted to $812.07. The combined project for Hay Lake and Neebish Channels is com- pleted, giving a navigable channel from the Sault Locks to Detour with least width of 300 feet, where there are two channels, one for upbound and one for downbound vessels, and a. least width of 600 feet at all other places, with a least depth of 21 feet at low water. The planes of reference vary from 580.6 at the foot of the locks to 579 at Lake Huron. The length of channel affected is about 47 miles, part of which is double and a portion of which was originally deep water requiring no improvement. During the navigation season of 1913 the freight passing the river amounted to 79,718,344 short tons, valued at $865,957,838, and con- sisted mainly of iron ore, coal, grain, and general merchandise. The average freight charges per ton-mile have been reduced about one- third since the first opening of the Middle Neebish route in 1894. Detailsregarding the commerce passing St. Marys River are given in the report on operating and care of St. Marys Falls Canal, Mich. No work is proposed during the next fiscal year. Ample funds are in hand to cover any contingencies that may arise. MIDDLE AND WEST NEEBISH CHANNELS. July 1, 1913, balance unexpended-------------------------------$7, 136. 49 Received from sale of property------------------------------------ 31. 26 7,167. 75 June 30, 1914, amount expended during fiscal year for works of im- provement---------------------------------------------------- 812. 07 July 1, 1914, balance unexpended------------------------- 6, 355. 68 July 1, 1914, outstanding liabilities 00 7------------------------ July 1, 1914, balance available----------------------------------- 6, 284. 68 HAY LAKE AND NEEBISH CHANNELS. July 1, 1913, balance unexpended----------------------------- --- 1, 730. 94 July 1, 1914, balance unexpended------------------------------- 1, 730. 94 (See Appendix M M 4.) 5. Mackinac Harbor, Mich.-This harbor is situated on the south- east end of Mackinac Island, which is located in the Strait of Mack- inac at the northern end of Lake Huron, at a distance of 15 miles from the harbor of Cheboygan, on the mainland. The bay is semi- circular, inclosing an area of about 34 acres, and opens toward the southeast. 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 1Includes $116.24 reimbursed by Panama Canal. s Includes $79.93 to be reimbursed by Panama Canal, RIVER AND HARBOR IMPROVEMENTS. 1221 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, its object being to provide a reasonably safe approach to and berth at the landing wharves and to afford shelter to vessels lying in the harbor. It provides for two breakwaters 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 cribwork. The estimated cost was $80,000. No estimate of cost of maintenance was made. The project is based upon report of examination and survey contained in House Document No. 646, Fifty-sixth Congress, first session, which contains a map of the har- bor, and is published on pages 4008-4012, Report of Chief of Engi- neers for 1900. No modification has been made in the existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). Congressional documents. Chf of Engineersof House or Senate. No. Congress. Session. Year. Page. Senate ...................................... 1 63 Forty-sixth... Second.. 1 1880 221, 2055 House..................................... 171 Forty-eighth.. ... do..... 11885 332,2180 ...................................... House........... ............. ............ -- 2646 - .. ....... Fifty-sixth.... First.... 1 1900 111887 294,2271 4008-4012 Do....................................... 274 Sixty-third. ... do...................... 1 No maps. 2 Basis of project adopted by Congress; contains map. EContains map. The work of building the substructure of the rubble mound extend- ing from Mission Point was begun on May 5, 1911, and completed on July 22, 1911, a total of 17,349.9 tons of stone having been placed. On May 21, 1912, under a second contract, work was begun on the substructure of the breakwater extending from Biddle Point, and this work was completed on September 8, 1912, a total of 27,989 tons of stone having been placed in the substructure. The work done during the past fiscal year consisted in placing a rubble superstructure on the substructure of the breakwater at Mission Point and the partial completion of the superstructure of the Biddle Point Breakwater. This work was done under contract. Work was still in progress at the close of the year and will be con- tinued until the project is completed. The funds for this work have been provided. The total expenditures to June 30, 1914, under present and all projects are $58,326.94, none of which has been applied to main- tenance. Congress, by the river and harbor act approved February 27, 1911, authorized the completion of this work under the continuing-contract system, the total amount to be appropriated not to exceed $55,000, exclusive of the amounts heretofore appropriated, $35,000 of which was appropriated by the sundry civil act of August 24, 1912, and $20,000 by the sundry civil act of June 23, 1913. 1222 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. While the amount of freight received and shipped from Mackinac Island is small, there is a large passenger traffic during the summer 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 between it and Chicago, Milwaukee, Detroit, Cheboygan, Mackinaw City, St. Ignace, the Cheneaux Islands, and Sault Ste. Marie. The commerce of the harbor consists of miscellaneous merchandise. It amounted to 24,959 short tons during 1913, valued at $2,389,434. July 1, 1913, balance unexpended----------------------------- $21, 906. 18 June 30, '1914, amount expended during fiscal year, for works of improvement--------------------------------------------------___ 233.12 July 1, 1914, balance unexpended-------------------------------21, 673. 06 July 1, 1914, outstanding liabilities --------------------------- 10, 809. 56 July 1, 1914, balance available---------------------------------- 10, 863. 50 July 1, 1914, amount covered by uncompleted contracts------------ 8, 365. 44 (See Appendix M M 5.) 6. Cheboygan Harbor,Mich.-This harbor includes the lower reach of the Cheboygan River and its outlet into the Straits of Mackinac, Lake Huron. The river has its source in Mullet Lake, from which it flows in a northerly direction, emptying into the Straits of Mackinac. The length of the river is 5 miles. The project covers the river from deep water in the Straits of Mackinac to a lock and dam constructed under State authority, a distance of 11,720 feet, of which 6,000 feet are in the Straits. In 1870, when the original project for improve- ment was made, there was an available depth of 6 feet at plane 581.67. This 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 con- tour in the Straits of Mackinac to the State Road Bridge, having a width of 200 feet. A turning 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 lighthouse on a crib 40 feet square which was built in 1881. The present project was adopted by the river and harbor act ap- proved June 3, 1896, and provides for dredging a channel 18 feet deep and 200 feet wide from the 18-foot contour in the Straits of Mackinac to the outer end of the west pier and from this point to the State Road Bridge, with the same depth between lines parallel to and 25 feet from the pier line, is based upon a report of examina- tion and survey submitted April 2, 1895, and referred to on page 2824 (with map) of the Annual Report of the Chief of Engineers for 1895. The original estimated cost was $80,000. No estimate of main- RIVER AND HARBOR IMPROVEMIENTS. 1223 tenance was made. The first appropriation for prosecuting the work was made by act of June 3, 1896. Work upon this channel was begun in 1895 with the unexpended balance in hand, and under subsequent appropriations the channel was carried to within 2,700 feet of its upper limit by the end of the season of 1899, when operations were suspended. In compliance with the provisions of the act of March 3, 1899, directing an examination and survey with a view to obtaining " a depth of 18 feet from the entrance of said harbor to the first bridge," report was submitted April 14, 1900, estimating the cost of completing the channel at $15,500. This report of examination and survey (with map) is contained in House Document No. 636, Fifty- sixth Congress, first session, and is published on pages 4012-4014 of the Report of the Chief of Engineers for 1900. This work was au- thorized by the act of June 13, 1902, and work was resumed in 1903 with the funds thus appropriated, as a result of which the channel was completed in accordance with the project to within 900 feet of the State Road Bridge. This 900-foot section was dredged to a depth of 18 feet in 1913 and the project completed. The datum plane for work under this project, which has hereto- fore been 581.67, has been changed to 579 above mean tide at New York. The river and harbor act approved March 2, 1907, directed the ex- tension of the improvement from the State Road Bridge to the lock in the Cheboygan River by a channel 8 feet deep and 60 feet wide, the estimated cost of which was $10,797.60. Estimated cost of main, tenance, $1,000 per year. Work on this extension was begun in October, 1907, and completed in August, 1908. This extension of the project is based upon report of examination and survey contained in House Document No. 537, Fifty-ninth Con- gress, first session (no map), reference to which is made on page 664, Report of the Chief of Engineers for 1906. The existing project, as modified by act of March 2, 1907, contem- plates a channel 18 feet deep with a width of 200 feet from the 18. foot contour in the Straits of Mackinac to the outer end of west pier and between lines parallel to and 25 feet from the docks from that point to the State Road Bridge, and a channel 8 feet deep and 60 feet wide from this bridge to the lock in the Cheboygan River. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. In Straits of Maci:inac................... ................ ........ - ..... . 1871 183-186 Straits of Mackinac to State Road Bridge. ......... ... ...... .... 895 2.....1..... 2825 Straits of Mackinac to State Road Bridge. House... 2 636 Fifty-sixth.... First .... 1900 4012-4014 Straits of Mackinac to Lock ... .. . ........... .... ........... 1903 1984 State Road Bridge to Lock............ House... J537 1 Fifty-ninth.... First.... 11906 664 Inland Route-Cheboygan to Petoskey.. ...do..... 1303 Sixty-first..... Second.. 1910 860 t Sma. ontinsmap.'Bais f pojet adpte byCones., SNo map. 2 Contains map. $ Basis of project adopted by Congress. 1224 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Work of dredging on that portion of the river between the 18- foot contour in the Straits of Mackinac and the State Road Bridge has been in progress under contract during the past fiscal year. The 900-foot stretch remaining unimproved below this bridge was dredged to a depth of 18 feet and shoals which had formed in the improved part of this section were removed to the same depth. The amount expended on the work of the existing project up to the close of the fiscal year ending June 30, 1914, is $60,209.89, of which $8,302.28 has been applied to maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $208,139.33. The maximum draft that can be carried over the shoalest part of the channel is 16.5 feet to the State Road Bridge and 7 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, farm products, pulp wood, and ties. It amounted to 210,672 short tons during 1913, and was valued at $2,955,384. 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. No work is proposed during the next fiscal year. -__- July 1, 1913, balance unexpended ____-_______- $23, 125. 37 June 30, 1914, amount expended during fiscal year: For works of improvement_______---------_-- $10, 462. 42 For maintenance of improvement ------- ------ 8, 302. 28 18, 764. 70 S July 1, 1914, balance unexpended ___ __-------------------- _ 4, 360. 67 (See Appendix M M 6.) 7. Rogers City Harbor, Mich.-Rogers City is situated on the shore of Lake Huron, about 40 miles distant from Cheboygan by water. Approach to the docks which extend into the lake from the shore was obstructed by a bar composed of sand, gravel, and bowlders having a channel depth over it of 122 feet at 581.1 above mean tide at New York. The existing project, adopted by the river and harbor act approved June 25, 1910, provides for dredging a channel through this bar 00oo feet wide and 16 feet deep at the mean stage of Lake Huron (581.1), at an estimated cost of $6,000. The cost of maintenance was esti- mated at $1,000 per year. The project is based on report of examination and survey con- tained in Rivers and Harbors Committee Document No. 28, Sixty- first Congress, second session. No modification has been made in the existing project since its adoption. RIVER AND HARBOR IMPROVEMENTS. 1225 References to eamination or survey reports an4 maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. House or Senate. No. Congress. Session. Year. Page. House ....... ............................ .. 1 162 Fifty-ninth.... First... 1 1906 664 Do.... ................................. 352 Sixty-first..... Second.. 1 1910 860 House Committee on Rivers and Harbors.......... 2 28 .. d...do...... .. do.................... 1 No maps. 2Basis of project adopted by Congress; contains no map. The river and harbor act of June 25, 1910, appropriated $6,000 for the work, and this sum was expended during the summer of 1911 in securing a channel 16 feet deep and 130 feet wide through the bar. This channel is believed to be ample for vessels trading to this port, and it is not considered necessary to complete the channel to the full project width. No work was necessary during the past year. The total expenditures to June 30, 1914, were $5,666.34, none of which has been applied to maintenance. The maximum draft that can be carried June 30, 1914, over the shoalest part of the locality is 16 feet at 581.1. The commerce of this harbor consists mainly of stone, lumber products and brick. It amounted to 1,263,660 short tons during 1913 and was valued at $1,551,050. July 1, 1913, balance unexpended ---------------------------------- $333. 66 July 1, 1914, balance unexpended ___- -__--____ - __- 333. 66 (See Appendix M M 7.) 8. Alpena Harbor (Thunder Bay River), Mich.-This harbor is located on the northwest shore of Thunder Bay, Lake Huron, and comprises the lower reach of Thunder Bay River and its junction with the bay. The original depth of water over the bar at the mouth of the river was only 7 feet at 581.5. The Thunder Bay River is formed by the confluence of a number of small streams in Mont- morency and Alpena Counties, Mich., flows in an easterly direction, and empties into Thunder Bay. The river is about 45 miles long. The length of the section included in the project is 4,050 feet, and the distance of the outer end of the improved channel from the mouth of the river is 2,500 feet. Local enterprise had secured a narrow channel 12 feet deep through the bar before work was undertaken by the Government in 1877, when, under the original project for the improvement 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 having occurred, in 1882 $15,000 was appropriated for redredging the channel, and.the project was modified so as to provide for an available 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 redredging to 14 feet across the bar and 13 feet upstream.. The amount expended on this project was $14,498.22, or $18,888.70 prior to operations under existing project. By act of September 19, 1890, the present project was adopted. It provided for a channel depth of 16 feet and the extension of the improvement.up the river about a mile to the vicinity of the dam 1226 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMIY. across the river at that point, with widths varying as follows: Two hundred feet at the 16-foot contour in Thunder Bay, thence tapering to 100 feet at the lighthouse crib, thence 100 feet to the Second Street Drawbridge, thence 75 feet to the Miner Lumber Co.'s wharf, thence 50 feet to the upstream limit of the channel improvement, the esti- mated cost being $36,087.48. No estimate of cost of maintenance was made. The datum plane for work under this project, which has heretofore been 581.5, has been changed to 579.0 above mean tide at New York. The project is based upon reports of examination and survey submitted December 15, 1888, and April 17, 1889, which are pub- lished in the report of the Chief of Engineers for 1889, pages 2288- 2290. This report contains a map of the river. No modification has been made in the existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual report; Congressional documents. of Chief of Engineers. Section covered. Souse or No. Congress. Session. Year. Page. Pier construction at mouth ........ ........ ...... . .... 1871 158-159 First bridge to mouth of river 1......... ouse... 121 Forty-fourth.. First.... 1876 I{, 548. Mouth to 1 mile above 2... ..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 1889 2288-2290 . . . . .. . . . . . . . . . . Bay to dam 3 .... 1903 1985 1No map. 2 Basis of project adopted by Congress. Contains map. The work of dredging, which was in progress under contract at the close of the last fiscal year, was continued and completed on July 22, 1913. The project depth was restored in a channel having a width of 150 feet in the bay and 75 feet in the river. The amount expended on the work of the existing project to the close of the fiscal year ending June 30, 1914, is $51,565.16, of which amount $30,264.69 has been applied to maintenance. The total amount expended on all projects to the close of the fiscal year 1914 is $70,453.86. The total length of dredged channel is 6,550 feet, a channel 2,500 feet long and 100 to 200 feet wide having been secured in Thunder Bay, and 4,050 feet long in the river, with widths varying from 100 feet at the lighthouse crib to 50 feet at the upstream limit of the im- proved channel. The maximum draft that can be carried over the shoalest part of the channel June 30, 1914, is 16 feet. The river is 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 lumber stored is diminishing. As the lumber piles are removed it is neces- sary to add sufficient riprap to the outer ends of the slab piers to prevent their destruction by wave action in Thunder Bay. The commerce of the harbor consists mainly of lumber, cement, stone, coal, cedar posts and ties, and miscellaneous merchandise. It amounted to 938,217 short tons during 1913, valued at $3,249,263. RIVER AND HARBOR IMPROVEMENTS. 1227 The effect of the improvement upon freight rates has been very beneficial, as it is estimated that freight and passenger rates have de- creased almost one-half since the improvements were made. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, will be applied to maintenance of the work. July 1, 1913, balance unexpended $9, 819. 23 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ----------------------------------------- 9, 773. 09 July 1, 1914, balance unexpended.-------------------------------- 46. 14 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement----------------- ------ 2, 000.00 (See Appendix M M 8.) 9. Saginaw River, Mich.-This river is formed by the junction of the Tittabawassee and Shiawassee Rivers, at the southerly limits of the city of Saginaw, flows in a northerly direction a distance of 22 miles, and discharges into the south end of Saginaw Bay. The proj- ect covers the entire length of the river and 4a miles in the bay. Prior to improvement the entrance to the river was obstructed by a bar in Saginaw Bay, having a minimum depth of about 9 feet at 581.63. Between the mouth and Bay City the depth varied from 15 to 30 feet. Thence to the head of the river the channel was ob- structed 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, $446,000. 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 amount expended on project of 1882 to June 30, 1910, is $743,558.10, and on all projects prior to operations under existing project, $962,556.26. In the past no attempt has been made to sepa- rate 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, provides for a channel 200 feet wide with a depth of 18 feet from Saginaw Bay to the mouth of the river and of 16 feet from that point to the junction with the Tittabawassee River; esti- mated cost $686,000, with $20,000 annually for maintenance. This project is based upon report of examination and survey pub- lished in House Document No. 740, Sixty-first Congress, second ses- sion, and referred to on page 861, Report of Chief of Engineers for 1910. This report contains a map of the river. 1Exclusive of the balance unexpended July 1, 1914. 1228 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. No modification has been made in the existing project since its adoption. The datum plane for work under this project, which has been heretofore 581.1, has been changed to 579 above mean tide at New York. References to examination or survey reports anl maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. .................................................................. 1866 59 Bay section......................... ... .......... ......... ............ ........ 1 1872 207 Saginaw, 7} miles down river............ ......... ........ ...... ..... 1 1874 206-209 Bay section ........................................ .... ........... .. ....... 1 1875 289 Do................................. House... 121 Forty-fourth.. First... 11876 5(Vol.II) Carrollton Bar ..... ..................... ........ ................... 1 1878. 1234 Saginaw-Melbourn ...................... .................. ......... 1 1879 1662 Upper river.......................... .... .... ....... ..... . .......... .......... 11882 2332 Saginaw River ............... ............... .......................... . 2 1884 2042 Do........... .......... .................................... ..... ..... ........... 2 1885 2150 Tittabawassee River........ ....... . House... 1 185 Fifty-third.... Third... 1 1895 2848-2851 Shiawassee, Bad, and Flint Rivers.......do.... 1232 ... do........ do.... 11895 2852-2856 Saginaw, Shiawassee, Bad, and Flint ... do.... 2135 Fifty-fifth..... Second.. 1 1898 2600-2604 Rivers. Saginaw River......................... Senate.. 1 218 ..... do......... do.... 1 1898 2604 Do...................................... .......... 21903 1986 Do.................................. House 3. s 740 Sixty-first..... Second.. 11910 861 1No map. 2 Contains map. 3 Basis of project adopted by Congress. The work of dredging to secure the channel proposed by the pres- ent approved project, which was in progress under contract at the close of the last fiscal year, was continued during the past year and 1,198,036 cubic yards were removed. The work will be continued until the project is completed. The funds for this work have been provided. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, is $614,346.50, all of which has been applied to improvement. The-total amount expended on all projects to the end of the fiscal year 1914 is $1,576,902.76. The work is being prosecuted under the continuing-contract sys- tem. The total amount authorized ($636,000) has been appropriated. The river and harbor act of March 4,1913, also appropriated $100,000, in addition to the sums authorized and appropriated for this work. At the close of the fiscal year 99 per cent of the project had been completed. The maximum draft that can be carried June 30, 1914, over the shoalest part of the channel is 16 feet to waterworks dock at Saginaw, datum 579 above mean tide at New York. The entire river is navigable. The value of the commerce carried in 1913 is $1,894,596, and it consisted mostly of lumber, logs, cement, lath, and miscellaneous merchandise, and amounted to 177,829 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 Sagminaw, have been materially lowered by the existence of the improved channel. RIVER AND HARBOR IMPROVEMENTS. 1229 The available balance will be devoted to the completion of the work of deepening the channel in accordance with the present approved project and to the payment of the necessary engineering and inci- dental expenses. July 1, 1913, balance unexpended ------------------- $486, 201. 23 June 30, 1914, amount expended during fiscal year, for works of im- provement -------------------------------------------- 309, 353. 99 July 1, 1914, balance unexpended---------------------------- 176, 847. 24 July 1, 1914, outstanding liabilities ------ ______ --. ______ -139, 335. 33 July 1, 1914, balance available---------- -------------------- 37, 511. 91 July 1, 1914, amount covered by uncompleted contracts------------ 23, 117. 53 (See Appendix M M 9.) 10. Harbor of refuge at Harbor Beach, Lake Huron, Mich.-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 outlet 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 authorized by act of March 3, 1871, and commenced in 1873 under the existing project, which provides 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 dredg- ing where necessary. The estimated cost of the breakwaters was $1,452,550. The project was based upon the report of a board of Engineer officers, which is published on pages 209-213, Report of the Chief of Engineers for 1872, and pages 292-295 of the report for 1873. There has been no modification in the existing project since its adoption. In 1905 a plan (outlined in H. Doc. No. 900, 59th Cong., 1st sess.) was submitted involving an expenditure of about $970,000 for replac- ing in concrete the superstructures of the piers, riprapping the main pier, dredging, etc., and an annual expenditure of $20,000 for main- tenance, superintendence of the harbor, etc. The work carried on at the harbor since then has been in pursuance of this plan. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressionat documents. of Chief of Engineers. House or Senate. No. Congress. Session. Year. Page. .............................................. ............. 11871 44 ................. ......... .............. ........................ ............. 1872 209-213 ..... ... .. ................................................ 1872 217-222 ................. ...... 1873 292-295 ... .................................. .......................... 1877 930 ........... ..... . ... 8 1879 1640 ...... 31882 2372 .......... 3 1884 2048 ..... . .......................... . . .... ................... ........ 1885 2156 House............................................ 2 900 Fifty-ninth... First.... 1 906 664 2 1No maps. Basis of project adopted by Congress--contains no map. SContains map. 1230 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The only work in progress during the past year has been the caring for Government property, the controlling and berthing of vessels seeking shelter in the harbor, and making some minor repairs to the old wooden superstructure of the south breakwater. All of this work was done by the crew of the U. S. harbor tug Sapper. Work on the main pier was completed in September, 1908. The work of rebuilding in concrete the superstructures of the north pier and of the pierhead of the south pier was begun in May, 1911, and was completed October 10, 1911. The total amount expended to the close of the fiscal year ending June 30, 1914, is $2,013,418.10, 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 $1,038,418.10, which includes the construction of concrete superstruc- tures, the keeping of the wooden piers in repair, dredging within the harbor, control and berthing of vessels entering the harbor for shelter, and engineering supervision and general office expenses. The breakwaters forming the harbor were completed in 1885 at a cost of $970,716.40, including maintenance to that date. 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 480 vessels, with a total short tonnage of 267,644. The grand total of vessels that have found shelter from 1877 to 1913, inclusive, is 40,574, the tonnage of which aggregated 19,550,100 short tons. The vessels sheltered in 1877 averaged 289 tons each, and those during the year 1913, 658 tons. The maximum draft that can be carried into the harbor through the main entrance, making 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. The severe storm of November, 1913, did considerable damage to the main and south breakwaters. The district officer submitted a report on December 13, 1913, giving details of damage and estimat- ing that $273,380 will be required for the repair and maintenance of these breakwaters. This amount is in addition to the estimate of $89,000 required for the completion of the superstructure of the south pier. July 1, 1913, balance unexpended __________ __ ---------- $20, 066. 05 June 30, 1914, amount expended during fiscal year for maintenance of improvement -- - -- ----------------------- 1 7,116. 94 July 1, 1914, balance unexpended .....--------..--- -----..... 12, 949. 11 July 1, 1914, outstanding liabilities--------------------------- 4, 438. 00 July 1, 1914, balance available________________-__________8, 511.11 Amount that can be profitably expended in fiscal year ending June ._ __ 30, 1916, for maintenance of improvement ---------- _ 2362, 380. 00 (See Appendix M M 10.) 11. Mouth of Black River, Rouge River, and Monroe Harbor, Mich.-(a) Mouth of Black River.-An extensive bar and shoal existed in the St. Clair River adjoining the mouth of the Black. The bar lay close to the American side and formerly obstructed the 1Includes $2,65 expended by Treasury Department. SExclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1231 approach to the Port Huron Docks, while the shoal, forming a " mid- dle ground" nearly 50 acres in extent, crowded the main channel in a sharp curve close to the Canadian shore. The project submitted in 1871 contemplated the removal of this bar and the middle ground to a depth of 15 feet, at an estimated cost of $67,320. The work was begun in 1872 and completed in 1878, at a cost of $56,500. The present project, adopted by act of August 11, 1888, contem- plates 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. Esti- mated cost, $69,300. No estimate of cost of maintenance was sub- mitted. The project is based upon a report of examination and survey contained in Report of the Chief of Engineers for 1887, pages 2279- 2280. No modification has been made in the existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. House or Senate. No. Congress. Session. Year. Page. 1 1871 177- 180 ............................... ................ ...... .. ................... 1887 2279-2280 2 1903 1996 1No maps. 2Contains map. 3 Basis of project adopted by Congress-contains no map. No work was in progress during the past year. The total amount expended on the existing project to the close of the fiscal year ending June 30, 1914, is $41,356.89, of which $12,008.31 has been applied to maintenance. The total amount expended on all projects to the end of the fiscal year 1914 is $97,856.89. The work on the project was begun in May, 1889, and completed in 1892, when authority was received to deepen the outer border of the shoal adjacent to the main channel to 18 feet, and this work was done. Operations since that time have been confined to maintenance. 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 ves- sels. This, it is believed, has resulted in a reduction of freight rates, the extent of which could not be ascertained. Work at this locality is suspended at present and it is not consid- ered that it will be necessary to do anything during the coming year. July 1, 1913, balance unexpended------------------ --------------- $462. 22 Returned to surplus fund----------------------------------------- 462. 22 (b) Rouge River.-The Rouge River rises in the northwestern part of Wayne County, flows in an easterly direction, and empties into the 1232 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Detroit River at the southerly limits of the city of Detroit. The river is about 30 miles in length. The particular section included in the project is 42 miles long. This stream originally had a channel depth of from 10 to 17 feet at 575 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 at the mouth, tapering to 100 feet at a distance of 800 feet from the mouth, and thence with a width of 100 feet to the Wabash Rail- road bridge, the plane of reference being 575. The estimated cost was $31,690.39. No estimate of cost of maintenance was made. The work of improvement was commenced in 1888 and completed in No- vember, 1892, at a cost of $30,272.79. By a 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 Rail- road bridge, limiting the expenditure to $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; estimated annual cost of maintenance, $3,000. The project is based upon reports of examinations and surveys contained on pages 2275-2278 (with map) of the Annual Report of the Chief of Engineers for 1887, in House Document Io. 138, Fifty- fifth Congress, second session (with map), and printed in Report of Chief of Engineers for 1898, pages 2605-2607, and in House Docu- ment No. 289, Fifty-ninth Congress, first session (with map), referred to in the Report of Chief of Engineers for 1906, page 664. The existing project provides for dredging a channel 21 feet deep from the mouth of the river to the first bridge, with a width of 240 feet at the mouth tapering to 100 feet at a distance of 800 feet from the mouth, a channel 16 feet deep and 100 feet wide from the first bridge to the Wabash Railroad bridge, and a channel 13 feet deep (width not specified) thence to the Maples Road. The datum plane for work under this project, which has hereto- fore been 575, has been changed to 572.5 above mean tide at New York. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. HouSenate.rNo. Congress. Session. Year. Page. Mouth to Wabash Railway bridge...... .1 1887 2275-2278 Turning basin..... . ......... Wabash bridge to Maples oad..... ...... House .. ... do.... 2115 1138 Fifty-first.... Second.. Fifty-fifth..... .. do.... 21891 1898 2822-2823 2605-2607 Mouth to Maples Road ................... 1903 1994 Mouth to First Bridge.................. House.. 1289 Fifty-ninth ... First.... 21906 664 1 Basis of project adopted by Congress, contains maps. ' No maps. aContains map. RIVER AND HARBOR IMPROVEMENTS. 1233 No work was done during the past fiscal year. The available bal- ance will be applied to maintenance of the improved channel and is ample for this purpose. The amount expended on the work of the existing (which is the or!ignal) project to the close of the fiscal year ending June 30, 1914, is $100,448.01, of which $50,365.52 has been applied to maintenance. The approved project has been completed, affording the depths and widths called for. The maximum draft that can be carried June 30, 1914, from the mouth to the Solvay Tunnel is 21 feet, from there to the Wabash Railroad bridge 15 feet, and 10 feet to Maples Road, at datum plane 572.5. The river is navigable for vessels of light draft to the town of Dearborn, 15 miles above the mouth. The receipts and shipments by vessel during the year 1913 amounted to 1,684,742 short tons, of which 406,166 were iron ore, 57,540 lumber, 72,677 oil, and 934,476 gravel and sand. The value of this commerce is about $4,401,466. As a result of this improvement the area suitable for the establish- ment of manufacturing plants in the vicinity of Detroit has been greatly enlarged and freight rates to points along the river have been materially reduced. July 1, 1913, balance unexpended---_-_-_--------- $6, 241. 99 July 1, 1914, balance unexpended_ 6, 241. 99 (c) Monroe Harbor.-The harbor of Monroe, Mich., is within the mouth of 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. This river has its source in the western part of Lenawee County, flows in an easterly direction, and empties into Lake Erie about 18 miles from the city of Toledo, Ohio. The river is about 70 miles long, of which 13,000 feet are included in the project. The distance from the mouth of the river to the outer end of the improvement is 2,500 feet. The original project for the improvement of Monroe Harbor was adopted by act of February 24, 1835. 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 piers 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. The act of March 3, 1871, directed a resurvey of the harbor. This survey was made and a plan submitted for obtaining a depth of 11 feet up to the docks at Monroe. Estimated cost, $12,600. The channel was dredged in 1872. The project is based upon report of examination and survey made in 1834, which is not published but is referred to on page 2085 of the Report of the Chief of Engineers for 1880, and upon report of survey 60993°-ENG 1914----78 1234 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. made in 1871, published on pages 237-239 of the Report of the Chief of Engineers for 1872. The project provides for dredging a channel 11 feet deep and 100 feet wide from the lake to the city docks and for protecting the en- trance into the lake by piers. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Senate. Page. Canal and piers .................................................... 11866 29 Lake and river ...................... ..... ..... ....... .. -.. ....... . ........ 21872 237-239 Do............................................... ............. 1880 2085-2086 Do.................... . .. ... ..................... ............. 1889 2338-2340 Do................................. ........ ...... . .......... 11891 2827 Do.......... .................................................... 1897 3037-3040 Raisin River ............................ House .. 881 Fifty-fourth.. Second.. 3 1897 3094-3096 Lake and river .. ...................... do.... 102 Fifty-fifth..... ... do... 1 1898 2689-2693 Do ............................. .. .......................... .......... 11903 1995 1Contains map. 2Basis of project adopted by Congress. s No map. A small amount of repair work was done to the superstructure of the south pier by hired labor during the past year. It is believed that no work of dredging will be necessary during the coming year, and the balance in hand is sufficient to cover any repairs that may be made to the piers. The total amount expended on this work up to the close of the fiscal year ending June 30, 1914, is $261,345.61, 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 United 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 9 feet. From the upper end of this canal to the city wharves is 2,600 feet, with a depth of 6 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 mainly of fish and sand. It amounted to 2,155 short tons in 1913, valued at $81,938. The commerce of this stream is too small to have any effect what- ever upon the freight rates. July 1, 1913, balance unexpended _-------- ----------------. $669. 66 July 1, 1914, balance unexpended ____- _______-_--________- 669. 66 July 1, 1914, outstanding liabilities_ ____------- ___-____-_ 272. 78 July 1, 1914, balance available--......------------------------- 396. 88 RIVER AND HARBOR IMPROVEMENTS. 1235 CONSOLIDATED. July 1, 1913, balance unexpended-- ------------------- ___-$7, 373. 87 Returned to surplus fund ________------______ 462. 22 July 1, 1914, balance unexpended _______------ _____ __ _- 6, 911. 65 July 1, 1914, outstanding liabilities__-------------____- 272. 78 -_____ July 1, 1914, balance available- - -- --. 6, 638. 87 (See Appendix M M 11.) 12. Black River at Port Huron, Mich.-This stream has its source in the northern part of Sanilac County, flows in a southerly and easterly direction, passing through the city of Port Huron, and emp- ties into the St. Clair River about 24 miles below the foot of Lake Huron. It has a length of about 60 miles. The section included in the project is 9,700 feet long. In 1888, when the original survey was made, the lower reach of the Black River, from its mouth to the Grand Trunk Railroad bridge, 1 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 having only 82 feet of water over them. The improvement of this stream was inaugurated by the river and harbor act of September 19, 1890, under a project which contem- plated dredging to a navigable depth of 16 feet at datum plane, 579.6, from the mouth to the Grand Trunk Railroad bridge, with widths varying from 75 feet to 160 feet, at an estimated cost of $75,000. No estimate of cost of maintenance was made. Operations were commenced in 1891, and the dredging was completed June 30, 1894, at a cost of $34,698.65, including an extension upstream of 1,800 feet to Washington Avenue, authorized by the act of July 13, 1892. The project is based upon a report of examination and survey pub- lished in report of Chief of Engineers for 1889, pages 2291-2294 (without map). The existing project is therefore that of 1890, as modified in 1892, and provides for a channel 16 feet deep from the mouth of the river to Washington Avenue, with widths varying from 75 feet to 160 feet, according to locality. The datum plane for work under this project, which has hereto- fore been 579.6, has been changed to 577.6 above mean tide at New York. References to examination or survey reports and maps or plans (including project documents). Annual report; Congressiona documents. of Chiefof Engineers. Section covered. House or No. Congress. Session. Year. Page. Mouth to Grand Trunk Railroad bridge.................. ........... ........... 1889 2291-2294 Mouth to Washington Avenue ....................................... 2 1903 1993 Do.......... ..... ........ House... 234 Sixty-third.... First.... 3 ................ prjec adptedby 'Bass o ongess(wihoutmap. ontlnsmap I Basis of project adopted by Congress (without map). sContains map. 1236 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended for maintenance to June 30, 1914, was $33,769.96, making total expenditure since adoption of project $68,468.61. The work done during the past fiscal year was the removal under contract of 9,940 cubic yards of material from that part of the river in the vicinity of the Grand Trunk Railway bridge for the purpose of increasing the depth where shoaling had taken place. The maximum draft that can be carried June 30, 1914, is 14 feet at 577.6. There were received during the year 1913, 105,191 short tons of freight, valued approximately at $534,298. This consists mainly of lumber, coal, pulp wood, and gravel. 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. The entire portion of the river covered by the project requires re- dredging to afford the depth called for by the project. To restore the channel and provide an actual low-water depth of 16 feet it is estimated will require an expenditure of about $30,000. It is pro- posed to devote the amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, to dredging the channel so as to secure this project depth. July 1, 1913, balance unexpended ----------------------------- $166. 84 Allotment from appropriation river and harbor act of Mar. 4, 1913, for emergencies in river and harbor works-------------------- 3, 500. 00 3, 666. 84 June 30, 1914, amount expended during fiscal year, for maintenance of improvemen_ ..------ ____-_-------- ------ 135. 45 July 1, 1914, balance unexpended .---------------------------- 3, 531. 39 July 1, 1914, outstanding liabilities-------------------------- 3, 046. 93 July 1, 1914, balance available-------------------------------- 484. 46 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance ---- - 130, 000. 00 (See Appendix M M 12.) 13. Operating and care of St. Clair Flats Canal, Mich.-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. 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 pages 694 and 2041 of the Annual Report of the Chief of Engineers for 1907. The care and maintenance of the canal is provided for by the per- manent 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. 1Exelusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1237 A custodian and assistant custodian have been present during the year to enforce canal regulations and care for and repair the dikes. The expenditures to June 30, 1914, were $224,220.68, with $208.65 outstanding liabilities. The amount expended during the year is $5,264.33. Freight traffic by calendar years. Short tons. Short tons. 1902--------------------41, 773, 998 1908--------------------50, 586, 560 1903--------------------41, 888, 134 1909-------------------- 62, 895, 134 1904_ 38,044,929 1910-------------------- 68, 965, 947 1905_ 51, 359, 071 1911-------------------- 61,498, 884 1906-------------------- 60, 589, 441 1912-------------------- 72, 871, 432 1907_ 66, 271,962 1913 - -- -- 78,857, 492 For detailed information of commerce, see statistics appended to report of district officer for improving Detroit River, Mich. For effect of improvement on freight rates, see remarks in report on ship channel between Chicago, Duluth, and Buffalo. (See Appendix MM 13.) 14. Clinton River, Mich.-This river has its source in Oakland County, flows in a general easterly direction, and empties into Anchor Bay, in the northwesterly part of Lake St. Clair. It is about 60 miles long. The section included in the project is about 42,500 feet long from the mouth of the river to the city of Mount Clemens. Be- fore improvement the river 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 flat at the mouth with a general depth of 3 to 4 feet at datum plane 575.7. The original project for this river was authorized by act of August 30, 1852, which provided for improvement of the harbor at the mouth of the river. Its scope is not known. From that time to 1886 occasional appropriations were made and expended on various dredging projects, amounting to $25,500. The existing project is based upon report of examination and sur- vey contained in Senate Document No. 199, Forty-sixth Congress, second session, and published in Report of Chief of Engineers for 1880, pages 2062-2066. Congress appropriated $8,000 to prosecute the work. The matter was, however, referred to a board of engineers, who submitted a project of improvement that was followed until 1883. In 1884 (pp. 2190-2197, Annual Report of the Chief of En- gineers for 1885) a report of examination and survey was rendered and a plan of improvement presented differing in details from that of the board of engineers and following substantially that of 1880. This report was printed as House Document No. 210, Forty-eighth Congress, second session. The project was approved by Congress by act of August 11, 1888. This project provides for a depth of 8 feet from the mouth to the city of Mount Clemens, the construction of a pile dike across the flat at the mouth, revetments as needed above, for closing the main channel and making a straight cut through Shoe- makers Bend, and closing Catfish Channel. Original estimated cost, $25,000; revised and amended in 1888 and 1889 to $34,564. No esti- mate of cost of maintenance was made. The datum plane for work under this project, which has hereto- fore been 575.7, has been changed to 573.6 above mean tide at New York. 1238 REPORT OF THE CHIEF OF ENGINEERS, TJ. S. ARMY. No modification has been made in the existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressiona! documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth of river.... ...... ................................ ...... .............. 11872 214-215 River to Mount Clemens ............... House... 1121 Forty-fourth.. First.... 1 1876 (Vol. II) Do.... ...... ................ Senate.. 12199 Forty-sixth... Second.. 12 1880 2062-2066 Entrance to river ........ ................ 182 18................... 2338 Mouth of river ..................... House... 1 2 210 Forty-eighth.. Second.. 1 21885 2190-2197 River to Mount Clemens ............... do..... 1184 Fifty-third.... Third... 11895 2857-2858 Do .... ................ .......... ...... ...................... 1903 1999 1 No maps. 2Basis of project adopted by Congress. 3 Contains map. Since the completion of the project there has been $38,372.61 ex- pended for maintenance, making the total expenditure since adoption of present project to June 30, 1914, $72,918.87. The total amount expended on all projects to end of fiscal year 1914 is $98,418.87. . The work done has resulted in the building of a pile dike, now much deteriorated, along the north side of the bar channel, of revet- ments where needed in the river above the mouth, and the dredging of a channel 8 feet in depth from the mouth to Mount Clemens. During the past fiscal year 36,084 cubic yards of material were removed, under contract, from the improved channel and a depth of 8 feet at 575.7 feet above mean tide at New York was restored between the mouth of the river and the city of Mount Clemens. The river is navigable for small boats for a considerable distance above the upper limit of the improved portion. The maximum draft that can be carried June 30, 1914, at 573.6 is 6 feet. There was received during the year 1913, 22,683 short tons of freight, consisting of logs, coal, gravel, and sand. This is valued approximately at $40,256. The effect of the improvement on freight rates can not be de- termined. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, will be applied to maintenance of the improved channel. July 1, 1913, balance unexpended------------------------------- $12, 673. 14 June 30, 1914, amount expended during fiscal year, for maintenance of improvement_-------- -------------- 11, 528. 01 July 1, 1914, balance unexpended--_____-___ --------- --- _1, 145. 13 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement----------- 11, 000. 00 (See Appendix M M 14.) 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1239 15. Detroit River, Mich.-The Detroit River flows from Lake St. Clair into Lake Erie, generally in a southerly direction, and its length is about 31 miles from Windmill Point Lighthouse at Lake St. Clair to Detroit River Lighthouse at Lake Erie. Before improve- ment the shoalest part of the channel was at Limekiln Crossing, about 8 miles above Detroit River Lighthouse, where the normal depth was from 121 to 15 feet (at a Lake Erie stage of 571 feet above mean tide at New York) 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 40 years. The project covers the river from deep water in Lake Erie to the city of Detroit, a distance of about 241 miles, of which about 3 miles are in Lake Erie beyond Detroit River Lighthouse. The original project, adopted in 1874, provided for a winding channel at Limekiln Crossing of at least 20 feet in depth, about 3,000 feet in length, and 300 feet in width; modified in 1883 so as to eliminate some of the bends in this channel, in 1886 to give 400 feet width, and in 1888 to give 440 feet 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 navigable depth to scant 15 feet through a distance of about 12 miles. 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 existing project, adopted by the river and harbor act of June 13, 1902, provides for continuing operations in the channel formerly improved, or Amherstburg Channel, so as to complete it to a low- water depth of 21 feet and a minimum width of 600 feet. The esti- mated cost was $1,750,000. The preliminary report of examination and survey upon which this project is based was published in House Document No. 712, Fifty-sixth Congress, first session, with map, and in Report of the Chief of Engineers for 1900, pages 4015-4018. The final report of survey, contained in House Document No. 40, Fifty- eighth Congress, third session, with map, and published in the An- nual Report of the Chief of Engineers for 1905, pages 2292-2296, increased the estimate of cost to $3,750,000, due to the lowering of the datum plane to Lake Erie grade of 571, levels of 1903, or 1.1 feet below that assumed in the preliminary.report. No estimate of cost of maintenance was made. This new project was adopted by the river and harbor act of March 3, 1905. All of this money has been appro- priated with the exception of $365,000. On November 12, 1904, this project was modified to permit of slightly shifting the location of the proposed channel at Bar Point Shoals, mouth of Detroit River, with- out increasing the cost. 1240 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The report of preliminary examination and survey published in House Document No. 266, Fifty-ninth Congress, second session (map), recommended a modification of the project, which was adopted by the river and harbor act of March 2, 1907. This provided for the com- pletion of the existing Amherstburg Channel project and the con- struction of a new channel to the westward of Bois Blanc Island, thus securing two channels-one for up-bound, the other for down-bound vessels. No estimate of cost of maintenance was made. This report is referred to in the Annual Report of the Chief of Engineers for 1907, page 698. The second channel, now called the "Livingstone Channel" (plan B of the report on survey), was 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. The esti- mated cost of this channel was $6,670,950, and all of this amount has been appropriated except $345,950. The river and harbor act of June 25, 1910, further modified the project of June 13, 1902, so as to provide a depth of 22 feet in the Amherstburg Channel north of its junction with the Livingstone Channel and appropriated for this work $560,000. This act also modified the project of March 2, 1907, so as to provide a width of 450 feet in Livingstone Channel within the cofferdam at Stony Island and for the building of a compensating dike or dam between the lower end of the cofferdam and Bois Blanc Island, in accordance with House Document No. 676, Sixty-first Congress, second session, without map (see Annual Report of the Chief of Engineers for 1910, p. 861), and appropriated $630,000 for that purpose, including the cost of the compensating dam. The river and harbor act of March 4, 1913, approved the straight- ening of the channel between Fighting Island and the city of Wyan- dotte, Mich., in accordance with report (with map) submitted in House Document No. 17, Sixty-second Congress, first session, refer- ence to which is made in the Annual Report of the Chief of Engi- neers for 1911, page 914. The estimated cost of the work was $310,000 and $155,000 was provided (by above act) for beginning the work. It was not believed that any maintenance work would be required. The work contemplated consists in dredging off certain points in the bends so as to provide a channel 800 feet wide and 22 feet deep.' The existing project, as modified, provides as follows: 1. For securing a channel, known as Amherstburg Channel, at least 600 feet wide, with a depth of 22 feet' north of its junction with the Livingstone Channel and of 21 feet south of said junction. 2. For securing a second channel, known as Livingstone Channel, west of Bois Blanc Island, with a least depth of 22 feet,' and with least widths of 800 feet from deep water in Lake Erie to Bar Point, and 300 feet thence to its junction with the Amherstburg Channel, except for a length of about 5,600 feet near Stony Island. where it was excavated in the dry and where this least wid(th is 450 feet. 3. For straightening the channel abreast of Fighting Island and providing a channel 22 feet deep' and 800 feet wide. 1 Lake Erie stage 571, levels of 1903. RIVER AND HARBOR IMPROVEMENTS. 1241 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. 20-foot ship channel from Lake Huron to .... .................................. 111874 213 Lake Erie. Limekiln ............. House... 181 Forty-third... First........... . Limekiln Crossing ... .... .................................. ............ ...... 1877 939 Do...................................3................ ........... 1880 2082 Do......................... .................................. 21883 1882 Do....... ......................... . ................................ 21887 2267 Detroit River at Grosse Pointe..... ..... .... ... ............ ......................... ... 11890 2749-2752 American Channel .. ................ ouse... 1 43 Fifty-first..... Second.. 1 1891 2808-2810 Mouth of Detroit River .................... do.... 2207..o.. ...... ... do..... 11891 2818-2819 Do............................... ........... ....... ............. ........ 21891 2794 Ballards Reef and Limekiln Crossing...................................... 21894 2376 21-foot channel, Detroit to Lake Erie... House.. 2 712 Fifty-sixth.... First.... 11900 4015-4018 Channel west of Grosse Isle.............do..... 282 ..... do...... Second.. 11901 3208-3212 Mouth of Detroit River .... ........... ................. ............ 21902 2242 Lake St. Clair to Lake Erie.................. ................ ......................... ....... 21903 2038 Main channel to Wyandotte, Mich-.... House... 2160 Fifty-eighth.. Second.. 11904 3140-3148 Detroit to Lake Erie ................. do.... 2s40 ..... do........ Third... 11905 2292-2296 Livingstone Channel .................... do ..... 8266 Fifty-ninth.... Second.. 11907 698 Amherstburg and Livingtsone Channels. ............. ..................... 21908 2134 Widening Livingstone Channel...... House... 12676 Sixty-first..... Second.. 11910 861 Fighting Island Channel ............... do..... 23 17 Sixty-second.. First.... 11911 914 Amherstburg and Livingstone Channels .............. ...................... 21911 2466 1 No map. 2 Contains map. 8Basis of project adopted by Congress. There has been expended to June 30, 1914, on the channel now designated as Plan A $4,852,667.82, of which amount $3,298,167.82 were applied to the present project adopted in 1902. The amount expended for Livingstone Channel is $6,740,483.11, and for the Fighting Island Channel is $26,052.91. The total amount expended on all projects to the close of the fiscal year 1914 is $11,619,203.84. None of these funds have been applied to maintenance. The project for improving the channel via Amherstburg is now completed, except for a length of about 15,000 feet just west of the Detroit River Lighthouse, where its improved width is but 400 feet. At present there seems to be no necessity for widening this part of the channel to the full project width of 600 feet. The improvement along Ballards Reef to 22 feet depth north of the junction with Liv- ingstone Channel and to 21 feet depth south of this junction was com- pleted under contract during the past fiscal year. For this latter work $375,000 was appropriated by the river and harbor act of February 27, 1911. During the past year the work of widening the entrance to the Livingstone Channel by the removal under contract of portions of the reef on the western side of the channel and the removal of bowlders from the channel over an area of about 6,000 square yards was begun and is still in progress. The work of straightening the channel abreast of Fighting Island was also begun under contract and is still in progress, about 22 per cent of the required amount of dredging having been done. On June 30, 1914. the minimum depth in the improved Amherst- burg, or upbound, channel was 23.02 feet; and that in the Living- 1242 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. stone, or downbound, channel was 1 foot greater. At the lowest mean monthly stage during the navigation season of the fiscal year (November, 1913) the depths in these channels were 22.35 feet and 23.35 feet, respectively. 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. No estimate of amount that can be profitably expended during the fiscal year ending June 30, 1916, is submitted, as the funds already provided are probably sufficient to accomplish all the work now con- templated. The Fighting Island project was estimated to cost $310,000, but the price bid was considerably lower than that of the estimate, and it is hoped that the entire work can be completed with the $155,000 already appropriated. GENERAL IMPROVEMENT. July 1, 1913, balance unexpended----------------- --------- $307, 422. 01 June 30, 1914, amount expended during fiscal year for works of improvement -------------------------------------- - 220, 430. 42 July 1, 1914, balance unexpended-- ____ -- __ _____________ __ 86. 991. 59 July 1, 1914, outstanding liabilities______________________-- - - 5, 900. 00 July 1, 1914, balance available... __------------_________ - 81, 091. 59 LIVINGSTONE CHANNEL. July 1, 1913, balance unexpended_ . .____________-____ -__ 220, 579. 51 June 30, 1914, amount expended during fiscal year for works of improvement ------------------------------------------ 6,062. 62 July 1, 1914, balance unexpended --------------------------- 214, 516. 89 July 1, 1914, outstanding liabilities--------------------------- 700. 00 .__. July 1, 1914, balance available--------- ---....--.. 213, 816. 89 July 1, 1914, amount covered by uncompleted contracts __________ 192, 284. 00 Amount of continuing contract authorization, act of Mar. 2, 1907_ 4, 670, 950. 00 Amount appropriated under such authorization-------- .--- 4, 325, 000. 00 Amount yet to be appropriated---------------------------. 345, 950. 00 FIGHTING ISLAND CHANNEL. July 1, 1913, balance unexpended _________ -- $154, 321. 50 June 30, 1914, amount expended during fiscal year, for works of improvement ----------------------------------- 25, 374. 41 .. July 1, 1914, balance unexpended - -------------------- 128, 947. 09 July 1, 1914, outstanding liabilities-------------------------- 2, 680. 67 July 1, 1914, balance available _____-__--__._ ____ ___-- 126, 266. 42 July 1, 1914, amount covered by uncompleted contracts __...._ 84, 597. 00 1Includes $1.75 paid by Treasury Department. RIVER AND HARBOR IMPROVEMENTS. 1243 CONSOLIDATED. July 1, 1913, balance unexpended --------- $682, 323. 02 June 30, 1914, amount expended during fiscal year, for works of improvement----------------------------------------- 251, 867.45 July 1, 1914, balance unexpended--------------------------- 430, 455. 57 July 1, 1914, outstanding liabilities---------------------------- 9, 280. 67 July 1, 1914, balance available ..----------------------------- 421,174. 90 July 1, 1914, amount covered by uncompleted contracts----------- 276, 881. 00 Amount of continuing contract authorization, act of Mar. 2, 1907_- 4, 670, 950. 00 Amount appropriated under such authorization .--------------- 4, 325, 000.00 Amount yet to be appropriated----------------------------- 345, 950.00 (See Appendix M M 15.) 16. Removing sunken vessels or craft obstructing or endangering navigation.-(a) Barge Iron City removed from the St. Clair River abreast of Russell Island during July, 1913, at a cost of $2,001.96. (b) Barge Tolmie removed from Lake St. Clair off Grosse Pointe during September, 1913, at a cost of $950.83. (c) Schooner Sweetheart removed from St. Clair River abreast of Algonac, Mich., during November, 1913, at a cost of $2,250. (d) A sunken scow removed from Rouge River, near the foot of Chase Street, at a cost of $25. (See Appendix M M 16.) EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations required by the river and harbor acts approved July 25, 1912, and March 4, 1913, of the follow- ing 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 Port Huron Harbor, Mich., with a view to constructing some compensatory structure in the St. Clair River fronting the city of PortHuron,that the city of PortHuron may have a depth of water not less than 20 feet from the present dock line out to the thread of the stream.-Report dated June 30, 1913, with map, is printed in House Document No. 221, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 2. Preliminary examination of Black River, Mich.-Report dated June 30,1913, with map, is printed as House Document No. 234, Sixty- third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 3. Preliminary examination of Mackinac Harbor, Mich., with a view to lengthening the breakwater.--Report dated August 28, 1913, with map, is printed in House Document No. 274, Sixty-third Con- gress, first session. The improvement of this locality by the United 1244 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. States in the manner proposed is not deemed advisable at the present time. 4. Preliminary examination of Au Gres River, Mich.-Report dated October 9, 1913, with map, is printed in House Document No. 517, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. The local officer was also charged with the duty of making a sur- vey, for the purpose of charting only, of Crooked Lake, Burt Lake, and Mullett Lake, and their connecting waters, constituting the so- called inland route extending easterly from the vicinity of Petoskey, Mich., required by the river and harbor act approved July 25, 1912, and report thereon will be duly submitted when received. IMPROVEMENT OF RIVERS AND HARBORS IN THE CLEVELAND, OHIO, DISTRICT. This district was in charge of Lieut. Col. Chas. S. Bromwell, Corps of Engineers, until June 20, 1914, and Col. J. G. Warren, Corps of Engineers, to the close of the fiscal year. Division engi- neer, Col. J. G. Warren, Corps of Engineers. 1. Toledo Harbor, Ohio.-The harbor of Toledo is located 99 miles by water and about 120 miles by rail westerly from Cleveland. The section under improvement includes the lower 7 miles of Maumee River and the channel through Maumee Bay to Lake Erie. Originally in the bay the least depth at ordinary lake level was 8.5 feet, with a prevailing depth of 12 feet, the widths being too narrow for vessels to navigate without grounding on adjacent shoals, 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 and a width of 200 feet, at an estimated cost of $10,650. The length of channel through the bay was about 72 miles. In 1868 a channel 150 feet wide and 12 feet deep was completed. In 1872 the Secretary of War approved a project for dredging the natural channel through the bay to a depth of 15 feet at lowest stage of water and a bottom width of 200 feet, at an estimated cost of $450,000. (Annual Report of the Chief of Engineers for 1873, p. 313.) In 1875 the depth had been increased to 14 feet for a width of 100 feet. In 1880 a channel 200 to 250 feet wide and 14 to 16 feet deep was available to the docks at Toledo. The project depth was increased to 16 feet by act of June 14, 1880. The estimated cost for 16 feet depth at ordinary stage was $120,000, with $10,000 to $15,000 for maintenance. The act of July 5, 1884, adopted a project "for extending Maumee River on a straight line through the bay and North Cape Point to Lake Erie, confining the river bed in a new channel of about the same dimensions as its natural bed," at an estimated cost of $2,363,923. Work on this project was begun in 1885. The act of August 5, 1886, authorized continuing improvement " by a straight channel along such line as may be approved by the Secretary of War." Provision was also made for clearing the old channel. The project adopted April 27, 1887, under this authority, was for a "straight channel" having a depth of 17 feet below average low water and a bottom RIVER AND HARBOR IMPROVEMENTS. 1245 width of 200 feet, being an extension of the portion of the then existing channel known as Crib Reach. (Annual Report of the Chief of Engineers for 1891, p. 2831.) The total length from mouth of Maumee River to curve of 17-foot depth in the lake being 7 miles. The estimated cost of dredging and necessary protecting works was $1,875,000. (Annual Report of the Chief of Engineers for 1887, p. 2285.) The straight channel was in use in 1892, but great diffi- culty was experienced in navigating at night on account of the lim- ited width of channel. The act of July 13, 1892, provided that a part of appropriation then made might be used, in the discretion of the Secretary of War, for removing shoal in old channel and in extending the improvement up the Maumee River. (Annual Report of the Chief of Engineers for 1894, p. 2387.) Under this act dredging shoal between bridges of Pennsylvania Railroad and Wheeling & Lake Erie Railroad to a depth of 19 feet and a width of 400 feet was approved by the Chief of Engineers. The project for a straight channel was modified by the Chief of Engineers, July 7, 1893, by increasing width of outer section, about 3 miles long, to 300 feet. (Annual Report of the Chief of Engineers for 1893, p. 3055.) Under act of August 18, 1894, dredging was extended to secure a channel 400 feet wide and 18 feet deep through shoal above Cherry Street Bridge. In 1894 vessels drawing 17 feet had no difficulty in entering Toledo Harbor when the lake was not lower than mean level. In 1897 the straight channel had been dredged to full width and a depth of 17 feet at average low water. The total amount expended on original and modified projects prior to operations under existing project was $1,624,695.45. The existing project, adopted by the river and harbor act of March 3, 1899, provides for obtaining and maintaining by dredging a chan- nel 21 feet deep at mean lake level, 400 feet wide, from deep water in Lake Erie through Maumee Bay and River to Fassett Street Bridge, a distance of 14 miles, and 200 feet wide for the section 1 mile long above said bridge, with a turning basin 500 feet wide at the upper end. The project also provides for a dike 1,000 feet in length between the range lights in the bay. The estimated cost of the work, exclusive of maintenance, was $1,005,000. The estimated annual cost of maintenance was $30,000. (Annual Report of the Chief of Engineers for 1898, p. 2693.) In 1902 the channel had a depth of 21 feet and a width not less than 200 feet from the upper limit of the harbor to the lake, with the exception of the channel and basin above Fassett Street Bridge, which had a width of only 100 feet. The act of June 25, 1910, modified the project of 1899 to provide for dredging the channel from Fassett Street Bridge to the lake to a depth that will insure a navigable channel way of 21 feet. The estimated cost of the work was $400,000; maintenance of the com- pleted channel was estimated to cost $25,000 a year. The annual filling in the channel having proved greater than antic- ipated, these figures have been modified as follows: Cost of improve- ment, $500,000; maintenance of completed channel, $35,000 per year. 1246 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. On account of the fact that the lake level is often depressed at Toledo Harbor below other portions of the lake, Congress has authorized for this improvement the adoption of a reference plane 2 feet below mean lake level. (H. Doc. No. 865, 60th Cong., 1st sess.) The existing project, as modified to date, provides for dredging the channel from Fassett Street Bridge to the lake 400 feet wide and to a depth that will insure a navigable channel of 21 feet; for ob- taining and maintaining, by dredging, a channel 200 feet wide and 21 feet deep at mean lake level for the section 1 mile in length above Fassett Street Bridge, with a turning basin 500 feet wide at the upper end; and for a dike 1,000 feet in length between the range lights in the bay. The estimated cost of this work is $1,505,000, with annual maintenance cost of $35,000. References to eamination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Channel through 1 bay to Toledo docks, ............................. ........ 1873 313 15 feet deep. 2 Channel through 1 bay to Toledo docks, .................................... 1881 2286 16 feet deep. 2 Straight channel to Lake Erie 1 2...........................1882 2383 Do.12.............-.......... ........ ..---.......... 1887 2285 Triangulation, Maumee Bay 8.................................................. ........ 1890 2759 Maumee Bay 8......................... ................................. 1891 2831 Maumee Bay and River, shoaling in chan- . .......... ........ ..................... 1892 2491 nels.' Maumee Bay and River, shoaling in chan-. .............. ........................ 1893 3055 nels, widening outer end to 300 feet.' 2 Maumee Bay and River, extending 2 im- ................ ................. 1894 2390 provement, up Maumee River. 3 Maumee River below Lake 2 Shore & Michi- ............................ ........ 1895 3080 gan Southern bridge. 3 River and bay channels 1............................ .............................. 1893 2922 Do. 1................... .......... ...... . ..... .. .................... ..... ...... 1897 3043 Do. 1...... .......... ................ .............. . .......................... . .. 1898 2619 Maumee River & Bay, project for channel House... 198 Fifty-fifth .... Second.. 1898 2693 400 feet wide and 20 feet deep at low water 2 8 Maumee River and Bay, shoaling in chan- ............. ........................ 1899 3026 nels.' 1.. ... . .. .. .. .. .. .. . .. .. .. .. . .. .. .. .. . .. .. .. .. .. .. ... .......... Do. ................ 1900 4030 Maumee River and Bay, progress of 8 dredg- ......... ..................... 1901 3226 ing showing "divisions" of river. Maumee River and Bay, triangulation and .................................... 1905 2303 description of stations.' Maumee River and Bay, project for 1 chan- House... 865 Sixtieth....... First... ............. nel 400 feet wide and 23 feet deep. 2 Maumee River and Bay a............. ............. ...................... 1909 2122 Map of Cleveland district ................. .......... ........ .......... ... ... ......... 1911 2477 2 1No maps. Basis of project adopted by Congress. 8Contains maps. The following work was accomplished during the fiscal year: For increasing the depth of channel in Maumee Bay to 23 feet below mean lake level, 681,308 cubic yards of material was removed under contract, resulting in obtaining full project depth over a section of channel 6,000 feet long; the U. S. dredge Burton removed 68,279 cubic yards of material from bay and river channels, mostly for RIVER AND HARBOR IMPROVEMENTS. 1247 maintenance of improvement; the U. S. dredge Maumee removed 49,060 cubic yards of material from the river channel. The cost of repairs to floating plant was paid in part from appro- priations for this harbor. The total expenditures under the existing project to the close of the fiscal year ending June 30, 1914, was $1,347,554.84, of which amount $259,932.89 was for maintenance during the past 11 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 existing project is 87 per cent completed. The total expenditures under all projects to the close of the fiscal year ending June 30, 1914, was $2,972,250.29. A channel has been created and maintained through Maumee Bay and River, 400 feet wide and 23 feet deep at mean lake level for the outer 61 miles, 400 feet wide and 21 feet deep at mean lake level, thence 8 miles up to Fassett Street Bridge, and to a width of 100 feet and a depth of 20 feet at mean lake level for 1 mile above this bridge. The maximum draft that could be carried June 30, 1914, over the shoalest part of the improvement was 20 feet at mean lake level. The Maumee River is also navigable for launches to Perrysburg, an additional distance of 8 miles. 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. Temporary fluctuations, due to wind, of 7.9 feet above to 7.1 feet below mean lake level have, however, been observed at Toledo. All depths are referred to mean lake level, 1860-1875, elevation 572.77 feet above mean tide at New York. The commerce of Toledo Harbor for the calendar year 1913 amounted to 7,510,634 short tons, an increase of 572,280 tons over that reported for the calendar year 1912. The commerce consists largely of shipments of coal and receipt of iron ore. Miscellaneous freight is both received and shipped. The value of freight handled in 1913 is estimated at $25,355,100. The result of the improvement has been to provide the depth re- quired by lake vessels, whose draft has materially increased since the adoption of original project. A depth of 23 feet at mean lake level in Toledo Harbor is believed to provide facilities equal to 21 feet depth at mean lake level in other Lake Erie harbors on account of the frequent lowering of lake level at this port by westerly winds. 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 coal and ore business of this harbor could not have been de- veloped had the improved channel not been provided. It is proposed to apply the amount estimated as a profitable ex- penditure in the fiscal year ending June 30, 1916, to maintenance of the completed channel by dredging to restore project depths. 1248 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended __----------.-------. $155, 990.26 Miscellaneous receipts_--- -__..- _____.------- __ - 49. 53 156, 039. 79 June 30, 1914, amount expended during fiscal year: Reimbursable and unsettled___________________ $10. 00 - For works of improvement...._________--___- 60. 410. 15 For maintenance of improvement 22, 004. 47 2______________ 82, 594. 62 July 1, 1914, balance unexpended-------------------------------73, 445. 17 July 1, 1914, outstanding liabilities-------------- 21, 259. 90 July 1, 1914, balance available__ ________------__ 52, 185. 27 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 __------------------------ - 135, 000. 00 Amount available for fiscal year ending June 30, 1915_-__....... 187, 185. 27 July 1, 1914, amount covered by uncompleted contracts ______ . 47, 048. 83 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement---------------------- 35, 000. 00 (See Appendix N N 1.) 2. Port Clinton Harbor, Ohio.-This harbor is about 72 miles westerly from Cleveland both by land and water, and comprises the lower half mile of the Portage River. In its natural condition the depth was rarely more than 5 feet across the bar at the mouth of the river. The first examination with reference to improvement was directed by act of March 2, 1867. A report and project were submitted in 1870 (Annual Report, Chief of Engineers 1871, p. 210) for the con- struction of jetties to protect channel at an estimated cost of $120,000. No appropriation was made for improvement, however, until June 10, 1872. The appropriation was small, and no adequate project for improvement could be adopted. A cut 20 feet wide and 8 feet deep was made from the river into the lake and a sand-catch fence 550 feet long was constructed north of the mouth of the river. In 1875 the channel had been entirely filled. The construction of lines of sheet-pile bulkheads was begun on the west side of channel in 1875 and on the east side in 1877, thus confining the river dis- charge and directing it toward the nearest point of required depth in the lake. In 1878 a channel 60 feet wide and 10 feet deep was dredged, and the original outlet of the river was closed. The bulkheads were ex- tended as rapidly as appropriations would permit, and the bar at the outer end of the channel was dredged. The pile dikes were termi- nated at their outer ends in timber cribs filled with stone. In 1883 it was estimated that the total cost of project would be only $90,000. At this time the east jetty had been extended 2,180 linear feet and the west jetty 1,948 linear feet-the jetties being parallel at the outer ends and 200 feet apart. In 1888 the available depth was 8 feet, and in 1889 a channel 10 feet deep was secured by dredging. 1 Exclusive of amount available for fiscal year 1915. RIVER AND HIARBOR IMPROVEMENTS. 1249 The act of July 13, 1892, provided for the purchase of the tract of land adjoining the inner end of the west revetment. The purchase was completed in 1894. In 1894 a channel was dredged to a depth of about 11 feet, and 100 feet wide between piers; the harbor in front of wharves was dredged 200 feet wide and about 11 feet deep; the bar was dredged outside, and a large rocky shoal lying in the path of vessels approach- ing the harbor had been removed. Expenditures to 1894 amounted to $71,949.86, and it was then recommended that the remainder of the estimated cost of executing the project ($21,000) be expended for necessary repairs. In 1896 the pile bulkheads were much decayed, and repair by addi- tion of riprap on each side was begun. After settlement the stone was protected by a covering of larger stone which, above water, was laid as a pavement. In 1903 the available funds were applied to dredging the channel to a depth of 121 feet for a width of 150 feet from the outer end of jetties outward to a corresponding depth in the lake. The existing project provides for the construction of jetties ex- tending across the bar at the mouth of the river to a depth of 12 feet in the lake; for dredging the channel to a depth of 12 feet below mean lake level, at an estimated cost of $90,000; and for mainte- nance of the improvement. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. IHouse or No. Congress. Session. Year. Page. Senate. Jettied channel and harbor ....... ............................... .... 1881 2290 Jettied channel 2.............. ....... ..... ....... ........ .. ....... 188 1987 Jettied channel and harbor 1.... ..... ...... ...... .. ....... 1891 2836 Harbor, jettied channels and approach 1.. ........ .. . _ . .. ............ ............. 1894 2394 Report on proposed dredging to 12} feet 2.. .. . . . .... . . ... . . .. . . ........ . . . . . . . ..... . .. .. . 1900 4039 Harbor, jettied channel and approach2 - 1904 3159 Survey to Oak Harbor Bridge 2 (report ad- House 189 Fifty-eighth Second 1904 3218 verse to improvement). Jettied channelandharbor ... .. ....... ........ ......... ............1909 2124 Jettied channel and harbor unfavorable1 re- House... 815 Sixty-first.... Second............. port on project for depth of 14 feet. 1Contains maps. - No maps. No work has been done at Port Clinton during the year. A watch- man has been employed to care for Government property stored on the United States reservation. Expenses incidental to necessary inspections were paid from ap- propriations for this harbor. The total expended on the existing, which is the original, project to June 30, 1914, has been $105,710.01, of which $33,760.15 has been for maintenance,of jetties and dredged channels since 1894. The project, except for maintenance, has been completed. Jetties 200 feet apart and reaching out to a depth of 10 feet in the lake have been constructed and maintained, and channels have been 60993 ---ENG 1914---79 1250 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. dredged to a depth of 12 feet below mean lake level and extending one-half mile above the mouth of the river. The maximum draft that could be carried June 30, 1914, over the shoalest part of the section under improvement was 11 feet. 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. All depths are referred to mean lake level, 1860-1875; elevation 572.77 feet above mean tide at New York. Port Clinton Harbor is navigable for a draft of 11 feet to the Lake Shore & Michigan Southern Railroad bridge, about three-fourths mile above outer end of jetties. A channel of 6 feet depth extends to Oak Harbor, 12 miles above the mouth of the river. The commerce of Port Clinton for the calendar year 1913 amounted to 6,413 short tons, a decrease of 1,514 tons from that re- ported for the calendar year 1912. This commerce consisted prin- cipally of lumber, fish, and miscellaneous freight, of an estimated value for the year of $208,555. The improvement serves to admit larger vessels than could enter the harbor in its natural condition. The project has had little effect on freight rates, as the commerce of the port is small. It is proposed to apply the amount estimated as a profitable ex- penditure in the fiscal year ending June 30, 1916, to the repair of the piers and to expenses incidental to occasional inspections, etc. July 1, 1913, balance unexpended------------------------------ $905. 00 Miscellaneous receipts----------------------------------------- 9. 00 914. 00 June 30, 1914, amount expended during fiscal year for maintenance of improvement-------------------------- 143. 72 July 1, 1914, balance unexpended--- ------ -------------------- 770. 28 July 1, 1914, outstanding liabilities----------------------------- 49. 00 July 1, 1914, balance available____________ 721. 28 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------------------------------------- 500. 00 Amount available for fiscal year ending June 30, 1915------------- 1, 221. 28 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement__---------------------- 1, 000. 00 (See Appendix N N 2.) 3. Sandusky Harbor, Ohio.-This harbor is located about 57 miles by water and 60 miles by rail westerly from Cleveland, Ohio. San- dusky Bay is a natural harbor containing an area of 22.5 square miles and, before improvement was begun, afforded a depth, of 12 feet over a large area. The harbor is in the lower part of the bay, about 2 miles from the lake, and is situated along the city front, which is developed for a length of about 1.5 miles. In its natural condition the channel depth was about 10 feet along the city front and from 9 to 12 feet thence to the lake, at ordinary lake level. 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1251 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 (formerly Peninsula Point). On this bar, about 1 mile outside of Cedar Point, there was origi- nally a depth of only 10 feet, but after crossing it a wide channel was found off Cedar Point, increasing in depth to 36 feet and thence gradually shoaling again inside the bay. The first appropriation was made for a survey in 1826, and the first improvement was made in 1844, consisting of a dam of cribwork about 1,350 feet long, partially closing a breach across Sand Point. In 1853-54 additional cribwork about 3,350 feet long was built on Sand Point, but in 1859 this was almost entirely destroyed and in 1864 the greater part of Sand Point had been washed away. An appropriation was made by act of June 23, 1866, for dredging a channel 400 feet wide and 12 feet deep through the outer bar and for the construction of parallel piers if found necessary. In 1869 a channel 240 feet wide and having a least depth of 11 feet had been provided and dredging of the inner bar was authorized. In 1870 a channel 60 feet wide and 12 feet deep had been provided. Under act of March 3, 1873, a project was adopted for dredging the outer and inner bars to a depth of 14 feet to the center of the area inclosed by the curve of 12 feet depth in the bay. (Annual Report, Chief of Engineers, 1873, p. 328.) In 1877 an extension of the project was approved to provide for completing a channel 200 feet wide and 15 feet deep at low water up to the city docks. In 1878 a cut 150 feet wide and 14 feet deep at average low water had been dredged from the curve of 12 feet depth in the bay to the curve of 15 feet depth in the lake along the natural or " west chan- nel," a distance of about 42 miles. In 1880, dredging a channel 100 feet wide, 15 feet deep, and par- allel with the docks at a distance of 50 feet was authorized. In 1881 the channel had been dredged 100 to 200 feet wide and 15 feet deep through the outer bar and up to within 100 feet of the docks. This work was completed in 1883. The act of July 5, 1884, provided for "deepening the channel." It had been recommended that the channel depth be made 16 feet. The act of August 11, 1888, provided for maintenance of old chan- nel and for dredging straight channel 200 feet wide and 17 feet deep at low water from the north end of Cedar Point to the east end of the then existing channel in front of the city, a distance of about 1- miles. The estimated cost was $96,712. (Annual Report, Chief of Engineers, 1888, p. 1991.) The straight channel was completed in 1894, at a cost of $112,984, and in 1895 a depth of 18 feet was provided over the outer bar and a depth of 17 feet in the dock channel. The project was modified by act of August 18, 1894, to provide for a channel 300 feet wide and 18 feet deep over the outer bar; for the construction of a jetty 2,500 feet long, starting at Cedar Point and extending to the eastward of this outer channel; for the construction of a dike 2 ,500 feet long to the westward of the outer channel; for dredging the straight channel slopes and widening at both ends; and 1252 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. for dredging the dock channel for a length of 6,500 feet to a width of 200 feet and a depth of 17 feet; all at an estimated cost of $255,000. (H. Doc. No. 91, 53d Cong., 3d sess., and Annual Report, Chief of Engineers, 1894, p. 3085.) The total expended under the original project was $477,149.09. The existing project adopted by act of March 3, 1899, which is a modification of the earlier projects, provides for the extension of the jetty from Cedar Point to a total distance of 5,000 feet; for the con- struction of a brush and stone sill about 8,000 feet long, extending from Sand Point to the front range light opposite Cedar Point; for the construction of three small stone and brush jetties to protect the eastern shore line of Sand Point; for the protection of the slope adja- cent to the channel in the vicinity of the front range light with a brush and stone mattress; for the construction of a west jetty 5,550 feet long, extending from the front range light parallel to and at a distance of 725 feet from'the east jetty; and for the construction of a deflecting dike about 1,500 feet long opposite and parallel to the outer portion of the straight channel. The estimated cost of the proposed improvements not included in the previous project was $240,796. The cost of completing the original project was estimated at $185,000, making a total of $425,796. (H. Doc. No. 362, 55th Cong., 2d sess., and Annual Report, Chief of Engineers, 1898, p. 2708.) The project was modified by act of June 13, 1902, to provide for dredging a straight channel to a depth of 21 feet and a width of 400 feet on the bottom, with slopes of one on two, and for dredging the dock channel to a depth of 21 feet and to a width of 300 feet, all at an estimated cost of $781,000; for maintenance, $10,000 a year. (H. Doc. No. 120, 56th Cong., 2d sess., and Annual Report, Chief of Engineers, 1901, p. 3270.) The act of March 3, 1905, modified this 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. The act of March 2, 1907, restored this work of rock removal to the project. The existing project, as modified, provides for dredging a straight channel to a depth of 21 feet at mean lake level and a width of 400 feet on the bottom, with slopes of one on two; for dredging dock channel to a depth of 21 feet at mean lake level and a width of 300 feet; for the extension of the jetty from Cedar Point to a total dis- tance of 5,000 feet; for the construction of a brush and stone sill about 8,000 feet long, extending from Sand Point to the front range light opposite Cedar Point; for the construction of three small stone and brush jetties to protect the eastern shore line of Sand Point; for the protection of the slope adjacent to the channel in the vicinity of the front range light with a brush and stone mattress; for the con- struction of a west jetty 5,550 feet long, extending from the front range light parallel to and at a distance of 725 feet from the east jetty; for the construction of a deflecting dike about 1,500 feet long opposite and parallel to the outer portion of the straight channel. The jetties provided for in the existing project are expected to main- tain required depths on the outer bar. The estimated cost of the existing project, as revised in 1903, was $1,135,000, with annual maintenance at $10,000. RIVER AND HARBOR IMPROVEMENTS. 1253 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. 2 . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . .. . . . . . .. . Sandusky Bay and Harbor' .... ........ .. 1873 328 Do.12 ..... .. . - .... 1880 2109 Straight channel, north end Cedar Point2 to ........ ..................... 1887 2335 city docks; project for 17 feet depth.' Do.23 ............................ Senate.. 78 Forty-ninth Second.. 1888 1991 Sandusky Bay2 and dredged channels; 17- House... 91 Fifty-third Third... 1895 3085 foot project. Sandusky Bay and Harbor 3.............. ......... ....... ' . . . . . . . . . . . . . . . .. . ............... . . . . .. . . . . . . .. . .... . . . . . . 1896 2930 Straight channel maintenance ...... 1897 3054 Sandusky 23 Bay and Harbor; project for House... 362 Fifty-fifth..... Second.. 1898 2708 jetties. 3 . . . . . 23 Sandusky Harbor, 21-foot project . ......... .. . ... . . . do..... ... . 120 .. .. .Fifty-sixth.......do.... ... . .. . .. .. . . . 1901 3276 Sandusky Harbor channels . ... . 1909 2126 Widening of channels; adverse report .... House... 78 Sixty-second. First...... ._ ..... Deepening channels; extending jetty 3.... ... do..... 871 Sixty-third..... Second............. 1No map. 2 Basis of project adopted by Congress. 8Contains map. During the fiscal year ending June 30, 1914, 29,796 tons of stone were delivered under contract for extension of the east jetty, result- ing in completing a section 1,350 feet in length. Work was delayed by failure of the contractor, but is now being completed by his surety. The U. S. dredge Maumee worked for a portion of the year on improvement and maintenance dredging, removing 44,300 cubic yards of material from the dock channel. Final report of survey authorized by the river and harbor act approved March 4, 1913, was submitted by the district officer Feb- ruary 17, 1914. The total amount expended under the existing project to June 30, 1914, was $783,247.88, of which $71,382.30 was for maintenance dur- ing the past 11 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. Continuing contracts in excess of cash appropriations were au- thorized by the act of March 3, 1905, to the amount of $480,000, of which $130,000 remains to be appropriated. The total expenditures under all projects to the close of the fiscal year ending June 30, 1914, was $1,260,396.97. The project as a whole is regarded as about 77 per cent com- pleted. A channel has been provided 300 feet wide and 22 feet deep through the outer bar, 400 feet wide and 21 feet deep to the city front, and 160 to 300 feet wide and 21 feet deep along the city front to the Short Line Docks, with the exception of a small area adjacent to the city wharves, which, it is expected, will be dredged during the season 1914; the east jetty has been built out from Cedar Point a distance of about 3,500 feet, and a contract is in force under which it will be extended to a total length of 5,000 feet; 800 feet of the sill designed to extend to Sand Point from the range light, 108 feet of the west jetty, the spur dike extending from Cedar Point toward the channel, and the protection work in the vicinity of the range light 1254 'REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. have been built. Project depths have been maintained but not the full project widths. The maximum draft that could be carried over the shoalest part of the improvement June 30, 1914, was 20 feet at mean lake level. All depths are referred to mean lake level, 1860-1875, elevation 572.77 feet above mean tide at New York. 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, with extreme fluctuations of 5 feet above and below mean lake level within the bay. The total length of improved channel between Sandusky and the lake is about 6 miles. There is a general depth of 10 feet in San- dusky 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 practically no navigation above Sandusky. Sand bars in the river reduce the available depths to about 4 feet. The commerce of Sandusky Harbor for the calendar year 1913 amounted to 3,253,954 short tons, an increase of 283,328 tons over that reported for the calendar year 1912. This commerce consisted largely of shipment of coal and receipt and shipment of miscellane- ous freight; estimated value, $10,593,104. It is proposed to apply the amount estimated as a profitable ex- penditure in the fiscal year ending June 30, 1916, to maintenance of the channels by dredging. July 1, 1913, balance unexpended_____----------------- .$66, 995. 85 Miscellaneous receipts 269. 38 _____________________ 67, 265. 23 June 30, 1914, amount expended during fiscal year: For works of improvement_ $19, 275.92 For maintenance of improvement--___________ 10, 916. 38 30, 192. 30 July 1, 1914, balance unexpended_____-- ________ _____________ 37, 072. 93 July 1, 1914, outstanding liabilities_______________________________ 1, 424. 34 July 1, 1914, balance available-__ ___e__------__ __-35, 648. 59 July 1, 1914, amount covered by uncompleted contracts -----.-- 4, 211.49 Amount of continuing contract authorization, act of March 3, 1905__ 480, 000. 00 Amount appropriated under such authorization__-------- 350, 000.00 Amount yet to be appropriated --------------------------- 130, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement__________________ 15, 000. 00 (See Appendix N N 3.) 4. Huron Harbor, Ohio.-This harbor is 48 miles by water and 49 miles by rail westerly from Cleveland, Ohio. The outer harbor was originally a portion of the open lake. Its area is about 14 acres. In addition to the outer harbor a channel about 21 feet deep, extending about 1 mile above the mouth of Huron River, is main- tained by the Wheeling & Lake Erie Railroad Co. In 1826 the river mouth was closed by a sand bar, which was bare at low water. 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1255 The original project, for which the first appropriation was made in 1826, provided for two parallel piers 140 feet apart, extending out to the curve, of 12 feet depth in the lake. In 1839 the piers were about 1,400 feet long, and the depth was 92 feet in the channel. The - channel was dredged and piers repaired as money was available. Between 1853 and 1866 no appropriation was made, and at the end of this period extensive dredging and repairs were required. In 1871 a depth of 15 feet was obtained by dredging. The original project was modified by act of September 19, 1890, which provided for obtaining 16 feet depth by dredging and ex- tending the piers to the curve of 16 feet depth in the lake. The work of the United States was supplemented by dredging by the Wheeling & Lake Erie Railroad Co., and from 1890 to 1903 a depth of 19 to 20 feet was available from inner end of piers to deep water in the lake. The total amount expended upon these projects for all purposes of construction and maintenance to June 30, 1905, was $269,789.07. The existing project is based upon a survey, plan, and estimate required by act of June 13, 1902 (Annual Report Chief of Engineers, 1904, pp. 3209-3218, and H. Doc. No. 122, 58th Cong., 2d sess.), and 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, at an estimated cost of $315,500, and an annual expendi- ture of $2,500 for maintenance. All except $3,000 of the money authorized to be expended in the prosecution of the project has been appropriated. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Jettied channel'...................... .... .... ........ ........................... 1891 2845 Jettied channel and inner harbor 1..... .... ......... ... ......... ... ........... ........ 1894 2402 Jettied channel and outer harbor ..... ........... ............. ....... ........ ....... 1899 3052 Outer harbor, jettied channel, and inner House... 122 Fifty-eighth... Second............ harbor.12 Outer harbor and jettied channel23 .............. ............................ 1904 3209 Outer and inner harbors 1........................ .... .......... 1909 2128 Do.'...... .. ...... ............ House... 5 Sixty-third.... First............... 1 Contains maps. - Basis of project adopted by Congress. 3 No maps. During the year the west pier was extended shoreward under a contract a distance of 120 feet to close a breach from the jettied channel into the lake which was caused by the high water of March, 1913. This work, while included in a project which had not been approved, was carried out as an emergency measure. 1256 ,REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Minor repairs were made to west pier. The cost of winter repairs to floating plant was paid in part from appropriations for this harbor. The amount expended under the existing project to June 30, 1914, was $291,938.01, of which amount $93,459.58 was for maintenance. The total expenditures under all projects to the close of the fiscal year ending June 30, 1914, was $561,727.08. The existing project, except maintenance, was completed in 1910. A channel 200 feet wide has been provided through the outer bar and between the jetties for a distance of three-fourths of a mile. The maximum draft that could be carried June 30, 1914, was 21 feet. 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. All depths are referred to mean lake level, 1860-1875, elevation 572.77 feet above mean tide at New York. 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 commerce of Huron Harbor for the calendar year 1913 amounted to 2,557,932 short tons, an increase of 437,329 tons over that reported for the calendar year 1912. This commerce consisted almost entirely of the receipt of iron ore and the shipment of coal; estimated value, $6,534,610. 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. It is proposed to apply the amount estimated as a profitable ex- penditure in the fiscal year ending June 30, 1916, to maintenance dredging in the improved channel. July 1, 1913, balance unexpended------------------------------$11, 592. 96 Miscellaneous receipts ------------------------------. 60 S1,593. 56 June 30, 1914, amount expended during fiscal year for maintenance of improvement--------------------------------------------- 11, 437. 02 July 1, 1914, balance unexpended--------------------------------- 156. 54 July 1, 1914, outstanding liabilities-.... 57. 01 July 1, 1914, balance available------------------------------ 99. 53 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------------------------------------_ 12, 000. 00 Amount available for fiscal year ending June 30, 1915- -- 12, 099. 53 Amount of continuing contract authorization, act of Mar. 3, 1.905 ---- 268, 500. 00 Amount appropriated under such authorization------------------ 265, 500. 00 Amount yet to be appropriated ---------------------------------- 3, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ---------------- _ '3, 000. 00 (See Appendix N N 4.) 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1257 5. Vermilion Harbor, Ohio.-Vermilion Harbor is about 39 miles by water and 37 miles by rail westerly from Cleveland, Ohio. It comprises the lower 3,000 feet of Vermilion River. The channel entrance for a length of 1,100 feet is protected by jetties, between which the depth is about 12 feet at mean lake level. In 1836 there was a depth of only about 2 feet across the bar at the mouth of the river. The act of July 4, 1836, provided for constructing parallel jetties 125 feet apart and extending outward to a depth of 12 feet in the lake and, by thus contracting the channel, to obtain a depth of 10 feet through the bar. The estimated cost, exclusive of dredging, was $74,342. In 1852 the west pier was 1,396 feet long, the east pier 700 feet long, and there was a depth of 8 feet in channel. From 1839 to 1866 no appropriations were made for this harbor. In 1865 the piers were in very bad condition and the depth in channel was only 7 feet. The act of June 23, 1866, authorized the complete repair of the piers, at a cost of $15,315. Repairs were completed in 1868, and further work reported to be unnecessary. In 1873 a channel 60 feet wide and 12 feet deep was provided by removal of rock. In 1874 the piers reached a depth of 12 feet in the lake, the east pier being 1,075 feet long and the west pier 1,125 feet long. No additions have been made since 1874. The project was modified by the act of March 3, 1875, to provide for increasing the channel width to 100 feet and the depth to 14 feet; the estimated cost was $10,000, and this was increased by $11,000 the next year. (Annual Report of the Chief of Engineers for 1874, p. 219.) In 1881 there was a narrow channel with a minimum depth of 11 feet over the bar at the entrance, and a minimum depth of 13 feet between piers. Since 1881 the funds appropriated have been ex- pended upon dredging and maintenance of piers, and the channel depth has remained about 12 feet at mean lake level. Any deepen- ing of the channel involves rock excavation, and the locality has not been considered worthy of improvement to the extent of obtaining a channel of full project dimensions. In 1897 the piers needed rebuilding throughout almost their entire length. The act of March 3, 1905, provided for making piers permanent by thorough repair with rock, and for maintenance of channel by dredging. The estimated cost was $42,350. (Annual Report of the Chief of Engineers for 1904, p. 3235, and H. Doc. No. 252, 58th Cong., 2d sess.) The existing project as modified provides for constructing and maintaining parallel jetties 125 feet apart, extending outward to a depth of 12 feet in the lake; dredging the channel between jetties to a width of 100 feet and a depth of 14 feet below mean lake level. By act of March 3, 1905, the authorized work is limited to maintaining the piers and the channel. Previous to that time the channel had been dredged to a least depth of 12 feet at mean lake level. 1258 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. t Jettied channel, 14-foot depth project ... ........ . .... ..... 1874 219 Do.1 ........................... .. House.. 89 Forty-fourth.. First.... 1876 555 Jettied channel 2 ......... .. 1881 2304 Do. 2 ... ... .... ........................ ............ .. .. 1891 2848 Jettied channel, project for maintenance 13. House... 252 Fifty-eighth... Second.. 1904 3235 Jettied channel and river to Lake Shore & .......... .. ......... .. 1909 2128 Michigan Southern R. R.2 Jettied channel, increased width, adverse House... 283 Sixty-second.. Second................ report. 2 'No maps. Contains maps. 3 Basis of project adopted by Congress. During the fiscal year repairs were made under contract to the west pier, which had been breached during the high water of March, 1913, with consequent danger to the jettied channel. The cost of this work was $2,767.34, and was paid out of an allotment from appropriation in the river and harbor act of March 4, 1913, for emergencies in river and harbor works. The amount expended on the existing, which is the original, project, to June 30, 1914, was $167,623.43, of which $34,345.88 was for maintenance during the past 11 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 existing project has been completed so far as authorized, re- sulting in constructing and maintaining jetties and a channel 12 feet deep at mean lake level to the inner end of the piers. The mainte- nance of this work affords a harbor for tugs and fishing boats, and larger craft when light. The maximum draft that could be carried June 30, 1914, over the shoalest part of the improvement was 11 feet. 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. All depths are referred to mean lake level, 1860-1875; elevation, 572.77 feet above mean tide at New York. The portion of channel under improvement is 3,000 feet long. A channel of 8 feet extends to the Lake Shore Railway bridge, one-half mile above the improved portion. The commerce of Vermilion Harbor for the calendar year 1913 amounted to 748 short tons, consisting of the receipt of fish estimated to be worth $75,000. The improvement has had little effect on freight rates, as the ton- nage of the port is small. It is proposed to apply the amount estimated as a profitable ex- penditure in the fiscal year ending June 30, 1916, to restoring depths in the improved channel by dredging and to minor repairs to piers. RIVER AND HARBOR IMPROVEMENTS. 1259 EMERGENCY APPROPRIATION. July 1, 1913, balance unexpended ---------------------------------- $4, 000. 00 Miscellaneous receipts____ ... ___-_______-. 70 4, 000. 70 June 30, 1914, amount expended during fiscal year: Withdrawn from allotment --------------------- $1, 233. 36 For maintenance of improvement_____ 2, 767. 34 4, 000. 70 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_.--... __-______- -___________ 3, 000. 00 Amount available for fiscal year ending June 30, 1915-------------- 3, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement ________________________ 14, 500. 00 (See Appendix N N 5.) 6. Lorain Harbor, Ohio.-This harbor is 30 miles by water and 27 miles by rail westerly from Cleveland, Ohio. It comprises an artificial outer harbor about 60 acres in extent, created by the con- struction of breakwaters, and the lower 3 miles of Black River. Before improvement the river was navigable for small vessels, but was obstructed at its mouth by a bar over which the depth did not exceed 3 feet at ordinary lake level. The original project for improvement, adopted by act of May 24, 1828, provided for the construction of parallel jetties extending to the curve of 10 feet depth in the lake to provide a scour sufficient for the maintenance of a navigable channel across the bar. In 1839 the west pier was 1,304 feet long and the east pier 1,230 feet long, but on account of the advance of the shore line, amounting to 620 feet on the west side of the entrance and 300 feet on the east side, they extended into the lake beyond the new shore line only 759 feet and 891 feet, respectively. The distance between piers was about 200 feet. The prevailing depth of the channel was 92 feet, but it increased to 14 feet near the outer end of the piers. Between 1853 and 1865 no funds were available for this improve- ment. Ir 1865 the east pier had been swept away to a depth of 3 to 5 feet under water, and only a narrow channel remained near the west pier, with a depth of 7 to 10 feet. Rbpairs to piers were made in 1865 and 1866, and the channel at once began to improve. In 1875 the piers were extended to the curve of 15 feet depth in the lake, and the channel depth was 14 feet at low stage of the lake. In 1879 there was a channel with a depth of 15 feet across the outer bar, a depth of 15 to 17 feet between piers, and from 17 to 20 feet in the river up to the highway bridge. In 1880 the project was modified to provide for extending piers to the curve of 16 feet depth in the lake, the object being to obtain a channel 16 feet deep. In 1881 a sheet pile revetment 400 feet long was built upstream from the inner end of the east jetty to prevent cutting of bank by river current. In 1884 a channel with least depth of 162 feet was provided. 1 Exclusive of amount available for fiscal year 1915. 1260 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Under act of July 13, 1892, authority was given for extending jetties to a depth of 17 feet in the lake and obtaining a depth of 17 feet in the harbor. In 1896 a channel depth of 17 feet was available, and this was increased to 182 feet in 1898. The amount expended on these projects was $292,202.88. The existing project, adopted by act of March 3, 1899, provided for the construction of two rubble mound breakwaters converging toward the lake-the west breakwater 1,800 feet long and the east breakwater 1,500 feet long--having an opening between them at their outer extremities 500 feet in width, in 27 feet depth of water, in prolongation of the axial line of the jettied channel and 1,800 feet outward from the end of the jetties. It also provided for rebuilding the jetties and for dredging the protected areas and river channels to a depth of 20 feet below mean lake level. The estimated cost was $695,500. (Annual Report, Chief of Engineers 1898, p. 2718, and H. Doc. No. 131, 55th Cong., 2d sess.) In 1899 the channel was dredged 20 feet deep at mean lake level. A section of the jetty on the west side was leased to the Cleveland, Lorain & Wheeling Railroad Co., on condition of proper mainte- nance. The act of June 6, 1900, authorized the completion of such a por- tion of the work as available funds would allow at a cost not more than 10 per cent in excess of original estimates. The total estimated cost of the entire project was thus increased to $705,350. (Annual Report, Chief of Engineers 1900, p. 4057.) In 1901 the Secretary of War approved locating the new east pier 100 feet eastward of the old one, thus increasing the width between jetties to 300 feet. In 1903 the old east pier had been removed and the channel dredged to a depth of 21 feet. In 1903-1905 the river channels for a length of about 3 miles were dredged to a depth of 21 feet by the city and private interests. The jetties were completed in 1905, the new east jetty being 1,765 feet long, entirely new work, with concrete superstructure. The act of March 2, 1907, authorized the expenditure of $15,000 in dredging the easterly side of Black River from the inner end of the easterly Government pier to Erie Avenue Bridge. This work was done in 1908-9. In 1908 the reconstruction of west jetty, 1,000 feet in length; the west breakwater, 1,800 feet long; the east breakwater, 1,500 feet long--with pierheads at their'outer extremities-were completed. 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 river and harbor act of June 25, 1910, which provided for the extension of both the east arm about 800 feet and the west arm about 1,500 feet, and dredging in the harbor to a depth of 21 feet, at an estimated cost of $248,129, with annual maintenance of $5,000. (H. Doc. No. 644, 61st Cong., 2d sess.) The existing project, as modified to June 30, 1913, provides for a harbor of refuge protected by two breakwaters converging toward the lake, the west breakwater extending to or toward shore (present appropriations providing for a total length of about 3,300 feet), the east breakwater about 2,300 feet long, having an opening between RIVER AND HARBOR IMPROVEMENTS. 1261 them at their outer extremities 500 feet in width in prolongation of the axial line of jettied channel; for west jetty 1,000 feet long; for east jetty 1,765 feet long and 300 feet from west jetty; for dredging harbor of refuge to a depth of 21 feet below mean lake level; and for dredging river channels to Erie Avenue Bridge to a depth of 20 feet below mean lake level. The estimated cost of this work is $968,479; annual maintenance, $5,000. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Project for outer harbor1 and breakwater... ....................... . ............. ............... 1875 300 Jettied channel and to highway bridge 2........................................... 1881 2308 Jettied channel and approach 2 ... ... ... ..... 1894 2408 Jettied channel and project or break- House... 131 Fifty-fith..... Second.. 1898 2717 DredgingchannelstoErie AvenueBridge 1 .... do..... 560 Sixtieth....... First............ Harbor of refuge, jettied channel, and .................... ........... ........ 1909 2130 Black River; condition in 1909.2 Extension of breakwaters 2 .............. House................................... 644 Sixty-first.... Second........ 1910 2291 Harbor of refuge, jettied channel, 2 and . Black River; condition in 1910. Harbor of refuge, ettied channel, and .. ...... 19................2692 1.. 1912 Black River; condition in 1912 2 Black River, widening, deepening,2 and House... 16v Sixty-third.... First................ straightening; adverse report. 1No map. Contains map. 3Basis of project adopted by Congress During the fiscal year 14,958 tons of stone were delivered under contract for shoreward extension of east and west breakwaters. This work was somewhat delayed through the failure of the con- tractor, but is now being prosecuted by the successor to the bankrupt company. The U. S. dredge Burton removed 10,061 cubic yards of material from the outer harbor to restore project depths. The cost of winter repairs to floating plant was paid in part from appropriations for Lorain Harbor. There has been expended under the existing project to June 30, 1914, $798,034.55, of which amount $41,519.22 was for maintenance during the past 11 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 total expenditures under all projects to the close of the fiscal year ending June 30, 1914, were $1,090,237.43. The project is 95 per cent completed. A jettied entrance channel of 21 feet depth at mean lake level has been provided; the outer harbor has a depth of 21 to 28 feet at mean lake level; and the breakwaters have been nearly completed. A channel 21 feet deep at mean lake level extends about 3 miles up Black River and is main- tained by the city and private interests. The maximum draft that could be carried June 30, 1914, over the shoalest part of the locality under improvement was 21 feet. 1262 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. All depths are referred to mean lake level, 1860-1875; elevation, 572.77 feet above mean tide at New York. The commerce of Lorain Harbor for the calendar year 1913 amounted to 8,609,897 short tons, an increase of 1,209,306 tons over that reported for the calendar year 1912. This commerce consisted chiefly of receipt of iron ore and shipment of coal; estimated value, $23,827,877. 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. As the balance available is sufficient for completion of the project and for maintenance no estimate of additional funds is submitted. July 1, 1913, balance unexpended__________-----------___ $146, 613. 51 Miscellaneous receipts--------__ ______ -_--------- 46. 49 146, 660. 00 June 30, 1914, amount expended during fiscal year- For works of improvement------------------ $14, 260. 40 For maintenance of improvement ------------- 4, 251. 84 18, 512. 24 July 1, 1914, balance unexpended__________----------------- 128, 147. 76 July 1, 1914, outstanding liabilities_ ---------------------------- 2, 381. 05 July 1, 1914, balance available ---------- ------------------ 125, 766. 71 July 1, 1914, amount covered by uncompleted contracts----------- 59, 640. 89 (See Appendix N N 6.) 7. Cleveland Harbor, Ohio.-This harbor is 99 miles by water east from Toledo and 175 miles southwest from Buffalo. The outer or present main harbor was originally a portion of the open lake. The portion sheltered by the breakwaters is 5 miles long and is 1,700 feet wide outside of the harbor lines where established. In addition to this harbor the Cuyahoga River, which empties into it and is under improvement by the city and private interests, is navigable for ves- sels of 20 feet draft 5 miles above the mouth of the river. The channel is very tortuous and is crossed by 19 drawbridges and one high level fixed bridge. The "old river bed" also affords 20-foot navigation for about 1 mile west from the main river. The depth in the river is 20 feet and the channel width averages 200 feet. The original depth was 15 feet in Cuyahoga River and 12 to 30 feet in the outer harbor. At the time the river improvement was begun the river connected with the lake 700 feet farther west than at present, and its mouth was obstructed by a bar on which the depth was only 3 feet. The original project adopted by act of March 3, 1825, provided for parallel piers at the mouth of Cuyahoga River contracting the channel to a width of 200 feet, and extending out to the curve of 12 feet depth in the lake, the object being to obtain a channel 12 feet deep by scour. The jetties were located so as to make a more direct outlet for the river, and the old outlet was closed by a dam. This project was completed in 1852. At that time the east pier was 1,400 RIVER AND HARBOR IMPROVEMENTS. 1263 feet long, the west pier 1,800 feet long, and there was a channel 200 feet wide and 13 feet deep. The act of June 23, 1866, authorized the extension of the west pier 500 feet and the east pier 575 feet, and dredging the channel to a depth of 14 feet. This modified project was completed in 1875, the total expenditure being $346,244.84. The existing project was instituted by the act of March 3, 1875, which made an appropriation for a breakwater in 5 fathoms of water to protect the commerce of Cleveland. On June 26, 1875, the Secretary of War approved a project which, with later modifications, is the existing project for the construction of a harbor of refuge located as follows: A pile pier starting from a point on the shore about 700 feet west of the extremity of the old bed of the Cuyahoga River, 5,400 feet west of the west pier, extending into the lake on a line running about north 10 ° west (actually constructed on the magnetic meridian) to the 14-foot curve, a distance of 1,000 feet; thence continuing a farther distance of 2,130 feet to the 30-foot contour as a stone-filled timber crib on a rubblestone foundation; thence generally parallel with the shore and following the 30-foot contour a distance of 4,000 feet as a stone-filled crib on a rubblestone foundation to a point nearly in pro- longation of the west channel pier of Cuyahoga River, which was to be extended to such a point as to leave a 300-foot opening into the harbor of refuge. (Annual Report Chief of Engineers, 1875, p. 304.) The estimated cost was $1,800,000. (Annual Report Chief of Engi- neers, 1876, p. 558.) This was modified in 1882 by providing for extending the east pier, instead of the west, and constructing a spur pier 100 feet long on the lake side of the breakwater 200 feet from its easterly extremity. (Annual Report Chief of Engineers, 1882, p. 2399.) Work under this project, except extension of east pier, was completed in 1883, at a cost of $800,000. The act of August 5, 1886, adopted the following project for ex- tending the breakwater protecting the harbor of refuge: Beginning at a point on the prolongation of the lake arm of the west breakwater and 500 feet from it and extending eastward on this line 1,100 feet; then inclining to the shore and extending 2,400 feet in a depth of 25 feet of water, and having between its eastern end and the curve of 14 feet depth an entrance 1,200 feet wide. (Annual Report, Chief of Engineers, 1885, p. 2228.) This project was modi- fied by the act of August 11, 1888, by extending the lake arm of the east breakwater to a total length of 3,500 feet; then inclining toward the shore on a line parallel with the then projected breakwater for a distance of 2,000 feet. In 1893, 2,500 feet of the east breakwater had been completed. In 1895, an opening 200 feet wide and 13 feet deep was made in the shore arm of the west breakwater by authority of the Secretary of War. The act of June 3, 1896, adopted the following project, and author- ized continuing contracts for the work: Renewing east pier outside of harbor of refuge, 322 feet; renewing west pier north of Lake Shore & Michigan Southern Railway bridge, 1,478 feet; renewing piers south of the Lake Shore & Michigan Southern Railway bridge, 260 feet, and widening channel; dredging above and below the bridge; repairing the west breakwater outside of opening in shore arm, 5,440 feet; sheathing face of cribs of east breakwater, 2,764 feet; all at an 1264 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. estimated cost of $860,000. Also, completing east breakwater on adopted plans at an estimated cost of $494,000. (Annual Report, Chief of Engineers, 1896, p. 2949, and H. Doc. No. 326, 54th Cong., 2d sess.) The act of March 3, 1899, approved a project for dredging channel between the piers north of the railroad bridge to a depth of 21 feet, and dredging east and west basins, without fixing the depth to which they were to be dredged-alternate estimates having been submitted of $181,000 for 21 and $368,000 for 25 feet depth. (H. Doc. 156, 55th Cong., 3d sess.; Annual Report, Chief of Engineers, 1899, p. 3075.) The act of June 13, 1902, approved a project for the construction of two pierheads 700 feet apart and 1,000 feet in front of the line of main breakwater; an inclined arm extending from each pier to the main breakwaters and intersecting them about 750 feet from their channel ends-the main entrance being widened to 700 feet by re- moval of 200 feet from east treakwater; the extension of the east breakwater 15,600 feet on the prolongation of the center line of the main portion of the existing breakwater, terminating in a pierhead; the construction of a detached breakwater beginning in a pierhead 500 feet shoreward from the end of the main breakwater and extend- ing shoreward at an angle of 45 degrees with the main breakwater; all at an estimated cost of $4,481,456. (H. Doc. 118, 56th Cong., 2d sess.; Annual Report, Chief of Engineers, 1901, p. 3278.) This act authorized an expenditure of $2,800,000, all of which has been appro- priated, but this authorization was increased by $900,000 in the river and harbor act of March 2, 1907. The act of June 13, 1902, also pro- vided that there be no further extension of the deflected portion of the east breakwater beyond what had been constructed and that the Secretary of War might, in his discretion, dredge to a depth of 25 feet in any portion of the harbor. The act of March 2, 1907, provided for a comprehensive improve- ment of the water frontage belonging to the United States east of East Ninth Street by the construction of a bulkhead in front of the property; for the construction of a wharf and a storehouse-this construction being made contingent upon the consent of the Cleve- land Yacht Club, which holds a lease of the water frontage in the locality; all at an estimated cost of about $98,000. (H. Doc. 270, 59th Cong., 2d sess.) The act of June 25, 1910, provided for connecting the east break- water extension with the completed work and for the removal of the inclined arm, at a cost of $325,000. The existing project, as revised, provides for- (1) A river entrance protected by jetties 325 feet apart and about 1,500 feet long. (2) A harbor of refuge protected by a breakwater approximately parallel with and at an average distance of 3,500 feet from the shore and extending 4,000 feet westerly and 21,000 feet easterly from the main entrance, 700 feet in width with pierheads on each side, lo- cated opposite the river entrance; the westerly arm connected with the shore by a breakwater located on the magnetic meridian and 3,130 feet long; the easterly arm beginning at a point on the prolongation of the lake arm of the west breakwater and 700 feet from it and ex- tending eastward 21,000 feet on the same line, terminating in a pier- RIVER AND HARBOR IMPROVEMENTS. 1265 head; the construction of a detached breakwater beginning in a pier- head 500 feet shoreward from the end of the main breakwater and extending shoreward at an angle of 45 degrees with the main break- water. The project also provides for the removal of the old inclined arm of the east breakwater; the construction of two pierheads 700 feet apart and 1,000 feet outward from the line of the main break- water, with an inclined arm extending from each pierhead to the main breakwaters and connecting with them about 750 feet from their channel ends. (3) Dredging the harbor of refuge and between the jetties to a depth of 25 feet. (4) The construction of a bulkhead in front of the United States property east of East Ninth Street and the construction of a wharf and storehouse. References to examination or survey reports and map's or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Outer harbor 12 .............. ........ ........... .. .... ................ .......... 1875 Pt. 1304 West basin and jettied channel 1........ ..... ...... .. ................ ....... 1881 2318 Do.1.................................. .................... ........... 1882 2400 Outer harbor 2 3................ .......... ...... ..... ............... ....... 1885 2228 Do. 1.. ............ ................... .......................... .................. 1888 2004 Outer harbor and jettied channel 1................................. ....... 1891 2856 Do.'............................ ... ... ............. ......................... 1894 2412 Jettied channel, condition in 1845 and 18951. ........... ..... ............................. 1895 3106 Outer harbor and jettied channel 2 3....... House... 326 Fifty-fourth... First.... 1896 2949 East basin and breakwater 1 5. .......... .. do..... 128 Fifty-fifth..... Second.. 1898 2724 Outer harbor and jettied channel 2 3........ do..... 156 ..... do...... Third... 1899 3075 Do.12 ............................ ... do..... 118 Fifty-sixth... Second.. . ... Do.'..... ............ ............ ................................................ 1900 4068 Do.23 ............................. .._... ..... .......................... 1901 3277 Wharf and storehouse 1 2 ..... ... House... H.. 270 Fifty-ninth.... Second.... .... Outer harbor and Cuyahoga River 1.. ..... ... ...... ... .. .......... 1910 2294 Cuyahoga River ....... ............ House... 707 Sixty-third.... Second.... ....... Outer harbor, easterly end 1...............do.... 891 ..... do.........do............... 1Contains maps. 2 Basis of project adopted by Congress. ' No maps. During the fiscal year, under a contract dated January 14, 1909, now 88 per cent completed, 70,122.3 tons of stone were delivered for the extension of the east breakwater; under a contract dated Novem- ber 18, 1910, now 92 per cent completed, 9,788.1 tons of stone were delivered, completing a section to close the " gap" at the foot of East Ninth Street, and the removal of the inclined arm of the old east breakwater was in progress. The failure of the contractor for both these works has caused considerable delay in their prosecution. The former work has been readvertised and the latter is being car- ried on by the successor to the original contractor. The United States dredge Burton from July 1 to August 31, Sep- tember 29 to October 8, 1913, and April 19 to June 14, 1914, removed 111,400 cubic yards of material from the outer harbor and jettied channel for the maintenance of 25 feet depth in areas most needed for vessels trading at lake-front docks. 609930-ENG 1914-- 80 1266 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Plans and specifications were prepared and bids were received for the construction of a storehouse at the foot of East Ninth Street. The westerly 2,200 feet of the west breakwater was protected along its lake face by an embankment of riprap stone. The work was car- ried on under a contract dated March 17, 1914, and was completed June 8, 1914; 34,173.2 tons of stone were used. Temporary repairs were made to a portion of the east timber break- water, which was damaged during an unusually severe storm in No- vember, 1913. The cost of winter repairs to floating plant was paid in part from appropriations for Cleveland Harbor. A report of the survey of the harbor with a view to the completion of the east breakwater and shore arm, including any plan of cooper- ation on the part of the city of Cleveland, authorized by the river and harbor act of March 4, 1913, was submitted by the district officer February 10, 1914. The construction of the further extension of the east breakwater is being carried on under a continuing contract authorization, all the money of which has been appropriated. The amount expended on the existing project to June 30, 1914, was $6,948,265.75, of which $656,087.77 was for maintenance during the past 11 years. Prior to that time the amounts expended for works of improvement and for maintenance were so involved that it is im- practicable to separate them. The total expenditures under all projects to the close of the fiscal year ending June 30, 1914, was $7,294,510.59. Under the existing project the mouth of the river has been widened by dredging, and the east and west piers 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 the title to the necessary real estate which the city of Cleveland has undertaken to acquire for the United States. The breakwater west of the entrance is completed. The superstructure of the west breakwater has been removed and re- placed by concrete masonry, and the lake side of the cribs has been partly protected with riprap. The old east breakwater has been re- paired and extended according to the project of 1896, except as modi- fied by the river and harbor act of June 13, 1902, which reduced the length of the inclined shore arm by 270 feet. This shore arm is now being removed. The new main entrance is completed. This work consists of two pierheads, two projecting breakwaters, and rubble mound protection to the old structure. The westerly 12,000 feet of the east breakwater extension is completed and an additional length of 4,000 feet has been brought up to mean lake level or above. The entrance channel, west basin, and a part of the east basin have been dredged to 25 feet depth, but have since shoaled. The basin formed by the west breakwater has shoaled so that now the available depth is about 21 feet, except adjacent to the breakwater where the minimum depth is about 17 feet. The portion of the east basin adjacent to the entrance channel and opposite the lake-front slips has an available depth of 21 feet. To the eastward from this area a shoal extends in a northerly direction across the basin, over which the depth ranges from 15 to 19 feet. Easterly from this shoal to East Ninth Street the general depth is about 20 feet, although shoals in this vicinity render the available depth not over 18 feet. To the eastward from East RIVER AND HARBOR IMPROVEMENTS. 1267 Ninth Street the depth ranges well over 23 feet for a width of 2,000 feet shoreward from the breakwater. The wharf at the foot of East Ninth Street is 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. The project as a whole, so far as definitely authorized by Congress, is 93 per cent completed. The maximum draft that could be carried into the mouth of the Cuyahoga River June 30, 1914, was 22 feet. Cuyahoga River has a navigable depth of about 20 feet for a dis- tance of about 52 miles above its mouth, and is maintained 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. All depths are referred to mean lake level, 1860-1875; elevation, 572.77 feet above mean tide at New York. The commerce of Cleveland Harbor for the calendar year 1913 amounted to 16,488,083 short tons, an increase of 2,192,005 tons over that reported for the calendar year 1912. This commerce consisted of coal, iron ore, steel products, and general merchandise; estimated value, $82,761,622. 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. It is proposed to apply the amount estimated as a profitable ex- penditure in the fiscal year ending June 30, 1916, to maintenance of project depths in the outer harbor basins and entrance channel, and to repair of breakwaters. UNDER CONTRACTS, ETC., AUTHORIZED BY ACT OF JUNE 3, 1896. July 1, 1913, balance unexpended--------------------------- $87, 273. 30 July 1, 1914, balance unexpended ------------ 87, 273. 30 DREDGING AND REPAIRS TO BREAKWATERS. July 1, 1913, balance unexpended --------------------------- $22, 307. 78 Miscellaneous receipts_ 460. 48 Transferred from allotment " For breakwaters, closing gap, and re- moving old arm " ----------------- 50, 000. 00 72, 768. 26 June 30, 1914, amount expended during fiscal year, for maintenance of improvement----------- --- 70, 035. 71 July 1, 1914, balance unexpended-----------------------------2, 732. 55 July 1, 1914, outstanding liabilities-------------------- 1, 060. 70 July 1, 1914, balance available_ 1, 671. 85 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_ __ --- 150, 000.00 Amount available for fiscal year ending June 30, 1915-----------151, 671. 85 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement--_------------------ 1200,000.00 1 Exclusive of amount available for fiscal year 1915. 1268 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. WHARF ROOM. July 1, 1913, balance unexpended---------------------------- $12, 663. 95 June 30, 1914, amount expended during fiscal year for works of im- provement-_ - 53. 50 July 1, 1914, balance unexpended---------- ------------------ 12, 610 45 July 1, 1914, outstanding liabilities------------------------------ 13. 20 July 1, 1914, balance available------------------------------ 12, 597. 25 FOR BREAKWATER, CLOSING GAP, AND REMOVING OLD ARM. July 1, 1913, balance unexpended-_____________ _______ ____ Transferred to allotment " Dredging and repairs to breakwaters " 126, 076. 69 50, 000. 00 76, 076. 69 June 30, 1914, amount expended during fiscal year for works of improvement -_-___ ____ 15, 403. 95 July 1, 1914, balance unexpended -------------- ___ _______ 60, 672.74 July 1, 1914, outstanding liabilities________ _____-______-___ - 240. 69 July 1, 1914, balance available_--- -------------------------- 60, 432. 05 July 1, 1914, amount covered by uncompleted contracts----------- 34, 234. 39 MAIN ENTRANCE, EAST BREAKWATER EXTENSION, ETC., ACTS OF JUNE 13, 1902, AND MAR. 2, 1907. July 1, 1913, balance unexpended ---- __-__-_______-____ $342, 766. 16 June 30, 1914, amount expended during fiscal year for works of improvement ------------------------------------------ 99, 285. 99 July 1, 1914, balance unexpended__------------______ -__ ___- 243, 480. 17 July 1, 1914, outstanding liabilities----------------------------- 189. 53 July 1, 1914, balance available-----------------------------243, 290. 64 CONSOLIDATED. July 1, 1913, balance unexpended----------------------------591, 087. 88 Miscellaneous receipts_______ __-------------------- 460. 48 591, 548. 36 June 30, 1914, amount expended during fiscal year: For works of improvement ----------------- $114, 743. 44 For maintenance of improvement _------------- 70, 035. 71 184, 779. 15 July 1, 1914, balance unexpended __---- _______-------406, 769.21 --- July 1, 1914, outstanding liabilities__------______________ 1, 504. 12 July 1, 1914, balance available_---------------------------- 405, 265.09 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------------- 150, 000. 00 Amount available for fiscal year ending June 30, 1915----------- 555, 265. 09 July 1, 1914, amount covered by uncompleted contracts----------- 34, 234. 39 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-----------_------ 200, 000. 00 (See Appendix N N 7.) 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1269 8. Fairport Harbor, Ohio.-This harbor is located 34 miles by water and 32 miles by rail easterly from Cleveland, Ohio, and com- prises the lower mile of Grand River, which has a width of 180 to 300 feet and a depth of 20 feet. The outer harbor, sheltered by breakwaters, has an area of about 40 acres which is to be dredged to a depth of 20 feet below mean lake level. Before the improvement was undertaken the mouth of the river was at times entirely closed by the formation of sand bars. The first improvement was undertaken in 1825, and the original project adopted in 1826 provided for the construction of parallel jetties of crib work, filled with stone, placed about 200 feet apart and extending outward across the bar and into the lake to a depth of 16 feet. The jetties were extended from time to time until the west jetty attained a length of 2,370 feet, and the east jetty 1,766 feet, from the original shore line. The depths obtained in the channel were 7 feet in 1829, 11 feet in 1839, and 12 feet in 1853. In 1865 the channel had shoaled to 5 feet. In 1870 the depth was 12 feet, and in 1879, 14 feet. In 1890 the project was modified to provide for extension of jetties to a depth of 18 feet in the lake and for maintaining the same depth in the jettied channel. 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 30, 1896, on the original project was $368,940.09. The existing project, adopted by act of June 3, 1896 (Annual Re- port of the Chief of Engineers for 1896, p. 2956), provides for the maintenance of existing works; for the construction of two break- waters converging toward the lake at an angle of 55 ° (actually made 70 ° ), the outer ends being 1,850 feet lakeward from the outer end of west jetty, the west breakwater 2,050 feet long and making an angle of 25 ° with the line of the west jetty, and the east breakwater 1,350 feet long, the breakwaters to terminate at the outer ends in pierheads 50 feet square and 400 feet apart (actually located 600 feet apart). The act also provided for dredging to a depth of 20 feet the area between the breakwaters and outside of a northeast line through the outer end of east jetty and a northwest line through outer end of west jetty. The estimated cost of the work, including dredging, was $510,000. (Annual Report Chief of Engineers, 1896, p. 2956.) The estimate was revised to $585,000 in 1900. (Annual Report, Chief of Engineers, 1900, p. 4071.) The project was modified by the act of March 3, 1905, to provide for extending the westerly arm of the breakwater to a point at or near the shore, at an estimated cost of $120,000. (Annual Report, Chief of Engineers, 1913, p. 2084, and Annual Report, Chief of En- gineers, 1905, p. 2349.) The acts of June 13, 1902, and March 3, 1905, provided also for maintenance of the old work. The existing project, as modified, provides for jetties to protect the entrance to inner harbor; for an outer harbor of about 40 acres, protected by breakwaters converging toward the lake, with an en- trance 600 feet wide between them; for dredging outer harbor to a depth of 20 feet below mean lake level; and for maintenance of existing works. The estimated cost of the project, exclusive of main- tenance, is $705,000. 1270 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. . . . .. . . . . . . . . . . . . . . . . . . . . . . ... ... . .. . .. . . . .. . . . . . Jettied channel 1 .... .. ............. 1881 2320 Harbor and jettied channel 1.. .... .. ...... ...... .......... 1891 2861 Grand River, Richmond to mouth s....... House... 61 Fifty-second.. First... 1892 2511 Harbor and jettied channel ............. 1894 2418 Harbor lines and jetties 1................. ............ .... .... ............ .......... 1895 3112 Jettied channel and breakwaters 1 .... House... 347 Fifty-fourth... First........... . Do.2.............. 2. . . . . . . . . . . . . ............................................. . . .. . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . 1896 2956 Do. .. ....... 1898 2678 West breakwater extension to shore . . . .2............... . . . . ...... . . . . . . . . . ... ......... . . . . . . . . ......... ... ....... 1903 2084 Outerharbor and Grand River 1 ..... .... 1909 2136 Do................................. .. ........... ............. ....... ........... 1910 2296 Outerharbor 1.. ...................... House.. 206 Sixty-third.... First....... ...... 1Contains maps. 2No maps. 3 Basis of project adopted by Congress. During the fiscal year 10,621 tons of stone were placed in the east breakwater, under contract, resulting in its completion. The cost of winter repairs to floating plant was paid in part from appropriations for Fairport Harbor. A report of a survey of the harbor, with a view to enlarging and improving the outer harbor area, authorized by the river and harbor act of July 25, 1912, was submitted by the district officer July 9, 1913. There has been expended on the existing project to June 30, 1914, $740,439.75, of which amount $132,217.66 was for maintenance during the past 11 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 total expenditures under all projects to the close of the fiscal year ending June 30, 1914, was $1,109,379.84. The project was 96 per cent completed June 30, 1914. The west breakwater, 2 pierheads, and 1,300 feet of the east breakwater have been built. The project depths have been maintained in the channel from deep water in the lake to the inner end of the jetties, but no dredging will be done in the sheltered area until the east breakwater is com- pleted. The jetties have been maintained in good condition, the inner portions being covered with a concrete superstructure and the outer portions being sheathed with hardwood below the water sur- face. The east jetty is 1,090 feet long, of which the inner 580 feet has a concrete superstructure. Within this point the pier has been occupied and been maintained since 1899 by the Pittsburgh & Lake Erie Dock Co. The west jetty is maintained by the United States for a length of 1,230 feet, the maintenance of remainder of original jetty being unnecessary since 1893 on account of the advance of the shore line on the west side of the harbor. Of this west jetty the inner 570 feet has been covered by a concrete superstructure. The maximum draft that could be carried June 30, 1914, over the shoalest part of the entrance channel was 22 feet. BRIVER AND HARBOR IMPROVEMENTS. 1271 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. All depths are referred to mean lake level, 1860-1875; elevation 572.77 feet above mean tide at New York. The lower mile of the Grand River forms the inner harbor. The width between the piers is 180 feet and the depth about 21 feet below mean lake level. The width of that portion of the river used commercially varies from 150 to 300 feet, with a channel depth of at least 20 feet below mean lake level, which is maintained by the private interests using the river. Above Averill Island the depth in the channel is only 7 or 8 feet for a distance of 1 miles, and the river is obstructed by a fixed bridge. The commerce of Fairport Harbor for the calendar year 1913 amounted to 3,156,842 short tons, an increase of 402,586 tons over that reported for the calendar year 1912. The commerce consists chiefly of the receipt of iron ore and grain, shipment of coal, and some interchange of miscellaneous freight. The value of freight handled during 1913 is estimated at $21,277,106. 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. No estimate for additional funds for 1916 is submitted, as funds already appropriated are considered sufficient for the completion of the existing project and for maintenance. July 1, 1913, balance unexpended------------------------------$129, 738. 83 Miscellaneous receipts-__ ------------------------ 2. 10 Reimbursed by Treasury settlement- -----.----.------ ___-___ 88. 56 129, 829. 49 June 30, 1914, amount expended during fiscal year: Reimbursable and unsettled _ _ _- $2. 32 For works of improvement__------------ 30, 280. 84 For maintenance of improvement_______- _____ 3,942. 82 34, 225. 98 July 1, 1914, balance unexpended --------------------------- 95, 603. 51 July 1, 1914, outstanding liabilities--_------------------------. 96. 68 July 1, 1914, balance available--------------------- -------- 95, 506. 83 (See Appendix N N 8.) 9. Ashtabula Harbor, Ohio.-This harbor is located 61 miles by water and 56 miles by rail easterly from Cleveland, Ohio. It com- prises the lower 11 miles of the Ashtabula River, about 1 mile of the lake front at its mouth, and the completed project will provide a harbor of refuge of about 100 acres protected by breakwaters with entrance 600 feet wide and channel 30 feet deep, and a river channel of 21 feet depth below mean lake level. In its natural condition the mouth of the river was obstructed by a bar upon which the depth of water was only 2 feet, and the minimum depth to rock was 7 feet. The original project for the improvement of this harbor was adopted in 1826 and provided for the construction of two jetties, extending outward to a depth of 10 feet in the lake. The jetties were built 160 feet apart at the inner end, converging to 100 feet apart about 900 feet from shore, then widening to 160 feet in the next 200 feet and parallel from this point outward. 1272 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The increased velocity of discharge caused the removal of sand covering the rock. The first dredging was provided for by act of March 3, 1829. The act of July 3, 1832, provided for excavation of rock from channel and in 1834 a depth of 9 feet had been obtained. Between 1838 and 1865 very little work was done, and in 1866 the piers had deteriorated and the channel had shoaled to 7 feet. The act of March 2, 1867, provided for extending the piers to a depth of 12 feet and deepening the channel to 12 feet. In 1871 the channel was 90 feet wide and 13 feet deep. The project depth was increased to 14 feet under act of June 10, 1872, and this depth was obtained in 1874. The piers were repeatedly repaired and extended to prevent formation of bar at outer end. June 21, 1882, the Chief of Engineers authorized dredging channel to a depth of 16 feet and straightening the west pier so as to secure a uniform channel width between jetties of 160 feet. This was done by building 1,100 feet of new pier at the inner end and removing a corresponding length of the old pier. In 1887 a channel through outer bar was excavated 172 feet deep and 160 feet wide, and a chan- nel between piers was excavated 162 feet deep and 50 feet wide, both in rock. A project was approved July 8, 1890, for providing 20 feet between piers and extending piers to 22 feet natural depth in the lake at an estimated cost of $265,650. (Annual Report of the Chief of Engineers, 1890, p. 2785.) January 31, 1891, the Secretary of War approved an extension of this project to provide for moving the east jetty 45 feet east, making the distance between jetties 213 feet at an additional estimated cost of $63,492, or a total of $329,142. (Annual Report of the Chief of Engineers, 1891, p. 2864.) In 1890-91 a portion of inner end of east pier was removed by the Lake Shore & Michigan Southern Railroad under permit from the Secretary of War to provide entrance to their slip. The Secretary of War on October 14, 1895, approved an extension of the project for deepening the channel to 20 feet below mean lake level to include that portion of the river below the highway bridge. In 1897 the project depth of 20 feet below mean lake level had been obtained in channel between piers and as far as the county bridge, and the distance between jetties was 213 feet. The total amount expended on the original project and modifica- tions was $565,192.27. The existing project, adopted by act of June 3, 1896, provided for protection of the entrance to the jettied channel by the construction of two breakwaters, each 1,500 feet long, converging toward the lake at an angle of 90°, 450 each side of line of jettied channel, and termi- nating at the outer ends in pierheads 400 feet apart and 1,800 feet lakeward from the outer ends of the then existing channel piers- which were not to be extended-all at an estimated cost of $465,000. (Report of the Chief of Engineers for 1895, p. 3122.) This plan was modified to provide a west breakwater 1,800 feet long and an east breakwater 1,200 feet long, the west breakwater to be at an angle of 30 ° with line of jettied channel instead of 45 ° . (Annual Report of the Chief of Engineers for 1896, p. 2963.) The act of March 3, 1905, authorized the expenditure of the unex- pended balance on hand to the credit of the improvement for the extension of the west breakwater to a point at or near the shore, and under this authorization it was extended 1,580 feet. RIVER AND HARBOR IMPROVEMENTS. 1273 In 1904 the Secretary of War, under authority of law, authorized the Pennsylvania Railroad Co. to completely remove the west jetty and replace the same by a bulkhead 60 feet farther west. In 1906 the Secretary of War authorized the Lake Shore & Michi- gan Southern Railroad Co. to take possession of the east pier and to extend it and utilize it as a bulkhead. This company was also author- ized to extend the east breakwater to protect its docks. Under this authority 1,100 feet of breakwater has been built by the company. Under the authorities thus granted, the maintenance of the equiva- lent of the channel jetties was undertaken by the corporations occupy- ing the adjoining land. The act of June 25, 1910, adopted a project providing for extending the west breakwater (about 3,380 feet being then completed or under construction) 1,500 feet toward shore and 1,700 feet into the lake, terminating in a pierhead; constructing a new east breakwater be- ginning at a distance of 600 feet from outer end of west breakwater in a pierhead and extending 1,800 feet easterly with an arm 2,700 feet long extending toward shore; removing 600 feet of outer end of the then existing east breakwater; all at an estimated cost of $1,385,529. This act also provided for the maintenance by dredging at an annual cost of $5,000. This maintenance is for a depth of 21 feet below mean lake level and by the authority of the Chief of Engineers is limited to the area between the old east breakwater, the old west breakwater, and the harbor line. The existing project as modified provides for an outer harbor of refuge of about 100 acres, protected by breakwaters of a total length of about 11,000 feet; for the removal of about 600 feet of outer end of old east breakwater; and for maintenance of a depth of 21 feet below mean lake level of the portion between the old breakwaters and outside of the approved harbor line. The estimated cost of the im- provement is $1,850,529; annual maintenance, $5,000. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Proposed extension of piers and widening .......... ........... ... ............... 1881 2324 channel.'l Securing uniform width of 160 feet between ........ ................ ............ . 1882 2409 piers.2 Do.....12 .. ........................ ......... 1884 2114 Removal of inner end east pier, Lake Shore ............... .......................... 1891 2865 & Michigan Southern R. R.1 Ashtabula River and jettied channel 1.. ............ I............. ........ . . 1894 2422 Location of breakwaters 1 2................ .......... ........ ..............---- - 1895 3122 Do 12.......... ........ .......... ...... ... .................... 1896 2963 Harbor and river.................................. ......... ... ........ 909 2138 Outer harbor and river 1"................ House... 654 Sixty-first..... Second...... ...... Outer harbor and river; progress of work ............. ...................... 1911 2502 to 1911.1 Outer harbor and river; widening deep- House... 1295 Sixty-second.. Third.............. ening, and straightening channel.' i Contains maps. 2 Basis of project adopted by Congress. 1274 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. During the fiscal year 123,823.4 tons of stone were delivered on the breakwaters under contract, resulting in the completion of 550 linear feet of west breakwater, and 3,900 linear feet of east break- water; 850 feet of substructure was also completed. Under a second contract the foundation for the east pierhead was built and the foundations for both east and west pierheads were leveled off; both pierhead cribs were built, sunk in place, protected with riprap, partially filled with stone, and concreting operations were well advanced. The cost of winter repairs to floating plant was paid in part from appropriations for Ashtabula Harbor. The amount expended on the existing project to June 30, 1914, was $1,629,881.22, of which amount $35,180.09 was for maintenance during the past 11 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. Work is in progress under a contract dated June 19, 1911, for con- structing shoreward and lakeward extensions of the west break- waters, constructing a portion of the new east breakwater, and re- moving a portion of the old east breakwater, and is now about 98 per cent completed. This work is being carried on under continuing contract authorizations aggregating $851,105, all of which has been appropriated. The total expenditures under all projects to the close of the fiscal year ending June 30, 1914, was $2,195,073.49. The existing project is 95 per cent completed. The following work was accomplished to June 30, 1914: The protection of river entrance by breakwaters; the completion of 6,350 feet of west break- water and 4,300 feet of new east breakwater; partial completion of 230 feet of west breakwater and 200 feet of east breakwater; re- moval of the outer 600 feet of the old east breakwater; deepening river entrance to 21 feet below mean lake level and widening it to 213 feet; and maintenance of bulkheads to protect river mouth in place of original jetties under agreement with owners of adjoining shore. A depth of 20 feet below mean lake level in the river has been maintained largely by city and private interests. The maximum draft that could be carried June 30, 1914, over the shoalest part of locality under improvement was 20 feet. All depths are referred to mean lake level 1860-1875; elevation, 572.77 feet above mean tide at New York. 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 commerce of Ashtabula Harbor for the calendar year 1913 amounted to 15,743,375 short tons, an increase of 1,228,236 tons over that reported for the calendar year 1912. This commerce consisted almost entirely of receipt of iron ore and shipment of coal; total estimated value, $45,952,628. 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. No estimate for additional funds for 1916 is submitted, as funds already appropriated are considered sufficient for completion of the existing project and for maintenance. RIVER AND HARBOR IMPROVEMENTS. 1275 July 1, 1913, balance unexpended _____________ $425,645. 31 Miscellaneous receipts---------------------------------------- 1. 95 425, 647. 26 June 30, 1914, amount expended during fiscal year: For works of improvement___ $246, 862. 62 For maintenance of improvement______________ 4, 923. 46 251, 786. 08 July 1, 1914, balance unexpended_____________________________ 173, 861.18 July 1, 1914, outstanding liabilities_____________________________ 38, 272. 13 July 1, 1914, balance available______________ -___________135, 589. 05 July 1, 1914, amount covered by uncompleted contracts ----------- 93, 145. 00 Amount (estimated) required to be appropriated for completion of existing project _____1______ -_ x 434, 424. 00 (See Appendix N N 9.) 10. Conneaut Harbor, Ohio.-This harbor is 74 miles by water and 67 miles by rail easterly from Cleveland, Ohio. The outer harbor was originally a portion of the open lake. Its area when completed will be about 200 acres. In addition to the outer harbor the Conneaut River affords navigation and wharfage for 20-feet draft 3,000 feet above its mouth and is maintained by private in- terests. In 1829 the harbor was the lower end of Conneaut River. The depth was 15 feet in the river, but the mouth of the river was ob- structed by a sand bar on which the depth was only 2 feet. The original project, for which the first appropriation was made March 2, 1829, provided for a new and more direct outlet for the stream about 100 feet wide, protected by jetties. The original mouth was closed by a dam, thus causing increased depth in the new outlet by scour. Some dredging was done to provide an inner turning basin. The project was regarded as completed in 1871. At that time the east pier was 1,071 feet long, the west pier 791 feet long, and the channel between them not less than 9 feet deep. A maximum depth of 11 feet was occasionally obtained under this project. Between 1871 and 1880 the harbor was kept in repair so far as appropriations would permit. No appropriations were made for this harbor from 1880 to 1892. At the end of this period the jetties were in a decayed and dilapidated condition, the channel had filled with sand and silt and had practically reverted to its original condi- tion. The harbor could only be used by small sailing and fishing craft. The original project was modified by the act of July 13, 1892, which provided for relocating the channel eastward of original project, constructing two new piers and revetments 200 feet apart extending to the curve of 17-feet depth in the lake, and dredging the channel 17 feet deep with a bottom width of 160 feet, at an esti- mated cost of $418,140. (Scheme B of district engineer's report of Nov. 10, 1891; Annual Report of the Chief of Engineers, 1892, p. 2519.) it was found that the adopted project would involve a large amount of rock excavation, and Congress, therefore, by act of Febru- ary 24, 1893, modified the previous approved project to provide for widening and deepening the existing channel at an estimated cost of $334,075. (Scheme A of district engineer's report of Nov. 10, 1891; 1 Exclusive of the balance unexpended July 1, 1914. 1276 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Annual Report of the Chief of Engineers, 1892, p. 2518.) The di- mensions were the same as those for scheme B. The cost was then estimated at $500,000, including excavating rock to a depth of 20 feet. The total expenditure under these projects was $192,448.47. The existing project was adopted by act of March 24, 1896, which provided for parallel piers 200 feet apart extending to the curve of 17-feet depth in the lake and the construction of two detached breakwaters, the outer ends terminating in pierheads 1,200 feet lake- ward from the pier ends in a depth of about 25 feet of water, located at equal distances each side of the axis of the jettied channel, and 350 feet apart. The faces of the breakwaters, if prolonged, would intersect at an angle of 60 ° , 30 ° on each side of the channel axis, the west breakwater to be 1,250 feet long and east breakwater 1,050 feet long. The project also provided for securing a depth of 20 feet below mean lake level in the channel and sheltered area. All at an esti- mated cost, exclusive of maintenance, of $610,000. (Annual Report, Chief of Engineers, 1896, p. 2970, and H. Doc. No. 325, 54th Cong., 1st sess.) This project was modified by act of June 25, 1910, which provided for largely increasing the outer harbor area by extending the east breakwater 800 feet toward shore and 900 feet into the lake, termi- nating in a pierhead; providing a main harbor entrance 600 feet wide; constructing a new outer breakwater, with pierhead, on the west side of the harbor area extending west 1,000 feet, and 3,700 feet toward shore; removing about 600 feet of outer end of inner west breakwater and 500 feet of outer end of east inner pier; and dredging in the outer harbor to a depth of 21 feet below mean lake level. All at an estimated cost of $1,338,681, with not to exceed $10,000 annually for maintenance. (H. Doc. No. 653, 61st Cong., 2d sess.) The area of harbor thus provided will be about 200 acres. The existing project as modified provides for parallel piers at the river mouth 200 feet apart and extending to the curve of 17-feet depth in the lake, an outer harbor of about 200 acres protected by breakwaters, dredging between piers to a depth of 20 feet below mean lake level, and dredging in outer harbor to a depth of 21 feet below mean lake level. The estimated cost of this work is $1,948,681; annual maintenance, $10,000. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Yettied channel 1 ......................... House... 42 Fifty-second .. First.... 1892 2515 Do.2 3..... ...................... . . . . . . .. .......... .... ...... ..... 1893 3090 Breakwaters and outer harbor 2 .... House... 325 Fifty-fourth... First............... Do.1 2............................... .......... .. . .... ....... 189 2969 Breakwaters, outer and inner harbor 2 ... House... 653 Sixty-first... Second............... Do.8............... ........... ....................... ... . .... ..... 1910 2300 Do.B................................. .. .. ... ............ 1911 2505 1No maps. SBasis of project adopted by Congress. Contains maps. RIVER AND HARBOR IMPROVEMENTS. 1277 During the fiscal year 2,922.7 tons of stone were delivered under contract, resulting in the completion of 150 linear feet of the west breakwater. Under a second contract 19,411 tons of stone were de- livered on the work, resulting in the partial construction of a length of about 500 linear feet of breakwater. A contract was entered into for the construction of the west pierhead. Under this contract a timber crib has been built. The U. S. dredge Burton was engaged in restoring depths in the entrance channel, October 8 to 19, 1913, and June 15 to 30, 1914, removing 29,673 cubic yards of material. The cost of winter repairs to floating plant was paid in part from appropriations for Conneaut Harbor. The total amount expended on the existing project to June 30, 1914, was $1,010,991.69, of which amount $57,592.31 was for main- tenance during the past 11 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 total expenditures under all projects to the close of the fiscal year ending June 30, 1914, was $1,203,440.16. All the work contemplated by the project prior to its latest modi- fication has been completed. Of the work included in the modifica- tion, the shoreward extension and the protection of the east break- water have been completed; 95 per cent of the east and west portion of the new west breakwater has been built; construction of the shore arm of the west breakwater has ben commenced; the foundation for the west pierhead has been completed and the pierhead crib has been built; and the outer harbor has been deepened to 21 feet below mean lake level. The existing project is regarded as about 52 per cent completed. The maximum draft that could be carried June 30, 1914, was 21 feet. A 20-foot channel extends up the river 3,000 feet above its mouth, and is maintained by local authorities. All depths are referred to mean lake level 1860-1875, elevation 572.77 feet above mean tide at New York. 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 commerce of Conneaut Harbor for the calendar year 1913 amounted to 10,783,204 short tons, an increase of 754,239 tons over that reported for the calendar year 1912. This commerce consists almost entirely of receipts of iron ore and shipments of coal; total estimated value, $36,109,259. 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. It is proposed to apply the amount estimated as a profitable ex- penditure for the fiscal year ending June 30, 1916, to the completion of the approved project. 1278 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 19183, balance unexpended---------- ----------------- $336, 104. 82 Miscellaneous receipts ----------------------------------------- 4. 50 Reimbursed by Treasury settlements ______________________137.11 336, 246. 43 June 30, 1914, amount expended during fiscal year: Reimbursable and unsettled--------------------$199. 07 For works of improvement------------------_ 36, 877. 86 For maintenance of improvement ---------------- 4, 548. 27 41, 625. 20 July 1, 1914, balance unexpended---------------------------294, 621. 23 July 1, 1914, outstanding liabilities-------__ -------------------- 19, 026. 56 July 1, 1914, balance available___________ ---- ____________ 275, 594. 67 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-------------------------------- 243, 530. 00 Amount available for fiscal year ending June 30, 1915----------- 519, 124. 67 July 1, 1914, amount covered by uncompleted contracts ---------- 237, 516. 56 Amount (estimated) required to be appropriated for completion of existing project----__ 1 481, 513. 00 Amount that can be profitably expended in fiscal year ending June 30,_1916, for works of improvement_---__ _____________1 481, 513. 00 (See Appendix N N 10.) 11. Removing sunken vessels or craft obstructing or endangering navigation--(a) Schooner "'Shawnee."-On May 16, 1911, the schooner Shawnee, laden with coal, sunk behind and near the west breakwater, Cleveland Harbor. The wreck was removed by contract dated August 31, 1912, under an allotment from indefinite appro- priation for removing sunken vessels or craft obstructing or en- dangering navigation. The contractor was dilatory in carrying on the work, and the contract was finally terminated by a supplemental agreement dated October 14, 1913, all portions of the wreck which would endanger navigation having been removed. The wreck was removed at a total cost, including all contingent expenses, of $653.84. (b) Schooner "Donaldson."-The wooden schooner Donaldson sunk in west basin, Cleveland Harbor, August 16, 1913, being at the time in the custody of the United States court. The owner having abandoned the wreck, and the United States marshal having no objection, a recommendation for its removal was approved by the department, and an allotment of $1,500 was made for the purpose from the indefinite appropriation for removing sunken vessels or craft obstructing or endangering navigation. The work was ad- vertised, and the lowest bid received in response thereto was $1,500. This bid was accepted and contract made accordingly, but as the work involved some contingent expenses, an additional $150 was allotted. Work under the contract is being prosecuted and will be completed early in the fiscal year 1915. (See Appendix N N 11.) 1 Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1279 EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED FEBRUARY 27, 1911, JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations and surveys required by the river and harbor acts approved February 27, 1911, July 25, 1912, and March 4, 1913, 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 Lorain Harbor, Ohio, with a view to widening, deepening, and straightening the channel of Black River.-Report dated October 16, 1912, with map, is printed in House Document No. 160, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 2. Preliminaryexamination and survey of FairportHarbor, Ohio, with a biew to enlarging and improving the outer harbor area.-Re- ports dated September 24, 1912, and July 9, 1913, with map, are printed in House Document No. 206, Sixty-third Congress, first session. A plan of improvement at an estimated cost of $238,500, with $5,000 annually for maintenance, is presented. 3. Survey of Cuyahoga River, Ohio, from its mouth to a more southerly connection with the Ohio Canal, with a view to eliminating bends and securing a navigable depth of 21 feet, with suitable width, together with a report on any propositionfor cooperation by locali- ties affected thereby.--Report dated June 29, 1912, with maps, is printed in House Document No. 707, Sixty-third Congress, second session. A tentative plan in which the United States shall assume the cost of the dredging only, the cost of the remainder of the im- provement to be borne by local interests, and the work to be begun when the city of Cleveland shall have presented a completed plan satisfactory to the Secretary of War, is presented; an appropriation of $5,000 being recommended to enable the department to cooperate with the city of Cleveland in the preparation of a suitable plan. 4. Preliminary examination and survey of Sandusky Harbor, Ohio.--Reports dated June 2,1913, and February 17,1914, with maps, are printed in House Document No. 871, Sixty-third Congress, sec- ond session. A plan of improvement at an estimated cost of $282,000, with $5,000 annually for maintenance, subject to certain specified conditions, is presented. 5. Preliminary examination and survey of Cleveland Harbor, Ohio, with a view to the completion of the east breakwater and shore arm, including any plan for cooperationon the part of the city of Cleveland.-Reports dated July 22, 1913, and February 10, 1914, with map, are printed in House Document No. 891, Sixty-third Con- gress, second session. A plan of improvement at an estimated cost of $50,000 is presented. The duty of making a preliminary examination and survey for an artificial waterway from Lake Erie, at or near Toledo, Ohio, to the southerly end of Lake Michigan, by way of Maumee River and the city of Fort Wayne, Ind., or other practicableroute, required by the river and harbor act approved July 25, 1912, was assigned to a special board of engineer officers, and reports thereon will be duly submitted when received. 1280 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. IMPROVEMENT OF RIVERS AND HARBORS IN THE BUFFALO, N. Y., DISTRICT. This district was in the charge of Col. J. G. Warren, Corps of Engineers, who was also division engineer. 1. Harbor at Erie, Pa.-On south shore of Lake Erie, in Presque Isle Bay, length from east to west 49 miles, width from north to south 1 to 1l miles; harbor basin 2 miles long, one-half to 13 miles wide, 18 to 24 feet deep. It is 80 miles by lake westerly from Buffalo Harbor, N. Y., and 99 miles by lake easterly from Cleveland Harbor, Ohio. In its original condition the harbor was nearly landlocked, the only entrance being at the east end through a channel which was narrow and tortuous, variable in position, with a depth of about 6 feet. The original project, approved March 26, 1824, 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 required 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 included the necessary work of dredging to keep the channel open, making the necessary repairs to existing structures, and maintaining Presque Isle Peninsula. The amount expended on original project, prior to operations under existing project, was $841,867.43. A new project was adopted by the river and harbor act of March 3, 1899, requiring 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, and reserving $20,000 for protection of the peninsula. The estimated cost of completing the project as stated above was $377,000. The project was modified by approval of indorsement of June 17, 1907, of the Board of Engineers for Rivers and Harbors, and by the river and harbor act of June 25, 1910, to provide a depth of 20 feet available at all stages in the entrance channel and the east and west ends of the harbor basin, as designated in Rivers and Harbors Com- mittee Document No. 26, Sixty-first Congress, second session; esti- mated cost, $75,625. The existing project, dated March 3, 1899, with modification in- cluded, is as follows: To protect Presque Isle Peninsula forming the harbor; to secure and protect the entrance channel 300 feet wide and 20 feet deep at low water between the harbor and Lake Erie by closing the eastern end of the harbor with a breakwater having an opening 300 feet wide, by extending parallel piers, one on each side of the opening to 16-foot contour in the lake, and by dredging; to deepen the entrance channel and the harbor basin by dredging at east end to 20 feet at low water (-21.7 feet at mean lake level), and the basin off public dock to 20 feet at mean lake level. RIVER AND HARBOR IMPROVEMENTS. 1281 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Generalimprovement .......................House... 1 270 Fifty-fifth..... First....3 1897 3237 Obtain 22 feet depth and protect Presque ... do.... 383 Sixtieth....... ... do................. Isle Peninsula. Pier extension ............. ........... do.... 8394 Sixty-first..... Second............. Deepening channel and basin............ (4) 1 26 ... do .......... .do................ 1Contains maps. 2Basis of project adopted by Congress. 3 No maps. 4House committee. During the fiscal year $2,961.73 was expended in pay of watchman, surveillance of Presque Isle Peninsula, minor repairs to launch by hired labor, and care of property, and 755 feet of timber super- structure on north pier was replaced with concrete, under contract, at a field cost of $34,078.20; total expenditure, $37,039.93. Contract for dredging to restore project depth on shoals in en- trance channel and harbor basin was made June 17, 1914, and at the close of the fiscal year the work had been commenced. The amount expended under this project to June 30, 1914, was $643,890.75. It is impracticable to separate the costs of construction and maintenance. The total amount expended on all projects to the end of the fiscal year 1914 was $1,485,758.18. Project about 97 per cent completed. Remainder of project con- sists of pier extension from time to time, cost not included in esti- mate, and building two jetties on Presque Isle Peninsula, provided for conditionally. The maximum draft that could be carried June 30, 1914, at low lake level over the shoalest part of the locality under improvement was 20 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 10 years: Years. Number. Short tons. Years. Number. Short tons. I I - 1904 ..................... 1,996 2,890,321 1909............. ........ 2,473 3,969,351 1905........... ... .. 2,632 2,134,459 1910..... ................ 2,330 3,910,081 1906................... ....... 2,579 4,477,764 1911..................... 2,048 3,464,836 1907................ ..... . 2,927 5,504,896 1912..................... 2,351 4,328,891 1908.................... ... 2,093 3,690, 578 1913 ..................... 1,595 2,360,912 The project is reported to have a material effect in controlling freight rates on bulk commodities, such as coal, grain, lumber, and ore. An estimate of $30,000 is made for the fiscal year 1916, to be used in replacing with concrete 540 feet of old timber superstructure at lake end of North Pier, which is urgent. For more extended information and photographs, see Annual Report of the Chief of Engineers for 1900, pages 4100 et seq., and for 1903, pages 2115 et seq. 60993 0 -ENG 1914- 81 1282 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A chart of Erie Harbor is issued in the series of charts of the Survey of the Northern and Northwestern Lakes, index 332, and index map faces page 2510, Annual Report Chief of Engineers for 1911. July 1, 1913, balance unexpended--------------------- ------ $84, 164.03 June 30, 1914, amount expended during fiscal year, for maintenance of improvement------------------37, 039. 93 July 1, 1914, balance unexpended-- ------------------------- 47,124. 10 July 1, 1914, outstanding liabilities---__ ________________---5, 000. 00 July 1, 1914, balance available-- --------------------- 42, 124.10 July 1, 1914, amount covered by uncompleted contracts_ ------ 8, 943. 75 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement____. --- 30, 000. 00 (See Appendix 0 O 1.) 2. Harborat Dunkirk, N. Y.-This is a breakwater-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 harbor basin is 2,400 feet long, 1,000 feet wide, 16 to 18 feet deep; entrance channel is 1,500 feet long, 200 feet wide, project depth 18 feet. This harbor is 36 miles by lake westerly from Buffalo Harbor, N. Y., and 44 miles by lake easterly from Erie Harbor, Pa. 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 to 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 amount expended on original project prior to operations under existing project was $551,579.38. 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 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. The 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 was appropri- ated by the act, but the expenditure of which was made contingent upon local authorities constructing a suitable concrete dock, or pro- 1 Exclusive of the balance unexpended July 1, 1914 RIVER AND HARBOR IMPROVEMENTS. 1283 viding such other terminal facilities as might be approved by the Secretary of War. At the close of the fiscal year arrangements and plans were in prog- ress, but the conditions had not yet been complied with. The amount expended under existing project to June 30, 1914, was $436,269.23. It is impracticable to separate the costs of construction and maintenance. The existing project, dated June 3, 1896, with modifications to date, is as follows: To maintain existing structures built under previous projects; to excavate and maintain an entrance channel 200 feet wide and a har- bor basin, containing about 65 acres, to a depth suitable for vessels of 16 feet draft; and to remove rock reef bordering inner channel conditionally, as designated in House Document No. 720, Sixty-first Congress, second session. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Channel, basin, and breakwater.......... House.. 1363 Fifty-fourth... First.... 2 1896 3127 East breakwater ................. ...... do.... 1 74 Fifty-sixth.... ... do.... 2 1900 4148 Further improvement .................. .. do... 181 Sixtieth....... do............. Channel.................... ...... .. do... 1720 do.........do...........o........ .. 1 Contains maps. 2 No maps. 3 Basis of project adopted by Congress. The total amount expended on all projects to the end of the fiscal year 1914 was $987,848.61. No work was done during the fiscal year. The project is completed, except maintenance and removal of rock reef. The maximum draft that could be carried June 30, 1914, at mean lake level, over the shoalest part of the locality under improvement, was 14 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, with their tonnage, for the past 10 years: Years. Number. Short tons. Years. Number. Short tons. 1904.......... ........... .. 117 5,128 1909....................... 72 1,195 1905....................... 115 9,502 1910......... ............ .. 76 2,381 1906........................ 111 11,310 1911......... .... .... ...... 103 5,873 1907........................ 97 5,712 1912........................ 92 6,995 1908........................ 117 3,422 1913....................... ... 118 3,726 1284 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For more extended information and map, see Annual Report of the Chief of Engineers for 1898, pages 2748 et seq. A chart of Dunkirk Harbor is issued in the series of charts of the Survey of the Northern and Northwestern Lakes, index 318. No estimate of funds is made for the fiscal year 1916, sufficient funds being on hand to do the work proposed. July 1, 1913, balance unexpended $101, 520. 66 June 30, 1914, amount expended during fiscal year for maintenance of improvement-------------------------------------- 2.05 July 1, 1914, balance unexpended-------------------------- ----- 101, 518. 61 (See Appendix O O 2.) 3. Harbor at Buffalo, N. Y.-The outer harbor is about 41 miles long and 1,600 feet wide and the inner river and canal and basin harbor about 7 miles long and 200 feet wide; project depth, 23 feet at mean lake level. 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 maintenance of and additional construction on piers on the north and south sides of Buffalo Creek, originally constructed by citizens of Buffalo, aided with funds by the State of New York. 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 stones 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 ex- tend lakeward from the sand-catch pier to the line of this break- water, leaving an opening of 150 feet. Work on this was in progress when it was wrecked by storm in 1893. The amount expended on original project prior to operations under existing project was $2,837,995.37. 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, pages 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 further 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 river and harbor act of March 2, 1907, made special provisions for dredging at the entrance to canals at south end of the outer harbor to 23 feet depth, and for excavating rock shoals outside of the north entrance. The river and harbor act of June 25, 1910, made special provision for further removal of shoals outside north harbor entrance and for RIVER AND HARBOR IMPROVEMENTS. 1285 the removal of the Watson elevator site on certain conditions, at estimated cost of $37,400 and $62,205, respectively, and the river and harbor act of February 27, 1911, provided that $15,000, or so much thereof as may be necessary, from funds previously appropriated, may be applied to the completion of the Stony Point breakwater. .The deepening of the outer harbor and the north entrance thereto was the subject of a preliminary examination and survey; and report thereon is printed in House Document No. 550, Sixty-second Con- gress, second session. The river and harbor act approved July 25, 1912, adopted the project presented in this document, which con- templates securing an available depth of 23 feet at mean lake level in the outer harbor over the areas designated A and B on map accom- panying said document, and depths of 23 and 25 feet, respectively, over the areas designated D and C at the north entrance, at an esti- mated cost of $624,750 for first construction, with $1,000 annually for maintenance. The first appropriation recommended, $290,000, was made by the act, and a further appropriation of $167,375 was made by the river and harbor act of March 4, 1913. The existing project, dated June 3, 1896, with modifications to date, 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 necessary, 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 Co. and Buffalo & Susquehanna Iron Co. (f) To remove to a depth of 23 feet a shoal outside the main or north entrance to harbor. (g) Removal of additional shoals outside north entrance to harbor. (h) Removal of Watson elevator site. (i) To deepen the outer harbor and north entrance to 23 and 25 feet, respectively, as shown in House Document No. 550, Sixty- second Congress, second session, at a total cost of $624,750, with $1,000 annually for maintenance. Of the above items (a), (b), (c), (e), (f), (g), and (h) have been completed; (d) will be required indefinitely; and (i) is in progress under contract. The amount expended on existing project to June 30, 1914, was $3,152,545.40. It is impracticable to separate the costs of construction and main- tenance. 1286 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examinationor survey reportsand maps or plans (includingproject documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Pake. Senate. General improvement .................... S en ate 1154 Fifty-first..... First.................... (com- mittee). North breakwater................. House... Is 72 Fifty-fifth..... .. do.... 8 1897 3245 Entrance to Black Rock Harbor.......... do..... Is 125 Fifty-sixth.... Second.. 8 1901 3324 Erie Basin. ......................... do ..... 835 Fifty-eighth......do..... 3 1895 3152 South Entrance Arm ...................... ... do..... s 240 Fifty-ninth..... First... North Entrance Channel .................. ... do.... 2298 Sixty-first..... Second. ............. Removal Watson elevator site............ House 82 ... .......... ... do............ .... (com- mittee). Erie Basin entra e.............:..... House... s 327 .do...... ... do............... Outer harbor -........ ....... ...... ...... ... do... 1 s 550 Sixty-second.- .. do.. ............ Widening harbor entrance ........... ... do.... 830 Sixty-third ... First ............. 1 Basis of project adopted by Congress. s No maps. a Contains maps. The total amount expended on all projects to the end of the fiscal year 1914 was $5,990,540.77. During the fiscal year repairs were made with stone and concrete to the Stony Point timber-crib section of breakwater, and dredging and rock excavation in outer harbor and north entrance was com- menced, and at the close of the year was well under way, all work being done under contracts. The maximum draft that could be carried June 30, 1914, 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 3 feet, with maximum variation, by gales, of 5 feet below and 6 feet above mean lake level. A good harbor has been obtained. The principal harbor works are the north and south piers and the north 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 breakwater, of an aggregate length of 23,600 feet, inclosing an outer harbor 44 miles long and over one-half mile wide. This breakwater system comprises 8,894 linear feet of breakwater of timber-crib-concrete type, 8,250 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 entrance channel has been dredged 23 feet deep at mean lake level for a width of 400 feet for 3,100 feet outward from outer end of north pier, 180 feet increasing to 220 feet wide between the piers to the junction of Buffalo River and City Ship Canal. Here the channel joins the " Watson elevator site " channel area or basin, which is 870 feet long and of width increasing from 220 to 720 feet, 23 feet deep at mean lake level. The outer harbor has an area of about 680 acres; over 570 acres of the area the depth of water is 19 to 30 feet at mean lake level; and over the remainder, along the harbor line, the depth is 15 to 19 feet. The South Harbor entrance is over 28 feet deep. The North Har- bor entrance has controlling depth of 21.7 feet at mean lake level in a 400-foot channelway over rock reef outside of the breakwater. RIVER AND HARBOR IMPROVEMENTS. 1287 In addition to providing a safe place of refuge and anchorage, the outer harbor is used as a channelway by lake vessels entering at the north entrance and bound for the Lackawanna Steel Co., the Buffalo & Susquehanna Iron Co., and the Pennsylvania Railroad Co. ore docks at the south end of the harbor; also by vessels entering at the south entrance, bound for the Buffalo River or inner harbor. Such use by the largest and deepest draft vessels on the Lakes is extensive, and under present conditions the deep-water area is adequate for safe unobstructed navigation and for the maneuvering of deep-draft ves- sels going to or leaving anchorage or moorings. The adequate depth required is 20 feet at all stages of water level; 23 feet at mean lake level. For more extended information and maps and photographs see annual reports of the Chief of Engineers since 1897. The commerce of Buffalo is large. During the year 1913 there were 10,387 arrivals and departures of vessels by lake and river, with 18,920,854 short tons of freight. The arrivals and departures of canal boats by the Erie Canal were 3,262, with 1,272,015 short tons of freight. The principal receipts by lake and river were wheat, corn, flour, cats, iron ore, lumber, copper, pig iron, glucose, lard, and pork. The total receipts amounted to 13,193,194 short tons. The shipments by lake were principally coal, sugar, salt, manufac- tured iron, and cement, and aggregated 5,727,660 short tons. For comparison the following table is given, showing the arrivals and departures by lake and canal and the freight tonnage for the past five years: Lake. Canal. Years. Number. Short tons. Number. Short tons. 1909....................... ................... 6,659 14,145,013 4,230 1,568,617 1910............ ................................... 7,137 14,755,717 4,124 1,534,706 1911.................................................. 6,487 12,417,862 2,968 1,291,418 1912........ ................................... 7,401 16, 695, 738 2,700 1,128, 028 1913 ................................ ..................10, 387 18,920,854 3,262 1,272, 015 Total shipments and receipts: 1911, 13,709,280 short tons; 1912, 17,923,766 short tons; 1913, 20,192,869 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. A chart of Buffalo Harbor is issued in the series of charts of the survey of the Northern and Northwestern Lakes, Index 312, and in- dex map faces page 2514, Annual Report of the Chief of Engineers for 1911. It is estimated that $20,000 will be required for maintenance dur- ing the fiscal year 1916 under " Outer harbor," for repairs to break- water, placing riprap along lake face of breakwater, and redredging channels to project depth. For improvement under the new project adopted in the river and harbor act of 1912, " excavation in outer harbor and north entrance," it is recommended that the last of two appropriations of $167,375 be made, as proposed in the project docu- 1288 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ment (H. Doc. No. 550, 62d Cong., 2d sess.), to be used for com pleting the work. July 1, 1913, balance unexpended-_ --------------- ____---- $524, 188. 93 _ July 1, 1914, reimbursed during fiscal year---------------- 224. 09 524, 413. 02 June 30, 1914, amount expended during fiscal year: For works of improvement__ ____________--- $86,116. 14 For Isthmian Canal Commission, reimbursable... 152. 41 For maintenance of improvement ...-------------- 39, 993. 34 126, 261. 89 July 1, 1914, balance unexpended----------------------------398, 151. 13 July 1, 1914, outstanding liabilities _ 14. 10 July 1, 1914, balance available ----------------------------- 398, 137.03 July 1, 1914, amount covered by uncompleted contracts ----------- 332, 396. 32 Amount (estimated) required to be appropriated for completion of existing project --------------------------------------- 167, 375. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916: For works of improvement _______--1_______ 1167, 375. 00 For maintenance of improvement '120, 000. 00 Total _--------- 187, 375.00 Total---------------------------------------- -- 187, 375. 00 (See Appendix O O 3.) 4. Black Rock Harbor and Channel, N. Y.-Black Rock Harbor at Buffalo, N. Y., is in reality a canal built along the east bank of Niagara River, separated therefrom by Bird Island Pier and Squaw Island, which form the dam, and having at its lower end a lock of 5 feet lift. This harbor or canal comprises a length of the Erie Canal which was separated from the Black Rock Harbor by a wall of stone and earth, and was constructed as a terminal for the Erie Canal, with a lock connecting it with Niagara River, 200 feet long by 36 feet wide and a depth of 9 feet on miter sills at mean lake level. It is 4 miles long and from 200 to 400 feet wide. 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. The present project, adopted by the river and harbor act of March 3, 1905, is to provide a channel for deep-draft vessels between Buf- falo and Tonawanda around the rapids at the head of Niagara River, 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 to Lake Erie; the proposed chan- nel to extend westerly and northerly, through Black Rock Harbor and Erie Canal combined, to a ship lock of the requisite capacity, the channel to extend from the foot of the ship lock through the Niagara River for a distance of about 21 miles to deep water above Tonawanda, 400 feet wide and 23 feet deep at mean river level. The estimated cost is $4,500,000. The original 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 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1289 under construction which may desire to use it, the dimensions of the lock were increased to 650 feet in length and 70 feet in width, under authority of the river and harbor act of March 2, 1907. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress Session. Year. Page. Senate. North Breakwater.................... House... 172 Fifty-fifth..... First.... 2 1897 3245 Entrance to Black Rock Harbor ........ .do.... 1125 Fifty-sixth.... Second.. 2 1901 3342 Channel and lock .................... do. do. .. 2 428 Fifty-eighth...... do ... 2 1904 3271 Do................................... House 28 36 Sixty-first..... do............... (c om- mit- tee). Distribution of expense .................. House... 1913 Fifty-ninth... First............... Tonawanda Harbor ......................... do.... 1658 Sixty-third.... Second.............. Widening channe.......................... do.... do......... First..... 130 .... ....... ontains maps. C1 2 No maps. 8 Basis of project adopted by Congress. Lands and structures needed in the prosecution of the work were granted to the United States by the State of New York by letters patent dated July 25, 1905. The amount expended on original project prior to operations under existing project was $52,098. Continuing contracts were authorized by the river and harbor acts of March 3, 1905, March 2, 1907, March 3, 1909, June 25, 1910, and February 27, 1911, in the sum of $4,400,000, which amount is expected to complete the work. This has all been appropriated except $300,000. With the funds thus made available the work has been completed except- (a) Excavating last section of channel, from Ferry Street to the ship lock, including the removal of old lock and Ferry Street Bridge pier, which is 95 per cent completed, and which it is anticipated will be completed by August 1, 1914. (b) Constructing bridge across Black Rock Harbor at foot of Ferry Street, Buffalo, N. Y., which is 98 per cent completed and which it is anticipated will be completed by September 1, 1914. (c) Construction of guide piers at lower end of ship lock, which is 2 per cent completed and which it is anticipated will be completed by June 30, 1915. (d) Construction of lock grounds and buildings, and general re- pair of Bird Island Pier, not yet begun, but which it is anticipated will be completed by June 30, 1916. The amount expended on existing project to June 30, 1914, was $3,600,782.22, all for works of improvement. The total amount expended on all projects to the end of the fiscal year 1914 was $3,652,880.22. The project is about 97 per cent completed, and it is proposed to open the waterway to navigation by lake vessels in July, 1914. 1290 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The maximum draft that could be carried June 30, 1914, at mean lake level over the shoalest part of the locality under improvement was 8 feet, and the usual variation of water surface is 3 feet. 1 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, and index map faces page 2520, Annual Report of the Chief of Engineers for 1911. For commercial statistics see report on Buffalo Harbor and on Tonawanda Harbor and Niagara River, N. Y. Further work under the project is the completion of lock grounds and buildings and general repair of Bird Island Pier. No estimate of funds is made for the fiscal year 1916, sufficient funds being on hand to do the work proposed. July 1, 1913, balance unexpended -- ___------___- __$794,--- 373. 14 June 30, 1914, sales and reimbursements-------- --------------- 830. 35 795, 203. 49 June 30, 1914, amount expended during fiscal year: For works of improvement--__ ____--_, $169, 117. 28 For Isthmian Canal Commission (reimbursable)- 617. 71 For maintenance of improvement__--- 48, 460. 18 218, 195. 17 July 1, 1914, balance unexpended ------------------------------ 577, 008. 32 July 1, 1914, outstanding liabilities ------------------------------ 10, 921. 63 July 1, 1914, balance available---._-------------------- 566, 086. 69 July 1, 1914, amount covered by uncompleted contracts----------- 357, 832. 30 Amount of continuing contract authorization, act of Feb. 27, 1911_ 300, 000. 00 Amount yet to be appropriated ____-____-------------_ 300, 000. 00 Amount (estimated) required to be appropriated for completion of existing project_______ ___---------- , 300, 000. 00 (See Appendix O O 4.) 5. Tonawanda Harbor and Niagara River, N. Y.--In its original condition the navigation of Niagara River from Lake Erie to Tona- wanda was obstructed by several reefs and shoals, which materially limited the draft of vessels traversing it. 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 the existing project, and is to remove obstruc- tions 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, a distance of 14 miles, including the dredging of Tonawanda Harbor and Tonawanda Creek up to the State dam, to a depth of 18 feet at mean river level. 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 in about one-fourth mile of chan- nel at the Buffalo waterworks intake pier, where the river currents are very swift and the width of the channel is about 100 feet, and from the Tonawanda Iron & Steel Co.'s dock to the north line of 1Exclusive of the balance unexpended July 1, 1914, RIVER AND HARBOR IMPROVEMENTS. 1291 North Tonawanda, 1 miles, where the depth is from 12 to 15 feet. Improvement at these localities is not urgent and has therefore not been done. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Eleven-foot Channel ............ ........ House... 2 1 83 Fiftieth....... First.... 11888 2066 Tonawanda Creek.............................do .... 8143 Fifty-sixth........ do ... 11900 4155 Eighteen-foot Channel ....................... do.... 8286 Sixty-second.. Second............. Barge Canal Terminals ............... ... do.... 81359 ..... do.........do ................ Tonawanda Harbor .................... do .... 1658 Sixty-third......do ................ 1 Contains maps. 2 Basis of project adopted by Congress. 3No maps. The amount expended to June 30, 1914, 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 1913 there were entered and cleared 1,040 lake vessels, with a registered tonnage of 823,060 tons. The receipts were principally lumber, iron ore, and limestone, and aggregated 1,179,510 tons. The shipments from Tona- wanda are entirely by Erie Canal. The maximum draft that could be carried June 30, 1914, at mean lake 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. Funds on hand are sufficient for ordinary maintenance during the fiscal year ending June 30, 1916, and no appropriation of funds is therefore recommended. July 1, 1913, balance unexpended ---------------------------- $30, 272. 45 July 1, 1914, balance unexpended_____________________________ 30, 272. 45 (See Appendix O O 5.) 6. NiagaraRiver, N. Y.-This improvement is a part of that for- merly 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 Schlossers Dock, foot of Sugar Street, which is located about 2,000 feet above Gill Creek and is the port of the city of Niagara Falls. The total length of the part" 1292 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. under improvement is 6 miles. The improvement required a cut through two shoals, one a short distance above Conners Island and Schlossers Dock and the other about halfway between Cayuga Island and Tonawanda; also the removal of scattered bowlders above Cayuga Island. The Conners Island cut was completed, but the Cayuga Island cut, through rock, 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, provided for completion 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 accord- ance with plan printed in House document No. 75, Sixtieth Congress, first session. The work was completed in 1911. The river and harbor act approved July 25, 1912, adopted a new project in accordance with report printed in House Document No. 549, Sixty-second Congress, second session, which contemplates secur- ing an available harbor or channel depth of 14 feet and a channel width of 400 feet in Section II shown on map attached to the said document; and 300 feet in Section III, at an estimated cost of $55,125 for first construction, with $1,000 annually for maintenance, subject to the condition that local interests contribute 50 per cent of the cost of construction work, or $27,562.50. The act made an appropriation of $27,562.50 for the portion of the project to be accomplished by the United States. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Port Day Harbor....................... House... 1 2 58 Forty-sixth... Third... 11881 2426 Tonawanda-Gill Creek....................do... 375 Sixtieth..... First.............. Eighteen-foot Channel ................... do.... Sixty-second . Second........... .286 Fourteen-foot Channel .................. .. do.... 12 540 ..... do...........do ................ 1 Contains maps. 2 Basis of project adopted by Congress. 8No maps. No operations were carried on and no money was expended dur- ing the fiscal year, the local interests not having contributed their share of the funds required to carry out the project as adopted by Congress. The total amount expended to June 30, 1914, was $68,507.24, all for works of improvement. The maximum draft that could be carried June 30, 1913, at mean river level 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. What- ever benefit the work confers 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 RIVER AND HARBOR IMPROVEMENTS. 1293 Erie Canal at Tonawanda to Schlossers Dock, and on barges deliver- ing gravel and sand from points on Niagara River. The extent of this business for past years is shown in the following table, compiled from annual reports of the Chief of Engineers and reports received from the collector of customs, Niagara Falls, N. Y.: Freight received at Sugar Street (Schlossers) Dock, via Niagara River Channel, from Tonawanda. Rosin, potash clay, sulphur, nitrates, rock, etc.: Short tons. 1899---------------------------------------------------------1,410 1900------- ------------------------------------ 1,517 1901 _.._._ 1, 579 1902-------------------------- 135 1903__ 3,095 1904 to 1912. -------------------------------------------------- None. 1913, gravel and sand---------------------------------------- 82, 500 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 ex- isting 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. 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. No appropriation is recommended, none being needed. July 1, 1913, balance unexpended -__--- --....... $29, 055. 26 July 1, 1914, balance unexpended ---------- 29, 055. 26 (See Appendix O O 6.) 7. Harbor at Olcott, N. Y.-This harbor is a pier-protected chan- nel-way 1,500 feet long and 98 to 180 feet wide in the mouth of Eighteen Mile Creek, Lake Ontario, 18 miles east of the mouth of the Niagara River. In its original condition there was a depth of 3 feet on the bar. The original project, adopted in 1867, provided for a channel 11 feet deep and 150 feet wide between parallel piers about 200 feet apart. The piers were built-east pier 850 feet and west pier 873 feet long--and the channel dredged 11 feet deep. In 1891 a new project was adopted calling for a depth of 132 feet from the Main Street Bridge to deep water in the lake. The adopted plane of reference is mean level of Lake Ontario, 2.4 feet above low water (zero of the Oswego gauge). The width of the channel of the project is 180 feet between the piers, narrowing to 98 feet at Main Street Bridge. This project was completed in 1892 and Olcott Harbor was dropped from the list of improvements, and a balance of $4,465.35 was re- turned to the United States Treasury in January, 1896. Under the appropriation of $15,000 (not based upon any recom- mendation from the War Department) by the river and harbor act of June 13, 1902, " Ocott Harbor, N. Y., continuing improvement," the channel, which had shoaled to 8 feet at low water, 10.4 feet at mean lake level, was redredged in 1903, 140 feet wide for the entire 1294 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. length between the piers and 100 feet wide for a length of 200 feet south from the inner ends of the piers. This redredging was done to the depth of 132 feet at low water, practically 16 feet at mean lake level. No redredging was done, Olcott Harbor having again been dropped from the list of improvements in 1906, and the balance of $13.13 re- turned to the Treasury. The amount expended on projects prior to adoption of present project was $179,169.05. Subsequent to report on preliminary examination, dated March 28, 1911, and of special examination of the harbor works, May 23, 1911, an allotment of $1,500 was made June 8, 1911, for emergency repairs to the piers. These repairs were completed during the fiscal year 1912 at a cost of $1,180.68, and the balance of the allotment returned to the Treasury. The river and harbor act approved March 4, 1913, adopted a new project in accordance with the plan presented in House Document No. 780, Sixty-second Congress, second session, which contemplates securing an available channel depth of 14 feet at mean lake level and a width of 140 feet to the inner ends of the existing piers, at an esti- mated cost of $3,000 for first construction, and the maintenance of the west pier for a period of five years, at an estimated cost of $2,500, subject to the condition that the Buffalo, Lockport & Rochester Transit Co. contribute the sum of $1,500 toward the excavation of the channel; that the company agree to maintain without expense to the United States the portion of the channel adjacent to the part of the pier occupied by them under War Department permit, and also agree to repair any damage to the east pier done by it or on account of its occupancy of the pier. The company has made the said contri- bution and has also agreed to maintain the pier and channel as stipulated. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Harbor lines.............................. House... 1 232 Fifty-eighth... Second.. 1904 3378 Channel and piers................... ... do.... 12 780 Sixty-second.do...do............ 1 Contains maps. 2Basis of project adopted by Congress. The amount expended under present project to June 30, 1914, was $3,591.98, for dredging the channel 14 feet deep and repairs to piers. The total amount expended on all projects to the close of the fiscal year 1914 was $182,761.03. The maximum draft that could be carried June 30, 1914, over the shoalest part of the improvement was 10 feet at low water. The usual variation of level of water surface is 3 feet. The commerce of Olcott is small and is not increasing. RIVER AND HARBOR IMPROVEMENTS. 1295 Freight rates have not been affected by the project. The following is a statement of the commerce of this port for the years given, in short tons: 1904, none; 1905, 634 tons; 1906, 500 tons; 1907, none; 1908, 245 tons; 1909, none; 1910, none; 1911, 3 tons; 1912, 14 tons; 1913, not known. Summer excursion passenger traffic increased from 5,000 in 1903 to 60,000 in 1913. For more extended information and map, see Annual Report of the Chief of Engineers for 1891, page 2893 et seq. No appropriation is recommended, all of the project funds having been appropriated. July 1, 1913, balance unexpended------------------------------- $5, 002. 90 June 30, 1914, amount expended during fiscal year for maintenance of improvement--------------------------------------------- 3, 094. 88 July 1, 1914, balance unexpended----------------1, 908. 02 (See Appendix O O 7.) 8. Harbor at Charlotte, V. Y.-This harbor is on Lake Ontario at the mouth of the Genesee River, about 7 miles below Rochester, N. Y. It is 77 miles east of the mouth of the Niagara River and 59 miles west of Oswego Harbor. The pool at the mouth of the river is about 5 miles long and from 450 to 250 feet wide, pier-protected entrance channel 4,000 feet long, 200 to 150 feet wide. In its original condition vessels of more than 8 feet draft could not cross the bar between the lake and pool. 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 a depth of 15 feet by extending the two piers a total of 3,250 feet and by dredging. After the piers had been extended 1,444 feet the project was modified, July 18, 1896, to preserve the depth by dredg- ing, without 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 16 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 depth of 20 feet below low water, zero of the Oswego gauge, which is 244.12 feet above mean tide at New York City, so as to be at all times avail- able for use by vessels drawing 18 feet, at an estimated cost of $31,680. The amount expended on original project, prior to operations under existing project, was $521,328.40. The existing project, adopted 1882, with modifications to date, is to obtain and maintain a channel of 20 feet depth at low water (zero of the Oswego gauge) 150 to 200 feet wide and to maintain the piers, without further extension for the present. The project channel was completed in 1912, but the piers are about 450 feet apart, and owing to this excessive width redredging of channel is required annually to maintain project depth. 1Expended from specific appropriation, $2,344.88; expended from funds contributed by Buffalo, Lockport & Rochester Transit Co., $750. 1296 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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. Two thousand one hundred and eighty-seven feet of east pier and 3,035 feet of west pier have been rebuilt with concrete superstructure. The replacing of old timber superstructure on piers with concrete by day labor and United States plant was continued during the fiscal year, and the channel was redredged by the U. S. dredge Sodus, July-October, 1913. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entrance channel................... . House... 1 2 342 Sixty-first..... Second.... Channel, pier extension, turning basln.... .. do.... 1287 Sixty-third.... First...... 1Contains maps. 2 Basis of project adopted by Congress. The amount expended on present project to June 30, 1914, was $358,255.37. It is impossible to separate the cost of construction and maintenance. The total amount expended on all projects to the close of the fiscal year 1914 was $879,583.77. June 30, 1914, the maximum draft that could be carried in the channel at low water was 18 feet, and the usual variation of water surface is 3 feet. The Genesee River is navigable for lake vessels for a distance of about 2 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 10 years, in short tons: 1904, 554,212; 1905, 597,996; 1906, 432,709; 1907, 701,916; 1908, 709,950; 1909, 8735337; 1910, 973,233; 1911, 9401472; 1912, 1,129,968; 1913, 1,431,914. For more extended information and map, see Annual Report of the Chief of Engineers for 1894, page 2455 et seq. A chart of Charlotte Harbor is issued in the series of charts of the survey of the Northern and Northwestern Lakes, index 241. The work proposed for the fiscal year ending June 30, 1916, is nec- essary repairs to piers and dredging of the channel to maintain the depth of 20 feet at low water, and it is recommended that $12,000 be appropriated for this work of redredging and repairs to piers. RIVER AND HARBOR IMPROVEMENTS. 1297 July 1, 1913, balance unexpended___ --------------------------- $49, 357. 06 June 30, 1914, sales, etc., during fiscal year _ _---------------------_ 84. 22 49, 541. 28 June 30, 1914, amount expended during fiscal year: For Isthmian Canal Commission, reimbursable.... $33. 27 For maintenance of improvement___ -------------- 46, 260.06 46, 293. 33 July 1, 1914, balance unexpended----------------------------- 3, 247. 95 July 1, 1914, outstanding liabilities----------------------------- 447.06 July 1, 1914, balance available ___________________ ______ 2, 800. 89 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 __--_______________-- -- __---- 24, 000. 00 Amount allotted from emergency appropriation, act of Mar. 4, 1913_ 5, 000. 00 Amount available for fiscal year ending June 30, 1915------------- 31, 800. 89 July 1, 1914, amount covered by uncompleted contracts------------1, 514. 60 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement__..------------ . 1'12, 000.00 (See Appendix O 0 8.) 9. Harbor at Pultneyville, N. Y.-This harbor is at the mouth of Salmon Creek, which empties into Lake Ontario in Wayne County, N. Y., 22 miles east of Charlotte Harbor. The pool at the mouth of the creek is about 900 feet long and from 40 to 60 feet wide; pier-protected entrance channel, 700 feet long, 200 feet wide, 10 feet deep. 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 aban- doned 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. References to examination or survey reports and maps or plans (including project documents). Channel ............................... 21879 1728 Do ................... .......... 21894 2462 _ , _ 1 Exclusive of amount available for fiscal year 1915. 2 No maps. 60993 0-ENG 1914- 82 1298 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended on previous project prior to operations under present project was $79,000. No work was done at this harbor between 1900 and 1907, there be- ing 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 subproject for gen- eral 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. This work was completed in 1908. No work was done during the fiscal year and none is proposed for the next fiscal year. The amount expended on present project to June 30, 1914 was $4,396.99, all for maintenance. The total expended on all projects to the close of the fiscal year 1914 was $83,396.99. The project is completed except maintenance. June 30, 1914, the maximum draft that could be carried in the channel was 7 feet, and the usual variation is 3 feet. The project has had no effect on freight rates. The commerce of Pultneyville, which is a village of about 300 inhabitants, is insignificant; there were no arrivals or departures of vessels during the year 1913. For more extended information and map, see page 2460 et seq., Annual Report of the Chief of Engineers for 1894. Funds on hand will be expended when necessary for minor repairs to piers. No appropriation of funds for the fiscal year ending June 30, 1916, is recommended, sufficient funds being on hand. July 1, 1913, balance unexpended__________________________ $1, 734. 85 July 1, 1914, balance unexpended________----------_______ 1, 734. 85 (See Appendix O O 9.) 10. Harbor at Great Sodus Bay, N. Y.-This is a nearly lancd- locked bay, 27 miles west of Oswego Harbor, 2 miles long and z to 11 miles wide, with a depth of from 18 to 40 feet, connected with Lake Ontario by a channel 1,800 feet long between and beyond par- allel piers. In its original condition this channel 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, con- necting 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 to their present lengths, 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 amount expended on original project prior to operations under existing project was $475,646.80. The existing project is to secure and maintain the channel 15 feet deep at low water for a width of 150 feet between piers flaring to RIVER AND HARBOR IMPROVEMENTS. 1299 250 feet in Lake Ontario, without further extension of the piers for the present. Maintenance will be required indefinitely. The piers are 438 to 473 feet apart; west pier 1,580 feet long, east pier 1,294 feet long, projecting beyond the shore line 1,150 and 1,294 feet, respectively. The west breakwater is 495 feet long and the east breakwater 1,438 feet long. Old timber superstructures have been replaced with con- crete; west pier, 985 feet; east pier, 1,074 feet; breakwaters, none. The channel is unstable and requires redredging annually. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Dredging in front of coal trestle.......... House... 1 89 Sixty-second.. Third... 1No maps. During the fiscal year floating plant was repaired by hired labor at a cost of $1,612.37, and redredging of the project channmel, begun by the U. S. dredge Sodus June 4, 1914, was 55 per cent completed. The amount expended on present project to June 30, 1914, was $117,560.44, all for maintenance. The total amount expended on all projects to the close of the fiscal year 1914 was $593,207.24. The limiting depth June 30, 1914, was 12 feet at low water in a channel width of 140 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. The following is a statement of commerce at this port for the past 10 years in short tons: 1904, 30,797; 1905, 46,251; 1906, 58,905; 1907, 78,057; 1908, 73,989; 1909, 34,577; 1910, 37,555; 1911, 55,693; 1912, 56,874; and 1913, 65,138. For more extended information and map, see Annual Report of the Chief of Engineers for 1894, page 2464 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. Work proposed for the fiscal year ending June 30, 1916, is the continuation of replacing old-timber pier superstructure with con- crete and redredging the channel to restore project depth, for which the appropriation of $9,000 is recommended. 1300 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended __________------ __--------- $21, 953. 83 June 30, 1914, reimbursements during fiscal year------------------- 1. 67 21, 955..50 June 30, 1914, amount expended during fiscal year: For Isthmian Canal Commission, reimbursable------- $37. 50 For maintenance of improvement ------------------ 3,197. 76 3, 235. 26 July 1, 1914, balance unexpended___---------------- 18, 720. 24 July 1, 1914, outstanding liabilities___ _____ 760. 87 July 1, 1914, balance available_________---------- 17, 959. 37 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_______--------------- 19, 000. 00 (See Appendix 00 10.) 11. Harbor at Little Sodus Bay, N. Y.--This is a nearly land- locked bay 13 miles west of Oswego Harbor, 2 miles long, one-fourth to five-eighths mile wide, with a depth of from 18 to 50 feet, connected with Lake Ontario by a channel 2,300 feet long between parallel piers. In its original condition this channel 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, that 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 extension 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. The amount expended on original project prior to operations under existing project was $338,441.77, The existing project of 1882, with modifications to date, is to obtain and maintain an entrance channel between parallel piers connected to shores at inner end by breakwaters 150 feet wide and 15 feet deep at low water; to extend the east pier 300 feet; no further extension of the piers for the present. The project is completed except maintenance, which will be re- quired indefinitely. The piers are 250 feet apart; west pier, 1,747 feet long; east pier, 1,810 feet long, projecting beyond the shore 1,550 and 1,810 feet, respectively. The west breakwater is 469 feet long, but entirely buried in sand and no longer maintained, and the east breakwater is 1,680 feet long. 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1301 Old timber superstructures have been replaced with concrete for the whole length of both piers; breakwaters, none. The channel is unstable and requires redredging annually. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entrance ........................................ ..... .... 11874 257 Do................................... ... .. . ...... ~1879 ............. 1731 1 Maps. During the fiscal year floating plant was repaired by hired labor and the channel between the piers was redredged by the U. S. dredge Sodus in May, 1914. Total cost, $3,803.95. The amount expended on present project to June 30, 1914, was $165,051.39, all for maintenance. The total amount expended on all projects to the close of the fiscal year 1914 was $503,493.16. The minimum depth June 30, 1914, was 15 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. The following is a statement of commerce at this port for 10 years, in short tons: 1904, 137,258; 1905, 105,298; 1906, 103,991; 1907, 108,- 804; 1908, 153,474; 1909, 104,567; 1910, 112,607; 1911, 133,715; 1912, 185,187; 1913, 116,819. For more extended information and map, see Annual Report of the Chief of Engineers for 1881, page 2443 et seq., and for 1894, page 2470 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. Work proposed for the fiscal year ending June 30, 1916, is the con- tinuation of replacing old timber superstructure with concrete and redredging the channel to restore project depth. Funds on hand are sufficient for this work and no appropriation is therefore recom- mended. July 1, 1913, balance unexpended--------------------------- $29, 611. 22 June 30, 1914, amount expended during fiscal year: For Isthmian Canal Commission, reimbursable------ $9.17 For maintenance of improvement_ _----------___ 3, 794. 78 3, 803.95 July 1, 1914, balance unexpended---------------------------- 25, 807. 27 July 1, 1914, outstanding liabilities ______________ ___ __ 44. 99 July 1, 1914, balance available------------------------------- 25, 762. 28 (See Appendix O O 11.) 1302 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 12. Harborat Oswego, N. Y.-This harbor, 59 miles east of Char- lotte Harbor, comprised the lower part of Oswego River, a cove at its mouth, protected by a breakwater now known as the inner break- water, and an outer harbor in Lake Ontario formed by an outer breakwater. The outer harbor is 5,000 feet long and 600 feet wide, 9 to 16 feet deep; the inner harbor or cove, 1,000 feet long and 200 feet wide, 15 feet deep; the Oswego River for a distance of 2,200 feet from its mouth, 350 feet wide, 8 to 15 feet deep; the entrance channel around east end of outer breakwater, 1,000 feet long and 600 feet wide, 19 to 22 feet deep. In its original condition the harbor in the Oswego River was navigable by vessels of light draft only, and the cove at its mouth 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 lighthouse pier was built, extending north 437 feet from the channel end of the breakwater. In 1870 the project for an outer harbor formed by an outer breakwater was adopted, and in 1881 the outer breakwater was completed, having a lake face 4,870 feet long, a westerly shore return 916 feet long, and an easterly return of 246 feet long. In 1881 a modification was adopted to build an east breakwater, 248 feet of which was con- structed in 1881 (removed in 1889) under further modification of project in 1883. Two spurs to the outer breakwater, 100 and 150 feet long, respectively, were built in 1885 and 1889. 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. Further revision of project was adopted June 3, 1896, based on a special report printed in the Annual Report of the Chief of En- gineers for 1895, page 3213 et seq., and subsequently modified in 1897 and 1899. These modifications provided: First, to build an east breakwater 1,435 feet long, at an estimated cost of $197,000 (acts of Mar. 3, 1895, and June 3, 1896); second, to narrow the breach made in the outer breakwater in 1884 from 175 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. The amount expended on the original project and the above noted modifications amounted in 1905 to $2,023,612.87. The advisability of adopting a plan of permanent repair of the outer breakwater was the subject of a preliminary examination with estimate of cost, report printed in Annual Report of the Chief of Engineers for 1904, page 3368 et seq., and House Document No. 55, Fifty-eighth Congress, second session. The river and harbor act of March 3, 1905, made an appropriation for continuing repairs under the method noted in the report as plan The river and harbor act of March 2, 1907, authorized and began making appropriations for the permanent repair of the outer break- RIVER AND HARBOR IMPROVEMiENTS. 1303 water under plan "(a)" in the above-mentioned House document, at an estimated cost of $900,000. The existing project is therefore fundamentally the project of 1870, including the original project and the numerous modifications to date. The uncompleted items are: (1) to build an east breakwater 1,435 feet long; (2) to narrow the breach in the outer breakwater from 175 to about 75 feet; (3) 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; (4) to permanently repair the outer breakwater under plan (a); (5) maintenance of the inner breakwater and lighthouse pier, 1,430 and 564 feet long, respectively; (6) maintenance of the entrance channel and outer harbor basin to depth of 15.7 feet and inner harbor to 15 feet at low water (zero Oswego gauge). Items (1) and (3) are not considered necessary or advisable under existing conditions of commerce; items (2) and (4) are in progress; items (5) and (6) will be required indefinitely. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. General improvement................. ... .... ...... ................... 1895 3213 Breakwater reconstruction under plan B.. House... 1 2 55 Fifty-eighth... Second.. 1904 3363 Breakwater reconstruction under plan A.. ... do... 1 2 55 ..... do........... do.... 1904 3363 2 1Basis of project adopted by Congress. Contains maps. During the fiscal year the breakwater repair work was continued, under contract, by the method authorized under plan (a), viz, to place a heavy stone riprap along the lake face and to replace the old timber superstructure with concrete. The placing of stone rip- rap was completed; a new crib 44 feet long was placed, which nar- rowed the breach in the breakwater to 119 feet; was completed in 1913. Work under contracts for reconstructing with concrete about 2,300 linear feet of old breakwater superstructure was in progress at close of fiscal year; 294 linear feet completed. The amount expended on present project from 1905 to June 30, 1914, was $516,793.96. It is impracticable to separate the cost of construction and main- tenance. The total amount expended under all projects to the close of the fiscal year 1914 was $2,540,406.83. General repairs, maintenance, and repairs to floating plant con- tinued during the year. June 30, 1914, the minimum depth at low water over the shoalest part of the locality under improvement was 14 feet. The usual variation of level water surface is 3 feet. 1304 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARM1Y. 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 the commerce of this harbor for the past 10 years, in short tons: 1904, 712,481; 1905, 724,502; 1906, 615,840; 1907, 728,090; 1908, 724,187; 1909, 669,387; 1910, 751,363; 1911, 8691965; 1912, 644,912; 1913, 825,981. For more extended information and map, see Annual Report of the Chief of Engineers for 1881, page 2451, et seq., and for 1895, page 3204, et seq. A chart of Oswego Harbor is published in the series of charts of the Survey of the Northern and Northwestern Lakes, as inset on chart No. 22, and an index map, facing page 2536 of the Annual Report of the Chief of Engineers for 1911. The funds recommended to be appropriated for the fiscal year ending June 30, 19.16, will be used to continue the permanent repair of the outer breakwater under plan (a). July 1, 1913, balance unexpended ------------------------------ $256, 581. 61 June 30, 1914, sales and reimbursements during fiscal year ....... 27, 548. 89 284, 130. 50 Amount returned to Treasury ----------------------------------- 21. 66 284, 108. 84 June 30, 1914, amount expended during fiscal year: For works of improvement- ____________---__ $31, 026.76 For Isthmian Canal Commission (reimbursable)-_ 233. 66 131, 260. 42 July 1, 1914, balance unexpended ___________________________ 252, 848. 42 July 1, 1914, outstanding liabilities------------------------------10, 013. 50 July 1, 1914, balance available____.-- - -______----- 242, 834. 92 July 1, 1914, amount covered by uncompleted contracts----------_ 214, 901. 94 Amount (estimated) required to be appropriated for completion of existing project_---- __ ----------- 2 305, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement-------------------------- 2100, 000. 00 (See Appendix 0 0 12.) 13. Harbor at Cape Vincent, N. Y.-This harbor in its original condition was an open roadstead on the St. Lawrence River, 2 miles from Lake Ontario, and is a convenient location for vessels to lie during storms, at night, and in thick weather. It consists of a river- wharf frontage 1l miles long and 500 feet wide, 12 feet deep at wharves, increasing to 23 feet deep at breakwater. 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 esti- mated 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 shore return at upper end, at an estimated cost of $200,000. This is the existing project. One thousand one 1Expended from specific appropriation, $30,590.47; expended from allotment of April, 1909, from general appropriation for preservation and maintenance of river and harbor works, $669.95. 'Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1305 hundred and thirty feet of this breakwater, of which 50 feet is shore return, has been built. Farther extension of the shore return is not considered necessary. This improvement is intended to make a har- bor of refuge for all craft plying between Lake Ontario and the St. Lawrence River. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Breakwater......................... ............ ...................... 11889 2432 Do ............ ... .............. ................ ......... ......... 21897 3286 1Maps. 2 Contains maps. 3 Basis of project adopted by Congress. During the fiscal year no work was done. A watchman was employed through the year to regulate mooring of vessels to the breakwater. The total amount expended to June 30, 1914, was $161,036.58, of which $516.95 was for maintenance. The maximum draft that could be carried over the locality under improvement at low water June 30, 1914, was 19 feet, and the usual variation of level of water surface is 3 feet. The following is a statement of the commerce of this port, in short tons, for 10 years: 1904, 20,083; 1905, 21,750; 1906, 112,501; 1907, 21,946; 1908, 33,573; 1909, 42,077; 1910, 33,344; 1911, 13,178; 1912, 6,737; 1913, 5,715. The project has provided facilities that make navigation more safe and thus affects freight rates. 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. Work proposed is the further extension of the breakwater, for which funds are on hand, and no estimate is therefore made for the fiscal year ending June 30, 1916. July 1, 1913, balance unexpended_____________________________ $39, 090. 57 June 30, 1914, amount expended during fiscal year for maintenance of improvement-------------------------------------------- 127. 15 July 1, 1914, balance unexpended_------- ----------- -- 38, 963.42 (See Appendix O O 13.) 14. Harbor at Ogdensburg, N. Y.-On St. Lawrence River, 62 miles from Lake Ontario. It consists of dredged channels 100 to 600 feet wide, present depth 14 to 21 feet, to and along a river wharf frontage of 2 miles. In its original condition the low-water depth of 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. 1306 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The original project of 1868 was to dredge the channels to and along wharves 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 city front, 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. The amount expended on original project, prior to operations under existing project, was $401,875.97. 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 below the zero of the Ogdensburg gauge (low water, 243.23 feet above mean tide at New York City) and to remove wholly the mid- dle ground between the two lower entrance channels to the same depth, at an estimated cost of $187,970, in accordance with report printed in House Document No. 920, Sixtieth Congress, first session. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Channels ......................... ... .... .1898 2814 Do..................................................... .. .1899 3149 Do................................ House... 23920 Sixtieth...... First.................. 1Maps. 2Contains maps. 8 Basis of project adopted by Congress. Dredging of all channels was completed in 1912, and the removal of the middle ground was completed in 1913. The project is completed, except maintenance, which will be re- quired indefinitely. The amount expended on present project to June 30, 1914, was $123,314.73. It is impracticable to separate the costs of construction and maintenance. The total amount expended on all projects to the close of the fiscal year 1914 was $525,190.70. The maximum draft that could be carried over the improvement at low water (zero of new Ogdensburg gauge corresponding to zero RIVER AND HARBOR IMPROVEMENTS. 1307 of Oswego gauge) June 30, 1914, was 19 feet. The usual variation of level of water surface is 3 feet. The project probably has 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 10 years, in short tons: 1904, 898,257; 1905, 11034,085; 1906, 1,056,100; 1907, 1,238,498; 1908, 856,714; 1909, 1,049,985; 1910, 1,004,317; 1911, 799,587; 1912, 195,321; 1913, 1,102,722. For more extended information and map, see Annual Report of the Chief of Engineers for 1898, page 2812 et seq., and for 1911, page 2540. No estimate of funds is made for the fiscal year 1916, sufficient funds being on hand for maintenance. July 1, 1913, balance unexpended_ _______- -------- _______ $73, 538. 87 June 30, 1914, reimbursed during fiscal year-_____________-______ 14. 84 73, 553. 71 June 30, 1914, amount expended during fiscal year: For works of improvement_-- ...... -____-- $23, 799.46 For Isthmian Canal Commission reimbursable 7. 34 23, 806. 80 July 1, 1914, balance unexpended----------------------------49, 746. 91 July 1, 1914, outstanding liabilities----- -- 5, 000. 00 July 1, 1914, balance available_ .- ________________________ 44, 746.91 (See Appendix O O 14.) 15. Removing sunken vessels or craft obstructing or endangering navigation.-The steel steamer W. C. Richardson, en route from upper lake ports to Buffalo, foundered in Lake Erie, 1- miles outside Buffalo breakwater on the night of December 8, 1909. The wreck was abandoned by the underwriters May 16, 1912, after several attempts had been made to raise it. Under an allotment of $50,000 from the indefinite appropriation preparations were made for its removal by the United States, a contract was made July 13, 1912, with Hinckley & Sampson for the complete removal of the wreck on or before December 31, 1912. The contractor did considerable work preparatory to raising and saving the vessel and to that end the contract time limit for completion was waived for a reasonable period, but the work was abandoned by the contractors. The contract was annulled August 5, 1913, the work readvertised, and a new contract made with Johnston & Virden, under which the work was 85 per cent completed at the close of the fiscal year. The total expended to June 30, 1914, was $463.26. No further allotment is needed. (See Appendix O O 15.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations and surveys required by the river and harbor acts of July 25, 1912, and March 4, 1913, of the following localities within this district were duly submitted by the 1308 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Con- gress and printed in documents as indicated: 1. Preliminaryexamination of Buffalo Harbor, N. Y., with a view to securing a channel from the outer harborat or near a point oppo- site the middle entrance to connect with the Buffalo River at or near Louisiana Street; also with a view to the enlargement of the anchor- age basin in the outer harbor to meet the demands of commerce.- Report dated September 15, 1913, with map, is printed in House Document No. 286, Sixty-third Congress, first session. The im- provement of this locality by the United States in the manner pro- posed is not deemed advisable at the present time. 2. Preliminaryexamination and survey of Charlotte Harbor,N. Y., with a view to deepening and widening the channel, to an extension of the jetties, and to providing a turning basin.-Reports dated No- vember 29, 1912, and August 20, 1913, with map, are printed in House Document No. 287, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 3. Preliminary examination and survey of harbor at Tonawzanda and North Tonawanda, N. Y., with a view to securing a depth of 23 feet.-Reports dated August 21 and December 9, 1913, with map, are printed in House Document No. 658, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $252,000, as a part of the project for improvement of Black Rock Harbor and Channel, is presented, with recommendation that this project be made a part of the project for Black Rock Harbor and Channel; and that all funds on hand be transferred to the credit of appropria- tion for Black Rock Harbor and Channel; and that all funds on hand under the two existing projects authorized but not yet appropriated, amounting to $300,000, be made available as far as required for the work now proposed. IMPROVEMENT OF RIVERS AND HARBORS IN THE LOS ANGELES, CAL., DISTRICT. This district was in charge of Lieut. Col. C. H. McKinstry, Corps of Engineers, until December 31, 1913, and in charge of Maj. R. R. Raymond, Corps of Engineers, since that date. Division engineer, Lieut. Col. Thomas H. Rees, Corps of Engineers. 1. San Diego Harbor, Cal.-San Diego Harbor is just north of the. United States-Mexico boundary, 89 nautical miles southerly of Los Angeles Harbor, and 482 nautical miles southerly of San Fran- cisco. At 21-foot depth of water at mean lower low water it has a width varying from 500 feet to 2,000 feet, and is about 9 miles long. The total water area is about 21 square miles at half tide. 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 the middle ground, was of ample depth, but was difficult of naviga- tion on account of two sharp turns. The minimum usable depth at mean lower low water was 21 feet. The average height of all high waters above the plane of reference was 4.8 feet. RIVER AND HARBOR IMPROVEMENTS. 1309 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 divert it into False Bay and thus prevent injury to San Diego Harbor from deposit of material brought down during floods. 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: Subsequent projects were adopted in 1890 and 1910. Under these projects a jetty 7,500 feet long was built on Zuninga Shoal at the entrance to the harbor, a channel 3,000 feet long, 600 feet wide, and 30 feet deep (32 feet over a width of 300 feet) was dredged through the outer bar, and a channel about 1,000 feet long, 30 feet deep, and of a width increasing from 700 feet at the southerly end to 1,000 feet at the northerly end was dredged through the middle ground. The amount expended on these projects was $809,819.57, of which amount $59,904.21 was expended for maintenance of channel depths. The existing project is printed (with map) in House Document No. 1309, Sixty-second Congress, third session, and provides for dredging a channel through the outer bar 35 feet deep at mean lower low water and 570 feet wide, with side slopes of 1 on 5, and also a channel through the middle ground to a depth of 32 feet at mean lower low water, and of irregular shape. (See map.) The esti- mated cost is $208,786, with an annual maintenance cost of $19,289. This project was adopted by Congress in the river and harbor act of March 4, 1913, which appropriated $208,786 for dredging these channels and $35,000 for maintenance. No modification has been made in this project. On September 27, 1913, a contract was entered into for doing this dredging at $0.1347 per cubic yard, scow measurement. Work began November 28, 1913, and up to the close of the fiscal year 275,088 cubic yards had been dredged from the outer bar channel and 248,278 cubic yards from the middle-ground channel. The ma- terial was dumped at sea. The channel through the outer bar has been dredged to 33.5 feet depth at mean lower low water over a width of 570 feet, and the channel through the middle ground has been dredged to a depth of 30 feet over the full project width. The amount expended on this project to June 30, 1914, is $58,- 409.46, of which amount $58,354.70 was spent during the fiscal year. The outstanding liabilities June 30, 1914, are $9,086.24. It is impossi- ble to state how much was expended for maintenance. The project is 35 per cent completed. There were no receipts from miscellaneous sources. The total amount expended on all projects to June 30, 1914, is $868,229.03. The maximum draft that could be carried over the shoalest part under improvement at mean lower low water on June 30, 1914, was 30 feet. The average height of all high waters above the plane of reference is 4.9 feet. The average of the higher high tides is 5.6 feet. The city of San Diego has constructed a reinforced-concrete wharf 800 feet long, and has commenced a project to dredge 2,300,000 cubic yards of material to provide a channel to this pier; 2,675 feet of reinforced-concrete bulkhead has also been constructed, 1310 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The commerce of this harbor was 631,022 short tons for the calen- dar year 1913, an increase over the previous year of over 17 per cent. It consisted principally of lumber, crude oil, grain, and gen- eral merchandise. Its value is estimated at $55,840,124. One line of transportation-the American-Hawaiian Steamship Co.-abandoned this harbor as a port of call during the year. No new lines were established. A railroad the San Diego & Arizona-is under con- struction between San Diego and Yuma. It will make San Diego a distributing and concentrating point for the Imperial Valley. The freight rate from Atlantic coast points to San Diego via Tehuantepec or Panama is from 20 to 30 per cent less than the all-rail rate. The city of San Diego is constructing, at a cost of about $1,000,000, a harbor terminal, the use of which will reduce the cost of loading and unloading vessels at this port. The full effect of this work and of the municipal improvements under construction will not manifest itself until after the opening of the Panama Canal. No additional funds are asked for, as it is estimated that the amount appropriated will complete the project, and $35,000 has been appropriated for maintaining the project depth. July 1, 1913, balance unexpended--------------------------- $244, 261. 67 June 30, 1914, amount expended during fiscal year for works of im- provement -------------------- 58, 354. 70 July 1, 1914, balance unexpended ---------------------------- 185, 906. 97 July 1, 1914, outstanding liabilities ......... __ 9, 086. 24 July 1, 1914, balance available ------------------------------ 176, 820. 73 July 1, 1914, amount covered by uncompleted contracts ----------- 136, 552. 34 (See Appendix P P 1.) 2. Los Angeles Harbor, Cal.-Los Angeles Harbor is 393 nautical miles southerly of San Francisco and 89 nautical miles northerly of San Diego Harbor. It consists of two parts: (a) The outer or breakwater harbor, formerly designated San Pedro Harbor, and (b) the inner harbor, formerly designated Wilmington Harbor. On account of the consolidation of the cities of San Pedro and Wil- mington with Los Angeles on August 12, 1909, later appropriations for these works have been made under the name of Los Angeles Harbor. (a) The outer harbor. Originally San Pedro Bay was an open roadstead, with a considerable amount of kelp, well protected on the west by the bluff which terminates at Point Fermin, but exposed to the southeast, south, and southwest. The bay was of varying depths up to 9 fathoms. The river and harbor act of June 3, 1896, authorized the appoint- ment of a board to select the location of a breakwater at Santa Mon- ica Bay or San Pedro Bay, Cal., and to make plans, specifications, and estimates therefor. The Secretary of War was authorized to make contracts for the completion of the work in accordance with the project of the board at a cost not exceeding $2,900,000. The board submitted its report March 1, 1897, in favor of San Pedro Bay. This report is printed (with maps and drawings) in Senate Document No. 18, Fifty-fifth Congress, first session. RIVER AND HARBOR IMPROVEMENTS. 1311 The project of the board contemplated a breakwater to the east- vatrd of Point Fermin about 8,500 feet in length, or as much longer as could be constructed within the authorized limit of cost, $2,900,000. The project was adopted by Congress in the river and harbor act of June 3, 1896. Under this project and that for extending the breakwater to the shore, approved by the river and harbor act of June 25, 1910, a breakwater 11,152.5 feet long has been completed. The amount ex- pended for these projects up to June 30, 1914, including the $35,555.76 expended by the board and $5.64 expended during the year for pho- tographs and telegrams, is $3,038,703.06. The existing project is dredging to the depth of 35 feet an area in the outer harbor lying between the 35-foot contour in the bay and the pierhead line at the outer end of the property of the Outer Harbor Dock & Wharf Co., and at the outer end of that part of the city's property which lies just west of the inner harbor entrance. This project is printed (without map) in River and Harbor Commit- tee Document No. 8, Sixty-second Congress, second session. It was adopted by river and harbor act of July 25, 1912, and $327,250, the estimated cost of the project, was appropriated. No modification has been made in this project since its adoption. A contract for doing this dredging at 30 cents per cubic yard, place measurement, was entered into October 22, 1912. Work began December 2, 1912, and up to June 30, 1914, 777,237 cubic yards had been dredged in the area covered by the project. Of this amount 496,992 yards were dredged during the past fiscal year. The dredged material was dumped at sea or deposited behind bulkheads on city land. The project is 76 per cent completed. Dredging was done to depths of 33 to 37 feet over about 86 per cent of the area re- ferred to. The amount expended on this project to June 30, 1914, is $216,103, with outstanding liabilities of $18,284.60. Amount expended during the fiscal year---------------------- $151, 488. 93 Reimbursable----------------------------- - 305. 00 Net expenditures------------------------ --------- 151, 183. 93 The sum of $305 was received in reimbursement of cost of inspec- tion of dredging done for the city of Los Angeles. The total amount expended on all projects to June 30, 1914, is $3,254,806.06. The construction of the breakwater has resulted in the dying out of the kelp, and there is now afforded a harbor of refuge, easy of access and secure from storms, for vessels of the largest size. It shelters 490 acres with 30 to 50 feet depth at mean lower low water, and 120 acres additional (outside established harbor lines) with 24 to 30 feet depth at mean lower low water. Two channels 30 to 35 feet deep have been dredged by private enterprise, each about 5,500 feet long, alongside wharves constructed or under construction. The breakwater also shelters the entrance to the inner harbor. The average rise of tides above the plane of reference is 5.2 feet The Outer Harbor Dock & Wharf Co. has reclaimed about 132 acres in the outer harbor and has constructed wharves, warehouses, etc. It has constructed around this area 11,850 linear feet of bulk- 1312 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. head, has deposited behind these bulkheads 2,564,949 cubic yards of material dredged from the east and west channels, and has cone structed 6,550 feet of wharf frontage. The Pacific Wharf & Storage Co. has inclosed within a stone bulkhead east of the east jetty and north of Deadmans Island an area of about 80 acres, a portion of which has been reclaimed. It has also dredged in this area a slip 30 feet deep, 250 feet wide, and 1,735 feet long, and has constructed a wharf 1,402 feet long along the westerly side of the slip. The San Pedro, Los Angeles & Salt Lake Railroad Co. has also bulkheaded and reclaimed with mate- rial deposited by the Government dredge about 81 acres of land north of the area under improvement by the Pacific Wharf & Storage Co. The city of Los Angeles has reclaimed 79 acres on the westerly side of the entrance channel. About 3,900 feet of rock bulkhead and 1,600 linear feet of earth bulkhead has been built around this area, and 1,152,000 cubic yards of dredged material placed thereon, of which amount 413,000 cubic yards was dredged from the channel on its westerly side and 473,000 cubic yards was dredged from the channel between the fill and the channel to the inner harbor. The channels referred to are being dredged to a depth of 35 feet. It has also completed 2,480 feet of reinforced concrete wharf on the former channel. (b) The inner harbor.-Previous to the commencement of im- provement, in 1871, there was a depth of less than 2 feet of water at low tide at the present entrance, the sea breaking across what is now Terminal Island at various points. Vessels anchored in the outer harbor, and cargoes and passengers were transferred by lighters to Wilmington. Wilmington Lagoon was a large expanse of shallow water, containing but one good channel-namely, the channel leading to Wilmington. Outside pierhead line the inner harbor now contains 770 acres, of which 184 acres have been dredged by the United States to 30 feet and 16 acres to 25 feet. In addition the United States has dredged in the east basin a channel 9,000 feet long, 20 feet deep, and 200 feet wide, and in the west basin a channel 5,100 feet long, 20 feet deep, and 150 to 200 feet wide. The city of Los Angeles has done cer- tain dredging in Mormon Island Channel and Wilmington Basin, and a channel about 3,500 feet long has been dredged by private enterprise from the east basin to the property of the Consolidated Lumber Co. The minimum usable depth at mean lower low water was 2 feet. The average of rise of tides above the plane of reference was 5.1 feet. The original project, authorized by act of March 3, 1871, con- templated gaining a depth of 10 feet at mean low tide by the con- struction of training walls to confine the tidal scour. Subsequent projects were adopted in the years 1881, 1896, and 1902. Under these projects a channel 400 feet wide from the outer harbor up to the lower end of the wharves was deepened by scour and dredging to a mean lower low water depth of 21 feet, except for a short distance abreast of Deadmans Island, where the depth was only 20 feet. From the lower end of the wharves up to and including the turning basin, 1,600 feet in diameter, just above Smiths Island, a total distance of about 14,000 feet, the channel was dredged to a RIVER AND HARBOR IMPROVEMENTS. 1313 depth of 25.5 feet and to the full width between wharves. A 20-inch suction dredge, with necessary plant, was built in 1904, and did the greater part of the dredging accomplished. These projects were completed June 25, 1910, at a cost of $1,629,445. 77. The existing projects for the improvement of the inner harbor are printed- (without maps) in House Document No. 1114, Sixtieth Con- gress, second session, and House Document No. 768, Sixty-first Con- gress, second session, and were adopted by the river and harbor act approved June 25, 1910. They provide for- First, dredging to 30-foot depth at mean lower low water from the entrance up to and including the turning basin. It was estimated that this work would require the dredging of 3,000,000 cubic yards of material at a cost of 14 cents per yard, or $420,000. On June 30, 1911, the increase of this estimated cost to $596,000 was authorized for the following reasons: The original estimate for this work con- templated doing all the dredging by suction with the U. S. dredge San Pedro. The character of the material in the outer 5,600 feet of the channel, and especially opposite Deadmans Island, was such that it was found necessary to handle the same by clamshell or dipper dredge. Second, dredging two channels from the turning basin into the east and west basins, respectively, the channels to be 200 feet wide and 20 feet deep. It was estimated that this work would require the re- moval of 2,200,000 cubic yards of material at an estimated cost of $390,000, including the construction of a dredge, subsequently reduced to $220,000. No modifications have been made in these projects. Under the first, or 30-foot project, 651,685 cubic yards of material was dredged under contract in the entrance channel at a cost (in- cluding engineering and office expenses) of $278,675.39. A channel 400 feet wide and 30 feet deep at mean lower low water was dredged from the outer harbor up to the northerly end of Deadmans Island, a distance of 5,600 feet. The U. S. dredge San Pedro was engaged during the four years ending June 30, 1914, in dredging to 30 feet depth the channel 400 feet wide from the northerly end of Deadmans Island to the wharves and for full width between wharves up to and including the turning basin, a total distance of 10,400 feet. A total of 3,231,986 cubic yards has been dredged under the project and in the removal of silt de- posited in this portion of the harbor as a result of floods in the Los Angeles and San Gabriel Rivers in March, 1911, and in February, 1914. During the year ending June 30, 1914, a total of 1,097,905 cubic yards was dredged with the U. S. dredge San Pedro. Of this amount 257,272 cubic yards was a hard, sticky, yellow clay, with some blue clay, shell, and bowlders; 147,548 cubic yards was silt deposited in the channel during the flood of 1911; and 693,085 cubic yards was silt deposited during the flood of 1914. The amount expended on this project during the fiscal year is $79,355.09, with outstanding liabilities of $4,334.09. The sum of $22.50 was received during the year from the sale of condemned property. 60993-ENG 1914-83 1314 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The total amount expended under this project to June 30, 1914, is $581,537.29. Of this amount $23,100.28 was for maintenance of channel depths. The project is 97 per cent completed, Under the second, or 20-foot, project a contract was entered into October 15, 1910, for dredging so much of the channels from the turning basin into the east and west basins, respectively, as could be done with the $200,000 appropriated by the river and harbor act of June 25, 1910. The contract price for this dredging was $0.089725 per yard. Work under this contract began January 10, 1911, and was completed November 6, 1913, 2,181,811 cubic yards having been dredged in the east and west basins. The channels were completed to project width and depth except for about 2,450 feet at the northerly end of the west-basin channel, which is only 150 feet wide. During the last fiscal year 163,839 cubic yards of material was dredged in the west-basin channel and deposited in Wilmington. Of the amount dredged under the contract 67,000 cubic yards was silt deposited in the east-basin channel by the floods of March, 1911, and was not included in the project estimate. The comptroller of the Treasury has decided that this 67,000 yards could not be paid for under the contract. The amount expended on the 20-foot project to June 30, 1914, is $197,197.53, with no outstanding liabilities. It is estimated that the project is 96 per cent completed. The Southern Pacific Co. has dredged a slip 1,840 feet long, 250 feet wide, and 30 feet deep just within the entrance. The city of Los Angeles has constructed 1,000 feet of wharves and has dredged 1,536,000 cubic yards in the Wilmington Basin, and has constructed 2,130 feet of wharf and dredged 1,753,000 cubic yards in the Mormon Island Channel. The San Pedro, Los Angeles & Salt Lake Railroad Co. has dredged a channel 20 feet deep, 60 to 100 feet wide, and 2,400 feet long easterly from the turning basin, with a crossover to connect its easterly end with the east-basin channel dredged by the United States. The Consolidated Lumber Co. has dredged a channel 3,500 feet long, 200 feet wide, and 20 feet deep northeasterly from the easterly end of the east-basin channel. During the flood of February, 1914, about 500,000 cubic yards of material was deposited in the latter channel, almost completely fill- ing it; about 825,000 cubic yards was deposited in the east-basin channel and about 125,000 cubic yards in the Wilmington Basin. The city of Los Angeles is having the silt in the Wilmington Basin removed, and has contracted for the removal of the silt in the east- basin channel between the turning basin and Wilmington Basin, and for deepening this channel to 30 feet at mean lower low water over a width of 150 feet. From the outer harbor up to and through the turning basin the ruling depth is 30 feet, except for a distance of 1,300 feet in the entrance channel, where the depth is 27 feet. In the east-basin chan- nel the depth decreases from about 15 feet at its southerly end to about 2.5 feet at its northerly end. The ruling depth in the Wilming- ton Basin is 30 feet; in the Mormon Island Channel, 30 feet; and in the west-basin channel, 20 feet. RIVER AND HARBOR IMPROVEMENTS. 1315 The result of the work done by the United States is to make 16,000 linear feet of wharf frontage accessible to vessels drawing 30 feet, and to increase the draft that can be carried to the upper parts of the inner harbor. The total amount expended on the inner harbor to June 30, 1914, is $2,408,180.59. For the calendar year 1913 the commerce of this port amounted to 1,727,876 short tons. It consisted principally of lumber, crude oil, and general merchandise received, and of general merchandise and crude oil shipped. Its value is estimated at $94,266,762. No lines of transportation were abandoned during the year and three new lines were established. It is difficult to estimate the effect of these improvements on freight rates, since into that matter so many factors enter besides depth of water. Lumber is the largest item of commerce at this port. The rate on lumber from Puget Sound and Oregon-Washington ports to this harbor is about the same to-day as it was 10 years ago. The most perceptible effect of the improvement is in the nature and vol- ume of commerce. Ten years ago lumber formed 95 per cent of the commerce; last year it was but 62 per cent. The volume of the commerce in 10 years has increased 125 per cent. There are three regular lines of coasting freighters that touch at this harbor and make the ports of Panama and Salina Cruz. Since the reduction in the rail rate San Pedro-Los Angeles below the rate San Diego-Los Angeles, the American-Hawaiian Line has touched at San Pedro. Vessels of this line and those of the Harrison, Kos- mos, Luckenbach, A. Carpentier, and G. W. McNear Co. call regu- larly at the harbor, and recently 9,000 tons of grain raised in the Imperial Valley (on the Mexico side) has been shipped in bond to Liverpool. The full effect of the work done by the United States in the im- provement of this harbor will not be realized until after the opening of the Panama Canal. The all-rail rate from the Atlantic coast to Los Angeles is from 20 to 30 per cent higher than the " water " rate, the latter being the rate via Tehuantepec or Panama. The volume of commerce via Tehuantepec and Panama, moreover, is restricted by the limited capacity of the transisthmian railroads. It is believed that the opening of the Panama Canal will cause a reduction in water and rail rates to Los Angeles. The funds on hand are sufficient to complete the outer harbor, the 30-foot and 20-foot projects, and to restore the project depth in the 30-foot channel. The funds asked for herein for the fiscal year end- ing June 30, 1916, will be used in maintaining these channels. BREAKWATER. July 1, 1913, balance unexpended -------------------------- $39, 302. 63 June 30, 1914, amount expended during fiscal year for works of im- provement--------------------------------------------------- 5. 64 July 1, 1914, balance unexpended----------------- ---------- 39, 296. 99 DREDGING IN OUTER HARBOR. July 1, 1913, balance unexpended ---------------------- $262, 330. 93 June 30, 1914, amount expended during fiscal year for works of im- provement-- ---------------------------------- ---- 151,183. 93 1316 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1914, balance unexpended__--_____________________ $111, 147. 00 July 1, 1914, outstanding liabilities-----------_____________________ 18, 284. 60 July 1, 1914, balance available------------------------------ 92, 862. 40 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914----------- ------------------- 10, 000. 00 Amount available for fiscal year ending June 30, 1915 ------------ 102, 862. 40 July 1, 1914, amount covered by uncompleted contracts------------ 81, 828. 90 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement (1) DREDGING IN INNER HARBOR TO 30 FEET. July 1, 1913, balance unexpended____-- ---------- ________ $102, 546. 03 Receipts from sale of condemned property---------------_------ 22. 50 102, 568. 53 June 30, 1914, amount expended during fiscal year: ------------------- For works of improvement___ $56, 254. 81 For maintenance of improvement ------------ 23, 100. 28 79, 355. 09 July 1, 1914, balance unexpended--- ------------------------- 23, 213. 44 July 1, 1914, outstanding liabilities__-- --------------___ 4,334.09 July 1, 1914, balance available------------------- --- ___ 18,879. 35 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement--------------------- (1) DREDGING TWO CHANNELS FROM TURNING BASIN TO EAST AND WEST BASINS OF INNER HARBOR. July 1, 1913, balance unexpended______________________ ___ $56, 362.03 June 30, 1914, amount expended during fiscal year, for works of im- provement ---------------------------------------- 33, 559. 56 July 1, 1914, balance unexpended----- ------------ ----------- 22, 802. 47 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_ __-____ (1) CONSOLIDATED. July 1, 1913, balance unexpended_____------__----------------- $460, 541. 62 Receipts from sale of condemned property------------------------- 22. 50 460, 564. 12 June 30, 1914, amount expended during fiscal year: For works of improvement__------ --- -- __ $241, 003. 94 For maintenance of jmprovement ______________ 23, 100. 28 264, 104. 22 July 1, 1914, balance unexpended_________________________ 196, 459. 90 July 1, 1914, outstanding liabilities--------------------------- 2, 618. 69 July 1, 1914, balance available---------------------------- 173, 841. 21 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_________ -- ____ ______________ 52, 000. 00 Amount available for fiscal year ending June 30, 1915 ------------ 225, 841. 21 July 1, 1914, amount covered by uncompleted contracts------------81, 828. 90 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenrace of improvement_ -- -75, 000. 002----------- (See Appendix P P 2.) 1See consolidated money statement on this page. 'Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1317 3. San Luis Obispo Harbor, Cal.-San Luis Obispo Harbor is 9 miles to the southward and westward of the town of San Luis Obispo, 216 nautical miles south of San Francisco, and 177 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 commer- cial wharf has been maintained for many years. In 1907 commercial wharves were built also 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 available depths in the protected area vary from 20 to 33 feet at mean lower low water. The mean rise of tide is 4.6 feet. 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 from Point San Luis to Whaler Island, a distance of 336 feet, 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. The project is printed (with map) in Senate Document No. 81, Forty-ninth Congress, second session, and (without map) in Annual Report of the Chief of Engineers for 1887, page 2433 et seq. 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. In 1898 the line of the breakwater was deflected about 11° toward the harbor. The existing project therefore is the construction of a breakwater from Point San Luis to Whaler Island and from Whaler Island, extending southeasterly a distance of about 1,800 feet, the breakwater to be built to the height of 6 feet above mean high water, with a top width of 20 feet and such side slopes as may be formed under the action of the sea. 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, all of which has been appropriated. A continuing contract for completing the breakwater was entered into July 16, 1907, which provided for the delivery of 151,140 short 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 heavy seas shoaling the channels at the quarry at Morro Rock no stone was delivered until August, 1908. The contract was com- pleted August 27, 1913. There has been placed in the breakwater 295,765 short tons of stone, of which amount 158,881 tons was placed under the contract referred to above and 18,091 tons during the fiscal year. 1318 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended on this project up to June 30, 1914, is $568,418.08. Of this amount $60,083.55 was expended during the year. The project was completed August 27, 1913. No deteriora- tion in the breakwater has occurred since that time. The breakwater extends from Point San Luis to Whaler Island, a distance of 336 feet, and 1,820 feet outside of Whaler Island, or a total distance of 2,401 feet, including the island. The re- sult has been to give increased security to vessels in the anchorage and at the landing. Rocks or shoals having low-water depths on them of 22- to 24 feet were discovered recently in the protected area. A report of preliminary examination with a view to the removal of these obstructions may be found in House Document No. 28, Sixty- third Congress, first session. The construction of a second commercial wharf was begun March 3, 1914. The commerce of this port for the year 1913 amounted to 2,137,187 short tons, an increase of 7 per cent over that for 1912. Its estimated value was $8,865,418. It consisted principally of crude oil, lumber, asphaltum, and general merchandise. No lines of transportation were established or abandoned during the fiscal year. There are four oil pipe lines terminating at this port and coming from the Santa Barbara and San Joaquin fields. Oil is shipped from here by the Union, Standard, and Associated Oil com- panies to Pacific coast points of North and South America, and also to Honolulu. The regular oil fleet of the port consists of 23 vessels and barges, about half of which have a capacity of 50,000 bar- rels each. Since the breakwater has been built to sufficient length and height to enable deep-draft vessels to lie at the wharf, there have been considerable changes in freight rates, but it is impracticable to state what influence the harbor work has had in these changes. Formerly the rate on crude oil from Port San Luis to San Fran- cisco was 422 cents per barrel; it is now 10 cents. About 13,000,000 barrels were shipped during the year. The railroad rate is about 38 cents. The water rate on grain and beans, formerly $3.25 per ton, is now $3 for grain and $3.20 for beans. The rate on asphaltum from Port San Luis to Seattle has fallen from $2.90 per ton to $2.55 per ton. No appropriation for maintenance is required at this time. July 1, 1913, balance unexpended---- ----------------------- 1$60, 326. 42 June 30, 1914, amount expended during the fiscal year for works of improvement---------------------------------------------- 60,083. 55 July 1, 1914, balance unexpended ------------------------- 242. 87 (See Appendix PP 3.) EXAMINATIONS AND SURVEY MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS OF JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations and survey required by the river and harbor acts of July 25, 1912, and March 4, 1913, of the following localities within this district were duly submitted by the district officer. They were reviewed by the Board of Engineers 1This balance has been increased by the sum of $33.36 over that reported in the Annual Report for 1913, such amount having been deposited to the credit of the ap- propriation to cover a disallowance by the auditor. RIVER AND HARBOR IMPROVEMENTS. 1319 for Rivers and Harbors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 1. Preliminary examination and survey of Los Angeles and Long Beach Harbors, Cal., and their tributary waters, with a view to the improvement of said harborsand to their protection from the deposit of silt, consideration being given to the question of cooperation on the part of local interests.-Reports dated January 3 and December 26, 1913, with map, on that portion of this provision not relating to the protection of the localities from the deposit of silt, are printed in House Document No. 896, Sixty-third Congress, second session. A plan for the further improvement of Los Angeles Harbor, at an estimated cost of $626,000, subject to the condition that the United States shall incur no expense for the land required nor for removal of the present wharves, is presented. The improvement of Long Beach Harbor in the manner proposed is not deemed advisable at the present time. These reports do not cover the subject of the protection of these harbors from the deposit of silt, and this matter will be treated in a separate report, to be submitted after further investigation. 2. Preliminary examination of Colorado River, Cal. and Ariz.- Report dated May 21, 1914, with map, is printed in House Document No. 1141, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. IMPROVEMENT OF RIVERS AND HARBORS IN THE FIRST SAN FRANCISCO, CAL., DISTRICT. The district was in charge of Lieut. Col. Thomas H. Rees, Corps of Engineers, division engineer, Pacific division, throughout the fiscal year. 1. Harbor at San Francisco, Cal.-San Francisco Bay includes San Francisco Harbor and is about 40 miles long and varies from 3 to 10 miles in width, and ha,s about 36 square miles of anchorage area with depths of from 40 to 90 feet. Originally the city of San Francisco was separated from deep water in the bay by tide flats, extending one-half mile or so from the shore. The minimum usable depth at mean low water was 32 feet over the crest of the bar entrance, 60 feet in the north channel around the bar, and 35 feet in the south channel, and 30 to 60 feet generally in the harbor itself outside of the submerged rocks. The tidal range on the bar entrance was 4 feet for average tides, and within the harbor it was 4.1 feet for average tides. The tide flats were reclaimed by local interests a number of years ago and the water front is now owned and administered by the State of California and consists of a most excellent system of docks, costing $45,000,000 to date, with a project for new docks, costing several million dollars additional, to be constructed in the near future. The only obstructions to receive the attention of the General Gov- ernment were a number of rocks scattered about the bay and in the ocean, interfering with the safety of navigation, especially in foggy weather. As the cost of removing such obstructions is very great, only the most dangerous have been included in the projects for im- provement. As commerce and navigation have increased additional 1320 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. rocks have been included from time to time, according to the needs of shipping interests. The plane of reference is mean lower low water. The original project was adopted in 1868 and enlarged in 1872. The whole improvement contemplated the removal of Blossom Rock and Rincon Rock, each to a depth of 24 feet at mean lower low water. The total amount expended prior to operations under the existing project was $165,927.84. The existing project provides for the removal of Arch Rock and Shag Rocks, Nos. 1 and 2, to a depth of 30 feet, and was adopted by the act of March 3, 1899. At that time $100,000 was appropriated, with continuing-contract authorization for $500,000 additional. The estimated cost of the removal of the three rocks was $731,220, with no estimate for maintenance. In 1902 this project was modified so as to include further excavation on Blossom Rock to obtain a depth of 30 feet. The estimated cost of this extra work was $92,600, with no estimate for maintenance. The work on these four rocks was done under contract, and was finally completed in 1903 at a total cost of $298,642. The above continuing-contract authorization was revived by the act of June 25, 1910, and extended so as to include the removal of Centissima Rock to a depth of 40 feet at an estimated cost of $110,000, and the Rincon Reef Rocks to a depth of 35 feet at an esti- mated cost of $60,000, with no estimate for maintenance in either case. The present project is based on the following reports: Annual Reports of Chief of Engineers for 1895, page 3254, and 1898, page 2924, which contain no maps; House Document No. 101, Fifty-sixth Congress, first session, and House Document No. 1119, Sixtieth Congress, second session, both of which contain maps. The existing project now provides for the removal of Centissima Rock, Bonita Channel, to a depth of 40 feet at mean lower low water, at an estimated cost of $110,000. The removal of the Rincon Reef rocks was completed during the year ending June 30, 1913. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of ]Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. . . . . .. . . . . . .. . . . . . . . ... .. . . . . . . . . . .. . . .. . . . . . . . . . . . . . Rincon Rock 1 . . . . . . .. . . . . . . . . . . . . .. .. . .. . . . . . . . . . . . . . . . . . . . . 1873 1133 Entire work ................................... - 1888 2108 Do.1'............................................................................ 1889 2478, Do.'..... .......... ............ .. ... ... ... ........... ........ 1890 2890 Noon Day Rock 1 s........... . .. ...... ...........- .... .. . 1895 3254 Certain rocks ............ ............. ................ ... ... 1898 2924 Do.2 ................................. House... 101 Fifty-sixth.... First ....... ........ Do .............. ................... . .do ... 105 ..... do ....... Second ........... Do.3 ............................... ... do.... 1119 Sixtieth ......... do. . ........... 1 Contains no map. 2 Contains maps. 8Basis of project adopted by Congress. The work done during the year was the patrol of the bay to pre- vent illegal dumping of refuse and dredged material, and also to prevent unauthorized reclamation work affecting the tidal prism or RIVER AND HARBOR IMPROVEMENTS. 1321 construction work adversely affecting navigation. A new gasoline boat was constructed under contract for use as a patrol boat on all the works of this district and the pro rata cost chargeable to this improvement was paid for from the appropriation for this work. This was all in the interest of maintenance. In addition preliminary work was begun in March, 1914, toward the removal of Centissima Rock, in Bonita Channel, under contract, but the contractor made very slow progress, and at the end of the year the actual work of removing the rock had not been begun. The total expenditures for all of the above was $11,073.86. The amount expended an the existing project up to June 30, 1914, was $353,870.25. A total of $9,908.59 was spent for maintenance. An unexpended balance of $3,470.32 was turned into the Treasury on June 30, 1908. The improvement is now covered by continuing contract appro- priations, and the balance of the authorization remaining to be appropriated is $140,000. The total amount expended on .all proj- ects to the end of the fiscal year 1914 is $519,798.09. About 95 per cent of the approved project, including all exten- sions to date, had been completed on June 30, 1914, including the removal of Shag Rocks Nos. 1 and 2, Arch Rock, and Blossom Rock, all to a depth of 30 feet, and Rincon Reef Rocks to a depth of 35 feet. The maximum draft that can be carried June 30, 1914, over the shoalest part of the locality under improvement is 30 feet at mean lower low water. The tidal range is from 3 to 6 feet. The length of the ship channel in which all the above work has been car- ried on is about 5 miles. The head of navigation is the water front of the city of San Francisco. The total commerce of this locality for the calendar year 1913 amounted to 9,353,530 short tons, valued at $539,980,306, and con- sisted of lumber, building materials, crude oil, grain, coal, Chinese merchandise, fruit, vegetables, groceries, etc. The commerce of the locality is increasing. The improvements have had no appreciable effect on freight rates except in so far as they have made navigation easier and safer. The amount estimated as a profitable expenditure in the fiscal year ending June 30, 1916, will be used for the operating expenses of a patrol boat to prevent illegal dumping within the harbor and bay and to prevent encroachments on the tidal prism by unauthor- ized reclamation work along the shores of the bay. This will be for the general maintenance of existing depths in the channels within the bay and over the bar across the entrance. July 1, 1913, balance unexpended --------------------------- $113, 733. 29 June 30, 1914, amount expended during fiscal year: For works of improvement -- __-____________- -$1, 165. 27 For maintenance of improvement ____________-- 9, 908. 59 11,073. 86 July 1, 1914, balance unexpended----- ------------ 102, 662. 85 July 1, 1914, outstanding liabilities________________________ 9, 122. 48 July 1, 1914, balance available ___________________________ 93, 540. 37 July 1, 1914, amount covered by uncompleted contracts ___ 61, 500. 00 1322 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Amount of continuing contract authorization, acts of Mar. 3, 1899, and June 25, 1910-----------------------------------------$500, 000. 00 Amount appropriated under such authorization ____________-___ 360, 000. 00 Amount yet to be appropriated _______-- __________-.. - ___- 140, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement_______________________ 119, 000. 00 (See Appendix Q Q 1.) 2. Redwood Creek, Cal.-In its original condition this creek was dry at low water in a number of places. The channel had a width of from 80 to 400 feet and was used only during the medium or higher stages of the tide. The creek is largely a tidal stream, but the drain- age water from the hills west of Redwood City empties into it. It flows northeasterly and empties into San Francisco Bay about 25 miles south of the city of San Francisco. The creek is 52 miles long, the section under improvement is 34 miles long, and its lower end is 21 miles from the mouth of the creek. The minimum usable low- water depth from the mouth of the creek to the ocean is 18 feet at mean lower low water, the plane of reference. In 1882 a project was adopted to dredge a channel 6,000 feet long, 50 to 60 feet wide, and 2 to 3 feet deep. This was modified in 1902 so as to provide for a channel depth of 5 feet and certain auxiliary works to confine the course of the current. The total expended on the original and modified projects prior to operations under the ex- isting project is given as $31,442.66. An unexpended balance of $357.34 was turned into the Treasury on June 30, 1908. The existing project provides for a channel 150 feet wide and 5 feet deep up to the city dock, about three-fourths of a mile below Redwood City. The estimated cost of the original work was $12,000, with $1,500 for annual maintenance. This project was adopted June 25, 1910, and is contained in House Document No. 307, Sixty-first Congress, second session, which contains a map of the locality. This project has not been modified since its adoption. The only work done during the year was a survey to determine the extent of deterioration in the improved channel. The total amount expended on the existing project is $10,325.63. There have been no receipts from any sources. The total expended on the existing and previous projects to the end of the fiscal year 1914 is $41,768.29. The project was completed in 1911, and the result was a channel 150 feet wide and 5 feet deep from San Francisco Bay up to the city dock. The maximum draft that can be carried on June 30, 1914, over the shoalest part under improvement is 32 feet for the lower section and 2 feet for the upper section. The tidal range is about 8 feet. The head of navigation is Redwood City. The improved sec- tion is 34 miles long. The total commerce of this locality for the calendar year. 1913 amounted to 20,130 short tons, valued at $1,336,082, and consisted of salt, leather, hides, crude oil, fish, etc. The effect of the improvement on freight rates has been to secure for Redwood City the railroad terminal rates. The amount estimated as a profitable expenditure for the fiscal year ending June 30, 1916, will be used for dredging for maintenance of channel depths required by the approved project. 1 Exclusive of the balance unexpended July 1, 1914. BIVER AND HARBOR IIMPROVE1VENTS. 1323 July 1, 1913, balance unexpended--------------------------------$4, 679. 20 June 30, 1914, amount expended during fiscal year, Treasury settle- ment ---------------------------------------------------------- 4.83 July 1, 1914, balance unexpended---------------------------------__ 4, 674. 37 July 1, 1914, outstanding liabilities --------------------------------- 58. 97 July 1, 1914, balance available ----------------------------------- 4, 615. 40 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement----------------------- 3, 000. 00 (See Appendix Q Q 2.) 3. Oakland Harbor, Cal.-In its original condition this locality was a tidal estuary off of San Francisco Bay, with a tidal basin at the upper end. It had a width of 500 feet and depths of from 2 to 15 feet. Commerce was possible only at the higher stages of the tide. The length of the estuary to the tidal basin is 44 miles, and the channel around the tidal basin is 21s miles long, and the channel through the tidal canal is about 24 miles long. The plane of refer- ence is mean lower low water. The locality is on the eastern shore of San Francisco Bay. Originally the minimum usable depth at mean low water was 2 feet. The tidal range on the bar entrance is 4.5 feet, and within the harbor it is 4.8 feet. In 1874 a project was adopted providing for two jetties at the entrance, a canal connecting the tidal basin at the upper end with San Leandro Bay, a dam in San Leandro Bay, and dredging a chan- nel through the estuary to deep water in San Francisco Bay. This project was modified in 1902 and again in 1907. The amount ex- pended on original and modified projects prior to operations under the existing project was $3,420,947.93. The existing project was adopted in 1910, in accordance with the plan of improvement outlined in House Document No. 647, Sixty- first Congress, second session, which does not contain a map. This project provides for a channel 500 feet wide and 30 feet deep in the estuary up to the tidal basin, 300 feet wide and 25 feet deep around the tidal basin, and 18 feet deep through the tidal canal to San Lean- dro Bay. The estimated cost for the original work was $1,100,000, with $25,000 annually for maintenance. This project has not been modified since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entire work 2 .............................. 1874 378 Do............................................. .................. .......... 1896 3176 Do.2.................. Fifth-sixth...... . 1901 344 . . . . . . . . . . . . . . . . . . . . . . . .. . . Do.2...... House... 262 Fifth-sixth.... Second .... .... Do ................................. do 647 Sixty-first. ........ do . ... ... 1Exclusive of the bnlance unexpended Su ly 1, 1914. * Contains map. 2No map. * Basis of project adopted by Congress. SPt. II. 1324 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. At the beginning of the year dredging was in progress under two contracts. Under the first one work was completed in August, 1913, and under the second one work was continued until its com- pletion in March, 1914. In November, 1913, work was begun under a third contract and carried on to the end of the fiscal year. All of this work is progress toward the completion of the approved proj- ect and is largely new work, although there is a considerable quan- tity of material removed that is redredging of the old channel dredged under a prior project. A total of 1,758,440 cubic yards was dredged during the year and the total expenditures were $293,333.64. The total amount expended on the existing project up to the close of the fiscal year 1914 was $646,918.24. The total cost of main- tenance work was $159,561.20, including work done in June, 1914. The sum of $265.35 was received from the sale of old typewriters, etc., $1,921.10 was received by reimbursement by Panama Canal, $19.98 was received by reimbursement by Department of Commerce and Labor, $106.17 was received for inspection under War Depart- ment permits, and $52 was received by reimbursement from the Norfolk, Va., engineer office. The total amount expended on all projects to the end of the fiscal year 1914 was $4,067,866.17. The approved project was 50.7 per cent completed at the end of the fiscal year. The results accomplished to date are a 30-foot channel with widths varying from 300 to 500 feet from the 30-foot contour in San Fran- cisco Bay to the Webster Street drawbridge, a 30-foot channel through the draws of the Webster and Harrison Street Bridges, and a 30-foot channel with widths from 300 to 500 feet thence to the tidal basin, and a 25-foot channel, 200 feet wide, through a portion of both the north and south channels of the tidal basin. The maximum draft that can be carried June 30, 1914, over the shoalest parts from San Francisco Bay to Peralta Street, a distance of 8,500 feet, is 281 feet; thence to Webster Street, a distance of 8,000 feet, the depth is 27 feet; and thence to the tidal basin the depth is 30 feet. The depth in the north and south channels of the tidal basin is 25 feet in the dredged portion and 13 feet in the un- dredged portion, and in the tidal canal 10 feet. The usual range of tides is from 3 to 7 feet. The length of the improved channel from San Francisco Bay to the tidal basin is about 44 miles; the length of the channel around the tidal basin is 2s miles and through the tidal canal 24 miles. The head of navigation is the city of Oakland. The total commerce for the calendar year 1913 amounted to 3,413,980 short tons, valued at $183,441,743, and consisted of lumber, building materials, fuel, farm products, and general merchandise. As a result of the improvement so far accomplished, trans-Pacific vessels are able to reach the city of Oakland instead of discharging their freight at San Francisco and reshipping it across San Fran- cisco Bay to Oakland in barges or light-draft vessels. The effect of the project on freight rates is indeterminate, but it has afforded adequate facilities for competition between water car- riers, there being no opportunity for competition with railroads. The amount estimated as a profitable expenditure for the fiscal year June 30, 1916, will be applied to dredging under contract, pursuant . IVER AND HARBOR IMPROVEMENTS. 1325 to the provisions of the adopted project, partly for maintenance and partly for new work, or so much as may be necessary will be applied to the construction of a Government dredge if the prices received from bidders are not reasonable, provided the appropria- tion clause carries the usual authority for a Government dredge. Amount expended during the fiscal year. ---------------- $295, 178. 74 Reimbursable --------- ---------------------------- 1, 845. 10 Net expenditures ---------------------------------- 293. 333. 64 July 1, 1913, balance unexpended__---------------------------- 464, 465. 82 Miscellaneous receipts ----------------- _____-----__ 70. 00 464, 535. 82 June 30, 1914, amount expended during fiscal year: For works of improvement------------------ $218,117. 73 Treasury 'settlements-- - 59. 22 For maintenance of improvement---------------75, 156. 69 293, 333. 64 July 1, 1914, balance unexpended_------------------------- 171, 202. 18 July 1, 1914, outstanding liabilities---------------------------14, 136. 02 July 1, 1914, balance available----------------------------- 157, 066. 16 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914--------------------------------98, 000. 00 Amount available for fiscal year ending June 30, 1915-----------255, 066. 16 July 1, 1914, amount covered by uncompleted contracts 134, 019. 53 Amount (estimated) required to be appropriated for completion of existing project ----------------------- 384, 042. 85 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance -----__ 1150, 000. 00 (See Appendix Q Q 3.) 4. San Pablo Bay, Cal.--San Pablo Bay is 12 miles long by 6 miles wide and is about 10 miles northeast of San Francisco Harbor. Be- fore improvement there was a shoal with a least depth of 19 feet lying across the path of vessels going to and from the Sacramento and San Joaquin Rivers, Mare Island Navy Yard, Vallejo, Port Costa, Oleum, and other San Pablo Bay commercial ports. For the deeper draft vessels navigation was possible only at the highest stages of the tide. The plane of reference is mean lower low water. The mini- mum usable depth at mean low water was 19 feet. There is no bar at the entrance to the bay. The tidal range within the bay is 5 feet. In 1902 a project was adopted providing for a channel 300 feet wide, 30 feet deep, and 27,000 feet long across the shoal in the bay. The total amount expended on this project prior to operations under the present project was $335,165.33. The existing project was adopted by the act of February 27, 1911, and provides for a channel in San Pablo Bay 500 feet wide and 30 feet deep, and also includes a Government dredge for maintenance. The project is printed in House Document No. 1103, Sixtieth Con- gress, second session, and contains a map. This document also in- 1Exclusive of amount available for fiscal year 1915. 1326 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. eludes additional work in Mare Island Strait, etc., at an estimated cost of $1,007,000, which is being carried out under the direction of the Navy Department. The total estimated cost of the War Depart- ment part of the project is $760,000, $510,000 of which is for dredg- ing under contract and $250,000 for the construction of a Govern- ment dredge for maintenance. The cost of maintenance is estimated at $100,000 per annum. There has been no modification of the exist- ing project since its adoption. At the beginning of the year a contract was in force for dredging a channel across Pinole Shoal as required by the approved project, but the work has been temporarily suspended. It was resumed in September, 1913, and completed in November, 1913. This work was largely new work, although some of it was redredging within the channel prism that had been dredged under the previous project. The total expenditures for the fiscal year amounted to $168,785.10. A total of 605,127 cubic yards was excavated during the fiscal year. The total amount expended on the existing project up to June 30, 1914, was $537,358.58, of which $10,000 was for maintenance. The sum of $110 was received for the inspection of private works under War Department permits and $3.43 was received by reimburse- ment from the Panama Canal. The total amount expended on all projects to the end of the fiscal year 1914 was $872,523.91. The dredging portion of the approved project was completed in November, 1913, and bids for the construction of the Government dredge to complete the project were received in June, 1914. The result accomplished by the dredging was a channel 500 feet wide, 31 feet deep, and 27,200 feet long, extending entirely across the shoal in San Pablo Bay, known as Pinole Shoal. The maximum draft that can be carried over the shoalest part of the channel on June 30, 1914, was 28 feet. The usual variation of the level of the water surface is 4 feet. The head of deep-water navigation through San Pablo Bay is Bulls Head, above Martinez, Cal. The total commerce passing through San Pablo Bay during the calendar year 1913 amounted to 3,464,379 short tons, valued at $110,373,436, and consisted of fuel oil, raw sugar, flour, grain, farm products, and miscellaneous merchandise. The improvement has materially increased the commerce of San Pablo Bay points by mak- ing it possible for deep-draft ocean vessels to land direct at the desired destination. There is no opportunity for competition with the railroad rates, but the improvement has materially reduced the cost of shipping for this locality. The exact effect on freight rates has not been determined. The funds estimated as a profitable expenditure for the fiscal year 1916 will be applied to the operation of the Government dredge and will be for maintenance of the width and depth of channel across Pinole Shoal, provided for by the approved project. Amount expended during the fiscal year -_______-_________ $168, 788. 53 Reimbursable__---------- -------------------------------- 3. 43 Net expenditures --.--------- ----- _ 168, 785.10 RIVER AND HARBOR IMPROVEMENTS. 1327 July 1, 1913, balance unexpended _ $449, 429. 60 June 30, 1914, amount expended during fiscal year: For works of improvement ----------------- $158, 765. 27 Treasury settlements--------------------------- 19. 83 For maintenance of improvement -------------- 10, 000. 00 168, 785.10 July 1, 1914, balance unexpended --------------------------- 280, 644. 50 July 1, 1914, outstanding liabilities----------------------------- 413.10 July 1, 1914, balance available ----------------------------- 280, 231. 40 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement------------------ 80, 000. 00 (See Appendix Q Q 4.) 5. Suisun Channel, Cal.-In its original condition Suisun Channel was a tidal inlet from Suisun Bay. Its width varied from 600 feet in the lower section to about 80 feet in the upper section, and the depth varied from 17 feet in the lower section to zero at the upper end. In the last one-half mile of the upper section navigation was possible only at the highest stages of the tide. This stream is about 17 miles long and is about 30 miles northeast of San Francisco Harbor. The section under improvement is about 2 miles long and its lower end is about 15 miles from the mouth of the channel. The minimum usable low-water depth from the mouth of the channel to the ocean is 9 feet. The project for this locality was adopted by the river and harbor act of June 25, 1910, providing for a harbor at Suisun 1,400 feet long by 150 feet wide and 6 feet deep, and a cut-off 3,000 feet long, 80 feet wide on the bottom, and 6 feet deep from this harbor to Peytonia Slough. The project is based on report in House Document No. 1110, Sixtieth Congress, second session, which contains a map. The estimated cost was $25,000, with 2,000 annually for maintenance. This project was modified by the act of March 4, 1913, by substitut- ing the natural channel around the bend for the cut-off because the cut-off had been found impracticable of execution. The existing project now provides for dredging and maintaining a channel in Suisun Slough 125 feet wide and 6 feet deep up to the head of navigation at the city of Suisun, and includes a harbor at Suisun 150 feet wide on the bottom, 6 feet deep, and 1,417 feet long. The estimated cost is $25,000, with $2,000 annually for maintenance. Work was begun under contract in September, 1913, dredging a channel through the upper end of the slough and including the har- bor in front of the city of Suisun. This work was all new work and was completed in November, 1913, a total of 165,215 cubic yards of material having been excavated, with expenditures amounting to $18,289.75, including $2,000 pro rata charge for the construction of a patrol and survey boat for maintenance. The total amount expended on the existing project up to June 30, 1914, was $18,542.53, of which $16,542.53 was for new -work and $2,000 was for maintenance. There have been no receipts from sales and no reimbursements.- The total amount expended on all projects to the end of the fiscal year 1914 was $18,542.53. The approved project was completed in November, 1913, and the result was a chan- .nel and a harbor of full project dimensions. The maximum draft 1Exclusive of the balance unexpended July 1, 1914. 1328 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. that can be carried June 30, 1914, over the shoalest part is 7 feet. The tidal range is about 7 feet. The length of the improved section of channel is 2 miles. The length of the harbor is 1,417 feet. The head of navigation is the city of Suisun. The commerce of Suisun Channel for the calendar year 1913 amounted to 57,226 short tons, valued at $559,731, and consisted mainly of grain, lumber, building materials, hay, fruit, and crude oil. The project has had no effect to date on freight rates. The unexpended balance on hand is sufficient for all necessary work for the fiscal year 1916, and no estimate for further appropria- tion is made. July 1, 1913, balance unexpended____--____________________ _ $26, 747. 22 June 30, 1914, amount expended during fiscal year: For works of improvement------_____-________ $16, 286. 22 -_______ Treasury settlements ___________---__- 3. 53 For maintenance of improvement ----------------- 2, 000. 00 18, 289. 75 July 1, 1914, balance unexpended -- -- "----- __-___________ 8,457. 47 (See Appendix Q Q 5.) 6. Petaluma Creek and Napa River, Cal.-(a) Petaluma Creek, Cal.-Originally this creek was very crooked, and dry in many places at low tide. Navigation was possible only at the highest stages of the tide. In the lower section the channel was 600 feet wide and in the upper section 80 feet wide. The plane of reference is mean lower low water. The minimum usable low-water depth from the mouth of the creek to the ocean originally was 15 feet. In 1880 a project was adopted providing for making cut-offs and dredging-to obtain a channel 50 feet wide and 3 feet deep. This was modified in 1892 so as to provide for a channel as deep as funds would permit. The amount expended on the original and modified projects prior to operations under the present project was $67,808.52. By the act of March 2, 1907, Congress adopted the present project, which provides for a channel 50 feet wide and 6 feet deep from the mouth to McNears Canal, and 4 feet deep with the same width thence, to the head of navigation. The estimated cost was $15,239 for original work and $2,600 annually for maintenance. The proj- ect is found in House Document No. 387, Fifty-ninth Congress, first session, which contains a map. This project has not been modified since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entire work 1........ . ..................... .... .. ... 1880 2243 Do.' ............. ............... House... 209 Fifty-fourth.. Second. ............ Do. 3.......................... do.. 387 Fifty-ninth... First. Cbhiml in San Pablo Bay, outside mouth do .. 118 Sixty-third . do.. ........ 1Contains no map. $ Contains map. 3 Basis of project adopted by Congress. RIVER AND HARBOR IMPROVEMENTS. 1829 Work was begun in March, 1914, with a leased clamshell dredge, and the channel was redredged to project dimensions from State Slough to a point near F Street, Petaluma, a distance of about 5 miles, involving the excavation of 115,468 cubic yards of material. This work was for maintenance and was completed in April, 1914. In June, 1914, work was begun under a second contract with a hydraulic dredge, because there was no place to dump with a clam- shell dredge in the upper part of the creek. A total of 18,902 cubic yards of material was excavated at the contract price of 25 cents per cubic yard. This work was for maintenance, and it was still in progress at the end of the year. The total expenditures for the year amounted to $7,517.30. The total amount expended on existing projects to the close of the fiscal year 1914 was $64,302.18; of this amount $21,895.95 was spent for maintenance. The sum of $12.91 expended during the year is reimburseable but was unsettled at the end of the year. The total amount expended on all projects up to the close of the fiscal year 1914 was $132,110.70. The present approved project was completed in 1907, and the result was a completed channel of full project dimensions. At that time there was a depth of 12 feet across the flats in San Pablo Bay in the approach to the mouth of the creek, but rapid shoaling seems to have been even then in progress, and the result was that in 1912 there resulted 2 feet of water across these flats and it became neces- sary to dredge a channel. This was done with emergency appro- priation funds and completed in May, 1912. This work gave a chan- nel 8 feet deep and about 100 feet wide across the flats. The extra width and depth were absolutely necessary owing to the exposed position of the channel in the bay. The maximum draft that can be carried, June 30, 1914, over the shoalest parts is 5 feet in- the channel across the flats in San Pablo Bay, 6 feet from the mouth of the creek to McNears Canal, 4 feet from McNears Canal to 1,000 feet above D Street, and thence the creek is dry at low water up to the head of navigation. The usual variation of the level of the water surface is 8 feet. The improved portion of the creek proper is 18 miles in length, exclusive of the channel across the flats in San Pablo Bay. The head of navigation is the town of Petaluma. The commerce of the creek for the calendar year 1913 amounted to 198,625 short tons, valued at $15,917,033, and consisted of grain, crude oil, lumber, and general merchandise. It is believed that this improvement has effected a material reduction in freight rates by affording competition with the railroads. The amount estimated as a profitable expenditure for the fiscal year 1916 will be applied to dredging to maintain the width and depth of channel required by the approved project. Amount expended during the fiscal year--_ $,$7----------------------- 530. 21 Reimbursable---------------------------------------------------- 12. 91 Net expenditures ----------------------------------------- 7, 517. 30 60993~-ENG 1914-84 1330 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. July 1, 1913, balance unexpended------------------ ---------$19, 000. 00 June 30, 1914, amount expended during fiscal year: By Treasury settlement. -------------------------- $17. 56 For maintenance of improvement-----------------7, 499. 74 7, 517. 30 July 1, 1914, balance unexpended ---------------------------- 11,482. 70 July 1, 1914, outstanding liabilities --------------------------- 4, 907. 52 July 1, 1914, balance available.----- ------------------------- 6, 575.18 July 1, 1914, amount covered by uncompleted contracts------------, 4, 024. 50 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-------------------- () (b) Napa River, Cal.-Napa River rises in the St. Helena Moun- tains, flows in a southerly direction, and empties into Mare Island Strait, an arm of San Pablo Bay. The river has a length of about 45 miles and the section included in the project is the lower 18 miles. The minimum usable low-water depth from the mouth of the river to the ocean is 24 feet. Before improvement the river had a low- water depth of 10 feet for the first 12 miles above the mouth and about 1 foot depth to the crest of the bars in the last 6 miles to the head of navigation. Originally the river was 300 feet wide in the lower section and 125 feet wide in the upper section of the navigated portion. The plane of reference is mean lower low water. Origi- nally navigation was possible only at the highest stages of the tide. The original project was adopted in 1888 and contemplated dredg- ing and cutting off projecting points of land to obtain a channel 75 feet wide and 4 feet deep, and removing logs, snags, and other ob- struction at an estimated cost of $27,600, with no estimate for main- tenance. There has been no modification of the project since its adoption. It is based on report contained in the Annual Report of the Chief of Engineers for 1885, page 2343, which does not contain a map. References to eamitnation or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to head of navigation 1 ............ - ..... ..... ............... .......... 1885 2343 Do.' ................................. ..... ........ ................. 1895 3286 Do.'l............. ............ ... ... ........ ............. ........ 1896 3177 Do. .................. ......... .................. ................... ............. 1897 3374 Do....... ................................ .................... 1900 4253 Do............... ..................... House.. 48 Fifty-sixth... First...... . ........ Do.'.. ..... ..... ......... .. ................................... 1904 3427 Do... ... ....... ................ House.. 178 Fifty-eighth.. Second. ...... ........ Head of navigation to Suscol Bend ....... do.... 795 Sixty-third...d...do.. .......... 1 No map. ' Basis of project adopted by Congress. 8 Contains map. At the beginning of the fiscal year work was in progress dredging shoal places in the channel with a leased clamshell dredge. A total of 51,983 cubic yards of material and 63 snags were removed, and work was completed July 23, 1913. 1 See consolidated money statement on page 1331. RIVER AND HARBOR IMPROVEMENTS. 1331 The channel having again deteriorated during the winter floods, it was again redredged in May, 1914, with a leased dredge. A total of 14,370 cubic yards of material and 10 snags were removed. The total expenditures were $8,374.32, and all of this work was for main- tenance. The total amount expended on the existing project up to the close of the fiscal year 1914 was $55,303.10; of this amount $27,747.55 was expended for maintenance of the improvement. The sum of $19.45 was received by reimbursement from the Panama Canal and $25 from the Department of Commerce and Labor. The total amount expended on all projects to the end of the fiscal year 1914 was $55,303.10. The project was completed in 1910 and a clear channel, 75 feet wide and 4 feet deep, was obtained from the mouth to the head of navigation. The maximum draft that can be carried June 30, 1914, over the shoalest part under improvement is 5 feet at mean lower low water. The usual variation of the level of the water surface is 5 feet. The length of the improved section is 18 miles and the head of navigation is the city of Napa. The commerce of this locality for the calendar year 1913 amounted to 222,938 short tons, valued at $5,742,408, and consisted of building materials, crude oil, lumber, grain, and general merchandise. It is believed that the improvement of this river has secured a reasonable freight rate for the locality. The amount estimated as a profitable expenditure for the fiscal year 1916 will be applied to dredging to maintain the width and depth of the channel required by the approved project. July 1, 1913, balance unexpended------------------------------ $15, 000. 58 June 30, 1914, amount expended during fiscal year for maintenance of improvement ------------------------- 8, 374. 32 July 1, 1914, balance unexpended----------------------------- 6, 626. 26 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement------------- (1) CONSOLIDATED. July 1, 1913, balance unexpended ----------------------------- 34, 000. 58 June 30, 1914, amount expended during fiscal year: Treasury settlement------------------------------ $17. 56 For maintenance of improvement--------------15, 874.06 15, 891. 62 July 1, 1914, balance unexpended--------------------------- 18, 108. 96 July 1, 1914, outstanding liabilities----------------------------- 4, 907. 52 July 1, 1914, balance available------------------------------13, 201. 44 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement----------------- 21, 000. 00 (See Appendix Q Q 6.) 7. Harbor at Monterey, Cal.--This harbor is about 3,000 feet long and 1,700 feet wide, with a minimum usable depth at mean low water of 18 feet in the inner part and increasing to 60 feet at the outer part. The harbor is about 125 miles south of San Francisco. There is no 1 See consolidated t money statement on this page. SExclusive of he balance unexpended July 1, 1914. 1332 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. bar at the entrance. The tidal range is 3.4 feet within the harbor. The only obstructions to navigation are the storms and heavy ocean swells, against which there is no protection. The original project was adopted by the act of July 25, 1912, and provides for the con- struction of a breakwater 2,000 feet long, 10 feet above mean lower low water, and 15 feet wide on the top, at an estimated cost of $800,000 for original work, with no estimate for the cost of maintenance. No work has ever been done on the project and no money has been ex- pended. No modification has been made in the project. It is based on report contained in House Document No. 1084, Sixty-first Con- gress, third session, which does not contain a map. The only other reports of the locality are those of a preliminary examination in the Annual Report of the Chief of Engineers for 1875, Part II, page 707, which does not contain any map, and one in House Document No. 557, Fifty-ninth Congress, first session, also without map. The sum of $200,000 has been appropriated by the General Govern- ment for this work and a like sum has been provided by the State of California, but the commencement of the work is contingent upon satisfactory assurances being given to the Secretary of War that rail connection will be provided between Monterey and the San Joaquin Valley within a reasonable time after the breakwater is built. Opera- tions are now awaiting the fulfillment of this condition. No work was done during the year and no expenditures made. The maximum draft that can be carried June 30, 1914, up to the wharf in Monterey is 24 feet at mean lower low water. The usual variation of the level of the water surface is 3.4 feet. The head of navigation is the city of Monterey. The commerce of this harbor for the calendar year 1913 amounted to 647,789 short tons, valued at $3,816,956, and consisted almost wholly of crude oil. Local interests have not complied with the condition precedent to the commencement of operations under the project, and it is impos- sible to state when these conditions will be fulfilled. Under these cir- cumstances no estimate is made for expenditures during the fiscal year ending June 30, 1916. July 1, 1913, balance unexpended--------------------------------- $200, 000 July 1, 1914, balance unexpended------------ ---------------------- 200, 000 Amount (estimated) required to be appropriated for completion of ex- isting project -------------------------------------------- - 1400, 000 (See Appendix Q Q 7.) 8. Humboldt Harbor and Bay, Cal.-This locality is 220 miles north of San Francisco and 325 miles south of the mouth of the Columbia River, Oreg. The bay consists of two shallow basins, con- nected by a narrow channel about 5 miles long. The entrance to the bay is at the junction of this channel with the southern basin. There are various channels draining the shallow basins, and they are gen- erally navigable. The bay is 14 miles in length and has an extreme width of 32 miles, with an average width of three-fourths of a mile. Within the bay there are 13 miles of channel, with a least depth of 18 feet and width of 300 feet, and also 8 miles of additional channel, with a least depth of 12 feet. The channel at the entrance to the bay originally had a width of about 600 feet generally, with minimum 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 133 usable depths at mean low water of from 12 to 15 feet. The plane of reference is mean lower low water. Navigation with the deeper draft vessels was generally limited to the higher stages of the tides and to favorable conditions of the wind and weather. The mean tidal range is 4.3 feet, with an extreme range of 11 feet. There is no ap- preciable difference in the range between the inside harbor and the bar entrance. (a) Rebuilding jetties.-In 1882 a project was adopted providing for a single low south jetty 6,000 feet in length along the entrance channel. This was modified in 1888 and again in 1891 so as to provide for two parallel high jetties, each about 8,000 feet in length. A total of $2,178,704.14 was expended on the original and modified projects, including the channel in front of Eureka, prior to operations under the existing project. The existing project provides for rebuilding these two jetties at an estimated cost of $1,037,400, with no estimate for cost of mainte- nance. This project was adopted by the act of June 25, 1910, in ac- cordance with House Document No. 950, Sixtieth Congress, first session, which does not contain a map. This project has not been modified since its adoption. Reference to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session, Year. Page. Senate. . . . . .. . . . . ....... Jetty Channell 1 2 ..... .. House.. 950 Sixtieth....... First ... . ... i . D o. ................................. ....... ...... .... .......... ........ 1877 1052 Do. .............................. ..... .. ....... .... ..................... 1879 1785 1 No maps. 2 Basis of project adopted by Congress. The following maps have been published in the annual reports of the Chief of Engineers, but are not included in the project documents: Year. Page. Year. Page. 1891..................................... 3122 1898. ...... ..... .... ................. 2954 1895............. ................... 3324 1899............................ ........ 3186 1896.................................... 3218 1900. ............................... 4246 ..... ....................3368 1897............ The work of rebuilding the jetties has been in progress throughout the year, the stone being delivered at the south jetty under contract and placed in the jetties with Government plant by hired labor. A total of 239,031.43 short tons was delivered and placed during the year, and the total expenditures were $450,982.51. This was mostly new work, but some of it was for maintenance by way of repair of damages done by the winter storms. The total amount expended on the existing project up to the close of the fiscal year ending June 30, 1914, was $920,752.86. This was for both new work and maintenance. The amount spent for mainte- nance was not relatively large, but it can not be segregated from the total expenditures without going through the field records, as it was 1334 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. done in conjunction with new work. The sum of $6 has been re- ceived from the sale of unserviceable articles, $94.67 was received by reimbursement from the Panama Canal, and $5.58 was received by reimbursement from the Department of Commerce and Labor. This work is in progress under continuing-contract appropriations, and the total of the authorization has been appropriated. The total amount expended on all projects to the end of the fiscal year 1914 was $3,099,457, including expenditures on channel in front of Eureka under projects prior to the present project for that improvement. The approved project was about 60 per cent completed on June 30, 1914, considering the Government plant on hand and the nearly completed south jetty. The funds for the work were 94.51 per cent expended on the above date. The maximum draft that can be carried June 30, 1914, over the shoalest part of the jetty channel is 22 feet. The jetty channel has been straightened by the work ac- complished to date and the distance across the 30-foot shoal has been reduced from 5,500 feet, as it was just prior to commencement of work, to 700 feet at the present time, and the least depth at mean lower low water has been increased from 18 feet in 1912 to 22 feet at the present time. The jetty channel is 1t miles long. The head of navigation is principally at Eureka, although there are considerable shipments originating at Fields Landing, Arcata, and Samoa. The commerce for the calendar year 1913 amounted to 829,406 short tons, valued at $16,572,257, and consisted of lumber, general merchandise, fuel oil, dairy products, etc. Freight rates on lumber, the principal export article of commerce, have been reduced from $3 to $2.50 per thousand feet, board measure, or about 25 cents per ton. This locality has never had railroad con- nection with any other commercial center, but there is a railroad now building connecting it with San Francisco and it is expected it will be completed in September, 1914. The amount estimated as a profitable expenditure for the fiscal year 1916 will be used in completing improvement by the construc- tion of the north jetty and for placing stone along the sides of the south jetty, replacing concrete cap and other work as may be neces- sary to repair the damage done by the winter storms, and also in mak- ing necessary repairs to Government plant, wharf, ferry slip, rail- road equipment, building, etc. Amount expended during the fiscal year----------------------- $451, 037. 43 Reimbursable----------------------------------------- 54. 92 Net expenditures --------------------------------------- 450, 982. 51 July 1, 1913, balance unexpended--------------------------- 576, 546. 51 June 30, 1914, amount expended during fiscal year: For works of improvement------------------- $449, 502. 40 Treasury settlements and transfers ----------- -- 1, 480. 11 450, 982. 51 July 1, 1914, balance unexpended--___------------------------ 125, 564. 00 July 1, 1914, outstanding liabilities--------------------------- 94,169. 97 July 1, 1914, balance available ------------------------------ 31,394. 03 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-- ----------------------------- 200, 000. 00 Amount available for fiscal year ending June 30, 1915_---- - 231, 394. 03 July 1, 1914, amount covered by uncompleted contracts ...--... 18, 943. 74 RIVER AND HARBOR IMPROVEMENTS. 1335 Amount (estimated) required to be appropriated for completion of existing project------------------------- - $300, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance ------- 1375, 000. 00 (b) Channel in front of Eureka, Cal.-The town of Eureka is the largest shipping point on Humboldt Bay. Originally the minimum usable depth at mean lower low water was 10 feet in front of the town, and navigation was limited to the higher stages of the tide. The mean tidal range at this point is 4.3 feet. In 1881 a project was adopted providing for a channel 200 feet wide and 12 feet deep. This was modified in 1899 so as to provide a channel 8,900 feet long, 200 feet wide, and 15 feet deep. The amount expended on the original and modified projects prior to operations under the present project is included in the amount reported as ex- pended on building the jetties and it can not be separated from it, owing to the loss of all records of the office by fire. The existing project was adopted by the act of March 2, 1907, and provides for a channel 300 feet wide, 18 feet deep, and 6,200 feet long, at an estimated cost of $83,000, with a statement that the cost of maintenance would be nominal. This project is based on survey report printed in House Document No. 228, Fifty-ninth Congress, first session, which contains a map. This project has not been modi- fied since its adoption. References to ewamination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Channel in front of Eureka ................... ... .. .. ... ....... ........ 1881 2481 Do...................... ... ..... ..... ................. I1897 3377 Do........................ House... 228 Fifty-ninth... First.......... 8 1No maps. 2 Contains maps. Basis of project adopted by Congress. No work was done during the year and no expenditures were made. A total of $86,895.70 has been expended on existing projects up to June 30, 1914. Nothing has been spent for maintenance and nothing received from sales or other sources. The total amount expended on all projects to the end of the fiscal year 1914 can not be stated, as the amount spent on original and modified projects prior to operations under present project is included in the expenditures reported for the work on the jetties, and it can not be segregated owing to the loss of the records by fire. Original work under this project was completed in 1908, and the result was a channel of the full depth and length required by the approved project, but owing to a shortage of funds the channel could not be dredged to full width throughout the full length. The maximum draft that can be carried June 30, 1914, over the shoalest 1Exclusive of amount available for fiscal year 1915. 1336 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. part of the channel is 16 feet at mean lower low water. The usual variation in the level of the water surface is 4.3 feet, and the dredged channel is 6,200 feet long. The head of navigation is Eureka. The report of the commerce of this locality is consolidated with the report of commerce pertaining to the jetty channel at the en- trance to Humboldt Bay, and it is not possible to state separately the commerce of Eureka with the records that have been kept. This project has materially benefited commerce, but the exact effect on freight rates has not been determined. The unexpended balance on hand being sufficient for all necessary work during the fiscal year 1916, no estimate for further funds is submitted. July 1, 1913, balance unexpended------------------------------- $31, 104.30 July 1, 1914, balance unexpended ______ - 31, 104.30 CONSOLIDATED. July 1, 1913, balance unexpended__------------------------------ 607, 650. 81 June 30, 1914, amount expended during fiscal year: For works of improvement---------------------- $449, 502. 40 Treasury settlements and transfers____- - -__-- 1, 480. 11 450, 982. 51 July 1, 1914, balance unexpended ...... ---------- __ -- 156, 668. 30 July 1, 1914, outstanding liabilities______-_________----_ - 94, 169. 97 July 1, 1914, balance available_....__ __--------___--------- 62, 498. 33 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 _-----___---- -- ________________ ___ 200, 000. 00 Amount available for fiscal year ending June 30, 1915____---- 262, 498. 33 July 1, 1914, amount covered by uncompleted contracts- ___________ 18, 943. 74 Amount (estimated) required to be appropriated for completion of existing project--- --------------------------------------- 300, 000.00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance-- ------ _ 1375,000.00 (See Appendix Q Q 8.) 9. Removing sunken vessels or craft obstructing or endangering navigation.-Thefour-masted schooner J. H. Lunsmann was sunk on July 12, 1913, in collision with the steamship Francis H. Leggett. The owners of the vessel took immediate steps to float it so as to salvage both vessel and cargo, and continued their operations dili- gently with this object in view until December 5, 1913, when the wreck was abandoned. The district officer then took charge of the wreck and removed it under contract, completing the work on May 2, 1914, at a total cost of $4,263.33. (See Appendix Q Q 9.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JULY 25, 19121 AND MARCH 4, 1913. Reports on preliminary examinations and surveys required by the river and harbor acts approved July 25, 1912, and March 4, 1913, of the following localities within this district were duly submitted by 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1337 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 Belvedere Harbor, Cal.-Report dated April 16, 1913, with map, is printed in House Document No. 211, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 2. Preliminary examination of Stockton and Mormon Channels, Cal., including the diversion canal, with a view to determining what, if anything, may or should be done by the United States, either alone or in conjunction with the city of Stockton and the State of Califor- nia, or with either of them, in order to increase the capacity of said diversion canal from its upper end, in Mormon Channel, to the mouth of CalaverasRiver, in the San Joaquin River, so that said canal shall carry the entire flood flow of Mormon Channel and thus prevent the deposit of material in the navigable portions of Stockton and Mor- mon Channels.-Report dated March 19, 1913, with map, is printed in House Document No. 256, Sixty-third Congress, first session. The improvement of this locality by the United States in the manner pro- posed is not deemed advisable at the present time. 3. Preliminaryexamination and survey of Napa River, Cal., with a view to making the necessary cut-offs, considerationbeing given to any tender of cooperation on the part of local interests.-Reports dated July 18, 1913, and January 30, 1914, with map, are printed in House Document No. 795, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $43,000, subject to cer- tain specified conditions, is presented. 4. Preliminary examination and survey of San Rafael Creek, Cal.--Reports dated April 17, 1913, and January 28, 1914, are printed in House Document No. 801, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $54,600, subject to the condition that local interests shall contribute one-half ($27,300), is presented. 5. Preliminary examination of San Leandro Bay, Cal., with a view to establishing at West San Leandro a deep-water channel to San Francisco Bay.-Report dated February 17, 1914, is printed in House Document No. 911, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 6. Preliminary examination and survey of Richmond Harbor, Cal.-Reports dated December 21, 1911, and June 21, 1912, with map, are printed in House Document No. 515, Sixty-third Congress, sec- ond session. A plan of improvement at an estimated cost of $856,000, subject to certain specified conditions, is submitted. The local officer was also charged with the duty of making pre- liminary examinations and surveys, required by the river and harbor acts approved July 25, 1912, and March 4, 1913, as follows, and re- ports thereon will be duly submitted when received: 1. San Francisco Bay, Cal., from the mouth of the Guadaloupe River to a point 4,150 feet northwest therefrom, with a view of securing a permanent channel 300 feet wide with a depth of 18 feet at low tide. 2. Corte Madera Channel, Cal. 1338 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 3. Crescent City Harbor and vicinity, Cal., with a view to securing a suitable harbor. 4. Oakland Harbor, Cal. 5. Berkeley Harbor, Cal., with a view to the development and completion of the Berkeley inner harbor. 6. Inner channels of Humboldt Bay, Cal. 7. Harbor of refuge at Point Arena, or other locality on the Pacific coast between San Francisco and Humboldt Bay, Cal. IMPROVEMENT OF RIVERS AND HARBORS IN THE THIRD SAN FRAN- CISCO, CAL., DISTRICT. This district was in the charge of Maj. S. A. Cheney, Corps of Engineers, excepting the improvement of the Sacramento and Feather Rivers, which is in the general charge of a board of three Engineer officers appointed in accordance with the provisions of an act of Congress of June 3, 1896, Maj. Cheney having immediate charge of the work. Division engineer, Lieut. Col. Thomas H. Rees, Corps of Engineers. 1. Sacramento and Feather Rivers, Cal.-The Sacramento River has its source in the Sierras, in northern California, and flows south through the Sacramento Valley to the head of Suisun Bay. Its total length is approximately 350 miles, about 90 miles of which, above Red Bluff, is more or less torrential. Tidal influence extends, at low water, up to the city of Sacramento, 61 miles above the mouth. The low-water discharge is about 8,000 second-feet, sometimes falling as low as 6,000 second-feet. The maximum flood discharge is esti- mated at 600,000 second-feet. The extreme variation of level of water surface at Red Bluff is about 30 feet, at Sacramento 24 feet, and at the mouth about 10 feet. A draft of about 15 feet may be brought to the mouth of the Sacramento at low tide from the Pacific Ocean. The distance from the ocean, at the entrance to the Golden Gate, to the mouth of the river, by way of San Francisco Bay, San Pablo Bay, and Suisun Bay, is 50 miles. These bays and the Sac- ramento, San Joaquin, and Mokelumne Rivers and their branches, sloughs, and artificial canals (dredger cuts) all go to form a large and important system of inland waterways. The Feather River has it source in the Sierras, flows westerly until it enters the Sacramento Valley in the vicinity of Oroville, then flows south through that valley and empties into Sacramento River at Vernon, 20 miles above the city of Sacramento. Above Oroville the Feather is a mountain stream. The low-water discharge of the stream is about 1,000 second-feet. The flood discharge is estimated at 240,000 second-feet. A draft of 4 feet may be brought to the mouth of the Feather at low water from the Pacific Ocean. The distance from the ocean, at the entrance to the Golden Gate, to the mouth of the river, by way of San Francisco Bay, San Pablo Bay, Suisun Bay, and Sacramento River, is 131 miles. For a number of years, before improvement was undertaken by the Government, the expense of maintaining navigation in the Sac- ramento from its mouth up to Red Bluff, 258 miles, and in the Feather from its mouth up to Marysville, 30 miles, was met by the steamboat companies. This was before the advent of the railroads, and the high rates that could be obtained made steamboating up to RIVER AND HARBOR IMPROVEMENTS. 1339 those points profitable. After the railroads were built and placed in operation the steamboat companies discontinued the work of improving the streams. The first appropriation by Congress was " for the improvement of the Sacramento and Feather Rivers, Cal." This appropriation was made March 3, 1875. At that time the low-water channel depth in the Sacramento River from its mouth to the city of Sacramento, 61 miles, was about 7 feet, sometimes shoaling for short periods at several places to about 4 feet. From Sacramento up to Colusa, 90 miles, the low-water channel depth was about 4 feet, and steamboats experienced no special difficulty in navigating this portion of the river. From Colusa up to Jacinto, 40 miles, the river was navigated by light-draft steamboats, but with much difficulty, on account of rapids and tortuous channels encumbered with snags and bars. From Jacinto up to Red Bluff, about 70 miles, there had been no naviga- tion for several years, the difficulties of navigating this section, together with the completion of the railroad to Red Bluff, having caused the steamboats to be withdrawn from that portion of the river. The low-water depth in the Feather River from its mouth up to Marysville was about 2 feet, and this stream was navigated by one steamboat, which made a weekly trip between San Francisco and Marysville. From 1875 to 1899 the operations were carried on under indefinite projects which contemplated the maintenance of low-water channel depths in the Sacramento River of 7 feet from the mouth to the city of Sacramento, 4 feet to Colusa, and from 2 to 3 feet to Red Bluff, and in the Feather River, of 2 feet to Marysville. The sum of $740,860.21 was expended under these indefinite projects. A definite project for improvement (reports of Board of Engineers printed in H. Doc. No. 186, 55th Cong., 2d sess.; in the annual report of the Chief of Engineers for 1898, pp. 2944-2945, in H. Doc. No. 48, 55th Cong., 3d sess; and in the Annual Report of the Chief of En- gineers for 1899, pp. 3171-3181), was adopted by the act of Congress approved March 3, 1899. This provided for obtaining and main- taining the following-named depths at an estimated first cost of $280,000 and an annual expense of $25,000; 7 feet from mouth of Sacramento River to the city of Sacramento, 4 feet from Sacramento to Colusa, 3 feet from Colusa to Red Bluff. 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. Maps of surveys of the Sacramento River from Redding, above Red Bluff, to its mouth and of the Feather River from Marysville to its mouth were printed with House Document No. 48, Fifty-fifth Congress, third session. The river and harbor act approved July 25, 1912, modified the definite project for Sacramento River above Sacramento in accord- ance with report printed, with maps, in House Document No. 76, Sixty-second Congress, first session, so as to provide for securing and maintaining the following-named depths: Four feet from Sacra- mento to Colusa (90 miles); 3 feet from Colusa to Chico Landing 13.40 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. (51 miles); and such depth as is practicable from Chico Landing to Red Bluff (56 miles), at an annual cost of $25,000. During the fiscal year ending June 30, 1914, the operations under 'the existing modified project have consisted of removing, by hired labor and Government plant, snags, logs, stumps, and similar ob- structions in and on the banks of Sacramento River between its mouth and Chico Landing; dredging obstructing shoals under oral agreements; making soundings and surveys of shoals by hired labor; repairing, by hired labor and with Government and hired plant, a portion of the, wing-dam system constructed in former years below the mouth of the Feather River; and making repairs, under oral agreement, to the United States snag boat belonging to the work. This was work of maintenance, and the amount expended thereon during the year was $41,545.72. These expenditures resulted in maintaining the projected channel depths, except for a short period, in the vicinity of the city of Sacramento and near the mouth of Feather River. The total amount expended on the existing definite project as modified, up to the close of the fiscal year ending June 30, 1914, was $363,318.93. Of this amount $37,212.71 was for original work and $326,106.22 for maintenance. The sum of $1,942.07 has been derived from sales of old property. The total amount expended on all projects to the close of the fiscal year ending June 30, 1914, was $1,104,179.14. These expenditures have resulted in obtaining and maintaining all the year round the projected channel depths in the Sacramento River, except for short periods during extreme low-water stages. -The maximum drafts that can be carried at low water June 30, 1914, are as follows: Seven feet from the mouth to the city of Sacramento, 4 feet to Colusa, 3 feet to Chico Landing, and 2 feet to Red Bluff. Chico Landing is the head of all-year-round navigation. Red Bluff is the head of navigation during the high and mean stages. Steamboats, except the United States snag boat and one trip made by a small commercial steamboat, have not visited Red Bluff for three years. 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 Chico Landing. Approximately 733,000 short tons of freight, valued at $36,000,000, and 212,000 passengers are now carried annually on the river. The traffic consists principally of general merchandise, lumber, brick, sand, gravel, grain, vegetables, and fruit. During the calendar year ending December 31, 1913, 3,332 tons of freight, consisting principally of general merchandise and fuel oil, valued at $207,366, were carried on Feather River. Extensive areas of land along the Sacramento River are under a high state of cultivation, much of which is dependent upon the stream as a means of transportation for passengers and freight. The maintenance of the projected channels is important, as much of the freight is of a perishable character and can not be subjected to delay when ready for market. Twenty-five stern-wheel and screw-propeller steamboats, 19 screw- propeller gasoline boats, 60 gasoline launches, and 45 scows and barges are regularly engaged in transporting freight and passengers RIVER AND HARBOR IMPROVEMENTS. 1341 on Sacramento River exclusively. In addition to these there are 13 stern-wheel and screw-propeller steamboats, 42 screw-propeller gasoline boats, 78 gasoline launches, and 34 scows and barges which are used a part of the time in each the Sacramento, San Joaquin, Feather, and Mokelumne Rivers. A number of gasoline and sail schooners also navigate the lower portion of the Sacramento River. 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 each year, the channels 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 d6bris in and along the Sacramento and Feather Rivers and their tributaries, including also the San Joaquin River and its tributaries, are all inseparably connected. These matters are in charge of the California Debris Commission. More extended information concerning these subjects may be found in the documents and reports referred to in the summary of the re- port of the California Debris Commission for the current fiscal year. The amount estimated as a profitable expenditure in fiscal year ending June 30, 1916, is needed to maintain the projected channel depths in the Sacramento River from its mouth to Red Bluff by removing obstructing snags, logs, trees, etc., in and along the channel; by repairing the extensive wing-dam system built in former years below the mouth of Feather River; by dredging shoals; and for the construction of a new snag boat. July 1, 1913, balance unexpended- ------------------ __ $71, 308. 65 June 30, 1914, amount expended during fiscal year, for mainte- nance of improvement______---------------------- 41, 545. 72 July 1, 1914, balance unexpended__-- __--------- _______ 29, 762. 93 July 1, 1914, outstanding liabilities__------------------________ 17. 82 July 1, 1914, balance available----------- ------------------ 29, 745. 11 Amount (estimated) required to be appropriated for completion of existing project------------ ------------------------ Indeterminate Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance_ 1110, 000. 00 (See Appendix R R 1.) 2. San Joaquin River, Cal--This stream rises in the Sierras south of Mono Lake, near the California-Nevada boundary line. After flowing southwesterly to a point about 35 miles west of the city of Fresno it turns and flows northwesterly through San Joaquin Valley to the head of Suisun Bay. The stream has a total length of approximately 350 miles. Tidal influence extends up to about San Joaquin Bridge, approxi- mately 65 miles above the mouth. The low-water discharge of the river is approximately 500 second- feet, sometimes falling as low as 300 second-feet. The maximum flood discharge is estimated to be 140,000 second-feet. 1 Exclusive of the balance unexpended July 1, 1914. 1342 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMVY. A draft of about 15 feet may be brought to the mouth of the river at low tide from the Pacific Ocean. The distance from the ocean, at the entrance to the Golden Gate, to the mouth of the river by way of San Francisco Bay, San Pablo Bay, and Suisun Bay is 50 miles. These bays and the San Joaquin, Sacramento, and Mokel- umne Rivers and their branches, sloughs, and artificial canals (dredger cuts), all go to form a large and important system of inland waterways. The navigable portion of the San Joaquin River under improve- ment consists of two distinct sections: First, the tidewater section in the extensive and fertile delta region extending from the mouth of the river up to about Stockton, a distance of 45j miles. This section is shown on Sheet E of maps printed with House Document No. 81, Sixty-second Congress, first session. It is also shown on maps printed with House Document No. 1124, Sixtieth Congress, second session. Traffic here is important and navigation is con- tinuous all the year round. Second, the section above Stockton, and especially above tidal influence at San Joaquin Bridge. This section extends from the latter point up to Firebaugh, a dis- tance of approximately 135 miles. A complete survey of this section has not been made. Here the country is thinly settled, the river ex- tremely crooked at numerous places, and the flow during the low- water season small. A rainless season of half the year or more, to- gether with the withdrawal of water from the river for irrigation, leaves a very limited amount of water during the low-water season. Above Hills Ferry, near the mouth of Merced River, about 75 miles above San Joaquin Bridge, so much water is withdrawn for irriga- tion that that portion is reduced to a series of pools separated by bars on which there is little or no flow during the low-water period. Under these conditions light-draft steamboats can ascend to Hills Ferry and occasionally to Firebaugh, during only the high and mean stages, to bring out grain. The city of Stockton is at the head of Stockton Channel. This channel connects with the San Joaquin River 43 miles above the mouth of the latter. Stockton Channel is 2 miles in length, and in addition to connecting the city of Stockton with the river its upper end forms the most important part of the harbor of Stockton. The extreme range of tide at Stockton is 32 feet. Mormon Channel enters Stockton Channel about 11 miles below the head of the latter. The lower 14 miles of Mormon Channel forms a part of the harbor of Stockton. Fremont Channel and McLeod Lake are small arms of Stockton Channel, connecting with the latter near its head, as shown on map printed with House Document No. 581, Sixty-second Congress, second session. Before improvement the low-water channel in San Joaquin River and Stockton Channel from the mouth of the former in Suisun Bay to the head of the latter at Stockton was about 6 feet, and there were a number of sharp bends and shoal places in the river below Stock- ton Channel where navigation was often seriously impeded, steam- boats being frequently delayed for hours and small' sailing vessels for days; the upper river, above Stockton Channel, and especially above San Joaquin Bridge, was, as it is yet, navigable for but a few months in the year during the high-water stage, and part of that time RIVER AND HARBOR IMPROVEMENTS. 1843 for boats drawing not more than 2 feet of water; Mormon Channel on account of deposits of sediment received by it from Calaveras River was only kept open and available for harbor purposes at Stock- ton by repeated dredging by the city, and Fremont Channel and Mc- Leod Lake were too shoal to be used for harbor purposes except to a limited extent. The first appropiration was made by the act of Congress of August 14, 1876, and was "For the improvement of San Joaquin River, California." With this and subsequent appropriations the operations have been thus far carried on with the view of providing and maintaining an improved channel 9 feet deep and 100 feet wide all the year round from Suisun Bay to Stockton; removing the worst obstructions and closing several side channels in the river above Stockton Channel with the view of aiding in some measure light-draft steamboats to ascend to Hills Ferry for wheat shipments; obtaining and maintaining so far as practicable, by dredging, a low-water channel 80 feet wide and 4 feet deep in the lower 11 miles of Mormon Channel; and dredging Fremont Channel and McLeod Lake to 9 feet at mean low water, in accordance -with the report printed in House Document No. 581, Sixty-second Congress, second session, and as authorized by the act of Congress of July 25, 1912. The expenditures during the fiscal year ending June 30, 1914, amounted to $35,544.35, of which $10,825 was for original work and $24,719.35 for maintenance. The expenditures for original work resulted in the completion of the project for dredging Fremont Chan- nel and McLeod Lake to 9 feet at mean low water. The expenditures for maintenance were principally for dredging a shoal in the upper portion of Stockton Channel and preparations for dredging shoals in the lower portion of Stockton Channel and in San Joaquin River below Stockton Channel. This dredging is necessary to restore im- portant navigable channels to the projected 9-foot depth. All dredg- ing during the past year was done by contract. The total expenditures up to the close of the fiscal year ending June 30, 1914, amounted to $653,262.34, the greater part of which has been applied to the channel between Suisun Bay and the city of Stockton. Over 3,000,000 cubic yards of material have been dredged from time to time since 1876 from Stockton Channel and from the San Joaquin River below. Eight cut-offs have been made by the United States and three by the State of California. This work has reduced the distance approximately 5 miles and provided a very much improved channel below Stockton, vessels being no longer subjected to the frequent long delays of former times. The improved channel is generally 100 feet wide and from 7 to 8 feet at low water. While the projected 9-foot channel has been ob- tained on several occasions, it has existed for short periods only. The lower portion of Mormon Channel has been dredged to the projected width and low-water depth of 80 feet and 4 feet, respec- tively, but it has been found difficult to maintain these conditions at all times on account of the considerable amount of sediment received from Calaveras River by Mormon Channel during times of high water and deposited in the quiet water of the lower portion of the latter. 1344 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Above Stockton Channel, and especially above San Joaquin Bridge, the operations have been limited to the removal of obstructing logs and snags, to the construction of several wing dams to increase the depth on bars, and to the closure of several side channels, by means of dams, to increase the flow in the main channel. These were more or less temporary improvements, and as such served their purpose. The maximum draft that may be carried June 30, 1914, over the shoalest part of each of the localities under improvement is as fol- lows: Mouth of San Joaquin River to the city of Stockton, about 6 feet at mean low water; Mormon Channel from Stockton Channel to Center Street in Stockton, about 5 feet at mean low water; San Joa- quin River from Stockton Channel to San Joaquin Bridge, 22 feet at mean low water. San Joaquin River from San Joaquin Bridge to Firebaugh can be navigated during the mean and high stages only. The commerce carried on the river above San Joaquin Bridge is very limited. Below that point the river is in fact an estriary and flows through a rich delta region consisting of numerous large tracts of fertile land under a high state of cultivation, more or less sur- rounded and protected from overflow by extensive levee systems con- structed and maintained by the landowners. Throughout the delta region there are numerous navigable branches, sloughs, and canals tributary to the main river. In excavating material for the levees the builders left many miles of canals capable of being navigated by the largest steamboats in the San Joaquin River. These canals, or dredger cuts, are subject to tidal influence, and afford the only means of transportation for the products of the reclaimed lands. While the length of the main river through the delta region is about 65 miles the aggregate length of the network of natural and artificial waterways tributary to it in that region is over 200 miles. In addition to the steamboats, launches, barges, sail schooners, etc., operated by those regularly engaged in a transportation business there are several hundred launches, barges, and scows owned and operated in the delta region by the landowners themselves. While portions of the delta region are reached by transcontinental rail- roads, three in number, no railroad has yet been built into the in- terior of the region. Consequently the bulk of the product is moved by water. Freight rates by water are low. They are also low by rail to such points as may be reached by both water and rail. Approximately 820,000 short tons of freight, valued at $38,000,000, and 205,000 passengers are now handled annually on the river. By the act of Congress approved June 25, 1910, there was adopted a project (report of survey, with maps, printed in H. Doc. No. 1124, 60th Cong., 2d sess.) for obtaining and maintaining a channel hav- ing a 200-foot bottom width and 9-foot depth from Suisun Bay to Stockton at an estimated first cost of $240,000 and $25,000 annually for maintenance, to be accomplished by dredging where necessary and making two cut-offs. This project also provides for obtaining a sufficient right of way to permit of increasing the dimensions of the waterway should this become desirable in the future. The acts of Congress of June 25, 1910, and March 4, 1913, stipulated that the land needed for the cut-offs should be furnished the United States free of cost. The lands necessary for the two cut-offs referred to in the report of survey as B and C have been acquired by local RIVER AND HARBOR IMPROVEMENTS. 1345 interests and deeded to the United States free of cost. The title papers are now in the Attorney General's Department for examina- tion and opinion as to their sufficiency to convey valid title to the United States. The control and disposition of mine debris in and along the San Joaquin and Sacramento Rivers and their tributaries with the related questions of navigation and flood control are in charge of the California Debris Commission. More extended information on these subjects may be found in the various publications referred to in the summary of the annual report of the California Debris Com- mission for the current fiscal year. No additional funds are required in fiscal year ending June 30, 1916, the balances unexpended June 30, 1914, being considered suffi- cient to carry on the work proposed. SAN JOAQUIN RIVER, INCLUDING STOCKTON AND MORMON CHANNELS (MAINTE- NANCE.) July 1, 1913, balance unexpended_-- ----------------- __ $82, 138. 26 June 30, 1914, amount expended during fiscal year for maintenance of improvement---- ---------------------- ------------- 24, 294. 35 July 1, 1914, balance unexpended--------------------------- 57, 843. 91 July 1, 1914, outstanding liabilities_____-----------______ _____ __ 6. 26 July 1, 1914, balance available------------------------------ 57, 837. 65 FREMONT CHANNEL AND M'LEOD LAKE, STOCKTON HARBOR. July 1, 1913, balance unexpended ----------- _________ $10, 825. 00 June 30, 1914, amount expended during fiscal year for works of improvement----------------------------------------- 10, 825.00 FREMONT CHANNEL AND M'LEOD LAKE, STOCKTON HARBOR (MAINTENANCE). July 1, 1913, balance unexpended____-------_---------____ ______ $500. 00 July 1, 1914, balance unexpended------------------- ----------- 500. 00 STOCKTON AND MORMON CHANNELS (MAINTENANCE). July 1, 1913, balance unexpended_______-----__----- _______ $1, 000. 00 June 30, 1914, amount expended during fiscal year for maintenance of improvement -------------------------- - 425. 00 July 1, 1914, balance unexpended------------------------------ 575.00 SAN JOAQUIN RIVER (9-FOOT CHANNEL AND CUT-OFFS.) July 1, 1913, balance unexpended-------------- ------------- $199, 632. 00 July 1, 1914, balance unexpended ------------------------- 199, 632. 00 CONSOLIDATED. July 1, 1913, balance unexpended---------------------------$294, 095. 26 June 30, 1914, amount expended during fiscal year: For works of improvement______---------------- $10, 825. 00 For maintenance of improvement- ------------- 24, 719 35 - 35, 544. 35 July 1, 1914, balance unexpended.--- -------- ..--------- 258, 550. 91 July 1, 1914, outstanding liabilities ------ --------------------- 6. 26 July 1, 1914, balance available------------------------------ 258, 544. 65 (See Appendix R R 2.) 60993"--ENG 1914----85 1846 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 3. Stockton and Mormon Channels, Cal.-The city of Stockton is at the head of Stockton Channel. This channel connects with the San Joaquin River 43 miles above the mouth of the latter and affords the only means of transportation by water to and from Stockton for a large and valuable commerce. Stockton Channel is 22 miles in length, and in addition to connecting the city of Stockton with the river its upper end forms the most important part of the harbor of Stockton. The extreme range of tide at Stockton is 3 feet. Mormon Channel enters Stockton Channel about 14 miles below the head of the latter. The lower 14 miles of Mormon Channel forms a part of the harbor of Stockton. Calaveras River rises in the Sierras, flows westward, passing north of Stockton, and empties into San Joaquin River about 5 miles below Stockton. The banks of the Calaveras River where the latter flows through the foothills are easily eroded and there are numerous sharp bends. These conditions result in much cutting of banks during floods along the Calaveras River in the foothills, and considerable land is washed away and carried downstream. A large amount of this material is discharged by the Calaveras River into Mormon Channel near Bellota, and was formerly deposited in the navigable portions of Mormon Channel and in Stockton Channel to the detri- ment of navigation. Much dredging was necessary to keep the navi- gable portions of the channels free of the material. Following joint resolution of Congress, approved July 1, 1898, there was submitted a report of survey (report printed with maps in H. Doc. No. 152, 55th Cong., 3d sess., and without maps in the An- nual Report of the Chief of Engineers for 1899, pt. 4, pp. 3188- 3193), which provided for preventing the material discharged in Mormon Channel by Calaveras River from reaching the lower por- tion of Mormon Channel and Stockton Channel, this to be accom- plished by diverting the flow of Mormon Channel by means of a dam across that channel several miles east of Stockton, a canal about 5 miles long extending from this dam to the Calaveras River at a point 3 miles north of Stockton, and increasing the capacity of the channel of Calaveras River thence to the San Joaquin River. The estimated cost of the project was $224,316, exclusive of the cost of the necessary rights of way, which latter, under the terms of the act of Congress of June 13, 1902, adopting the project, were to be furnished the United States free of cost. On account of the increase in the cost of doing work, which took place between the time the first estimate was made in 1898 and the time the necessary rights of way were turned over to the United States in 1907, an increase in the estimate of cost amount- ing to $56,079 became necessary. There were no operations and no expenditures during the past fiscal year. The total amount expended up to the close of the fiscal year ending June 30, 1914, was $245,743.41. Of this amount $3,623.89 was for maintenance. These expenditures resulted in the construction of the projected dam across Mormon Channel, the completion of the canal thence to the Calaveras River, the partial enlargement of the capacity of the channel of Calaveras River below the lower end of the canal, RIVER AND HARBOR IMPROVEMENTS. 1347 and in making the necessary changes in a number of wagon and railroad bridges and their approaches. The works have accomplished the desired result in part. The act of Congress approved July 25, 1912, provided for a pre- liminary examination or survey of- Stockton and Mormon Channels, Cal., including the diversion canal, with a view to determining what, if anything, may or should be done by the United States, either alone or in conjunction with the city of Stockton and the State of California, or with either of them, in order to increase the capacity of said diversion canal from its upper end in Mormon Channel to the mouth of Cala- veras River, in the San Joaquin River, so that said canal shall carry the entire flood flow of Mormon Channel and thus prevent the deposit of material in the navigable portion of Stockton and Mormon Channels. The report called for by the act of July 25, 1912, was submitted by the district engineer officer March 13, 1913, and was printed in House Document No. 256, Sixty-third Congress, first session. For the reasons set forth in this report no further work other than that of maintaining the existing works is contemplated. The existing works are maintained under the appropriation for improving San Joaquin River. The funds now available for maintenance are suffi- cient for all needs during the fiscal year ending June 30, 1916: July 1, 1913, balance unexpended--------------------------- $34, 659. 92 July 1, 1914, balance unexpended----------------------------34, 659. 92 (See Appendix R R 3.) 4. Mokelumne River, Cal.-This stream rises in the Sierras in eastern California, flows westward across central California, and empties into the San Joaquin River 20 miles above the mouth of the latter in Suisun Bay. In its upper portions the Mokelumne is a mountain stream, more or less torrential. In the lower part of its course it enters the delta of the San Joaquin and Sacramento Rivers, connects with other navigable sloughs, and is subject to tidal in- fluence. This circumstance makes the lower portions of the stream navigable. Tidal influence extends up to a point about 2 miles above the Galt-New Hope Bridge, or approximately 23 miles above the mouth of the river. The low-water discharge of the river is about 200 second-feet, sometimes falling as low as 50 second-feet. The maximum flood discharge is estimated at 20,000 second-feet. A draft of about 15 feet may be brought to the mouth of the Mokelumne at low tide from the Pacific Ocean. The distance from the ocean, at the entrance to the Golden Gate, to the mouth of the river by way of San Francisco Bay, San Pablo Bay, Suisun Bay, and San Joaquin River is 70 miles. In 1881 an estimate amounting to $8,250 was submitted for remov- ing snags, overhanging trees, etc. (report printed in the Annual Re- port of the Chief of Engineers for 1882, pt. 3, pp. 2637-2640). The first appropriation for improvement, $8,500 in amount, was made by the act of Congress of July 5, 1884. Since that time small appropria- tions have been made from time to time, and they have been applied toward obtaining and maintaining low-water steamboat channels by removing snags, overhanging trees, and occasional dredging. 1348 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The following low-water depths are now maintained to meet the requirements of the class of boats which use the stream: Depth Miles (feet). (approxi- mate). Mouth of river to lower junction of North and South Forks.......................... 9 4 Lower junction of the North and South Forks to Snodgrass Slough by way of North Fork ...................................... ....................................... 9 8 Snodgrass Slough to upper junction of North and South Forks at New Hope Landing. 6 1 Lower junction of the North and South Forks to upper junction of those forks at New Hope Landing by way of South Fork.................................... 9 14 New Hope Landing to Galt-New Hope Bridge ..................................... 3 8 The course of the Mokelumne River throughout is shown on map at page 2492 of the Annual Report of the Chief of Engineers for 1881 (pt. 3). Its lower (navigable) portions are shown on map No. 7 (sheet E) printed with House Document No. 81, Sixty-second Con- gress, first session. The interests of navigation, the control of floods, and the control and disposition of mine debris in and along the Sacramento and San Joaquin Rivers and their tributaries are in charge of the Cali- fornia Debris Commission. More extended information on these subjects may be found in the various publications referred to in the summary of the annual report of the California Debris Commission for the fiscal year ending June 30, 1914. The low-lying country along the lower portions of the stream are under a high state of cultivation, being protected from overflow by levees built and maintained by the property owners. The expenditures during the past fiscal year were $232.40, for removing obstructing snags, logs, and stumps in the channel and along the banks. This was work of maintenance, and was done by hired labor and Government plant. The total amount expended on the project up to the close of the fiscal year ending June 30, 1914, was $29,902.05, principally for maintenance. One steamboat company operates a steamboat between San Fran- cisco and New Hope Landing and other points on Mokelumne River below New Hope Landing. This boat makes about three round trips weekly between San Francisco and Mokelumne River points, depending upon the amount of freight offered. In addition to the steamboat referred to, there are numerous gasoline boats, scows, and barges which are used a part of the time in the Sacramento, San Joaquin, Feather, and Mokelumne Rivers. Approximately 90,000 short tons of freight, valued at $5,000,000, and 1,500 passengers are now carried annually on the river. The traffics consists principally of grain, fruit, vegetables, live stock, and miscellaneous merchandise. The additional funds needed in fiscal year ending June 30, 191°6, are necessary to maintain the projected channels by dredging shoals and removing snags, logs, and trees. RIVER AND HARBOR IMPROVEMENTS. 1349 July 1, 1913, balance unexpended_ ------------------------------ $1, 330. 35 June 30, 1914, amount expended during fiscal year, for mainte- nance of improvement ___--_-._____ ____ . 232. 40 July 1, 1914, balance unexpended______ ____- -__ -______ 1, 097. 95 Amount (estimated) required to be appropriated for comple- tion of existing project____________-______________-_ Indeterminate. Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-______ ____ 11, 000. 00 (See Appendix R R 4.) EXAMINATION OF MOKELUMNE RIVER, CAL., IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED MARCH 4, 1913. Report dated October 1, 1913, on preliminary examination of Mokelumne River, Cal., at and between the junctions of North and South Forks thereof, and the junctions of the North Fork thereof with Snodgrass Slough, and the junctions of said Nor~ Fork of said river and said slough with the Sacramento River, required by the river and harbor act of March 4, 1913, 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 Con- gress and printed in House Document No. 845, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. The local officer was also charged with the duty of making prelimi- nary examinations and surveys required by the river and harbor acts of February 27, 1911, and March 4, 1913, as follows, and reports thereon will be duly submitted when received: 1. San Joaquin River, Cal., with a view to its improvement up to a point at or near Herndon by means of locks and dams or otherwise. 2. Mokelumne River, Cal., with a view to its improvement from the Galt-New Hope Bridge to a point at or near Woodbridge. 3. Feather River, Cal., from its mouth up to Marysville, with a view to deepening and straightening the channel and to determining what other improvements are necessary in the interests of navigation, consideration being given to any proposition for cooperation on the part of State or other local interests. IMPROVEMENT OF RIVERS AND HARBORS IN THE FIRST DISTRICT, PORTLAND, OREG. This district was in the charge of Maj. Jay J. Morrow, Corps of Engineers, to May 13, 1914, having under his immediate orders Capt. T. H. Dillon, Corps of Engineers; and in charge of Lieut. Col. C. H. McKinstry, Corps of Engineers, since that date, having under his immediate orders Capt. Dillon. Division engineers Lieut. Col. Thos. H. Rees, Corps of Engineers, to March 12, 1914, and Lieut. Col. C. H. McKinstry, Corps of Engineers, since that date. 1. Coquille River, Oreg.-The Coquille River rises in several forks in the Coast Range of mountains, flows in a general westerly direc- tion about 100 miles, and empties into the Pacific Ocean at Bandon, 1 Exclusive of the balance unexpended July 1, 1914. 1350 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. about 225 miles south of the mouth of Columbia River and 420 miles north of San Francisco Bay, Cal. Before improvement the channel at the mouth skirted the south headland for some distance, as shown on map opposite page 2682, Annual Report of the Chief of Engineers for 1882, and was shoal, shifting, and studded with dangerous rocks. The depth over the bar was usually about 3 feet at low tide, and was available for small coasting boats only. Just inside the entrance the river widens to a basin about 2 miles long, with an average low-water width of 700 feet. A short distance above the basin, near Bullards Ferry, the low-water width becomes 500 feet. Up to the junction of the North Fork, a mile below the town of Myrtle Point, the river presents the appearance of a natural canal. At Coquille, 25 miles from the mouth, the low-water width was 200 feet, and at Myrtle Point, 12 miles above, 100 feet. The average range of tide at the mouth is 4.2 feet, and the tidal influence extends upstream to Myrtle Point, 37 miles. From the entrance to the town of Coquille, 25 miles, the river be- fore improvement had a controlling depth at mean lower low tide of 5 feet on several bars, with a channel width varying from 50 to 500 feet, and was more or less obstructed by snags, and, near Bandon, by submerged rocks, but could be navigated for that distance by such vessels as could cross the bar. Between Coquille and Myrtle Point, a distance of 12 miles, the river was navigable for small light-draft steamers at high tide, in a channel in places less than 50 feet in width, obstructed by snags, and having a controlling depth at low tide of not more than 1 foot. During the rainy season heavy freshets occur in the river, which overflows the bottom land and brings down deposits of silt and gravel. Below the North Fork the banks and bottom of the river are mostly sand and silt; above the fork a succession of gravel shoals. The original project for improvement was adopted by Congress in the act of June 14, 1880, 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 its original mouth, these jetties to run out to sea a sufficient distance to create and maintain a channel 12 feet deep at low tide, at an estimated cost of $164,200. 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, constitute the previous project. The revised estimated cost was $283,018.04. This project was completed in 1908, since which time no work has been done in maintaining the jetties, which have remained in fairly good condition, although their outer ends have been beaten down slightly by the heavy seas. During the past two years the sea has twice made a breach around the shore end of the north jetty. The depth in the bar channel has been well maintained and not less than 8 feet at low tide has been reported since completion of the jetties. RIVER AND HARBOR IMPROVEMENTS. 1351 The amount expended on the original and modified project, prior to the adoption of the present project, is $351,192.75, of which $41,467.17 was applied to maintenance and $6,883.90 for snagging the river. The existing project, which has not been modified, was 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 140 feet in width through the Bandon Shoal, and 100 feet in width through other shoals up to Coquille, the channel to be 9 feet in depth between Coquille and Riverton, and 10 feet in depth between Riverton and the mouth and the constructing of some regu- lating works, at an estimated cost of $50,000, with $6,000 annually for maintenance, all of which was appropriated by the act. This project was completed July 13, 1912, at a cost for improvement of $54,648.15. The river and harbor act of July 25, 1912, provided for a pre- liminary examination of Coquille River and Bar Entrance, Oreg., including consideration of any proposition for cooperation on the part of local interests. The report is published in House Document No. 890, Sixty-third Congress, second session. This examination resulted in an unfavorable recommendation by the Board of Engi- neers for Rivers and Harbors, under date of February 11, 1914, for any improvement at that time. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth 1................................... Senate.. 120 Forty-third... First... .......... Do.' .........- ................ ............................ ........ ......... 1879 1806 Do.............. .................... - .. ....... ... ........... .......... 1881 2596 Coquille City to Myrtle Point 1................... ...................... ... . 1887 2498 Do.2.. . ............................. .... ........... ..... 1895 3351 Do.2.......... ........................ House... 399 Sixtieth ...... First........ ....... Mouth to Myrtle Point' North Fork Coquille River 2.. .................. ... do..... ............ .. do..... 673 192 Sixty-first .... Sixty-third.... Second... .... ....... First. .............. East Fork Coquille River ... . ..... ... do..... 197 ..... do..........do.............. Coquille River and Bar Entrance 2.........do..... 890 ..... do ...... Second............. No maps. 2Contains maps. *Basis of project adopted by Congress. Operations during the fiscal year consisted in the work of main- taining the completed project by redredging the channels and re- moval of snags by hired labor and use of Government plant; 29,007 cubic yards of sand removed. The amount expended during the fiscal year, $5,645.22, was applied to maintenance of the project. 1352 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The total amount expended on existing project to close of the fiscal year ended June 30, 1914, was $65,593.98, of which $10,945.83 was applied to maintenance. Received from sales, $905.95. The total amount expended on all projects to the end of the fiscal year, June 30, 1914, is $416,786.73, of which $52,413 was applied to maintenance and $6,883.90 for snagging. In addition to the foregoing expenditures the local interests have expended about $7,600 in maintaining the channels and in snagging. All adopted projects have been completed and only maintenance work is in progress. The work done on all projects has resulted in a channel across the bar with a least depth, on June 30, 1914, of 10 feet at mean lower low water. Vessels drawing 13 feet successfully cross the bar. From the bar to Coquille, 25 miles, there is now a channel with a minimum width of 80 feet and a controlling depth of 9 feet at mean lower low water. Between Coquille and Myrtle Point, 12 miles, the channel is from 50 to 70 feet in width with a controlling depth at mean lower low water of about 1 foot. The tidal range on the bar is 4.2 feet and at Myrtle Point it is about 1 foot. During the rainy season, November to March, the river freshets increase the depth of the channel several feet. North Fork, 36 miles above the mouth, is considered the head of navigation, but during the rainy season boats can ascend the North and South Forks a few miles. The improvement has also resulted in a greatly increased water- borne traffic and has had a beneficial effect on freight rates, as ocean- going steamers can now ascend the river to Coquille, 25 miles above the entrance. 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 1913 amounted to 196,817 short tons, valued at $3,285,554. The exports consist principally of lumber, live stock, and farm products and the imports of general merchandise, machinery, etc. The amount estimated will be required to maintain the projected depths over the various shoals between Bandon and Coquille for one year and extend the north jetty from its inner end shoreward to close the breach made by the sea during the winter storms. Comparative statement .of trafic. Short Estimated Short Estimated Calendar years. tons. value. calendar years. tons. value. 1904......................... 60,944 $1,322,058 1909..................... 85,127 $2,110,898 1905........................ 45,455 1,105,750 1910.................... 208,586 3,129,982 1906.......... .......... . 67,288 1,119,716 1911.................... 130,781 2,724,269 1907........................ 60,504 1,367,634 1912.................... 193,496 3,054,556 1908........................ 68, 426 1,375,938 1913.... 196, 817 3, 285,554 RIVER AND HARBOR IMPROVEMENTS. 1353 July 1, 1913, balance unexpended - ----------- $6, 764. 44 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ---------------------------------------------- 5, 645. 22 July 1, 1914, balance unexpended----------------- 1, 119. 22 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 .... ________--_ 26, 000. 00 Amount available for fiscal year ending June 30, 1915_________- 27, 119. 22 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance------------ 76, 000. 00 (See Appendix S S 1.) 2. Entrance to Coos Bay and Harbor, Oreg.-Coos Bay is a tidal estuary on the Pacific coast, in Oregon, about 200 miles south of the mouth of Columbia River and 445 miles north of San Francisco Bay, Cal. Next to Humboldt Harbor, in California, it is the principal harbor between the mouth of Columbia River and San Francisco. Its tidal area is about 15 square miles, which includes over 1,000 acres of anchorage area of not less than 18 feet depth at mean lower low tide. The average rise of tide above mean lower low water at the bar is 5.9 feet, which decreases slightly within the bay. 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 channel was un- stable and followed the west side of the north spit in a tortuous course. At that time it was used by small coasting vessels. In its original condition the bay ship channel to Marshfield was obstructed by several shoals, the controlling depth on Pony Slough Shoal being about 12 feet at mean lower low tide, and on the Hogs- back Shoal, near Marshfield, about 8 feet at the same stage. The first project for improvement was approved by the Secretary of War November 24, 1879, and provided for the construction of a half-tide jetty from a point inside the entrance about 250 yards be- low 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, at an estimated cost of $600,000. The object of this jetty was to pre- vent accretion to the south end of the sand spit on the north side of the entrance and to open and maintain a deeper and more direct channel across the bar. A total of $213,750 was expended on this project and 1,761 feet of jetty constructed when operations were suspended, July 21, 1890. The second project was for increasing the depth across the bar to 20 feet, and was adopted by act of Congress approved September 19, 1890. The estimated cost was $2,466,412, and provided for the con- struction of a north jetty, 9,600 feet long, and a slightly converging south jetty, 4,200 feet long, and leaving an entrance width of about 1,500 feet. The projected depth was obtained by the construction of 9,520 feet of north jetty, which was completed in 1894. From 1894 to 1901 the work on this project consisted of restoration of jetty en- rockment which was beaten down by the sea. Active work was dis- continued in March, 1901. Between 1901 and 1909 no work in con- nection with jetty was done. In 1909 the balance of the appropria- 1 Exclusive of amount available for fiscal year 1915. 1354 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARM Y. tion ($23,920.49) was applied to dredging the inner harbor. The total expenditure under this project is $721,720.76, of which $524,- 999.44 was applied to jetty construction, $172,800.83 to maintenance of jetty and other charges, and $23,920.49 was applied to dredging shoals in the inner bay, which work was authorized by act of March 3, 1909. Received from sales, etc., $6,819.33. The amount expended on original and modified projects prior to adoption of the present project is $935,470.76 by the United States, $21,270.41 by local interests, and $45,426.51 for dredging Coos Bay. (See Annual Report of Chief of Engineers, 1906, pp. 736-737.) The existing project, which has not been modified, was adopted by the river and harbor act of June 25, 1910, and is in accordance with plan printed in House Document No. 958, Sixtieth Congress, first session. It provides for construction and operation of a seago- ing hydraulic dredge for deepening the channel over the bar and for dredging the channels within the bay, with a view to securing a channel from 200 to 300 feet in width with a depth of 18 feet at mean lower low tide up to the town of Marshfield. The estimated cost is $500,000, and the cost of maintenance $60,000 annually. The above-mentioned act appropriated $350,000 for constructing the dredge and $50,000 to be applied to dredging within the inner bay. The river and harbor act of March 4, 1913, made an appropriation of $80,000 for maintenance of the completed channels and for equip- ping and operating the bar dredge heretofore authorized, and also provided that- The Secretary of War is authorized and directed to use any additional moneys that may be placed at his disposal by the port of Coos Bay, or by any other organization or by individuals, for the improvement of the inner harbor of Coos Bay, and the said Secretary is also authorized, in his discretion, to use any Government plant available in connection therewith at such times as it may not be needed and employed on other work authorized by Congress. The portion of this project relating to the 18-foot channel was completed September 15, 1912. References to esamination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Entrance ...................................... ....................(1879 1791 D1880 2323 Do. ...... ... ........... ... ...................... ........... 1890 2936 Harbor at Coos Bay, Oreg. (dredging) 1................. ........ 1906 736 Entrance and bay 1 2................. House... 958 Sixtieth..... First............... Entrance 1........................... ...do.... 284 Sixty-second. Second..... ... .... 1No map. 2Basis of project adopted by Congress. The construction of the seagoing hydraulic dredge Colonel P. 8. Michie, provided for by the river and harbor act of June 25, 1910, was completed in December, 1913, at a cost of $378,198.63, and left Seattle, Wash., January 6, 1914, for the Columbia River, where she was tried at actual dredging in smooth water to familiarize her crew RIVER AND HARBOR IMPROVEMENTS. 1355 with their duties until January 20, 1914, and was then transferred to Coos Bay for work at that place. The weather was so stormy dur- ing the winter months that very little dredging was possible on the bar. The Michie continued operations on the bar, whenever weather conditions permitted, until May 29, 1914, when, while lying at anchor in the harbor, she was disabled by being rammed by the steamer A. M. Simpson, which sheered while passing down the channel. The Michie was temporarily repaired and proceeded to Portland, Oreg., for permanent repairs, which were practically completed at the close of the fiscal year. The dredge worked on Coos Bay bar 49 days, making a total of 258 working hours, of which 160 hours was actual dredging, and removed 136,747 cubic yards of sand from the bar channel, which was deposited in deep water about a mile west of the bar. During April and May, 1914, the Michie worked on Pony Slough Shoal within the bay and removed 6,431 cubic yards of sand, which was deposited in deep water within the bay. A survey made in February, 1913, showed a controlling depth of only 17 feet at mean lower low tide, and reports of masters of vessels navigating the bar indicate this depth had not improved much, if any, before the dredge started work. A survey made during the latter part of June, 1914, shows a controlling depth of not less than 22 feet at mean lower low tide, an increase of 5 feet, most of which it is safe to assume is due to the operations of the dredge. On June 2, 1914, the 18-inch pipe-line Government dredge Oregon was transferred to Coos Bay and since that date has been undergoing repairs preparatory to work of maintaining the channels in the bay. No work was done at Coos Bay by this dredge during the fiscal year. The amount expended on the present project during the fiscal year 1914 is $146,889.26, of which $5,477.89 was applied to mainte- nance of 18-foot channel within the bay, $24,567.17 for operating the dredge Michie, and $116,844.20 for completion of contract for construction of the dredge Michie. The total amount expended on the present project to the end of the fiscal year 1914 is $497,996.22, of which $89,752.53 was applied to dredging 18-foot channel, $5,477.89 applied to maintenance of 18-foot channel, $378,198.63 for construction of dredge Colonel P. S. Michie, and $24,567.17 for operating the dredge Michie. The total amount expended by the United States on all projects to the end of the fiscal year 1914 is $1,478,893.49, of which $184,278.72 was applied to maintenance and $378,198.63 to the construction of the dredge Michie. Of the total amount stated there was expended for dredging channels within the bay $23,290.49 from funds appro- priated for project of 1890 and $45,426.51 under appropriations for "Harbor of Coos Bay (dredging)." (See Annual Report of the Chief of Engineers for 1906, pp 736-737.) At the close of the fiscal year 1914 the 18-foot channel within the inner bay was completed, and it is estimated that at least one sea- son's dredging on the bar will be required in order to obtain a depth which can be maintained by dredging. Local interests, consisting of the port of Coos Bay, the town of Marshfield, and other local interests, have since the beginning of the improvement work within the bay to the end of the fiscal year ended 1356 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. June 30, 1913, contributed $39,315.86 for dredging channels within the bay. During the fiscal year 1914 the port of Coos Bay raised $600,000 by the sale of bonds for the purpose of dredging a channel 300 feet wide and 25 feet deep at mean lower low tide from a point above Marshfield to deep water in the lower bay, a distance of 14 miles, with turning basins opposite Marshfield and North Bend 500 feet in width. Under permit from the Secretary of War, dated August 12, 1913, the port began active operations August 13, 1913, under a contract with the Puget Sound Bridge & Dredging Co., for the fore- going work. The 20-inch pipe line dredge Seattle was used for this work and during the fiscal year excavated from the proposed chan- nel 2,562,055 cubic yards of sand, silt, and oyster shells, which was deposited on the adjacent shore behind bulkheads and dikes, at a cost of $293,308.64 for dredging the projected channel. The total amount expended for improvement of entrance to Coos Bay and Harbor, from all sources, to the end of the fiscal year 1914 is $1,811,517.99, of which $184,278 was applied to maintenance, $378,198.63 for the construction of the dredge Michie, and $332,624.5.0 contributed by local interests. The work accomplished is a channel depth of 22 feet at mean lower low tide across the entrance bar, about 500 feet in width; a controlling depth of 18 feet at mean lower low water in a channel not less than 200 feet wide between the bar and the lower end of the town of North Bend, a distance of 10 miles; a channel 500 feet wide with a depth of 25 feet at mean lower low water from the lower to the upper end of the town of North Bend, 6,000 feet; a channel 200 feet wide and 18 feet deep between the town of North Bend and stave mill, a distance of 6,000 feet; a channel 300 feet wide and 25 feet deep between the stave mill and the lower end of Marshfield, 4,500 feet; a channel 500 feet wide and 25 feet deep from the lower end to the upper end of the town of Marshfield, 4,000 feet; and a channel 25 feet deep and the full width between harbor lines (150 to 300 feet) from the upper end of Marshfield to the upper end of Bay City, about 6,000 feet. The maximum draft that could be carried on June 30, 1914, was 22 feet at high tide. The variation on the bar above the plane of lower low tide is 5.9 feet and decreases slightly within the bay. The length of waterway in the bay under improvement is 15 miles. The head of navigation for ocean-going steamers is Bay City, about 14 miles from the bar entrance, above which point there is about 50 miles of available 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 head- waters 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 1913 amounted to 473,376 short tons, valued at $8,391,415. The bay and ocean form the only means of transporting products to outside markets, and the improvement has the effect of increasing the cairying capacity of vessels using the channel, with a consequent decrease of freight rates. RIVER AND HARBOR IMPROVEMENTS. 1357 The appropriation recommended for the fiscal year 1916 will be applied to maintaining the completed channels in Coos Bay and to continuing improvement of the entrance channel, including opera- tion, repair, and alteration of the bar dredge. Comparative statement of traffic. Short Estimated Calendar Short Estimated Calendar years. tons. value. Calendar years. tons. value. 1904........... ... .... 136,958 $3,557,984 1909................ .... 281,008 $7, 968,610 1905......... ............. 178,945 3,901,906 1910.................. . 242,942 7,377,088 1906...................... 184,455 5,900,017 1911................ .... 303,008 7,097, 617 1907 .................... 167,562 6,400,000 1912............ 406,727 8,519,550 1908 ........................ 216,631 7,077,140 1913.............. ...... 473,376 8,391,415 July 1, 1913, balance unexpended $175, 991. 61 .-------------------------- June 30, 1914, amount expended during fiscal year: For works of improvement___________________ $141, 411. 37 For maintenance of improvement---------------5, 477. 89 146, 889. 26 July 1, 1914, balance unexpended------------------- -- 29, 102. 35 July 1, 1914, outstanding liabilities-------------------------- 20, 200. 00 July 1, 1914, balance available___________------------- 8, 902. 35 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_7-------------------------------- 0, 000. 00 Amount available for fiscal year ending June 30, 1915__________-78, 902. 35 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance-------- 80, 000. 00 (See Appendix S S 2.) 3. Coos River, Oreg.-Coos River is the principal tributary of Coos Bay and rises in two forks in the Coast Range of mountains about 85 miles north of the south boundary of the State and flows about 55 miles in a general westerly direction, where the two forks unite, and flows for a farther distance of 5- miles, and empties into Coos Bay nearly opposite the town of Marshfield. The river from its mouth to the fork, 5-1 miles, is moderately straight, from 400 to 700 feet in width, and navigable at any stage of tide for boats drawing 6 to 7 feet. Both forks are navigable for light-draft steamers at high tide for a distance of about 8 miles. From the mouth to the fork the range of tide is about 5 feet. At the head of navigation on both forks it is about 2-1 feet. Freshets sometimes cause the river to rise 15 to 20 feet. Before improvement the river was obstructed by bowlders and snags. The minimum usable low-water depth from the mouth of the river to the ocean (13 miles) is 18 feet. The original or existing plan of improvement, which has not been modified, adopted by .act of June 3, 1896, and based on the survey 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 esti- 1 Exclusive of amount available for fiscal year 1915. 1358 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. mated 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. This project was completed in August, 1899, and it was then esti- mated that an appropriation of $1,500 every two years would be re- quired for maintenance. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to head of navigation 1................ House... 42 Fifty-second.. Second.. 1893 3437 Do............................ ........ .do..... 2 3237 Fifty-third.... Third... 11895 3502 1No maps. 2 Contains maps. s Basis of project adopted by Congress. Operations during the fiscal year consisted of maintenance of the project by dredging and removal of bowlders and snags by hired labor and use of Government plant; 2,768 cubic yards of sand was dredged from the channel of the North Fork and 150 bowlders and 68 snags were removed; 6,716 cubic yards of sand was dredged and 184 bowlders and 34 sunken logs and snags were removed from the South Fork. The expenditure for the fiscal year ended June.30, 1914, is $2,586.09, which was applied to maintenance. The total expenditure on existing, which is the original, project to the close of the fiscal year 1914 is $21,514.44, of which $13,514.44 was applied to maintenance. The project,*which was completed in August, 1899, has resulted in a safer and better channel for navigation. The maximum draft that can be carried to the head of navigation June 30, 1914, is 3 feet at mean lower low tide, in a channel 50 feet wide. To the forks a draft of 10 feet can be carried at high water. The range of tide is about 5 feet from the mouth to to the forks and 2 feet at the head of navigation on both forks, so that boats drawing less than 5 feet can navigate to the head of tidewater, about 14 miles above the mouth. The annual freshets necessitate some dredging and snagging each year. 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 and gasoline launches 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 1913, including supplies, machinery, etc., received, to 67,259 short tons, valued at $2,075,695. RIVER AND HARBOR IMPROVEMENTS. 1359 The $3,000 asked for will be applied to maintenance of the project for dredging and removal of snags for the two years ending June 30, 1916. Comparative statement of trafic. Short Estimated Short Estimated Calendar year. tons. value. Calendar year. tons. value. 1904............................ 49,907 $1,033,758 1909......................... 45,908 $1,991,849 1905......................... 44,398 1,179,974 1910...................... 40,150 1,528,343 1906......................... 35,537 1,246,684 1911.................... 68, 434 1,940, 052 1907 ..................... 42,073 1,613,948 1912 ......................... 82,364 1,883,944 1908 ..................... 36, 697 1, 679,161 1913.... ................. 67,259 2,075,695 July 1, 1913, balance unexpended______________________ ____ $3, 071. 65 June 30, 1914, amount expended during fiscal year, for maintenance of improvement --------------------------------------- 2, 586. 09 July 1, 1914, balance unexpended--------_--------------- -_ 485. 56 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement------------------- 3, 000. 00 (See Appendix S S 3.) 4. Mouth of Siuslat River, Oreg.-The Siuslaw River rises in the Coast Range of mountains, flows about 110 miles in a westerly direc- tion, and empties into the Pacific Ocean at a point about 485 miles north of San Francisco, Cal., and 160 milds south of the mouth of the Columbia River. It enters the sea through a shifting sand beach. The obstruction at the entrance is a shoal outer bar with deficient depth and shifting channel. The bar channel before improvement changed 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 mean lower low tide. The aver- age rise of the tide above this plane at the entrance and within the harbor is 6.4 feet. The river between the entrance and Florence, throughout a dis- tance of about 4 miles, has a width of from 500 to 1,000 feet, with controlling channel depths of about 8 or 9 feet at mean lower low tide. From Florence to Acme, 3 miles, the river is from 100 to 600 feet in width and has a controlling depth, for a distance of about 1,500 feet, of 5 feet. The general depth is about 9 feet at mean lower low water. From Acme to Mapleton, a distance of 12 miles, the river has a width of from 100 to 500 feet and a controlling depth of about 8 feet at mean lower low water. Mapleton is a short dis- tance below the rapids, and small river steamers drawing 4 to 5 feet make regular trips throughout the year to this point to connect with a stage line to Eugene, Oreg. The tidal influence extends to the foot of the rapids and is about 3 feet. Above the rapids, which are about 19 miles from the ocean, the river is a rapid mountain stream ob- structed by rocky reefs and bowlders, and not suitable for naviga- tion by steamboats or launches at any stage. There are three towns on the Siuslaw River-Florence, with a population of about 500; Acme, with a population of about 200; and Mapleton, with a population of about 80. * 1 Exclusive of the balance unexpended July 1, 1914. 1360 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Under appropriation of $50,000 by act of Congress September 19, 1890, the Secretary of War on August 4, 1891, approved a project for improvement which provided for the construction of two rubble- stone 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 was only partially carried out. Four thousand and ninety feet of the north jetty was built. Nothing was done on the south jetty. The north jetty 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 ex- pected depth at low tide in the bar channel was not 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. The sum of $162,312.10 was expended on this project, of which $10,611.27 was applied to maintenance, surveys, etc. On June 8, 1908, the citizens of Lane County, Oreg., asked permis- sion to improve the mouth of Siuslaw River, and more particularly to construct the south jetty, in conformity with the plans and report made by Capt. W. C. Langfitt, Corps of Engineers, dated February 5, 1903. It was proposed by the applicants to construct as much of the south jetty as could be done by the expenditure of $100,000. On April 25, 1909, the local interests voted for the incorporation of the port of Siuslaw and, under permit from the Secretary of War dated July 23, 1908, entered into a contract December 24, 1909, with Robert Wakeffeld for the construction of the south jetty as far as their available funds ($100,000) would permit. Work began in Feb- ruary, 1910, and 2,940 feet of tramway had been built and 65,500 tons of enrockment placed by June 18, 1911, at a cost of $89,509.11, when th.e work was suspended as the available funds were nearly exhausted. Part of the old Government plant belonging to Coquille River was loaned for use on this work. The existing project, which has not been modified, was adopted June 25, 1910, and 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. This estimate was increased to $651,000 for construction on account of increased quantity of enrockment due to scour of bottom in line of jetty. RIVER AND HARBOR IMPROVEMENTS. 1361 The act of June 25, 1910, appropriated $50,000 and authorized con- tinuing contracts not exceeding $165,500, and provided that the port of Siuslaw or other local agency should furnish the sum of $215,000 in funds or accomplished work. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Sinslaw Bay: Mouth 1................... ......... Senate.. 39 Forty-sixth.. Third.. ...... .. ..... Mouth to Acme 1..................... House... 71 Fifty-first... .First.... 1890 2999 Do................................ ................ ..... ... .... 1891 3173 Do.1........................... .. ...... ... ........ 1903 ............ 2229 Mouth 2 3............. ........ ....... House... 648 Sixty-first.... Second.............. Florence to Acme 2... ................. do..... 113 Sixty-third.... First........ ....... 1No maps. 2 Contains map. a Basis of project adopted by Congress. The provisions of the river and harbor act of June 25, 1910, were amended by the river and harbor act of February 27, 1911, to provide that the port of Siuslaw might proceed with the construction of the south jetty in pursuance of the contract with Robert Wakefield, en- tered into December 24, 1909, to the full extent of said contract; and the amount to be furnished by the port of Siuslaw or other agency to be reduced by such amounts, not exceeding $100,000, as may be expended under the said contract, provided that all the work so done shall be in accord with the adopted project and satisfactory to the Secretary of War. The bond submitted by the port of Siuslaw to insure its proportion of the cost of the work was accepted in August, 1911, and the work was taken over by the Government and an allowance of $100,000 was made for the work accomplished by the port. As soon as the port had raised the remainder of the required amount ($115,000) by the sale of bonds, and it was made available, advertisement was issued by the Government for the completion of the remaining portion of the work under the project by contract, and contract was entered into with Johnson-Anderson Co., Portland, Oreg., under date of December 1, 1911, for construction of a receiv- ing wharf and extending north jetty, for the sum of $200,686. Work was commenced thereon January 10, 1912, to be completed in March, 1915. A supplemental agreement to the above-mentioned contract, for the enlargement of the receiving wharf, was entered into on May 19, 1912, and the work accomplished in June, 1912, for the sum of $507.28. A second contract was entered into with the Johnson-Anderson Co., under date of February 2, 1912, for extension of the south jetty a distance seaward of 400 feet and for reinforcement of the enrock- ment, the price being $43,275.70. Work was commenced thereon April 15, 1912, and completed October 10, 1912. 60993 0 -ENG 1914----86 1362 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Operations during the fiscal year were carried on under contract with the Johnson-Anderson Co. dated December 1, 1911. During the year the north jetty was extended 1,260 feet and 107,562 short tons of rock was placed in the jetty enrockment. At the close of the fiscal year the north jetty was 6,780 feet in length from the receiving wharf, and will require more enrockment and a farther extension of 750 feet for its completion. It has been found, however, that on account of unexpected settle- ment of the jetty and the flattening of the slopes due to heavy sea action, which has caused an increased amount of stone to be neces- sary, that the funds heretofore appropriated will not be sufficient to complete the project. It is now estimated that the amount required to complete the project is $225,000. It is understood that the port of Siuslaw is willing to contribute one-half of this amount, making the amognt necessary to be appropriated by the United States to com- plete the project $11~,500. It is extremely desirable that this amount should be appropriated and made available as early as practicable, in order that the work may be completed before the trestles and other accessory works which have been constructed shall have been dam- aged by the sea or deteriorate through the action of the elements. It is therefore strongly recommended that the additional funds be appropriated in the next river and harbor bill. The amount expended during the fiscal year ended June 30, 1914, is $123,924.55, of which $5,000 was applied to maintenance. The amount expended on the existing project to the end of the fiscal year 1914 is $353,435.93, of which $5,000 was applied to main- tenance and $174,477.92 was furnished by the port of Siuslaw, in- cluding the $100,000 credited to the port for useful work performed. Received from sales, $2,330.10. The total amount expended on all projects to the end of the fiscal year 1914 is $515,748.03, of which $15,611.27 was applied to main- tenance and $174,477.92 was contributed by the port of Siuslaw. It is estimated that the project is 60 per cent completed at the end of the fiscal year 1914. The work accomplished has resulted in an increased depth over the bar, which has greatly increased the water-borne traffic. A sur- vey of the entrance, just completed, shows a controlling depth of about 10 feet at lower low water, which is about 4 feet greater than existed prior to jetty construction. The maximum draft that can be safely carried across the bar at ordinary high tide is 12 feet. The average range is about 5.2 feet, and vessels that can cross the bar can ascend to a short distance above Florence, about 6 miles from the mouth. The only improved section of the river is at the entrance and is about 1 mile in length. The head of navigation for light-draft boats is at the head of tide- water, 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 RIVER AND HARBOR IMPROVEMENTS. 1363 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 operated 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 total tonnage during the calendar year 1913 amounted to 32,995 short tons, valued at $1,495,841. Since active operations have been begun on jetty construction con- siderable activity is in evidence in the lumber industry, and it is expected that the shipments will soon be considerably increased. The railroad from Eugene, Oreg., to Coos Bay, now under con- struction, is in operation for a distance of 30 miles from Eugene, and is ready for track and bridges toAcme, on the Siuslaw River. The amount recommended for expenditure is to be applied to com- pletion of the jetties and to work of maintenance of the jetty during construction. Comparative statement of traffic. Calendar year. Short Estimated Short Estimated tons. value. Calendar year. tons. value. 1904............. ...... 24,816 $584,146 1909...................... 1905.................... 13,090 259,165 1910.................... Unknown. ........... 1906................... . 14, 344 358,890 1911...................... 1907.................Unown.1912.....................5,927 $479,809 1908........................... 1913.................... 32,995 1,495,841 UNITED STATES FUNDS. July 1, 1913, balance unexpended___________________________ $111, 668. 62 June 30, 1914, amount expended during fiscal year: For works of improvement_________________ $57, 946. 63 For maintenance of improvement--------------- 5, 000. 00 -62, 946. 63 July 1, 1914, balance unexpended__---- _______________ __ 48, 721. 99 July 1, 1914, outstanding liabilities__________________________ 13, 400. 00 July 1, 1914, balance available_________------------__________________ 35, 321. 99 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914________________ ______________- 5, 000. 00 Amount available for fiscal year ending June 30, 1915------------ 40, 321. 99 Amount (estimated) required tobe appropriated for completion of existing project--------------- ----------------------- 112, 500. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916 : For works of improvement____ 2112, 500. 00 For maintenance of improvement ------------------------ 5, 000. 00 Total--------------------------- ---- 1117, 500. 00 1 Exclusive of amount available for fiscal year 1915. 2This additional appropriation is recommended with the understanding that any equal amount is to be contributed by local interests upon the same terms and conditions as those prescribed in connection with the work authorized by the river and harbor act of Feb. 27, 1911. 1364 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. CONTRIBUTED FUNDS. July 1, 1913, balance unexpended ------------------------- $102, 000. 00 June 30, 1914, amount expended during fiscal year, for works of improvement---------------------------------------- 60, 977. 92 July 1, 1914, balance unexpended-------------- ------------ 41, 022. 08 July 1, 1914, outstanding liabilities--------------------------- 13, 400. 00 July 1, 1914, balance available------------- ----------------- 27, 622. 08 Amount (estimated) required to be appropriated for completion of existing project, to be guaranteed in cooperation with United States--- --- ---------------------------------- 112, 500.00 (See Appendix S S 4.) 5. Yaquina River, Oreg.-The Yaquina River is a small stream in Oregon, which rises in the Coast Range and flows in a westerly direction for about 30 miles until it empties into Yaquina Bay at its eastern end, about 3 miles from the ocean. Yaquina Bay is a harbor on the Oregon coast 115 miles south of the mouth of the Columbia River, with an average controlling depth on the ocean bar of 12 feet at mean lower low water and with a mean rise of tide above this plane of 7.2 feet. Steamers drawing 12 feet can now safely pass over Yaquina Bay Bar and proceed to the mouth of Yaquina River. The tidal influence extends up the Yaquina River about 25 miles from the ocean entrance, with a range equal to that at the bar as far up as the settlement of Elk City, where the river is joined by its principal tributary, Big Elk, 18 miles from its mouth. The river varies in width between banks from 2,000 feet at its mouth to 160 feet at Elk City. Between Elk City and its mouth the channel depths vary from 3 to 20 feet at mean lower low tide. The length of the particular section of the Yaquina River included in the project between Toledo, 2,000 feet up Depot Slough, and deep water opposite Oysterville, about 32 miles from its mouth in the bay, is about 6 miles. Below Toledo there are several shoals in the river. Originally the controlling depth in the channel below Toledo did not exceed 3 feet at low tide and vessels drawing more than 7 or 8 feet could not safely navigate the river up to that town. The original or existing project for improvement, which has not been modified, was adopted by river and harbor act of March 4, 1913, in accordance with plan printed in House Document No. 519, Sixty- second Congress, second session, and provides for building two con- trolling half-tide pile and brush dikes, the purchase of a dredging plant, and the excavating of a channel through the various shoals from a point just below the Fir & Spruce Lumber Co.'s dock in Depot Slough at Toledo to deep water above Oysterville; the chan- nel to be 10 feet deep at mean lower low water and 150 feet wide in straight reaches and 200 feet wide on the curves. The estimated cost of the improvement is $72,000 for first construc- tion and $3,000 biennially for maintenance, the local interests to con- tribute 60 per cent of the estimated first cost either in cash or useful work plerformed prior to actual construction work by the United States, and that the floating plant belonging to the port of Toledo will remain available for use by the United States on work of con- 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1365 struction and of maintenance, without cost to the United States other than for upkeep while in use. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Yaquina River, Oreg.: From Yaquina to head of tite, includ- House... 112 Fifty-Fifth .... Second....... ........ ing Big Elk River.' From its mouth to Elk City 2....... ..... do.... 240 Fifty-eighth...... do..... .. ........ From Yaquina to Elk City 2.............. do.... 351 Sixty-first..... ... do. ... ........ From Toledo to Yaquina ........... ... do.... 519 Sixty-second .....do.... 'Contains maps. 2 No maps. 3 Basis of project adopted by Congress. Previous to the adoption of the project the citizens of the locality desiring to improve the channel so that coasting vessels of such draft as could safely navigate the ocean bar might be able to reach Toledo, organized themselves into a port district under the State law, and in 1911 realized $50,000 by the sale of bonds, and commenced the improvements with these funds under a permit from the Secretary of War. The port has constructed two dikes, built a bucket dredge, and excavated a narrow channel through the shoals 9 feet deep at low tide from a point opposite the Fir & Spruce Lumber Co.'s dock in Depot Slough to a point in the Yaquina River just below Altree's sawmill, a distance of about 3,300 feet. The port has expended $37,430.57 in useful work in substantial accord with the approved project and turned over to the United States the balance, $5,769.43, of the 60 per cent required by the act. The dredge Oregon, constructed in 1908 from funds appropriated by act of March 2, 1907, and operated by hired labor, was brought from Grays Harbor, Wash., and was engaged from October 22, 1913, to June 8, 1914, on work of dredging the projected channel in the river from Toledo to Oysterville; 475,000 cubic yards of material was excavated, which completed the dredging required. The amount expended for improvement during the fiscal year is $28,950.67, of which $2,900.34 was paid from the funds deposited by the port. The total expenditures on the existing and only project to the end of the fiscal year is $66,381.24, of which $2,900.34 was contributed by local interests and $37,430.57 was expended by the port in useful work. It is estimated the project is 98 per cent complete. The dredging on this project has increased the depths over the shoals between Toledo and Oysterville, 6 miles, from a controlling depth of about 2 feet to at least 10 feet at mean lower low tide. The head of navigation is considered to be about 3 miles above Elk City, 25 miles from the ocean. Ocean-going vessels drawing as much as 13 feet can now safely navigate the river from its mouth to Toledo, a distance of about 9 miles. 1366 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The principal products are lumber, farm and dairy products, live stock, and salmon. The imports consist of farm and mill machinery and miscellaneous merchandise. The total tonnage during the cal- endar year 1913 amounted to 14,860 short tons, valued at $876,708. The work already accomplished has resulted in increased water- borne commerce and in Toledo being granted common-point rates by the railroad company. The amount recommended for expenditure, $3,000, is to be applied to maintenance, by dredging, in accordance with the project. FEDERAL FUNDS. July 1, 1913, balance unexpended------------------------------- $28, 800. 00 Apr. 30, 1914, deposited with Treasurer United States account pay- ment by James Griffith & Sons, for damage to U. S. dredge Oregon -- -------------------------- 49. 27 28, 849. 27 June 30, 1914, amount expended during fiscal year, for works of im- provement 26, 050. 33 July 1, 1914, balance unexpended------------------------____ 2, 798. 94 July 1, 1914, outstanding liabilities-------------------------__ 1, 825. 00 July 1, 1914, balance available------------------------------------ 973. 94 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement --------------------- 13, 000. 00 CONTRIBUTED FUNDS. Deposited by the port of Toledo to the credit of the Secretary of War, Nov. 1, 1913___ 5, 769. 43 June 30, 1914, amount expended during fiscal year, for works of im- provement _ _ --- _ 2, 900. 34 July 1, 1914, balance unexpended---------------------------------2, 869. 09 July 1, 1914, outstanding liabilities--- 1, 825. 00 July 1, 1914, balance available-----------------------------__ 1, 044. 09 (See Appendix S S 5.) 6. Tillamook Bay and Bar, Oreg.-Tillamook Bay is an indenta- tion of the Oregon coast, about 6 miles long and 3 miles wide. It lies about 50 miles south of the entrance to the Columbia River and 595 miles north of San Francisco. The tidal area of the bay is about 13 square miles, the greater part of which at low tide presents a succession of low sand and mud flats, traversed by four principal channels, which, although of fair depth near the entrance, gradually shoal toward the head of the bay. Four small rivers are tributary to the bay, viz, Miami, Kilchis, Wilson, and Trask, all of which come from the north and east. The discharge of these streams is insig- nificant in comparison with the tidal discharge of the bay. The bay connects with the ocean through a gorge about 750 feet wide at low tide, with a maximum depth of 60 feet. This gorge is formed on the north by a high, wooded ridge, and on the south by a low-lying sand spit. Just outside the gorge is the usual bar of shifting sand. The controlling depth on the bar was 11 feet at mean lower low water. The mean tidal range on the bar and within the harbor up to the town of Tillamook is 6.2 feet. Before improve- 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1867 ment the controlling depth at ordinary high water between the entrance and 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 Hoquarten Slough by building pile dikes, at an estimated cost of $5,200. The total amount expended on this project was $5,700, of which $964.45 was applied to maintenance. The second project, adopted by the act of July 13, 1892, provided for connecting the north and middle channels nearly opposite Bay City, on the north shore of Tillamook Bay, putting in dikes at Junction and Dry Stocking Bars, and contemplated a least depth of 9 feet at mean high tide from Hobsonville to Tillamook, on Hoquar- ten Slough. The estimated cost was $100,000. This work was discontinued August 18, 1913, as the maintenance of the inner channels by local interests was made a condition of the present project. The amount expended on this project is $142,530.44, of which $70,057.07 was applied to maintenance. The amount expended on the original and modified projects, prior to the adoption of the present project, is $148,230.44. The present project, which has not been modified, was adopted by the river and harbor act of July 25, 1912, and is printed as House Document No. 349, Sixty-second Congress, second session. It con- templates the construction of a north jetty at the entrance to the bay, and dredging the channel to Bay City 16 feet deep and 200 feet wide, increased at the entrance and at curves, at a total cost of $814,000, with $5,000 annually for maintenance, the local interests cooperating to the extent of paying one-half the cost, and of creating and maintaining a depth of 9 feet at mean high water between Bay City and Tillamook. An appropriation of $100,000 was carried in the act, and when an equal amount was furnished by the local interests active operations were commenced on the project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Bay and bar............................ House... 185 Fiftieth....... First.... 1888 2150 Do.......................................do ... 235 Fifty-second ... do..... 1 1892 2742 Do.................................... ..... .do .. 2d217 Fifty-fifth.... Second.. 11898 3007 Entrance............................... ................. .. 1903 2239 Bay and bar to Tillamook ............. House... 1965 Sixtieth...... irs.............. Do ... ........................... (3) 113 Sixty-first..... Second... ... ....... Bay and bar .. ....................... House... 24 349 Sixty-second . do.. do..... ........ No maps. Committee on Rivers and Harbors. 2Contains maps. 4Basis of project adopted by Congress The operations for the year consisted in redredging the channel between Bay City and Tillamook. The Government dredge was operated by hired labor until August 18, 1913, when it was turned 1368 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. over to the port of Tillamook, who operated it without cost to the United States until October 23, 1913. The dredge was tied up until May 10, 1914, when it was transferred to the Nehalem River work. Thirty-seven thousand five hundred cubic yards of sand was exca- vated during the season, 20,500 cubic yards of which was done by the port of Tillamook. The local interests having furnished the necessary guarantees to the extent of one-half the cost of the present project, a contract was entered into January 5, 1914, with Giebisch & Joplin, of Portland, Oreg., for the construction of the north jetty. The contractors be- gan the development of a quarry in March, 1914, and did other pre- liminary work. Jetty construction was begun during the latter part of June, 1914. The amount expended during the fiscal year 1914 is $16,813.26, of which $3,220.43 was for maintenance of the project of 1892 and $13,592.83 for jetty construction of present project. The amount expended on the present project to the end of the fiscal year 1914 is $13,592.83, all for improvement, of which $1,590.61 was contributed by local interests. At the close of the fiscal year the project was 10% complete. The amount expended by the Government on all projects to the end of the fiscal year 1914 is $161,823.27, of which $71,021.52 was applied to maintenance. There was received from sales the sum of $1,707.53. In addition to the foregoing expenditures the local interests have expended approximately $15,000 for maintaining the inner channels by dredging. The work done has resulted in an increased depth in the inner channel from Bay City to Tillamook. Seagoing vessels carrying a draft of 9 feet have no difficulty in reaching Tillamook, a distance of 12 miles from the entrance at mean high tide. Lumbering is one of the chief industries, and logging is exten- sively carried on, most of the tributaries of Tillamook Bay being used as a means of floating logs down to tidewater. 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 1913 this traffic amounted to 9,185 short tons, valued at $1,035,500. There is now railroad connection with Tillamook Bay, the line connecting with the Southern Pacific at Hillsboro, 21 miles west of Portland, having been completed in the fall of 1911. The estimate submitted for expenditure during the fiscal year ending June 30, 1916, is the amount required to complete the existing project, all of which it is believed should be made available at the same time to avoid delay to the contractors in the completion of the work. Comparative statement of traffic. Calendar year. Short tons. Estimated value. Calendar year. Short tons. Estimated value. 1904 ..................... 13, 823 $658, 489 1909 ...... . .. ..... 25,025 $2, 913,955 1905............... ......... 13,919 696,760 1910........ .......... 21,898 2,467,080 19Q6.................... 13,627 850,240 1911... ............... 26,024 2,630, 480 1907............. ...... 22,917 1,246,710 1912.................. .. 17, 612 2,115 480 1908...................... 19, 400 1,098, 990 1913.................. 9,185 1,035 500 RIVER AND HARBOR IMPROVEMENTS. 1369 FEDERAL FUNDS. July 1, 1913, balance unexpended_-------------------------- $203, 697. 38 June 30, 1914, amount expended during fiscal year: For works of improvement__________________ $12, 002. 22 For maintenance of improvement -______ -____3, 220.43 15, 222. 65 July 1, 1914, balance unexpended_- ---- ____ __________---188, 474. 73 July 1, 1914, outstanding liabilities _---____________________- 17, 500. 00 July 1, 1914, balance available __.__ -_________--____- - 170, 974. 73 July 1, 1914, amount covered by uncompleted contracts (one-half to be paid from contributed funds) 20, 409. 00 6----------------------- Amount of continuing contract authorization, act of Mar. 4, 1913_ 207, 000. 00 Amount yet to be appropriated not including the $407,000 guar- anteed by local interests ------------------------------ 207, 000. 00 Amount (estimated) required to be appropriated for completion of existing project -------- --------------------------- 2 207, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement__________--------__ 1207, 000. 00 CONTRIBUTED FUNDS. Amount guaranteed by port of Bay City by tripartite agreement dated May 5, 1913, and approved Aug. 4, 1913--------------$407. 000.00 June 30, 1914, amount expended during fiscal year, for works of im- provement ---------- --------------------------------- 1, 590. 61 July 1, 1914, balance unexpended ----------------------------- 405, 409. 39 July 1, 1914, outstanding liabilities--___ ____________----______ 17, 500. 00 July 1, 1914, balance available -------------------------- 387, 909. 39 Amount guaranteed under continuing contract authorization, act of Mar. 4, 1913 ------------------------------------------ 407, 000.00 (See Appendix S S 6.) 7. Nehalem Bar and entrance to Nehalem Bay, Oreg.-Nehalem Bay is an indentation of the Oregon coast about 2 miles long and 1 miles wide at the widest part, with a tidal area of about 52 square miles. It lies about 40 miles south of the entrance to the Columbia River and about 600 miles north of San Francisco Bay, Cal. It is a small estuary at the mouth of the Nehalem River, which rises in the Coast Range of mountains about 30 miles east of the Pacific Ocean and drains an area of about 850 square miles. The bay is connected with the ocean by a shifting channel over a sand flat and has in an unimproved condition furnished channel facilities at high tide for vessels drawing about 10 feet. Navigation has, however, been haz- ardous as the cycle of changes in the channel has been short. The average range of tide is 5 feet. The head of navigation for ocean- going vessels is Nehalem, about 7 miles above the entrance. From the entrance of the river up for 2 miles the river is about three-fourths mile to 1 miles wide in the widest part, and the channel has a least depth of 8 feet at low water, which depth ex- 1This amount has been increased 30 cents owing to the erroneous report of the re- ceipts from sales as $161.23 when it should have been $161.53. SExclusive of the balance unexpended July 1, 1914. SThis estimate is for appropriation in the next sundry civil act for work under con- tinuing contract authorization provided by the river and harbor act of 1913. 1370 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tends 4 miles above the entrance to the town of Wheeler. The river just above Wheeler is divided by two small islands into three chan- nels, making a shoal bar about one-half mile long with a maximum depth of 3 feet at low water. From this shoal to the town of Ne- halem, 3 miles above Wheeler, the river has a least depth of 7 feet at low water and narrows to a width of about 600 feet at this town. From Nehalem for 5 miles up to the Pacific Railroad & Navigation Railroad bridge the channel has a controlling depth of 6 feet at low water and the river varies in width from 300 to 600 feet. From this bridge up for about 1 mile, or to the head of navigation, there are several shoals, and the river is navigable only for launches and small boats. The North Fork is navigable at low water for launches, scows, etc., for a distance of about 4 miles above its mouth. The lower 13 miles of the river is tidal and the tide extends up the North, Fork about 5 miles. The upper part of the Nehalem River is not navigable, but flows as a rapid stream between steep hills. This part of the river, it is claimed, affords excellent opportunities for driving logs, being particularly free from drift and other obstructions. The stream is subject to freshets of considerable size, which bring down silt, snags, etc., but the effects of these freshets are nearly spent before entering far into the tidewater or the navigable part of the stream. Most of the tideland could be reclaimed by diking, but no work of this character has yet been undertaken. The original plan of improvement for this place was made in 1890 and provided for two high-tide stone jetties converging to about 500 feet; then, if necessary, running out to sea parallel to each other to such distance as would insure at low tide a depth on the bar of at least 8 feet, at an estimated cost of $325,927.50. This estimate was increased to $712,338 in 1891. The act of September 19, 1890, appropriated $10,000 for this work, of which $415:.8 was expended for surveys and the balance returned to the Treasury. The port of Nehalem, a corporation organized under the laws of the State of Oregon in 1909, entered upon a project which was ap- proved by the Secretary of War March 31, 1910, and began the con- struction of a rubblestone jetty south of the entrance, and on this work had expended about $82,000 to the close of the fiscal year 1912 on about 2,400 feet of south jetty, when the work was turned over to the Government. Their work has resulted in temporarily fixing the channel across the bar in its most favorable position and slightly increasing its depth. The existing project, which has not been modified, was adopted by the river and harbor act of July 25, 1912, and is the project approved by the Secretary of War, on which the port of Nehalem operated. It is fully described in House Document No. 623, Sixty-second Congress, second session, and provides for the construction of two high-tide jetties, the south jetty to be an extension of the one constructed by the port of Nehalem, and the north jetty to be based on the north spit, at a total estimated cost of $632,350, which includes the cost of the work already done, local interests cooperating to the extent of paying half the cost, receiving credit for the work already accomplished. RIVER AND HARBOR IMPROVEMENTS. 1371 References to examination or survey reports and maps or plans (including project documents). Congressional documents. of Engineers.o ChAnnuaief Section covered. House or No. Congress. Session. Year. Part. Page. Senate. Nehalem 1..... .... ..... Ex. 42 Forty-fourth.. First.... 1876 II 639 Do.1 ............ .... ........... Ex. 71 Forty-eighth.. Second.. 1885 2409 Do.'-.... 1 - ..... .... ........ ...... . ... -1887 .. ...-.........- .. 2496 Do.' ..-.................... .. House... 70 Fifty-first..... First.... 1890 ....... 2993 Do.'1 ....................... ........ ..... ......... ............ 1891 . .. 3205 ' D o. ....................... . ......... ........ . ....... .. .......... - 1892 ....... 2703 Do. ................. House... 236 Fifty-fifth.. Second.. 1898 ....... 3009 Do.a .................... ... do..... 623 Sixty-second. . do.....do ... . ....... ..... 1No maps. 2 Contains maps. 3 Basis of project adopted by Congress. The operations during the fiscal year have consisted of jetty con- struction by hired labor and purchase of materials. Active opera- tions began early in February, 1914, and consisted of erection of camp buildings, construction of sidings, and preparing plant. Ex- tension of the south jetty began in May, 1914. At the close of the fiscal year it had been extended 210 feet seaward and 5,763 tons of enrockment placed. The expenditure for the fiscal year on the foregoing work of im- provement is $26,019.23. The total amount expended on the existing project to the end of the fiscal year is $108,019.23, of which $82,000 was expended by the port of Nehalem and credited for useful work. The total amount expended on all projects to the end of the fiscal year 1914 is $108,434.31, of which $82,000 was expended by local interests. At the close of the fiscal year the project was 15 per cent completed. In addition to the foregoing expenditures, under a permit of the Secretary of War, the port of Nehalem operated the Government bucket dredge (formerly used at Tillamook Bay) from May 10, 1914. to the end of the fiscal year, for dredging and snagging the upper bay, for which there is no project. About 3,520 cubic yards of silt and a number of snags were removed. ' The expenditure reported for this work is $1,400. A survey made of the bar entrance in June, 1914, shows the channel has been diverted from its extreme southerly position and now has a westerly direction across the bar with a controlling depth of 7 feet at mean lower low water. The maximum draft that can be safely carried across the bar June 30, 1914, is 11 feet. The country is sparsely settled, but is heavily timbered with fir, spruce, and hemlock. There is small commerce at present, but it is believed that a large lumber industry will develop with the improve- ment of the bar channel. Salmon packing and cheese making are also established and growing industries. During the calendar year of 1913 the commerce consisted of 4,475 short tons of salmon, lumber, cheese, and general merchandise, valued at $67,311. 1372 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. There is railroad connection by a line leaving the Southern Pacific line at Hillsboro and passing through Nehalem to a terminus at Tillamook, about 15 miles farther south on the coast. Comparative statement of trafic. Calendar year. Short tons. Estimated 1911................................................. ......................... 18,199 398,540 1912................................................................ 18695 379,877 1913 ............................................................................ 4,475 67,311 The estimate submitted for additional funds is the amount required for the completion of both jetties, and is necessary in the execution of the project. UNITED STATES FUNDS. July 1, 1913, balance unexpended-_______--______ - ______ $200, 000. 00 June 30, 1914, amount expended during fiscal year for works of improvement -------------------- _ 26, 019.23 July 1, 1914, balance unexpended --------------------------- 173, 980. 77 July 1, 1914, outstanding liabilities ______-__-- --- ______ ___ 7, 000. 00 July 1, 1914, balance available__ ___________------------------------- 166, 980. 77 July 1, 1914, amount covered by uncompleted contracts --------- 1290, 116. 00 Amount (estimated) required to be appropriated for completion of existing project_____ "116, 175. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement----------------------- 116, 175. 00 CONTRIBUTED FUNDS. Amount guaranteed by the port of Nehalem, by bond dated Apr. 29, 1913 ------------------------------------------ $234, 175. 00 July 1, 1914, balance unexpended_ ... ___..-_______----___ 234,175. 00 (See Appendix S S 7.) 8. Snake River, Oreg., Wash., and Idaho.-The Snake River rises near the Yellowstone National Park, in the western part of the State of Wyoming, flows in a general westerly direction for a distance of about 1,300 miles, and empties into Columbia River about 20 miles north of the northern boundary of the State of Oregon and 324 miles from the Pacific Ocean. The portion of the river under improvement extends from its junction with the Columbia to Pittsburgh Landing, a distance of about 216 miles. The upper portion runs through a mountainous country and is much obstructed by gravel shoals, ledges of bedrock, bowlders, and numerous rapids. The country through which the river passes, between. Riparia and its mouth, is more open, but navi- gation is difficult, owing to the swift current and numerous rapids. Some of the channels through the rapids are narrow and crooked, 1A portion of this amount is to be paid by local interests. 2 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1373 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 navi- gation on the Snake River, notwithstanding the difficulties, continued until the completion of the railroad to Riparia in 1882, after which boats abandoned the river below that point. The minimum usable low-water depth of 4 feet can be brought up from the ocean to the lower end of the improvement. 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. No formal project for the improvement of the Snake River was adopted by Congress prior to 1902. The act of August 14, 1876, appropriated $15,000 for improving the upper Columbia and Snake Rivers and in 1877 a project was approved for removing reefs and bowlders in the Columbia and Snake Rivers between Celilo, Oreg., and Lewiston, Idaho, a distance of 263 miles, at an estimated cost of $132,000. From 1882 to 1907 operations on the Snake River were confined to the stretch above Riparia. In 1892 the project was ex- tended to include the improvement of the 7 miles of river between Lewiston, Idaho, and Asotin, Wash. In 1892 a project was submitted for construction of dikes and removal of bowlders between Riparia and Lewiston, at an estimated cost of $29,226. There was expended on the original project previous to the adop- tion of the present project $168,500, of which $15,089.74 was applied to maintenance. The existing project, which has not been modified., was adopted by the act of June 13, 1902, which further provided for extending the improvement to Pittsburg Landing. The project now provides for completing and maintaining the improvement between Lewiston and Riparia, with a view to obtaining a low-water depth of 5 feet, by means of blasting, dredging, raking, and by contraction works, and for general improvement from the mouth to Pittsburg Landing. The cost of the existing project is based on estimates and surveys given in House Document No. 411, Fifty-fifth Congress, second ses- sion; House Document No. 127, Fifty-sixth Congress, second session; and Annual Reports of the Chief of Engineers for 1903 and 1906. The total estimated cost of improvement is $265,916, as follows: $165,000 from mouth to Riparia, $52,226 from Riparia to Lewiston, and $48,690 from Lewiston to Pittsburg Landing. 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, 190'9, prior to the requisition. This appropriation was made as the result 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. 1374 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to Lewiston ....................... ................. ............ .......... 1877 1041 Do.................................... .......... .............. ........ ........ ... 11880 2293 Lewiston to mouth of Salmon River......................................... ..... 21882 2716 Lewiston to mouth of Boise River, Idaho........ .......................... 21885 2440 Riparia to Lewiston ................. .......... .... .................... .. 11892 2709 MouthtoRiparia 3........................ House.. 1411 Fifty-fifth..... Second.. 21898 3013 Asotin, Wash., to Pittsburg Landing, ... do.... 175 Fifty-sixth.... First.... 1900 4338 Idaho. Riparia to Lewiston 2 3.............. ... do... 127 ..... do........ Second.. 1901 3525 Lewiston to mouth of Imnaha River 2 ... ................................ .......... 1903 2246 Imnaha River to Pittsburg Landing 2 3................ ....................... 1906 1986 1 Contains maps. 2 No maps. 3 Basis of project. Between the mouth of the river and Riparia, 67 miles, there are two railroads, one on each bank of the river. From Riparia to Lewiston, 72 miles, there is only one railroad on the east bank, which is operated jointly by the two roads operating below Riparia. -From Lewiston to Pittsburg Landing, 75 miles, there is no railroad along the Snake River. Since operation of the Open River Transportation Co.'s boats and the completion of the north bank line an average reduction of about 14 per cent in freight rates has been made, which reduction has been met by rail lines. The amount estimated as a profitable expenditure during the fiscal year ending June 30, 1916, is $20,000, which will be applied to con- tinuing improvement and to maintenance. The proposed work is essential in order to make the improvement available. Comparative statement of traffic carried on Snake River. Short Estimated Short Estimated Calendar year. tons. value. Calendar year. tons. value. 1904.............. ....... 43,547 $1,789,677 1909 ..................... 35,245 $1,026,036 1905......... ........... 28,380 1,191,960 1910..................... 28,073 887,365 1906 ..................... 71,556 2,671,882 1911..................... 30,723 1,020,109 1907....... .............. 39,228 ............. 1912........ ............. 41,766 1,318,255 1908......................... 46,325 ............. 1913 ........................ 46,887 1,301,830 Operations, during the past year consisted of blasting out sub- merged reefs and rocks and scraping bars, removing bowlders, etc. This work was carried on by the steamers Umatilla and Asotin, be- longing to the United States and operated by hired labor, and by drill scow No. 2, constructed from funds appropriated by the State'of Washington and operated by the United States with hired labor, the steamers working only during such time as they could be spared from work on the Columbia River. Work was begun in July, 1913, and discontinued in November, when the plant was transferred to Columbia River for more advantageous work there. The plant re- sumed work in the Snake River the middle of March, 1914, and continued work until the middle of April, when the spring freshet RIVER AND HARBOR IMPROVEMENTS. 1375 stopped the work for the season and the plant was tied up to await a favorable stage of river for work. A total of 1,003 cubic yards of rock was removed from obstruct- ing reefs and rapids, 1,895 tons of stone placed in different dams, and the most troublesome shoals improved by dragging with channel rake. The amount expended during the fiscal year on the foregoing work is $20,454.18, of which $5,000 was applied to maintenance. The total expenditure on existing project to the close of the fiscal year 1914 is $269,876.15, of which $101,481.38 was applied to mainte- nance, under national appropriations, and $85,000 under appropria- tion by the State of Washington for improvement. The total amount expended on all projects to the end of the fiscal year was $438,376.15, of which $116,571.12 was applied to mainte- nance and $85,000 appropriated by the State of Washington. There has been received from miscellaneous sources, on account of sales, $825.70. Returned to the Treasury, $601.41. In addition to the foregoing expenditures there was expended $40,500 on the upper Snake River between Huntington Bridge and the Seven Devils for improvement by removing rocks and reefs. This project was approved July 13, 1892, and abandoned in Sep- tember, 1895. The estimated cost was $80,000. It is estimated that at the end of the fiscal year the project is 71 per cent complete. The work done resulted in improving conditions over the most troublesome bars and in making a safer channel between Lewiston and the mouth of the river. The available depths of channels are about as follows: Between the mouth of the river and Riparia, 67 miles, 30 inches at low water, with a channel width of about 90 feet; between Riparia and Lewis- ton, 72 miles, depth 4 feet, width about 125 feet; and between Lewis- ton and Pittsburg Landing, 75 miles, depth 24 inches. Maximum draft June 30, 1914, at extreme low water can not exceed above- mentioned depths. The Snake River is in freshet during the summer months from melting snow in the mountains, and during these freshets the varia- tion of the water levels is usually about 20 feet. The head of naviga- tion during proper stages is at Pittsburg Landing, about 214 miles above the mouth, but only intermittent trips are made to that point, regular traffic being carried on only as far up as 15 miles above 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 commerce transported on the Snake River during the calen- dar year 1913 amounted to 46,887 short tons, and consisted of farm and mill machinery, grain, fruit, and general merchandise, valued at approximately $1,301,830. The Open River Transportation Co., a corporation organized for the purpose of navigating the river, and who had been operating their two powerful, light-draft boats, the Inland Empire and Twin Cities, on the upper river, discontinued the service November 1, 1912, owing to insufficient patronage to pay for operation. Through steamer service may not again be inaugurated until after completion of The Dalles-Celilo Canal. The Oregon-Washington Railroad & Navigation Co. operates its two steamboats, the Lewiston and Spokane, during favorable stages 1376 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. between Riparia and Asotin, calling at points on the opposite bank from the railroad, and up to a point 15 miles above Lewiston. There is also one gasoline steamer, 65 feet in length with 200 horsepower, which makes occasional trips during favorable stages to points be- tween Lewiston and Pittsburg Landing. July 1, 1913, balance unexpended----------- --- --- $33, 846. 73 June 30, 1914, amount expended during fiscal year: For works of improvement------------------- $15, 454. 18 For maintenance of improvement ----------------- 5, 000.00 20, 454. 18 July 1, 1914, balance unexpended----------------------------13, 392. 55 July 1, 1914, outstanding liabilities-------------------------- 2, 100. 00 July 1, 1914, balance available------------------- 11, 292. 55 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ------------------------------- 5, 000. 00 Amount available for fiscal year ending June 30, 1915 292. 55 1------------6, Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance-------- 20, 000. 00 (See Appendix S S 8.) 9. Columbia River and tributaries above Celilo Falls to the mouth of the Snake River, Oreg. and Wash.-Columbia River rises in the southeastern part of British Columbia, flows in a northwesterly direc- tion for about 150 miles, thence in a general southerly direction for about 600 miles until it reaches the northern boundary of Oregon, thence in a general westerly direction for about 350 miles, between the States of Oregon and Washington, until it empties into the Pacific Ocean. 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, isolated bowlders, etc. Before the days of railroads the Columbia River formed the main highway for commerce betwieen the inland empire and tidewater, 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 & Navigation Co., which practically parallels the south bank and reaches as far as Riparia, on the Snake River, about 72 miles below Lewiston. The lower end of this project is about 200 miles from the mouth of Columbia River. Originally the controlling depth between Celilo and mouth of Snake River was about 3 feet. A draft of 8 feet can be brought up from the ocean to the foot of The Dalles Rapids, about 12 miles below the stretch of river under consideration. Upon completion of The Dalles-Celilo Canal a draft of 8 feet can be brought up from the ocean to the lower end of this improvement, a distance of 200 miles. The first project was adopted by act of June 10, 1872, and in 1877 was modified to include the improvement of the Snake River. This project provided for the improvement of the most troublesome rapids by the removal of obstructing reefs and bowlders. The amount ex- pended on this project was $120,000 for improvement. The existing project, which has not been modified, 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 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1377 of obstructing bowlders and ledges, and raking the gravel shoals in order to make safe and available the channel that now exists, at an estimated cost of $400,000. In 1907 the State Legislature of Wash- ington appropriated the sum of $25,000 for expenditure, in order to expedite the work under the general project. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Celilo to Snake 1......................... ........ ..... . ........ 1872 996 1877 1036 Do. ................. ........ ... ........... " .... ............ .... 1880 2293 Do.1 ................................. House... 440 Fifty-ninth... Second.... ........ 1No maps. 2 Basis of project. Operations during the last fiscal year consisted of blasting out submerged reefs and rocks, and in scraping bars, removing bowlders, etc. Work was carried on by the steamers Umatilla and Asotin (self-propelling dredge Wallowa, reconstructed), belonging to the United States and operated by hired labor, and three drill scows constructed from funds appropriated by the State of Washington and operated by the United States with hired labor. The plant worked continuously during favorable stages of river from July 28, 1913, until March 10, 1914, when operations were suspended on account of the spring freshet. Weather conditions were particularly favorable for work, as there was very little cold weather or delay on account of ice floes. A total of 9,572 cubic yards of rock was blasted and removed, 900 drags made with channel rake, and 2,010 tons of rock placed in wing dam at Homly Rapids. The amount expended during the fiscal year on the foregoing work was $54,353.10 for improvement. The amount expended on the present project for improvement, to the end of the fiscal year, under national appropriations was $307,846.91 and under the appropriation by the State of Washington $25,000. The total amount expended on all projects for improvement, to the end of the fiscal year 1914, is $452,846.91, of which $25,000 was contributed by the State of Washington. It is estimated that on June 30, 1914, the project is 75 per cent complete. The work accomplished has resulted in improving the channel through some of the most troublesome shoals, namely, Homly, Uma- tilla, Devils Bend, Squally Hook, John Day, Canoe Encampment, and Biggs Rapids, giving a least depth of 42 feet at extreme low water, and has lessened to a considerable extent the dangers that previously existed. The maximum draft that could be carried June 30, 1914, is 4 feet at extreme low water. During summer the river is in freshet and the 60993 0 -ElNG 1914-87 1378 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. extreme variation of water surface at that time is about 34 feet above low water. The length of the improved section is 124 miles. The Columbia River is navigable in fact to the foot of Priest Rapids, about 191 miles above the lower end of the improvement provided for in this project and 395 miles from the sea. Above Priest Rapids to Arrow Head Landing, British Columbia, a distance of about 488 miles, there are long stretches of navigable waters broken by obstructions. The Snake River, which is the principal tributary of the Columbia, is navigable to Pittsburg Landing, about 338 miles above the lower end of this improvement and a distance of 538 miles from the sea. There is no logging on this stretch of river. The Open River Transportation Co., during favorable stages, operated two light-draft steamboats between Celilo and Priest Rapids, on Columbia River, and to Lewiston, Idaho, on Snake River, but owing to lack of support on the part of shippers the com- pany suspended operations November 1, 1912. The company claims to have made a reduction of 14 per cent in freight rates since be- ginning operations, and that the railroads have made a similar reduction in their rates to points on the river. There has been no commerce on the river between Celilo and the mouth of the Snake River since the last-named date. The amount estimated as a profitable expenditure for the fiscal year ending June 30, 1916, will be applied to improvement by re- moval of rock reefs, building dams, etc., and to maintenance, under the approved project. The whole amount should therefore be made available. Comparative statement of traffic carried on Columbia River above Celilo to mouth of Snake River. Calendar year. Short tons. valued Calendar year. Short tons. Estimated 1907 ...................... 7,776 ......... 1911...1911.................. 16,411 $671,294 1908 ..................... 1,349 ............ 1912.................... 7,241 615,646 1909 ...................... 8,421 535, 840 1913 ..................... '0 '0 1910...................... 13,530 562,367 1 No boats operated since November 1, 1912. July 1, 1913, balance unexpended-- ------------------ ---- $91, 506. 19 June 30, 1914, amount expended during fiscal year, for works of im- provement ---------------------------------------- 54, 353. 10 July 1, 1914, balance unexpended....---------------------------- 37, 153. 09 July 1, 1914, outstanding liabilities ----------------------------- 800. 00 July 1, 1914, balance available------------------------------ 36, 353. 09 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914--------------------------------- 10, 000. 00 Amount available for fiscal year ending June 30, 1915------------- 46, 353. 09 Amount (estimated) required to be appropriated for completion of existing project--- ----- ---------------------------- 45, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 191.6, for works of improvement and for maintenance___ 145, 000. 00 (See Appendix S S 9.) 1Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1379 10. Columbia River between the foot of The Dalles Rapids and the head of Celilo Falls, Oreg. and Wash.-Columbia River rises in the southeastern part of British Columbia, flows in a northwesterly di- rection for about 150 miles, thence in a general southerly direction for about 600 miles until it reaches the northern boundary of Oregon, thence in a general westerly direction for about 350 miles, between the States of Oregon and Washington, until it empties into the Pacific Ocean. 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 ob- structed by rocks and currents; Fivemile Rapids (The Dalles), where for 19 miles the river rushes with great velocity between precipitous walls of basalt 150 to 300 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 distance of the lower end of the section included in the project from the mouth of the river is about 192 miles. A draft of 8 feet can be brought to the canal entrance from the ocean. The first project was adopted by act of August 18, 1.894, and con- templated the construction of a boat railway capable of transporting boats of 600 tons. There was appropriated $100,000 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 submit- ted under this act is printed in the Annual Report of the Chief of Engineers for 1901, Part 5, page 3502 (no maps), and House Docu- ment No. 228, Fifty-sixth Congress, second session (containing maps), and proposes the construction of a short canal and locks around The Dalles, or Fivemile Rapids, and another around the falls at Celilo, with intermediate 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. It is based on report of a board appointed to revise the preceding project with a view, if possible, of reducing the cost. The report of this board is printed in the Annual Report of the Chief of Engineers for 1904, page 3475 et seq. (No maps.) The proposed canal was to be about 82 miles long, 65 feet wide on the bottom, and 8 feet deep; with four locks 250 feet long between quoin posts and 40 feet wide in the clear, with a depth of 7 feet of water over the miter sills. The estimated cost was $4,125,000. The approval of the project by the Chief of Engineers on May 8, 1905, for beginning actual canal construction included increasing the length of the locks to 300 feet between hollow quoins with a clear width of 45 feet. Plans for modifying certain details of the original project were approved by the Chief of Engineers May 15, 1908. 1380 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. These modifications embodied a reduction in curvature of canal axis, the substitution of concrete-lined embankments for heavy masonry walls, and the installation of an extra lock to be located at Tenmile Rapids. As modified, the existing project includes open-river improvement at Threemile Rapids and a continuous canal on the Oregon shore be- tween the pool above Celilo and the pool below Fivemile Rapids; the canal to have a depth of 8 feet, width of 65 feet at the bottom, and length of 8J miles, with 5 locks 300 feet by 45 feet (50 feet for Ten- mile Lock) 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, at an estimated cost of $4,845,000. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Columbia River at The Dalles .............. Senate.. 1184 Forty-seventh First.... 11882-83 2690 The Dalles to Celilo................... . House.. 273 Fiftieth....... Second.. 1890 3030 Do............... ... ....... ..... do..... 2 64 Fifty-first..... First.... 1 1894 2664 Do.... .................. .. Senate.. 7 Fifty-third...... do..... 11904 3475 Do................... ....... .. .... House.. 2 228 Fifty-sixth.... Second.. 1901 1 3501 Do.................................... .... do.... 1161 Sixty-second.. Third.. ..... ..... 2 1 No maps. Contains maps. Under contract let in 1904 and completed in March, 1908, there was 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 lo0 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, made under date of October 14, 1909, was completed March 30, 1912. A total of 13,379.28 cubic yards of rock was re- moved. The total amount expended on the project at this p'oint is approximately $167,726.25. Under contract let August 10, 1905, and completed on May 11, 1910. there was constructed about 2,500 feet of the upper end of canal, complete, except lock gates. Under contract let September 18, 1908, there was completed about 14,000 feet of canal, omitting the concrete lining where canal is in embankment. The contractor completed the requirements of con- tract on May 1, 1911. Under contract dated July 3, 1913, work has been in progress in the construction and installation of the 11 pairs of lock gates required for all of the locks. At the close of the fiscal year six pairs of gates had been delivered and the erection work of these gates 95 per cent completed. RIVER AND HARBOR IMPROVEMENTS. 1381 The canal construction work has also been prosecuted by hired labor since July 16, 1910. The operations during the past fiscal year have consisted of con- struction work on the canal between Big Eddy and Celilo entrance, which was carried on by method of hired labor and purchase of materials. The work accomplished in addition to engineering and construction and care of buildings, installation and repair of plant, etc., consisted of excavation for locks and canal trunk, building of embankments for canal, control of drifting sand dunes, construc- tion of masonry walls, and the installation of lock gates under con- tract. The expenditure for the fiscal year on this account was $1,106,353.69, including plant, buildings, supplies, labor, suprintendence, etc. The amount expended on the present project for improvement, to the end of the fiscal year, is $4,057,050.51, of which $31,279.81 was ap- plied to surveying, preparing plans, etc., before its adoption. There has been received on account of sales, etc., the total sum of $1,028.73. The total amount expended on all projects to the end of the fiscal year 1914 is $4,084,163.34, all for improvement. It is estimated that on June 30, 1914, the approved project was about 84 per cent completed, and about 6 months' work will be re- quired for its completion, but no advantages have been derived from the expenditures, except the benefit furnished by the improvement at Threemile Rapids, where a least channel depth of 10 feet at low water, canal datum, has been obtained. The variation of the water surfaces from extreme low water to extreme high water is about 32 to 90 feet at different points. Boats are now operating between Portland and The Dalles. Between Celilo and Lewiston, 265 miles above Celilo on the Snake River, the boat service was discontinued November 1, 1912. The Columbia River is navigable, in fact, up to the foot of Priest Rapids, about 203 miles above the lower end of the improvement pro- vided for in this project and the Snake River up to Pittsburg Land- ing, about 350 miles above the same point. Above Priest Rapids to Arrowhead Landing, British Columbia, a distance of 488 miles, there are long stretches of navigable water broken by obstructions. The Open River Transportation Co. operated two boats during favorable stages between Celilo and Priest Rapids on the Columbia, and to Lewiston, Idaho, on the Snake River. Owing to the lack of support on the part of shippers the Open River Transportation Co. suspended operations on November 1, 1912. The influence of this water transportation has resulted in the re- duction of freight rates between competitive railroad points up to Celilo, and if the steamboat service on the upper river should be re- sumed a still further reduction is anticipated. The benefits to be de- rived 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 irrigation projects now under way and contemplated should, within a few years, increase the farm products and the resultant traffic to very large quantities. 1382 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The Oregon Trunk Railway has constructed a bridge over the Columbia River below Celilo to connect its north bank road (of the Hill system) with its new road, now constructed up the Deschutes River, into central and southern Oregon. The company is now operating this line. The Oregon-Washington Railroad & Naviga- tion Co. also has a line of railroad up the Deschutes River to central Oregon. Comparative statement of traffic handled by Oregon State Portage Railway between The Dalles and Celilo, Oreg. Calendar year. Short tons. Estimated value. Calendar year. Short tons. Estimated value. 1905...................... 3,058 $185,800 1910..................... 47,503 $1,382,970 1906 ...................... 5,414 227,900 1911......................67,019 2,586,245 1907 ...................... 4,600 185,000 1912.................... 47,208 1,073,619 1908...................... 4,056 207,685 1913......................682,527 1,543,780 1909....................... 25,482 1,023,165 Boats on the upper river suspended operations October 31, 1912, and since that date the Oregon State Portage Railway has been engaged in handling only the freight consigned to The Dalles-Celilo Canal and handling a small amount of local freight. It is necessary to request an additional sum of $80,000 to complete the work on the Dalles-Celilo Canal. This is enforced by the delay in the passage of the act of October 2, 1914. The work has been closed down entirely for over two months, and for about two months prior to the closing down operations were being conducted at con- siderable loss of efficiency in the effort to retain as much as possible of the working organization in case of an early passage of the act, which was anticipated during June and July. In addition to this expense the most favorable season for work has been almost entirely lost, and the work that would have been completed in the three months of July to September, inclusive, will now have to be exe- cuted in the four winter months, with expensive and costly interrup- tions due to cold weather and snow. July 1, 1913, balance unexpended--------------- $1,373, 216. 28 Received from sales of blue prints----------------------------- 2. 80 1, 373, 219. 08 June 30, 1914, amount expended during fiscal year : For works of improvement--------------- $1,106, 397. 19 Less canceled check, Dec. 8, 1913, account overpayment----------------------------- 43. 50 1, 106, 353. 69 July 1, 1914, balance unexpended ...---------------------------- 266, 865. 39 July 1, 1914, outstanding liabilities .-------------------------- 137, 757. 00 July 1, 1914, balance available ------------------------- _ 129, 108. 39 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914 ------------------------------- 525, 000. 00 Amount available for fiscal year ending June 30, 1915 ......----------- 654, 108. 39 RIVER AND HARBOR IMPROVEMENTS. 1383 July 1, 1914, amount covered by uncompleted contracts _________ $89, 779. 00 Amount (estimated) required to be appropriated for completion of existing project-- _______-- __-__-- __ - _____ _--_ 180, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement------------------ _ 80, 000. 00 (See Appendix S S 10.) 11. Canal at the Cascades, Columbia River, Oreg.-This improve- ment embraces about 41 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 downstream 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 lower end of this improvement is about 155 miles from the mouth of the river. Steamers of 8 feet draft can reach the canal from the ocean. 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 90 feet wide, with a low-water depth of 8 feet over the miter sills. The estimated cost of this project was $2,544,545, and the amount expended thereon $3,593,900. 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 462 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 this later modification was $413,360. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Cascades and The Dalles of Columbia ................................ .... 1875 787 River.' Cascades of Columbia River 1 3.... ........... .... .. 1877 1046 Do....................... .......... ..... ..................... 1880 2298 Do.'......... .................. Senate.. 72 Fifty-first..... Second............. Do.'1................................ 2. . . . . . . .. . . . . . . . . . . . . . .. . . . House... 39 Fifty-second. .... do........... .... . Do. . Senate.. 26 Fifty-third.. Third... 8 1895 3571 INo maps. 2 Contains maps. 8Basis of project. The canal and locks were opened to navigation in 1896 and com- pleted with the exception of the land wall for upper lock and a portion of the grading and paving on the land side of canal. 1 Exclusive of amount available for fiscal year 1915. 1384 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. As constructed, the canal is 3,000 feet in length and has a clear width of 90 feet. There are two locks, 521 and 514 feet, respectively, between hollow quoins, each 90 feet wide, with 8 feet depth of water on miter sills. The lower lock has a lift of 24 feet and can operate to a 20-foot stage above extreme low water at lower entrance of canal. The upper lock is formed by the upper gates of lower lock and a pair of guard gates, so that the canal is available for all stages up to a 42-foot stage at its lower entrance. The act of March 4, 1913, appropriated $100,000 for the comple- tion of the project. During the fiscal year the construction of the land wall was in progress under contract entered into September 25, 1913. At the close of the fiscal year this contract was 98 per cent complete. The construction of the south wall of upper lock chamber has reduced the time of lockage from 15 to 18 minutes to about 9 minutes. The amount expended during the fiscal year for improvement is $66,749.76. The amount expended on the existing project to the close of the fiscal year June 30, 1914, is $297,636.83, all of which was for im- provement. There has been received on account of sales the total sum of $11,684.01. The total amount expended on all projects to the close of the fiscal year 1914 is $3,891,536.83, all for improvement. About 8 feet can be carried 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 at the lower entrance to canal. The head of navigation for boats passing the locks is Big Eddy, about 4 miles above The Dalles. Logging is car- ried on extensively between Cascade Locks and The Dalles, Oreg.. and during the fiscal year a number of log rafts have passed through the locks. 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. 1905............. 35,166 403 1910....... ...... $2,286,125 64, 32,794 $1,927,352 369 93, 1906................ 46,884 2,813,040 133,070 1911................ 38,063 2,543,799 96,810 1907................ 53,770 3,226,200 89,239 1912................. 41,778 3,034,315 84,925 1908................ 54,954 3,297,240 86,615 1913............. 33,219 3,157,861 63,447 1909 ....... .......... 465 168 2,050,000 70,482 19131............ 28, 34, 2,755,811 64,428 1 Calendar year. The commerce through the locks consists of wheat, flour, miscella- neous grain, cattle, horses, wool, country produce, farm and mill machinery, and general merchandise. This improvement is a factor in regulating freight rates to all points reached by steamers using the canal and to the country tribu- tary thereto. The additional appropriation recommended is for the removal of obstructions from the channel in the rapids immediately below the locks. RIVER ANDt HARBOR IMPROVEMENTS. 1385 July 1, 1913, balance unexpended--------------_ $100, 896. 94 June 30, 1914, amount expended during fiscal year, for works of im- provement -------------------------------------------------- 66, 749. 76 July 1, 1914, balance unexpended -------------------------------- 34, 147. 18 July 1, 1914, outstanding liabilities------------------------------ 15, 800. 00 July 1, 1914, balance available------------------------------_ 18, 347. 18 July 1, 1914, amount covered by uncompleted contracts------------_ 1, 384. 00 Amount (estimated) required to be appropriated for completion of existing project------------------- --- 110, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement ..--------------------------- 110, 000. 00 (See Appendix S S 11.) 12. Operating and care of canals and locks at the Cascades of the Columbia River, Oreg.-The canal and locks around the obstructions in the Columbia River at Cascades, Oreg., were so far completed that they were opened to navigation on November 5, 1896, since which time appropriations have been made under the general work of im- provement for further completing the walls and slope, pavement, grading, etc. A general description of the location, dimensions, etc., is given in the preceding report for canal at the Cascades, Co- lumbia River, Oreg. 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 were commenced August 26, 1913, and com- pleted December 5, 1913. The dredge was operated by hired labor a total of 72 days cleaning out the canal entrances, and removed 34,679 cubic yards of material, dumping it into the river above the rapids, where it could be carried away by the current. This work resulted in practically clearing both entrances of all deposits. The silt deposited on the walls of the lower lock was removed by hand. The operating machinery was overhauled; four new cables were installed, two operating cables for lower lock gates and two closing cables for upper guard gate; quarters No. 1 were repaired; and the lower and upper lock gates were cleaned and painted. The total amount expended from the indefinite appropriation on account of operating, maintenance, repairs, etc., to the close of the fiscal year ended June 30, 1914, is $179,871.12, of which $14,552.08 was expended during the year. The commerce through the locks during the calendar year amounted to 28,465 short tons, valued at approximately $2,755,811. This commerce consisted principally of wheat, flour, miscellaneous grain, cattle, horses, wool, country produce, general merchandise, etc., a detailed statement of which is given in the district officer's report. (See Appendix S S 12.) 13. Columbia River between Vancouver, Wash., and the mouth of Willamette River.-Columbia River rises in the southeastern part of British Columbia, flows in a northwesterly direction for about 150 miles, thence in a general southerly direction for about 600 miles, x Exclusive of the balance unexpended July 1, 1914. 1886 REPORT OF THE CHIEF OF ENGINEERS U. S. ARMY. until it reaches the northern boundary of Oregon, thence in a general westerly direction for about 350 miles, between the States of Oregon and Washington, until it empties into the Pacific Ocean. Vancouver, Wash., a city of 10,000 population, is situated on the north bank of the Columbia River, about 103 miles above its mouth and 5 miles above the confluence of the Willamette and Columbia Rivers. The city fronts on deep water, but is cut off from the ship- channel depths that extend from Portland, Oreg., to the Pacific Ocean by a wide sand bar, which extends diagonally across the river a short distance below the town. The controlling depth over this bar was about 9 feet at extreme low water. The range of tide at Vancouver at extreme low water is 0.8 foot. During the summer freshet, which occurs in June, the usual rise is about 20 feet. The length of the section of river included in this project is 5 miles, anid the minimum usable depth from the lower end of this im- provement to the ocean, a distance of about 100 miles, is about 24 feet. A draft of 8 feet at extreme low water can be carried for a dis- tance of about 90 miles upstream to the foot of The Dalles Rapids. 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, to a height of 4 feet above low water, 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, at an estimated cost of $33,000. This project contemplated a depth of 20 feet or more, but this depth was not realized after the completion of the dike in 1893, which was finished, with the exception of about 60 feet, at a cost of $32,994.80. The action of the freshets widened this gap to such an extent that in 1895 a project was submitted, and adopted June 3, 1896, for completing the improvement by the exten- sion of the dike 1,500 feet downstream and dredging a channel through the shoals 150 feet wide and 20 feet deep at low water, at a cost of $67,000. The act of June 3, 1896, appropriated $67,000 for this modification. All work in connection with the dike was com- pleted in 1903. The total amount expended on the original and modified project is $109,440.99, of which $23,908.83 was applied to maintenance. No dredging was done. The existing project, which has not been modified, adopted by the river and harbor act of March 3, 1905, is based on the report of the district officer dated July 22, 1902, approved by the Board of En- gineers for Rivers and Harbors, and provided for the maintenance of a channel, 20 feet deep at low water and 150 feet wide, by dredg- ing. 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 survey authorized by act of June 25, 1912, was completed and a plan to secure a 20-foot channel in cooperation with the local in- terests was favorably recommended. This plan contemplates the construction by the United States of a pipe-line dredge for general use in the first Portland district and for its use on the improvement and maintenance of the channel between Vancouver and the Wil- lamette River at the expense of the local interests. RIVER AND HARBOR IMPROVEMENTS. 1887 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Vancouver to mouth of Willamette....... House... 1836 Fifty-second.. First.... 21892 2865 Do...................... ............. Senate.. 154 Fifty-fourth..... do..... 21896 3264 Do.................................... House... 156 Fifty-eighth... Second.. 21904 3497 Do.. ................ .......... do.... 242 Sixty-second.. First....... ....... Do.... ............. .............. . do. 1879 Sixty-third.... Second....... ....... 1Contains maps. 2No maps. 8Basis of project. Under the existing project the channel was dredged to the projected depth and width in 1905, was redredged in the fall of 1906, and again in 1909. No work has been in progress during the fiscal year. A survey made in March, 1913, shows a controlling depth of 9 feet at extreme low water in the project channel, and about 12 feet along the Hayden Island shore. There was no expenditure of funds during the fiscal year. The amount expended on the existing project to the end of the fiscal year 1914 is $46,689.96, of which $26,189.96 was applied to mainte- nance of dredged channel and $8,500 for maintenance of dike at head of Hayden Island. The amount expended on all projects to the close of the fiscal year 1914 is $156,130.95, of which $58,598.79 was applied to maintenance. The commerce is local and consists of general merchandise, farm products, lumber, and logging, a detailed statement of which is given in the district officer's report. The deep-sea tonnage is principally lumber, but during the calen- dar year 1913 no shipments were made from Vancouver. Practically the only lumber plant engaged in ocean shipping was destroyed by fire in 1908 and has been but partially rebuilt. The Spokane, Portland & Seattle Railway Co. has extended its line along the north bank of the Columbia and Snake Rivers to Riparia, Wash., and maintains regular freight and passenger service, connect- ing at Kennewick with the Northern Pacific Railway. No estimate is submitted for the fiscal year ending June 30, 1916. July 1, 1913, balance unexpended _-- .-------------------- $13, 000. 00 July 1, 1914, balance unexpended- -------------------- 13, 000. 00 (See Appendix S S 13.) 14. Oregon Slough, Oreg.-Oregon Slough is that part of the for- mer channel of Columbia River which separates Hayden Island from the Oregon mainland, and extends for a distance of about 42 miles from the head to the foot of Hayden Island, emptying back into the Columbia River about 1 mile above the mouth of the Willamette and about 103 miles above the mouth of the Columbia. Since the com- pletion of a dike constructed across the upper end of the slough, under a project adopted in 1892 for the improvement of the channel 1388 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. of the Columbia River opposite Vancouver, Wash., the slough has been closed to through navigation except in high stages, and much shoaling has taken place. The low-water period in the slough occurs generally from September to March, and at this stage the tidal in- fluence in the Columbia is felt with a range of about 1 foot. The summer freshet of the Columbia usually begins in May and lasts until August, with an average extreme height of about 20 feet above low water. In the slough there were two silty shoals, with a control- ling depth in the existing channel of about 8 feet at extreme low water. From the lower end of the improvement to the Pacific Ocean, 104 miles, there is a minimum usable low-water depth of 25 feet. The original or existing project, which has not been modified, was adopted by the river and harbor act of July 25, 1912, and is fully described in House Document No. 712, Sixty-second Congress, second session. It provides for dredging a channel 200 feet wide and 20 feet deep at extreme low water from deep water in the Columbia River to a point above the Portland Union Stock Yards, on the slough, a distance of about 4 miles, at a total cost of $100,000, with $5,000 annually for maintenance, local interests cooperating to the extent of paying one-half the first cost. References to examination or survey reports and maps or plans (including project documents). Annual reports S Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Oregon Slough 2.. ............................. House... 36 Fifty-second.. First.... 1892 2866 Do.' .. ............................ . Senate.. 54 Fifty-fourth.. .. do..... 1896 3263 Do.1 .......................... House... 56 Fifty-eighth... Second.. 1904 3497 Do .................... ....... .. . do.... 712 Sixty-second.. .. do..... 1912 1203 Do.s............................... .. do..... 1070 ..... do....... Third.............. 12 Contains maps. Made in connection with survey of Columbia River from Vancouver to mouth of Willamette River. 8Basis of project. 4 Contains no maps. Dredging work, which was suspended by freshet of 1913, was re- sumed December 24, 1913, and continued until March 17, 1914, when the projected width and depth of channel for the total distance of 21,000 feet was obtained. The port of Portland's 30-inch pipe-line dredge Willamette was leased by the United States, at a rental of $350 for a 24-hour day, for this work. The amount expended during the fiscal year is $21,617.09, of which $14,675 was applied to maintenance. The amount expended on the existing project to the end of the fiscal year 1914 is $49,112.60, of which $14,675 was applied to maintenance and $24,556.30 was contributed by local interests. The project was completed March 17, 1914. The work accomplished has resulted in a waterway 200 feet wide and 20 feet deep at extreme low water from deep water in the Colum- bia River to a point above the Union Stock Yards, a distance of about 4 miles RIVER AND HARBOR IMPROVEMENTS. 1389 Ther are at present on this waterway two large industrial estab- lishments, a sawmill, and a meat-packing plant, both of which make use of water transportation. It is anticipated that the improvement will greatly increase their use of such transportation and extend its advantages to such other similar plants as may occupy the abutting land, which is excellently adapted to such use. During the calendar year 1913 the total imports and exports amounted to 83,560 short tons, valued at $263,677, and consisted principally of lumber and live stock. The water-borne commerce has not increased owing to the temporary suspension of operations of the principal sawmill due to the depression in the lumber market. No estimate is submitted for maintenance of the improvement for the next fiscal year, as it is understood the work of maintaining the channel is to be undertaken by the port of Portland. Comparative statement of trafic. Estl. Calendar year. Short mated value. 1911... ..................................................................... 16,508 $608,735 1912....186........................................................................ 186,125 924,840 1913.... .................................................................... 83,560 263,677 FEDERAL FUNDS. July 1, 1913, balance unexpended__________________________ $36, 374. 80 June 30, 1914, amount expended during fiscal year: For works of improvement____________________ $3, 256. 10 For maintenance of improvement_ --------------- 7, 675. 00 10, 931. 10 July 1, 1914, balance unexpended __-- ____-----___ -___ 25, 443. 70 CONTRIBUTED FUNDS. July 1, 1913, balance unexpended ______ _____--------- 36,129. 69 June 30, 1914, amount expended during fiscal year: For works of improvement_______----------------- 3, 685. 99 For maintenance of improvement --------- - 7, 000. 00 10, 685. 99 July 1, 1914, balance unexpended -- _------------------- - - 25, 443. 70 (See Appendix S S 14.) EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JUNE 25, 1910, AND JULY 25, 1912. Reports on preliminary examinations and surveys required by the river and harbor acts approved June 25, 1910, and July 25, 1912, of the following localities within this district were duly sub- mitted by the district officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were trans- mitted to Congress and printed in documents as indicated: 1. Preliminary examination and survey of Siuslaw River, Oreg., from Florence to Acme.-Reports dated October 9, 1912, and Feb- ruary 8, 1913, with map, are printed in House Document No. 113, Sixty-third Congress, first session. The improvement of this lo- cality by the United States in the manner proposed is not deemed advisable at the present time, 1390 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 2. Preliminary examination of North Fork of Coquille River, Oreg., for a distance of 17 miles up the stream from the mouth.- Report dated November 28, 1910, with map, is printed in House Document No. 192, Sixty-third Congress, first session. The im- provement of this locality by the United States in the manner pro- posed is not deemed advisable at the present time. 3. Preliminaryexamination of East Fork of Coquille River, Oreg., for a distance of 8 miles up the stream from its mouth.--Report dated November 29, 1910, is printed in House Document No. 197, Sixty-third Congress, first session. The improvement of this lo- cality by the United States in the manner proposed is not deemed advisable at the present time. 4. Preliminaryexamination and survey of Columbia River, Wash., between Vancouver and the mouth of the Willamette, with a view to improvement in cooperation with the port of Vancouver.-Re- ports dated September 6, 1912, and February 17, 1914, with map, are printed in House Document No. 879, Sixty-third Congress, second session. The improvement of this locality is not deemed worthy of further continuance or maintenance by the United States, but as the interests of general commerce and navigation would appear suf- ficient to warrant the United States in cooperating in the work to the extent of renting a Government-owned dredge to the port of Vancouver, and as a dredge for general use in this district is urgently needed, the construction of such a dredge for the purposes stated, at an estimated cost of $175,000, is recommended. 5. Preliminaryexamination and survey of Coquille River and bar entrance, Oreg., including consideration of any proposition for co- operation on the part of local interests.-Reports dated November 29, 1912, and October 3, 1913, with map, are printed in House Document No. 890, Sixty-third Congress, second session. The improvement of this locality by the United States to a greater extent than is author- ized by the existing project is not deemed advisable at the present time. The local officer was also charged with the duty of making other preliminary examinations and surveys required by the river and harbor acts approved July 25, 1912, and March 4, 1913, as follows, and reports thereon will be duly submitted when received: 1. Coos Bay and bar entrance, Oreg., including consideration of any proposition for cooperation on the part of local interests. 2. Alsea Bay and bar, Oreg. 3. Nehalem Bay and River, Oreg., including any plan for coopera- tion on the part of local interests. IMPROVEMENT OF RIVERS AND HARBORS IN THE SECOND PORT- LAND, OREG., DISTRICT. This district was in charge of Maj. J. F. McIndoe, Corps of Engi- neers, from July 1, 1913, to December 3, 1913; Maj. J. J. Morrow, from December 3, 1913, to January 5, 1914; and Lieut. Col. C. H. McKinstry, from January 5 to June 30, 1914; division engineer, Lieut. Col. Thos. H. Rees, Corps of Engineers, from July 1, 1913, to March 12, 1914; Lieut. Col. C. H. McKinstry, from March 12, 1914, to June 30, 1914. 1. Willamette River above Portland, and Yamhill River, Oreg.- The Willamette River rises in the Cascade Range, flows northerly RIVER AND HARBOR IMPROVEMENTS. 1391 and generally parallel to the coast line of the Pacific Ocean, and empties into the Columbia River about 100 miles from the sea. It drains an area between the Coast and Cascade Ranges of approxi- mately 19,550 square miles. The river proper is formed by the junc- tion of three main tributaries, which unite in the vicinity of Eugene; these are the Coast Fork, the Middle Fork, and the McKenzie. Ap- proximate distances are as follows: Miles. Mouth to Portland ------- ___ 12 Portland to Eugene-------------------------------------- 172 Eugene (up Middle Fork) to source------------------------ 110 Total length-------------------------------------- 294 The Yamhill River is a tributary, which has its source in the Coast Range, flows in a northeasterly direction, and enters the Willamette River about 42 miles above Portland. About 12 miles from the mouth the river branches into the North Fork and the South Fork, the source of the former being about 25 miles and the latter 40 miles above the junction. Prior to improvement the Willamette was obstructed by drift, snags, rock ledges, and rapids, and gravel shoals, which prevented navigation during low-water stages, similar conditions existing on the lower 18 miles of the Yamhill River. In early days the rivers formed the only means of transportation and carried large quantities of grain and farm products, notwith- standing the difficulties of navigation. The depths and width of the channel varied with the stage of water, but it has been stated in former reports that, before improve- ment, the mouth of the Yamhill River was the head of low-water navigation, with a depth of 2 2 feet below the low-water plane, above which point the controlling depth was but 1 foot. A minimum usable low-water depth of 26 feet exists from the ocean up the Columbia and lower portion of the Willamette Rivers to Portland. Willamette Falls, 13 miles above Portland, are overcome by locks constructed by private parties in 1873. (See report on improving Willamette River at Willamette Falls.) The original project for the Willamette River, made in 1870, specified the removal of snags, stumps, overhanging trees, the dis- placement of bowlders which obstructed the channel, the construction of training walls and scraping of shoal bars, all with a view to rendering possible continuous navigation for light-draft steam- boats between Portland and Eugene (172 miles). In 1878 this project was modified to include the construction and maintenance of snag boats to be used on this work, and in 1892 the project was again modified to include the removal of obstructions in the Yamhill River to McMinnville, on the South Fork of the Yamhill, 18 miles above the mouth of the Yamhill. Up to June 30, 1896, there had been expended on the above projects a total of $247,747.51, distributed as follows: $71,374.75 on general improvement under former projects, $165,780.29 under project of 1878, $7,381.17 on Willamette River at Corvallis, and $3,211.30 on removal of obstructions in the Yamhill River. The present project for Willamette River above Oregon City 16 based on a report of survey printed in House Document No. 260, 1392 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMIY. Fifty-fourth Congress, first session, with map, and in Annual Report of the Chief of Engineers for 1896, page 3309. This project was adopted by the act of June 3, 1896, and provided for the removal of obstructions, and construction of controlling works with a view to obtaining a depth of 12 feet or more from Portland to Oswego (7 miles); a depth of from 3 to 32 feet thence to Corvallis (112 miles); and from 2 to 2z feet from Corvallis to Eugene (53 miles). Esti- mated cost, $131,697. This act also provided for the construction of a lock and dam in the Yamhill River near Lafayette, in accordance with report of March 6, 1895, printed with maps in the Annual Report of the Chief of Engineers for 1895, page 3602. Estimated cost, $69,000. The act of March 3, 1899, provided for improvement of the Long Tom River and $3,000 was allotted and expended in the removal of snags and other obstructions. The lock and dam in the Yamhill River was completed in 1900, at a cost of $72,164, and has since been available for navigation. In 1904 the project was revised, as to cost, and the report, which is printed in the Annual Report of the Chief of Engineers for 1904, page 3529, recommended that the 20-mile stretch of river above Har- risburg be abandoned as not susceptible of improvement at reason- able cost; that work between Harrisburg and Corvallis (33 miles) be confined to snagging to facilitate high-water navigation, and that by dredging, snagging, dam and revetment work at various points a low-water depth of 22 to 3 feet be secured and maintained from Corvallis to Oswego (112 miles), and a low-water depth of 12 feet thence to Portland (7 miles). The estimated cost of the work pro- posed under the revised project, which is practically an extension of previous operations on the Willamette River, was $213,500, with $36,300 annually for maintenance. The project of 1896, as modified in 1904, provides for securing and maintaining by dredging, dam and revetment work, and snagging, a low-water depth of 21 to 3 feet from Corvallis to Oswego, and a low-water depth of 12 feet thence to Portland, for snagging only be- tween Corvallis and Harrisburg, and for maintenance of channel in Yamhill River up to McMinnville by removal of obstructions. All of the revetments covered by this project have not been constructed. The river and harbor act approved July 25, 1912, again modified this project in accordance with plan printed in House Document No. 438, Sixty-second Congress, second session, so as to provide for the improvement of the Willamette River between Portland and Oregon City by securing a navigable depth of 6 feet at low water, and a channel width of 150-200 feet below the foot of Clackamas Rapids, and width of 100 feet above; also the removal of Copeleys Rock, at an estimated cost of $24,000 for first construction, with $2,500 annu- ally for maintenance. The existing combined projects contemplate improvement of the river from Portland to Harrisburg, a distance of 152 miles, as fol- lows: From Portland to Oregon City (13 miles) by dredging at Clackamas Rapids and three bars below the rapids, and the removal of Copeleys Rock, 9 miles above Portland, to a depth of 6 feet at low water; from Oregon City to Corvallis (106 miles) by dredging auxiliary dam and revetment work, and by snagging to obtain a low- RIVER AND HARBOR IMPROVEMENTS. 1393 water depth of from 21 to 3 feet. From Corvallis to Harrisburg (33 miles) the project provides for snagging only. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. WILLAMETTE RIVER. Eugene to Portland 1................... ....................................... 1877 1026 Do .... .... ...... .. -............. ......... . . ..... ....... 1880 2280 Clackamas Rapids, Ross Island, and House... 28 Fifty-second.- First.... 1892 2840-2850 near Corvallis. 2 Above Oregon City 2.. ............... ... do... 36 ..... do........ Second.. 1893 3529 Corvallis to Harrisburg 1 ................. do.... 260 Fifty-fourth... First.... 1896 3309 Opposite Salem i.............. .... do.... 120 Fifty-fifth...... Second.. 1898 3051 Portland and Oregon City 1...............do.... 504 Fifty-eighth... .. do.... 1904 3559 Opposite Albany 2. ........ ......... ... do.... 476 ..... do..........do.... 1904 3564 Oregon City to Eugene 2.... .do... 13 Sixty-second.. First.................. Portland and Oregon City 13........... .. do ... 438 ..... do........ Second................. YAMHILL RIVER. Mouth to McMinnville 2......o.......... House... 145 Fifty-second.. Second.. 1893 3531 Do.............................. .......................... ............ 1895 3602 Canal and locks (with photographs) 2... .................................. 1900 4349 Modification of lock and dam 2......... House... 78 Fifty-eighth... Second.. 1904 3569 LONG TOM RIVER. Mouth to the town of Monroe 2......... House... 127 Fifty-fifth..... Second.. 1898 3045 Contain maps. ' No maps. *Basis of project adopted by Congress. An index map of this improvement is published in the Annual Report of the Chief of Engineers for 1903, page 2260. Operations above Oregon City during the fiscal year consisted in constructing a pile training dike at Lamberts Bend mnd two dikes of similar construction at Wheatland, in dredging shoal bars in the channel from the mouth of the Yamhill River to Murphys Bar, and in snagging. United States pile driver No. 1 was used in the dike con- struction and drove 1,631 piles. The dredging and snagging were done by the dredge and snag boat Mathloma. A total of 58,697 cubic yards of sand and gravel was removed from the bars, 584 snags and 976 overhanging trees were removed from the Willamette R iver, and 73 snags and 60 overhanging trees were removed from the Yam- hill River. All of the work was for maintenance of improvement. The work accomplished has afforded relief to navigation by the removal of shoals and other obstructions, resulting in daily steam- boat service between Portland and Corvallis, 119 miles, excepting about 125 days during low-water season. The cessation of traffic between Salem and Corvallis was due to the velocity of the current, which makes "lining " necessary and progress slow and therefore unprofitable. Continuous service was maintained between Port- land and Salem, 72 miles; and between Portland and Dayton (on the Yamhill River), 46 miles. Operations between Portland and Oregon City consisted in the removal by blasting of the remainder of Copeleys Rock, and in dredging at Clackamas Rapids, Meldrums, and Magoons Bars. A 60993 -ENG 1914- 88 1394 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. steam drill mounted on a small scow was used for drilling at Cope- leys Rock. About 500 cubic yards of rock were broken up. The work of removing the rock to a depth of 6 feet at low water was completed October 11. The amount of gravel and rock removed by the dredges Mathloma and Champoeg during the year from the channels was 59,498 cubic yards, of which 19,963 cubic yards were rehandled. A navigable channel of 6 feet at low water has been completed and all channels cut to the width required under the project except at Meldrums and Lower Clackamas Bars, where the controlling width is 80 feet. The necessary removal of an unex- pected bed of hardpan in the channel at Clackamas Rapids and an accident by collision with the dredge hindered the work. The work between Portland and Oregon City was for the im- provement and maintenance of the channel. An allotment of $2,000 from the emergency appropriation pro- vided by the river and harbor act of March 4, 1913, made January 19, was expended in the removal of a spoil bank at Magoons Bar, which had become a serious menace to navigation. The total amount expended on the existing project to the close of the fiscal year ending June 30, 1914, was $575,305, of which amount $324,366.20 was applied to maintenance. Of the total amount expended $250,257.67 was expended on the project of 1896 (including $72,164 for constructing lock and dam in the Yamhill River and $3,000 expended on the Long Tom River), $299,047.33 on the modified project of 1904, and $26,000 on the project below Oregon City. Receipts from Miscellaneous sources amounted to $739.90. The outstanding liabilities at the end of the year amounted to $1,798. The total amount expended on all projects to the end of fiscal year 1914 is $823,052.51, of which $26,000 was applied to the existing project between Portland and Oregon City. About 75 per cent of the approved project above Oregon City has been completed. A proposed new revetment at Albany and one at Salem remain to be constructed when conditions require and appro- priations permit. The work done on the Willamette River has greatly improved its condition, although annual maintenance is re- quired to furnish a navigable channel 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, 5 miles above the mouth. The work done on the Yamhill has been the completion of the lock and dam near Lafayette, 8 miles above the mouth, under the project of 1896, and clearing the channel of obstructions. At low-water stage a maximum draft of about 2 feet and 1 feet can be carried from Oregon City to Salem and Corvallis, respec- tively. Above Oregon City the flood stages adopted by the local United States Weather Bureau are 10 feet at Eugene, 20 feet at Albany, 20 feet at Salem, 37 feet at Wilsonville, and 12 feet just above the falls at Oregon City. The project between Portland and Oregon City has been com- pleted except that two of the cuts are not dredged to the full pro- jected width. The maximum draft that can be carried on this por- tion of the river is 6 feet. The variation of water surface due to freshets is from 20 to 30 feet, and the tide at low-water stages affects RIVER AND HARBOR IMPROVEMENTS. 1395 the water level between Portland and Clackamas Rapids from 1 to 2 feet. The improvement covers the whole stretch of the river between Portland and Harrisburg, although the old canal, one-half mile long, constructed by private parties around the falls at Oregon City, may be considered as dividing the navigable portion of the river into two parts, about 13 and 139 miles long, respectively. The head of navigation on the Willamette is Harrisburg, 152 miles above Portland, but boats reach the former point only on the higher stages. The head of navigation on the Yamhill is McMinnville, 18 miles from the mouth, but boats seldom go above Dayton, 5 miles from the mouth. The forests adjacent to the Willamette Valley produce large quan- tities of logs, and almost 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 its mouth. Logs come down the Yamhill for a distance of about 50 miles. The total commerce handled during the calendar year 1913 amounted to 764,862 short tons, valued at approximately $8,534,689. It consisted principally of flour, grain, hops, logs, lumber, fuel oil, paper and pulp, piling, sand and gravel, stone, wood, farm products, and general merchandise. Comparative statement of traffic. Short Estimated Passen- ndar year Short Estimated Passen calendar years. tons. value. gers. Clendar years. tons. value. gers. 1904.............. 332, 130 $11,260,196 . 65, 947 1909............ 519,250 $9,295,384 43,299 1905............. 362, 258 12,119,596 67,396 1910............ 787, 497 8,332,247 26, 714 1906............ 383,911 7,591,623 41,160 1911.............. 875,740 9,020,565 25,282 1907.............. 412,846 8,193,746 41,998 1912.............. 986, 509 10,233,461 24,831 1908.............. 403,148 8,014,164 29,029 1913.............. 764,862 8,534,689 23,760 The lands of the Willamette Valley are very rich and productive and the river commerce has in general increased from year to year. The Southern Pacific Railway parallels the river on each side, and the Oregon Electric Co. is operating an electric line between Portland and Eugene. 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. Until the United States assumes the operation of the canal and locks around the falls of the Willamette at Oregon City the full effect of the project on freight rates will not be felt. A charge of 50 cents per ton is now made for all freight which passes through the locks. The amount estimated as a profitable expenditure in fiscal year ending June 30, 1916, will be applied to the maintenance of the chan- nel between Portland and Oregon City in accordance with the modi- fied project adopted by the river and harbor act of July 25, 1912; to dredging and snagging in the channel and repairing or constructing dikes, dams, training walls, etc., necessary for the maintenance of the channel of the river above Oregon City; and to constructing a new hull for the U. S. dredge Mathloma. 1396 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ABOVE OREGON CITY. July 1, 1913, balance unexpended ___-__ ______-- ------------- $45, 123. 20 Deposited account sales------____ - - 7____-----____ 70. 00 45, 193. 20 June 30, 1914, amount expended during fiscal year, for mainte- - nance of improvement __________- - -__________________---33, 005. 81 July 1, 1914, balance unexpended ______________ 12, 187. 39 y9 July 1, 1914, outstanding liabilities_____________________________ 1, 798. 00 July 1, 1914, balance available_ ..... __-__________________ 10, 389. Amount (estimated) required to be appropriated for completion of existngproject________________________ existing pojec--------------------------------------------~ 5 020. 55, 2.0 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement-------------------------- (2) BETWEEN PORTLAND AND OREGON CITY. July 1, 1913, balance unexpended ------------------------------- 10, 321. 53 Amount allotted from appropriation made by river and harbor act approved Mar. 4, 1913_____- ___-----___---------------__ 2, 000. 00 12, 321. 53 June 30, 1914, amount expended during fiscal year: For works of improvement_ ________- -___- ___$10, 321. 53 For maintenance of improvement---------------- 2, 000. 00 12, 321. 53 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement ___..__(---)_____ -(2) CONSOLIDATED. July 1, 1913, balance unexpended_______-------________ $55, 444. 73 Deposited account sales_ _..____ _ 70. 00 Amount allotted from appropriation made by river and harbor act approved Mar.,4, 1913---------------------------------------- 2, 000. 00 57, 514. 73 June 30, 1914, amount expended during fiscal year: For works of improvement_______________________ $10, 321. 53 For maintenance of improvement------------------ 35, 005. 81 45, 327. 34 July 1, 1914, balance unexpended---------------------- 12, 187. 39 July 1, 1914, outstanding liabilities _____ 1, 798. 00 July 1, 1914, balance available . ---------------------------- _ 10, 389. 39 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914________________________________ 25, 500. 00 Amount available for fiscal year ending June 30, 1915-------------- 35, 889. 39 Amount (estimated) required to be appropriated for completion of existing project-------------------------------------------- 55, 020. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance-------- - 42, 500. 00 (See Appendix T T 1.) 1Exclusive of amount available for fiscal year 1915. 2 See consolidated money statement on this page. RIVER AND HARBOR IMPROVEMENTS. 1397 2. Operating and care of lock and damn in Yamhill River, Oreg.- The lock and dam are situated on the Yamhill River, 8 miles above its mouth and 10 miles below the head of navigation, at McMinn- ville. It was constructed under appropriation for improving Wil- lamette and Yamhill Rivers for the purpose of affording low-water navigation to McMinnville. It was completed and opened to navi- gation in 1900. During the fiscal year the lock has been open to navigation 309 days, and closed 56 days during the winter season on account of high water. The total traffic through the lock amounted to 432 short tons of freight and 108 passengers. 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 mainte- nance the sum of $867.79, and the total expended for the same pur- pose to the end of the fiscal year was $42,460.66. The outstanding liabilities amount to $72. The traffic has consisted mainly of hardwood logs floated down- stream and the passage to and fro of launches and small boats. July 1, 1913, balance unexpended--------------------------------- $401. 72 Amount allotted July 16, 1913 098. 28 1----------------------------- 1, 500. 00 June 30, 1914, amount expended during fiscal year for maintenance of improvement----------------------------------- 867. 79 July 1, 1914, balance unexpended----------------------------------- 632. 21 July 1, 1914, outstanding liabilities------------ 72. 00 7-------------------- July 1, 1914, balance available------------------------------------- 560. 21 (See Appendix T T 2.) 3. Willamette River at Willamette Falls, Oreg.-At this point, 13 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 & Locks Co. 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 and are owned and operated by the Portland Railway Light & Power Co. 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 pur- poses. 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 esti- 13.98 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. mated that the flow is capable of developing from 55,000 to 60,000 horsepower at the ordinary low stages of the river, and the company has established and now operates electric generating plants and leases to other concerns portions of the water power. 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 in accordance with the report submitted in House Document No. 202, Fifty-sixth Congress, first session (Annual Report of the Chief of Engineers for 1900, p. 4368). 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. On May 6, 1912, the treasurer of the State of Oregon deposited $200,000 and, on November 19, 1913, $100,000 to the credit of the Treasurer of the United States. Of the amount appropriated in act of 1910 the expenditure of $5,000 was authorized July 30, 1910, for preliminary work, and the expenditure of $2,000 additional was authorized under date of March 19, 1912. A recommendation made February 10, 1912, that the United States offer to the present owners the sum of $375,000 for the locks, canal, and right of way on the west side, was approved by the Secretary of War under date of February 15, 1912. The offer was duly made and accepted, and the necessary transfer papers were prepared by the owners. The abstract of title was forwarded to the United States attorney for examination on May 27, 1912, and was returned on December 31, 1912, with the"opinion that a properly executed deed, after certain releases of mortgages, trust deeds, and agreements shall have been procured and recorded, will convey good title to the premises, sub- ject to questions arising through leasehold rights held by pulp and paper companies operating in the vicinity. A draft of the proposed deed was approved by the Assistant Secretary of War on April 2, 1913, and was forwarded to the Portland Railway, Light & Power Co. for completion on April 14, 1913. After modification a draft of the deed and all papers in connection with the proposed transfer were forwarded to the department January 23, 1914. The papers were received back with the opinion rendered by the United States Attorney General to the effect that certain features of the deed were objectionable. The deed has been resubmitted to the Portland Rail- way, Light & Power Co., and negotiations are under way with a view to the removal of the objectionable features. The condition of the canal and locks and the advantages expected from the operation and improvement by the United States are given in the report of preliminary examination and survey, authorized by the act of March 3, 1909, and printed in House Document No. 1060, Sixty-second Congress, third session. The general plan of improve- ment recommended is to obtain a depth of 6 feet over the lower sill of the locks and in the upper basin (the available low-water depth now being about 2 feet), and to construct a concrete wall separating RIVER AND HARBOR IMPROVEMENTS. 1399 the upper basin from the factories which now take water from the canal for power purposes. The estimated cost of the improvements recommended is $300,000, making the total cost of purchasing and improving the existing canal and locks $675,000. No modification has been made in the existing project since its adoption. The extent and cost of the improvement will depend upon the action of Congress on the report of the preliminary examination and survey referred to above. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Willamette River at Willamette Falls 2.. House... 202 Fifty-sixth.... First.... 1900 4368 Do.............. ........ ......... do..... 9 Fifty-eighth... Third... 1905 2497 Do .......................... ..... .. do..... 1060 Sixty-second. .do .............. ........ ' Contain maps. 2Basis o" project adopted by Congress. No maps. No field work has been done during the year and no money ex- pended. The total amount expended on preliminary work to June 30, 1914, is $6,992.48. The river is paralleled on both banks by lines of the Southern Pacific Co., and the Oregon Electric Railroad has been extended to Eugene, 172 miles south of Portland, crossing the river at Wilson- ville and Harrisburg. These roads handle the bulk of the traffic of the Willamette Valley, the toll of 50 cents per ton on all commodities passing through the canal enabling the railroads to maintain rates and practically control the freight business. The commerce through the locks consists of country produce, farm and mill machinery, and general merchandise. During the calendar year 1913, 6,527 short tons of the above, valued at approximately $675,916, and 6,189 passengers were passed through the locks. This commerce, however, is only a small portion of the amount that would be affected by the proposed improvement. Several years ago the Chamber of Commerce 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 thousands of dollars annually. July 1, 1913, balance unexpended ------------------------------ $293, 007. 52 July 1, 1914, balance unexpended _ -------------------------- 293, 007. 52 STATE APPROPRIATION. July 1, 1913, balance unexpended--------------------------- 200, 000.00 Deposited to credit of the Treasurer United States--------------100, 000. 00 300, 000. 00 July 1, 1914, balance unexpended-------------------------- 300, 000. 00 (See Appendix T T 3.) 1400 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 4. Columbia and Lower Willamette Rivers below Portland,Oreg.-- The Columbia River rises in British Columbia, flows northerly, then southerly and westerly and forms in its lower portion, for about 330 miles, the boundary between the States of Oregon and Washington, emptying into the Pacific Ocean about 610 miles north of the harbor of San Francisco and about 160 miles south of the Straits of Juan de Fuca. Its estuary forms the largest harbor on the Pacific coast be- tween those two points and has an area of approximately 14 square miles, with a depth of 26 feet or over at mean lower low water. Its length from its source to the mouth is about 1,000 miles. A de- scription of the Willamette River is given in report on its improve- ment above Portland, Oreg. Passing through a gorge in the Cascade Range, the Columbia River forms a natural highway for all commerce originating east of those mountains, and in early days was the only means of trans- portation. By means of a rail portage around The Dalles-Celilo ob- struction, where the United States is now constructing a canal, and also around the rapids near the present site of Cascade Locks, a water outlet was afforded many years ago for the products of the northwest section of the country to Portland and thence by deep-sea craft to the markets of the world. The value and availability of the waterway for purposes of commerce at the present time are illus- trated by the fact that Portland is one of the principal grain-ex- porting cities of the United States. The portions of these rivers covered by the improvement include 12 miles of the Willamette between Portland and its mouth, and 98 miles of the Columbia from the mouth of the Willamette to the Columbia River bar. Originally the channel between Portland and the sea was ob- structed by numerous sand bars which distributed the water over extended areas in which were comparatively narrow channels with depths varying from 10 to 15 feet at low water. The minimltin usable depth on the bar at the mouth of the river at mean lower low water is 272 feet, and the tidal rise and fall is about 7 feet. The original project was adopted in 1877, with a view to obtain- ing a channel depth of 20 feet. In 1891 the project was extended. with a view to obtaining a channel depth 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 per- mission to assist in the work. On the original and modified project there has been expended the sum of $1,080,874.11. This does not include the sum of $221,780.46 which was expended for dredging for temporary relief prior to the adoption of the origi- nal project. The, act of June 13, 1902, adopted a project for a 25-foot channel to be secured by the construction of contracting works and by dredg- ing. The estimated cost was $2,796,300, including the cost of a dredge and accessories. The act of June 25, 1910, provided for dredging the west channel at Swan Island for use of log tows and shoal-water boats. The amout expended on the project of 1902 and its modifications, including $132,284.24 applied to redredging channels and repairing revetments during the fiscal.year 1913, was $1,336,952.40, making the total amount expended on original and modified projects prior to operations under existing project $2,639,606.97. RIVER AND HARBOR IMPROVEMENTS. 1401 The existing project for improvement was adopted by the act of July 25, 1912, and is printed in House Document No. 1278, Sixty- first Congress, third session. The act of February 27, 1911, contained an appropriation and a continuing-contract authorization for the construction of two suitable dredging plants as recommended in above project. Expenditures under this authorization will be con- sidered as expenditures on present project. The new project pro- vides for a channel 30 feet deep and 300 feet wide, between Portland and the head of the estuary (Brookfield), and not less than 26 feet deep thence to the mouth of the river, with a short auxiliary channel 8 feet deep, 300 feet wide on the west side of Swan Island, near Port- land. The work is to be accomplished partly by the construction of dikes and revetments, but chiefly by dredging, at an estimated cost of $3,770,000, including $520,000 for construction of two dredges and auxiliary plant; maintenance is estimated at $350,000 annually. The substantial cooperation of the port of Portland reduces the probable first cost of the improvement to the United States to not more than about $3,000,000. There has been no modification in the existing project since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Portland to mouth (original project) 1.. ....... 1877 1019 West side Swan Island 1............. House... 74 Fifty-first..... Second.. 1891 3373 Portland to mouth (25-foot channel) . 2..... .. do..... 38 Fifty-second.. First.... 1892 2850 Portland to mouth (25-foot project) 2 .... do..... 673 Fifty-sixth ...... do..... 1900 4416 Portland to mouth (30-foot project) 13.... ... do..... 1278 Sixty-first..... Third.............. LNo maps. 2Contain maps. ° Basis of project adopted by Congress. An index map showing the status of the improvement in 1911 is printed at page 2606 in the annual report of that year. Work carried on during the year consisted in dredging shoals from Eureka to Astoria by the U. S. dredge Clatsop, dredging the upper reaches by the dredges of the Port of Portland Commission and new U. S. dredges Multnomah and Wahlciakum, repairs to St. Helens Dike, constructing dock at United States moorings, making surveys, etc. The following is a summary of operations: 30-foot Maint project. Maintenance. Cubic yards. Cubic yards. Removed by U. S. dredge Clatsop ................ ..................... 1, 000, 000 1, 698, 092 Removed by U. S. dredge Multnomah... ................... 554, 332 ............. Removed by U. S. dredge Wahkiakum................................... 454,166 ........... Removed by dredges of port of Portland ............................................... 4,859, 343 Total dredging ... .......................................... 2, 008, 498 6, 557, 435 Rock placed mnSt. Helens Dike.... .............................................. 7, 590.3 1402 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The expenditures of United States money during the fiscal year amounted to $507,897.76, of which $65,038.97 was for maintenance (dredging by Clatsop, $55,143.25; repairs to St. Helens Dike, $9,895.72) and $442,858.79 was for improvement (construction and operation of two pipe-line dredges and auxiliaries). The Port of Portland Commission operated their three dredges on the channel during the year. They are now working in the Willam- ette River, and will again dredge some of the bars on the Colum- bia as soon as the freshet subsides. The amount expended on the existing project to the end of the fiscal year 1914 is $637,551.24. The total amount received from miscellaneous sources, account sales, is $5,355.10. The outstanding liabilities amount to $48,255. Amount expended during the fiscal year----- ---------- $507, 924. 71 Reimbursable_ ______ _----------- __------- _-. ------------- 113. 62 Net expenditures .- --. -------------------------- 507, 811.09 The total amount expended on all projects to the end of the fiscal year 1914 is $3,277,158.21. It is estimated that the present project is 30.5 per cent completed, June 30, 1914. The work has resulted in an increased depth of about 11 feet since beginning the improvement. The plane of reference in the estuary is mean lower low water at Astoria. Above the estuary soundings are referred to a low-water slope determined by local observations. Variations due to tides at times of low river flow are about 2 feet at Portland and about 7 feet at Astoria. The ordinary period of low flow in the river is from September 1 to November 15, sometimes to January 31. The freshet season is from May to July, inclusive. The usual variation in water level due to freshets is about 20 feet at Portland, diminishing to zero at Astoria. The maximum draft that could be carried June 30 over the shoalest part of the river is 26 feet. After the freshet season and before the river reaches the low-flow stage relief dredging is done yearly on all bars where needed. The total commerce handled during the calendar year 1913 amounted to 7,923,902 short tons, valued at approximately $102,- 058,764. Foreign exports were mainly barley, flour, lumber, mer- chandise, and wheat; foreign imports consisted principally of bags and burlap, coal, fire brick and clay, sulphur, and oriental goods. The domestic deep-sea tonnage was made up of asphaltum, barley, cement, flour, logs, lumber, fuel oil, wheat, and general merchandise. The commerce handled by light-draft river vessels consisted of dairy products, flour, fruit, grain, live stock, logs, lumber, fuel oil, paper and pulp, piling, sand and gravel, stone, wood, and general merchandise. RIVER AND HARBOR IMPROVEMENTS. 1403 Comparative statement of trafic handled on Columbia and lower Willamette Rivers, below Portland, Oreg. Handled by seagoing Handled by river vessels. Total. vessels. Calendar years. Short tons. Estimated value. Short tons.value. Estimated Short Short tons.value tons. Estimated 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 1910 .......................... 2,440,956 39, 765,404 5,393,317 25,116, 602 7,834, 273 64,882, 006 1911.......................... 2,449,297 2,104,230 5,)51,617 3, 053,378 8,000,914 83,157,608 1912 ........................... 2,697,987 56,800,756 4,142,672 29,160,989 6,840,659 85,961,745 1913 ........................ 3,089,218 66, 599,192 4,834,684 35, 459, 572 7,923,902 102, 058, 764 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 estimated as a profitable expenditure in the fiscal year 1916 will be applied to operating the dredges Multnomah, Wahkia- kum, and Clatsop for improvement and maintenance, and to con- structing dikes and shore protection for improvement. Except for the completion of two 24-inch pipe-line dredges and auxiliary plant under contract, work has been carried on by hired labor with Government plant. July 1, 1913, balance unexpended --------------------------- $616, 293. 15 Deposited account sales------------------------------------- 166. 50 616, 459. 65 June 30, 1914, amount expended during fiscal year: For works of improvement ----------------- $442, 858. 79 For maintenance of improvement-------------65, 038. 97 507, 897. 76 July 1, 1914, balance unexpended__--------------------------- 108, 561. 89 July 1, 1914, outstanding liabilities-------------------------- 48, 255. 00 July 1, 1914, balance available----------------------------- 60, 306. 89 Amount allotted from appropriation made by the river and har- bor act approved Oct. 2, 1914 ---------------------------- 200, 000. 00 Amount available for fiscal year ending June 30, 1915---------- 260, 306. 89 Amount (estimated) required to be appropriated for completion of existing project--------------_--------------------_ 2, 315, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance_ 1 600, 000. 00 (See Appendix T T 4.) 5. Mouth of Columbia River, Oreg. and Wash.-The mouth of the Columbia is about 610 miles north of the entrance to San Francisco Harbor and 160 miles south of the Straits of Juan de Fuca, and forms the largest and deepest entrance on the Pacific coast between Exclusive of amount available for fiscal year 1915. 1404 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. those two points. The estuary furnishes excellent fresh-water harbor facilities, which also extend up the stream to Portland, Oreg., a dis- tance of 110 miles. A description of the Columbia River is given in the report on Columbia and lower Willamette Rivers below Port- land, Oreg. 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 channels 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. The tidal range on the bar is about 7 feet; inside the bar, about 7 feet, and it decreases up the river until at th emouth of the Willam- ette River it is about 2 feet. The minimum usable depth across the bar at the mean of the lower low waters is 272 feet on the established bar range and 30 feet in a newly developed channel just outside the end of the south jetty. The original project, adopted in 1884, contemplated obtaining a channel across the bar 30 feet deep by the construction of a low-tide jetty, 42 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 modi- fied 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. The jetty was completed to a length of 44 miles in 1895. During its construction the channel across the bar deepened progressively, and there was a channel of project depth (30 feet) or over during 1895, 1896, and 1897. The deepening referred to was accompanied by a swing of the channel from a southwesterly toward a northwesterly direction. The total amount expended on the original project was $1,968,- 753.14, prior to which $17,530 had been appropriated and expended for survey, etc. By 1898 the channel had shifted to a northwesterly direction and had shoaled to 28 feet. By 1902 the channel had disappeared and a governing depth of 21 feet was found over a wide extent of bar. The present project is contained in the report of a board of engi- neers, printed, with maps, at page 2275, Annual Report of Chief of Engineers for 1903; it provides for extending the south jetty 22 miles, for dredging if dredging shall prove to be practicable and productive of good results, and for building a north jetty if that should prove necessary in order to obtain the project depth of 40 feet. This project was adopted by Congress by act of March 3, 1895. 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. A revised estimate of $3,529,300 for completing the south jetty was approved April 17, 1909; it assumes an enrockment cross section having a crest width of at least 25 feet instead of 10 feet as formerly, and rising to at least mid-tide, and makes allowance for the increased cost of materials and for greater scour than the original estimate had contemplated. RIVER AND HARBOR IMPROVEMENTS. 1405 Based on experience in building the south jetty extension a revised estimate of $5,966,573 for constructing the north jetty was approved July 18, 1913. It is based on an assumed crest width of 40 feet at 4 feet above mean lower low water and side slopes of 1 on 1z, and makes allowance for heavy scour. Besides these modifications in the estimates of cost the present project has received this additional modification: The north jetty alignment, which formerly consisted of three tangents, now consists of two, the first extending from the original starting point to the middle of the third tangent of the original alignment (approved Dec. 27, 1913). The existing project contemplates extending the south jetty to a length of about 7 miles; for constructing a north jetty about 21 miles long, both jetties to be mid-tide jetties; and for dredging; all to secure a channel of proper width 40 feet deep across the bar at mean lower low water. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Mouth of Columbia River. House or No. Congress. Session. Year. Page. Senate. Report of survey 1................ .. Senate.. 50 Forty-fifth.... Third... 1879 1863 Do.................... ....... do.... 34 Forty-sixth... Second.. 1880 2318 Report of Board of Engineers 2..... .......... . do.... 49 .... do....... Third... 1881 2548 Do.2 ..................... ...... do..... 13 Forty-seventh Second.. 1883 2012 Original condition 2 ... ... ... 1886 188...... 1976 Special report-status of the work 1........ House... 101 Fifty-first.... First.... 1890 3025 Report of Board of Engineers recommend- ................................ 1893 3499 ing construction of groins.' Map of completed project of 1884-1893 2.... ............. 1895 3560 Examination and survey (40-foot project).. House 94 Fifty-sixth... First.... 1900 4430 Report of Board of Engineers 1 ...................................... .......... 1903 2275 ' No maps. 2Contains maps. 3Basis-of project adopted by Congress. A map of the annual survey, also maps showing the 24-foot and 30-foot contours for the years 1900, 1911, 1912, and 1913, are pub- lished in the Annual Report of the Chief of Engineers for 1913, page 3104. The south jetty was completed to a length of 6.62 miles on August 7, 1913, and all construction work suspended. Between June 30 and August 7, 1913, a total of 105,191 tons of stone was received under contract and placed by hired labor to fill up low places in the jetty. No extension was made of trestle or enrockment. The total amount of stone placed in the completed south jetty is 5,783,234 tons, as follows: Tons. Project of 1884 (original construction) --------------------------- 945, 923 Project of 1903 (rebuilding outer end of 1884 jetty) -------------- 410, 000 Project of 1903 (extension of 1884 jetty) ------------------------- 4, 427, 311 Total _-------------------------------- 5,783, 234 At the close of the work the profile of the jetty was roughly as follows: From shore line to station 251-22 at elevation 10 above 1406 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. mean lower low water; thence rising to elevation 12 at station 294+ 70; thence rising to elevation 16 at station 308±02; thence rising to elevation 18 at station 334+38; thence rising to elevation 24 at sta- tion 358+78; thence sloping to 15 feet below datum at station 375+16. An inspection and photographs of the south jetty made in May, 1914, show that from the high-water line (about station 201+00) to station 336+00 the jetty stands at an average height of 12 feet above mean lower low water except in three or four places; from station 336+00 to station 362+60 the profile is irregular, rising in 8 or 10 places to the height of 12 or 15 feet above mean lower low water and being nowhere below 3 feet above mean lower low water; from sta- tion 362+60 out no rock is visible. The work of salvaging materials and moving the plant and equip- ment to Fort Canby for use in connection with the construction of the north jetty was commenced in the fall of 1913. During the six months following suspension of work on south jetty a large amount of materials, equipment, fuel, and some of the buildings were trans- ferred from Fort Stevens across the estuary to Fort Canby. The preliminary work in connection with the construction of the north jetty was practically completed at the end of the fiscal year except a small amount of dredging around the docks at Fort Canby. All the docks, buildings, and other structures were completed and tracks laid. The water system, sewers, telephone, and electric light systems have been installed, also the derricks on the docks, machinery in the shops, and other work necessary to a complete and efficient working plant. A quarry was developed on the reservation and a large amount of stripping done, but it had not yet been equipped for quarrying rock. The channel through Bakers Bay from the head of Sand Island to deep water near Fort Canby was completed by the port of Port- land dredge Columbia, under lease to the United States, a total of 1,274,710 cubic'yards having been excavated during the fiscal year from a cut 14,360 feet long, 300 feet wide, and 11 feet deep, making a total of 2,100,602 cubic yards removed from the completed channel at a field cost of $92,179.68, or $0.0438 per cubic yard. The U. S. dredge Wahkiakum moved 24,800 cubic yards from basin near docks since commencement of work on June 20, 1914. The north jetty trestle was commenced on September 17, 1913, and was extended during the fiscal year from bent 0 (station 0) to bent 345 (station 61+26), a distance of 6,126 feet (5,662 feet beyond the original high-water line). In December, 1913, under contract for about 400,000 tons of stone, 4,709.22 tons was placed on shore end to protect the piles from floating drift. The placing of stone on the jetty proper was commenced February 2, 1914,. at bent 29 (station 4+64) and was carried out to bent 343 (station 60±90). At the end of the fiscal year the jetty enrockment was as follows: Beginning at high water for a distance of 2,098 feet out the stone was standing at an average height of about 7 feet above mean lower low water; thence for a distance of 2,754 feet -to an average height of about 1 foot below mean lower low water; thence it sloped for a distance of 774 feet from 1 foot below mean lower low water to 20 feet below mean RIVER AND HARBOR IMPROVEMENTS. 1407 lower low water at the end. Total length of enrockment, 5,626 feet; total quantity of rock placed, 422,783 tons. The completed docks at Fort Canby have a capacity for unloading about 5,000 tons of stone in eight hours. Besides maintaining the plant at Fort Canby, the shops built the following plant for the first Portland, Oreg., district: One double- track revolving pile driver, complete; 1 double-track material car; 4 pile-driver trucks. The following plant was transferred by sale to the first Portland, Oreg., district: Three locomotives, 36 dump cars, and 54 car bodies. The dredge Chinook worked on the bar when weather conditions permitted during the months of July, August, September, and Oc- tober, 1913, and excavated 422,843 cubic yards, making a channel 600 to 700 feet wide, with a navigable depth of 28 feet, except for a short distance where a minimum depth of 27 feet was found. The average depth of cut was 2 feet for a length of 3,500 feet. When not able to work on the bar, the Chinook worked on Flavel Shoal in the estuary (improvement of the Columbia and lower Willam- ette Rivers). Following the satisfactory work of the Chinook in the summer of.1913, recommendation was made (approved Nov. 29, 1913) that two 30-inch pumps be installed in addition to the original equip- ment. This work was done and necessary repairs made, at a cost of $11,253 for repairs and $107,588 for alterations and new installa- tion. It was completed June 24, when the dredge proceeded to the estuary to try out the new equipment and break in her crew prepara- tory to beginning work on the bar. Surveys of the bar were made in September, 1913, and May, 1914. The September survey, which was made more especially to show the results of the dredging by the Chinook, developed the facts stated above. The May, 1914, survey compared with that of May, 1913, shows the following changes: There is a 30-foot channel about 1,000 feet wide just west of the end of the south jetty; there has been a marked deepening in the southwesterly section of the bar, a slight deepening in the westerly section, and a slight shoaling in the northerly section (Peacock Spit). The distance across the bar between 30-foot contours on the "bar range" is 5,000 feet, as com- pared with 6,400 feet a year ago. The least depth on the dredging range is 27 feet, as compared with 25 feet in May, 1913 (before dredging), and 27 feet in September, 1913 (near the close of dredging). There has been expended on the existing project to the end of the fiscal year $10,106,726.16, of which $246,703.21 and $7,894.74 was contributed by the ports of Portland and Astoria, respectively. Of this amount $7,625,397.70 was applied to construction and $692,277.92 to maintenance of south jetty; $920,962.40 to alterations, repairs, and operation of the dredge Chinook; and the balance, $868,088.14, to north jetty construction. The amount derived from miscellaneous sources is $4,072.64. The outstanding liabilities at end of the year amounted to $140,985. Amount expended during the fiscal year ___----------- -__ $917, 158. 41 Reimbursable ------------------------------------------ 30, 250. 67 Net expenditures__ -------------- 886, 907. 74 1408 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The total amount expended on all projects to the end of the fiscal year 1914 was $12,092,979.30, distributed as follows: South jetty, $8,317,675.62; north jetty, $868,088.14; altering, operating and re- pairing Chinook, $920,962.40. The south jetty and the preliminary work for the north jetty are completed. The north jetty is about 10 per cent completed. The advantages resulting from the expenditures have been an increase of about 8z feet in the navigable depth over the bar on the " bar range," a decrease in the width of the bar on this range between 30-foot contours from 6,400 feet to 5,000 feet, and the creation of a sheltered area for anchorage inside the bar in the lee of the south jetty. The plane of mean low water is about 1.3 feet higher than the plane of mean lower low water to which soundings are reduced on the maps. The variation of the level of water surface, due to tides, is about 7.5 feet. The head of navigation for deep-sea vessels crossing the bar is at Portland, 110 miles above the mouth. The total commerce handled over the Columbia River Bar during the calendar year 1913 amounted to 3,089,218 short tons, valeled at approximately $66,599,192. Foreign exports were mainly barley, flour, lumber, merchandise, and wheat; foreign imports consisted principally of bags and burlap, coal, fire brick and clay, sulphur, and oriental goods. The domestic deep-sea commerce was made up of asphaltum, barley, cement, flour, logs, lumber, fuel oil, wheat, and general merchandise. Comparative statement of traffic over Columbia River Bar. Calendar years. Short tons. Estimated Calendar years. Short tons Estimated value. value. 1904....................... ... 778,328 $27,281,302 1909...................... 1,597, 787 $40, 200, 874 1905....................... 946,805 31,786,607 1910........... ......... 2,440,956 39,765,404 1906...................... 1, 200,973 34,407,991 1911...................... 2,449,297 52,104,230 1907..................... 1,664,717 45,000,000 1912 ... ......... 2,697,987 56,800,756 1908 ....................... 1,688,331 43,000,000 1913.......... ...... ..... 3,089,218 66, 599,192 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. The amount estimated as a profitable expenditure in fiscal year 1916 will be applied to continuing work on north jetty and to dredg- ing. The Port of Portland has agreed to contribute $475,000 and the Port of Astoria $25,000 toward the improvement, to be expended by the district officer. Of these sums $350,000 and $13,157.90, respec- tively, have been turned over to date. The appended statements will show the condition of the contrib- uted funds at the close of the fiscal year. Had it not been for these funds, operations on the north jetty would have had to suspend early in 1914. Except for stone for jetty construction which is purchased under contract, all work is carried on by hired labor. It is strongly recommended that in addition to any funds appropri- ated for this work, a continuing contract authorization of the full amount required to complete be given. RIVER AND HARBOR IMPROVEMENTS. 1409 July 1, 1913, balance unexpended ....----------------------- $1,197, 351.07 Deposited account sales-------------------------------------- 1, 941. 20 1, 199, 292. 27 June 30, 1914, amount expended during fiscal year: For works of improvement __ $442, 910.48 For maintenance of improvement-----------_ 447, 266. 50 890, 176. 98 July 1, 1914, balance unexpended----------------------------- 309,115.29 July 1, 1914, outstanding liabilities--------------------------- 140, 985. 00 July 1, 1914. balance available ------------------------ 168, 130. 29 Amount allotted from appropriation made by the river and har- bor act approved Oct. 2, 1914------------------------------ 1, 000, 000. 00 Amount available for fiscal year ending June 30, 1915----------1, 168, 130. 29 Amount (estimated) required to be appropriated for completion of existing project- ' 4, 066, 573. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance_ 11, 750, 000. 00 CONTRIBUTED BY PORT OF PORTLAND. Deposited to the credit of the Treasurer, United States _______ $350, 000. 00 June 30, 1914, amount expended during fiscal year for works of improvement ---------------------------------------------- 246, 703.21 July 1, 1914, balance unexpended------------------------------ 103, 296. 79 July 1, 1914, outstanding liabilities_ --- __----___-____ __ 103, 296. 79 Amount yet to be contributed__ --------------- 125, 000. 00 CONTRIBUTED BY PORT OF ASTORIA. Deposited to the credit of the Treasurer, United States---------- $13, 157. 90 June 30, 1914, amount expended during fiscal year for works of improvement _-------------------------------------------- 7, 894. 74 July 1, 1914, balance unexpended_------ ------ ________ 5, 263. 16 July 1, 1914, outstanding liabilities---------------------------- 5, 263. 16 Amount yet to be contributed______----------- ---- - - 11, 842. 10 (See Appendix T T 5.) 6. Clatskanie River, Oreg.-The Clatskanie River rises on the northeasterly slope of the Coast Range, flows northwesterly for a distance of about 28 miles, and empties into the Columbia, through Beaver and Wallace Sloughs, 65 miles below Portland. Before im- provement the obstructions to navigation consisted of shoals, with depths of but 2 to 3 feet at low water, and several sharp bends below the town of Clatskanie. The section included in the present project extends from the town of Clatskanie to the railroad bridge, a distance of about 1 mile, or midway between the mouth of the river and the town of Clatskanie. From the railroad bridge to the mouth the channel has been dredged by the Columbia Agricultural Co. and the material used in the con- struction of levees in connection with the reclamation of the lowlands adjacent to the river. 1 Exclusive of amount available for fiscal year 1915. 60993o-ENG 1914----89 1410 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. A minimum usable low-water depth of about 6 feet can be carried from the mouth of the Clatskanie to the Columbia River ship chan- nel (about 31 miles) ; thence to the ocean 26 feet can be carried. The original project was adopted by the act of March 3, 1899, and provided for dredging out the shoal and cutting off two sharp bends by means of dredging, at an estimated cost of $13,000. 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. The total expended on this work was $12,675.47, of which sum $868.10 was applied to maintenance. The existing 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 re- moval of approximately 19,000 cubic yards of material from the shoals, and is printed as House Document No. 633, Sixty-first Con- gress, second session. There has been no modification of the existing project since its adoption. References to examinations or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Clatskanie to mouth 1.................... House... 330 Fifty-third.... Third... 1895 3596 Clatskanie River to the town of Clatskanie 2 ... do..... 218 Fifty-fifth.... Second.. 1898 3049 Clatskanie, between Beaver and Wallace ... do..... 134 Fifty-ninth.... First.... 1906 765 Sloughs.' Clatskanie to railroad bridge 3...............do..... 633 Sixty-first..... Second............. 1 No maps. 2 Contains maps. 3 Basis of project adopted by Congress. No work was done on the river during the fiscal year by the United States, as no funds were available. The Columbia Agricultural Co. dredged approximately 5,500 cubic yards of material from the channel between the railroad bridge and the town of Clatskanie in the construction of a levee on private property adjacent to the river. The total amount expended on the project to the end of the fiscal year 1914 is $6,190.50, of which $1,890.57 was applied to maintenance. There are no outstanding liabilities at the end of the year. The amount expended on all projects to the end of the fiscal year 1914 is $18,865.97. The project has been completed and, except for maintenance, no further work is contemplated. The work has been a material benefit to navigation, and a maximum draft of about 6 feet at mean low water can be carried from the mouth to Clatskanie. RIVER AND HARBOR IMPROVEMENTS. 1411 The variation of water level due to tide only is about 5 feet, but backwater of the Columbia River during freshet time raises the river to a height of about 10 feet. Clatskanie, a small town about 2 miles above the mouth, is the head of navigation, but the stream is used for logging for a further distance of about 12 miles. The total commerce handled during the calendar year 1913 amounted to 25,404 short tons, valued at approximately $742,729. It consisted principally of flour, logs, farm products, and general merchandise. Comparative statement of traffic. Short Estimated Passen- Calendar year Short Estimated Passen- Calendar years., tons. value. gers. Clendar years. tons. value. gers. 1904................ 18,861 $444,210 525 1909 ................ 59,927 $624,479 271 1905.............. 16,408 612,970... .. 1910................ 67,057 509,852 310 1906........ ....... 10,339 216,630 ...... 1911..............38,942 572,568 471 1907............. 22,925 280,616 502 1912................ 33,694 615,938 274 1908 ...............46,382 381,492 422 1913................ 25,404 742,729 310 The decrease in total tonnage carried on the river during calendar year 1913 principally is a decline in the quantity of piling and shingles handled. The tonnage of merchandise and other com- modities of high value shows a steady increase due to the develop- ment and settlement of the territory adjacent to the river. The Spokane, Portland and Seattle Railroad crosses the valley about 1 mile from the town of Clatskanie, but the greater portion of the business is done by boat because of the cheaper rate for transpor- tation. The commerce, except log tows, is handled by a boat making three trips per week between the towns of Clatskanie and Portland. The river and harbor act of July 25, 1912, made provision for the construction of a combined dredge and snag boat, estimated to cost $55,000, which amount is provided by the act, for use in connection with the improvement of the Cowlitz, Lewis, and Clatskanie Rivers, in accordance with recommendation printed in House Document No. 28, Sixty-second Congress, first session. Plans and specifications have been prepared in the office of the Chief of Engineers covering the dredge, and preparations are being made for constructing it for working during the season of 1915. The amount ($1,000) estimated as a profitable expenditure during fiscal year 1916 is to be applied to dredging for maintenance of the improvement. July 1, 1913, balance unexpended---------------------------------- $9. 50 July 1, 1914, balance unexpended -------------------------------- 9. 50 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement------------- --------- 11,000. 00 (See Appendix T T 6.) 7. Cowlitz and Lewis Rivers, Wash.- (a) Cowlitz River.-The Cowlitz River rises in the Cascade Range, flows westerly for about 60 miles, then southerly about 40 miles, and empties into the Colum- 1Exclusive of the balance unexpended July 1, 1914. 1412 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. bia River 64 miles above its mouth and about 45 miles below Portland. - The section of river included in the present project extends from the mouth to Toledo, about 37 miles, and prior to improvement the ruling depth to Toledo was about 14 inches at low water, the channel was crooked, narrow at many places, and obstructed by sand and gravel bars, snags, and drift. The minimum usable low-water depth from the mouth of the river to the ocean is about 26 feet. 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 sum of $53,182.93 was expended on the original project, of which $48,183.93 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 (9 miles) and 2 feet thence to Castle Rock (19 miles above mouth) by dredging. Estimated cost, $22,000, with $4,000 annually for maintenance. Also between Castle Rock and Toledo (37 miles above the mouth) the project contemplates a channel 40 feet wide and 2 feet deep at low water by dredging, snagging, and the construction of a limited number of regulating works to assist in maintaining the channel. The stream is tidal to Ostrander. Estimated cost $9,600, with $2,000 annually for maintenance, all in accordance with reports printed in House Documents Nos. 1167, Sixtieth Congress, second session, with maps, and 404, Sixty-first Congress, second session, without maps. There has been no modification of the existing project since its adoption. On account of the cost of repairs and alterations of the old United States dredge employed on the work and of the cost of raising and repairing the dredge after she had sunk, the estimate of completing the project was increased by $7,500 in 1912. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to head of navigation 1................ Senate.. 34 Forty-sixth... Second.. 1880 2331 Mouth to Castle Rock 2 ........... House... l....... 1167 Sixtieth....... . .do. ............ Castle Rock to Toledo 1 .................. .do... 404 Sixty-first..... do..... ........ 1 No maps. 2Contains maps. 3 Basis of project adopted by Congress. Operations during the fiscal year consisted in dredging, dam, and revetment work by the U. S. dredge Cowlitz and crew. All work was suspended on February 8 on account of lack of funds. RIVER AND THARBOR IMPROVEMENTS. 1413 The following is a summary of the work accomplished: Material dredged from channel --------------------- cubic yards__-- 22, 330 Material dredged and placed in dams and jetties --------- do--- 4, 665 Total length of cuts- ----------------------------- linear feet__ 3, 870 Actual time dredging ---- --- --- hours_ 463 Actual time pile driving and jetty construction------do--------do 487 Time moving, general repairs, etc------------------ do ____ 482 Fuel consumed (wood) cords__ 224 Snags removed by boat---- ------------------------ number__ 25 Snags removed by blasting ----------------------------- do 3 Length of jetties, etc., constructed------------------- linear feet__ 631 Piles driven and used in jetties ------------------- do_ ___ 6, 163 Brush placed in jetties.-- ---------------------------- cords 535 The expenditures during the year amounted to $10,512.31, of which $4,512.31 was applied to the improvement under the project and the balance ($6,000) to maintenance. The expenditures on the existing project to the close of the fiscal year amounted to $47,268.96, of which $12,874.67 has been applied to maintenance. There are no outstanding liabilities at the end of the fiscal year. The total amount expended on all projects to the end of the fiscal year 1914 is $100,451.89. All of the work covered by the approved project has been accom- plished, and a channel comparatively free and unobstructed has been secured. A maximum draft of about 24 inches at low water can be carried over the shoalest places to Toledo. The usual variations of the level of water surface, due to tide, range from about 4 feet at the mouth to zero 9 miles upstream. 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 length of the improved sections and length in miles of. the navigable portions are the same, viz: Mouth to Ostrander, tidal, 9 miles; Ostrander to Toledo, nontidal, 28 miles. The head of steamboat navigation is Toledo, and for light-draft boats, on the higher stages of water, about 10 miles farther upstream. Large quantities of logs are annually floated down the river for a distance of 25 to 90 miles. Kelso, 4 miles from the mouth, with a population of about 2,500 people, is the principal town of the valley and is the center of a large lumber and shingle industry. Kelso and Castle Rock are both on the main line of the Northern Pacific Railway, and while some lumber products are shipped by rail, 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 commerce handled during the calendar year 1913 amounted to 35,905 short tons, valued at approximately $2,146,495, not including 181,587,051 feet b. in. (363,174 tons) logs, valued at about $1,815,870. The principal articles carried were fish, flour, lumber, shingles, farm products, and general merchandise. 1414 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Comparative statement of traffic. Calendar years. Short Estimated Passen- Calendar years. Short Estimated Passen- tons. value. gers. Calendar years. tons. value. gers. 1904............. 26,120 $1,069, 020 6, 875 1909................ 41,063 $1, 641,240 14,100 1905................ 46, 646 1, 494, 260 6, 000 1910................. 75, 667 2, 106, 585 9, 500 1906 ........... .. 56,109 2, 055, 460 1,117 1911 ............. 73, 659 1, 592, 646 10, 000 1907............ .. 66,424 3, 390, 000 759 1912 ................ 48,847 1,888, 363 6, 950 1908................ 53, 309 1934982 .......... 1913............. 35, 905 2,146, 495 8, 600 The decrease in total tonnage carried on the river during calendar year 1913 principally is a decline in the quantity of piling and shingles handled. The tonnage of merchandise and other com- modities of high value shows a steady increase due to the develop- ment and settlement of territory adjacent to the river. The river and harbor act of July 25, 1912, made provision for the construction of a combined dredge and snag boat, estimated to cost $55,000, which amount is provided by the act, for use in connection with the improvement of the Cowlitz, Lewis, and Clatskanie Rivers, in accordance with recommendation printed in House Document No. 28, Sixty-second Congress, first session. Plans and specifications have been prepared in the Office of the Chief of Engineers covering the dredge, and preparations are being made for constructing it for working during the season of 1915. The amount estimated as a profitable expenditure in the fiscal year 1916 is required for maintenance and is to be applied to redredging the shoals and making repairs to the jetties, dikes, and revetments constructed under the approved project. July 1, 1913, balance unexpended - - - - - - - $10, 810. 42 June 30, 1914, amount expended during fiscal year: For works of improvement __ ______---------- - $4, 512. 31 For maintenance of improvement-- ---......- 6, 000.00 * 10, 512. 31 July 1, 1914, balance unexpended ___________________________ 298. 11 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_______ ____ ________ ___-_.-- 4, 000. 00 Amount available for fiscal year ending June 30, 1915------ 4, 298. 11 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement______________________ (1) (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 26 miles below Portland. At a distance of about 33 miles from the mouth, the river separates into two branches, the North Fork, about 85 miles, and the East Fork, about 36 miles in length. Originally the channels were obstructed by snags, overhanging 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. 1 See consolidated money statement on page 1417. RIVER AND HARBOR IMPROVEMENTS. 1415 The project covers the river from the mouth to La Center on the East Fork, about 7 miles, and to Runyon on the North Fork, about 30 miles above the mouth. A minimum usable low-water depth of about 26 feet can be carried from the mouth of the river to the ocean. The original project, adopted by the river and harbor act of March 3, 1899, " provided for removal of snags and obstructions, dike con- struction, and dredging with a view to securing a depth of 6 feet in the main river to the forks and 4 feet to La Center," at an estimated cost, not including the North Fork, of $20,460. This project was modified by the act of June 13, 1902, to include the improvement of the North Fork, for which no estimate of cost had previously been made. There has been expended on the original project $30,350, of which approximately $8,098.38 has been applied to maintenance. The existing project, adopted by the act of March 4, 1913, is printed as House Document No. 28, Sixty-second Congress, first session (no maps). It provides for obtaining a channel depth of 6 feet up to the forks, 4 feet on the East Fork up to La Center, 4 feet on the North Fork as far as Woodland (74 miles above mouth), and a cleared chan- nel up to Runyon (304 miles above mouth). The work proposed is dredging, with auxiliary wing dams and closing dams and bank revetment, at an estimated cost of $61,500, and $6,000 annually thereafter for maintenance. The project has not been modified since its adoption. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Mouth to Speliah Creek 1.................. House... 144 Fifty-second.. Second.. 1893 3533 La Center to the mouth 1 ... ... do.....do 331 Fifty-third.... Third... 1895 3600 North Fork to Etna 1.. . ...... ... ... do..... 80 Fifty-fourth... Second.. 1897 3469 Mouth to La Center, on East Fork 2....... ... do..... 64 Fifty fifth..... First.... 1897 3473 Mouth to Runyon, on North Fork, and to ... do..... 28 Sixty-second.. ... do..................... La Center, on East Fork." 'No maps. 2Contains maps. 3 Basis of project adopted by Congress. An index map of this improvement is published in the Annual Report of the Chief of Engineers for 1903, page 2320. Work was in progress with the dredge Cowlitz from February 9 to the end of the fiscal year and with the dredge Champoeg from May 21 to June 29. The channel was dredged from La Center, on the East Fork, downstream at the following locations: La Center, Charcoal Bend, Oaks, Cowley, and Shutie Bar. A total of 73,898 cubic yards of sand and clay was dredged from the different bars over an aggregate cut of 9,593 linear feet. During the progress downstream all overhanging trees were cut from the bank and all snags removed from the channel. 1416 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The total amount expended during the fiscal year was $5,887, of which $1,263.59 was applied to maintenance under the old project and the balance ($4,623.41) to improvement under the project adopted in 1913. This latter amount represents the total expendi- tures under the existing project, and there has been expended on all projects to the end of the fiscal year the sum of $34,973.41. The original project has been completed and has resulted in facili- tating the use of the river by steamboats, but further dredging and snagging will be necessary for maintenance during the next low- water season. The maximum draft that can be carried at mean low water to the forks is about 4 feet, on the East Fork to La Center about 1 foot, on the North Fork to Woodland about 2 feet, and about 1 foot at low water to Runyon, the head of navigation on the North Fork. The variation of water surface due to tides is about 2 feet at the mouth, 12 feet at La Center, and zero at Woodland; and during the winter freshets the variation is from 15 to 20 feet in height. The length of the improved sections and length in miles of the navigable portions are the same, viz: Miles. Mouth to the Forks ------------------------------------------ tidal__ 31 East Fork to La Center-------------------------------------- do 3 North Fork to Woodland_ __do .___ 3 North Fork, Woodland to Runyon - _nontidal__ 23 The head of navigation on the East Fork is La Center and on the North Fork, Runyon. Logs are floated down the stream for a distance of about 45 miles above the mouth. The commerce handled during the calendar year 1913 amounted to 57,314 short tons, valued at approximately $1,629,201, not includ- ing 65,051,126 feet b. m. (130,102 tons) logs, valued at about $650,510. The principal articles carried were lumber, fuel oil, shingles, dairy and farm products, and general merchandise. Comparative statement of traffic. Short Estimated Passen- Short Estimated Passen- Calendar years. tons. value. gers. Calendar years. tons. value. gers. 1904................ 27, 245 $834,492 12, 885 1909.............. 19, 384 $1,144,320 14, 000 1905................. 26,554 1,067,733 29,026 1910 ........... . 51,365 1,352,145 6,450 1906................. 19,024 960,120 16,614 1911........... ..... 16,507 1,092,290 8,499 1907 ............... 20,140 1,179,117 13,869 1912 ............... 21,377 932,580 2,975 1908................ 17,771 1,112, 840 13,880 1913 .............. 57,314 1,629,201 7,025 The commerce on the river during calelndar year 1913 shows a general increase in most of the commodities carried, especially in lumber, due to foreign demand. The Northern Pacific Railway, between Portland and Puget Sound, crosses the river near 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 river and harbor act approved July 25, 1912, contains a pro- vision for the construction of a combined dredge and snag boat, esti- mated to cost $55,000, which amount is provided by the act, for use RIVER AND HARBOR IMPROVEMENTS. 1417 in connection with the improvement and maintenance of the Cowlitz, Lewis, and Clatskanie Rivers, in accordance with the report sub- mitted in the document last referred to in above table. Plans and specifications have been prepared in the office of the Chief of Engineers covering the dredge, and preparations are being made for constructing it for working during the season of 1915. A large amount of sediment and numerous snags are brought down by the freshets, which necessitates additional work each year to main- tain the channel and make it available for boats of light draft. The amount estimated as a profitable expenditure during the fiscal year 1916 will be applied to improvement and maintenance of channel under the existing project. The funds will be expended for opera- tion of combined dredge and snag boat, dam and revetment work. and contingent expenses. July 1, 1913, balance unexpended------------------------------ $11, 263. 59 June 30, 1914, amount expended during fiscal year: For works of improvement--------------------$4, 623.41 For maintenance of improvement ---------------- , 263. 59 5, 887. 00 July 1, 1914, balance unexpended----------------------------5, 376. 59 July 1, 1914, outstanding liabilities -.----------- 1, 894. 00 July 1, 1914, balance available-_ 3, 482. 59 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914__ -------------------------------- 2, 000. 00 Amount available for fiscal year ending June 30, 1915-------------5, 482. 59 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement (------------------ CONSOLIDATED. July 1, 1913, balance unexpended ________-_______ ____----$22, 074. 01 June 30, 1914, amount expended during fiscal year: For works of improvement______________________ $9, 135. 72 For maintenance of improvement-------- ..... 7, 263. 59 16, 399. 31 July 1, 1914, balance unexpended_ .... ---------- 5, 674. 70 July 1, 1914, outstanding liabilities --------------------------- .. 1, 894. 00 July 1, 1914, balance available-------------------------------3, 780. 70 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914- - - ___ 6,000. 00 Amount available for fiscal year ending June 30, 1915------------ 9, 780. 70 Amount (estimated) required to be appropriated for completion of existing project-_ _-- ---- ------------------ 251, 500. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance __-_- 2 22, 000. 00 (See Appendix T T 7.) 8. Cowlitz and Lewis Rivers, Wash., and Clatskanie River, Oreg.- Dredge and snag boat.-For location and general description of the 1See consolidatedmoney statement on this page. sExclusive of amount available for fiscal year 1915. 1418 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Cowlitz, Lewis, and Clatskanie Rivers reference is invited to reports on improvements of these streams, pages 1411, 1414, and 1409. The river and harbor act of July 25, 1912, appropriated $55,000 for the construction of a combined dredge and snag boat for use in connection with the improvement and maintenance of the Cowlitz, Lewis, and Clatskanie Rivers, in accordance with report submitted in House Document No. 28, Sixty-second Congress, first session. No modification has been made in the existing project since its adoption. Under the approved project for the expenditure of the amount appropriated, plans and specifications covering the construction of a combined dredge and snag boat have been prepared in the marine designing department of the Office of the Chief of Engineers from a memorandum and sketch explaining the general arrangement de- sired, which was furnished by the district officer in October, 1912. The plans and specifications were completed in June, 1914. There was no work done during the fiscal year except that stated above. There were no funds expended during the fiscal year, and the total amount expended on the work is $200, not including any funds that may have been applied to the available balance in the Office of the Chief of Engineers. The work proposed is the modification of the plans and specifica- tions for the combined dredge and snag boat, the preparation of plans for a small stern-wheel tender, and advertising for bids for the construction of the plant under contract. It is intended to have this plant built during the coming winter months and have it available for operations during the next working season. The funds available are believed to be sufficient, and no estimate is therefore submitted for the fiscal year ending June 30, 1916. July 1, 1913, balance unexpended _____---------------------- $54, 800 July 1, 1914, balance unexpended__----------------------- 54, 800 (See Appendix T T 8.) 9. Grays River, Wash.-Grays River rises in the Coast Range, flows southwesterly for a distance of about 30 miles, and empties into that part of the estuary of the Columbia River known as Grays Bay, nearly opposite the town of Astoria. It passes through dense forests until it reaches the lowlands bordering the Columbia River. The lower 8 miles is covered by the project, and this portion was navigated for years with difficulty prior to the improvement, owing to the narrow, tortuous channel and to snags, logs, and overhanging trees. A minimum usable low-water depth of about 3 feet can be carried from the mouth of the river to the Columbia River ship channel (5 miles), thence to the ocean about 26 feet can be carried. 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 15, 1906, by which it was proposed to carry the improvement to the head of navigation. (See River and Harbor Committee Doc. No. 1, 59th Cong., 2d sess.; no maps.) RIVER AND HARBOR IMPROVEMENTS. 1419 A report of an examination and survey is printed in the Annual Report of the Chief of Engineers for 1891, page 3385. (No maps.) No modification has been made in the existing project. No work was done during the fiscal year as the regular daily boat plying from Astoria to the town of Grays River experienced little difficulty in reaching that point. The channel has remained in fairly good condition, but it is anticipated that snagging will be necessary in the near future. The total amount expended on this work to the close of the fiscal year 1914 was $3,418.45, of which amount 918.45 has been applied to maintenance. There are no outstanding liabilities. The project has been completed, and except for maintenance no further work is contemplated. The work done in former years, which consisted in the removal of snags and scraping some of the shoals, has provided a safer and easier channel and has rendered the river navigable at a stage of water at least 6 inches less than was possible prior to improvement. The maximum draft that can be carried to Grays River, a small town 8 miles above the mouth, is about 3 feet at mean low water. The variation of water surfaces due to tides is from 5 to 8 feet. The improved section, also the navigable portion of Grays River, is tidal and is 8 miles in length. It extends from the mouth to the town of Grays River, which is the head of tide and of navigation. This stream is used extensively for logging purposes, logs being floated from the headwaters a distance of about 10 miles. The commerce handled during the calendar year 1913 amounted to 5,783 short tons, valued at approximately $181,390, not including 94,240,693 feet b. m. (188,481 tons), logs valued at about $942,405. The principal articles carried were flour, lumber, iron and steel, fuel oil, shingles, farm products, and general merchandise. Comvparative statement of traf ic. Short Estimated Passen- Calendar years. Short Estimated Passen- Calendar years, tons. value. gers. tons. value. gers. 1908................ 1,876 $5,628 ......... 1911.............1911 2, 485 $68,539 6, 000 1909 ............. 3,395 51,325 5,000 1912................ 6,302 142,819 8,000 1910 ............... 7, 949 161,198 6, 000 1913............. 5, 783 181, 390 10, 819 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. The winter freshets bring down snags and logs, which form ob- structions requiring more or less snagging each year. The estimate submitted for the fiscal year 1916 is the amount required for maintaining present conditions. July 1, 1913, balance unexpended---------------------------------$581. 55 July 1, 1914, balance unexpended_________ __________ ______________ 581. 55 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement---______________ 1500. 00 (See Appendix T T 9.) 1 Exclusive of the balance unexpended July 1, 1914. 1420 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. EXAMINATIONS AND SURVEY MADE IN COMPLIANCE WITH RIVER AND HARBOR ACT APPROVED JULY 25, 1912. Reports on preliminary examinations and survey required by the river and harbor act approved July 25, 1912, 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 Skamokawa Creek, Wash.-Reports dated November 30, 1912, and March 31, 1913, with map, are printed in House Docu- ment No. 111, Sixty-third Congress, first session. A plan of im- provement, at an estimated cost of $1,800, with $600 annually for maintenance, is presented. 2. Preliminary examination and survey of Columbia River at Cathlamet, Wash.-Reports dated December 2, 1912, and March 31, 1913, with map, are printed in House Document No. 120, Sixty-third Congress, first session. A plan of improvement, at an estimated cost of $6,000, with $1,000 annually for maintenance, is presented, subject to the condition that no expenditure shall be made for maintenance after a period of three years, unless the Chief of Engineers and the Secretary of War shall be satisfied that the cost of continuing the work will be justified by resulting benefits to commerce, and that no special appropriation will be made for this work, but that authority be given to incorporate it in the general project for improvement of the Columbia and lower Willamette Rivers below Portland. The district officer was also charged with the duty of making other preliminary examinations and surveys required by the river and harbor acts approved July 25, 1912, and March 4, 1913, as follows, and reports thereon will be duly submitted when received: 1. Willamette River, Oreg., with a view to providing a channel 6 feet deep between Oregon City and Corvallis and between Corvallis and Eugene by means of locks and dams, including consideration of any proposition for cooperation on the part of local interests. 2. Lake River, including Bachelors Slough, Wash. IMPROVEMENT OF RIVERS AND HARBORS IN THE SEATTLE, WASH., DISTRICT. The district was in charge of Maj. J. B. Cavanaugh, Corps of En- gineers, having under his immediate orders Capt. A. R. Ehrnbeck, Corps of Engineers. Division Engineer, Lieut. Col. Thomas H. Rees, Corps of Engineers, from July 1, 1913, to March 11, 1914; Lieut. Col. Charles H. McKinstry, Corps of Engineers, from March 12, 1914, to end of fiscal year. 1. Willapa River and Harbor, Wash.-Willapa Harbor connects with the Pacific Ocean in the extreme southwestern part of the State of Washington, about 30 miles north of the entrance of the Columbia River and 18 miles south of Grays Harbor, and is approximately 20 miles long from north to south and 10 miles wide from east to west. The draft which can be brought into the harbor from the ocean varies with conditions of weather and stage of tide, but is rarely less than 20 feet at mean lower low water. The tidal range over the bar RIVER AND HARBOR IMPROVEMENTS. 1421 averages 10 feet, with an extreme variation of 16.2 feet, so that ves- sels drawing as much as 30 feet can safely cross the bar under favorable conditions. Willapa River has its source about 30 miles east of Willapa .Har- bor, flows in a westerly direction, and empties into the harbor about 10 miles from the sea entrance. The lower section of the river, about 14 miles in length, is covered by the existing project and extends to its mouth. 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. 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. The amount expended under the original project and the modified project adopted by the act of March 2, 1907, was $61,114.46. Under acts of August 18, 1894, and March 3, 1899, removal of the log jam in North River was authorized. Dredging of this 12-foot channel and removal of the log jam in North River was done by contract. 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. Local interests were required to bear one-half the cost of certain work at Raymond, to build bulkheads, and to furnish places of de- posit for dredged material free of cost to the United States in the vicinity of both Raymond and South Bend. The existing project is that adopted by the act of June 25, 1910, and there has been no modification of this project. Conditions relative to local cooperation having been complied with, contract was made for the whole work covered by the project, which was completed in 1913. The present channel is from 200 to 400 feet wide and 18 feet deep at mean lower low water from Willapa Bay to the junction of the North and South Forks of the Willapa River near Raymond, and 150 feet wide and 18 feet deep for a distance of 2,600 feet up the South Fork. 1422 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Willapa River 1..... .................... ....... . ... ...... .. ..... 1885 2420 North River ......................... .. .. ..... .. 1891 3264 Willapa River and Harbor from2 entrance ........ ................. 1891 3268 to 10 miles above South Bend. North River 1................................. .............. 1895 3485 Do.1.......................... House... 91 Fifty-fourth... Second.. 1897 3472 Willapa River, mouth of, and Mailboat ... do..... 2100 Fifty-fifth... .. do..... 1898 3088 Slough. Willapa River, South Bend to Raymond 2. ... do..... 477 Fifty-ninth.... First............... 2 and Harbor, to and through Willapa River ... do..... 8 524 Sixty-first..... Second............. .. Raymond. Willapa Harbor and River Wash.2........ ... do..... 706 Sixty-third.... do... ............ Nasel and North Rivers, Wash. .... .do........... do..... ... ....................... 2 1 No maps. Contains maps. 3 Basis of project adopted by Congress. The amount expended on existing project to June 30, 1914, was $171,567.49. The sum of $68.10 has been received from sales. The amount expended on original and existing projects to close of fiscal year ending June 30, 1914, was $232,681.95, of which $4,827.02 was applied to maintenance of dikes and inspection of obstructions to navigation. Contributed funds to the amount of $6,596.92 have also been expended. No work was done during the year. Two hundred and fourteen dollars was expended for maintenance and inspections. All work contemplated by the present project was completed at the end of the year, and no additional funds will be required for the next fiscal year. The present available depth of water at the entrance to the harbor over the bar is 23 feet at mean lower low water. The maximum draft which can be carried over the shoalest part of the channel covered by this project on June 30, 1914, was 18 feet at mean lower low water. The controlling depth from Raymond to Willapa is 6 feet. Removal of approximately 800,000 cubic yards by the city of South Bend has created two basins of 30 feet depth and 1 mile in length in front of that city. In the inner harbor 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. RIVER AND HARBOR IMPROVEMENTS. 1423 Exports and imports. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1904.................... 73, 808 $389, 377 1909 1..................... 433 513 $3,109,173 1905.................. .... 76, 713 456 213 1910....................... 486 516 4,190, 410 1906 ...................... 116, 717 1, 220 434 1911....................... 743 681 4,597,654 1907.................... 183, 801 1,847,810 1912 .................... 766,416 5,077,565 1908...... *................... 214 812 2 347,253 1913 .................... 602 883 5, 705, 787 1Value published in 1910 report incorrect, due to clerical error. The direct effect on freight rates of the work done is not known definitely, but the increased depths now available have resulted in the use of larger vessels and the development of an export trade heretofore impossible. July 1, 1913, balance unexpended -_-_----------------_ $27, 067. 50 Received from sales-------------__--- -- -- 14. 65 27, 082. 15 June 30, 1914, amount expended during fiscal year, for maintenance of improvement----------- --------------------------- 214. 00 July 1, 1914, balance unexpended --- ----- ------------ ---- 26, 868. 15 (See Appendix U U 1.) 2. Grays Harbor and bar entrance, Wash.--Grays Harbor is a large bay in the southwestern part of the State of Washington con- necting with the Pacific Ocean. It is 48 miles north of the mouth of the Columbia River and 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 to 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 out to sea from the point on the south side of the harbor throat a distance of about 31 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. 1424 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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, or about 4,420 feet shorter than originally projected. No construction work on the south jetty has been done since. The amount expended on the original project was $1,003,261.67. The project was modified and 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 appropriated $200,000 and authorized continuing contracts for completing the north jetty 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 existing project is an enlargement of the original project for construction of a jetty on the south side of the entrance to Grays Harbor, to secure by scour a depth of 24 feet at mean lower low water across the bar at the entrance to the harbor. This project was enlarged to provide for a jetty 9,000 feet long on the north side of the harbor entrance, and further enlarged to pro- vide for an extension of the north side jetty 7,000 feet to bring the end of this jetty about opposite the present end of the south jetty. The work on the north jetty has been in progress since October 1, 1907. The necessary land for approach and operating plant was donated to the United States by local interests. The trestle approach to the jetty and the wharf and other features of the shore work were built under contract, the work commencing on October 24, 1907, and being completed March 31, 1908. The trestle and north jetty proper were built by hired labor, using Government plant. The contract for stone entered into on March 28, 1908, was in force during the working season of 1910, and was terminated by agreement on January 16, 1911. Under this contract 52,423.58 tons of stone were received during the year. Under contract authorization of the act of February 27, 1911, a contract was made for furnishing 375,000 tons of stone, and deliveries commenced on June 16, 1911. RIVER AND HARBOR IMPROVEMENTS. 1425 References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Grays Harbor, bar entrance 1'............ Senate.. 112 Forty-seventh First.... 1895 3517 Do.2...........................House... 576 Fifty-eighth... Second.. 1904 3585 Do.2............. ... ........... do.8... 429 Sixty-first.... do.................. I Contains maps. a Committee document. 2No maps. 4 Basis of project adopted by Congress. Operations during the year consisted of extending the north jetty, repairing trestle and plant; 137,245 tons of rock were placed, and the authorized extension to the north jetty completed on December 6, 1913. Survey of the bar made in June, 1914, indicates widening and deepening of the north channel, the narrowing of the buoyed chan- nel, and the appearance of a small channel near the outer end of the south jetty. The channel past the end of the north jetty is still well defined, and it is believed that further extension of the north jetty beyond the limits of the present project will be required before the channel can be fixed in position to the southward and the project depth of 24 feet secured. The south jetty throughout most of its length has been beaten down by the sea and is considerably below the mid-tide plane, the outer end being 4 to 5 feet below ordinary low water. The restoration of this jetty and its extension as originally contem- plated may also be necessary. The amount expended during the year was $388,022.15, of which approximately $1,500 was for surveys. The total amount expended on all projects to June 30, 1914, was $2,652,080.57, of which $14,099.37 was for maintenance and surveys. The sum of $122.25 has been received from sales. The commerce benefited by the work is principally in lumber and steam vessels, and a large and important coastwise and foreign trafic originates at Grays Harbor. ports and imports. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1904...... .............. 495,495 $4, 200,784 1909 1.................... 527,220 $4,802,333 1905 .................. .. 579, 759 5, 552,166 1910............ ........... 671 336 6, 016, 752 1906...................... 614,854 7735,954 1911..................... 710 840 6,092,836 1907 ...................... 747,25 8862,687 1912.................... 757 636 6 389,186 1908 ...................... 827,154 7,421,311 1913 .................... 666,593 5, 890475 1 Differs from amounts published in report of 1910 by omission of log traffic that does not pass over the bar. The effect of the improvement has been to permit the use of larger and more economical vessels which are suitable for export trade and open up better markets for the lumber industry. So far as known no direct reduction in freight rates has resulted. 60993 0 -E NG 1914-90 1426 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The question of further work at this locality is now under consid- eration, and recommendation in reference thereto will be made in report now in preparation upon the examination and survey in ac- cordance with directions of Congress contained in the river and har- bor act approved March 4, 1913. July 1, 1913, balance unexpended ------------------------------ $396, 028. 83 Received from sales__--___----- 35. 00 396, 063. 83 June 30, 1914, amount expended during fiscal year: For works of improvement------- -------- $386, 522. 15 For maintenance of improvement--- ---- -- 1, 500. 00 388, 022. 15 July 1, 1914, balance unexpended ------------------------------ , 041. 68 July 1, 1914, outstanding liabilities- -----.. -------------- 3, 176. 80 July 1, 1914, balance available___-------- --------- __ 4, 864. 88 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914_-------------------------------------110, 000.00 Amount available for fiscal year ending June 30, 1915-------------114, 864. 88 (See Appendix U U 2.) 3. Grays Harbor (inner portion) between Aberdeen and the en- trance to said harbor, and Chehalis River, Wash.-Grays Harbor is situated in the southwest part of the State of Washington, 48 miles north of the mouth of the Columbia River. It has a total length from east to west of 17 miles and its greatest breadth from north to south is 14 miles. There are two main channels traversing the inner or eastern part of Grays Harbor from east to west-the north and south channels. There was also formerly a middle channel connect- ing 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 Aber- deen. The ruling depth over these shoals was originally 8 feet at mean low water. The channel widths were ample. The Chehalis River has its source in the southwestern part of the State of Washington about 110 miles east of the Pacific Ocean, flows in a westerly course for 93 miles, and empties into the eastern ex- tremity of Grays Harbor. The section covered by the existing project is about 15 miles in length and includes the mouth of the river. From the mouth to Montesano, 15 miles, there is about 13 feet of water at high tide. From Montesano to Elma, 16 miles, there is gen- erally 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 draft which can be brought into the harbor from the ocean varies with the weather and stage of tide, but is rarely less than 16 feet at mean lower low water. The tidal range over the bar averages 8.4 feet, with an extreme variation of 16.5 feet, so that vessels draw- ing as much as 24 feet can safely cross the bar under favorable con- ditions. The mean tidal range varies from 8 feet in the harbor to 7 feet in the Chehalis River at Montesano. RIVER AND HARBOR IMPROVEMENTS. 1427 The original project for the inner harbor, adopted by Congress July 13, 1892, provided for the construction of pile, 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 dikes were con- structed and the dredging was done by contract. 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 was $50,000. The amount expended on the original project was $19,000. 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 lcwer 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. There has been no modification of the existing project. The funds provided by this act were insufficient to secure the project channel dimensions, but these dimensions were obtained with funds provided by the act of March 3, 1909, and use of the Govern- ment dredge Oregon. Subsequently a shoal formed in the channel below Hoquiam over which the depth was 13 feet at mean lower low water. This shoal was removed in 1911, but at the close of the fiscal year 1912 the channel below Hoquiam had again shoaled to 16 feet, and near Aber- deen to 13 feet, at mean lower low water. During the fiscal year 1913 an allotment of $20,000 from the appropriation for "Emergencies in river and harbor works" and an appropriation of $30,000 in the river and harbor act of March 4, 1913, were made available for restoration of channel depths in the inner portion of Grays Harbor and for the improvement of Chehalis River. During October and November, 1911, 94,350 cubic yards of ma- terial were dredged from the channel below Hoquiam under emer- gency contract. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Chehalis River 1. .. ..... ........ ..... .................. ....... . 1875 799 Do.'...................................................1882 2687 Inner harbor and Chehalis River.................... .... ................ .. ........ 1891 3297 Do.'................................. EHouse .. 507 Fifty-ninth ... First............... Chehalis River 2 ......................... .do..... 11125Sixtieth....... Second.............. INo maps. 2Contains maps. 8 Basis of project adopted by Congress. 1428 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. By the use of the Government dredge Oregon channel depths below Hoquiam were restored during the fiscal year by the removal of 173,621 cubic yards of material, leaving a channel 21 feet deep at mean lower low water. At Aberdeen, the upper end of the dredged channel, shoaling to 162 feet at mean lower low water has occurred. The project for the Chehalis River, adopted by the river and har- bor act of June 25, 1910, contemplates providing a channel 6 feet deep at low water from Cosmopolis to Montesano and the construc- tion of dikes to concentrate the current over certain shoals, in ac- cordance 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, and $10,000 additional was appropriated by the act of February 27, 1911. There has been no modification of the existing project. The channel between Cosmopolis and Montesano was dredged to project dimensions by the Government dredge Oregon during 1910. During this fiscal year the Chehalis River between Cosmopolis and Montesano was cleared of snags. The amount expended during the year was $16,255.87, all of which was for maintenance. To June 30, 1914, $359,197.68 had been expended on the existing project, of which $92,035.56 was applied to maintenance and surveys. The amount expended on all projects to close of fiscal year was $453,196.74. Channel depths in this section of the river have shown a marked improvement during the past year. The controlling depth to Monte- sano is now about 7 feet at mean lower low water. The commerce benefited by this improvement consists very largely of floating and towing logs and carrying lumber in sailing vessels and steam schooners. Exports and imports. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 19041 ........ ........... 548,575 $2,601, 623 1909 1.. ............. 666,081 $6,619,052 19051..................... 730,103 3,920,030 1910................... .... 784,772 4,692,530 19061.......... ... ...... 842,423 5,854,891 1911...................... 1,283,086 4,967,797 1907 1..................... 832,914 7,079,161 1912.................. 1,326,736 5,760,497 1908 1....................... 862, 809 6,249,424 1913......... ..... ....... 1,052,391 4,275,593 1 Differs from former reports due to addition of log traffic. No definite information of reduction of freight rates on account of the improvement has been received. It is proposed to apply the additional appropriation recom- mended to the maintenance of project depths in the channels from Montesano to deep water below Hoquiam, using the dredge Oregon for this purpose if available. RIVER AND HARBOR IMPROVEMENTS. 1429 July 1, 1913, balance unexpended -------------------------- $31, 589. 18 June 30, 1914, amount expended during fiscal year for maintenance of improvement--------- 16, 255. 87 July 1, 1914, balance unexpended---------------------------- 15, 333. 31 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914---------- ---------------------- . 15, 000. 00 Amount available for fiscal year ending June 30, 1915------------30, 333. 31 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement-------------- - 2 15, 000.00 (See Appendix U U 3.) 4. Hoquiam River, Wash.-The Hoquiam River rises in the high plateau west of Puget Sound and flows southward for a distance of 12 miles to Grays Harbor, into which it empties at the city of Hoquiam. The main river is joined by two smaller streams, the Little Hoquiam and East Branch, about 2 miles from its mouth. The section of the river included in the original and existing proj- ect is from its mouth to the junction of the two small streams above mentioned. Throughout this section the depth is approximately 20 feet at mean lower low water, except at four localities, where the depths varied from 11 feet to 16 feet at mean lower low water and the channel widths were contracted. The draft which can be brought to the mouth of the river from the ocean on June 30, 1914, was 18 feet at mean lower low water. The original project adopted by the act of July 25, 1912, contem- plated excavation through four shoals in the lower section of the Hoquiam to provide a channel 100 feet wide and 18 feet deep at mean lower low water, at an estimated cost (in round numbers) of $12,000, and was adopted subject to the condition that no expenditures were to be made until a suitable dumping ground was furnished, free of cost, to the United States, the work to be done when a Government dredge could be used for the purpose without prejudice to works of greater importance or the extra cost of the work by other dredges should have been provided for by local interests. The report, with map, on examination and survey upon which the project is based was published in House Document No. 268, Sixty-second Congress, second session. The river and harbor act of July 25, 1912, appropriated $12,000 for the completion of this project. As an opportunity presented itself to execute the project within the limits of appropriation in connection with filling a part of the city of Hoquiam, an emergency contract for completion was made with the Tacoma Dredging Co., and the project was completed dur- ing the fiscal year 1913, except the removal of ledge rock encountered in the dredging. As the ledge rock occurs at the upper end of the improvement, where the channel was to be widened only, and the expense of its removal was not contemplated by the project and is not warranted by the resulting benefits to commerce, the project should be considered completed and future work confined to main- tenance, since the project depth of 18 feet at mean lower low water 1Includes balance of $100 from allotment from appropriation for emergencies in rivers and harbors. s Exclusive of amount available for fiscal year 1915. 1430 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. has been secured and was available throughout the limit of the improvement on June 30, 1914. No work was done and no expenditures were made during the year. The total amount expended on the project is $8,620.59. The head of navigation for steam vessels is at the junction of the Little Hoquiam River and the East Branch. Logs are floated on the main river and its branches during freshet seasons and by means of splash dams for distances varying from 2 to 6 miles. The tidal variation to the head of navigation is 9 feet. The commerce consists of the floating and towage of saw logs on the upper part of the Hoquiam River and tributaries and the ship- ment of lumber products from mills situated in the city of Hoquiam, and these quantities are included in the statement of exports and imports for the report on Grays Harbor, inner portion, and Chehalis River, Wash. The improvement has had no effect on freight rates, but will per- mit the use of the river by vessels of deeper draft. July 1, 1913, balance unexpended_ __ ----------- $3, 379. 41 July 1, 1914, balance unexpended------------------ -------------- 3, 379. 41 (See Appendix U U 4.) 5. Puget Sound and its tributary waters, Wash.-Most of the chan- nels of Puget Sound proper have ample depths for purposes of navi- gation, but the extensive lumber and fishing industries in these 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 navi- gable 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 RIVER AND HARBOR IMPROVEMENTS. 1431 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 by use of a Government snag boat. Formerly works of improvement were carried on under specific appropriations, but since the act of July 13, 1892, appropriations have been made in the present general and comprehensive form ex- cept in cases of large local works. This method operates greatly to the advantage and economy of the work. References to eamination or survey reports and maps or plans (including project documents). Annual reports Congressional documents, of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Nooksak River 13.. . . .......................................... . ............ .. 1881 .......... 2611 Do.' ................... ...... ...... ............................................. 1891 3271 Do.......... .......... ....... House... 2 276 Fifty-third.... Third... 1895 3511 Do. 1 ... ....... .... . . .. ..do..... 414 Sixty-first..... Second ............ Stilaguamish River 1.. ................................ ... ...................... . 1881 2608 Do.l ..... ............... ..... ....... House... 19 Sixty-second.. First........ ....... Duwamish River 1........................ 1884 2296 Do. ....... -............. ............. House.. . 27 Fifty-first..,.. Second.. 1891 3258 Do.......................................do..... 2 395 Fifty-fifth..... .. do..... 1898 3103 ....... Do.1................... ......... ..do..... 590 Fifty-ninth.... First.... .. ..... 1 No maps. 2Contains maps. ' Basis of project adopted by Congress. Snagging operations were carried on in the rivers tributary to Puget Sound, and dredging was done to restore channel depths in these rivers. The snag boat was in commission during the entire year, except for four days, when repairs were being made. A new snag boat has been provided for and is now being constructed under contract dated June 16, 1914. The contract price is $44,950. In connection with this improvement, miscellaneous work is done on Puget Sound and its tributaries, including investigation of har- bor lines, bridges, obstructions, occasional examinations and surveys, gauge reading, etc. The amount expended during the year was $15,906.82, for mainte- nance. The sum .of $36.60 was received from sales. The amount expended to June 30, 1914, on all projects was $433,- 767.29, of which $13,619.36 was expended in construction and repair of dikes and mattress sills. 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 river and harbor act of July 25, 1912, made an appropriation of $25,000 for continuing improvement and for maintenance, includ- ing Stilaguamish River, in accordance with report printed in House 1432 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Document No. 19, Sixty-second Congress, first session, which con- templates restoring and maintaining former widths and depths in the main channel and in the other two outlets, South Pass and West Pass; the effect of the closure of Hat Slough to be observed for some time before other measures to bring about the desired results are undertaken. The river and harbor act of March 4, 1913, made an appropriation of $25,000 for continuing the work of snagging and dredging in Puget Sound and its tributary waters, and the additional appropria- tion asked for will be applied to the further continuance of the same work. 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. Exports and imports. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1904..................... 92,465 $1,790,823 1909..................... 143,770 $1,250,634 1905.............. ....... 86, 412 1, 817, 048 1910.................... 183, 447 1, 417, 760 1906...... ....... ...... 167,197 1,898,057 1911................... (1) (1) 1907...................... 124,336 3,011,146 1912................... 126,285 1,945,979 1908........................ 44,922 1,659,930 1913.................. 105,329 1,084,813 1 Not submitted. July 1, 1913, balance unexpended-------- ------------------ $121, 652. 4. Received from sales------------------------------------------ 36. 60 121, 689. 03 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ----------- ----------------------------- 15, 906. 82 July 1, 1914, balance unexpended ------------------------ 105, 782. 21 July 1, 1914, outstanding liabilities- , 751. 57 1-------------------------- July 1, 1914, balance available---- -------------- ---------- 104, 030. 64 July 1, 1914, amount covered by uncompleted contracts----------- 44, 950. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement----------------- 25, 000. 00 (See Appendix U U 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 noth- ing 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 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1438 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 and 200 feet wide 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 appropria- tion of $15,000. The balance, $43,000, was appropriated by the river and harbor act of February 27, 1911. The existing project provides for a channel on the east side of the harbor 250 feet wide and 12 feet deep at mean lower low water, from deep water in Budd Inlet to the vicinity of the Fourth Street Bridge, with a turning basin 500 feet wide at the inner end. The project has been enlarged to provide a channel on the west side of the harbor 12 feet deep at mean lower low water and 200 feet wide from deep water to a point 1,900 feet south of the West Side Water- way, with a basin at its southern end 800 feet long and 400 feet wide. The channel and turning basin on the west side were completed on July 18, 1912, completing the project. After completion of contract dredging on the west side, the contractor's plant was hired for eight days and the channel on the east side was restored to project dimen- sions and the city fill brought to grade. The amount expended during the year was $31.50 for inspection. The amount expended to June 30, 1914, on all projects was $196,- 817.68, of which $4,898.36 was for maintenance and $8,662.50 for the construction of the launch Orcas. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Olympia Harbor ....... ...................... .......................... 1885 2415 Do........ ........ .............. House.. 32 Fifty-second... First.... 1892 2734 Deschutes River..................... ......do .... 2104 Fifty-fifth..... Second.. 1898 3094 Olympia Harbor 1......................... .do..... 405 Fifty-ninth.... First...... ....... Do.1", ..................... ....... .. do..... 25 Sixty-first.... Second.. ..... ........ INo maps. :Contains maps. 'Basis of project adopted by Congress. On June 30, 1913, the maximum draft that could be carried through the channel and basin on the west side at mean lower low water was 13 feet, and through the channel on the east side 14 feet. The maximum tidal variation is about 20 feet. The inner end of this channel and the turning basin on the east side have been deepened and enlarged by local interests, and there is now available opposite the wharves of 1434 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the city berthing and anchorage space about 3,500 feet long, from 100 to 600 feet wide, and 20 to 26 feet deep at mean lower low water. 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. While the use of the dredged channel at low water is limited to boats of relatively light draft, the maximum tidal vari- ation is 20 feet, and deep-draft vessels now reach wharves near the entrance to the dredged channel at high tide and lie in the dredged basin while loading. There were no operations during the year; $31.50 was expended on inspections. Exports and imports. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1904...................... 20,152 $356,450 1909._............ ... 116,1954 $1,611,387 1905...................... 62,804 2,069,289 19102............. 31,053 212,34 1906....................... 82,024 2,363,433 19112.................... 48,275 339,972 19071..................... 244,171 3,855,515 1912............... ....... 248,384 4,529,073 1908..................... 138,140 3,180,652 1913...................... 247,775 2,711,044 1Differs from former reports, due to addition of log traffic. 2 Incomplete. No definite information as to the effect on freight rates of the work done is available. July 1, 1913, balance unexpended ---------------------------- $8, 214. 12 June 30, 1914, amount expended during fiscal year, for maintenance of improvement ------------------------------------------- 31. 50 July 1, 1914, balance unexpended_ ----------------------------- 8, 182. 62 (See Appendix U U 6.) 7. Tacoma Harbor, Wash.-Tacoma Harbor is situated 30 miles south of Seattie on Commencement Bay, an arm of Puget Sound. At the southern end of the harbor 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 southwestern 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 water- ways 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 about 18 feet; mean variations, 14.5 feet. 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 Eleventh Street to Fourteenth Street to a depth of 18 feet, and from Fourteenth Street to the south end of the waterway to a depth of 15 feet at extreme low water. The dredging was done under a con- tinuing contract. There has been no modification of this project. 1IVER AND HARBOR IMPROVEMENTS. 1435 The amount expended to June 30, 1914, for improvement of the city waterway was $162,692.54, of which $12,673.96 was for mainte- nance, 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, 1913. 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 ex- treme low water, in accordance with the report submitted in House Document No. 520, Fifty-eighth Congress, second session, at an esti- mated 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 main- tenance of the project without expense to the Government should be made. There has been no modification of the existing project, except as stated hereafter in regard to suspension of operations. 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. The amount expended to June 30, 1912, for improvement of Puyal- lup waterway was $159,584.86 and $14.27 for examinations. 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 De- cember 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 would 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 as both rivers are heavy silt carriers the effect of this change was highly detrimental to the work in Puyallup waterway. 1436 REPORT OF THE CHIEF OF E1NGINEERS, U. S. ARMY. In view of the above, the existing contract was terminated on April 26, 1910, the contract expiring by limitation on that date. The 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 interests shall divert the Puyallup River so it no longer empties into the Puyallup waterway, or otherwise prevent deposits therein from said river, as recom- mended in a report by the Board of Engineers for Rivers and Har- bors, printed in Senate Document No. 418, Sixty-first Congress, second session. The total amount expended on all projects to close of fiscal year was $322,291.67. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Puyallup River1.................... .... .. .. ..... .. .... ................ .. 1876 641 Do....................................... . ................ ........... 1885 2417 Do.'1........................... l House... 21 Fifty-first... Second. 1891 3255 Do.' .................................... ...... ..... . . . . . . . . . . do.... 345 Fifty-fifth.... .do.... 1898 3098 Tacoma Harbor 2.. do.... 876 Fifty-sixth... .. do.... 1901 3593 Puyallup Waterway . . . .2......... . . . .. . . . . . .......... . . . . .. . do.... 8520 Fifty-eighth... ... do.... 1904 3629 Puyallup River 8 .. . . . . . . .. . .. ... .do.... 1107 Sixtieth....... .. do ....... ....... TacomaHarbor 3. 1 .... ..... do... 832 Sixty-first.....do............ Puyallup Waterway .................... Senate.. 418 ..... do........ ... do................ 'No maps. 2 Basis of project adopted by Congress. 8Contains maps. No work was done during the year; $213 was expended for in- spections. Measures for'the relief of the flood situation have been under con- sideration by a board composed of representatives of King and Pierce Counties, and work on a comprehensive scale has been com- menced. Exports and imports. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1904........................ $53,726,772 1,561,074 1909.................... 1,097, 938k $35,554,496 1905....................... 1,844,338 65,613,183 1,299206 1910......................... 61,315,442 19061.................... 390 1,600, 51, 573, 522 19112............... ..... 854 799 049 54,376, 19071................. .....1,855,666 55,621,281 1912............ .... 1,070 200 35,683,136 19081........... ................ 1,443,614 46,128,955 1913................ 843 059 35,390,400 1Differs from former reports, due to addition of log traffic. 2Incomplete. No definite information is available as to the effect of the im- provement on freight rates. July 1, 1913, balance unexpended --------------- _ $92, 921. 73 June 30; 1914, amount expended during fiscal year, for maintenance of improvement------------------------------------------ 213. 00 July 1, 1914, balance unexpended- ---------- _ 92, 708. 73 (See Appendix U U 7.) RIVER AND HARBOR IMPROVEMENTS. 1437 8. Waterway connecting Puget Sound with Lakes Union and Washington, Wash.-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- 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. The draft which can be brought into the locks from Puget Sound is 6 feet at mean lower low water. 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 work done under the project adopted by the act of August 18, 1894, consisted of dredging a channel from the Sound to the wharves at Ballard, 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 extreme low water from Puget Sound to a point 2,000 feet west of the lock site. From this point to the lock site the channel is 75 feet wide and 16 feet deep. From the lock site to the railroad trestles at the eastern part of Ballard Harbor the channel is 75 feet wide and 10 feet deep at extreme low water, ex- cepting the temporary channel around the lock site, which is 6 feet deep at extreme low water. A turning basin, ranging from 175 to 500 feet in width, has been dredged at Ballard. The amount expended for this work and maintenance of outlet gates at Lakes Union and Washington and improving the drainage of Lake Washington was $475,002.45. 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 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. 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 $2,275,000. The said act made an appropriation of $150,000 and a continuing-contract author- ization in the sum of $2,125,000 additional for this work, 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 1438 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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 Washing- ton, raising the level of Salmon Bay, or any other alteration of the level of any part of said waterway. There has been no modification of the existing project. On June 30, 1911, the Secretary of War expressed himself as satisfied that King County or some other local agency will do the necessary excavation above the lock, etc., and he authorized the be- ginning of work under the project adopted by the act of June 25, 1910. The adopted project contemplates securing a channel having avail- able depth of 25 feet at low water above the locks and the same depth below the locks at mean lower low water. The large lock is 80 feet wide, 825 feet long between upper and loWuer gates, and has an intermediate gate dividing it into two cham- bers, 450 feet and 375 feet long, respectively. The depth of water on the upper miter sill is 36 feet at low water, and on the intermediate and lower miter sills 25 feet at extreme low tide in Puget Sound, which will afford 36 feet or more at mid-tide stages and above. The small lock, which lies south and alongside of the large lock, is 30 feet wide and 150 feet between gates. The depth of water on the upper sill is 16 feet at low water and on the lower miter sill 12 feet at extreme low water, which gives 16 feet or more at all stages of tide above mean lower low water. The large and small locks combined, therefore, will form virtually four locks, 150, 375, 450, and 800 feet long, respectively. All concrete work on the locks and dam, power houses and guide walls, and the excavation for foundations, are being done by hired labor and the use of Government plant. Under contract, cement is purchased f. o. b. cars at lock site, and sand and gravel f. o. b. on United Stats barges at the pit near Steilacoom. Delivery at lock site is made by hired labor and Government plant. The con- struction of cofferdam and of the receiving wharf, excavation of lock pit, the construction and installation of the two gantry cranes, and the construction of lock keeper's dwelling were done by contract. The construction and installation of lock gates and all the operating machinery, including pumping plant and emergency dam, and the construction of the power house above foundations will be done under contract. The dam will be about 200 feet long, provided with the necessary weirs to maintain the level above the lock in Lakes Union and Wash- ington within limits not exceeding 1 foot above and below mean stage. Under the terms of the act of Congress local interests were required to dredge a channel above the lock site into Lake Washington not less than 25 feet deep at low water and 75 feet wide on the bottom, but contracts by King County and the State of Washington provide for the completion of a channel from the locks into Lake Union 36 feet deep at low water and not less than 100 feet wide on the bottom. Between Lake Washington and Lake Union similar contract has been let for the major part of the excavation, and it is anticipated that the provision of funds made by local interests will be ample to secure RIVER AND HARBOR IMPROVEMENTS. 1439 the ultimate width above Lake Union, if not the ultimate depth. The contract for excavation of the portage, or neck of land between the lakes, provides for the full width and a depth of 30 feet, and for revetting with concrete about 1,000 feet of the south bank of the cut to prevent further caving. No provision having been made for the excavation required below the locks into Puget Sound, Congress in the river and harbor act approved March 4, 1913, authorized the application of funds hereto- fore appropriated or authorized to the excavation of a channel in this locality to the depth contemplated in the approved project, which is 25 feet at mean lower low water, but as this provision is not under- stood to authorize the diversion of any funds required to fully com- plete the locks and dam with all accessories, this dredging still remains to be provided for by Congress. All other work will be completed in 1915; but until the dredging below the locks is done, deep-draft ves- sels will be very seriously handicapped in using the canal. Local interests are providing a channel above the locks into Lake Unin of a depth of 36 feet and a depth between the lakes of at least 30 feet. All contracts for the work to be done by local interests are made by the district engineer officer as agent for the State of Wash- ington and King County, and the contracts are being carried out under his immediate supervision. References to examination or survey reports and maps or plans (includinD project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Puget Sound to Lake Washington....... House... 140 Fifty-second.. F fst.... 1892 2762 Dr............ ...... .. Senate.. 165 Fiftieth ........do ........ ....... Do. ..... ...... ........ ...... .. do.... 269 Fifty-fourth-..... do.... 1896 3355 Do ................... ............ ..... House... 1335 Fifty-seventh .. do.... 1902 2419 Do.................. 2. . . . . . . . . . . . . . . .......... . . . ...... . . . . . . .. Senate.. 1 127 ... do....... Second.. 1903 2340 Do.4 . . . ..... . . . . . . . .. . . . . . . . . . .. ..House... 818 Sixty-first.......do............... Do. ....... .... .do... 1953 Sixtieth...... First.... ...... .. Contains maps. 2No maps. ' Committee document. -Basis of project adopted by Congress. During the year concrete work on the two locks within the coffer- dam was practically completed, all ironwork for installation of machinery and gates was set, 56,650 cubic yards of material were re- moved from the lock pit in preparing foundations, 155,412 cubic yards of concrete were placed in lock walls, guide walls, quay wall, and pump well, making a total of 192,583 yards deposited to date. Construction of lock keeper's house was completed. The contractor began erection of gates in June, 1914. On March 13, 1914, a temporary dam controlling the outlet of Lake Union into Salmon Bay failed, causing the lake to be lowered to some 3 or 4 feet below high-tide level and allowing tidal flow to occur into and out of Lake Union for about one week. The tidal flow was stopped in 10 days, and under an emergency allotment of $10,000 the dam was replaced in six weeks after its failure, the waters of Lake Union being now restored to their normal level. 1440 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The amount expended during the year was $743,793.48, of which $10,194.80 was for maintenance. The total amount expended to June 30, 1914, on existing projects was $1,290,213.09, of which $16,233.09 was for maintenance. The sum of $127.55 was received from sales. Of the above amount $8,587.07 was expended from an emergency allotment for replacing the temporary dam at the outlet of Lake Union. The total amount expended on all projects to end of fiscal year was $1,765,215.54. The work on the locks is carried on under continuing contract authorization made by the act of June 25, 1910, and the full amount of the estimated cost has been appropriated. The maximum draft that could be carried to the wharves at Bal- lard June 30, 1914, at extreme low water was 6 feet. The maximum tidal variation is about 18 feet. Exports and imports. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1904 .... ................... 584, 079 $2, 520, 785 1909 1.......... ..... 616, 318 3, 044,231 1905....................... 888,161 4,588,198 1910.................... 515,983 3,364,693 1906...................... 705841 3,993,410 1911.................... 598,157 2,628,439 1907...................... 797, 228 520,518 1912................. 606,554 3,516,558 1908.................... 530, 352 3,098, 954 1913 ..... ............... 708, 329 4, 252254 1Differs from report of 1910, due to correction of clerical error. NOTE.-The above includes only the present commerce of Ballard and Salmon Bay, Lake Union, and Lake Washington. The additional appropriation will be applied to the maintenance and operation of the dams and controlling gates at the foot of Lake Washington and of Lake Union. July 1, 1913, balance unexpended__---------- __-- ----- - $1, 363, 797. 84 Amount allotted from appropriation for emergencies provided by river and hrbor act of Mar. 4, 1913--------------------. 10, 000. 00 Received from sales --- _____ _ __-------------- 127. 55 1, 373, 925. 39 June 30, 1914, amount expended during fiscal year: For works of improvement---------------- $733, 598. 68 For maintenance of improvement_------ 10, 194. 80 743, 793. 48 July 1, 1914, balance unexpended---- 131. 91 6----_____________----630 July 1, 1914, outstanding liabilities____________________ 19, 731. 64 July 1, 1914, balance available __________-_______________-- 610, 400. 27 Amount appropriated by sundry civil act approved Aug. 1, 1914_ 375, 000. 00 Amount available for fiscal year ending June 30, 1915 ---------- 985, 400. 27 July 1, 1914, amount covered by uncompleted contracts-------- 366, 442. 71 Amount of continuing contract authorization, act of 1910__ ---- 2, 125, 000. 00 Amount appropriated under such authorization-_ ------- 2, 125, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement- _-__ 15, 000. 00 (See Appendix U U 8.) Exclusive of amount available for fiscal year 1915. RIVER AND HARBOR IMPROVEMENTS. 1441 9. Snohomish River, Wash.--The Snohomish River is formed by the junction of the Snoqualmie and Skykomish Rivers at a point 21 miles from Puget Sound, and flows in a northwestern direction. This river has several other outlets or mouths, namely: Ebey Slough, Steamboat Slough, Union Slough, and Old River. The first three of these outlets have no navigable depth at low water, the flow being dissipated over the large area of tidal flats at the mouths. Old River has a navigable depth of 8 feet at low water. The tidal variation at the entrance to these outlets is approxi- mately 15 feet. The work of improvement of Old River, which is a part of Everett Harbor, and the work under the existing project have been planned in connection with that already done under the project for improv- ing 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 for 1907, page 795, and for 1909, page 884. 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 closing dikes and mattress sills across subsidiary sloughs of 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. There has been no modification of the existing project. Under the continuing-contract authorization of the act of Febru- ary 27, 1911, contracts were made for construction and repair of dikes and for dredging. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Snohomish River 1...... ......................... .......................... 1875 798 Do 1................................... .. .. .. .. .............. .. ....... 1881 2614 Snohomish River (to Lowell)l........... House... 103 Fifty-second.. Second.. 1893 3462 Snohomish River (Stretches Riffle)..........do.... 163 Fifty-eighth... ... do.... 1904 3652 Snohomish River (to Lowell) 3 ............... do .... 21108 Sixtiethd....... . .. ............ Snohomish River, vash. (to head of navi- ... do.... 2 649 Sixty-third.........do ... .. ....... gation). 1No maps. 2 Contains maps. 8 Basis of project adopted by Congress. The dike work was completed during the fiscal year 1913, with the exception of the closing dikes at Steamboat and Ebey Sloughs, which were omitted. 609930-ENG 1914-----91 1442 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. During the fiscal year all dredging covered by the project was completed.. Twenty-two thousand one hundred and fifty-five linear feet of channel has been provided by the excavation of 874,400 cubic yards of material. Extensive shoaling has occurred throughout the dredged channel and in the deep-water basin of Everett Harbor, and it will probably be necessary to restore the former outlet of Old River to prevent further extensive shoaling in this harbor. The amount expended during the year was $75,859.56, of which $13,711.46 was for maintenance. The total amount expended to June 30, 1914, on all projects was $245,541.56. The work is being carried on under continuing-contract authoriza- tion made by the act of February 27, 1911 ($180,000), the balance of which was appropriated by the sundry civil act approved June 23, 1913. It is not expected that this improvement, which is in the nature of harbor extension, will have any effect on freight rates. Exports and imports. Calendar year. Short tons. Values. 1909.......................................................................... 926,183 87,203,365 1910............................ ............................................ 912,005 8,237,135 ..... 1911 ................................................... 910,855 4,152,836 1912.................................................................................. 1,096,731 5,775,225 1913 ................................... ....... ........................ 1,300,344 7,225,186 July 1, 1913, balance unexpended ___ ______-__ ___-- $110, 329. 50 June 30, 1914, amount expended during fiscal year: For works of improvement_------------------- $62, 148. 10 For maintenance of improvement--------------- .3, 711. 46 75, 859. 56 July 1, 1914, balance unexpended ---------------------------- 34, 469. 94 (See Appendix U U 9.) 10. Skagit River, WVash.--The Skagit River is the largest river in western Washington tributary to Puget Sound. It has its source in the Cascade Mountains near the international boundary line, and flows in a general southwesterly direction, empty- ing into Puget Sound 32 miles above Seattle. The survey on which the present project was based covered that part of the river from Sedro Woolley 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 was 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. RIVER AND HARBOR IMPROVEMENTS. 1443 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 tribu- tary 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 has been appropriated. There has been no modification of the existing project. The river and harbor act approved July 25, 1912, appropriated $15,000, and the river and harbor act approved March 4, 1913, ap- propriated $10,000 for the maintenance of this improvement. The mattress sill and closing dikes in the river and the training dike, 10,450 feet long, at the mouth of the river have been completed, by contract. The training dike as proposed was to be 16,000 feet long, but on account of increased cost the total length of dike constructed is 10,450 feet. For its protection the outer 50 feet of the dike was made double width and built at an angle of 45 ° to the general direction of the main dike. The dike, as now constructed, terminates on the north bank of the existing channel of the Skagit River, across the bar, instead of cross- ing this channel to the Stilaguamish River Channel, as originally proposed. It is not anticipated that further extension will be re- quired, and in view of resulting interference with log tows such extension should not be made if reasonably satisfactory results are secured with the dike as now constructed. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. . . . . 1. ........................................ Skagit River 1881 2605 Do. ... . . . . . . . . . . . . . . . . . .......... House.. 38 Fifty-first..... Second.. 1891 3271 Skagit River to Sedro Woolley 2 . . . ... .. . . . . . . . . .. 2............ . . . . . . . . ..do..... 204 Fi -fifth..... .. do..... 1898 3112 Do . ..... ....... do.... 1188 Sixtieth.... do.................... Skagit River........................ ....... ..... 2935 Sixty-third.... ... do ... ......... 1 No maps. ' Contain maps. z Basis of proiect adopted by Congress. No work was done and no expenditures made during the year. The total amount expended to June 30, 1914, on all projects was $101,455.54, of which $1,625.74 was for maintenance. 1444 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Exports and imports. Calendar year. Short tons. Value. 1909...................................................... 140,839 $2,781,602 1910.... ..... 2...........1.................................... 210,564 3,718,878 1912................................................................ 263,721 4,060,693 1913........................ .................................................. 420,606 5,062,919 NOTE.-Freight statistics previous to 1909 and 1911 included in Puget Sound and tributary waters, Washington. The 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. The appropriation recommended is for maintenance and will be applied to repair and restoration of dikes as may be necessary. July 1, 1913, balance unexpended ________-________________ $23, 544. 46 July 1, 1914, balance unexpended_________________--________ 23, 544. 46 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement--------------------- 10,000. 00 (See Appendix U U 10.) 11. Swinomish Slough, Wash.-This slough affords an inland shel- tered 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 importance 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 fromthe surrounding country. Before improvement, while the depth of the slough proper was generally ample, due to shoals in the wide parts and the flats at the entrances the available depth was not over 2 feet at mean lower low water in any practicable channel. 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. This project has not been modified. 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 " H ole 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 direction of La Conner, 3,500 linear feet; and opposite La Conner, 1,500 linear feet. All dredging and dike work was done by use of hired plant and hired labor. 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1445 By means of dredging and the use of dikes, a channel with least depth of 4 feet at mean lower low water and 100 feet bottom width has been provided from Saratoga Passage through Skagit Bay to La Conner and northward as far as the Great Northern Railway bridge, a distance of about 9 miles. No dredging or dike work has been done in Padilla Bay, across which there is a narrow crooked channel with least depth of about 3 feet at mean lower low water. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Swinomish Slough, Skagit Bay to Padilla House.. 131 Fifty-second.. First.... 1892 2752 Bay. 2 . . . . . . .. . . . . . . . . . .. . . . . . . . .. Do. _ do... 1 796 Sixty-first..... Second.. .... Swinomish Slough, Skagit Bay to Padilla ........................................ 1900 4488 Bay (map only). Swinomish Slough, Padilla Bay, and House.. 1860 Sixty-third.... Second................. waterways to Fidalgo and Similk Bays, Wash. 1 Contains maps. 2Basis of project adopted by Congress. In House Document No. 796, Sixty-first Congress, second session, a plan is submitted for an 8-foot channel at an estimated cost of $260,000, and a plan for completing the 4-foot project at an esti- mated cost of $178,000 over that already spent. Heavy dikes were to be added to those originally proposed. In report contained in House Document No. 860, Sixty-third Congress, second session, it is stated that the completion of the 4-foot project would meet all com- mercial requirements for the present. The original project was never modified by Congress. No work was done during the year and no expenditures were made. Fifteen dollars was received from sales. The amount expended to June 30, 1914, on all projects was $214,602.36, of which $31,545.30 was for maintenance. The average tidal variation is about 8 feet. Although some shoaling has occurred in the dredged channel, the project depth of 4 feet at mean lower low water was available on June 30, 1914, except across the flats of Padilla Bay. Exports and imports. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1904............ ....... 56,262 $1,539,094 1909................ .... 54,163 81,358,460 1905....................... 48,724 1,363,729 1910.................... 44,947 1,360,325 1906........ ..... ........ 53,261 1,494,382 1911.................... 53,247 1,018,391 1907....................... 46,289 1,582,666 1912 .................... 64,523 1,369,134 1908....................... (1) (1) 1913...................... 121,674 2,212,554 1Not obtainable. 1446 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMIY. The work accomplished has not had any effect on freight rates. July 1, 1913, balance unexpended----------------------------- $10, 000 Received from sales---------------------------------------- -- 15 July 1, 1914, balance unexpended---------- ------------------- 10, 015 Amount (estimated) required to be appropriated for completion of existing project------------------------- ------------------- 1178, 000 (See Appendix U U 11.) 12. Bellingham Harbor, Wash.-This harbor is in the northwest- ern part of Washington and has a length of 14 miles from north to south and a breadth of 5 miles from east to west. 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. 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 is 330 feet wide and 2,570 feet long. 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 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 thiswaterway 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 neces- sary 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 sub- ject 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. The original project provided for excavation of 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 a then existing railroad bridge, located 2,570 feet from the inner end of the waterway. and to its full width inside of this bridge. 1Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1447 The project has been enlarged to provide for the excavation of this waterway to its full width and to an actual depth of 26 feet at mean lower low water in the outer 3,800 feet and to a depth of 18 feet at mean lower low water in the inner 1,300 feet of the waterway. The sum appropriated by the act of June 25, 1910, was so small that little benefit to navigation could be derived from the expendi- ture, and nothing was done until additional funds were provided. The act of February 27, 1911, authorized a continuing contract for completion of the project and appropriated an additional sum of $25,000 for the work. The conditions relative to cooperation by local interests were com- plied with and contract was made on January 24, 1912, for excava- tion of the Whatcom Creek waterway in accordance with the project adopted by the act of June 25, 1910, and the continuing contract authorization contained in the act of February 27, 1911. Under this contract the project was completed on February 20, 1913; 807,273 cubic yards of material were excavated, of which 64,421 cubic yards were overdepth. By private contract a section of What- com Creek waterway, beginning about 2,200 feet from the inner end, 1,000 feet in length has been dredged to a depth of 35 feet at mean lower low water. The amount of the continuing contract authorization, $52,250 was provided by the sundry civil act of August 24, 1912, and app]ied to the completion of the existing contract. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. S ssion. Year. Page. Senate. Bellingham Harbor................... House... 1228 Fifty-third.... Third... 1895 3472 Bellingham Harbor to mouth of Whatcom ... do.... 280 Fifty-fifth..... First.... 1897 3478 Creek. Whatcom Creek waterway 3............... .. .. 21161 Sixtieth....... Second.. ....... . ..... 1 No maps. 2Contains maps. 3 Basis of project adopted by Congress. No work was done during the year. The amount expended during the year was $42.55, all of which was for inspections. The total amount expended to June 30, 1914, on all projects was $149,274.25, of which $4,134.60 was for maintenance. The sum of $1.50 was received from sales. The maximum draft that could be carried June 30, 1914, at mean lower low water over the outer 4,000 feet of channel was 26 feet, and over the inner 1,200 feet of channel and turning basin was 18 feet. The range of tide is about 12 feet. 1448 REPORT OF THE CHIEF OF ENGINEERS, U. S. AR1V$Y. Exports and imports. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1904.................... 236,669 $4,225,480 1909...................... 334,501 $8,857,250 1905.................... 254,240 4,690,936 1910...................... 358,204 7,023,072 1906.................... 292,592 5,643,504 19112.................... 240,122 1,755,684 1907... 319, 613 7,209, 796 1912 ... 456,776 5,499,169 1908.................... 350,346 8,682,440 1913.................... 573,833 7,638,792 1 Differs from former reports due to addition of log traffic. 2 Incomplete. 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, fish, and cement. Vessels of the deepest draft can go as far as the entrance of the dredged channel. July 1, 1913, balance unexpended-------------------------------- $2, 954. 02 Received from sales1------------------------------------------ . 50 Reimbursement from Treasury settlement-------- 6-------- -07. 18 3, 022. 70 June 30, 1914, amount expended during fiscal year for maintenance of improvement ------------------------------------------- _ 42. 55 July 1, 1914, balance unexpended--_- - ___ -__ --- -_____-_ 2, 980. 15 (See Appendix U U 12.) 13. Improving waterway connecting Port Townsend Bay with Oak Bay, WTash.-Port Townsend Bay and Oak Bay are arms of Ad- miralty Inlet, Puget Sound, the former extending from near the north end of the inlet 8 miles to the southward, and the latter from near the south end of the inlet 3 miles northwestward to a gravel spit 150 yards wide. This gravel spit is about one-fourth mile long, and with the shoals on either side of it forms the barrier which separates the two bays. The project adopted by the river and harbor act of March 4, 1913, contemplates dredging a canal 15 feet deep at mean lower low water, 75 feet wide on the bottom, for about 4,800 feet, and the construction of jetties to protect the channel at the southern or Oak Bay end, and a bulkhead for the retention of dredged material. The estimated cost is $62,500. The report on examination and survey upon which the project is based is published in House Document No. 625, Sixty-second Con- gress, second session. There has been no modification of the exist- ing project. This is a new work, and the operations during the year consisted of negotiations for obtaining right of way in accordance with the provisions of the act. Local interests have furnished deeds for portions of land required, and condemnation proceedings to secure the remainder have recently been completed. The improvement is intended to provide a sheltered channel for light-draft boats. The amount appropriated by the river and harbor act of March 4, 1913 ($62,500), is considered sufficient to complete the project. No work was done during the year, and no expenditures were made. Amount appropriated by. river and harbor act approved Mar. 4, 1913__ $62. 500 July 1, 1914, balance unexpended _---------_-_- - - - 62, 500 RIVER ANDtHARBOR IMPROVEMENTS. 1449 14. 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 navi- gation, 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, cont nplates the improvement of the river between Wenatchee and Bridgeport by the removal of rocks, bowlders, etc., and the construction of dikes and wing dams, at an estimated cost of $42,000. The work could not be completed within the estimated cost and the river and harbor act of June 25, 1910, made an additional appropria- tion of $25,000 for this work. There has been no modification of the project except the omission of the dikes and wing dams. A report on an examination and survey (without maps) was printed in House Document No. 440, Fifty-ninth Congress, second session, and report on examination and survey of the part of the river between Bridgeport and Kettle Falls was published in House Committee on Rivers and Harbors Document No. 16, Sixtieth Con- gress, second session. By the use of Government plant and hired labor, work has been done under the existing project in removing rocks, bowlders, etc., in the stretch of the Columbia River between Wenatchee and Bridgeport, Wash. A channel 3,000 feet long with minimum depth of 5 feet at low water and a width of 150 feet has been dredged at Entiat Rapids by the removal of 60,062 yards of gravel and bowlders. The controlling low-water depth is 5 feet and the project is now considered as completed. The variation in water surface is about 20 feet. No work was done and no expenditures were made during the fiscal year ending June 30, 1914. The amount expended to June 30, 1914, on all projects was $67,- 150.86, of which $150 was for maintenance and inspections. So far as known this improvement has not caused any reduction in freight rates, and the building of a railroad paralleling this stretch of the Columbia River, which will be completed in the fall of 1913, will materially decrease the value of this part of the river as a coinm- mercial waterway. Exports and imports. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1904.................... 24,506 $2,251,590 1909.................... 33,976 $3,929,990 1905..................... 39,827 3,169,060 1910.................... 26,144 1,825,270 1906................. .... 53,260 3,901,360 1911..................... 13,260 656,670 1907..................... 42,126 3,091,550 1912..................... 22,411 1,103,785 1908..... ........... 54,527 3,368,119 1913.................... 1) () 1Not obtained. July 1, 1913, balance unexpended----------...---- $701. 64 July 1, 1914, balance unexpended- .....-- -- 701. 64 (See Appendix U U 14.) 1450 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 15. Columbia River between Bridgeport and Kettle Falls, Wash.- The river between the places mentioned is 162 miles long and is navigable for vessels at certain stages of water. The chief obstruc- tions 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 employed by it on this section of the river. The estimated quantity of rock to be removed is 64,000 cubic yards at 30 localities. There has been no modification of the existing project. Report on examination and survey, with map, was published in House Committee Document No. 16, Sixtieth Congress, second ses- sion. 'Report, without map, on examination of Grand or Rickey Rapids, was published in annual report for 1911, page 2641. The river and harbor act of July 25, 1912, appropriated $25,000, and the act of March 4, 1913, appropriated $40,000 for completing the improvement. This amount will not be sufficient to do all the work originally contemplated. The work during the year consisted in the removal of submerged rocks, reefs, and bowlders. Approximately 4,767 cubic yards of rock was removed at Spokane Rapids and for a distance of 9 miles up- stream from that point by the use of Government plant and hired labor. The amount expended during the year was $34,711.51, all for improvement. The amount expended to June 30, 1914, on all projects was $156,- 925.17, none of which was for maintenance. The sum of 40 cents was received from sales. The proposed improvement will provide transportation for terri- tory not now reached by railroads, and will not only materially reduce the cost of transportation, but also furnish an outlet for a rich and productive country. The fuilds on hand will be applied to removal of obstructions from the upper portion of the river between Spokane Rapids and Kettle Falls, and will complete the removal of the most serious ob- structions throughout the improvement, leaving the river between Bridgeport and Rickey or Grand Rapids immediately below Kettle Falls in fairly good navigable condition. In view of the limited navigation on the river, it is believed that work of improvement should be suspended when this has been accomplished. RIVER AND HARBOR IMPROVEMENTS. 1451 July 1, 1913, balance unexpended-__-_..---------------___ $42,791. 09 Received from sales -- -----------------------------.. .40 42, 791. 49 June 30, 1914, amount expended during fiscal year, for works of improvement----------__ ._-..... _ _-......--. ____ 34, 711. 51 July 1, 1914, balance unexpended .....----------------------------- 8, 079. 98 July 1, 1914, outstanding liabilities --------------------------- 6, 252. 57 July 1, 1914, balance available-____.___- -__- - ___ 1, 827. 41 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914---__------ ___------- ----- 35, 000. 00 Amount available for fiscal year ending June 30, 1915 ------- ___ 36, 827. 41 (See Appendix U U 15.) 16. Polson Bay, Flathead Lake, Mont.-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. Polson is on the Flathead Indian Reservation, and at present has a very small white population, limited to individuals who hold trad- ers' licenses. 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 bowlders, 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 fluctu- ation 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 interfere 1452 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. with the approach to the landing wharves and for obtaining a chan- nel 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 was appropriated by the act. Report, without map, on an examination and survey of Polson Bay was published in House Document No. 645, Sixty-first Congress, second session. There has been no modification of the project. There were no operations nor expenditures during the year. The amount expended to June 30, 1914, was $4,491.14, none of which was for maintenance. The work contemplated by the project has been completed, the work being done with hired plant and hired labor. Traffic. 1910-70,000 short tons, valued at____--------------------- ________________________ $1, 320, 000 1911-72,466 short tons, valued at------------------------------ 856, 590 1912-254,500 short tons, value--_______________________-----________ Unknown. 1913 -------------------------------------------- ----------- Not obtained. It is not expected that the proposed improvement will have any effect on freight rates at the locality. July 1, 1913, balance unexpended_- -----__-______ -__ _ $1, 508. 86 July 1, 1914, balance unexpended___------- -------------------------- , 508. 86 (See Appendix U U 16.) 17. 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. There were no operations and no expenditures during the year. To June 30, 1914, there has been expended on all projects $377,- 061.95, none of which was for maintenance. 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- RIVER AND HARBOR IMPROVEMENTS. 1453 first Congress, second session, so as to provide a reasonably good channel without the expensive cut-offs by continuing the dredging from point "A" to station "11 A," excavating where necessary be- tween 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 was appropriated by the act. The existing project as modified contemplates a reasonably good channel 100 feet wide and 6 feet deep at mean low water from deep water in St. Michael Bay through the canal for a distance of 61 miles, omitting the land cuts and widening the channel at two sharp bends. 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. References to examination or survey reports and maps or plans (including project documents). Annual reports Congressional documents. of Chief of Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. St. Michael Canal 1........................ House... 389 Fifty-ninth.... Second. ... . .. ... Do.'...... ... .. .............. . .. do..... 2416 Sixty-first.... .. do.... Apoon mouth of Yukon River 1............. do..... 556 Sixty-second.. ... do... 1Contains maps. 2Basis of project adopted by Congress. With funds provided by the act of June 25, 1910, operations under the modified project were resumed under contract on June 28 and completed on August 13, 1911. The channel was completed for a distance of 61 miles by excavation of 133,515 cubic yards of material, of which 36,415 cubic yards was removed during the working season of 1911. The maximum draft that can at present be carried at low water is 6 feet. The mean range of tide is 3 feet. Soundings taken in July, 1913, show no appreciable changes in the dredged channel. Statement of freight between St. Michael and mouth of Yukcon River. Calendar year. Short tons. Value. Calendar year. Short tons. Value 1 1903..................... . 20,000 $1, 652, 891 1908 .................... 23,941 $2,528,404 1904..................... 17,356 1,316,237 1909..................... 30,034 3,144,979 1905 ...................... 25,855 2,220,830 1910.................. . 24,622 2,635,955 1906 .......... ........... . 31,999 2,799,187 1911-1913................. (2) (2) 1907........................... 29,793 2,493,697 1Differs from report for 1910, due to addition of fuel-oil traffic and foreign shipments. 'Not obtained. 1454 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. It is not expected that this improvement will have any effect on freight rates. July 1, 1913, balance unexpended_ ..... July 1, 1914, balance unexpended--------- __.........._________ ----------------------- $13, 964. 60 13, 964. 60 (See Appendix U U 17.) 18. Apoon mouth of Yukon River, Alaska.-This is the most east- erly of the delta channels into which the Yukon River is divided, and is used by all vessels plying between points on this river and the port of St. Michael. In its original condition there were not sufficient depths at two localities between Pastol Bay and Kotlik Crossing, a distance of 71 miles, nor width of channel at three bends to accommodate existing traffic. The least depth at the bars is 2.9 feet at mean low water. The channel widths at the bends where the depths are 6 feet or greater at mean low water vary from 80 feet to 140 feet. The tidal range is 3 feet 3 inches. The original and existing project of December 8, 1911, adopted by the river and harbor act of July 25, 1912, provides for excavation of channels 6 feet deep at mean low water and 150 feet wide through the bars and of the same depth and 200 feet wide at the bends, at an estimated cost of $130,000 for first construction. A report, with maps, upon an examination and survey was pub- lished in House Document No. 556, Sixty-second Congress, second session. There has been no modification of the original project. Under contract with the North American Dredging Co., 7 miles of channel with least depth of 6 feet at mean low water were pro- vided over the entire length of the project by the excavation of 119,545 cubic yards of material. Additional widening found to be necessary at the bend near the mouth of the Pastolik River will be undertaken during the present season. The total amount expended on all projects to June 30, 1914, was $106,324.44, none of which was for maintenance. Commerce. Short tons. 1910 -------- --- 24, 622 2-------- 1911 ----------------------------- 33, 660 1.912-13 --- ----- ot obtained. N------- July 1, 1913, balance unexpended--.--- $73, 826. 81 Reimbursement ------------------------------------------ 33.00 73, 859. 81 June 30, 1914, amount expended during fiscal year, for works of improvement .---------------------------------------------- 50, 184. 25 July 1, 1914, balance unexpended-- --------- - ____ 23, 675. 56 July 1, 1914, outstanding liabilities----------------------------- 344. 83 July 1, 1914, balance available.------------------------------ 23, 330. 73 (See Appendix U U 18.) RIVER AND HARBOR IMPROVEMVENTS. 1455 EXAMINATIONS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JULY 25, 1912, AND MARCH 4, 1913. Reports on preliminary examinations required by the river and harbor acts approved July 25, 1912, and March 4, 1913, of the follow- ing 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 Snohomish River, Wash., to the head of navigation.-Report dated November 1, 1913, with map, is printed in House Document No. 649, Sixty-third Congress, second ses- sion. The improvement of this locality by the United States is not deemed advisable to a greater extent than already authorized under existing projects. 2. Preliminaryexamination, with plan and estimate of cost of im- provement, of Willapa Harbor and River, Wash., from Raymond to the sea, including consideration of any proposition for cooperation on the part of local interests.-Reports dated October 25 and Decem- ber 22, 1913, with map, are printed in House Document No. 706, Sixty-third Congress, second session. A plan of improvement at an estimated cost of $491,500, subject to certain specified conditions and local cooperation; and in addition that local interests shall pay one- half the cost of proposed dredging in the North and South Forks of the Willapa River above their junction, or $143,550, is presented. 3. Preliminary examination of Swoinomish Slough, Padilla Bay, and waterways connecting PadillaBay woith Similk Bay and Fidalgo Bay with Similk Bay, Wash.-Report dated November 15, 1913, with map, is printed in House Document No. 860, Sixty-third Congress, second session. The improvement of this locality by the United States is not deemed advisable to a greater extent than already au- thorized under the existing project. 4. Preliminaryexamination, with plan and estimate of cost of im- provement, of Nasel, North, and other streams entering Willapa Har- bor, Wash., with a view to snagging the same.-Reports dated Novem- ber 5, 1913, and February 18, 1914, with maps, are printed in House Document No. 901, Sixty-third Congress, second session. A plan of improvement, at an estimated cost of $7,500, by the construction of a derrick barge and its operation for two months, is presented. 5. Preliminary examination and survey of Skagit River, Wash.- Reports dated December 6, 1912, and January 26, 1914, with maps, are printed in House Document No. 935, Sixty-third Congress, sec- ond session. A modification of the existing project, to include the improvement of Skagit City Bar, by combined dredging operations and training walls, at a cost not exceeding $30,000, is presented. 6. Preliminaryexamination of channel connecting Admiralty Inlet with Crockcet Lake, Wash.-Report dated March 20, 1914, with map, is printed in House Document No. 983, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. 7. Preliminary examination of St. Marys and St. Joe Rivers, Idaho.-Report dated February 27, 1914, with map, is printed in House Document No. 990, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner pro- posed is not deemed advisable at the present time. 1456 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 8. Preliminary examination of the Apoon Mouth of the Yukon River, Alaska, from the improvement now under way to deep water.-- Report dated December 15, 1913, with map, and supplemental report dated April 17, 1914, are printed in House Document No. 991, Sixty- third Congress, second session. A plan of improvement at an esti- mated cost of $45,000 is presented. 9. Preliminary examination of Stilaguamish River, Wash.--Re- port dated May 14, 1914, is printed in House Document No. 1119, Sixty-third Congress, second session. The improvement of this locality by the United States is not deemed advisable at the present time to a greater extent than already authorized under the existing project for improving Puget Sound and tributary waters. 10. Preliminaryexamination of Columbia River, Wash., from and through Rickey (or Grand) Rapids to the international boundary line, with a view to open-river navigation.-Report dated May 14, 1914, is printed in House Document No. 1112, Sixty-third Congress, second session. The improvement of this locality by the United States in the manner proposed is not deemed advisable at the present time. The local officer was also charged with the duty of making other preliminary examinations and surveys required by the river and harbor acts approved July 25, 1912, and March 4, 1913, as follows, and reports thereon will be duly submitted when received: 1. Seattle Harbor, Wash., with a view to the maintenance of the east and west waterways and to deepening and straightening the lower Duwamish River. 0. Anacortes Harbor, Wash., with a view to improving Cap Sante waterway. 3. Kootenai River, Idaho, between Bonners Ferry and the inter- national boundary line. 4. Grays Harbor Bar, Wash. 5. Willapa Harbor and the bar entrance thereto. 6. Snohomish River, WVash. 7. Coeur d'Alene River, Idaho. RIVER AND HARBOR IMPROVEMENTS IN THE DISTRICT OF HAWAII. This district was in the charge of Maj. W. P. Wooten, Corps of Engineers; Division engineer, Lieut. Col. Thomas H. Rees, Corps of Engineers. 1.. Honolulu Harbor, Hawaii.-Thisharbor is situated on the south coast of the island of Oahu, about 9 miles east of Pearl Harbor. The entrance channel, through a coral reef, and the harbor proper, were dredged from time to time by the monarchial, republican, and terri- torial 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 lighthouse point was so sharp as to make it somewhat difficult for large vessels to make the turn. The harbor has an area of 184.5 acres included within the harbor lines, the present governing dimensions being 3,000 feet by 900 feet RIVER AND HARBOR IMPROVEMENTS. 1457 for 35-foot depth. The maximum draft that could be carried on June 30, 1914, was 35 feet at mean lower low tide. The mean tidal range is 1.9 feet. The head of navigation is the head of the harbor, about 1.4 miles from the buoys marking the entrance to the harbor. 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 lighthouse point, for easing the curve at the junction of the entrance channel and the inner harbor by cutting off the lighthouse 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. No change has been made since the original project was adopted. Between March 3, 1905, and June 30, 1914, $1,200,000 had been appropriated, of which $50,000 was for maintenance. On June 30, 1914, $1,138,550.65 had been expended, $49,321.25 of which was ap- plied to maintenance. Work done under this project includes dredg- ing the entrance channel, removing lighthouse point, and widening the harbor. During the year $4.50 was received from the sale of maps. During the present fiscal year the outer end of the entrance chan- nel was redredged and 360,804 cubic yards were removed from the north end of the harbor. The commerce between this port and ports not in the Hawaiian Islands for the calendar year 1913 amounted to approximately 1,144,381 short tons, valued at $53,487,040. The commerce with other ports of the Hawaiian Islands amounted to 317,630 short tons, val- ued at about $17,645,660, making a total of 1,462,011 short tons, valued at approximately $71,132,700. 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 70 per cent com- pleted. It is recommended that an appropriation of $200,000 be made, with a continuing-contract provision for the balance required to complete the approved project. If this amount is made available, it is believed that a much more satisfactory price for dredging can be obtained than will be the case if a number of small contracts must be made. The United States will also be in a position to buy or build a plant and do their own work if a satisfactory price is not bid for dredging, while, if only a small amount of money is available, they will not have this course to fall back on. It is proposed to apply the available funds and the amount esti- mated as a profitable expenditure in fiscal year ending June 30, 1916, in widening the harbor in accordance with the approved project. July 1, 1913, balance unexpended_---- _------------------- $238, 551. 20 Amount received from sale of maps----------------------- 4. 50 238, 555. 70 60993o -ENG 1914---92 1458 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. June 30, 1914, amount expended during fiscal year: For works of improvement__ $158, 525. 35 For maintenance of improvement ---------------- 18, 560. 00 $177, 085. 35 July 1, 1914, balance unexpended_ 61, 470. 35 July 1, 1914, outstanding liabilities------------------------------ 49. 51 July 1, 1914, balance available---------------------------------- 61, 420. 84 Amount allotted from appropriation made by the river and harbor act approved October 2, 1914 _ -------- _ _ 90, 000. 00 Amount available for fiscal year ending June 30, 1915- - 151, 420. 84 July 1, 1914, amount covered by uncompleted contracts- --------- 44, 949. 30 Amount (estimated) required to be appropriated for completion of existing project --------------------------- -- 1 388, 894. 60 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement and for maintenance_-__ 1200, 000. 00 (See Appendix V V 1.) 2. Harbor at Hilo, Hawaii.-The island of Hawaii is the largest and most southerly of the Hawaiian Group. Hilo Bay is on the east side of the island, about 200 miles southeast from Honolulu, the commercial center of the Hawaiian Group. The harbor is practically an open roadstead exposed through the angle from about north to N. 740 E., which angle is slightly pro- tected from N. 340 E. to N. 74 ° E. by Blonde Reef, over which there is an average depth of 22 feet. Kuhio Bay extends into this reef, and has an area of 53.5 acres, with a minimum depth of 32.1 feet at mean lower low tide. The mean tidal range is 2.3 feet. This bay will be entirely protected by the breakwater, and is somewhat protected by the present completed portion of the breakwater. It is believed that this bay will be the main shipping point of the harbor. A large anchorage basin of deep water at the entrance to Kuhio Bay will also receive protection from the breakwater. The original"project, adopted by Congress March 2, 1907, provides for constructing a rubble-mound breakwater 10,170 feet long on Blonde Reef from a point on shore about 6,000 feet east of Cocoanut Island, at an estimated cost of $1,700,000, as stated in House Docu- ment 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. The river and harbor act of July 25, 1912, again modified the proj- ect as published in House Document No. 417, Sixty-second Congress, second session, so as to provide for dredging to a depth of 35 feet the entrance to Kuhio Bay, at an estimated cost of $76,000, and for continuing the breakwater along the approved lines as far as can be done without increasing the original limit of cost of the work. For this harbor Congress has appropriated $1,176,000. For map, see page 2316 of the Annual Report of the Chief of En- gineers for 1908. On June 30, 1914, $722,173.62 had been expended on the present project, no part being for maintenance. 1 Exclusive of the balance unexpended July 1, 1914. RIVER AND HARBOR IMPROVEMENTS. 1459 Breakwater.-The first contract was let June 29, 1908, and com- pleted December 24, 1910; 148,200 tons of rock were placed, complet- ing 2,528 feet of the breakwater. The second contract was let Novem- ber 18, 1910, and completed June 22, 1912; 97,577 tons of rock were placed in a substructure 2,486 feet in advance of the completed por- tion. The third contract, for constructing a superstructure on the substructure built under the second contract was let October 16, 1911. During the fiscal year 1913, 8,010 tons of rock was placed, and during the fiscal year 1914, 11,305 tons, at a contract cost of $41,- 912.90, making a total of 19,315 tons placed under this contract. The contractor was declared bankrupt February 2, 1914, and the contract was annulled April 7, 1914. A new contract was entered into April 30, 1914, for the completion of the uncompleted portion of the an- nulled contract. No work has been done under this new contract. Dredging.-A contract was made July 25, 1913, for dredging the shoals at the entrance to Kuhio Bay. The work was completed on June 23, 1914. Approximately 121,430 cubic yards were removed; the exact yardage has not been computed. The project is about 43 per cent completed. During the year the Territorial Government completed a wharf at the head of Kuhio Bay in the lee of the completed portion of the breakwater. The commerce of this port for the calendar year 1913 amounted to approximately 434,103 short tons, valued at $22,263,041. Work on this improvement has not been sufficiently advanced to have a material effect on freight rates. Sufficient funds are available for carrying on the work during the fiscal year 1916. July 1, 1913, balance unexpended------------------------------ $552, 854. 14 June 30, 1914, amount expended during fiscal year, for works of improvement--------------------------- - 99, 021.26 July 1, 1914, balance unexpended----- _-_ 453, 832. 88 July 1, 1914, outstanding liabilities ------- -- 430. 42 July 1, 1914, balance available_--------------------------_ 453, 402. 46 July 1, 1914, amount covered by uncompleted contracts------------ 421, 073. 78 Amount (estimated) required to be appropriated for completion of existing project----------------------------------- 524, 000. 00 (See Appendix V V 2.) 3. Kahului Harbor, Island of Maui, Hawaii.-The island of Maui is the second in size of the Hawaiian group, and Kahului Harbor is situated about 110 miles east-southeast of Honolulu, the com- mnercial center of the Hawaiian Islands, and about 100 miles north- west of Hilo, island of Hawaii. Previous to the adoption of the project for the improvement of the harbor of Kahului, it had been improved by the Kahului Railroad Co., 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 was deposited to the windward of the breakwater. In ordinary weather this breakwater afforded ,ample protection for the smaller vessels which anchored within the dredged basin, but was of little benefit to the larger vessels, 1 Exclusive of the balance unexpended July 1, 1914. 1460 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. which had to anchor out at sea. Under the present project, about 22 acres, having a depth of 35 feet, will be protected by the breakwater. The mean tidal range is 2.4 feet. Since the project for improving this harbor was adopted about 450 feet of the outer end of this breakwater was damaged by storms, a portion being entirely swept away. 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. No modification has been made in the original project. The said act appropriated $150,000 for commencing work, sub- ject, however, to the conditions mentioned in the document on which the project is based, that the Kahului Railway Co. cede to the United States free of cost any rights it may have in the existing break- water, 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. The conditions having been complied with, a contract was entered into for the construction of the breakwater December 8, 1910. Work was commenced April 22, 1911, and completed March 9, 1912. A total of 75,000*tons of rock was placed, completing 2,150 feet. The sum of $150,000 was appropriated by the river and harbor act approved February 27, 1911, with which 241,518 cubic yards of material, at a contract cost of $134,838.66, were excavated from the harbor. Work was commenced on May 20, 1912, and completed June 7, 1913. On July 25, 1912, $100,000 was appropriated to complete the project. With this appropriation 25,343 tons of rock were placed in extending the breakwater, at a contract cost of $44,350.25, and ap- proximately 89,800 cubic yards of material were dredged from the harbor. The exact yardage has not been computed. The breakwater extension was commenced February 25, 1913, and completed July 2, 1913. During the fiscal year 331.69 tons of stone were placed in repairing the end slope of the breakwater, at a con- tract cost of $2,135.56. A total of 100,684.69 tons of stone has been placed in the break- water, giving a total length of 2,221 feet along the top. A total of approximately 331,318 cubic yards of material has been dredged from the harbor, which now provides a basin in the lee of the breakwater of approximately 22 acres, having a depth exceeding 36 feet at low tide. The approved project is completed. RIVER AND HARBOR IMPROVEMENTS. 1461 On June 30, 1914, $373,817.52 had been expended on the project, of which $2,257 was for maintenance. The improvements now permit of the construction of wharves for trans-Pacific steamers, and the improvements will have no effect on the freight rates until such wharves have been constructed. The commerce of Kahului with ports not in the Hawaiian Islands was 206,456 short tons, valued at $9,170,861; while the commerce between Kahului and other ports in the Hawaiian Islands was 23,270 short tons, valued at $1,198,500, making a total annual tonnage of 229,726, valued at $10,369,361. For report on examination and survey of this harbor see House Document No. 593, Sixty-first Congress, second session. No appropriation for new work is recommended for 1916, the project being completed; $10,000 is recommended for maintenance. July 1, 1913, balance unexpended_____--- -- _----_--------- $73, 259. 91 June 30, 1914, amount expended during fiscal year: For works of improvement__---- ____----------- $44, 718. 93 For maintenance of improvement---------- 2,357. 00 47, 075. 93 July 1, 1914, balance unexpended__----- ------ ___----- 26, 183. 98 July 1, 1914, outstanding liabilities 33. 21 July 1, 1914, balance available ----------------- 26, 150. 77 Amount allotted from appropriation made by the river and harbor act approved October 2,1914___ 10,000. 00 Amount available for fiscal year ending June 30, 1915_________ _ 36. 150. 77 July 1, 1914, amount covered by uncompleted contracts_____-- ____ 19, 585.72 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement__------- -_____ 10, 000. 00 (See Appendix V V 3.) EXAMINATION AND SURVEY REQUIRED BY THE RIVER AND HARBOR ACT OF MARCH 4 1913. The local officer was charged with the duty of making a prelimi- nary examination and survey provided for in the river and harbor act of March 4, 1913, of Kalihi Harbor and Channel, Honolulu, Hawaii, and report thereon will be duly submitted when received. RIVER AND HARBOR IMPROVEMENT IN THE DISTRICT OF PORTO RICO. This district was in charge of Col. S. W. Roessler, Corps of Engi- neers. Division engineer, Col. W. M. Black, Corps of Engineers; assistant, Maj. E. J. Dent, Corps of Engineers. 1. Harbor at San Juan, Porto Rico. San Juan Harbor or Bay is a sheltered body of water near the middle of the north side of the island of Porto Rico and the only sheltered harbor on that side of the island. It extends in a southeasterly direction about 4 miles from the entrance, with widths ranging between 1 and 2 miles. The city of San Juan is on a narrow island of coral rock east of the harbor entrance. For the purpose of improvement, the harbor is considered to include the channel from the entrance to and along 1Exclusive of the balance unexpended July 1, 1914. 1462 REPORT OF THE CHIEF OF ENGINEERS, U. S. AR1MY. the city water front and the available part of the bay south and southeast of the city. The harbor entrance, 1,800 feet wide between headlands, extends southwardly from the ocean for a half mile, having a natural chan- nel 35 feet deep at mean low water and about 400 feet wide. Inside the entrance the channel turns southeast to La Puntilla, a cape form- ing the south end of the city, and thence northeast and east to the city landings, a distance of a mile and a half, in which the natural available depth was 24 feet and width in places 250 feet. San Juan is 1,380 nautical miles south-southeast from New York City and 1,480 nautical miles east southeast from New Orleans. The tidal range is slightly over a foot. Prior to 1898 harbor improvements were made under the Govern- ment of Spain. The original project undertaken by the United States was adopted by act of Congress March 2, 1907, and has not been modified. It consisted in making a channel 30 feet deep, to be 600 feet wide through the entrance, thence 500 feet wide to the city of San Juan, and in deepening to the same depths a harbor area of 398,600 square yards (82.4 acres), with a farther area of 70,200 square yards (14.5 acres) to be made 24 feet deep, at an estimated cost of $757,500. House Document No. 914, Fifty-ninth Congress, first session, contains a description of the project, with map, and with estimate of cost then placed at $850,000, subsequently reduced to $757,500. During the past year no work upon the project was done. The expenditures, $9,593.51, were for surveys and establishing permanent reference points for harbor lines, and general supervision of the harbor. The total amount expended under this project, which is the orig- inal and existing United States project, is $767,684.28, of which $20,000 was applied to maintenance. The project is regarded as completed in February, 1911. The width of channiel at the St. Elena Shoal bend was made 100 feet less than the 1,000 feet originally designed, being deemed wide enough for present demands. The channel and anchorage areas have been deepened as projected. The result of the improvement is that ships with draft of 27 feet can readily enter or leave the harbor at any stage of tide; that a narrow channel has been widened and straight- ened; and that the harbor area of 30 feet depth has been enlarged from 80 acres to 208 acres. The length of the improved section is 2 miles; the head of naviga- tion is at the railroad bridge crossing Cano San Antonio, about a mile and a half farther. During the year ending June 30, 1913, the amount of commerce entering and leaving the port was 432,000 short tons, of estimated value $34,019,000. Imports consisted mainly of provisions, cotton goods, machinery, iron and steel, and lumber; exports of sugar, tobacco, coffee, and fruits. Since June 30, 1905, the commerce of the harbor has more than doubled; freight rates have been reduced somewhat. The project is completed, but for maintenance of the San Juan office, for minor investigations and surveys, and for supervision over the navigable waters of Porto Rico to June 30, 1916, an additional appropriation of $10,000 is recommended. RIVER AND HARBOR IMPROVEMENTS. 1463 July 1, 1913, balance unexpended---------------------------___ $19, 410. 58 June 30, 1914, amount expended during fiscal year, for maintenance of improvement_--- - 9,593. 51 July 1, 1914, balance unexpended --------------------------------- 9, 817. 07 July 1, 1914, outstanding liabilities------------90. 00 July 1, 1914, balance available ----------------------------------- 9, 727. 07 Amount that can be profitably expended in fiscal year ending June 30, 1916, for maintenance of improvement__- _ __ __ _ 110, 000. 00 (See Appendix W W 1.) 2. Removing sunken vessels or craft obstructing or endangering navigation.-The wreck of the steamer Vasco was sunk in Yabucoa Harbor, P. R., on February 7, 1913. A contract for its removal was signed July 7, 1913, and, the contractor having failed, a supple- mental contract authorizing the sureties to complete the work was approved January 7, 1914. The removal of the wreck was completed during June, 1914. Final payment has not yet been made. The amount expended during the year was $489.46. Outstanding liabili- ties on June 30, 1914, amounted to $2,068. (See Appendix W W 2.) EXAMINATION AND SURVEY REQUIRED BY RIVER AND HARBOR ACTS APPROVED FEBRUARY 27, 1911, AND JULY 25, 1912. Reports dated January 31, 1912, and February 10, 1914, with map, on preliminary examination and survey, respectively, of San Juan Harbor, Porto Rico, with a view to improvement in cooperation with the local government, required by the river and harbor acts of Feb- ruary 27, 1911, and July 25, 1912, were duly submitted by the dis- tract officer. They were reviewed by the Board of Engineers for Rivers and Harbors, pursuant to law, and were transmitted to Con- gress and printed in House Document No. 865, Sixty-third Congress, second session. A plan of improvement, at an estimated cost of $850,000, subject to certain specified conditions of cooperation by the local government, is presented. The local officer was also charged with the duty of making a pre- liminary examination and survey, provided for in the river and harbor act of July 25, 1912, of channels from Cataho Bay to San Juan Harbor, Porto Rico, and reports thereon will be duly sub- mitted when received. iSTATEMENT OF FLOATING PLANT, INCLUDING DREDGING OPERATIONS. For a statement of the operations of dredging plants owned by the United States for the fiscal year ending June 30, 1914, together with a complete list of the floating plant owned and operated by the Engineer Department, attention is invited to Appendix K K K of this report. EXAMINATIONS, SURVEYS, AND CONTINGENCIES OF RIVERS AND HARBORS. For examinations, surveys, and contingencies, and for incidental repairs for rives and harbors, for which there may be no special appropriation, an appropriation of $250,000 should be made. 1Exclusive of the balance unexpended July 1, 1914. 1464 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. SUPERVISION OF THE HARBOR OF NEW YORK. From July 1, 1913, to October 10, 1913, the duties of supervisor of the harbor were performed by Rear Admiral Aaron Ward, United States Navy; from October 11, 1913, to October 31, 1913, by Com- mander J. F. Carter, United States Navy; and from November 1, 1913, to June 30, 1914, by Capt. H. O. Dunn, United States Navy. HISTORY. The office-of supervisor of the harbor of New York was created by act of Congress approved June 29, 1888, entitled, "An act to pre- vent obstructive and injurious deposits within the harbor and ad- jacent waters of New York City, by dumping or otherwise, and to punish and prevent such offenses." Additional powers and duties were conferred on the supervisor by section 2 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," which section prescribes that it shall be unlawful to engage in fish- ing or dredging for shellfish in any of the channels leading to or from the harbor of New York, or to interfere in any way with the safe navigation of such channels by ocean steamships and ships of deep draft. The functions and powers of the supervisor were further extended by amendments to the act of June 29, 1888, made by section 3 of the act of August 18, 1894, and by section 8 of the act of May 28, 1908, entitled, "An act to amend the laws relating to navigation, and for other purposes," and by the amendment to the latter act ap- proved February 16, 1909. JURISDICTION. The territory to be supervised comprises the entire waters of Long Island Sound, Fishers Island Sound, the Hudson River as far as Troy, Staten Island Sound, Newark Bay, New York Bay and Harbor, together with the tributary waters. 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 connection 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. FLOATING PLANT. The floating plant consists of five steam tugs, the Cerberus, La- mont, Scout, Nimrod, and Vigilant, and one naphtha launch, the Lookout. The Nimrod and Lookout are wooden vessels. The others are of steel construction. The Cerberus, built in 1905, is the only one of the fleet really efficient for outside duty and capable of staying at sea for any extended interval. The Lamont, built in 1895, has been in continuous service for 19 years and is reaching the point where it must be utilized only in smooth waters. SUPERVISOR NEW YORK HARBOR. 1465 The Scout, built in 1896, is of a type unfitted for rough weather. It has been continuously employed, and was kept in service during the past year by much patching. With the new boiler recently authorized and ordinary repairs it may be kept in serviceable condition for many years. The Nimrod, built and purchased in 1890, which was disabled from June 25, 1913, to March, 1914, by the bursting of the drum of the boiler and by the break- ing of the rudder stock, was fitted with a new boiler during the past year, at an expenditure of $4,760. The deterioration of the hull and the worn condition of the machinery, however, restricts the radius of the usefulness of this boat to the inner harbor or the smooth waters of the bay and sound. The Vigilant, built in 1900, is in good serviceable condition and is employed daily for inspections along the water front. This boat is also used for ex- tended runs on inspections as occasion may require. The launch Lookout, built in 1896, has since been kept running regularly ex- cepting during the winter months, during which period the mate in charge of that vessel is employed on shore inspection. The vessel is now kept in com- mission by constant patching, the machinery being worn almost beyond repair. It is contemplated to install a new engine as soon as funds for the purpose are available. All of the vessels should be kept in good condition at all times. Experience has shown that any relaxation of a strict patrol at the mouth of the harbor is sure to result in injury to the channel by illegal dumping. The necessity for the purchase or construction of an additional patrol vessel is presented at length in the annual report of the super- visor of New York Harbor for the fiscal year ended June 30, 1911 (p. 2919 of the Annual Report of the Chief of Engineers for 1911), and also in a note printed on page 396 of the Digest of Estimates of Appropriations, 1913. An estimate for the purchase or construction of a new vessel is given under the heading herein, " Estimates for the fiscal year ending June 30, 1916." (For further information concerning floating plant and cost of operation, see sections 2, 11, and 16, Appendix Y Y.) GENERAL METHODS. Four vessels are employed in maintaining a constant patrol at the mouth of the harbor day and night, Sundays, and holidays. Two of these vessels are on duty at all times and in all conditions of weather. One vessel stationed at the Narrows collects all permits from tows passing to sea, stamping same with time and point of collection and notes thereon, the condition of the scows or dumpers comprising the tow, and their time passing a given point bound out. That vessel keeps the tows under observation as far seaward as prac- ticeable or until they come under the surveillance of the outside pa- trol vessel, which is stationed in the vicinity of the designated dumping ground, outside Scotland light vessel, and which patrols 3 to 5 miles outside that vessel to insure the deposit of material well outside the harbor and to prevent the deposit of stone and other bal- last from any incoming vessels at any place north of that point. The outside patrol vessel also notes the condition of the loads of the scows comprising each tow as it passes out and keeps the tows under observation until the material is discharged at the prescribed point. Daily reports are made by the patrol vessels and these are checked up in the office with permits issued and collected. Any discrepancy between the condition of the loads comprising the tow as it reaches the dumping ground and the condition of the loads of the scows as 1466 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. shown by the permits collected by the inside vessel is noted, and the owner of the tug or applicant for the permit is given an opportunity for explanation. If the explanation is unsatisfactory, such further action is taken by the supervisor as circumstances may warrant. Through the courtesy of the Lighthouse Department a daily report is made to the office by the master of Scotland lightship, giving the time and, where practicable, the name of all tows passing his vessel. This forms a valuable check on the reports of the patrol vessels. The outside patrol vessel also sees to the enforcement of the law requiring the main channels to be kept free from small craft engaged in fishing or dredging for shellfish, or in any way interfering with the safe navigation of these channels by ocean steamships or other vessels of deep draft. A fifth boat is employed daily inspecting along the water front, making reports of all scows and barges loaded or light coming under observation. These reports are of importance in connection with the proper checking up of waste material moved on the waters of the harbor for final disposition. This vessel is also used for extended runs on inspection as necessity may require, and patrols Hudson River, East River, and Long Island Sound when operations in that direction are necessary. The naphtha launch is used in patrolling Staten Island Kills, Newark Bay, Passaic River, and various shallow tributaries, and in investigating points alongshore where pier building or excavating operations are under way, or in special investigations where the water is insuficient for navigating the larger boats. SYSTEM OF CHECKING. Blank forms, " Reports of loading," with return franked envelopes, are furnished by the supervisor gratis to all municipal, State, and United States departments, and also to corporations and private par- ties for whom. dredging work is being done. These reports show the number of pockets loaded or partly loaded at the close of each day's work, and on their receipt are checked off with the permits collected by the patrol vessels. Discrepancies are readily noted and proper action taken where the loss of material in transit, from leakage or other cause, is evidenced. When this work is done for the Gov- ernment or the city and a few private corporations, it has been found that it is possible to consider that the contractor has failed to carry out his contract, in so far as the illegal deposit is concerned. Such contracts generally stipulate that material not deposited in accord- ance with law will not be paid for. (For further information see section 6 of Appendix Y Y.) OPERATIONS DURING THE FISCAL YEAR ENDING JUNE 30, 1914. A constant patrol was maintained, night and day, of New York Bay and Harbor as far at sea as 5 miles outside Scotland light- ship; Hudson River and East River were also patrolled, and Long Island Sound when operations in that direction were absolutely necessary; the launch watched the waters around Staten Island, New- ark Bay, Passaic, Hackensack, and Raritan Rivers. Constant pairol was maintained with difficulty on account of the fact that two of the fleet, the Nimrod and the Scout, are unfit for further service outside of the Narrows except under favorable weather conditions. Both of SUPERVISOR NEW YORK HARBOR. 1467 these vessels were acquired before the extension of the dumping limits so far seaward. (For further information and for cost of operating boats, see sec- tions 2 and 16 of Appendix Y Y.) MARKING AND EQUIPMENT OF SCOWS AND BOATS REQUIRED BY THE PRO- VISIONS OF ACT OF CONGRESS APPROVED MAY 285 1908. The act of Congress approved May 28, 1908, entitled "An act to amend the laws relating to navigation, and for other purposes," re- quires (35 Stats., p. 427) the marking of scows or boats engaged in the transportation of dredgings, etc., with the name or number and the owner's name; also an equipment of life line, life preservers, and buoys, anchor, and cable, and the keeping by the owner or master of a list, open, to the inspection of all parties, of names of all men em- ployed on such scow or boat. The strict surveillance kept over scows and vessels coming under the provisions of that law made it unnecessary to refer any cases for the action of the courts during the past fiscal year. The persons re- sponsible immediately replaced any defective or deficient articles upon notification. (See section 12 of Appendix Y Y.) NOTICES. Notices containing the law relating to the dumping of material in the harbor and adjacent waters of New York City have been dis- tributed to various steamship companies, dredging contractors, and others engaged in handling material in the harbor from time to time as necessity suggested, and such notices have also been posted in public places, thus bringing to the attention of parties concerned the rules adopted for the protection of the harbor of New York from injury by unlawful dumping. (For further information see section 3 of Appendix Y Y.) DESIGNATED DUMPING GROUNDS NEAR THE MOUTH OF THE HARBOR. 1888. Mud buoy, 21 miles south of Coney Island, for the deposit of all refuse, including garbage and city refuse. September 1, 1900. A point half a mile southward and eastward of Sandy Hook lightship. December 1, 1903. A point 1z miles to the eastward of Scotland lightship, in 12 fathoms of water. January 1, 1906. A point 2 miles southeast of Scotland lightship, in 14 fathoms of water. April 17, 1908. For cellar dirt and floatable material, a point 3 miles south- east of Scotland lightship. September 1, 1913. Limit of water for deposits, 15 fathoms. January 9, 1914. Deposits of stone, derrick size, or over, not less than 4 miles southeast of Scotland lightship. May 1, 1914. A point not less than 3 nautical miles southeast of Scotland lightship, in not less than 15 fathoms of water. From June to September 30, material containing floatable matter must be deposited 4 nautical miles east-southeast of Scotland lightship, in 17 fathoms of water. Soundings are made by the patrol vessels from time to time, and care is taken to preserve plenty of water in the vicinity. (For further information see section 3 of Appendix Y Y.) 1468 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. AMOUNT OF MATERIAL DEPOSITED. MATERIAL DEPOSITED AT MOUTH OF THE HARBOR, UNDER SUPERVISION. Cubic yards. From 1890 to 1913------------------------------------------ 263, 734, 705 Fiscal year 1914: Dredgings from Ambrose Channel deposited under supervision of United States Army engineers in an average depth of 80 feet of water in the neigh- borhood of Scotland lightship, or such other point near the mouth of the harbor as they may deem to the best interests of the United States--------- 1, 770, 451 Other United States Government work----------.. 4, 442, 119 Total resulting from Government work--------- 6,212, 570 Other material___ 144, 894 7-----------------------------, Total for fiscal year 1914- ------------------------- 13, 357, 464 Total since 1890------------------- 277, 092, 169 MATERIAL DEPOSITED BEHIND BULKHEADS, UNDER SUPERVISION. Cubic yards. From 1890 to 1913------------------------------------------- 98, 168, 541 Fiscal year 1914 ---------------------------------------------- 8,252, 765 Total----------------------------------------------- 106, 421, 300 DEPOSITED UNDER SUPERVISION, CITY GARBAGE AT BARREN ISLAND, FOR REDUCTION. Cubic yards. From date of operation of garbage reduction plant in 1897 to June 30, 1913 ------------------------------------ 4, 130, 049 Fiscal year 1914 ------------------------------------------ -- 257, 125 Total 4, 387, 174 _---4-------------------------- DEPOSITED IN HUDSON RIVER AT SUCH POINTS AS AGREED TO AFTER CONSULTATION WITH THE UNITED STATES DISTRICT ENGINEER OFFICER. Cubic yards. From 1.907 to June 30, 19131------------------------------------, 667, 510 126, 611 Fiscal year 1914 ------------------------------------------- Total --------------------------------------- 794, 121 1-----------, Of this total amount, 844,755 cubic yards resulted from operations by the United States, 1,925 cubic yards of which was deposited during the past fiscal year. DEPOSITED IN LONG ISLAND SOUND AND FISHERS ISLAND SOUND. Cubic yards. From 1896 to June 30, 1913------------------------------------ 24, 031, 039 Fiscal year 1914 ---------------------------------- 1, 999, 710 Total ----------------------------------- 26, 030, 749 DEPOSITED IN EAST RIVER, NEW YORK. From 1896 to June 30, 1911, stone resulting from operations of the Cubic'iards. United States--------------1---------------------------------- 97, 991 Total amount deposited under supervision at sea, Long Island and Fishers Island Sound, Hudson River, and behind bulkheads, since establishment of office of supervisor to June 30, 1913---------- 391, 929, 835 Total amount deposited during fiscal year ending June 30, 1914.. 23, 993, 675 Total ---- - .- _ --- ---- -__ 415, 923, 510 SUPERVISOR NEW YORK HARBOR. 1469 The records show that the amount of material moved upon the waters of the harbor of New York under the jurisdiction of the supervisor has increased from 9,711,141 cubic yards during the fiscal year 1890 to 23,993,675 cubic yards moved during the fiscal year end- ing June 30, 1914. During the fiscal year 1890, 6,535,175 cubic yards of waste material was deposited near the mouth of the harbor, 2,822,548 cubic yards was used for filling behind bulkheads, and 353,418 cubic yards was deposited in Long Island Sound. During the fiscal year ending June 30, 1914, 13,357,464 cubic yards was deposited at the mouth of the harbor; 8,252,765 cubic yards was utilized for filling behind bulkheads; 2,126,321 cubic yards was deposited in Hudson River, Lond Island and Fishers Island Sound; and 257,125 cubic yards of city garbage, dead animals, etc., was deposited on shore at Barren Island for reduction. The number of permits for the deposit of material issued during the fiscal year ending June 30, 1914, was 11,336; the average number of tows daily to sea was 23; and the average number of scows daily to sea was 46. As shown by the foregoing statements, the total amount of ma- terial deposited at the mouth of the harborand in Long Island Sound combined since 1890 is 303,122,918 cubic-yards, an amount more than the total excavations of the Panama Canal. Considered as a tow, it would stretch out 58,000 miles, requiring a quarter of a million tugs and a half million scows to handle it. It would build over 70 pyra- mids the size of Cheops. Dumped in the Ambrose Channel it would make a speedway 20 feet wide, reaching from Ambrose lightship up the harbor and North River, around Manhattan Island, and back to the lightship; distance, 62 miles. Sunk off Scotland lightship it would make an island 4,000 feet in circumference, average height 240 feet above sea level. It is no exaggeration to say that the channels leading to the city of New York would be blocked in a few months and the work of years undone should the patrol fleet be withdrawn. The resulting loss of trade could be easily imagined. (For further information see sections 3-8 of Appendix Y Y.) DISPOSAL OF STREET SWEEPINGS. The transportation of the waste of the city of New York has been a fruitful source of trouble and complaint. Efforts have been made by the department of street cleaning to dispose of such material for filling and reclaiming land, but much of it during the past fiscal year has been towed to sea. It consists of rubbish and very light stuff which when loaded into dumpers fails to clear at sea; the material is apt to bridge when the doors are opened, and as it is impracticable to wind them up tightly, more or less escapes on the way back into the harbor. The harbor has suffered for many years from the lack of proper system of handling such refuse, and much of the unsightly d6bris seen floating on the waters may be attributed to the loss of such material during the process of loading scows along the water front. Efforts have been persistently directed by the supervisor to- ward securing the adoption of some more sanitary and satisfactory method of disposition. It seems to be the policy of the department of street cleaning to improve conditions as speedily as practicable. (For further information see section 7 of Appendix Y Y.) 1470 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. FLOATING DEBRIS AND LOGS. With the best of regulations and the most careful supervision, there will remain through the negligence of individuals or unavoidable causes a large amount of floating debris about the surface of the harbor, extending through the channels to the open sea. Many logs and large timbers are permitted to get adrift from operations of bulkhead and pier extensions through carelessness and neglect, or are washed offshore by freshets or tides and find their way to the upper and lower bays, floating out and in with each tide. Effort is made to trace their source, but it is difficult to secure sufficient evidence of violation of law to warrant legal action. The available force is insufficient for an efficient night patrol of the water front, and viola- tions of law are doubtless committed during that period. All of the patrol vessels have instructions to secure any logs or floating dere- licts coming under their observation and to tow them to some point out of the fairways. Difficulty is experienced in such connection, however, because of the fact that owners or lessees of water-front property decline to permit such debris being tied up to their docks or pushed upon the flats in front of their property. The gravity of the menace to navigation by such d6bris is recognized, and it is hoped that legislation will be adopted by Congress at an early date which will prove effective in controlling the matter. (For further information see sections 8 and 9 of Appendix Y Y.) ASHES AND RUBBISH FROM SMALL CRAFT PLYING THE HARBOR. During the past year attention has been directed to the disposition of ashes and rubbish from the numerous small steam craft plying the waters of the harbor. Such violations of law are difficult to detect. The city authorities cooperate with the supervisor by the maintenance at locations designated by him of seven deck scows for the special use qf vessels wishing to discharge ashes or rubbish. As the scows are furnished to the city under contract at so much per day, it is evident that the interests of the contractor are best subserved by the fewest removals and by keeping the scows on station when fully loaded, thus defeating the object for which they are intended. It consequently devolves upon the patrol vessels to keep them under supervision in order that loaded scows may be promptly replaced by empty ones. (For further information see section 10 of Appendix Y Y.) VIOLATIONS OF LAW REPORTED FOR THE ACTION OF THE UNITED STATES DISTRICT ATTORNEYS. Since the enactment of the act of June 29, 1888, the supervisor has reported 200 cases of violations of law to the United States dis- trict attorneys for prosecution. In 134 cases convictions have either been obtained or compromises made with the offenders satisfactory to the administrative officers; 40 cases have been nolle prossed; 26 cases were pending at the close of the fiscal year. (For further information see section 13 of Appendix Y Y.) CALIFORNIA DEBRIS COMMISSION. 1471 ESTIMATES FOR THE FISCAL YEAR ENDING JUNE 30, 1916. The estimates of funds required for this service for the fiscal year ending June 30, 1916, are as follows: Estimated Amount amount appropri- Detailed objects of expenditure. that will ated for be required fiscal year for each endingJune object. 30, 1915. For pay of inspectors, deputy inspectors, crews, and office force, and for mainte- nance of patrol fleet and expenses of office .................................... For purchase or construction of 1 patrol vessel, including printing, binding, and $85, 260 R85, 260 blank books............................. .................. 75, 000 ......... For purchase and installation of a new dynamo, electrical fittings, and new deck on patrol vessel Lamont................................... 2, 500 For purchase and installation of a boiler on the patrol boat Scout........... 9,000 Total .. .............. . ....................................... 162, 760 94,260 The following is a statement of the appropriation for " Prevention of deposits, harbor of New York, 1914 ": For pay of inspectors, deputy inspectors, office force, and expenses of office .--------- $10, 260. 00 Expended to June 30, 1914----------------- $10, 016. 35 Outstanding liabilities ---------------------- 136. 21 10, 152. 56 $107.44 For pay of crews and maintenance of 6 steam tugs and 1 launch ------------------------------------------ 75, 000. 00 Expended to June 30, 1914----------------- $69, 876. 47 Outstanding liabilities -------------------- 5, 118. 87 74, 995. 34 4.66 For purchase and installation new boiler, patrol vessel Nimrod - - - 5, 000. 00 Expended to June 30, 1914--------- -------- 4, 760. 00 y------ 240. 00 Balance -------------------------------------- 352. 10 The report of Capt. Dunn for the past fiscal year is submitted here- with as Appendix Y Y. CALIFORNIA DIBRIS COMMISSION. Unrestricted mining by the hydraulic process in California re- sulted in enormous quantities of d6bris being washed down into the rivers and natural watercourses draining the western slope 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 D6bris Commission and provided that the commission should consist 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 (shown on map opposite p. 2492, pt. 3, of the Annual Report of the Chief of Engineers, United States Army, 1472 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. for 1881), so that mining by that method may be resumed and car- ried on without injury to other interests in the State, and, second, to mature and adopt plans to improve the navigability of the above- mentioned river systems, to protect same from damage due to mining debris, and to afford relief thereto in flood time. Regulation of hydraulic mining and plans for improvement and protection of rivers and control of flood waters and mine debris.- The operations during the fiscal year ending June 30, 1914, consisted of regulating hydraulic mining in the drainage areas of the Sacra- mento and San Joaquin River systems to the end that the d4bris re- sulting from such operations should be restrained and impounded by the operators of the mines in the vicinity of the latter, and thus prevent it from reaching and causing damage to navigable streams or increasing the existing flood problems in Sacramento and San Joaquin Valleys. Examinations and surveys were also made in the drainage areas of the San Joaquin and Mokelumne Rivers to obtain detailed data needed in connection with the preparation of plans for the improvement of navigation, control, and disposition of mine dbris and control of flood waters in the drainage area of those streams. From the time of its creation in 1893 up to June 30, 1914, the com- mission has received 899 applications for permits to mine by the hydraulic process under the requirements of the act of Congress of March 1, 1893, and has granted permits in cases where means for properly impounding the debris were provided by the applicants. During that time the commission has also made numerous necessary examinations and surveys of portions of the Sacramento, San Joa- quin, Feather, Yuba, Bear, American, Mokelumne, and other streams comprising the Sacramento and San Joaquin River systems, and prepared and submitted general plans and projects for the storage of mine debris in Yuba River and for the control of floods and debris in the Sacramento and Feather Rivers. The general project for the control of mire d6bris in Yuba River was printed, with maps, in House Document No. 431, Fifty-sixth Congress, first session, and without maps in the Annual Report of the Chief of Engineers for 1900, part 8, pages 5030-5070. This general project was adopted by Congress and by the Legislature of the State of California, each appropriating one-half the estimated cost of the work. Further information concerning the details of this project and the progress of operations under it are given below, under the subheading " Stor- age of mine debris in Yuba River, Cal." A proposed general project for the control of floods and d4bris in the Sacramento and Feather Rivers, the preparation of which in- volved a large amount of research and investigation, was printed, with maps, in House Document No. 81, Sixty-second Congress, first session, and has been adopted by the Legislature of the State of California. A supplemental report amending this and revising the estimates to include work not then as yet accomplished by other interests was printed in House River and Harbor Committee Docu- ment No. 5, Sixty-third Congress, first session. The project now in force, however, is based on report printed in the Annual Report of the Chief of Engineers for 1907, pages 2262-2269, inclusive, and pro- vides for dredging, for the improvement of navigation, and the con- trol of debris and floods, and work thereunder is adopted without CALIFORNIA DEBRIS COMMISSION. 1473 loss into and made part of the more complete and general proposed project just mentioned. Further information concerning the details of the project for the control of floods and debris in the Sacramento and Feather Rivers and the progress of operations under it are given below, under the subheading " General project for control of debris and floods and im- provement of navigation in the Sacramento and Feather Rivers." The $15,000 given in the appended money statement as the amount required for expenses of the California D6bris Commnnission during the fiscal year ending June 30, 1916, is required to continue during that year the work of regulating hydraulic mining operations and to continue the work of making examinations and surveys in the Sacra- mento and San Joaquin Valleys for the 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. Storage of mine ddbris in Yuba River, Cal.-Followingthe act of March 1, 1893, creating the commission, Yuba River, a tributary of the Feather, which in turn is a tributary of the Sacramento River, was first considered 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, with maps, in House Document No. 431, Fifty-sixth Congress, first session, and without maps in the Annual Report of the Chief of Engineers for 1900, part 8, pages 5030-5070. The estimated total cost of this project was placed at $800,000. It was adopted by act of Congress approved June 13, 1902. The esti- mated total cost of the project has been appropriated--$400,000 by Congress and $400,000 by the Legislature of California, the appro- priations by Congress stipulating that one-half the cost of the work should be paid by the State of California. The Yuba River project contemplated holding the great quantities of mine d6bris 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 storage or settling basin adjoining the river on the south in the vicinity of Daguerre Point, and by training walls below, all as located on map No. 5 (sheet A), printed with House Document No. 431, above referred to. Later on barrier No. 1, barrier No. 2, and the flood-overflow bar- rier, shown on map No. 5, above referred to, were eliminated from the project, as was also the storage or settling basin in the vicinity of Daguerre Point. Operations have since been confined to the Daguerre barrier and the works connected therewith in Daguerre Point Cut and to the construction of training walls below Daguerre Point. The operations the past fiscal year consisted of placing, under oral agreement, additional concrete in the apron of the inlet wall and preparing plans and advertising for proposals for raising the inlet wall at Daguerre Point. These operations were on account of new work. The expense was paid, one-half by the United States and one-half by the State of California. The total amount expended by the United States on thc project up to June 30, 1914, was $348,328.85, for works of improvement. The 60993 0-- ENG 1914-93 1474 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY* State of California has expended a like sum on the work. The sum of $28,279.48 has been received by the United States from sales of land and other property. The expenditures by the United States have been principally in payment of one-half the purchase price of upward of 10,000 acres of land, in payment of one-half the cost of the construction of portions of barriers Nos. 1 and 2, of one-half the cost of excavating a channel through Daguerre Point and con- structing a concrete inlet wall across the cut, of one-half the cost of constructing a portion of the training walls below Daguerre Point, of one-half the cost of constructing a portion of the storage or set- tling basin on the south side of the river in the vicinity of Daguerre Point, and of one-half the cost of clearing trees and brush from the flood channel from Daguerre Point to Marysville, Cal. The works thus far constructed have resulted in restraining many million cubic yards of mine d6bris in Yuba River above Marysville. General project for control of debris and floods and improvement of navigation in the Sacramento and Feather Rivers.-The condi- tions along the Sacramento and Feather Rivers were set forth in detail in House Document No. 81, Sixty-second Congress, first ses- sion, and in supplemental report printed in Document No. 5, Com- mittee on Rivers and Harbors, House of Representatives, Sixty-third Congress, first session. In a preliminary report, dated June 30, 1907, printed in the Annual Report of the Chief of Engineers for 1907, pages 2262-2269, the commission stated that dredging was con- sidered the most feasible method to meet the requirements of all the interests involved-navigation, protection from flood overflow, better drainage, and disposal and control of debris in the Sacramento and Feather Rivers-and submitted an estimate of $800,000 for begin- ning this work. In submitting this estimate the commission ex- pressed the opinion that one-half should be provided by the State of California. The State of California on March 1, 1909, appro- priated $400,000 for this purpose, with the stipulation that- SEC. 2. This att 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 contained 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 Secretary of War and the supervision of the Chief of Engineers. 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 prose- cution 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 re- CALIFORNIA DEBRIS COMMISSION. 1475 ceived 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. In compliance with the requirements of the act of Congress the authorities of the State of California deposited the State's appropria- tion of $400,000 in the Treasury of the United States on July 1, 1911, and local interests furnished the United States, free of cost, all rights of way for levees and spoil banks needed in carrying on operations under the $800,000 appropriated jointly by the United States and State of California. The first work under this project consisted of the construction and operation of two suction dredges toward increasing the flood-carry- ing capacity of Sacramento River below Cache Slough from 165,000 second-feet to 600,000 second-feet, as shown on sheet E of maps printed with House Document No. 81, Sixty-second Congress, first session. During the past fiscal year the two suction dredges and auxiliary plant were completed by contracts and placed in operation and ex- cavated 3,373,045 cubic yards of material from the flood channel of Sacramento River a short distance above Collinsville. Of the mate- rial excavated, 1,549,996 cubic yards was used in the construction of levees on Sherman Island. This work has been carried on by hired labor. On this work there was expended during the fiscal year $1.67 from the funds appropriated by Congress and $222,071.03 from the funds contributed by the State of California. All expenditures during the year were for new work. The total amount expended on the work up to June 30, 1914, was $639,561.96, of which $400,000 was appropriated by Congress and $239,561.96 by the State of California. All these expenditures were for new work. The sum of $764.85 has been receiv'd from mis- cellaneous collections on account of the State funds. The expenditures resulted in the purchase, by contract, of the two suction dredges and auxiliary plant above referred to, in excavating 3,373,045 cubic yards of material from the flood channel of Sacra- mento River, in the completion of a levee 1 mile in length on lower Sherman Island, and in the partial construction of a levee 6,100 feet in length at Bakers Point, Sherman Island. The supplemental report printed in Document No. 5, Committee on Rivers and Harbors, House of Representatives, Sixty-third Con- gress, first session, was made in response to a resolution of the Com- mittee on Rivers and Harbors of the House of Representatives of December 2, 1912. In the supplemental report referred to the fol- lowing facts were set forth: In the commission's report, submitted August 10, 1910, and printed in House Document No. 81, Sixty-second Congress, first session, the estimated cost of all the work therein proposed was placed at $33,000,000, and the commission therein expressed the opinion that the State of California would be benefited to the extent that it should provide two-thirds of this amount, leaving the remainder, $11,000,000, to be provided by the United States. In its subsequent report, dated February 8, 1913, submitted to the Chief of Engineers consequent 1476 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. to the resolution of the Committee on Rivers and Harbors of Decem- ber 2, 1912, the commission pointed out that since the 1910 report there had been a period of tremendous development in the Sacra- mento Valley in the way of extensions of old and construction of new steam and electric railroads, and strengthening of old levees to better protect lands already reclaimed, and construction of new levees to reclaim additional large areas of land, that the existence of the 1910 report. and its adoption by an act of the Legislature of the State of California, approved December 24, 1911, had led the many large interests engaged in development work to adopt the plan of the commission as the approved plan for control of floods in the Sacra- mento Valley and its tributaries, and that these large enterprises in the valley had been constructed or planned not only so as not to en- croach upon the commission's plans, but on the contrary to form a part of the works included in the commission's plans. Thus it was found that much of the work planned by the commission had already been done or arranged for by private enterprises, making it possible to eliminate much of the work and expense which had been contem- plated in the commission's 1910 report. The commission's report of February 8, 1913, contained an estimate of $11,717,008, as the total cost of the works necessary for the control of d6bris and floods and improvement of navigation in accordance with the plans contem- plated in the 1910 report, after deducting from the 1910 estimates the works since constructed or projected in conformity therewith by private enterprises, and also after deducting the $400,000 appropri- ated by Congress June 25, 1910, and the $400,000 appropriated by the Legislature of the State of California. In connection with the esti- mate of $11,717,008, the commission expressed the opinion that one- half of this amount is properly payable by each the United States and the State of California, provided, however, that all land required should be furnished without cost to the United States, and provided, also, that upon their completion all the flood-control works should be turned over to the State of California for maintenance. The work now in progress along the lower portion of Sacramento River with two suction dredging plants is along the lines of work proposed in the Annual Report of the Chief of Engineers for 1907 as approved by Congress in the act of June 25, 1910, appropriating $400,000 therefor, while at the same time it would become, without change, a part of the work included in the reports published in House Document No. 81, Sixty-second Congress, first session, and Rivers and Harbors Committee Document No. 5, Sixty-third Con- gress, first session, should Congress later adopt these. The work contemplated by the report of 1907 and appropriated for in 1910 has not yet been completed, but the funds appropriated by the United States have become exhausted. With a view to keep- ing in operation the two dredges built for this work, the sum of $60,000 was allotted from the $20,000,000 appropriated by the act of October 2, 1914, and the additional sum of $140,000 can be profit- ably expended in the fiscal year ending June 30, 1916. The allotment made and the additional appropriation recommended taken together are intended to make available $200,000 to meet the appropriation of that amount by the State of California for continuing the work of the commission in accordance with said plans. The sum of $200,000 CALIFORNIA DEBRIS COMMISSION. 1477 was appropriated by the Legislature of California by act approved June 7, 1913, thus bringing the State's total appropriation up to $600,000. The following is the latter act in full: Senate bill No. 592. Chapter 452. An act to provide for the accomplishment of the work of the direct improvement of the navigation of the Sacramento, San Joaquin, and Feather Rivers, of the State of Cali- fornia, as recommended in the special report of the California Ddbris Commission, dated June 30, 1907, and made jointly by Brigadier General A. Mackenzie, Chief of Engineers, C. H. H. McKinstry, major, Corps of Engineers, and Thomas H. Jackson, captain, Corps of Engineers, of the United States Army, and printed with the annual report of the Chief of Engineers of the United States Army for the fiscal year ending June 30, 1907, and making an appropriation for such work. [Approved June 7, 1913.] The people of the State of California do enact as follows: SECTION 1. The sum of two hundred thousand dollars is hereby appropriated out of any moneys in the State treasury not otherwise appropriated, which shall be available July 1, 1914, for the accomplishment of the work of the direct improvement of navigation of the Sacramento, San Joaquin, and Feather Rivers, of the State of California, as recommended in the special report of the Cali- fornia Debris Commission, dated June 30, 1907, and made jointly by Brigadier General A. Mackenzie, Chief of Engineers, C. H. McKinstry, major, Corps of Engineers, and Thomas H. Jackson, captain, Corps of Engineers, of the United States Army, and printed with the annual report of the Chief of Engineers of the United States Army for the fiscal year ending June 30, 1907. SEC. 2. The governor of the State of California shall have charge and control of the expenditure of all moneys appropriated hereunder, and he is hereby authorized to enter into and to execute any contract or contracts with the United States Government, or any department thereof, for the performance of the work, or any part thereof, provided for by this act, or to purchase materials, ma- chinery, power, labor, or any- other things necessary for such work, and gen- erally to do any and all things necessary or proper to effectually carry into operation the work sought to be accomplished hereby. SEc. 3. All contracts made hereunder shall provide specifically that only one- half of the contract price of any work performed or to be performed under this act shall be paid by the State, and in case said work or any part thereof shall be performed in any other manner than by contract, only one-half of the ex- pense of such work or of any matters incident thereto shall be paid by the State. SEC. 4. 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 $200,000 be appropriated by the United States for such work. SEc. 5. The controller of the State of California is hereby authorized and directed, upon request of the governor, to draw his warrant on the State treas- urer from time to time and for such portion of said sum of $200,000 and in favor of such person, corporation, or other parties as the governor may desig- nate, and the State treasurer is hereby directed and empowered to pay such warrants. Under the terms of this State act the appropriation of $200,000 becomes available only upon condition that the Government of the United States shall, under, by, and through the War Department, assume full charge and control of all work to be done, and also upon condition that a like sum of $200,000 be appropriated by the United States for such work. The $400,000 appropriation made by the State March 1, 1909, pro- vided that that sum should be deposited in the Treasury of the .United States, which was done. The act of Congress of June 25, 1910, authorized the Treasurer of the United States to receive the 14 78 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. same and also reappropriated it for the work referred to in the acts. The State act of June 7, 1913, does not provide that the $200,000 appropriated by it shall be deposited with the Treasurer of the United States, but, on the contrary, contemplates that the State shall pay one-half of each account or bill of indebtedness incurred in car- rying on the work. This is the method followed on the Yuba River work. The interests of navigation, the problem of flood control, and the control and disposition of mine d6bris in and along the Sacramento and San Joaquin Rivers and their tributaries are all inseparably connected. More extended information on these subjects may be found in the executive documents and annual reports referred to below. The members of the commission during the past fiscal year were the following officers of the Corps of Engineers, United States Army: Lieut. Col. Thomas H. Rees, Lieut. Col. C. H. McKinstry to January 30, 1914, Maj. R. R. Raymond since January 30, 1914, and Maj. S. A. Cheney. References to examination or survey reports and maps or plans. Congressional documents. Annual Reports of Chiefof Engineers. River and section covered, and subject. House or No. Congress. Session. Year. Page. Senate. . _. . . _ _ SAN JOAQUIN RIVER AND TRIBUTARIES. Calaveras River: Debris............................. House... 76 Forty-sixth... Third... 11881 2485-2515 Do........................ ... do.... 98 Forty-seventh. First-... 2 1882 2543-2636 D o.......................... . .do..... 267 Fifty-first..... Second.. 2 1891 2996-3118 Near Stockton (diverting canal)- D4bris; navigation.......... .. do.... 152 Fifty-fifth..... Third... 2 1899 3188-3193 D6bris; floods; navigation...... .do.... 1256 Sixty-third.... First.... Cosumnes River: D6bris... ................. ..do.... 76 Forty-sixth... Third.. . 1 1881 2485-2515 Do............................. .do.... 98 Forty-seventh. First.... 2 1882 2543-2636 Do.............................. .. do.... 267 Fifty-first..... Second.. 2 1891 2996-3118 Fremont Channel (Stockton Harbor): .. do.... 1581 Sixty-second.. ...do.... Navigation. McLeod Lake (Stockton Harbor): .. do.... 1581 .... do..........do... Navigation. Merced River: Source to mouth; d4bris............. .do.... 76 Forty-sixth... Third... 1 1881 2485-2515 Do.................................. ... do.... 98 Forty-seventh. First.... 2 1882 2543-2636 Do............................. 267 Fifty-first..... Second.. 2 1891 2996-3118 Navigation................... ... do... 95 Fifty-second .. -.. do... 3 1893 3297-3298 Mokelumne River: Source to mouth; ddbris ........... ...do.... 76 Forty-sixth... Third... 11881 2485-2515 Do..... ...................... ... do.... 98 Forty-seventh. First.... 2 1882 2543-2636 Woodbridge to mouth; navigation... Senate.. 34 ..... do......... ,..do.... 2 1882 2637-2640 ..... ........... Benson Ferry to mouth; navigation. .......... 2 1885 2358-2360 Source to mouth; d6bris............ House... 267 Fifty-first..... Second.. 2 1891 2996-3118 New Hope Landing to mouth; navi- ... do.... 178 ....do........ ... do.... 2 1891 3133-3134 gation. Do........................... 2 1891 3135-3137 Galt-New Hope Bridge 4 to Wood- bridge; navigation. Floods; navigation.......... ... House... 845 Sixty-third.... Second....... Mormon Slough (or Channel): D6bris............. ................. ... do.... 98 Forty-seventh. First.... 2 1882 2543-2636 Do................ .... ........ ... do.... 267 Fifty-first..... Second.. 2 1891 2996-3118 At and near Stockton-- Debris; navigation............. .. do.... 152 Fifty-fifth..... Third... 2 1899 3188-3193 Debris; floods; navigation....... ...do.... 1256 Sixty-third.... First.... Old River: Navigation....................... ... do.... 18 Fifty-Second.. Second.. 2 1893 3294-3297 Do...................... ... do.... 1225 Fifty-third.... Third... 2 1895 3338-3339 =Contains maps. ESurvey in progress. 'No maps. 'Local officer submitted report of survey Apr. 2, 1914. CALIFORNIA DEBRIS COMMISSION. 1479 References to examination or survey reports, etc.-Continued. Annual Reports of Chief of Engneers. Congressional documents. River and section covered, and subject. House or No. Congress. Session. Year. Page. Senate. SAN JOAQUIN RIVER AND TRIBUTARIES- continued. San Joaquin River: Burns Cut-off to Fifteen Mile (or Black) Slough- Turkey Bend; navigation...... 1 1875 726-729 Source to mouth; ddbris, navigation. House... 76 Forty-sixth... Third ...2 1881 2485-2515 Do........ .............. ...do..... 98 Forty-seventh. First..... 1 1882 2543-2636 Hills Ferry to Stockton; navigation.. 1974-1982 Source to mouth; debris .......... House... 267 .....Second.. Fifty-first 1 1891 2996-3118 Hills Ferry to'Firebaughs Ferry; ...do. .. 20 Fifty-second.. ... do... 11893 3290-3294 navigation. Source to mouth; ddbris............. ...do .. 16 ...do ... 11894 Fifty-third.... 1 3169-3187 Above mouth of Stanislaus River; ... do... 60 .. First... 11896 Fifty-fourth 3219-3223 navigation. Diverting canal near Stockton; debris; navigation ........... ...do. .... 152 Fifty-fifth ..... Third .. 1 1899 3188-3193 Below Antioch; navigation......... ...do.... 261 Fifth-sixth....j Second.. 1 1901 3449-3453 Above mouth of Stanislaus River; navigation...... ........... ...do.... 69 ..... do....... ... do... 11901 3454-3459 Source to mouth, debris; floods; navigation ....................... ...do.... 2262 Fifty-ninth.... First..... .. . Debris; floods ................ ...- 1 1907 2262-2269 Mouth to Stockton Channel; navi- gation ............. ........ House .. 2 1124 Sixtieth...... Second:..... ......... Mouth to Herndon; navigation ..... ...... Diverting canal near Stockton; d- bris; floods; navigation....... House.. 2256 Sixty-third.... First...................... Snodgrass Slough: Floods; navigation... ... do.... 1845 ..... do....... Second.. ............ Stanislaus River: Source to mouth-- Debris ................... ... do.... 76 Forty-sixth... Third... 2 1881 2485-2515 Do......................... ... do.... 98 Forty-seventh. First.... 11882 2543-2636 Do .......................... ... do.... 267 Fifty-first..... Second.. 1 1891 2996-3118 Navigation ................... ...do.... 19 Fifty-second.. ...do.... 1 1893 3301-3303 Stockton Channel: Mouth to Stockton- Navigation................ 1 1875 726-729 Do ........ ......... 11883 1974-1982 Debris................... House... 267 Fifty-first... .. Secpd.. 1 1891 2996-3118 Diverting Canal near Stockton; debris; navigation............. ...do.... 152 Fifty-fifth ..... Third... 1 1899 3188-3193 Mouth to Stockton; navigation..... ... do.... 21124 Sixtieth....... Second ............... Diverting canal near Stockton; debris; navigation; floods........ ... do.... 2256 Sixty-third.... First................. Tuolumne River: Source to mouth-- Debris....................... ...do.... 76 Forty-sixth... Third... 2 1881 2485-2515 Do ....... ................... ...do.... 98 Forty-seventh. First.... 1 1882 2543-2636 Do......................... ...do.... 267 Fifty-first..... Second.. 5 1891 2996-3118 Navigation.................. ... ...do.... 24 Fifty-second -.... do.... 1 1893 3299-3301 SACRAMENTO RIVER AND TRIBUTARIES. American River: Source to mouth- Debris......................... House... 76 Forty-sixth... Third... 2 1881 2485-2515 Do....................... ...do .... 98 Forty-sevent h. First.... 11882 2543-2636 Do ............. ... ... ...do.... 267 Fifty-first..... Second.. 1 1891 2996-3118 Folsom to mouth; debris........... 1 1895 3335-3338 Debris; floods.......... .... 1 1907 2262-2269 Do................... House... 281 Sixty-second.. First.... Bear River: Source to mouth-- Debris........................ 76 Forty-sixth... Third.. . 2 1881 2485-2515 Do...... ............. ...do.... 98 Forty-seventh. First.... 1 1882 2543-2636 Do..................... ...do.... 267 Fifty-first..... Second.. 1 1891 2996-3118 Debris; floods ................... 1 1907 2262-2269 Do.......................... House... 281 Sixty-second .. First... ....... ooo Cache Slough: Debris; floods 4 ................. :...d.8.... 1 :... o :::::::::..... . Do.2 ................... No maps. 'Contains maps. (Survey 4 in progress. Document No. 5, Committee on Rivers and Harbors, House of Representatives, Sixty-third Congress, first session. 1480 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. References to examination or survey reports, etc.-Continued. Congressional documents. AChief of Engineers.of River and section covered, and subject. . House or No. Congress. Session. Year. Page. Senate. SACRAMENTO RIVER AND TRIBUTARIES- continued. Feather River: Mouth to Marysville- Debris; floods; navigation..... ................... ..... . 1875 697-707 Do... ........ ..... ....................... 11878 1294-1299 Source to mouth- Debris; floods ................ House... 76 Forty-sixth... Third ... 2 1881 2485-2515 Do........................ ... do.... 98 Forty-seventh. First.... 1 1882 2543-2636 Debris; navigation .......... ... do... 267 Fifty-first..... Second.. 1 1891 2996-3118 Marysville to mouth; debris; floods; navigation .......... ..... ... do.... 246 ..... do....... ... do.... 11891 2990-2995 Above Marysville; navigation....... ... do.... 53 Fifty-third.... Third... 11895 3325-3328 Marysville to mouth; navigation.... 48 Fifty-fifth.. .. do.... 1 1899 3171-3181 Restraining mine d6bris in Yuba River for protection of Feather ... do... River; d6bris; navigation.......... 431 Fifty-sixth.... First .... 1 1900 5030-5070 Source to mouth; d6bris; floods; ... do.... navigation ................... s262 Fifty-ninth.... ... do.... Ddbris; floods; navigation.......... 11907 2262-2269 Mouth to Marysville; navigation.... House... 176 Sixty-first.... First.... Do.............................. Oroville to mouth; debris; floods; House... 281 ~Sixty-second .. First... navigation. Georgiana Slough: Sacramento River to Mokelumne 1 1877 994-996 River; navigation. Do.... ................. 1 1879 1751 Do........ ................... House.. 72 Fifty-third.... Third... 1 1895 3328-3330 Old River: Debris; navigation ......... 267 do. Fifty-first..... Second.. 1 1891 2996-3118 Sacramento River: Mouth to Sacramento; navigation... 1 1871 914-917 Mouth to Red Bluff- Debris; floods; navigation..... 1 1875 697-707 Do..... .............. 11878 1294-1299 Do................. 1 1879 1749-1761 Navigation ..................... 1 1880 2233-2242 D6bris; floods; navigation...... House... 76 Forty-sixth... Third... 2 1881 2485-2515 Do..... .......... ... do..... 98 Forty-seventh. First.... 1 1882 2543-2636 Do.......................... ... do.... .267 Fifty-first..... Second.. 1 1891 2996-3118 Mouth to McIntosh handing; d6bris; ... do.... 246 .... do....... ... do.....1 1891 2990-2995 floods; navigation. Source to mouth; d6bris......... ... do.... 16 Fifty-third.... ... do..... 11894 3169-3187 Mouth to Steamboat Slough; floods; .. do..... 280 Fifty-fourth... First.... 1 1896 3223-3226 navigation. Mouth to Sacramento; navigation... ... do.... 186 Fifty-fifth..... Second.. 11898 2944-2945 Mouth to Red Bluff; navigation..... ... do.... 48 .... do........ Third... 1 1899 3171-3181 Restraining mine d6bris in Yuba .. do.... 431 Fifty-sixth.... First.... 1 1900 5030-5070 River for protection of Sacramento River; d6bris; navigation. Source to mouth; debris; floods; .. do.... 262 Fifty-ninth..... ... do.......... navigation. Debris; floods; navigation .......... .. ..................... ..... 11907 2262-2269 Mouth to Feather River; navigation. House... 21123 Sixtieth._.... Second_....... Sacramento to Red Bluff; naviga- ... do..... 276 Sixty-second.. First........... .......... tion. Source to mouth; d6bris; floods; ...do... 81 ..... do........ ... do..... ........ .......... navigation. Do.2 . . Steamboat Slough: Debris; navigation .................. House... 267 Fifty-first..... Second.. 1891 " 2996-3118 Navigation; floods.................. ... do.... 280 Fifty-fourth... First.... 1 1895 3223-3226 Yuba River: Source to mouth- Debris ...................... .. do..... 76 Forty-sixth... Third... 2 1881 2485-2515 Do..................... .. do..... 98 Forty-seventh. First .... 1 1882 2543-2636 Debris; navigation ............. ... do.... 71 Forty-eighth.. Second.. 1 1885 2373-2374 Debris................ .. do... 267 Fifty-first..... do.....1 -... 1891 2996-3118 Daguerre Point to mouth; debris.... .do.... 246 .....do........ ...do..... 11891 2990-2995 The Narrows to mouth- Debris.................. ... do.... 2431 Fifty-sixth....j First.... 1 1900 5030-5070 D6bris; floods................ 1 1907 2262-2289 'No maps. Contains maps. LLocal 4 officer submitted report of examination Oct. 16, 1913. Document No. 5, Committee on Rivers and Harbors, House of Representatives, Sixty-third Congress first session. CALIFORNIA DEBRIS COMMISSION. 1481 APPROPRIATION FOR EXPENSES OF CALIFORNIA DEBRIS COMMISSION, 1914. July 1, 1913, amount appropriated by act of Congress approved June ___--$15, 23, 1913 ------------------------------- 000. 00 June 30, 1914, amount expended during fiscal year___ ------ 14, 194. 73 July 1, 1914, balance unexpended ------------------------ _________ _805. 27 July 1, 1914, outstanding liabilities_________-_________-------- 202. 95 July 1, 1914, balance reverting to Treasury of United States------- 602. 32 Amount (estimated) required for expenses of California Debris Commission during the fiscal year ending June 30, 1916 15, 000. 00 (NOTE.-The amount expended last year from appropriation for fiscal year 1913 was incorrectly given in the annual report for 1913, p. 1429, as $9,201.45. The correct amount is $9,200.95.) APPROPRIATION BY CONGRESS FOR RESTRAINING MINE DEBRIS IN YUBA RIVER, CAL. July 1, 1913, balance unexpended------------------------------- $80. 265. 67 June 30, 1914, amount expended during fiscal year, for works of im- provement _--------------------------------------------------- 315. 04 July 1, 1914, balance unexpended_____-----__---- 79, 950. 63 GENERAL PROJECT FOR CONTROL OF DEBRIS AND FLOODS AND IMPROVEMENT OF NAVI- GATION IN THE SACRAMENTO AND FEATHER RIVERS, CAL. United States funds. July 1, 1913, balance unexpended--------------------------------- $1. 67 June 30, 1914, amount expended during fiscal year, for works of im- provement -------------------------------------------------- 1.67 Amount allotted from appropriation made by the river and harbor act approved Oct. 2, 1914-----------------------------_ 60, 000. 00 Amount available for fiscal year ending June 30, 1915- -_ ___ 60, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement -- 140, 000. 00 (NOTE.-The amount expended last year from funds of United States and State of.California was incorrectly given in the annual report for 1913, p. 1429, as $285,767.11. The correct amount is $285,765.44.) Funds contributed by State of California. July 1, 1913, balance unexpended----------------------------- $382, 509. 07 Received from collections, etc_--_----_------- --------- 7_64. 85 383, 273. 92 June 30, 1914, amount expended during fiscal year, for works of im- provement ----------------------------------------- 222, 071.03 July 1, 1914, balance unexpended-------------------------------161, 202. 89 July 1, 1914, outstanding liabilities_------------------------__ 3, 768. 80 July 1, 1914, balance available__- --------------- _ 157, 434. 09 (See Appendix Z Z.) 1In addition there was expended during the year $70.98 from appropriation for fiscal year 1913. 2 Exclusive of amount available for fiscal year 1915. 1482 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. WATERWAY FROM LOCKPORT, ILL., BY WAY OF THE DES PLAINES AND ILLINOIS RIVERS, TO THE MOUTH OF THE ILLINOIS RIVER, ETC. 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 United States 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 engineer, was 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 appropria- tion of $1,000,000, subject to the provision that " until 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." Reports dated November 1, 1910, and January 23, 1911, on the pro- posed waterway and certain related subjects called for by the said act were transmitted to Congress and printed in House Documents Nos. 1061 and 1374, Sixty-first Congress, third session, respectively. Final report on the above and all related subjects was submitted on August 15, 1913, transmitted to Congress, and printed in IHlouse Document No. 762, Sixty-third Congress, second session, which also includes a reprint of the partial reports of November 1, 1910, and January 23, 1911. A project is presented by the special board which involves an original outlay by the United States of $1,050,000 for the Illinois River and $3,710,000 for the Mississippi River, or a total of $4,760,000 for a navigable channel 8 feet deep from Utica to St. Louis. SURVEY FOR INTRACOASTAL WATERWAY FROM BOSTON, MASS., TO THE RIO GRANDE. 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 waterway, inland where practicable, from Boston, Mass., to the Rio Grande, which were assigned to boards of engineers. Reports on all sections of the waterway have now been completed and trans- mitted to Congress, four of them prior to the last fiscal year and one during the year. Those formerly submitted are as follows: Boston, Mass., to Beaufort Inlet, N. C., section.-House Document No. 391, Sixty-second Congress, second session. New York Bay to Chesapeake Bay section, final report.-House Document No. 196, Sixty-third Congress, first session. Beaufort Inlet, N. C., to Key West, Fla., section.-House Docu- ment No. 229, Sixty-third Congress, first session. Across Florida section.-House Document No. 233, Sixty-third Congress, first session. War Department i ;orps df Engineers, U.S. Army. M" MAP OF Perdi~ M i ton i IJ )3~J~ L ii: INLAND WATERWAY St. Georges Sound, Fla. to 3 . Rio Grande, Tex. Scale j0 5 1 20 30 miles In3 Sheets 1914 Sheeti t B4 % ,. 10,.," Ch, <.t to' " 00 qt Prpoe rou fjE , 5 f " ""9 ' !S •9 /C: I .CP L r, r rl c ni' , .+. .. vrid " Firores nns °" hiit con s S Le end / Ir ., .. . .... . . i ] R Pro oF r r (,1 V(. r ': - a- n- I I n - - - : -- r-- . _ , A /,MM ,4 -, ,- - .ENGRAVED AND PP!NTE , ,'_ l.ePn ,,,/P L#m-,p ---rr, clef•. BY THEU.S.GEOLOGICALSURVEY. j; House Dec. 1408; 63d Cong., 3d Sess. f "" Coi 0 A .r4 E X. 10) 1 ~0 / s9 a, MAP OF / INLAND WATERWAY G (1. St. Georges Sound, Fla. L to F £LVESTON Legend Rio Grande, Tex. Notural dep/h sufficient Completed canal 00000S@60S"@O6 mo U "*"S"s" 0 Note: Prac/c/y all/Bays be/weer the Scale 0 Under construction mom c oo oo ee •• o o F Miss'ssoippiR/vcr vkd Bayou Tec e 10 0 90 20 mm i are nav/ga6/e strcvs. Only a salol .... 91 *~em Proposed route 4f por/Am of these 4c7enery5 can be Figures on streams'nd'icte * 1914 C s/wn'n onu rap 49k/sizse. thernav o/e length in 3Sheets Sheet 2 X I C 0 Hou&o ,oc. 1408; 63d Cong., 3d MAP OF INLAND WATERWAY T S St. Georges Sound, Fla. to Rio Grande, Tex. Scale In 270 In 5 , V, , +V I',, 3QMIleS ,.M in3 Sheets 1914 Sheet3 Aran's C Pass 0 0 F E F Legend A / L Natural depth sufflten ........... C U Completed cana/ 0 Son Luis G Under cotstruct/o Proposedroule----. - . .. Figures on streams i'd/tate Laguna tadre Sect/on not d cded - -- - their nav7va6/e lenith. ENPAVED AND PRINTED BYTHE U.S.GEOLOGICAL SURVE" House Doe. 1408; 63d Cong., 3d Sess. MISSISSIPPI RIVER COMMISSION. 1483 Report dated February 1, 1910, with map, by the special board of engineer officers upon the survey of that section of the proposed waterway from St. Georges Sound, Fla., to the Rio Grande, were duly submitted and, pursuant to law, were reviewed by the Board of Engineers for Rivers and Harbors, whose report thereon was submitted April 2, 1912. These reports were transmitted to Con- gress and printed in House Document No. 610, Sixty-third Congress, second session. The improvement by the United States of this sec- tion is deemed advisable so far as to give a 5-foot depth from Choc- tawhatchee Bay, Fla., to the Rio Grande (6 feet from Choctaw- hatchee Bay to Pensacola Bay and 5 feet thence to the Rio Grande), at a total estimated cost of $3,632,910. MISSISSIPPI RIVER COMMISSION. The Mississippi River Commission, constituted by act of Congress of June 28, 1879, is in charge of the improvements of the Mississippi River from Head of Passes to the mouth of the Ohio River, includ- ing 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. 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 expended should be applied to the construction of suitable and necessary dredge boats and other devices and appliances and in the maintenance and operation of the same, with the view of ultimately obtaining 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 author- ized allotments 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 accordance with the plans, specifications, and recommendations of the Mississippi 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. Appropriations are now made annually, the allotment from the appropriation made by the river and harbor act of October 2, 1914, being for $3,750,000. Act of Congress approved March 4, 1913, appropriated $200,000 for examination of the Mississippi River from Cape Girardeau, Mo., to Rock Island, Ill., by the Mississippi River Commission, with a view to such improvements as will at the same time promote navi- gation, develop water power, and protect property adjacent to said river * * * and for building such levees as may be found necessary. 1484 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The commissioners during the fiscal year were Col. C. McD. Town- send, Corps of Engineers, president; Col. J. G. Warren, Corps of Engineers; Col. Lansing H. Beach, Corps of Engineers; Homer P. Ritter, assistant, United States Coast and Geodetic Survey; Robert S. Taylor, until March 10, 1914; J. A. Ockerson; C. H. West; and Edward A. Glenn, from March 11, 1914. Maj. Clarke S. Smith, Corps of Engineers, was on duty as secre- tary of the commission during the fiscal year. Estimate for the fiscal year ending June 30, 1916.-The following estimate of funds required for carrying on- the works under charge of the Mississippi River Commission for the year ending June 30, 1916, is submitted by the commission: For Continuing the improvement of the Mississippi River from Head of Passes to the mouth of the Ohio River, and for the build- ing of levees from Head of Passes to Rock Island, Ill., and for surveys, including salaries and clerical, office, traveling, and miscellaneous expenses of the Mississippi River Commission____ $12, 000, 000 This estimate has been reduced in this office to $6,000,000. The report of the commission on the operations under its charge during the fiscal year ending June 30, 1914, is submitted herewith as Appendix J J J of this report. EXAMINATIONS AND SURVEYS MADE IN COMPLIANCE WITH RIVER AND HARBOR ACTS APPROVED JUNE 25, 1910, AND MARCH 4, 1913. Reports on examinations and surveys required by the river and harbor acts of June 25, 1910, and March 4, 1913, of the following localities were duly submitted by the Mississippi River Commission. They were reviewed by the Board of Engineers for Rivers and Har- bors, pursuant to law, and were transmitted to Congress and printed in documents as indicated: 1. Separation of waters of Red and Atchafalaya Rivers from the Mississippi Rivr.-Report dated November 21, 1913, with maps and appendixes, is printed in House Document No. 841, Sixty-third Con- gress, second session. The separation contemplated by the provision of law is not deemed advisable at the present time. 2. Mississippi River, from Cape Girardeau, Mo., to Rock Island, Ill.-Report dated December 19, 1913, with maps, is printed in House Document No. 628, Sixty-third Congress, second session. The following allotments, or so much thereof as may be necessary, are recommended to be made from the funds appropriated: Muscatine to Port Louisa, Iowa--- -- ------------------------- $10, 000 Warsaw to Quincy, Ill----------------- --------------------- 20, 000 Lagrange to mouth of Missouri River, Mo-----------------------30, 000 Quincy to Hamburg Bay, Ill ---------------------------------- 60, 000 Head of Chouteau Island to Prairie du Pont, Ill------------------- 60, 000 Grand Tower to near Thebes, Ill------------------------------ 10, 000 Total -- ------------------------------- 90, 000 Under authority conferred by the item of law ordering this inves- tigation, allotments for the work will be made and apportioned in the manner above indicated. 3. Canal leading from Centennial Lake at Vicksburg, Miss., to the Mississippi River, with a view to the preservation of the chan- nel.-Report dated April 19, 1913, with maps, is printed in House MISSISSIPPI RIVER COMMISSION. 1485 Document No. 667, Sixty-third Congress, second session. A plan for protecting the caving bank by revetment at an estimated cost of $125,000, under certain conditions of local cooperation, is pre- sented. EXPERIMENTAL TOWBOATS FOR MISSISSIPPI RIVER AND ITS TRIBU- TARIES. Under the provisions of section 1 of the river and harbor act ap- proved June 25, 1910, a board, consisting of Col. Lansing H. Beach, Corps of Engineers; Lieut. Col. Henry C. Newcomer, Corps of En- gineers; Lieut. Col. Charles L. Potter, Corps of Engineers; and Maj. (now Lieut. Col.) Charles Keller, Corps of Engineers, was appointed by paragraph 2 of Special Orders, No. 38, Office Chief of Engineers, August 2, 1910, " for the purpose of making investigations and designing and constructing two experimental towboats of mod- ern but different types for use on the Mississippi River and its tribu- taries," etc. The board has concluded its investigations and submitted its re- port under date of February 20, 1914, which was reviewed by the Board of Engineers for Rivers and Harbors, transmitted to Congress, and printed in House Document No. 857, Sixty-third Congress, sec- ond session. This- report embodies the results of the investigations made by the board and recommends types of towboats and barges to be built under this item of law. The necessary steps will be taken to build the experimental towboats, barges, and handling appliances as proposed in the report. INVESTIGATION AND EXAMINATION OF TERMINAL AND TRANSFER FACILITIES CONTIGUOUS TO RIVERS AND HARBORS NOW UNDER IM\PROVEMENT. Section 4 of the river and harbor act of July 25, 1912, provided- That the Secretary of War is authorized and directed to have made during the years 1912 and 1913, through the Chief of Engineers, UJnited States Army, so far as practicable, an investigation and examination of all water terminal and transfer facilities contiguous to any harbor,- river, or other waters under improvement by the United States, and reports on the same shall be submitted to Congress in annual reports or otherwise. Such examination and report shall include among other things the following: (a) The general location and description of water terminals and the extent and method of their use by water carriers and their general efficiency, and whether open to use by all water carriers on equal terms, and such information as may be accessible as to the terms and conditions of use. (b) Whether physical connection exists between such water terminals and the railroad or railroads serving the same territory or municipality, and also whether there exists between any of the water carriers operating upon waters under improvement or heretofore improved and any railroad or railroads a mutual contract for interchange of traffic by prorating as to such long-distance traffic as may be desired to be carried partly by rail and partly by water to its destination. (c) Whether improved and adequate highways have been constructed to each water terminal. (d) If no water terminals exist, there shall be included an opinion in general terms as to the necessity, number, and appropriate location of terminals upon such waters. The prescribed investigation and examination have been made and the reports thereon have been transmitted to Congress and printed in House Document No. 226, Sixty-third Congress, first session, 1486 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. PERMANENT INTERNATIONAL ASSOCIATION 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 Per- manent International Association of the Congresses of Navigation and for the payment of the actual expenses of the properly ac- credited national delegates of the United States to the meeting of the congresses and of the association. At the beginning of the fiscal year the United States was repre- sented on the Permanent International Association of the Con- gresses of Navigation by Brig. Gen. W. H. Bixby, Chief of Engi- neers, United States Army; Col. Harry F. Hodges, Corps of Engi- neers, United States Army; Lieut. Col. J. C. Sanford, Corps of Engineers, United States Army; Mr. Elmer L. Corthell; Mr. John Bogart; Hon. J. Hampton Moore, Member of Congress. No change in the representation has occurred during the year. A meeting of the association was held at Brussels, Belgium, on May 28, 1914. For various reasons it was found not practicable to send a representative from the United States, but the views of the United States representatives on the association regarding certain important subjects to be considered at the meeting were forwarded in writing. The expenditures during the year from the above appropriation amounted to $2,008.94, and have been for the maintenance of the office of the American section of the Permanent International Asso- ciation and the support and maintenance of the association for which the United States contributes $1,000 per annum. Under the appropriation of $50,000, contained in the river and har- bor act approved June 25, 1910, for the expenses of the twelfth con- gress, held at Philadelphia, Pa., May 23-28, 1912, and the cost of transporting the foreign members of the permanent association and authorized foreign delegates in the investigation of American water- ways, the following work was done: A large number of copies of the official report of proceedings of the congress, received from Brussels, were distributed to the American members of the twelfth congress. Considerable correspondence was had with foreign members who had taken part in the inspection trip on the Great Lakes after the twelfth congress, in connection with the refunding to them the unex- pended balance of funds paid by them for participation in the trip. Outstanding accounts connected with the congress and with the furnishing by the Bussels office of a large number of extra copies of the report of proceedings were paid. The expenditures during the year from the appropriation of June 25, 1910, amounted to $1,314.40, and have been for the payment of outstanding liabilities, clerical and messenger work, postage, sta- tionery, and other expenses connected with the congress. 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 or modified during the past fiscal year at the follow- mng localities under dates indicated: REGULATIONS GOVERNING DRAWBRIDGES. 1487 Mississippi River, Minneapolis, Minn., between city limits, harbor lines approved July 17, 1913; Pearl Harbor, Hawaii, revised lines superseding previous lines, approved July 29, 1913; Hudson River, at Troy, N. Y., modification approved August 12, 1913, in description of established lines near Congress Street; Upper New York Bay and Kill von Kull, revised lines between Brighton and Clifton, Staten Island, approved September 5, 1913; Newark Bay, modification of lines for easterly and westerly shores, approved September 13, 1913; East River, N. Y., modified lines between Westchester Creek and Throgs Neck, approved September 24, 1913; Delaware River, modi- fied lines between Darby Creek and the Pennsylvania-Delaware State line, approved October 30, 1913; Bronx River, N. Y., modification of pierhead and bulkhead lines at Lafayette Avenue near Randall Avenue, approved December 19, 1913; Mare Island Straits, Cal., between Main and Ohio Streets, Vallejo, Cal., modified January 13, 1914; Hudson River, between Fort Lee and Castle Point, revised and modified lines approved January 15, 1914; Delaware River, between Newton Creek and Cooper Point, revised lines approved March 18, 1914; Westchester and Pugsleys Creeks, N. Y., modified lines ap- proved May 2, 1914; Hudson River, from Castle Point, N. J., and Pier 60, Manhattan, to mouth, revised lines superseding previous lines, approved May 18, 1914; Seattle, Wash., revised lines, East Waterway, approved June 18, 1914. 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: Colbert Shoals Canal, Tenn., approved January 2, 1914; inland waterway from Norfolk, Va., to Beaufort Inlet, N. C., approved February 20, 1914; inland waterway on the coast of Texas, approved April 25, 1914. 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 1488 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 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: Caddo Lake at Mooringsport, La.; Saugatuck River at Saugatuck, Conn.; Norwalk River at Norwalk, Conn.; Pend Oreille River near Sand Point, Idaho; Sacramento and San Joaquin River system; Mokelumne River above New Hope Landing, and Snodgrass Slough, Cal.; Urbana Creek at Urbana, Va.; Thoroughfare near Atlantic City, N. J.; Tidal Canal of Oakland Harbor at Park Street, Fruit- vale Avenue, and High Street; Matanzas River at St. Augustine, Fla. 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 such navigation during the fiscal year ending June 30, 1913, on Bayou Grossetete, La., approved January 24, 1914. STRUCTURES IN 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 streams and bodies of water in or surrounding Porto Rico and the islands adjacent thereto. Through a coference between the district officer and the governor of Porto Rico, a definite policy has been establisheJ and is followed inconnection with applications for privileges under this law, several applications having been acted on during the year. BRIDGING NAVIGABLE WATERS OF THE UNITED STATES. SPECIAL ACTS OF CONGRESS. Plans and maps of location submitted by the following applicants for the erection of bridges across the waterways designated, the con- struction of which was authorized by acts of Congress, approved on the dates stated, have been examined with a view to protection of the interests of navigation and were approved by the Chief of Engineers and the Secretary of War, as provided by the acts, on the dates specified, 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 accord- ance with the approved plans: Van Buren Bridge Co., across the St. John River, between Van Buren, Me., and the parish of St. Leonards, New Brunswick, Can- BRIDGING NAVIGABLE WATERS. 1489 ada.-Act of Congress approved March 4, 1913. Approved, July 5, 1913. Police Jury of Caddo Parish, La., over Caddo Lake (locally known as Ferry Lake) at or near the village of Mooringsport, La. Act of Congress approved March 4, 1913. Approved July 19, 1913. Arkansas & Memphis Railway Bridge & Terminal Co., across the Mississippi River, at Memphis, Tenn.-Act of Congress approved July 20, 1912, as amended by act approved August 23, 1912. Ap- proved August 15, 1913. Paducah & Illinois Railroad Co., across the Ohio River at Metropo- lis, Ill.-Act of Congress approved December 17, 1872, as amended by act approved February 14, 1883. Approved September 17, 1910. Modified plans approved September 8, 1913. Minneapolis, St. Paul & Sault Sainte Marie Railway Co., across the Missouri River from a point on the east bank in section 14, Mount- rail County, N. Dak., to a point on the west bank of said river in section 15, McKenzie County, N. Dak.-Act of Congress approved February 28, 1913. Approved September 20, 1913. Dardanelle Pontoon Bridge & Turnpike Co., across the Arkansas River at Dardanelle, Ark.-Act of Congress approved September 30, 1890. By act of Congress approved January 28, 1910, authority was granted to change the location of the draw of the bridge from time to time. Relocation of the draw approved October 14, 1913. Buckhannon & Northern Railroad Co., across the Monongahela River, near Catawba, W. Va.-Act of Congress approved February 26, 1913. Approved October 24, 1913. Government of Porto Rico, across Cano de Martin Pena, San Juan Harbor, P. R.-Act of Congress approved August 24, 1912. Ap- proved December 16, 1913. Parkersburg-Ohio Bridge Co., across the Ohio River, between Parkersburg, W. Va., and Belpre, Ohio.-Act of Congress approved December 17, 1872, as amended by act approved February 14, 1883. Approved December 18, 1913. County of Hamilton, Tenn., across the Tennessee River at Market Street, Chattanooga, Tenn.-Act of Congress approved October 6, 1913. Approved January 3, 1914. Board of directors of the Jefferson County bridge district across the Arkansas River near Pine Bluff, Ark.-Act of Congress approved August 14, 1911. Approved November 12, 1912. Modified plans approved January 7, 1914. Police jury of Caddo Parish, La., across Twelve Mile Bayou, in Caddo Parish, La., on the Arkansas Line Road.-Act .of Congress approved March 4, 1913. Approved January 12, 1914. Arkansas & Memphis Railway Bridge & Terminal Co. across the Mississippi River at Memphis, Tenn.-Act of Congress approved July 20, 1912, as amended by act approved August 23, 1912. Ap- proved August 15, 1913. Plans for the redesigning of the highway approaches on the Tennessee side approved January 29, 1914. Robert W. Buskirk, of Matewan, W. Va., across Tug Fork of the Big Sandy River at Matewan, Mingo County, W. Va.-Act of Con- gress approved October 6, 1913. Approved February 7, 1914. Arkansas, Louisiana & Gulf Railway Co. across Bayou Bartholo- mew at Wardville, Moorehouse Parish, La.-Act of Congress ap- 60993 0 -ENG 1914----94 1490 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMIIY. proved February 27, 1907. Approved September 20, 1907. Plans for the reconstruction of the pivot pier of the draw span approved February 10, 1914. Board of county commissioners of Okanogan County, Wash., across the Okanogan River at or near the town of Malott to a point oppo- site on the Colville Indian Reservation.-Act of Congress approved August 28, 1913. Approved March 7, 1914. Arkansas & Memphis Railway Bridge & Terminal Co. across the Mississippi River at Memphis, Tenn.-Act of Congress approved July 20, 1912, as amended by act approved August 23, 1912. Ap- proved August 15, 1913. Plans for the redesigning of the highway approaches on the Tennessee side approved January 29, 1914. Plans of the highway approaches on the Arkansas side approved March 19, 1914. Police jury of Caddo Parish, La., across Twelve Mile Bayou in Caddo Parish, La., on the Arkansas Line Road.-Act of Congress approved March 4, 1913. Approved January 12, 1914. The instru- ment of approval was canceled by the War Department February 5, 1914. New plans approved March 27, 1914. Government of Porto Rico across the Arecibo River near the city of Arecibo, P. R.-Act of Congress approved March 24, 1914. Ap- proved April 2, 1914. Two bridges. Secretary of the Interior across the Colorado River from School Hill, on the Yuma Indian Reservation, Cal., to Penitentiary Hill, in the town of Yuma, Ariz.-Act making appropriations for the current and contingent expenses of the Bureau of Indian Affairs * * * for the fiscal year ending June 30, 1914. Approved April 15, 1914. Board of supervisors of Monroe County, Miss., across the Tombig- bee River near Old Cotton Gin Port, Monroe County, Miss.-Act of Congress approved March 9, 1914. Approved May 8, 1914. Tug River & Kentucky Railroad Co. across the Tug Fork of Big Sandy River near the mouth of Blackberry Creek in Pike County, Ky.-Act of Congress approved March 24, 1914. Approved May 8, 1914. STATE LAWS. Under the provisions of section 9 of the river and harbor act of March 3, 1899, bridges may be built over navigable waters entirely within the limits of any State under authority of laws of such States, provided the location and plans thereof are submitted to and ap- proved by the Chief of Engineers and the Secretary of War before construction is commenced. Plans and maps of location submitted by the following applicants -for the erection of bridges across the waterways named have been examined with a view to protection of navigation interests and were approved by the Chief of Engineers and the Secretary of War on the dates specified, and the local engi- neer officers have been furnished copies of the drawings and instru- ments of approval and charged with the supervision of construction of the bridges, so far as necessary, to see that they are built in ac- cordance with the approved plans: Burnside Bridge Co., across the South Fork of the Cumberland River at Burnside, Ky.-Approved July 1, 1913. BRIDGING NAVIGABLE WATERS. 1491 State roads commission and the county commissioners of Caroline County, Md., across the Choptank River (locally known as the Den- ton-Willow Pond Bridge) at Denton, Md.-Reconstruction approved July 1, 1913. Louisiana Traction & Power Co., across Bayou Vermilion near Abbeville, La.-Approved July 8, 1913. Otter Creek Bridge Co., across Otter Creek, in the southeastern part of Mount Desert Island, Me.-Approved July 8, 1913. Texas & Pacific Railroad Co., across the Atchafalaya River at Mel- ville, La.-Reconstruction approved April 8, 1913. Modified plans approved July 8, 1913. Board of chosen freeholders of Salem County, N. J., across Salem River at Courses Landing, N. J.-Reconstruction approved July 8, 1913. Philadelphia & Reading Railway Co., lessee of the Wilmington & Northern Railroad Co., across the Christiana River at Wilmington, Del.-Reconstruction approved July 15, 1913. County commissioners of Barnstable County, Mass., across the Upper Bass River between Yarmouth and Dennis, Mass.-Recon- struction approved July 17, 1913. New York Central Lines (lessee of the Lake Shore & Michigan Southern Railway), across East End Cove, Sandusky Harbor, San- dusky, Ohio.-Reconstruction approved July 31, 1913. City of Lacon, Ill., across the Illinois River, at Lacon, Ill.-Recon- struction approved December 24, 1909. New plans approved August 1, 1913. Board of supervisors of Westchester County, N. Y., across East Chester Creek (Hutchinson River) between the city of Mount Ver- non and the town of Pelham, N. Y.-Reconstruction approved Au- gust 4, 1913. City of Boston, Mass., across the South Channel of the Mystic River at Boston, Mass.-Temporary bridge approved August 12, 1913. San Antonio, Ulvalde & Gulf Railroad Co., across Nueces River at a point about 10 miles above the city of Corpus Christi, Tex.-Ap- proved August 12, 1913. Massachusetts Highway Commission, across East River, an inlet of Buzzards Bay, at Wareham, between Onset and Point Independence, Mass.-Approved August 13, 1913. Pike County, Ky. (H. H. Stallard, county judge), across Russell Fork, Big Sandy River, one-half mile above Elkhorn City, Ky.-Ap- proved August 13, 1913. Maine Central Railroad Co., across the Kennebec River at Au- gusta, Me.-Approved August 14, 1913: 'Bridge of the board of supervisors of Washington County, Miss., across Lake Washington Bayou, Miss.-Reconstruction approved August 23, 1913. Pennsylvania Railroad Co., across the Allegheny River at Oil City, Pa.-Approved August 27, 1913. Police jury of Natchitoches Parish, La., across Cane River at Chopin, La.-Approved September 6, 1913. Police jury of Natchitoches Parish, La., across Cane River at Marco, La.-Approved September 6, 1913. 1492 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Mead-Pocahontas Coal Co., across the Guyandot River near Mul- lins, W. Va.-Approved September 10, 1913. New York Central & Hudson River Railroad Co., across Crum Elbow Creek, at Hyde Park, N. Y.-Reconstruction approved Sep- tember 17, 1913. City of Chicago, across the South Branch of Chicago River at Madison Street, Chicago, Ill.-Approved September 17, 1913. Tem- porary foot bridge approved September 17, 1913. Board of supervisors of the town of Port Wing, Wis., across an arm of Flag River at Port Wing, Wis.-Approved September 17, 1913. Richmond & Rappahannock River Railway Co., across the Pamun- key River at New Castle, Hanover County, Va.-Approved Septem- ber 19, 1913. Solvay Process Co., across the Rouge River between Detroit and the village of Rouge River, Mich.-New bridge and reconstruction of an old bridge approved September 20, 1913. Board of supervisors of Harrison County, Miss., across Tchouta- cabouffa River at Lameys Ferry, Miss.-Approved September 22, 1913. Board of chosen freeholders of Bergen County, N. J., across Over- peck Creek between Leonia and Teaneck, N. J.-Reconstruction ap- proved September 22, 1913. Pennsylvania Railroad Co., across the Allegheny River between Kiskiminetas Junction and Freeport, Pa.-Approved September 23, 1913. Michigan Central Railroad Co., across the Saginaw River at the Middle Ground in Bay City, Mich.-Reconstruction approved Sep- tember 23, 1913. Jefferson County pike commission, Jefferson County, Tenn., across French Broad River at Dandridge, Tenn.-Approved September 23, 1913. City of Cleveland, Ohio, across the Cuyahoga River at Lower West Third Street, Cleveland, Ohio.-Reconstruction approved September 24, 1913. Detroit & Bay City Railroad Co. across the Saginaw River at Emerson Street, Saginaw, Mich.-Reconstruction approved Septem- ber 24, 1913. Police jury of Richland Parish, La., across Boeuf River in Rich- land Parish, La.-Approved September 24, 1913. Northern Pacific Railway Co. across the Lewis River near Ridge- field, Wash.-Reconstruction approved September 24, 1913. City of Chicago across the west fork of the south branch of the Chicago River at South California Avenue, Chicago, Ill.-Approved September 25, 1913. Civic Association of Stony Brook, Long Island, N. Y., across Stony Brook Creek (West Meadow Creek, Long Island), at Broad- haven, Long Island, N. Y. Approved October 2, 1913. County court of Ritchie County, W. Va., across the south fork of Hughes River at Camp Run in Murphy district, Ritchie County, W. Va.-Approved October 13, 1913. Town of Southold, N. Y., across Mattituck Creek, Long Island, at Mattituck, L. I.-Reconstruction of center pier approved October 17, 1913. BRIDGING NAVIGABLE WATERS. 1493 City of Petaluma, Cal., across the Petaluma Creek at Washington Street, Petaluma, Cal.-Reconstruction approved October 17, 1913. County commissioners of Essex County, Mass., across the Merri- mac River (known as the Groveland Bridge) between Haverhill and Groveland, Mass.-Reconstruction approved October 17, 1913. County authorities of Woodruff County, Ark., across the Cache River near Grays, Ark.-Approved October 17, 1913. Granite Avenue Bridge Commission, Boston, Mass., across the Ne- ponset River between Milton and Boston, Mass.-Reconstruction approved October 17, 1913. City of Chicago across the north branch of the Chicago River at Webster Avenue, Chicago, Ill.-Approved October 23, 1913. Board of county commissioners of Nassau County, Fla., across Kingleys Cut, Amelia River, on the county road between Jackson- ville and Fernandina, Fla.-Approved November 5, 1913. County commissioners of Palm Beach County, Fla., across the St. Lucie River at Stuart, Fla.-Approved November 6, 1913. Burnside Bridge Co. across the South Fork of the Cumberland River at Burnside, Ky.-Approved July 1, 1913. Modified plans approved November 6, 1913. County commissioners of Skagit County, Wash., across the South Fork of the Skagit River at Fir, Skagit County, Wash.-Approved June 4, 1913. Modified plans approved November 7, 1913. Town of Norwalk, Conn., across the Norwalk River at Washing- ton Street, Norwalk, Conn.-Approved March 1, 1912. Modified plans approved November 8, 1913. Board of county commissioners of Perquimans County, N. C., across Perquimans River, N. C.-Approved November 8, 1913. H. Weil & Brothers, Goldsboro, N. C., across the Neuse River near Goldsboro, N. C.-Approved November 10, 1913. County commissioners of Edgecomb County, N. C., across Fishing Creek at what is knowni as Sessons Bridge, 8 miles above the mouth of said creek.-Approved November 10, 1913. Lake County, Ind., across East Chicago Canal at Forsythe Ave- nue, East Chicago, Ind.-Approved November 21, 1913. Town of Southampton, Long Island, N. Y., across Quantuck Creek on line of the road connecting the villages of Quogue and Quiogue, N. Y.-Approved November 22, 1913. Evelina M. Hawkins across a branch of West Meadow Creek at Wolf Pit Point, Suffolk County, N. Y.-Approved November 22, 1913. Atlantic City Railroad Co. across Ben Hands Thoroughfare on the Sea Isle City branch of its lines, New Jersey--Approved Novem- ber 22, 1913. Atlantic City Railroad Co. across Corsons Inlet, on the Sea Isle City branch of its lines, New Jersey.-Approved November 22, 1913. Board of county commissioners of Duval County, Fla., across Moncrief Creek, on the Lem Turner Road, Duval County, Fla.- Approved November 26, 1913. Town of Southampton, Long Island, N. Y., across Aspatuck Creek, on the line of road passing through the villages of Quogue and Quiogue, N. Y.-Approved November 26, 1913. Board of commissioners of Gordon County, Ga., across the Ooste- naula River at Resaca, Ga.-Approved November 28, 1913. 1494 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Northern Pacific Railway Co. across the Snohomish River near the town of Everett, Wash.-Approved December 1, 1913. Board of county commissioners of Wyandotte County, Kans., across the Kansas River at East Kansas Avenue, Kansas City, Kans.-Approved March 14, 1913. Modified plans approved Decem- ber 1, 1913. Puget Sound & Willapa Harbor Railway Co. across Ellis Slough, near its confluence with the Willapa River at Raymond, Wash.- Approved December 2, 1913. Board of chosen freeholders of Atlantic County, N. J., across Absecon Creek at Ohio Avenue, Absecon, N. J. Approved Decem- ber 2, 1913. Northern Pacific Railway Co. across Ebey Slough near the town of Everett, Wash.-Approved December 3, 1913. Valley Township, Mich., across the Kalamazoo River near Alle- gan, Mich.-Reconstruction approved December 8, 1913. East & West Coast Railway across the Braden River in Manatee County, Fla.-Approved December 9, 1913. City of Eau Claire, Wis., across the Chippewa River at Water Street and Summit Avenue, Eau Claire, Wis.-Approved December 10, 1913. Chesapeake & Ohio Railway Co. across the Levisa Fork of the Big Sandy River just above Louisa, Ky.-Approved December 13, 1913. Wheeling & Lake Erie Railroad Co. across the Cuyahoga River at Cleveland, Ohio.-Reconstruction approved June 12, 1912. Modified plans approved December 13, 1913. Chicago, Milwaukee & St. Paul Railway across the East River between Cedar and Main Streets, Green Bay, Wis.-Approved De- cember 18, 1913. Sussex County, Del., across the inland waterway between Rehoboth Bay and Delaware Bay at South Street, Lewes, Del.-Approved December 20, 1913. City of Green Bay, Wis., across Fox River at Mason Street, Green Bay, Wis.-Reconstruction approved December 23, 1913. County commissioners of Snohomish County, Wash., across Ebey Slough on line between secs. 22 and 27, T. 29 N., R. 5 E., Willamette meridian, Snohomish County, Wash.-Approved December 23, 1913. Union Terminal Co. across the Trinity River about 800 feet above the present Commerce Street Bridge at Dallas, Tex.-Approved De- cember 23, 1913. Union Terminal Co. across the Trinity River at Commerce Street, Dallas, Tex.-Reconstruction approved December 23, 1913. County commissioners of Wahkiakum County, Wash., across Ska- mokawa Creek at Skamokawa, Wash.-Reconstruction approved De- cember 24, 1913. County commissioners of Gordon County, Ga., across the Coosa- wattee River near Pine Chapel, Ga.-Approved December 24, 1913. Theodore H. Tyndale across the Mashpee River in the town of Mashpee; Mass., one from Gooseberry Island, in Popponessett Bay, to the mainland, and the other from Popponessett Island to the main- land at Mashpee, Mass.-The instrument of approval, dated Feb- ruary 11, 1910, granting authority for the construction of these BRIDGING NAVIGABLE WATERS. 1495 bridges was revoked November 25, 1913. New plans approved De- cember 30, 1913. County commissioners of Skagit County, Wash., across the South Fork of the Skagit River at Fir, Wash.-Approved June 4, 1913. Modified plans approved November 7, 1913, and instrument dated June 4, 1913, canceled. Further modified plans approved January 3, 1914, and instrument dated November 7, 1913, revoked. Boards of chosen freeholders of Bergen, Essex, and Hudson Coun- ties, N. J., across the Passaic River at Belleville, N. J.-Reconstruc- tion and construction of a temporary bridge, approved May 25, 1912. New plans of the permanent bridge approved January 6, 1914, and instrument dated May 25, 1912, canceled so far as related to that structure, the authority granted for the construction of the tempo- rary bridge to remain in force. Board of county commissioners of King County, Wash., across the White River near Kent, Wash.-Approved January 7, 1914. City of Boston, Mass., across Belle Isle Inlet between Orient Heights, East Boston, and the town of Winthrop, Mass.--Recon- struction and relocation approved January 9, 1914. County commissioners of Armstrong County, Pa., across the Alle- gheny River near Ford City, Pa.-Approved January 9, 1914. Boards of chosen freeholders of Bergen and Passaic Counties, N. J., across the Passaic River between Eighth Street, Passaic, and the Borough of Wallington, N. J.-Approved October 31, 1912. By the terms of the instrument of approval the authority granted ex- pired by limitation. New application was made and plans approved January 9, 1914. Liberty County, Tex., across the Trinity River at Liberty, Tex.- Approved Januay 10, 1914. Pennsylvania Railroad Co. (for and on behalf of the West Jersey & Seashore Railroad Co.) across Raccoon Creek at Bridgeport, N. J.-Reconstruction approved January 13, 1914. Willamette Pacific Railroad Co. across Schofield Creek, to be located about 2 miles, 4 miles, and 5 miles, respectively, above the confluence of said creek with the Umpqua River, Oreg.-Approved January 13, 1914. City of Chicago, across the West Fork of the South Branch of the Chicago River between California and Kedzie Avenues, Chicago, Ill.-Approved January 14, 1914. St. Johns Electric Co., successor to the St. Augustine Bridge Co., across the Matanzas River at King Street, St. Augustine, Fla.-Ap- proved June 10, 1895. Plans for the repair of the bridge by the con- struction of horizontal bracing between bents in the trestle portion thereof approved January 19, 1914. Atlantic Coast Line Railroad Co., across the Chattahoochee River at Alaga, Ala.-Reconstruction approved October 31, 1911. Plans for the construction of a guard pier at the pivot pier and a fender pile protection at the left rest pier of the bridge, approved January 29, 1914. City of New York, across Westchester Creek at Chatterton Avenue, Borough of the Bronx, N. Y.-Temporary bridge approved Febru- ary 3, 1914. City of Chicago, across the South Branch of the Chicago River at Madison Street, Chicago, Ill.-Approved September 17, 1913. New 1496 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. plans approved February 3, 1914, and instrument dated September 17, 1913, canceled. Chicago & North Western Railway Co., across the North Branch of the Chicago River at Deering, Ill.-Plans and map of location were approved February 3, 1914. County commissioners of King County, Wash., across the Samma- mish River near the town of Bothell, Wash.-Approved February 7, 1914. County commissioners of Scioto County, Ohio, across the Scioto River at Portsmouth, Ohio.-Approved February 7, 1914. Kentucky River Hardwood Co., across the Kentucky River about 300 feet above the mouth of Quicksand Creek, Breathitt County, Ky.-Approved May 19, 1910. The bridge was destroyed by acci- dent, and its reconstruction in accordance with original plans was authorized February 17, 1914. County commissioners of Muskingum County, Ohio, across the Muskingum River at Dresden, Ohio.-Approved March 3, 1914. Leete-Maupin Engineering Co., on behalf of the county court of Lincoln County, W. Va., across the Guyandotte River just below the mouth of Four Mile Creek at Branchland, W. Va.-Approved March 5, 1914. City of Chicago across the West Fork of the South Branch of the Chicago River between California and Kedzie Avenues, Chicago, Ill.-Temporary pile trestle bridge approved January 14, 1914. New plans approved March 5, 1914, and instrument dated January 14, 1914, canceled. Board of county commissioners of Pitt County, N. C., across the Tar River at Boyds Ferry, Pitt County, N. C.-Approved March 5, 1914. County commissioners of Wyandotte County, Kans., across the Kansas River at East Kansas Avenue, Kansas City, Kans.-Ap- proved March 1,4, 1913. Modified plans approved December 1, 1913, and further modified plans providing for the construction of the end piers of the bridge parallel to and partly riverward of the harbor lines approved March 7, 1914. Atlantic Coast Line Railroad Co. across the Suwanee River at Oldtown, Fla.-Reconstruction approved March 7, 1914. Frank E. Estes across Boca Ceiga Bay, about one-half mile south of Johns Pass, Fla.-Approved March 9, 1914. Northern Pacific Railway Co. across the Hoquiam River at Ho- quiam, Wash.-Approved March 10, 1914. Chicago & North Western Railway Co. across the Milwaukee River at Jefferson Street, Milwaukee, Wis.-Reconstruction ap- proved March 12, 1914. Kansas City Stock Yards Co., of Missouri, across the Kansas River, at Kansas City, Kans.-Reconstruction approved March 19, 1914. Atlantic Coast Line Railroad Co. across Trout Creek near Mill- dale, Fla.-Approved March 19, 1914. C. H. Sweetser, highway commissioner, Calcasieu Parish, La., across the United States intercoastal canal in Calcasieu Parish (one of said bridges to be located in sec. 35, T. 11 S., R. 10 W., and the other in sec. 31, T. 11 S., R. 11 W.), La.-Approved March 20, 1914. BRIDfGIG NAVIGABLE WATlRS. 1497 Talbot County, Md., across Trippes Creek, on the Llandaff Road leading from Easton to Oxford, Md.-Reconstruction approved March 24, 1914. County commissioners of Essex County, Mass., across Parker River on the Newbury Turnpike in the town of Newbury, Mass.- Reconstruction approved April 1, 1914. Talbot County, Md., across Peachblossom Creek, on the Llandaff Road leading from Easton to Oxford, Talbot County, Md.-Recon- struction approved April 2, 1914. Board of commissioners of Chehalis County, Wash., across South Bay, Grays Harbor, between Bay City and Laidlaws Island, Wash.- Approved April 2, 1914. St. Louis & San Francisco Railroad Co., across the Guadalupe River a short distance below the mouth of the San Antonio River, on the Heyser-Austwell branch of the St. Louis, Brownsville & Mexico Railroad, Tex.-Approved April 2, 1914. Duluth, South Shore & Atlantic Railway, across Waiska River near Brimley, Mich.-Approved April 9, 1914. Gulf, Florida & Alabama Railway Co., across the Alabama River near Yellow Bluff, Ala.-Approved April 14, 1914. Board of commissioners of Scioto County, Ohio, across the Scioto River at Portsmouth, Ohio.-Approved February 7, 1914. New plans approved April 15, 1914, and instrument of February 7, 1914, canceled. Commissioners court of Brazoria County, Tex., across the Brazos River between Velasco and Freeport, Tex.-Approved April 16, 1914. Board of supervisors of Monroe County, N. Y., across the Genesee River at Charlotte, N. Y.-Approved April 16, 1914. County court at Logan County, W. Va., across the Guyandot River at Chapmanville, W. Va.-Approved April 22, 1914. County court of Logan County, W. Va., across the Guyandot River at Logan, W. Va.-Approved April 23, 1914. Washington Southern Railway Co., across Occoquan Creek, Va.- Reconstruction approved April 24, 1914. Board of chosen freeholders of Salem County, N. J., across the Salem River at Salem, N. J.-Approved April 27, 1914. Police jury of the parish of St. Martin, La., across Bayou Teche at Cecelia, La.-Approved April 27, 1914. Maryland State Roads Commission, across College Creek at An- napolis, Md.-Reconstruction approved May 7, 1914. Union Terminal Co., across the Trinity River at Dallas, Tex.- Temporary bridge approved May 9, 1914. Board of commissioners of Lake County, Ind., across the Indiana Harbor Canal at Dickey Place, East Chicago, Ind.-Approved May 9, 1914. Board of commissioners of Edgecombe County, N. C., across the Tar River near Tarboro, N. C.-Reconstruction approved May 9, 1914. Board of county commissioners of Pinellas County, Fla., across Long (Four Mile) Bayou, Fla.-Approved May 13, 1914. County of Itasca, Minn., across Ball Club River about 27 miles below Winnibigoshish Reservoir, Minn.-Approved May 13, 1914. Boush Creek Land Corporation, Norfolk, Va., across Boush Creek at Mulberry Street, Terminal Heights Corporation, Norfolk County, Va.-Approved May 14, 1914. 1498 REPORT OF THE CH1IEF OF ENGINEERS, U. S. ARMY. River Terminal Railway Co., Cleveland, Ohio, across the Cuya- hoga River about 90 feet north of Clark Avenue, Cleveland, Cuya- hoga County, Ohio.-Approved June 26, 1913. New plans approved May 15, 1914. County roads engineers of Caroline and Talbot Counties, Md., across the Tuckahoe River between the towns of Queen Anne, Talbot County, and Hillsboro, Caroline County, Md.-Reconstruction ap- proved May 18, 1914. County commissioners of Essex County, Mass., across the Merri- mac River (known as " Rocks Bridge ") between Haverhill and West Newbury, Mass.-Reconstruction approved May 19, 1914. Board of chosen freeholders of Camden County, N. J., across Newton Creek at Broadway, between Camden and Gloucester, N. J.- Reconstruction approved October 16, 1912. New plans approved May 22, 1914, and instrument dated October 16, 1912, canceled. City of Petersburg, Va., across the Appomattox River (Bishops Bridge) at Petersburg, Va.-Reconstruction approved May 26, 1914. Interborough Rapid Transit Co., New York City, N. Y., across the Harlem River at One hundred and twenty-ninth Street and Second Avenue, New York, N. Y.-Reconstruction approved May 28, 1914. County commissioners of Wicomico County, Md., across the south prong of the Wicomico River at Camden Avenue and South Division Street, respectively, Salisbury, Md.-Approved May 28, 1914. New plans approved June 1, 1914, and instrument dated May 28, 1914, canceled. Board of chosen freeholders of the counties of Camden and Bur- lington, N. J., across Pensauken Creek on the line of the Camden and Burlington Road, at Five Points, N. J.-Reconstruction. Approved June 10, 1914. Board of chosen freeholders of the county of Burlington, N. J., across Bass River, in Bass River Township, Burlington County, N. J.-Reconstruction. Approved June 10, 1911. Wisconsin Highway Commission (on behalf of the village of Prairie du Sac and the town of West Point, Wis.), across the Wis- consin River at Prairie du Sac, Wis.-Approved June 12, 1914. Lexington & Eastern Railway Co., across the North Fork of the Kentucky River near Hazard, Ky.-Approved June 12, 1914. Board of supervisors of Sacramento County, Cal., across the Sac- ramento River at Walnut Grove, Cal.-Approved June 17, 1914. Carolina, Atlantic & Western Railway, across the Santee River at Lenuds Ferry, S. C.-Approved June 19, 1914. Police jury of Red River Parish, La., across Loggy Bayou, Red River Parish, La.-Approved June 19, 1914. Carolina, Atlantic & Western Railway, across the Cooper River near Strawberry Ferry, S. C.-Approved June 23, 1914. Philadelphia, Baltimore & Washington Railroad Co., for and on behalf of the Delaware, Maryland & Virginia Railroad Co., across the Lewes River at Lewes, Del.-Approved June 25, 1914. Licking River Bridge Co., of Covington, Ky., across the Licking River from Twelfth Street, Covington, Ky., to Eleventh Street, New- port, Ky.-Reconstruction. Approved June 26, 1914. Washington Southern Railway Co., across Occoquan Creek, Va.- Reconstruction. Approved April 24, 1914. New plans approved June 29, 1914, and instrument dated April 24, 1914, canceled. BRIDGING NAVIGA3BLE WATE S. 1499 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: Pennsylvania Railroad Co., across Raccoon Creek at Swedesboro, N. J.-Notice dated July 19, 1913, was served on the company August 5, 1913. Specified alterations to be made and completed within 10 months after date of service of notice. Ensley Southern Railway Co., across the Locust Fork of the Black Warrior River near Short Creek, Ala.-Notice dated September 10, 1913, was served on the company November 1, 1913. Specified alter- ations to be made and completed on or before February 12, 1915. City of Chicago, across the south branch of the Chicago River at Van Buren Street, Chicago, Ill.-Notice dated September 19, 1913, was served on the mayor of the city of Chicago October 2, 1913. Specified alterations to be made and completed on or before April 1, 1915. The notice dated September 19, 1913, was amended by the War Department December 22, 1913, to provide that the work of altera- tion shall be commenced on or before December 31, 1915, and be com- pleted not later than December 31, 1916. Alabama Great Southern Railroad Co., across Warrior River near Eutaw, Ala.-Notice dated September 23, 1913, was served on the company November 1, 1913. Specified alterations to be made and completed on or before February 12, 1915. Norfolk Southern Railroad Co., across Newport River (Gallants Channel) near Beaufort, N. C.-Notice dated October 7, 1913, was served on the company October 13, 1913. Specified alterations to be made and completed within one year from date of service of notice. Woodmere Bay Co. (Inc.), across Georges Creek, Hempstead Bay, Long Island.-Notice dated October 10, 1913, was served on the com- pany October 20, 1913. Specified alterations to be made and com- pleted within 30 days after date of service of notice. County commissioners, Wicomico County, Md., across the south prong of the Wicomico River at Camden and Division Streets, Salisbury, Md.-Notice dated October 17, 1913, was served on the county authorities October 28, 1913. Specified alterations to be made and completed within one year after date of service of notice. Galveston, Harrisburg & San Antonio Railway Co. across Brays Bayou (near its mouth) at Harrisburg, Tex.-Notice dated Novem- ber 5, 1913, was served on the company December 29, 1913. Speci- fied alterations to be made and completed within one year after date of service of notice. County commissioners of Manatee County, Fla., across Braden River (or creek) about one-fourth mile above its mouth.-Notice dated November 28, 1913, was served on the county authorities De- cember 10, 1913. Specified alterations to be made and completed within six months after date of service of notice. The notice dated November 28, 1913, was amended by the War Department June 6, 1500 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 1914, to provide that the time for the completion of the alterations be extended three months. Police jury, Iberville Parish, La., and the Texas & Pacific Rail- road Co., across Bayou Plaquemine at Plaquemine, La.-Notices dated January 14, 1914, were served on the police jury, Iberville Parish, January 22, 1914, and on the railroad company January 23, 1914. Specified alterations to be made and completed within four months after date of service of notice. Boston, Revere Beach & Lynn Railroad Co. across Saugus River at Lynn, Mass.-Notice dated March 12, 1914, was served on the company March 16, 1914. Specified alterations to be made and com- pleted on or before February 1, 1915. City of Beverly, Mass., across Bass River at Bridge Street, Bev- erly, Mass.-Notice dated April 14, 1914, w'as served on the mayor of Beverly April 23, 1914. Specified alterations to be made and completed on or before September 1, 1914. Bridge of the Wilmington Railway Bridge Co. across the Cape Fear River (Northeast Branch) at Wilmington, N. C.-Notice dated May 16, 1914, was served on the company May 23, 1914. Specified alterations to be made and completed within 18 months after date of service of notice. 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: 1. Dam of the Byron Water Power Co. across Rock River at Byron, Ill.-The construction of a dam at this locality was author- ized by act of Congress approved February 18, 1911, and plans and map of location were approved July 8, 1913. 2. Dam of the Georgia-CarolinaPower Co. across Savannah River at or near Stevens Creek, S. C.-The construction of a dam at this locality was authorized by act of Congress approved August 5, 1909, general plans and location were approved July 20, 1910, and Novem- ber 26, 1912, and detailed plans were approved July 8, 1913. 3. Dam of the Alabama Power Co. across Coosa River, Ala., at the place selected for Dam No. 12.-The construction of a dam at this locality was authorized by act of Congress approved March 4, 1907, and plans and map of location were approved July 8, 1913. 4. Dam of the Muscogee Water Power Co. across Grand River near Fort Gibson, Okla.-Plans and map of location of a dam to be built at this locality were approved July 18, 1913, under authority of State law. 5. Dam of the International Power &cManufacturing Co. across the Pend d'Oreille River at a point about 9 miles below Metalline REPAIRS TO AQUEDUCT BRIDGE. 1501 Falls, Wash.-The construction of a dam at this locality was au- thorized by act of Congress approved February 25, 1907, as amended by act approved May 20, 1912. Plans and map of location were approved July 30, 1913. 6. Dam of the Electrical Development Co. across Red Lake River, Minn., about 4 miles above the city of Cookston, Minn.-Plans and map of location for a dam at this locality were approved August 5, 1913, under authority of the laws of the State of Minnesota. 7. Dam of the Hydro-Electric Co. of West Virginia (successors to the Mountain Park Land Co.) across Cheat River, about 34 miles above its mouth, just south of the Pennsylvania-West Virginia State line.-Plans and map of location for a dam at this locality were ap- proved July 3, 1912, under authority of the laws of West Virginia, and modified plans were approved August 6, 1913. 8. Dam of the Rainy River Improvement Co. across the outlet of Lake Namakan, Minn.-The construction of a dam at this locality was authorized by act of Congress approved February 24, 1911. Plans and map of location were approved September 2, 1913. 9. Temporary dam of the J. Neils Lumber Co. in Mississippi River at the outlet of Cass Lake, Minn.-Plans and map of location for a temporary dam at this locality, under authority of the act of Congress approved June 27, 1902, were approved October 13, 1913. 10. Dam of the Sacramento Valley Westside Canal Co. in Sacra- mento River, Cal.-The construction of structures for diverting the waters of the Sacramento River, Cal., for irrigation purposes, was authorized by act of Congress approved May 6, 1906; map of loca- tion and plans of the Central Canal & Irrigation Co. of California for a part of the work were approved June 27, 1908, and supple- mental plans of the Sacramento Valley Westside Canal Co., succes- sors to the Central Canal & Irrigation Co. of California, were approved March 30, 1914. 11. Dam of George E. and William L. Marks across an arm of Greenwich Cove, Long Island Sound.-Plans and map of location for the construction of a dam at this locality were approved May 18, 1914, under authority of section 10 of act of Congress approved March 3, 1899. 12. Dam of the Beaumont navigation district of Jefferson County, Tex., across Taylors Bayou near the mouth.-General plans and map of location for a dam at this locality were approved September 30, 1912, and modified plans were approved March 3, 1914, and May 20, 1914. 13. Dam of the Carpenter-O'BrienCo. across Cedar Creek, Duval County, Fla., at a point just above its confluence with the St. Johns River.-Plans and map of location for a dam at this locality were approved May 21, 1914, under authority of the laws of the State of Florida. 'REPAIRS TO AQUEDUCT BRIDGE, DISTRICT OF COLUMBIA. Operations under this head were in charge of Col. W. C. Langfitt, Corps of Engineers, to January 5, 1914; in charge of Lieut. Col. H. C. Newcomer, Corps of Engineers, from that date to March 12, 1914; and in charge of Maj. C. W. Kutz, Corps of Engineers, from that date to the end of the fiscal year. 1502 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The officer in charge had under his immediate orders Capt. Jarvis J. Bain, Corps of Engineers, from the beginning of the fiscal year until November 30, 1913, and Capt. Lewis Hi. Watkins, Corps of Engineers, from December 8, 1913, to the close of the fiscal year. Examination and repair of piers.-The piers of the Aqueduct Bridge, constructed to carry a canal across the Potomac at Wash- ington, 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. The wooden structure and piers were pur- chased under act of Congress (Public, No.-89) approved June 21, 1886. This act appropriated the sum of $240,000 and provided for the purchase, at a cost not to exceed the sum of $125,000, and for removing the old wooden structure and erecting a new iron bridge in place thereof. The 10 iron spans were constructed in place under the direction of the Secretary of War, and the new bridge was com- pleted on March 3, 1888. Complete description of this work is given in the Annual Reports of the Chief of Engineers for 1887, pages 899 to 910, which contains a map; for 1888, pages 789 to 795; and for 1889, pages 989 to 990. The custody and control of the bridge was turned over to the Commissioners of the District of Columbia on September 15, 1888. Shortly after the great freshet of June 2, 1889, pier No. 1 was observed to have moved several inches, and lesser injuries were noticed in some of the other piers. The Com- missioners repaired these injuries and also made subsequent repairs up to 1893. The bridge is supported by two abutments and eight piers spaced about 114 feet apart, center to center. The piers have a batter of 1 inch to the foot; their ends are semicircular in plan, and the up- stream ends are provided with cut granite ice breakers projecting about 15 feet beyond the upper part of the pier. According to the report on the original construction, hydraulic cement was used in the mortar; but from the more recent examination and from the observations made during reconstruction of three piers, it was ascer- tained that original mortar was of very inferior quality and it was poorly distributed. The mortar joints in the abutments and piers above the water have been cleaned out and pointed up with Port- land cement mortar, and consequently these upper portions are in fair condition. For convenience in designating them, the piers are numbered 1 to 8, beginning the count from the Virginia end. Piers Nos. 3 and 6 are about 16 feet wide and 50 feet long at the top, and the other piers are about 8 feet wide and 42 feet long at the top. The top of copings is 30 feet above mean low water. The rock bot- tom of the river is from 24 to 35 feet below mean low water, and will average about 28 feet below mean low water. The iron spans are of light construction, 114 feet long, having two trusses 23 feet and 7 inches apart. Each truss is 19 feet deep and is divided into six panels of 19 feet each. The width of roadway was 24 feet, with two sidewalks of 6-foot width. The first repair work to the subaqueous portion of abutments and piers done under direction of the War Department was done in accordance with a resolution of Congress dated January 21, 1893, REPAIRS TO AQUEDUCT BRIDGE. 1503 which required that an examination and report on abutments and piers be made. The report, with estimate of cost, $51,070, for nec- essary repairs, was submitted to the Secretary of War on July 17, 1893 (see Annual Report of the Chief of Engineers for 1895, pp. 4085-4099). The act of Congress of August 7, 1894, making appro- priation for carrying on the work in the District of Columbia dur- ing the fiscal year ending June 30, 1895, appropriated the estimated amount, $51,070, for the repairs to the bridge and required that the work should be done under the direction of the Chief of Engineers, by contract or otherwise, and by the purchase of material in open market, in order to prevent delay in the prosecution of the work. The work was done under contract and was completed in July, 1896. Piers Nos. 2, 3, 5, 6, 7, and 8 were repaired with Portland cement concrete in bags put in place by a diver, and pier No. 4 was par- tially repaired by means of a cofferdam within which the defective masonry was rebuilt (see Annual Report of the Chief of Engineers for 1896, pp. 3883-3889). The total expenditure was $46,379.70, and the balance of the appropriation, $4,690.30, reverted to the United States Treasury. It developed from this work that the condition of the masonry of Pier No. 4 was of poor quality, rendering the pier unsafe even after the above repairs were made. Accordingly it was decided to ask Congress for a further appropriation to remove the old pier com- pletely and replace it by masonry of proper and safe quality founded on the solid rock bed. The estimated cost of the renewal was $65,000, and this sum was appropriated by the act of Congress (providing for funds of the District of Columbia for the fiscal year 1897) ap- proved June 8, 1896, to be available until expended. The work of removal was begun May 28, 1897; was suspended on April 29, 1898 (see Annual Report of the Chief of Engineers for 1898, pp. 3571- 3573) ; was resumed again on September 14, 1899, and was completed December 13, 1900 (see Annual Report of the Chief of Engineers for 1900, p. 5124; and for 1901, pp. 3638-3640). The cost of this renewal was $49,614.09, and the unexpended balance, $15,385.91, was made available by subsequent acts of Congress for repairs to abutments and piers. Examination and repairs were made to Piers Nos. 1, 3, 5, 6, 7, and 8 between April 29 and June 13, 1901, and are fully de- scribed in Annual Report of the Chief of Engineers for 1901, pages 3639 and 3640. The District of Columbia appropriation act approved July 1, 1902, appropriated $65,000 for the reconstruction of Pier No. 5. Prepara- tory work for reconstruction of Pier No. 5 was begun in August, 1903. During December, 1903, a diver made examination of Piers Nos. 1, 2, 6, 7, and 8, and repairs were made during May and June, 1904 (see Annual Report of the Chief of Engineers for 1904, pp. 3877-3879). Demolition of Pier No. 5 was begun July, 1904; lay- ing of masonry in new Pier No. 5 was begun in August, 1904, and construction of new Pier No. 5 was completed October 22, 1904. The total cost was $63,439.11; the balance, $1,560.89, was made available by subsequent act of Congress for periodical examinations and re- pairs to remaining piers. Examination of old piers was made dur- ing December, 1906, and repairs were made during April and May, 1907 (see Annual Report of the Chief of Engineers for 1905, pp. 2603-2605; and for 1907, pp. 2271-2273). 1504 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The District of Columbia appropriation act approved March 2, 1907, appropriated $80,000 for the reconstruction of Pier No. 1. Preparatory work for reconstruction was begun August 15, 1907. Removal of pier was begun on March 24 and was completed on April 24, 1908. Construction of new pier was begun on April 25 and was completed on June 30, 1908. The total cost of reconstruc- tion of Pier No. 1 was $65,322.22; the balance, $14,677.78, reverted to the appropriation (see Annual report of the Chief of Engineers for 1908, pp. 2345-2347). During September and October, 1908, exami- nation of and repairs to old Piers Nos. 3, 6, 7, and 8 were made (see Annual Report of the Chief of Engineers for 1909, p. 2302). Ex- amination of and repairs to old piers and abutments were made during April and May, 1910 (see Annual Report of the Chief of Engineers for 1910, pp. 2623-2625). Examination of and repairs to old piers and abutments were made during October and November, 1911 (see Annual Report of the Chief of Engineers for 1912, pp. 3455-3456). During November, 1912, examination of and repairs to old piers and abutments were made (see Annual Report of the Chief of Engineers for 1913, pp. 3177 and 3178). The work of the fiscal year was done by hired labor and consisted in cleaning out all masonry joints of old abutments and old piers above the water and pointing them up with Portland cement mortar and in making a thorough examination of and repairs to the masonry of the portions of old piers and abutments below the water line. For a description of this work attention is invited to the district officer's report. The total expenditure for the fiscal year was $3,056.05, and for all repairs and the reconstruction of Piers Nos. 1, 4, and 5 to June 30, 1914, was $235,957.97. The cavities which are found by the diver during his examination are repaired by filling them with Portland cement concrete placed in burlap bags and lowered to the diver, who builds them into the masonry. The diver thus carefully fills all cavities and crevices which he has been able to find. 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 impracticable even for temporary repairs. It is recommended that the unexpended balance of $14,677.78 from the act of March 2, 1907 (34 Stats., 1130), appropriating $80,000 for the reconstruction of pier No. 1 of the Aqueduct Bridge across the Potomac River at Georgetown, D. C., be reappropriated and made available for the periodical examination of the piers of said bridge and making of such repairs as may be found necessary. The district officer, in his report, repeats the statement made in the last two annual reports that the time has arrived when a new and substantial bridge should be constructed which will provide for the constantly increasing traffic. July 1, 1913, balance unexpended______ __-__---- - ___ $8, 800. 00 June 30, 1914, amount expended during fiscal year_ _-----___---- 3, 056. 05 July 1, 1914, balance unexpended ...........------------------------------. 5, 743. 95 WASHINGTON AQUEDUCT. 1505 MAINTENANCE AND REPAIR OF THE WASHINGTON AQUEDUCT AND WASHINGTON AQUEDUCT FILTRATION PLANT. Operations under this head were in the charge of Lieut. Col. W. C. Langfitt, Corps of Engineers, until January 5, 1914; in temporary charge of Lieut. Col. Henry C. Newcomer, Corps of Engineers, from January 5, 1914, until March 12, 1914; and in charge of Maj. Charles W. Kutz, Corps of Engineers, from March 12, 1914, to the close of the fiscal year. The officer in charge had under his immediate orders Capt. Jarvis J. Bain, Corps of Engineers, from the beginning of the fiscal year until November 30, 1913, and Capt. Lewis H. Watkins, Corps of En- gineers, from December 8, 1913, to the close of the fiscal year. WASHINGTON AQUEDUCT, D. C., AND ACCESSORIES. Prior to 1853 the city of Washington was supplied with water taken from numerous springs and wells, but no comprehensive plan had been adopted for a safe and abundant water supply for the growing city. The original project for construction of the Washington Aqueduct was dated February 12, 1853, and published as Senate Executive Doc- 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, Md., about 14 miles above the city and 16 miles from the present filtration plant, and with water from Little Falls Branch. This project included a dam at Great Falls, a circular conduit 9 feet in diameter to Dalecarlia Res- ervoir, which formed a receiving and settling basin, and a conduit of the same size to Georgtown Reservoir, about 2 miles above the city. This was the distributing reservoir, and mains were laid from it to the various Government buildings. The cities of Washington and Georgetown were permitted to tap these mains and distribute water to the inhabitants. The project also included a high-service reservoir to serve that part of Georgetown too high to be served by gravity. 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 estimated daily capacity of this original project was 67,560,400 gallons. The estimated population of Washington in 1852 was 49,339. Georgetown, by the census of 1850, contained 8,366 inhabi- tants, making a total of 58,000 to be supplied by the water system. This system of water supply, with certain modifications and ex- tensions, has continued in use to the present day. The modifications and extensions of the original project are as follows: 1. In order to obtain ready access to all parts of the aqueduct, the Conduit Road from Foxhall Road to Great Falls was opened up and improved between 1870-1875. 2. The dam at Great Falls was extended to the Virginia shore in 1886, and in 1896 it was raised, thereby increasing the capacity of the aqueduct from the extreme daily capacity of 67,000,000 gallons, with a safe daily capacity of 50,000,000 gallons, to the present ex- treme daily capacity of 90,000,000 gallons, with a safe daily capacity of 69,000,000 gallons. 60993o-ENG 1914-----95 1506 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 3. The water from Little Falls Branch becoming polluted, it was excluded from the system in 1895 by means of a drainage canal, a dam, and tunnels above Dalecarlia Reservoir. 4. The great distance of the distributing reservoir frort the city caused a large loss of head in the gravity distribution system. To improve this condition the Washington Aqueduct Tunnel, between Georgetown Reservoir and McMillan Park Reservoir, was completed and put into service in 1902. The mains from Georgetown Reser- voir were shut off and McMillan Park Reservoir became the dis- tributing reservoir, with a water level at elevation 144 feet above mean low tide. This improvement had the effect of materially in- creasing the head throughout the gravity distribution system. 5. The entire distribution system was placed under the control of the District government, subject to certain regulations, and has since remained under its control. 6. In 1905 the slow-sand filtration plant was completed and put into service. It consists of 29 beds, each an acre in extent. In 1906 the grounds surrounding and including the filtration plant and Mc- Millan Park Reservoir were named McMillan Park. Complete plans for parking the grounds were prepared by Olmsted Bros. in 1910. 7. It having been found impossible to provide a perfectly clear and satisfactory effluent at times of great turbidity by means of the filters alone, a preliminary treatment plant was built in 1910 near Dale- carlia Reservoir. Georgetown Reservoir became the settling basin for this plant, and it was remodeled in 1911-1913 in order to increase its efficiency. 8. The increased demand for water, due to the increase in popula- tion, has within the last few years begun to tax this water-supply sys- tem to the limit of its safe capacity. To offset this increased demand, steps were taken in 1908 to prevent leakage and waste of water. Appropriations were made in 1910, 1912, and 1913 for metering the water supplied to certain Government buildings, and the District government has metered more than 50 per cent of the domestic services. The total amount expended on original and modified projects, in- cluding original work, operation, and maintenance, to June 30, 1913, was $13,196,175.75. The act, of March 4, 1913, provided for the operation, care, main- tenance, and improvement of the water-supply system during the fiscal year 1914 under the following heads: 1. Washington Aqueduct, District of Columbia, maintenance and operation -------------------------------------- $34, 500. 00 2. Continuing surfacing the Conduit Road---------------------15, 000. 00 3. Emergency fund--------------------------------------3, 429. 16 4. Continuing parking grounds, McMillan Park_------------------ 2, 000. 00 5. Continuing lining unlined sections of the aqueduct tunnels------- 10, 000. 00 6. Purchase, installation, and maintenance of meters in certain Gov- ernment buildings ----------------------- __________ ___ 4, 700. 00 7. Washington Aqueduct, District of Columbia, filtration plant, and plant for prgliminary treatment of water supply, main- tenance and operation -------------------------------- 91, 000. 00 Total - --- -160, 629. 16 The total expenditure during the fiscal year ending June 30, 1914, was $161,065.71. WASHINGTON AQUEDUCT. 1507 References to examinations, surveys, reports, and plans. Congressional documents. ngineers. Chief of rE Subject. House or No. Congress. Session. Year. Page. Senate. 1. Lieut. Meigs's project for water sup- Senate.. 48 Thirty-second. Second.. 1853 ........ ply. 3 2 2. Conduit Road 3............. ....... ..... ................ ...... ......... 1912 3464-3465 3. Aqueduct tunnell 3................ ....... . .. ..................... 1883 2322-2325 4. Construction of dam at Great Falls .. .. .............................. 1884 2319-2321 5. Raising dam at Great Falls a. ............ .................... 1896 3926-3929 6. Drainage canal around Dalecarlia ......... ................................ 1895 4121-4128 Reservoir. a 7. Filtration plant 1 .. ............. Senate .. 259 Fifty-sixth.... First........... ...... 8. Preliminary treatment plant a..... ........... ..... ......... .. ..... 1911 1100, 2955 9. Remodeling Georgetown Reser- ............................ ....... 1912 3466 voir.1 3 10. Metering Government water supply ......... ......... ............ 1912 3465-3466 11. Investigation for additional 4water House... 347 Sixty-first..... Second....... ...... supply from Potomac River. 12. Investigation for additional 4water ... do..... 1266 Sixty-second.. Third.................... supply from Patuxent River. 4 and ... do.... 13. Investigation for water supply 1400 ..... do ............ do..... ........ .......... power from Potomac River. 1Contains maps, plans, etc. =Basis of projects adopted by Congress. 'No maps. 4Reports on mcreasing water supply. INVESTIGATIONS FOR INCREASING THE WATER SUPPLY. Investigations for a further increase in the water supply have covered a period of about five years, and of the numerous projects considered it is generally conceded that the choice lies between the three projects discussed in House Document 1400, Sixty-second Con- gress, third session. The sources of supply in these projects are: 1. Potomac River at Great Falls (gravity to McMillan Park Reservoir and pumping to filter beds). 2. Patuxent River (gravity to filter beds). 3. Potomac River at District line (pumping at river bank and to filter beds). Further study is being given the matter, however, with the view of submitting an estimate for commencing the work. At the close of the fiscal year definite conclusions had not been reached. OPERATIONS DURING THE FISCAL YEAR ENDING JUNE 30, 1914. A summary of the operations during the year and tables showing comparisons with the work of former years are herewith. All the work was done by hired labor. 1. Maintenance and operation of the Washington Aqueduct and its accessories.-During the year the gatehouses, bridges, conduit, reser- voirs, and grounds have been kept in good repair, and some work has been done in resurfacing the road. Turbidities.-The practice of closing the inlet gates .at Great Falls whenever the turbidity of the Potomac reaches 500 or more, as de- scribed in the Annual Report of the Chief of Engineers for 1906, pages 2090 and 2091, was continued during the fiscal year, with the 1508 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. results shown in the following table, which are, of course, only ap- proximate: TABLE 1.-Table showing tons of suspended matter entering system, etc. Amount that would have en- Amount Amount tered the Hours Amount deposited deposited deposited Amount system gates shut in Dale- in George- Millan entering if the were carlia town Park filtrationTotal. gates had closed. out. Reser- Reser- Reser- plant. been left voir. voir. Reser- continu- ously open. Fiscal year- 1905-6.............. 7,177 228.0 3,264 1,849 657 424 983 7,177 1906-7............-- .. 8,457 451.0 3,571 2, 631 411 364 1, 432 8, 409 1907-8.............. 9, 586 463.0 3,684 2,511 1,238 721 1, 498 9,655 1908-9.............. 6,092 669.0 1,899 1,198 1,348 833 814 6,092 1909-10............. 6,522 920.0 2,613 2,122 515 611 661 6, 522 1910-11............. 3,102 986.5 1,403 713 282 358 346 3,102 1911-12........... 16,979 1,857.5 5,142 8,605 1,353 1,392 487 16,979 1912-13 ............. 12,873 1,455.75 3,772 6, 277 (1) 2, 305 521 12, 873 1913-14 ............. 11, 251 1,775.9 4, 950 4, 337 21,014 583 367 11,251 SOut of Service. 2Put into service Aug. 21, 1913. Consumption and waste of water.-Tables showing the average consumption of water per 24 hours, by years from 1874 to 1906 and by months from July, 1899, to January, 1903, will be found in the Annual Report of the Chief of Engineers for 1906, page 2092. The following table covers the fiscal years 1907 to 1914, and the accom- panying diagram gives a graphic comparison with the consumption for previous years since 1903. TABLE 2.-Mawimum consumption of water for 24 hours. [In million gallons.] Fiscal years. Months. 1907 1908 1909 1910 1911 1912 1913 1914 July................. 68.90 76.17 78.93 76.16 78.32 75.78 74.42 73.68 August.............. 72.72 74.66 76.27 69.31 74.25 73.64 72.08 69.95 September ........... 75.52 80.38 74.74 66.02 70.33 65.75 71.66 70.48 October............. 77.23 75.04 72.37 71.26 70.52 66.47 66.14 63.44 November........... 72.38 68.85 88.88 64.92 63.62 67.73 57.02 60.96 December............ 78.03 69.63 65.58 67.83 70.76 62.16 58.99 56.58 January .............. 78.89 77.56 I 67.71 70. 04 68.20 92.72 • 59.19 62.31 February ............ 80.29 77.36 63.32 70.79 64.21 80.20 57.84 67.75 March............... 70.85 64.83 65.04 59.11 58.83 76.71 58.19 70.93 Aprili................75.78 67.59 64.94 66.53 67.63 68.39 63.83 59.81 May ................. 66.31 74.91 65.03 61.93 74.82 71.55 64.44 63.54 June.................. 71.34 78.27 71.43 70.49 74.41 69.88 68.34 69.59 MINIMUM CONSUMPTION FOR 24 HOURS. July ................. 62.76 62.59 63.11 58.52 56.67 53.70 54.83 56.78 August.............. 62.87 63.88 56.68 54.44 54.79 56.25 57.31 53.72 September........... 64. 72 59.90 57.31 52.82 54.82 51.46 55. 53 52.65 October ............ 62.81 58.20 59.86 52.33 54.44 52.21 54.24 44.76 November........... 60.53 55.83 51.72 50.36 49.52 51.59 49.18 47.44 December............ 58.07 57.19 48.97 48.32 53.03 48.60 48.55 45.08 January.............. 57.58 54.81 47.89 57.02 55.17 49.39 45.40 45.94 February............. 69.91 56.76 50.17 55.19 52.22 55.50 48.99 45.77 March.... .......... 58.71 54.97 47.83 51.64 49.57 49.88 46.90 48.39 April................ 57.76 56.08 50.17 53.79 50.37 50.86 49.75 47.38 May ................ 57.44 54.35 52.08 54.55 54.83 56.06 51.22 50.82 June................. 58.46 57.32 52.00 50. 42 55. 31 55.20 52.11 51.48 WASHINGTON AQUEDUCT. 1509 TABLE-2.-Maximum consumption of water for 24 hours-Continued. [In million gallons.] AVERAGE CONSUMPTION FOR 24 HOURS. Fiscal years. Months. 1907 1908 1909 1910 1911 1912 1913 1914 July ................ 69.18 68.64 71.08 64.45 64.22 66.17 64.94 63.64 August.............. 68.03 67.74 68.14 61.42 62.82 63.82 64.78 60.15 September........... 69.82 68.93 65.83 60.32 62.59 60.64 63.01 59.33 October............. 69.14 66.46 65.89 59.18 61.05 59.23 58.67 55.60 November ........... 65.51 61.54 60.06 55.25 57.91 56.25 54.51 53.02 December............ 65.71 62.29 57.99 56.77 62.77 53.59 53.64 50.42 January .............. 67.62 63.36 57.72 62.49 60.67 71.65 51.57 53.17 February............ 74.68 68.17 55.42 60.28 57.18 70.98 52.39 56.60 March................ 64.23 59.63 55.31 56.04 53.99 60.32 52.59 56.78 April................ 63.45 61.51 58.19 58.32 55.76 57.91 55.14 51.13 May ................. 62.47 62.96 59.25 57.76 63.04 61.25 57.82 57.10 June................. 63.52 67.96 60.12 58.37 62.18 61.63 60.24 60.40 Average........ 66.95 64.93 61.25 59.19 60.35 61.95 57.44 56.43 Population............. 329, 591 403 339, 003 343, 343, 003 348,460 354, 019 352, 936 353,297 Daily per capita con- sumption, gallons.. 203 192 179 173 173 175 162 160 Per capita consumption for 1914 is based on a population of 353,297, which is that assumed by the health department, District of Columbia. The maximum daily amount of water pumped to the filters during the year was 73,680,000 gallons. WASHINGTON AQUEDUCT, D. C., 1913, MAINTENANCE. July 1, 1913, balance unexpended -- _____----- __-___ $2, 448. 49 June 30, 1914, amount expended during fiscal year_ __ 2, 448. 49 WASHINGTON AQUEDUCT, D. C., 1914, MAINTENANCE. Amount appropriated Mar. 4, 1913--------------------------- 34, 500. 00 June 30, 1914, amount expended during fiscal year --------------32.139. 74 July 1, 1914, balance unexpended_________---------__ _ 2, 360. 26 July 1, 1914, outstanding liabilities___________________________ 2, 360. 26 2. Surfacing and improvement of the Conduit Road.--The Con- duit Road is approximately 122 miles long from Foxhall Road to Great Falls, and is a necessary feature of the current work of opera- tion and maintenance of the conduit, especially while awaiting the construction of public roads on either side. Its advantages were early appreciated, the officer in charge reporting in 1868 that it should be macadamized as soon as practicable. Between 1870-1875 $46,000 were appropriated for this purpose, and 9.4 miles surfaced. Between 1875 and 1900 $4,000 was specifically appropriated for the road, the last of which was $2,000 in 1900. The small amounts which could be spared from the regular appropriation have been wholly and totally inadequate for maintenance alone. When any consider- able amount of repairs of the road has been attempted it has been at the expense of other parts of the system requiring repair. By act of Congress approved June 26, 1912, an appropriation of $15,000 was made for beginning the surfacing of the Conduit Road; $15,000 was appropriated by act approved March 4, 1913, for contin- uing the above work; and $15,000 was appropriated by act approved July 21, 1914, for completing it. Upon completion of the work authorized this road will be surfaced and well graded throughout its 1510 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. entire length. It will not, however, be wide enough to safely accom- modate the large automobile traffic now making use of it. Five accidents to automobiles have been reported within the last year. In each case the automobile ran off the embankment and in two of the five cases the machines overturned. To make the road safe it should be widened and suitable guards provided. An estimate of $15,000 is submitted for this work, and an appropriation of this amount for the fiscal year 1916, is urgently recommended. For a more complete description of the present conditions and needs, attention is invited to item 2 of the report of the officer in charge, also Appendix D D D of the Annual Report of the Chief of Engineers, 1912. During the fiscal year of 1914, 4.0507 miles of road have been re- surfaced, with broken stone and tarvia, and 14,810 cubic yards of material have been moved in reducing the grades of the road between Angler's Clubhouse and Great Falls. This nearly completes the surfacing of the road between Foxhall Road and Angler's Club 102 miles, and completes 98 per cent of the grading between Angler's Club and Great Falls, 24 miles. WASHINGTON AQUEDUCT, DISTRICT OF COLUMBIA, 1914, SURFACING AND IMPROVE- MENT OF CONDUIT ROAD. Amount appropriated by act approved March 4, 1913 __- .... - - $15, 000 June 30, 1914, amount expended during fiscal year .._____--- ___--__- 15, 000 3. Emergency fund.-An emergency fund of $5,000, to be used only in case of a serious break requiring immediate repair in one of the important aqueduct or filtration-plant structures, was first ap- propriated May 26, 1908, and has been reappropriated each year to the present time. No expenditures were made until last year. On October 26, 1912, one of the main pumping engines at the filtration plant was badly wrecked by the bursting of the crank disk. As this accident endangered the water supply, steps were irmnedi- ately taken toward repairing this engine, which repairs were promptly completed by the Harrisburg Foundry & Machine Works, Harrisburg, Pa., where this engine was made. The cost of the above work was $1,570.84. Payment was made from the emergency fund and the balance remaining was reappro- priated by act dated March 4, 1913. Amount appropriated by act approved March 4, 1913______________ $3, 429. 16 June 30, 1914, amount expended during fiscal year________________ 0. 00 July 1, 1914, balance unexpended_- ------ __________________ 3, 429. 16 July 1, 1914, balance available______________________________ 3, 429. 16 (Reverted and dropped.) 4. Continuation of parking grounds of McMillan Park Reser- voir.-This reservoir, situated near the Soldiers' Home, has a ca- pacity of 300,000,000 gallons. The park has an area of 118 acres. Plans were drawn by Olmstead Bros. for attractively parking this whole area. The act of Congress providing for the expenses of the government of the District of Columbia, approved May 26, 1908, authorized the expenditure of not exceeding $6,000 for parking the grounds at the Washington City Reservoir, the funds to be available until the close of the fiscal year 1909. The work performed during WASHINGTON AQUEDUCT. 1511 that year is described at page 2327 of the Annual Report of the Chief of Engineers for 1909. The sum of $2,000 appropriated by act of Congress, approved May 18, 1910, for continuing the project, was expended on that part of the park south of the reservoir. The sum of $2,000 was appropriated by act of Congress approved March 2, 1911, and also the sum of $2,000 by act of Congress ap- proved June 26, 1912, for continuing the project. During the fiscal year 1914, 1,634 square yards of sidewalk were laid; 113 trees and 2,227 shrubs were set out; 1,281 cubic yards of soil were purchased; 5 flights of concrete steps, 387 linear feet of concrete curb, and 2 catch basins were built; 50 linear feet of tile drain pipe were laid; 128 square yards of court paving were removed; and 616 linear feet of road was built. In order to complete this work it will be necessary to lay 11,021 square yards of concrete sidewalk; set out 1,040 trees and 15,439 shrubs; to do 12,000 cubic yards of grading; to purchase 12,596 cubic yards of soil; to build 11 flights of concrete steps, 7,413 linear feet of concrete curb; to remove 14,808 square yards of court paving; to build 581 cubic yards of retaining wall; to move 1,400 linear feet of fence; and to surface 3,024 linear feet of road. This parking is about 30 per cent completed. All of the improvements which are now being made are in strict conformity to the plans. An estimate of $14,000 is submitted for continuing the work of parking during the fiscal year 1916. WASHINGTON AQUEDUCT, DISTRICT OF COLUMBIA, 1914-PARKING GROUNDS, M'MILLAN PARK RESERVOIR. Amount appropriated by act of Mar. 4, 1913__-__-------------- -- _ $2,000. 00 June 30, 1914, amount expended during fiscal year________ ___ 1, 981. 94 July 1, 1914, balance unexpended--_-------------------------- 18. 06 July 1, 1914, outstanding liabilities------------------------- 18. 06 5. Continuing the lining of unlined sections of the aqueduct tun- nels.-The total length of unlined tunnel of the aqueduct through rock was 4,364 feet, and there are places where the rock is disintegrat- ing and falling from the sides and roofs. Those places should be lined, both for the sake of the stability of the aqueduct and to remove the danger to the lives of the employees engaged in cleaning and inspection. The best engineering practice of the present day requires the lining of all tunnel in rock for aqueduct use. By act of Congress approved March 2, 1911, the sum of $8,000 was appropriated for beginning the work, and the sums of $10,000 by act approved June 26, 1912, and $10,000 by act approved March 4, 1913, were appropriated for continuing it. During the fiscal year 1914, 150 linear feet of 15-inch drain, 122 linear feet of concrete invert, and 456 linear feet of concrete arch lining were placed. The work of lining the unlined sections of the aqueduct tunnels is 17 per cent completed. WASHINGTON AQUEDUCT, DISTRICT OF COLUMBIA, 1913-LINING TUNNELS. July 1, 1913, balance unexpended -------------- $1, 118. 12 June 30, 1914, amount expended during fiscal year _____--------- _ 1, 118. 12 1512 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. WASHINGTON AQUEDUCT, DISTRICT OF COLUMBIA, 1914-LINING TUNNELS. Amount apprqpriated by act approved Mar. 4, 1913_--- ..... --- _ $10, 000. 00 June 30, 1914, amount expended during fiscal year ___________-_ 8, 798. 59 July 1, 1914, balance unexpended _______ ___ _--____----_ 1, 201. 41 July 1, 1914, outstanding liabilities---- __-__----___________ --- 1, 161. 81 July 1, 1914, balance available ----------------------------------- 39. 60 6. Installation and maintenance of meters in certain Government buildings.-By act of Congress approved May 18, 1910, the sum of $7,000 was appropriated to begin the work of metering the United States buildings, reservations, and grounds during the fiscal year 1911. This provided for "The purchase, installation, and mainte- nance of water meters to be placed on water services of the Govern- ment Printing Office, the United States navy yard, and the Munici- pal Building of the District of Columbia, said meters to be pur- chased, installed, maintained, and remain under the observation and control of the officer in charge of the Washington Aqueduct." By act of Congress approved June 26, 1912, the sum of $4,850 was appro- priated for installing meters at the Marine Barracks, Soldiers' Home, Howard University, Freedman's Hospital, Walter Reed Hospital, and Zoological Park. By act of Congress approved March 4, 1913, the sum of $4,700 was appropriated for installing meters at the National Museum, Washington Aqueduct, Naval Hospital, Naval Medical School, Library of Congress, and Hygienic Laboratory buildings. The work of metering all public buildings is 37 per cent completed. During the fiscal year all the above meters were installed. WASHINGTON AQUEDUCT, DISTRICT OF COLUMBIA, 1914-METERING GOVERNMENT SERVICES. July 1, 1913, balance unexpended --- ----- --- $2, 023. 48 June 30, 1914, amount expended during fiscal year__________________ 2,023. 48 WASHINGTON AQUEDUCT, DISTRICT OF COLUMBIA, 1914-METERING GOVERNMENT SERVICES. Amount appropriated by act approved Mar. 4, 1913------------------ $4, 700 June 30, 1914, amount expended during .fiscal year_____ 4, 700 7. Washington Aqueduct, District of Columbia, filtration and pre- liminary treatment (purification) plant: Maintenance and opera- tion.-The filtration plant has been in continuous operation through- out the year, and the entire water supply of the city has been filtered. The bacteria have been reduced from an average of 280 per cubic centimeter in the McMillan Park Reservoir to an average of 7 in the filtered-water reservoir. The average turbidity has been similarly reduced from 11 to 0 parts per million. The actual number of bacteria in the city water varied from 50 to I per cubic centimeter, while the number in the river water ran from 45,000 to 17. The actual average reduction by months varied between 99.9 and 96.0 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, and in doing the WASHINGTON AQUEDUCT. 1513 necessary clerical work connected with the office. All work was done by hired labor. The total quantity of water pumped to the filters during the year was 20,596.50 million gallons, or an average of 56.43 million gallons per day. During the year 12,343 cubic yards of sand were washed and 12,775 cubic yards were replaced in the filters. The cost per million gallons filtered was $4.42. (For details of cost see Appendix B B B.) 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. The water furnished the city may be considered to have been most excellent throughout the year, since the average bacterial content was only 7 per cubic centimeter. Turbidities.-The maximum, minimum, and average turbidities of the samples of water tested during the year are shown in the follow- ing table: TABLE 3.-Turbidities. (A) MAXIMUM. Dalecarlia George- McMillan Filtered G Reservoir town Res- Park Res- Reservoir ervoir water outlet. outlet. outlet. reservoir. Fiscal year: 1906-7....... .................. .... 1,530 250 150 250 13 1907-8............................ ........ 3,000 340 250 160 20 1908-9.............................................. .... 1,500 200 170 85 8 1909-10........................ .............. 2,100 200 215 120 9 1910-11......................................... 1,500 120 70 40 1 1911-12............................. ....... 3,000 700 70 40 4 1912-13........................................ 3,000 750 .......... 95 1+ 1913-14..................................... 3,000 400 85 37 0+ (B) MINIMUM. Fiscal year: 1906-7............................... 9 7 8 6 0+ 1907-8...... ......................... ...... 7 7 8 6 0 1908-9...................................... 7 7 6 5 0 7 7 1909-10........................................... 7 2 0 1910-11........................................ 7 7 7 1 0 1911-12....................................... 7 7 7 3 0 1912-13........................................ 6 7 .... .2 0 1913-14................. ........................ 7 7 3 1 0 (C) AVERAGES. Fiscal year: 1906-7..................................... 114 46 37 29 2 ............ 1907-8.............................. 117 53 45 31 2 79 1908-9........................................... 50 32 22 1 1909-10............................... 86 30 29 18 1 41 1910-11......................................... 18 16 10 0 1911-12........................................ 208 59 23 13 0 1912-13.........................................159 51 ..... 15 0 1913-14........................................ 150 37 19 11 0 1514 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. TABLE 4.-Bacteria per cubic centimeter. (A) MAXIMUM. Dalecarlia Reservoir. George- McMillan Filtered town Park water Reservoir Reservoir water Inlet. Outlet. outlet, outlet, reservoir. Fiscal year: 1906-7 ................................... 63,000 24,000 23,000 15,000 200 1907-8...................................... 80,000 65,000 52,000 19,000 900 1908-9.................................... ..... 90,000 12,500 13,000 3,500 160 1909-10.................. ...... .. 170,000 175,000 180,000 180,000 2,800 1910-11....................................... 75,000 49,000 25,000 25,000 300 1911-12 ....................................... 124,000 119,000 20,500 10,100 460 1912-13....................................... 35,000 18,000 ...... 2,200 31 1913-14........................................ 45,000 18,000 4,700 2,800 50 (B) MINIMUM. Fiscal year: 1906-7................................... . 70 50 30 36 4 1907-8...................... ................ 16 17 28 16 4 1908-9---------..... -------....--...... -----------------......................... 38 65 25 9 2 1909-10.............................................. 37 80 43 22 3 1910-11.................. .. ......................... 25 34 33 19 3 1911-12............................................ 35 24 70 3 1 1912-13........................................... 20 15 4 1 1913-14 ...................................... 15 13 20 10 1 (C) AVERAGES. Fiscal year: 1906-7......................................... 4,850 1,940 1,680 635 31 1907-8............... ...................... 6,300 2,700 2,940 1,250 55 1908-9................................................ 3,130 1,950 950 390 21 1909-10......................................... 14,300 13,850 10,850 6,820 143 1910-11.................................. 4,820 3,370 2,080 1,390 38 1911-12.................................... 8,200 6,000 2,600 1,100 35 ......................................... 1912-13 1,190 670 ...... . 136 6 1913-14............................................ 3,200 1,200 500 280 7 TABLE 5.-Results of tests for bacillus coli. (A) TOTAL SAMPLES EXAMINED. McMillan Park Tap water or Great Falls orDal Dalecarlia Georgetown Reservoir Filtered from Reservoir Reservoir Reservoir outlet water various inlet outlet. outlet. (applied reservoir. parts of water). the city. Cubic centimeters 10 1 0.1 10 1 0.1 10 1 0.1 10 1 0.1 10 1 10 1 Fiscal year: 1905-6 ...... 108 108 108 155 155 155 121 121 121 169 169, 169 171 171 80 80 1906-7........ 156 156 156 130 130 130 131 131 131 292 292 292 292 292 523 523 1907-8........307 307 307 65 65 65 122 122 122 351 351 351 351 351 765 765 1908-9........296 296 296 40 40 40 106 106 106 365 365 365 365 365 782 782 1909-10.......286 286 286 170 171 171 177 177 177 365 365 365 365 365 774 774 1910-1........292 292 292 305 305 305 305 305 305 364 364 364 365 365 766 766 1911-12....... 301 301 301 303 303 303 218 218 218 362 362 362 362 362 770 770 1912-13....... 271 271 271 304 304 304............... 365 365 365 365 365 814 814 1913-14....... 302 302 302 302 302 302 259 259 259 365 365 365 365 365 843 843 (B) NUMBER POSITIVE. Fiscal year: 1905-6 ..... 38 21 10 62 36 8 32 18 2 *41 14 3 4 3 1 0 1906-7........ 96 68 30 75 38 16 67 39 14 95 38 4 13 6 28 5 1907-8........ 137 96 40 21 8 2 42 27 5 78 33 51 10 1 24 7 1908-9........ 115 60 25 12 6 0 29 9 3 61 26 3 3 0 9 3 1909-10....... 130 77 29 77 '1 15 67 35 11 86 38 4 12 3 17 3 1910-11....... 1101 49 15 92 35 5 60 11 2 53 8 0 3 0 12 5 1911-12.... 165 131 61 149 104 43 71 46 11 84 38 11 8 3 29 7 1912-13....... 180 129 64 166 115 52.. ........ .. 138 78 33 31 3 52 17 1913-11....... 226 157 61 192 115 25 127 60 16 97 38 6 7 1 13 8 WASHINGTON AQUEDUCT. 1515 TABLE 5.-Results of tests for bacillus coli-Continued. (C) PERCENTAGE POSITIVE. Great Falls or McMillan Park Tap water Dalecarlia Dalecarlia Georgetown Reservoir Filtered from Reservoir Reservoir Reservoir outlet water various inlet outlet, outlet. (applied reservoir. parts of water). the city. Cubic centimeters 10 1 0.1 10 1 0.1 10 1 0.1 10 1 0.1 10 1 10 1 Fiscal year-Con. 1905-6........ 35.2 19.4 9.3 40.0 23.2 5.2 26.4 14.9 1.7 24.3 8.3 1. 8 2.3 1.8 1. 3 0 1906-7........ 61.5 43.6 19.2 57.7 29.2 12.3 51.1 29.8 10.7 32.5 13.0 1.4 4.5 2.1 5.4 1.0 1907-8........ 44.6 31. 3 13.0 32.3 12.3 13.1 34.4 22.1 4.1 22.2 9.4 1.4 2.8 .3 3.1 .9 1908-9........ 38.9 20.3 8.4 30.0 15. 0 0 27.4 8.5 2.8 16.7 7. 1 .8 .8 0 1.2 .4 1909-10....... 45. 26.9 10.1 45.3 24.0 8.8 37.9 19.8 6.2 23.6 10.4 1.1 3.3 8 2.2 .4 1910-11....... 37.6 16.8 5.1 30.2 11.5 1.6 19.7 3.6 .7 14.6 2.2 0 .8 0 1.6 .7 1911-12....... 54.8 43.5 20.3 49.2 34.3 14.2 32.6 21.1 5.0 23.2 10.5 3.0 2.2 .8 3.8 .9 1912-13....... 66.9 45.5 23.9 54.5 38.1 16.9.............. 37.8 21.4 9.1 8.5 .8 6.2 1.9 1913-14....... 74.9 51.9 20.2 63.5 38.1 8.3 49. 4 23.1 6.2 26.5 10.4 1.6 1.9 .3 1.6 .9 TABLE 6.-Preliminary treatment. Total amount of Total alum used. Cost per million gallons filtered. number days used. Tons. Pounds. Labor. Alum. Supplies. Total. Fiscal year: 1911-12.................... 110 534 1,079 $0.05 $0.48 .......... $0.53 1912-13 ................... 79 328 438 .06 .33 0.18 .57 1913-14..................... 84 293 1,473 .07 .31 .01 .39 TABLE 7.-Filter runs, or periods of operation. (A) FOLLOWING BOTH RAKINGS AND SCRAPINGS. Duration in days. Million gallons filtered. Number of runs ending. Maxi- Mini- Average. Maxi- Mini- Average. mum. mum. mum. mum. Fiscal year: 1905-6............................ 72 195 38 91 497.45 116. 66 241.30 1906-7 .............................. 105 199 30 75 466.12. 101.53 217.78 .1907-8................................219 138 9 46 477.19 20.11 121.46 1908-9 ........................... 179 135 11 46 298.08 39.26 115.17 1909-10..................... .. 142 129 21 70 307.57 45.22 154.96 1910-11.............................163 139 17 62 304.83 41.55 138.78 1911-12.......................... 188 102 12 49 267.17 24.76 114.39 1912-13.............................. 165 121 16 61 252.84 53.91 131.18 1913-14........................... 123 150 35 76 346.78 64.66 156.71 (B) FOLLOWING RAKINGS. Fiscal year: 1910-11............. ............ 76 139 17 53 304. 83 41.55 114. 52 79 1911-12.............................. 78 14 44 169.16 24.76 101.05 1912-13........................... 83 121 16 54 225.57 53.91 115.48 1913-14............................ 64 133 35 73 308.04 64.66 148.42 (C) FOLLOWING SCRAPINGS. Fiscal year: 1910-11........................... 87 130 22 70 280.81 48.60 159.97 1911-12....... ................. 109 102 12 52 267.17 32.69 124.07 1912-13........................... 82 121 17 69 252.84 37.14 146.97 1913-14........................... 59 150 40 83 346.78 82.65 169.96 1516 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. TABLE 8.-Depth, scraping, and resanding. Depth of scraping, in Depth of sand replaced, in inches. Number inches. Number of filters of filters. scraped. Maxi- Mini- resanded. Maxi- Mini- mum. mum. mmum. um. Average. Fiscal year: 1905-6................... 68.07 4.47 0.53 1.77 4 17.2 12.0 15.2 1906-7.................... 97.76 4.00 .39 1.95 18 19.9 7.9 13.3 1907-8 .................... 126.67 4.10 .34 1.34 11 18.1 10.1 14.9 1908-91 .................. 137.8 4.32 .41 1.58 12 21.2 9.2 14.9 1909-10................... 87.2 3.90 .60 1.33 7 22.0 10.1 15.7 1910-11................. 91.0 3.26 .35 1.22 7 16.3 11.8 14.0 1911-12................... 104.4 2.36 .36 1.06 9 16.5 11.5 13.3 1912-13 ................... 84.6 2.80 .71 1.30 10 17.6 8.1 11.2 1913-14 ................ 62.0 4.50 1.32 1.48 6 12.7 8.0 9.9 1 Four filters filled by hydraulic injector. During the following years all filters filled by injector. TABLE 9.-Rates of sand handling. Sand removed from filters. Sand replaced in filters. Average Average Ejector Cubic rate, Ejector Cubic rate, hours. yards cubic hours yards cubic removed. yards replaced. yards per hour. per hour. Fiscal year: 1905-6.............................. ...... 16,137 ............ 5,172 .. 1906-7..................... . 4,108 25,689 02..........34,781......... 1907-8......................... .. 3,132 22,275 7.1 ........... 21,393 ....... 1908-9........................... 2,734 24,683 9.1......... ' 23,487 12.3 1909-10................................ 1,717 15,505 9.1 ......... 1116,876 10.6 1910-11.............................. 1,355 14,941 10.0 674 13,218 19.6 1911-12................................ 1,354 14,820 10.9 864 16,095 18.6 1912-13............................. 1,229 14,264 11.6 847 15,027 17.7 1913-14................................ 1,013 12,343 12.2 672 12,775 19.0 1 Part of sand replaced by carts. TABLE 1O.-Amount of work done. FILTER OPERATIONS. Million gallons Number of filters- Cubic yards of water pumped to- sand-- Sand Removed Replaced Filters. washers.Scraped. Raked. and in washed. filters. Fiscal year: 1905-6 1................ ............ 19,402.82 42.40 68.07 216,137 5,172 1906-7................................ 24, 417.73 138.70 97.76 9 3 25, 689 34,781 1907-8 .............................. 23,758.24 76.98 126.67 86 22, 275 21,393 1908-9............................ 22,435.16 119.16 137.80 36 24,683 23,487 1909-10......... .................... 21,605.44 91.777 87.2 51 15,505 16,876 1910-11......................... 22,039.95 79.920 91.0 71 14,941 13,218 1911-12.............................. 22,668.40 84.856 104.4 83 14,820 16,095 1912-13............................. 20,978.19 81.313 84.65 79 14,264 15,027 1913-14.......................... 20.596.50 69.249 62.00 62 12.343 12,775 1 First filter put in service Aug. 18; total water supply filtered after Oct. 6. 2 8,324 cubic yards washed. s 33,502 cubic yards washed. WASHINGTON AQUEDUCT. 1517 TABLE 11.--Cost per million gallons for filter operations. (A) LABOR. Office. a be. s. a w a N Fiscal year: 1905-6......... ...... $0.06 $0.05 $0.20 $0.06 $0.31 $0.06 $0.04 ...... $0.02 $0.14 $0.01 $0.95 1906-7............... .13 .02 .18 .07 .25 .02 .24.. 24 .11 .05 1.31 1907-8 ................. .18 .04 .20 .09 .17 .01 .13 $0.02 .41 .11 .03 1.39 1908-9..................17 .06 .20 .07 .18 .01 .14 .01 .35 .12 .05 1.36 1909-10................. .23 .07 .19 .05 .11 .01 .09 .01 .23 .12 .04 1.15 1910-11 ................. 22 .03 .18 .06 .09 .01 .03 .02 .07 .12 .04 .87 1911-12................. .19 .05 .18 .06 .08 .01 .03 .02 .07 .12 .03 .84 1912-13................ .19 .08 .15 .06 .07 .01 .04 .03 .11 .13 .04 .91 1913-14 .................. 20 .04 .19 .05 .07 .01 .03 .02 .20 .13 .03 .97 (B) MATERIALS. Fiscal year: 1905-6................ 0.01 ..... $.0.03 ...... $0.02 ...... ................. $0.01 0.07 1906-7 ................. 01... .02 $0.01 .06.... 0.01.. 0.20 .. 04 .35 1907-8.................010.01 .04 .04 .07 ...... .02 .19 1908-9............... .02 .02 .08 .01 .03... .01 ..... .18 ...... .04 .39 1909-10............... .02 .02 .11...... .02 ............... .. .. 05 .03 .25 1910-11..................01 .01 .07 .01 .03 ....... .03 .25 1911-12............... .02 ...... 15 0.01 .03 .03 .27 1912-13 ............... 01 .01 .05 .01 .04.... .03 .01 .11 .03 .30 1913-14 ............... 01 .................. 03 ........ .......... 0 ...... .04 .27 (C) TOTAL, LABOR AND MATERIALS. Fiscal year: 1905-6................... 0.07 $0.05 $0.23 $0.06 $0.33 $0.06 $0.04 ...... $0.02 $0.14 $0.02 $1.02 1906-7..................14 .02 .20 .08 .31 .02 .25 ...... .44 .11 .09 1.66 1907-8................ .19 .05 .24 .09 .21 .01 .13 80.02 .48 .11 .05 1.58 1908-9.................. 19 .08 .28 .08 .21 .01 .15 .01 .53 .12 .09 1.75 1909-10.............. .25 .09 .30 .05 .13 .01 .09 .01 .28 .12 .07 1.40 1910-11............... .23 .04 .25 .07 .12 .01 .04 .02 .15 .12 .07 1.12 1911-12.............. .21 .05 .33 .06 .11 .01 .03 .03 .10 .12 .06 1.11 1912-13.............. .20 .09 .20 .07 .11 .01 .07 .04 .22 .13 .07 1.21 1913-14................. .21 .04 .26 .05 .10 .01 .05 .02 .30 .13 .07 1.24 TABLE 12.-Pumping station (daily results). (A.) Million Million gallons pumped-- Tons of coal con- Station duty per C sumed per day. 100 pounds of To filters. To sand washers. coal consumed. • 14 .a . a Fiscal year: 1905-6.. 80.59 57.18 66.07 2. 062 0.089 0.747 21.71 107. 4 14. 8 6. 4 8.9 79.6 48. 2 62. 8 1906-7.. 80.29 57.44 66.89 2.120 .023 .580 21.60 120.8 15. 0 7. 0 10. 0 71.6 46.5 58.6 1907-8.. 80.38 54.35 64.91 .735 .017 .347 22.20 125. 0 12. 0 7.2 9.6 70.7 51.3 60.3 1908-9..I78.93 47.83 61.47 .875 .060 .453 22.52 122.3 13. 2 7.0 10.0 74.0 45.7 57.7 1909-10. 78.50 48.12 59.19 1.140 .008 .373 21.45 113.3 13.4 7.4 9.8 67.8 44.8 54.0 1910-11. 78.32 46 69 60.38 .808 .008 .340 21.46 120.0 13.4 7.6 9.9 64.6 42.9 54.5 1911-12. 72.72 45.61 61.94 .726 .002 .339 23.56 120.0 15.5 8.6 11.1 61.8 42.5 54.0 1912-13. 74.42 45.40 57.44 .829 .017 .348 22.61 120.0 15.3 7.7 10.6 62.3 40.8 51.3 1913-14. 73.68 44.76 56.43 .646 .062 .324 22.37 120.0 116.3 19.0 111.7 63.5 39.9 50.7 SShort ton. 1518 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. TABLE 12.-Pumping station (daily results) -Continued. (B.) Duty per Cost of coal Name of Name used. coal used. Cost per 100 pounds permillion of coal ton, of coal ft-pounds consumed. orf ork performed. Fiscal year: 1905-6........ Georges Creek Big Vein ...................... $3.34 62. 8 $0. 00238 1906-7....... .... do..................................... 3.43 58. 6 .00261 1907-8.............do........ 3.75 ........... ........................... 60.3 .00278 1908-9.......... Orenda...................................... 3.47 57.7 .00268 1909-10............. do ........................................ 13.15 54.0 .00255 1910-11...............do................................ 13.19 54.5 .00262 1911-12........... do....................................... 13.09 54.0 .00256 1012-13......... .... do ..................................... 13.24 51.3 .00282 1913-14........... do .................................... 13.14 50.7 .00309 I Corrected for increase or decrease in ash and British thermal units by United States Geological Survey. (C) COST PER MILLION GALLONS FILTERED. Office. Operat- Supplies fr iOpe Coal. and Total. Filtra- Main. repairs. tion. Fiscal year: 1905-6................................ $0. 05 $0.04 $0. 44 $0.56 $0.02 $1.11 1906-7.......... .................. .12 .02 .52 .51 .12 1.29 1907-8 ................................. .15 .04 .56 .58 .17 1.50 1908-9.................................. .16 .06 .56 .50 .15 1.43 1909-10................................. .18 .06 .66 .49 .17 1.56 1910-11..................................... .18 .02 .61 .52 .14 1.47 1911-12........................... .16 .04 .59 .47 .12 1.38 1912-13 ................................. .17 .07 .65 .61 .13 1.63 1913-14................................. .18 .09 .71 .68 .20 1.86 The above cost includes lighting McMillan Park and heating buildings. TABLE 13.-Maintenance of buildings and grounds; cost per million gallons filtered. Office. Building Trees materi- Labor. Soil. and als and Total. Filtra- Main. shrubs, miscel- tion. laneous. Fiscal year: 1905-6....... ...... .......... ............. $0.01.......................... 0. 01 1906-7...................... $0. 03 .......... . 07 ................... 0. 02 .12 1907-8. ....................... .06 $0.01 .15 .......... $0.01 .05 .28 1908-9......................... .07 .01 .22 $0.05 .01 .12 .48 1909-10....................... .12 .01 .38 .04 .01 .28 .84 1910-11..................... .08 ........... .52 .17 ..... .36 1.13 1911-12........................ .14 ............ .50 .10 .03 .22 .99 1912-13....................... .16 .01 .58 ..................... .18 .93 1913-14.................... .17 .05 .50 .06 .01 .14 93 WASHINGTON AQUEDUCT. 1519 TABLE 14. (A) TABLE SHOWING NUMBER OF DEATHS FROM TYPHOID FEVER, BY MONTHS, IN THE DISTRICT OF COLUMBIA FOR THE 17 FISCAL YEARS PRECEDING THE DATE OF THIS REPORT. I I I r i i i I - -- July. Aug. Sept. Oct. Nov. Dec. Jan. Feb. Mar. Apr. May. June. Total. Fiscalyear: 1896-97......... 8 15 25 25 18 16 13 4 4 4 6 9 147 1897-98......... 10 16 18 10 9 18 8 4 2 9 6 20 130 1898-99........ 24 22 22 28 21 16 10 4 7 6 3 6 169 1899-1900....... 38 30 28 27 26 17 6 8 10 5 12 216 1900-1901....... 20 41 29 25 28 17 7 2 8 2 4 10 193 1901-2.......... 16 33 28 21 22 16 19 8 12 9 13 9 206 1902-3.......... 21 39 25 32 19 20 9 5 9 6 6 3 194 1903-4.......... 17 26 18 19 8 14 5 5 6 10 8 8 144 1904-5......... 16 22 25 14 11 9 11 1 5 7 1 3 125 1905-61......... 15 30 23 26 14 6 6 4 5 4 10 9 152 1906-7.......... 21 32 21 25 17 4 7 '6 4 6 7 2 152 1907-8.......... 10 18 17 19 11 7 4 1 1 8 8 3 107 1908-9......... 15 13 23 17 16 13 16 8 3 8 7 7 146 1909-10......... 12 12 17 12 12 2 3 4 7 5 5 4 95 1910-11......... 6 12 13 8 9 5 6 4 4 3 8 2 80 1911-12......... 5 11 7 5 8 11 8 1 1 4 2 2 65 1912-13........ 11 9 15 11 8 6 4 4 4 2 3 5 82 1913-14........ 7 9 2 11 2 4 3 4 2 1 1 4 50 i i i i i i 1----]---- i i i-I-- 1 I i^ i--l -- - Average.... 13.5 22. 1 19.9 18.7 14.5 11.71 8.6 4. 1 5.1 5.8 15.7 6.5 136. 3 I I I I I , 1Filtered water supplied since October, 1905. (B) PRECEDING TABLE OF TYPHOID DEATHS REDUCED TO DEATH RATES PER YEAR PER 100,000 INHABITANTS. Annual July. Aug. Sept. Oct. Nov. Dec. Jan. Feb. Mar. Apr. May. June. death rate. Fiscal year: 1896-97.......... 35 65 109 109 78 70 56 17 17 17 26 39 53 1897-98........ 43 69 78 43 39 78 34 17 8 38 25 85 46 1898-99....... 102 93 93 119 89 68 42 17 29 25 12 25 59 1899-1900...... 37 158 125 116 112 108 69 24 33 41 20 49 74 1900-1901...... 82 167 118 102 114 69 28 8 32 8 16 40 65 1901-2 ......... 64 132 112 84 88 64 75 31 47 35 51 35 68 1902-3.......... 83 153 98 126 75 79 35 19 35 23 23 12 63 1903-4......... 66 100 69 73 31 54 19 19 23 38 30 30 46 1904-5......... 61 83 95 53 42 34 41 4 19 26 4 11 39 1905-6..........56 111 85 97 52 22 22 15 18 15 36 33 47 1906-7 ......... 69 105 69 82 56 13 24 20 13 20 24 7 42 1907-8.......... 35 64 60 67 39 25 14 4 4 28 28 11 32 1908-9......... 53 45 80 60 56 45 56 28 10 28 24 24 43 1909-10.........42 42 60 42 42 7 11 14 24 17 17 14 28 1910-11........ 21 41 45 28 31 17 21 14 14 10 28 7 23 1911-12 ........ 17 37 24 17 27 37 27 3 3 14 7 7 18 1912-13........ 37 31 51 36 26 19 13 13 13 7 11 17 23 1913-14.........24 30 7 36 7 14 10 14 7 3 3 14 14 Average..... 51.5 84.8 76.5 71.7 55.8 45.7 33.2 14.8 19.4 21.8 21.4 25.5 43.4 MAINTENANCE WASHINGTON AQUEDUCT (D. C.) FILTRATION PLANT, 1913-GENERAL. July 1, 1913, balance unexpended ---------------------------- $9, 690.09 June-30, 1914, amount expended during fiscal year--------------- 9, 690. 09 MAINTENANCE WASHINGTON AQUEDUCT (D. C.) FILTRATION PLANT, 1914-GENERAL. Amount appropriated by act of March 4, 1913- ----------------- $91, 000. 00 June 30, 1914, amount expended during fiscal year.- - 75, 782. 72 July 1, 1914, balance unexpended------------- --------------- 15, 217. 28 July 1, 1914, outstanding liabilities-------------------------- 15, 217.28 1520 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Estimates for the fiscal year ending June 30, 1916. For operation, including salaries of all necessary employees, mainte- tenance, and repair of the Washington Aqueduct and its acces- sories, the McMillan Park Reservoir, the Washington Aqueduct tunnel, the filtration plant, the plant for the preliminary treatment of the water supply, authorized water meters on Federal services, motor trucks, and for each and every purpose connected there- with, including the erection of a new storehouse at the filtration plant, and the purchase and maintenance of motor truck, horses, vehicles, and harness, if necessary ___-------------------------- $124, 000 NOTE.-This item differs from that in previous appropriations, in that two appropriations, one of $33,000 for operation, mainte- nance. and repair of the Washington Aqueduct, etc., and one of $91,000 for operation, maintenance. and repair of the Washington Aqueduct, District of Columbia, filtration plant, have formerly been made, whereas in this estimate the two are combined into a single item. Economy of operation, maintenance, and repair, and' better administration of the water-supply system will result if the appropriations for these two parts of the system are combined, since a great part of the property, tools, etc., belonging to the one, and to a certain extent the men employed on the one, are from time to time required on the other. The new storehouse included in this item is to take the place of the old aqueduct office and stables now at 2728 Pennsylvania Avenue, which will be torn down. The new storehouse will be used to store the motor trucks and several other items of Washington Aqueduct and filtration plant property. For ordinary repairs, grading, opening ditches, and other maintenance of the Conduit Road____----____------------_--_ ------ 5, 000 NOTE.-The increasing use of the Conduit Road by all sorts of vehicles, and especially by automobiles, has so much increased the wear and tear upon it that not less than the sum of $5,000 will be needed annually to keep it in good order. For widening and improving the Conduit Road_------------------- 15, 000 NOTE.-This road is too narrow to safely accommodate the traf- fic now using it. Five automobile accidents were reported last year, one with fatal result. It .should be increased in width and suitable guards provided. For emergency fund, to be used only in case of a serious break re- quiring immediate repair in one of the important aqueduct or fil- tration-plant structures, such as a dam, conduit, tunnel, bridge, building, or important piece of machinery; all expenditures from this appropriation shall be reported in detail to Congress ------- 5, 000 For continuation of parking grounds around McMillan Park Reser- voir -_ __--- s ---------- 5,000 NOTE.-This item is increased $2,000 over the appropriation for the fiscal year ending June 30, 1915, as it is estimated that the economical prosecution of the work of continuing grading, sodding, seeding, planting of trees and shrubs, and the construction of side- walks will require the expenditure of the sum of $5,000 during the fiscal year ending June 30, 1916. For continuing the lining of such portions of the unlined sections of the tunnels of the Washington Aqueduct as may be necessary to prevent the disintegration and fall of rock---------------------__ 12, 000 NoTE.-This item is increased $2,000 over the appropriation for the fiscal year ending June 30, 1914, on account of the fact that the installation of plant and accessories will permit more rapid prog- ress. It is estimated that $12,000 will be required for economically and expeditiously prosecuting the work as opportunities offer dur- ing the fiscal year 1916. To complete the lining of the unlined portions of the aqueduct will cost about $67,200. 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 PUBLIC BUILDINGS AND GROUNDS, DISTRICT OF COLUMBIA. 1521 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____ $23, 750 NOTE.-It is believed that the installation of meters will assist in the detection of leakage and in the material diminution of waste. The estimated cost, as stated in the report on increasing the water supply of the District of Columbia, published in House Document No. 347, Sixty-first Congress, second session, was $50,000. The appropriation for the purpose made for the fiscal year ending June 30, 1915, is $4,300. The item of $23,750 requested above is for the purpose of completing the work. The work covered by the above estimate will be done by hired labor. For preliminary work on the Great Falls water-power project and for increasing the water shpply; also for the acquiremeqt of land and water rights therefor, either by ordinary methods of purchase or by condemnation proceedings, if in the opinion of the Chief of Engineers, United States Army, such course is deemed advisable, and for all other necessary purposes, to be available immediately and until expended, provided that $1,000,000 of the said amount shall be applied to construction needed for the increased water supply, one-half of which sum of $1,000,000 shall be furnished by the United States and is appropriated out of any money in the Treasury not otherwise appropriated, and one-half is appropriated out of the revenues of the District of Columbia, and that the re- maining $2,000,000 shall be applied to power construction and is appropriated out of any money in the Treasury not otherwise appropriated ------------------------------------------------ 3, 000, 000 NOTE.-It was shown in the report published in House Document No. 1400, Sixty-second Congress, third session, concerning the water supply of the Dis- trict of Columbia and water power at Great Falls, that the maximum daily draft of water already exceeds a safe amount for the present storage and pumping capacity of the water-supply system. It was also shown that in probably less than eight years the average daily consumption will also exceed the safe amount. In order to provide for delays in construction and for unforeseen contingencies, the work of increasing the water supply of the city of Washington should therefore be commenced without undue delay. It is proposed to apply the above sum of $3,000,000 to the acquirement of land and water rights by ordinary methods of purchase or by condemnation proceedings; to the purchase of materials, by contract or otherwise, as may be most economical and advantageous to the United States; to the payment of a pro rata share of the expenses of the United States Eangineer Office; and to the payment of services in erecting the power plant. It will be noted that the money proposed to be expended upon the power plant proper is to be furnished entirely by the United States, and only the part relating to the water-supply project is appropriated on the share-and-share principle. It is believed that this is a proper procedure, inasmuch as the United States is the largest consumer of power from the project and should assume control of it, as was done with the Washington Aqueduct. (See Appendix B B B.) IMPROVEMENT AND CARE OF PUBLIC BUILDINGS. AND GROUNDS, THE CARE AND MAINTENANCE OF THE WASHINGTON NATIONAL MONUMENT AND OF THE HIGHWAY BRIDGE ACROSS THE POTOMAC RIVER, D. C., AND UPON THE ERECTION OF MONUMENTS, MEMOR- IALS, ETC., WASHINGTON, D. C. Officer in charge, Col. Spencer Cosby, United States Army, major, Corps of Engineers, until October 1, 1913, after that date, Col. Wil- liam W. Harts, United States Army. EXECUTIVE MANSION, GROUNDS, AND GREENHOUSES. Miscellaneous repairs were made in and about the Executive Man- sion and, with its furniture, it was cared for in the most thorough 0 60993 -ENG 1914---96 1522 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. manner throughout the year. A new hot-water heating boiler was installed, and additional heating arrangements provided for two of the bedrooms. Considerable painting was done in the interior of the mansion and the roof of the house was painted. Considerable re- furnishing was done and some of the bedrooms and the corridor on second floor were repapered and redecorated. With a special appro- priation provided for the purpose, five additional rooms were con- structed in the attic and new furniture provided for them. The old cement roofs on the east and west terraces were covered with water- proof felt, and on this there was placed a tile wearing surface. In the building for offices of the President miscellaneous repairs were made and considerable painting was done in the interior. A shower bath was installed in the basement. Repairs were made to the greenhouse structures, The White House grounds were given con- stant and unremitting attention and considerable changes were made in the gardens immediately south of the mansion. An independent water supply for fire protection was installed by laying 6-inch water pipe to connect the two fire hydrants south of the mansion with the city water supply. PARKS AND PUBLIC RESERVATIONS IN THE DISTRICT OF COLUMBIA. The care required to maintain them in good condition was ex- tended to the 244 improved and partially improved parks and small reservations. Three additional park spaces were transferred to the Chief of Engineers by the Commissioners of the District of Columbia. One of these was the ground in the interior of square 534, known as Willow Tree Alley, which was acquired by the commissioners by authority of Congress for an interior park. A large amount of work for the improvement of this park was done with funds supplied by the 'commissioners. Considerable work was accomplished on the im- provement of the interior portion of West Potomac Park. Addi- tional progress, was made in the construction of a bituminous ma- cadam road around the river and harbor sides of the portion of Po- tomac Park east of the railroad embankment- During the two years ending June 30, 1914, during which this road has been under con- struction 8,320 linear feet of road 30 feet wide has been completed, leaving 9,240 linear feet yet to be built. Work was also commenced for improving the interior portion of East Potomac Park. New cement pavements were laid on the sidewalks of East and West Executive Avenues and south of the Treasury Department Build- ing. Additional improvements were made in Montrose Park. Ex- tensive improvements were made in United States reservation No. 33, at Pennsylvania Avenue, Thirteenth and E Streets NW., in which the statue of General Count Pulaski is located. In a num- ber of the smaller reservations improvements were made in the way of grading, planting, construction of cement coping, etc. Over 25,000 trees, shrubs, and herbaceous plants were planted. Improve- ments were made in the roadways south and west of the Sherman Statue Plaza south of the Treasury Department Building. Two thousand four hundred and seventy-four feet of water pipe and 731 feet of water main were laid; 3,556 feet of drainpipe and 12,000 feet of drain tile were laid. There were constructed 786 square yards of cement footwalks, 565 square yards of concrete footwalks, 119 square PUBLIC BUILDINGS AND GROUNDS, DISTRICT OF COLUMBIA. 1523 yards of cement landings, 3,609 square yards of cement sidewalk pavement, 1,029 square yards of gravel walks, 460 square yards of asphalt walks, 315 linear feet of flag steps, and 350 linear feet of cement steps; 3,019 linear feet of cement coping was built. There were also constructed 19,200 square yards of bituminous bound macadam road, 550 linear feet of cement gutter, 855 linear feet of cobblestone gutter, 11,400 linear feet of brick gutter, and 61 brick catch basins; 318 square yards of asphalt roads were repaired; 4,797 square yards of macadam roadway, and 4,375 square yards of gravel roadway were surfaced with a coating of bituminous bound macadam; 86,000 square yards of macadam roadway was surface treated with coal tar. New park lodges were constructed in Lafayette, Franklin, Judiciary, and Lincoln Parks. Concerts were given in some of the parks from July to September, 1913, and in June, 1914, by the Cavalry Band from Fort Myer on Mondays and Thursdays, by the Engineer Band from Washington Barracks on Tuesdays and Fridays, and by the Marine Band on Saturdays. WASHINGTON NATIONAL MONUMENT. At the Washington Monument considerable painting was done, necessary repairs made to the power plant, and the old flexible cable on elevator car was replaced with a new cable. The States of Colorado and Washington each presented a memorial stone to be inserted in the interior walls, and the State of Connecticut presented a new stone to replace its old one. PROPAGATING GARDENS. At the propagating gardens the various greenhouse structures and their heating apparatus were repaired as far as funds would permit. About 668,000 plants were propagated, of which o\er 581,000 were planted in the parks and small reservations. HOUSE WHERE ABRAHAM LINCOLN DIED. At the house on Tenth Street where Abraham Lincoln died mis- cellaneous repairs were made, including the placing of a new tin roof on the main portion of the building. BUILDINGS OCCUPIED AS OFFICES BY THE WAR DEPARTMENT. Inspections were made" each month of the buildings occupied as offices by the War Department, except the State, War, and Navy Departments Building, so far as their preservation, care, and safety are concerned. HIGHWAY BRIDGE ACROSS THE POTOMAC RIVER, D. C. At the Highway Bridge across the Potomac River considerable painting was done to the ironwork and repairs made to the asphalt roadway on the bridge and to the concrete roadway of the ap- 1524 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. proaches. The submarine cables which convey the current for op- erating the draw were replaced with new cables, and extensive repairs were made to the north abutment of the draw span, which was dam- aged by being struck by a barge. MONUMENTS AND MEMORIALS. The sculptor of the Grant Memorial completed the quarter-size models for the bronze Cavalry group which is to be placed on one of the end pedestals. The work of erecting the statue of Commodore John Barry in Franklin Park was completed in March and the statue was un- veiled on May 16. The grounds around the statue were improved. DETAILED REPORT AND ESTIMATES. 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, 1916. Estimates for the fiscal year ending June 30, 1914. LEGISLATIVE, EXECUTIVE, AND JUDICIAL ACT. For 1 superintendent, $3,000; 1 assistant and chief clerk, $2,400; 1 clerk of class 4, $1,800; 1 clerk of class 3, $1,600; 1 clerk and stenographer, $1,400; 1 clerk of class 1, $1,200; 1 messenger, $840; 1 landscape architect, $3,000 (increase of $600 submitted; see explanation be- low) ; 1 surveyor and draftsman, $1,500; in all_ _ ________-__ $16, 740 For foremen, gardeners, mechanics, and laborers employed in the pub- lic grounds _ _______________----------------- 31, 200 For 1 sergeant of park police (see explanation below) ---------------- 950 For 1 second sergeant of park police (see explanation below) ---- 900 For day privates of park police (see explanation below) as follows: 1 in Franklin Park and adjacent reservations on New York Avenue; 1 in Lafayette Park; 2 in Smithsonian grounds and neighboring res- ervations; 1 in Judiciary Park; 1 in Lincoln Park and adjacent reservations; 1 in Iowa Circle and reservations to the north- east; 1 in Thomas and Scott Circles and neighboring reservations; 1 in Washington Circle and neighboring reservations; 1 in Dupont Circle and neighboring reservations; 1 in McPherson Park and Farragut Square; 1 in Stanton Park and neighboring reserva- tions; 2 in Henry and Seaton Parks and neighboring reserva- tions; 1 in Mount Vernon Park and reservations to the northeast; 1 in grounds south of the Executive Mansion; 1 in Garfield and Marion Parks and reservations to the east; 1 in Monument Park; and 3 in Potomac Park; 21 in all, at $840 each------__ -------------- 17, 640 For night privates of park police (see explanation below), as follows: 2 in Smithsonian grounds and neighboring reservations; 1 in Judi- ciary Park; 2 in Henry and Seaton Parks and adjacent reserva- tions; 1 in grounds south of the Executive Mansion; 1 in Monument Park; 1 in Garfield Park and neighboring reservations; 1 in Iowa, Scott, and Thomas Circles and neighboring reservations; 1 in Stan- ton and Lincoln Parks and neighboring reservations; 1 in Lafayette and McPherson Squares and Franklin and Farragut Parks; 1 in Washington and Dupont Circles and neighboring reservations; 1 in Mount Vernon Park and neighboring reservations; 2 for greenhouses and nursery ; and 4 in Potomac Park; 19 in all, at $840 each-------- 15, 960 For watchman for the care of the monument and dock at Wakefield, Va., the birthplace of Washington_____ _____________ __ 300 For contingent and incidental expenses, including printing and binding, purchase of professional and scientific books and periodicals, books of reference, blank books, photographs, and maps-- _ 700 PUBLIC BUILDINGS AND GROUNDS, DISTRICT OF COLUMBIA. 1525 For purchase and repair of bicycles and revolvers for park police (in- crease of $600 submitted; see explanations 2 and 3 below) and for purchase of ammunition_________________________ $1, 000 For purchasing and supplying uniforms to park police (see explanation 2 below) and to Monument and bridge watchmen__-___---___ _ 2, 800 Total under legislative act________- 88, 190 NOTE.-The reasons for the increases requested and for the changes of designation in the foregoing estimates are as follows: 1. An increase is secommended in the pay of the landscape architect from $2,400 to $3,000 per annum. The present compensation of this position is not commensurate with its duties and responsibilities, which have been greatly increased during the past few years. The problems involved in laying out the large areas in Potomac Park and in designing the improvements for Montrose and Meridian Hill Parks, recently added to the system, call for a higher degree of skill than has heretofore been necessary in the landscape architect. It is obso- lutely essential that he should be a trained and experienced expert if the parks of Washington are' to be of the high standard which should be maintained at the National Capital. Such an expert is difficult to get and keep at the present salary. 2. It is recommended that the designation "park watchmen" be changed to "park police," in order that it may conform to the duties actually performed by the members of the force. When it was first organized and named the men's duties were purely those of watch- men, as they took care of the parks, watered the plants, etc., and performed no police duties, those being in the hands of the Metro- politan police of the city. Later the park watchmen were, by act of Congress, given the same powers and duties as the Metropolitan police. They are now clad in police uniforms, make frequent arrests, quell disturbances, and patrol some of the worst districts in the city. They are no longer watchmen, but policemen in every sense of the word. If their designation is changed accordingly it is believed it will result in an increased authority in their dealngs with the public and will facilitate the securing of a better class of men from the civil service, as many of the eligibles on the civil-service lists for watch- men are utterly unfitted to perform the duties of policemen. 3. The park watchmen force is composed of 2 sergeants and 40 pri- vates. Of these the 2 sergeants and 17 privates perform duty on bicy- cles and 23 privates are footmen. The $400 allowed for purchase and repair of bicycles and revolvers is not sufficient to keep these 19 bicy- cles in repair for the year, and this necessitates the laying up of some of them for a portion of the year, to the detriment of the force. A bicycle adds greatly to the efficiency of the park watchmen, as they have considerable territory to cover. It would be a decided advan- tage could all of the watchmen be mounted on bicycles, and in order to accomplish this the estimate has been increased from $400 to $1,000. SUNDRY CIVIL ACT. Buildings and grounds in and around Washington. For improvement and care of public grounds, District of Columbia: For improvement and maintenance of grounds south of Executive Mansion------------- --- --------------------------- $4, 000 For ordinary care of greenhouses and nursery_________________ 2, 000 For repair and reconstruction of the greenhouses at the nursery__ 3, 000 For ordinary care of Lafayette Park ______________------------_ 2, 000 For ordinary care of Franklin Park________________ ___ __ 1, 500 For improvement and ordinary care of Lincoln Park_________ 2, 000 For care and improvement of Monument Grounds and annex_____ 7, 000 For improvement, care, and maintenance of Garfield Park _____-__ 2, 500 For construction and repair of post-and-chain fences; repair of high iron fences; constructing stone coping about reservations; paint- ing watchmen's lodges, iron fences, vases, lamps, and lamp-posts; repairing and extending water pipes and purchase of apparatus for cleaning them; hose; manure, and hauling the same; remov- 1526 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. For improvement and care of public grounds, District of Columbia-Con. ing snow and ice; purchase and repair of seats and tools; trees, tree and plant stakes, labels, lime, whitewashing, and stock for nursery, flowerpots, twine, baskets, wire, splints, and moss, to be purchased by contract or otherwise, as the Secretary of War may determine; care, construction, and repair of fountains; abating nuisances; cleaning statues and repairing pedestals_ -__ $18,550 For improvement, care, and maintenance of various reservations, including purchase, maintenance, and driving of horse and ve- hicle for official use of the officer in charge of public buildings and grounds, and of other necessary vehicles for official use- 30, 000 For improvement, care, and maintenance of Smithsonian Grounds_ 3, 000 For improvement and maintenance of Judiciary Park------------- 2, 500 For laying cement and other walks in various reservations -------- 2, 000 For broken-stone road covering for parks---------------------- 3, 500 For curbing, coping, and flagging for park roads and walks-------- 2, 000 For care and maintenance of Potomac Park-------------------15, 000 For grading, soiling, seeding, and planting that portion of Potomac Park west of the railroad embankment and constructing paths and shelters (see explanation No. 1) -- --------------------- 35, 000 For oiling or otherwise treating macadam roads---------------- 4, 000 For completing a permanent road around the entire river and har- bor front of the portion of Potomac Park east of the railroad embankment--------___ ---------------------------------- 15, 000 For continuing the improvement of Montrose Park and for its care and maintenance (see explanation No. 2) __-------------------- 10, 000 For care and improvement of the portion of Potomac Park east of the railroad embankment______________ ---------------------------- 10, 000 For placing and maintaining special portions of the parks in condi- tion for outdoor sports_________________________________ 10, 000 For continuing the improvement of Meridian Hill Park in accord- ance with plans prepared in the office of public buildings and grounds, and for its care and maintenance______________ _ 25, 000 For new road pavements, curbs, gutters, and sidewalks on the E and F Street roadways through Judiciary Park (see explanation No. 3) --------------------------------------------- -- 1.5, 000 For improving the site of the old high-service reservoir at the southeast corner of Wisconsin Avenue and R Street NW., which is hereby made a part of the park system of the District of Columbia, under the Chief of Engineers, United States Army (see explanation No. 4) ---------------------------------- 5,000 For new lodge in Garfield Park (see explanation No. 5)----------- 3, 500 For replacing the post-and-chain fence around Rawlins Park with a cement coping, and for rearranging the walks and improv- ing the planting (see explanation No. 6)-- __------------------ 3, 000 For improving seven small triangles (see explanation No. 7)------_ 5, 000 For replacing the old boathouse at the foot of Seventeenth Street in Potomac Park with a new fireproof structure (see explana- tion No. 8) ----------------------------------------- 20, 000 For moving out the sea wall on the river side of west Potomac Park (see explanation No. 9) ---------------------------- 25, 000 For extending the Easby Point sewer in West Potomac Park (see explanation No. 10) __________----------------------------------- 12, 000 For planting the center parking in Pennsylvania Avenue between Second and Seventeenth Streets SE. (see explanation No. 11)___ 5, 000 For care and maintenance of Willow Tree Park (see explanation No. 12) ----------------------------- ----------------- 1, 500 For care and maintenance of Mount Vernon Park (see explanation No. 13) ----------------------------------------------- 1,000 For constructing and erecting a wagon shed at the propagating gardens (see explanation No. 14) -------------------------- 7, 000 For furnishing an additional water supply for the two buildings in the Smithsonian Grounds occupied by the National Museum, by extending the present 12-inch water main in those grounds out to the corner of Ninth and B Streets NW. (see explanation No. 15)_ 1, 500 PUBLIC BUILDINGS AND GROUNDS, DISTRICT OF COLUMBIA. 1527 For improvement and care of public grounds: For improvement, care, and maintenance of grounds of executive departments ------------------------------------------ $1, 000 For such trees, shrubs, plants, fertilizers, and skilled labor for the grounds of the Library of Congress as may be requested by the Superintendent of the Library Building_--_________________ _ 1, 000 For such trees, shrubs, plants, fertilizers, and skilled labor for the grounds of the Capitol and the Senate and House Office buildings as may be requested by the Superintendent of the Capitol Building_______________________ _ ---- 4, 000 For improvement and maintenance of Executive Mansion grounds (within iron fence) --------------- 5, 000 For reconstructing a portion of the sewer in West Executive Avenue (see explanation No. 16)----------------------- 5, 000 For the employment of an engineer by the officer in charge of public buildings and grounds------------------------------ 2, 400 For purchase and repair of machinery and tools for shops at nursery, and for the repair of shops and storehouses------------ 1, 000 Executive Mansion : For ordinary care, repair, and refurnishing of Executive Mansion, and for purchase, maintenance, and driving of horses and ve- hicles for official purposes, to be expended by contract or other- wise, as the President may determine __ _------------_ ---------- 35, 000 For fuel for the Executive Mansion and greenhouses _____----6, 000 For care and maintenance of greenhouses, Executive Mansion.___ 9, 000 For repairs to greenhouses, Executive Mansion__________________ 3, 000 For reconstructing one greenhouse, Executive Mansion (see ex- planation No. 17) ____----------------- _---------- - -- 4,000 For lighting the Executive Mansion, grounds, and greenhouses, including all necessary expenses of installation, maintenance, and repair, $8,600, or so much thereof as may be necessary---------- 8, 600 Lighting and heating for the public groundss: For lighting the public grounds, watchmen's lodges, offices, and greenhouses at the propagating gardens, including all necessary expenses of installation, maintenance, and repair (increase of $2,000; see explanation No. 18)____-------------------------- 18, 500 For heating offices, watchmen's lodges, and greenhouses at the propagating gardens--__---------------------------------- 3, 820 Telegraph to connect the Capitol with the departments and Gov- ernment Printing Office: For care and repair of existing lines, including printing, binding, and blank books (see ex)lanation No. 19) -- --------- -------------------------------- 500 Washington Monument: For the care and maintenance of the Washington Monument, namely: For custodian, $1,200; steam engineer, $960; assistant steam engineer, $840; fireman, $660; assistant fireman, $660; conductor of elevator car, $900; attendant on floor, $720; attend- ant on top.floor, $720; three night and day watchmen, at $720 each; in all ------------------------------------------ 8, 820 For fuel, lights, oil, waste, packing, tools, matches, paints, brushes, brooms, lanterns, rope, nails, screws, lead, electric lights, heating apparatus, oil stoves, for elevator car and upper and lower floors; repairs to engines, boilers, dynamos, elevator, and repairs of all kinds connected with the Monument and machinery; and purchase of all necessary articles for keeping the Monument, machinery, elevator, and electric plant in good order, and for printing, binding, and blank books (see explanation No. 19) ____ 3, 000 For extra services of employees and for additional supplies and materials, to provide for the opening of the Washington Monu- ment to the public on Sundays and legal holidays-------------- 2, 500 Repairs of building where Abraham Lincoln died: For painting and miscellaneous repairs and for printing, binding, and blank books (see explanation No. 19) ------------ -------------------- 200 Improvements, birthplace of Washington, Wakefield, Va.: For repairs to fences and cleaning up and maintaining grounds about the monu- ment --------------------------------------------- 100 1528 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. Provided, That all appropriations for "buildings and grounds in and around Washington," " Executive Mansion," "lighting and heat- ing for the public grounds," " telegraph to connect the Capitol with the departments and Government Printing Office," " Washington Monument," "repairs of building where Abraham Lincoln died," and " improvements, birthplace of Washington, Wakefield, Va.," shall .be available for printing, binding, and blank books needed in con- nection with the work contemplated by said appropriation. (See explanation No. 19.) Total under sundry civil act-------------------- --- $436, 490 NOTE.-The necessity for the additional items submitted in the above estimates for the next fiscal year not included in the appropri- ations made for the current year and for the increase in the esti- mates for certain items over the appropriations made therefor for the current year is explained in the statement following: Explanation of estimates for appropriationsfor public buildings and grounds, Washington, D. C., for fiscal year ending June 30, 1916. 1. The opening up of new tennis courts, new baseball diamonds, and a short practice golf course in Potomac Park has produced a demand for a field house in which lockers, shower, and toilet fixtures can be installed in addition to forming a shelter in case of storms. It is urgently recommended that the item be so worded as to au- thorize the construction of one shelter during the coming fiscal year. 2. New walks and paths, new planting, and rearrangement of the entrance is needed to make this park one suitable to the neighbor- hood. It is desired to construct a fitting entrance in accordance with the approved plans for this park. 3. The construction of these roadways consists of thin layers of asphalt binder and topping on an old gravel roadbed. This recon- struction proved satisfactory until the new Union Station was opened, when the traffic through the park increased fully 200 per cent. The roadways are already showing the effect of this traffic, and will soon need to be reconstructed. When this is done an asphalt pavement with a 6-inch concrete base similar to the city streets should be put in and a sidewalk constructed on one side of the roadway at the same time. 4. On May 9,V1912, the site of the old high-service reservoir in Georgetown was transferred to this office by the officer in charge of the Washington Aqueduct by authority of the Secretary of War, as it was no longer needed in connection with the city's water supply. It is desired to make this reservation a part of the park system under the Chief of Engineers and to make it accessible for the use of the public. 5. This is to take the place of the present portable, unsightly build- ing furnished by the Playgrounds Association. A building of this nature is urgently needed in this park. 6. Rawlins Park, at New York Avenue and E Street between Eight- eenth and Nineteenth Streets NW., is just south of square 143, which is owned by the Government. This park is now in bad condition The sundry civil bill for 1915 contains an item for preparing plans for a two and a half million dollar public building on this square. It is recommended that an appropriation be provided for placing this park in a condition that will harmonize with the new improvement. 7. During the last few years several small triangles have been transferred by the Commissioners of the District of Columbia to the Chief of Engineers and they have become a part of the park system of the District of Columbia. These areas should be put in better condi- tion, so that they will be in harmony with the improvements of the surrounding private property. PUBLIC BUILDINGS AND GROUNDS, DISTRICT OF COLUMBIA. 1529 8. The present boathouse in Potomac Park is a dilapidated frame structure which mars the appearance of the park. The demands for a boathouse.are constantly increasing, and it is desired to meet these demands by the erection of a fireproof structure that will be one of the attractive features of the park. 9. The present line of the sea wall is not parallel with the line of the current in the river. This has caused a deposit of river silt in the neighborhood of West Potomac Park, which is both unsightly and insantiary. The proposed change in the harbor lines at this point will exaggerate these conditions, and it is very important that this wall be moved out in order to correct them. 10. An extension of the Easby Point sewer will have to be made at the time the wall referred to in explanation No. 9 is moved out. This appropriation is asked for that purpose. 11. It is now impossible to keep this parking in a sightly condition, owing to the constant trespassing across it. A heavy planting of low shrubs should be made to prevent this trespassing and improve the appearance of the parking. The present condition is not creditable. 12. Willow Tree Park was transferred on March 4, 1914, by the Com- missioners of the District of Columbia to the jurisdiction of the Chief of Engineers, and it is now part of the park system of the District of Columbia. It has been highly improved with funds furnished by the commissioners and will need continued care and attention in order to maintain these improvements. An appropriation is neces- sary for this purpose if this park is to be maintained. 13. This park, in which the public library is located, has now been brought to a high state of improvement and will require constant care and attention to keep it so. It is therefore desirable that a separate appropriation be made for its care and maintenance, as is done with some of the other parks in the city. 14. In the execution of the work in charge of this office it is neces- sary to have many vehicles of all descriptions, such as water wagons, oil wagons, spray wagons, mowing machines, etc. In order that these may be kept in a convenient and protected place it is desirable that a long, low shed be provided. 15. The estimate for an additional water supply for the buildings of the National Museum is submitted at the request of the Secretary of the Smithsonian Institution, who, in a letter addressed to the officer in charge of public buildings and grounds, stated as follows: " It has become very desirable to provide means for obtaining an additional source of water supply for the two buildings occupied by the National Museum. At present the only source of supply is through the 12-inch main which terminates in the Smithsonian grounds about 700 feet from the intersection of Ninth and B Streets NW., and which is connected to the city main on B Street SW., and when for any reason the supply is cut off by the water department of the District serious inconvenience results, as both buildings are deprived of the use of water for any purpose whatsoever. " It is very important, therefore, that a main should be run from the terminal of the main in the Smithsonian grounds, above referred to, to the corner of Ninth and B Streets NW., where connection will be made by the water department of the District with a main, which it is believed they are willing to construct, connecting with their pres- ent main at Seventh and Pennsylvania Avenue. This addition to the present service will be all that is necessary to insure the museum having an adequate water supply in the future. "The appropriations for the Museum, which are disbursed under the supervision of the Smithsonian Institution, are not available for constructing new mains, and, owing to the importance of the matter, I venture to inquire if you will be willing to request an appropriation from Congress for the purpose in connection with the regular appro- priation for the maintenance of the Smithsonian grounds. It is thought that the cost of constructing a main between the points above mentioned would not exceed from $1,200 to $1,500. "Very respectfully, yours, " C. D. WALCOTT, ecretary." 1530 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. 16. This sewer takes the drainage from the White House and from a portion of the State, War, and Navy Departments Building. The sewer department of the District of Columbia reported to this office in February, 1914, that the sewer was in a very bad condition, and suggested that a portion of it should be reconstructed. An appro- priation for the purpose is therefore recommended. 17. The present greenhouses used for raising cut flowers for the White House were moved from the Executive Mansion grounds in 1902, when the house was remodeled. These greenhouses are now in a very bad state of preservation and work should be commenced for reconstructing them. 18. In the early part of next spring (1915) it is expected to have a road completed along the harbor front of east Potomac Park for a distance of over 10,000 feet. This road will be much used, and it is important that it be lighted as soon as possible. Between 75 and 80 lights will be needed, and will cost about $2,000 a year to maintain. The appropriation should therefore be increased by this amount. 19. Senate bill 4239, Sixty-second Congress, which passed the Sen- ate, contained a provision that no appropriation other than those made specifically for printing and binding shall be used for such pur- poses. If such a provision should be enacted into law, it would ap- parently prevent paying for printing and binding from any appropri- ation which does not specifically provide for such expenditure. For that reason "printing, binding, and blank books " has been included in this estimate. DISTRICT OF COLUMBIA ACT. Highway Bridge across Potomac River: 2 draw operators, at $1,020 each-------------------------------- $2, 040 2 draw operators, at $720 each---------------------------------- 1, 440 4 watchmen, at $720 each ------------------------------------- 2, 880 NOTE.-An increase is recommended in the salary of the four watchmen employed at the Highway Bridge from $600 a year each to $720. These watchmen have arduous duties of a police nature to perform and should be paid nearly the same amount as the park watchmen, who have similar duties. Great difficulty is being found in securing capable and able-bodied men to fill the position at the present rate of pay. Labor_._--------------------------- Labor _ _1, ---- 500 1, 5oo Lighting, power, and miscellaneous supplies, and expenses of every kind necessarily incident to the operation and maintenance of the bridge and approaches, including printing, binding, and blank books----------------------------------- ---- 8, 620 NOTE.-Senate bill 4239, Sixty-second Congress, which passed the Senate, contained the provision that no appropriations other than those made specifically for printing and binding shall be used for such purposes. If such a provision should be enacted into law, it would apparently prevent paying for printing and binding from any appropriation which does not specifically pro- vide for such expenditure. For that reason "printing, binding, and blank books" has been included in this estimate. NOTE.-The details of the above estimates, as required by the District of Columbia appropriation act approved June 27, 1906, are as follows: Salaries : 2 draw operators, at $1,020 each 040 $--------------------2, 2 draw operators, at $720 each--------------------- 1, 440 4 watchmen, at $720 each- 2, 880 Labor for cleaning roadway, etc ------ 1, 500 Total for regular services- _ -__860-___ _.. 7,.... 7, 860 NORTHERN AND NORTHWESTERN LAKES. 1531 Highway Bridge across Potomac River-Continued. Lighting 44 arc lights, at $72.50 per annum each $3, 190 Incandescent electric lights------------------------- 260 Telephone service-____________ 63 Fuel for heating operating house---------------- 65 Miscellaneous supplies (grease, oil, waste, etc.)_ 375 Painting and repairs of bridge and approaches _ 4, 167 Contingencies (additional labor, etc.) 500 $8, 620 Total under District of Columbia act---------_ ---------------- 16, 486 (See Appendix C C C.) SURVEY OF NORTHERN AND NORTHWESTERN LAKES. Officer in charge, Col. J. C. Sanford, Corps of Engineers. ORGANIZATION. Operations under this appropriation are conducted by the United States Lake Survey office, Detroit, Mich., the work being organized under the following broad divisions: (1) Surveys for charting pur- poses of the Great Lakes and connecting and outflow rivers, of the lakes and other natural waters of the New York State canals, and of Lake Champlain; (2) preparing, correcting, printing, and issuing navigators' charts of the above waters; (3) publishing and distrib- uting descriptive annual bulletins, with monthly supplements and special notices to mariners, supplementing the charts; (4) investiga- tion of lake levels with a view to their regulation, including obser- vations and studies of hydraulic conditions in the outlets. The charts are compilations based mainly upon surveys made by this organization, but incorporate data received from all authentic sources, notably from the several United States engineer offices dis- tributed about the lakes, whose respective jurisdictions are sectional and confined to localities where river and harbor improvements are under way. The Lake Survey exercises functions of a comprehensive nature with respect to the lakes, assembling and coordinating all needful and available data and publishing the results for the use and benefit of the improvement work at large. From a public viewpoint it is a requisite governmental agency, imparting directly to mariners accurate knowledge concerning harbors, channels, open-lake hydrog- raphy and sailing routes, magnetic determinations, and related physi- cal features of the Lakes considered as a unit waterway system. The service afforded is indispensable in the navigation of vessels with assurance and safety. HISTORY. General.--As early as 1816 local surveys of the Great Lakes for special purposes were made by Engineer officers, but the " Lake Sur- vey " as a systematic and comprehensive work was commenced in 1841. It was prosecuted 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 based largely upon local surveys and reports by engineer officers in charge of the river and harbor improvements on the lakes, and being consequently fragmentary in scope. System- atic field work was resumed in 1889. 1532 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The sundry civil act of March 4, 1911, provided that the survey of Northern and Northwestern Lakes be extended to include the lakes and other natural navigable waters embraced in the navigation sys- tem of the "New York canals." The act of June 23, 1913, provided for including Lake Champlain. The survey proper has from the beginning been carried on under the War Department, being at first conducted by the Chief of Topo- graphical Engineers, and by the Chief of Engineers after the consoli- dation of the Topographical Engineers with the Corps of Engineers. The first regular appropriation for the Lake Survey was made in 1841, and annual appropriations of varying amounts followed with the single exception of 1847. The appropriations applied to the present general project, formulated in 1907, are considered to date from the act of March 4, 1907. The following is a summary of .appropriations and expenditures: Appropriations 1841-1906, prior to present project: Expenditures---------------------------- $3, 984, 467. 19 Reverted to Treasury ----------------------- 2, 411. 81 ---- - $3, 986, 879. 00 Appropriations 1907-1913 under present project: Expenditures to June 30, 1914 _____ -____816, 108. 36 Balance for outstanding liabilities or to re- vert to Treasury--------------------------. 8, 891. 64 825, 000. 00 Aggregate appropriations for 73 years, 1841-1913--------- 4,811, 879. 00 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, United States Army, No. 24, which describes in detail the methods of primary triangulation employed. An extract from this publication describing the condition of lake navigation in 1841 is printed in the Annual Report of the Chief of Engineers for 1910, page 1043. A description of the methods employed in field opera- tions in the more recent work, and in the preparation of charts is found in Occasional Papers No. 40, Engineer School, United States Army. The season for hydrographic survey work on the Great Lakes ex- tends approximately from May 15 to November 15, a period of six months, of which the opening and the closing two weeks are usually characterized by rough seas and windy weather. Surveys.-The early operations of the Lake Survey seem to have been conducted with a view to meeting the demands of a limited navigation where the greatest draft was 12 feet. With the expansion of lake commerce, the increase in vessel dimensions, and the creation of channels and harbors with progressively increasing depths, the Lake Survey has kept pace with the increasing demands by a cor- responding extension of the scope of its operations. The earlier work, however, has not been lost. The highest attainable standards of accuracy and excellence have characterized the work from the be- ginning, and the work now in progress under present approved projects is merely an extension of the earlier work to limits which were not anticipated in former days. The water area charted, not including the New York canals and Lake Champlain, is about 95,000 square miles, of which about two- thirds is on the American side of the international boundary. The NORTHERN AND NORTHWESTERN LAKES. 1533 shore line is about 8,345 miles in length, and of this the American line is 4,700 miles. As a basis of comparison, the total shore line of the Atlantic, Pacific, and Mexican seaboards of the United States, excluding Alaska and all islands, is stated in Senate Document No. 74, Fifty-third Congress, second session, to be 5,705 miles long. These figures are, however, somewhat elastic, as the measurement varies according to the closeness with which the sinuous shore line is followed. The work of the survey has not been limited by the na- tional boundary, as the predominance of the navigation interests of the United States, amounting until recently to 95 per cent of the com- merce of the lakes, has warranted surveys extending to those parts of the main traveled vessel tracks passing through Canadian waters. Canadian shore line has also been surveyed where the delineation of these shores is essential to the integrity of navigation charts, as along rivers and where vessel courses are close to Canadian territory. Those portions of the New York canal system which were included within the jurisdiction of the Lake Survey by the sundry civil act of March 4, 1911, cover about 390 linear miles of navigable waters in New York State, including Oneida, Onondaga, Cross, Cayuga, and Seneca Lakes. A part of this route was surveyed under direction of the Board of Engineers on Deep Waterways, in 1897-1899, and the results are available for use now, but the construction of the barge canal, and many other artificial changes, necessitate supple- mental and revisory field work in order to procure the data required for charting purposes. New and complete surveys are necessary on all lakes and rivers of the canal system west of the Oswego River. Jurisdiction in the work of surveying and charting Lake Cham- plain was transferred from the Coast and Geodetic Survey in 1913, and the engraved copperplates for the charts then in issue were turned over to the Lake Survey. These plates were prepared for the most part from surveys of 1870-1874, although they have been revised from time to time in accordance with minor local surveys under the Engineer Corps. The extent of additionalsurveys needed has not yet been ascertained. Charts.-The execution of the survey which terminated in 1882 involved a large amount of astronomic, topographic, and hydro- graphic work of a high degree of accuracy, and resulted in the preparation of a series of reliable charts for lake vessels and the furnishing of a basis for works of channel improvement upon the Lakes themselves and their connecting waters. This original series consisted of 76 charts, all of which were printed in black from copperplates. In 1895 the chart of Lake Superior was photolithographed in colors, and this may be considered the inauguration of the present series of colored charts, although but six charts had been so pub- lished prior to 1901, when the production of colored charts by lithog- raphy was actively undertaken. The replacing of the copperplate black prints was steadily continued after 1901, and at the close of 1909 the entire series of 123 charts then current had been printed in colors with the exception of a small black print of Niagara Falls; the latter was dropped from the series in 1913. Until 1911 this chart series covered only waters of the Great Lakes. The province of the Lake Survey was extended by the appropriation act of March 4, 1911, to include the natural navigable waters of the New York 1534 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. State canals, involving the preparation of 8 additional charts, of which 1 has been completed. Further enlargement of the chart duties to embrace Lake Champlain, provided for in the act of June 23, 1913, adds the 5 charts of that lake formerly published in black by the Coast and Geodetic Survey; 4 of these have now been repro- duced in colors by the Lake Survey. In 1910 the copper plates of five general charts of the Great Lakes, constructed on the Mercator projection and formerly pub- lished by the Hydrographic Office, United States Navy, were trans- ferred to the Lake Survey, and these charts have since been printed and sold by this organization. The number of charts current in the different years since-inaugura- tion of the colored series has fluctuated. The maximum number in force at the close of any fiscal year was 126 charts, on June 30, 1911, inclusive of the 5 Hydrographic Office charts. The present tendency is one of efficient concentration, mainly effected by combining harbor charts as insets on coast charts to which they geographically pertain, in cases where the consolidation is practicable. An appreciable re- duction in the total number has been realized in the face of the addi- tions to the series above cited. On June 30, 1914, there were in force 118 charts, comprising (with a temporarily separate chart of lower Detroit River) 108 Lake Sur- vey charts of the Great Lakes, 4 of Lake Champlain, 1 of New York canals, and 5 Hydrographic Office charts of the Great Lakes. An important feature of the color scheme is that all water areas up to depths of 18 or 21 feet on the Great Lakes and to 12 feet on the New York waterways are shaded in blue, showing plainly where vessels may proceed with safety; in contrast with the old-style black prints, the present series marks a decided advance in chart construc- tion which has met with high favor among the navigation and related interests. 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 Lake Survey 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, 1914, a total sum of $49,278 was derived from the sale of charts and deposited in the United States Treasury. In all, 492,031 of these charts have been sold and issued for actual service. Bulletins.-The preparation and issue of a series of bulletins and supplements relating to river and harbor improvements and physical features pertinent to navigation of the Great Lakes was begun in the office of the Chief of Engineers in 1889, and was transferred NORTHERN AND NORTHWESTERN LAKES. 1535 to the office of the Lake Survey at Detroit in 1902. The bulletin, now revised annually, and the supplements, issued monthly during the navigation season, contain descriptions of coast lines, harbors, channels, menaces to navigation, and other important information supplementary to the charts, but of too voluminous a character to be incorporated thereon. They are accordingly issued free in connec- tion with the charts, and thus are supplied to all the important in- terests engaged in the navigation of the Lakes, as well as various commercial and industrial concerns and individuals with related activities. The mailing list is carefully revised each year to the end that all proper requests may be cared for and unnecessary and expensive duplication avoided. In connection with the information service of the Lake Survey and in addition to the monthly supplements, mimeographed special no- tices are issued to important lake navigation interests and to all daily newspapers published upon the Great Lakes. These notices place in the hands of those concerned the earliest possible information re- lating to lake levels, new or uncharted obstructions, etc. The Lake Survey is a clearing house for information of this character, which is obtained by its field operations or received from the various district engineers upon the Lakes and other authentic sources and is promptly published. Investigation of lake levels.-In 1898 operations were extended to include observations and investigations of lake levels, with a view to ascertaining the causes of changes in level, determining the hydraulic data needed for formulating the laws of interlake flow, and devising the most feasible method of lake-level maintenance or regulation in the interest of commerce. This work is now fully organized, methods of making measure- ments and observations to the best advantage have become fixed and settled, and the results are of increasing importance, bearing, as they do, on questions affecting international relations and obligations and on the propriety and advisability of the numerous diversions under consideration. The following table gives a summary of discharges from the sev- eral lakes determined by the formulas noted on page 3547 of the Annual Report of the Chief of Engineers for 1912, corresponding to the mean elevations for the last 54 calendar years: Table of mean discharges. Corresponding mean discharge Mean elevation for 54 years (1860-1913) above mean sea level, in feet. in cubic feet of water per second.l Lake. Stage. River. Discharge. Superior......... .............. ............. 602. 28 St. Marys......... . 55,000 Michigan-Huron.. ................................. 581.22 St. Clair..........207,000 St. Clair at Flats Canal.................... ......... ........ 575.66 Detroit........... 212,000 Erie.......................................................... 572. 56 Niagara ........... 210,000 Ontario..................................................... 24. 19 St. Lawrence... .. 246,000 1 The volumes o discharge are for open-season flow and for the conditions of outflow that existed at th3 time of the latest measurements. They do not include the flow in the power canals in St. Marys River nor that in the Chicago Drainage Canal nor the flow from Lake Erie through the Welland and Erie Canals. The discharge for Detroit River is derived by adding a proportional amount of drainage for the Lake St. Clair Basin to the outflow through St. Clair River. 1536 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. PROJECT. Surveys.-The present general project of the Lake Survey, stated in detail in the Annual Report for 1907, pages 844 to 850, comprises the following work regarded as necessary to render the surveys and the charts of the Lake Survey adequate to respond to all probable future demands, viz, 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 channels of the connecting rivers, the completion of the related operations of triangulation and precise leveling still needed to control properly the areas under survey, the extension of river-discharge measurements, the investigations of lake levels, magnetic surveys in and near main vessel courses, and prompt examination of areas where obstructions to navigation have been reported. The project for surveys of New York canals contemplates revision and adjustment by field reconnoissance of all existing survey data pertaining to " the natural navigable waters embraced in the naviga- tion system of the New York canals," supplemented by such addi- tional topographic and hydrographic surveys as may be required for the publication of navigation charts of these waters. A definite project has not yet been formulated for field work on Lake Cham- plain, but it appears probable that quite extensive surveys will be necessary in order to modernize the charts, which are now for the most part made up from the original surveys of 1870-1874. Charts.-A general chart project for completing the series of lake charts in accordance with the probable future demand was approved on April 17, 1909, which contemplates the following work: Revision of existing charts to the standard datums for geodetic control and hydrographic reference described on pages 3009-3010, Annual Report of the Chief of Engineers for 1911; the preparation of new charts as needed to round out the series of charts of the Great Lakes, to be based upon standard datum; discontinuance of old charts as they are superseded or otherwise become obsolete; such reduction as appears practicable in the total number of separate charts by incorporating certain harbor charts as insets on the appropriate coast charts; and maintenance of the series by correction of the engravings for aids to navigation and other important changes, and reprinting of editions as the stock of charts becomes depleted by sale or issue. At the time the above general chart project was formulated it was estimated that the completion of the new charts then considered es- sential, together with the anticipated revision or discontinuance of old charts and the eliminations resulting from the combination of harbor and coast charts, would eventually result in a series of 104 separate charts. This number was approximated to conform with the needs then apparent. The original project remains applicable in its general stipulations, but somewhat flexible limitations as to de- tailed estimates of work and time must be allowed in order to provide for expanding navigational requirements and arising contingencies which impose additional and unforeseen obligations upon the chart- NORTHERN AND NORTHWESTERN LAKES. 1537 ing operations. The following statement is given as representing the most accurate approximation now practicable: Estimated number of Lake Survey charts of Great Lakes in final edition___ 100 Charts of natural navigable waters of the navigation system of New York State canals ------------------------------------------------- 8 Charts of Lake Champlain_____________________-- -- ----- 5 Hydrographic Office general charts of the Lakes ______----------__ -- 5 Approximate number of charts contemplated in chart project------- 118 Investigation of lake levels.-The purpose of this work is to in- vestigate the influences which affect the levels of the water surface of the Great Lakes in order to determine the extent to which they may be regulated and in what way the depth of their navigable chan- nels may best be preserved. The sundry civil act of June 4, 1897, in appropriating for completing the 20-foot ship channel between Chi- cago, Duluth, and Buffalo, directed that such "observations and in- vestigations " be made. A project for the work was approved by the Secretary of War May 21, 1898, as published in the Annual Report for 1898, pages 3774-3776. The first operations were conducted under allotments combined from the ship-channel and Lake Survey appropriations. Specific provision for "observations and investi- gation of lake levels" was first included in the Lake Survey appro- priation contained in the sundry civil act of June 6, 1900. The pres- ent general project is the continuation and extension of that pub- lished in the Annual Report of 1898, which proposes the determina- tion of the following questions: 1. The laws of flow in the inter]ake and outflow rivers at various stages of water. 2. The causes and extent of fluctuations of lake levels from year to year. 3. The effect of Government improvements already made or that may be made on lake levels. 4. The effect of the Chicago Drainage Canal or other like artificial outlet on lake levels. 5. The practicability and advisability of regulating lake levels by dams or locks and dams. U 6. The nature and effect of currents, with special reference to the transporta- tion of loose material and its obstruction of channels. 7. The effect of gales, storm waves, and barometric pressure on lake levels and currents. 8. Ice effects, as respects action on channels and interference with navigation. The work required in the series of observations may be summarized as fol- lows: (a) Measurements of discharge through and surface slopes of lake-con- necting channels; (b) soundings and borings in rivers and lakes; (c) lake cur- rent observations and measurements; (d) continuous records of water gauges, force and direction of'winds, and other meteorological data at selected stations. WORK OF FISCAL YEAR. Surveys.-On July 1, 1913, six parties were engaged in field opera- tions pertaining to appropriation "Survey of northern and north- western lakes," and an additional party was employed on the survey of the inland route, Michigan, provided for by the river and harbor act of July 25, 1912. The six parties continued operations until November 12, 22, 3, 2, 19, and December 3, respectively. The field season of 1914 began in May. At the end of the fiscal year four parties were engaged on survey work, they having resumed opera- 60993o-ENG 1914- 97 1538 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. tions on May 19, 7, 18, and 31, respectively. The scope of opera- tions of these parties was, briefly, as follows: East end of Lake Ontario.-This party was employed from July 1 to the close of the season, November 12, 1913, in continuing to the northward and eastward the surveys of the previous year. An area of 257 square miles, between Point Peninsula and Grenadier Island on the east and Prince Ed ward Point and Amherst Island on the west, and including also the pas- sage between Stony Island and Stony Point, was sounded and swept. To- pography was taken at various places along the American shore, covering 18 miles of shore line. Operations were resumed on May 19, 1914, and at the end of the fiscal year the party had completed hydrography over 30 square miles along the east shore, and the topography at the southwest end of Henderson Bay and at Sacketts Harbor and Madison Barracks. Several important shoals were discovered during the year. West shore of Lake Huron.-From July 1 to November 5, 1913, this party completed the hydrography from Grindstone City to the vicinity of For- ester, Mich., covering an area of 224 square miles, of which 118 square miles were swept. Topographic surveys were continued until November 22, at which time this work had been advanced from Port Crescent to Forester, a distance of 54 miles. The 1914 season began on May 7. The hydrography has been completed to within about 2 miles of Lexington, covering an area of 67 square miles (45 of which were swept). The shore line was surveyed from 2 miles north to 4 miles south of Lexington. Work was suspended in this locality on May 30, 1914, and the party proceeded to Lake Superior for the purpose of making a local survey in the vicinity of Marquette and Presque Isle Harbors. Marquette and Presque Isle Harbors.-A survey was made in June, 1914, covering the stretch from the mouth of Chocolay River to Larus Island, past the harbors of Marquette and Presque Isle. An area of 30 square miles was swept and topography was taken along 181 miles of shore line. The adjacent topography in Marquette and Presque Isle was thoroughly revised by reconnoissance. The hydrography developed five uncharted shoals, one of which, owing to its exposed location, is extremely important to navigation interests. West shore of Lake Michigan.-The resurveys in this locality were under way at the beginning of the year. On July 8, the steamer and a portion of the party were withdrawn to conduct a survey of Grays Reef Passage, under the Grand Rapids engineer office. They returned on August 17, and continued operations until the close of the season, November 3, 1913. Operations were resumed on May 18, 1914, and at the end of the fiscal year the hydrography had been completed to Centerville, Wis., and a strip about 1 mile wide had been swept from Centerville to Manitowoc. The total area of hydrography accomplished during the year was 258 square miles, of which 80 square miles were swept. The topography of the adja- cent shore was advanced northward to a point about 1 mile below Mani- towoc, a distance of 55 miles, and the northern portion of Manitowoc was surveyed. Several uncharted shoals of more or less importance were dis- covered north of Sheboygan; and two rock reefs were located by this party in the northern end of the lake, while en route down from Grays Reef Passage. Niagara River.-The fourth party was just completing the general resur- vey of the upper Niagara River at the beginning of the year. This was finished on July 3, 1913, and attention was then directed to work pertain- ing to investigation of lake levels. Magnetic surveys.--A magnetic survey over the waters of Lakes Erie and Ontario was in progress at the beginning of the year. The party was then at Cleveland, Ohio, having worked thus far from the western end of Lake Erie. The work was carried through to St. Regis, on the St. Lawrence, and some additional observations were made on the return trip to Detroit, which latter place was reached November 19. About 19,000 observations for magnetic declination were made over 3,635 linear miles of steamer traverse; also magnetic declination was determined with magnetometer at 51 shore stations. Abnormal variations were found at several localities, the more important being in the vicinities of 01cott and Tibbetts Point, N. Y., and Kingston, Ontario. NORTHERN AND NORTHWESTERN LAKES. 1539 New York State canal system.--A sixth party was stationed at Phoenix, N. Y., on July 1, 1913, having in hand the survey, for charting purposes, of the "natural navigable waters of the New York canals." Topography was extended along the Oswego River to Oswego, N. Y.; along the Seneca River to the vicinity of Jordan; and around both sides of Onondaga Lake to Syracuse. Cross Lake and Onondaga Lake were sounded. Work was sus- pended on December 3, 1913, having covered the 59 linear miles of canal system required to complete the second of the New York charts. Opera- tions were resumed on June 1, 1914, and at the end of the year the party had surveyed about 11 linear miles for the next chart to the westward. Miscellaneous.-The field parties, en route to and from their season's work, made one minor local survey and located and examined 2 wrecks and 2 uncharted shoals, besides making 18 inspections of automatic water gauges. Charts.-Duringthe year ending June 30, 1914, the Lake Survey issued 29 editions, in colors, of separate charts, as follows: Three newly engraved and 18 revised and corrected Lake Survey charts of the Great Lakes, or 21 in all; 1 newly engraved chart of the New York canals; 4 charts of Lake Champlain, after revising plates trans- ferred during the year from the Coast and Geodetic Survey; and 3 Hydrographic Office charts of the Great Lakes on the Mercator projection, after revising plates previously transferred from the Navy Department. Of the 21 Great Lakes charts mentioned, 2 con- tained newly added insets of 4 harbors on enlarged scale and 2 con- tained revised insets of 6 important localities. The following compilation represents the progress of operations during the year on (1) Lake Survey charts of the Great Lakes under the general project of April 17, 1909, and (2) charts assigned to Lake Survey jurisdiction since formulation of that project. 1. Lake Survey charts of Great Lakes. New charts (3) and revised old charts (3) completed during the year, based on both standards of projection and hydrography 6------------------ Charts revised during the year for geodetic datum (exclusive of above 6)__ 1 Charts revised during the year for low-water reference*(exclusive of above 6) --------------- ---------------------------------- Corrected editions printed during the year for stock maintenance of series_ 13 Total number of editions published during the year ___-------- 21 Number of insets included on charts published during the year ----------- 10 Charts discontinued during the year: 3 formerly separate harbor charts (now insets) and 7 obsolete charts_____________________________ 10 Net reduction in total number of current series___------------------------ 7 Net gain in number of charts based on both standards____________________ 8 Net gain in number of all charts revised for geodetic datum (deducting 3 revised charts discontinued) ---- ----------------- - 4 Net gain in number of all charts revised for low-water reference (deduct- ing 3 discontinued) ----- -------------------------------------- 4 2. Charts assigned to Lake Survey since 1909 project. Chart of New York canals series, based on both standards, new engraving completed and edition published during the year______________________ 1 Charts of Lake Champlain, existing copperplates, based on standard geo- detic datum, corrected and editions published during the year----------- 4 Hydrographic Office charts of Great Lakes, existing copperplates corrected and editions published during the year----.---- --------------- 3 At the end of the fiscal year four copperplates and five stone en- gravings of existing charts were being revised to standards or cor- 1540 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. rected for current changes preparatory to the printing of editions. and engravings were being made for five new charts of the Great Lakes series and one of the New York canals series. Corrections in aids to navigation and other important features were continuously made during the year on the published charts re- maining in stock at the time notices of such changes were received, in order that all charts sent out should as nearly as practicable show the existing conditions. During the fiscal year ending June 30, 1914, the number of charts sold by the Detroit office was 17,793 and by the Buffalo office 2,795, the aggregate sales being 20,588. The proceeds of the sales, amount- ing to $3,156.78, were deposited to the credit of the Treasurer of the United States. The Detroit office issued 3,431 charts for official use and the Buffalo office 32, a total of 3,463. Besides the regular chart work above summarized, two small insets were prepared to show important magnetic determinations made during the 1913 field season on Lake Erie and Lake Ontario, re- spectively, and these were published for the benefit of navigation in Bulletin No. 23. A large amount of work was done during the year for the Office of the Chief of Engineers on maps for the military branch, under the appropriation, "Maps, War Department, 1914." Thirteen maps of Wabash River and Valley were photolitho- graphed and 500 copies of each printed for the United States engi- neer office, Louisville, Ky. Sheets 1 and 2, sailing charts of the Panama Canal, were photo- lithographed, transferred to stone, and 3,000 copies of each printed in three colors. Bulletins, etc.-The present edition of bulletins and supplements is 2,400 copies. Supplements Nos. 3 to 7, Bulletin No. 22, were issued between July and Novemrber of the season of 1913. Bulletin No. 23 as pub- lished in April, and Supplements Nos. 1 and 2 were issued in May and June of the 1914 season. Investigation of lake levels.-A field party was occupied from July 5 to September 4, 1913, in measuring the volume of flow in the Niagara River at a new section near the upper end of Grand Island for the purpose of checking the values previously determined at the two sections near the head of the river. Ten. complete measurements were made. The party was then transferred to the St. Lawrence River, and on September 15 began discharge work at the Three- Points section. Thirty-five measurements were completed and sev- eral special investigations and studies made up to November 2, 1913, when the season's field work was suspended. Operations were re- sumed here on May 31, 1914, and at the end of the year the party had reinstated gauges and rerated meters and had completed nine additional observations of discharge at the Three-Points section. A second or check section had been selected and prepared ready for measurements. The flow of water through the Chicago Drainage Canal was meas- ured at Lemont, Ill., during the period December 15-23, 1913, for the purpose of verifying the reported amount of this diversion. Ninety- NORTHERN AND NORTHWESTERN LAKES. 1541 six separate determinations of discharge were made and simultaneous slope observations taken. Temperature observations on the lakes were continued during the field seasons, and 1 staff and 10 self-registering gauges were main- tained for the purpose of obtaining accurate continuous records of all changes in elevation of the water surfaces on the lakes and rivers. The table, printed on page 1535, of mean discharges for all of the Great Lakes at the mean stage of each for the past 54 years was brought up to date. A table was compiled showing the monthly water levels from July 1, 1913, to June 30, 1914, at Marquette, Mich., on Lake Superior; Milwaukee, Wis., on Lake Michigan; Harbor Beach, Mich., on Lake Huron; Cleveland, Ohio, on Lake Erie; and Oswego, N. Y., on Lake Ontario; this table is printed in Appendix D D D of this report. AMOUNT EXPENDED ON THE WORK. The cost of the work since its inception may be taken as the ex- penditures therefor, less the amount received from the sale of charts. The statement of cost to June 30, 1914, is as follows: Expenditures (including outstanding liabilities). For surveying and charting the Great Lakes and connecting waters ---------------------- ____ ---------------- $4, 773, 583. 64 For surveying and charting the lakes and other natural navigable waters embraced in the navigation system of the New York canals ------------------- --------- 23, 592. 01 Total ---------------------------------- ------ 4, 797, 175. 65 Receipts from the sale of charts_- 49. 278. 00 Total cost of work-------------------------------- 4, 747. 897. 65 STATUS OF WORK. Surveys.-It is estimated that the field work accomplished pre- vious to 1907, when the present project for surveys on the Great Lakes was formulated, will furnish about 50 per cent of the aggre- gate survey data which will be available and of live value when this project is completed. On the same basis, the progress to June 30, 1914, is 77 per cent. The present state of the various operations is about as follows: Triangulation, 85 per cent ,oomplete; precise level- ing, 64 per cent; topography, 75 per cent; ordinary sounding (in- cluding sweeping), 70 per cent; and deep-sea sounding, 15 per cent; hydraulic measurements, 96 per cent; and magnetic observations, 97 per cent complete on land and 54 per cent on water. The project for New York State canal surveys was about 25 per cent completed at the end of the fiscal year. Charts.-On June 30, 1914, there were in force 118 charts, com- prising 113 charts of the Lake Survey series on the polyconic pro- jection and 5 Hydrographic Office general charts of the Lakes on the Mercator projection. The following table shows the condition of the work on June 30, 1914: 1 See money statement on p. 1544. 1542 REPORT OF THE CHIEF OF 1ENGINEERS, 1U. S. ARMY. Lake Survey charts of Great Lakes. Total number of new or revised charts completed for both standards (geo- detic datum and low water) on June 30, 1914----------------------- 76 Charts revised for geodetic datum alone ---------------------------- 15 Charts revised for low-water reference alone--------------7-------- Charts not revised to either standard--------------------------- -------- Total unit count on June 30, 1914-------------------------------- 108 Total number of insets appearing on published charts on June 30. 1914 33 Total number of charts revised for geodetic datum (combining the 76 and 15 above)------------------------------------- 91 Total number of charts revised for low-water reference (combining the 76 and 7 above) -------------------------- 83 New charts in process of engraving--------------------- 5 Charts undergoing revision to standards-------------------------------- 2 Charts of New York State canals. Completed, based on both stand rds 1------------------- In process of engraving ------------------------------------------ 1 Charts of Lake Champlain. Completed, based on standard geodetic datum alone------------------_ --- Hydrographic Office charts of Great Lakes--------------------------- 5 COMMERCE BENEFITED. 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. The private investment in American vessels on the Great Lakes was esti- mated in 1907 as upward of $125,000,000, and in terminal docks and facilities many millions more. The lake waterway permitted the movement during 1913 of freight estimated as aggregating over 100 million tons., TIME OF COMPLETION. It was stated in the Annual Report of 1908 that, assuming adequate appropriations, the completion of the general lake survey project described in the Annual Report of 1907 would require 11 seasons' work, including the season of 1908. Since that estimate was made, however, the scope of operations has been enlarged by the acts of Congress approved March 4, 1911, and June 23, 1913, to include the natural navigable waters of the New York canals and Lake Cham- plain. Furthermore, the increased demand for lake charts has neces- sitated increased expenses in the chart department, correspondingly decreasing the amounts which it was expected to apply on field work on the Great Lakes. The expenses of the survey of the New York canals have also diminished those amounts. In consequence it has been necessary during the last few years to shorten the season of the field parties or to leave out of commission for an entire season a por- tion of the floating plants and equipment. Along with the preparation of new charts and standard revision of old charts, which may be regarded as concrete features having an attainable end, the Lake Survey is obligated to maintain, as a con- tinuing or going service, the integrity and accuracy of the series of charts already provided, so as to keep pace with constantly changing NORTHERN AND NORTHWESTERN LAKES. 1543 conditions. This feature of maintenance is one of primary impor- tance, and the rapidity with which new or additional work is per- formed must be regulated with respect to the demands which the maintenance makes upon the working force and the available resources. It is now apparent that the chart demands and the additional work mentioned will lengthen the time required for the completion of the project unless appropriations are correspondingly increased. The present estimate is that on the basis of the appropriation of $125,000 per annum the project will be completed in 1921. After the completion of the general project the changing conditions of harbors, rivers, and shores, the occurrence of wrecks and of other artificial obstructions to navigation, will require the maintenance of a small equipment and organization for the revision and issuance of charts and bulletins, for minor surveys and investigations in connec- tion with wrecks and other obstructions, and for the dissemination of information to mariners. ESTIMATE. As stated above, under "Time of completion," the increased de- mand for charts and the additional work assigned to the Lake Sur- vey have decreased the progress of the field operations proposed in the project of 1907. The season for hydrographic survey work on the Great Lakes is limited to approximately six months. To use this short period available for profitable work in the open lakes to the greatest advantage requires not only ample funds, but especially that the funds to be expended during the working season be avail- able or at least the amounts be known at the beginning of the season, and remain available until expended, or at least until December 31. Changes of organization in mid season due to failure of funds delays progress and increases cost. The overhead charges and the deprecia- tion of plant are practically the same when operating at less than full capacity. Economical operations necessitate the provision of larger appropriations than those of recent years. It is estimated that $140,000 can be profitably and economically expended during the fiscal year ending June 30, 1915, for field and office work pertaining to the survey of the Great Lakes, and that $10,000 additional will be required to prosecute the surveys of the New York canals with a view to completing the same along with the general lake survey project. It is recommended, however, that New York canal surveys be expe- dited for the purpose of issuing the charts thereof upon, or soon fol- lowing, the opening of the new barge canals, as, at that time, the need for charts will be greatest. An expenditure of $35,000 on New York canal surveys during the next fiscal year will be needed to accomplish this end. It is therefore recommended that an appropriation of $175,000 be made for the fiscal year ending June 30, 1916, and that it be formulated as follows: Estimate for the fiscal year ending June 30, 1916. Survey of northern and northwestern lakes, Lake Champlain, and the natural navigable waters embraced in the navigation system of the New York canals, including all necessary expenses for preparing, correcting, extending, printing, binding, and issuing charts and bulle- tins, and of investigating lake levels with a view to their regulaton, to be immediately available and to remain available until expended_ $175, 000 1544 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. These funds will be applied on surveys of the most critical locali- ties yet requiring examination, and in the revision and issue of as many as possible of the charts yet to be revised or issued, taking them up in the order of the greatest need of navigators. It is expected that the sum estimated will provide for six field parties on the Great Lakes, for three parties on the New York State canals and Lake Champlain, and for the revision, preparation, and issuance of about eight charts. July 1, 1913, balance unexpended (Chief of Engineers Report, 1913) ----------------------------------------------- $139, 811.35 Collections credited to account: Reimbursements on account of work done for other engineer districts, etc- --------- ---___ 953. 53 140, 764. 88 June 30, 1914, amount expended during fiscal year: At Office of Chief of Engineers-__________-___ 4 ,5. 00 At United States Lake Survey office___----- 133 207. 48 At United States Engineer office, Buffalo..... 19. 13 133, 711. 61 July 1, 1914, balance unexpended_______---- _ 7, 053. 27 July 1, 1914, accounts reimbursable, unsettled________ __ 1, 890. 24 Total credits-----8--------------------------------------- , 943. 51 July 1, 1914, outstanding liabi~lties--------------- 8, 364.00 July 1, 1914, balance available___ - ---------------- 579. 51 PRESERVATION OF NIAGARA FALLS. HISTORY. The act of Congress approved June 29, 1906, "For the control and regulation of the waters of Niagara River, for the preservation of Niagara Falls, and for other purposes," authorized the Secretary of War, in his discretion, to grant permits for the diversion of water on the American side for power purposes up to a limit of 15,600 cubic feet per second, and permits for the transmission of electrical power from Canada up to a limit of 160,000 horsepower. The act further authorized the granting of similar permits "For the diver- sion of additional amounts of water from the said river or its tribu- taries to such amount, if any, as in connection with the amount diverted on the Canadian side shall not injure or interfere with the navigable capacity of said river or its integrity and proper volume as a boundary stream or the scenic grandeur of Niagara Falls." The study of the technical questions involved, requiring surveys and hydraulic measurements, was made by various officers of the Corps of Engineers. The Secretary of War was also advised concerning landscape fea- tures by a special committee constituted by him, including officers of the Corps of Engineers and civilians, and known as the Niagara Falls committee. Expenditures were provided for by allotments from the appropri- ation made by the act of June 29, 1906. 1This amount includes expenditures of $953.53 which were reimbursed as above stated and $1,890.24 still reimbursable. PRESERVATION OF NIAGARA FALLS. 1545 PERMITS GRANTED BY THE SECRETARY OF WA . For the diversion of water. [Aug. 16, 1907.] To the Niagara Falls Power Co., to divert 8,600 cubic feet of water per sec- ond from the Niagara River. To the Niagara Falls Hydraulic Power c Manufacturing Co. (now the Hydraulic Power Co.), to divert 6,500 cubic feet of water per second from the Niagara River. To the Lockport Hydraulic Co. (now the Hydraulic Race Co.), to divert water of the Niagara River and its tributaries from the Erie Canal at Lock- port, N. Y., above the locks, for power purposes, not exceeding 500 cubic feet per second, "it being distinctly understood that the waters so diverted shall be returned to the canal below the locks, and that this permit shall inure to the benefit of all persons and corporations now using said water for power purposes whether lessees of the applicant or having the right to be furnished by it with water, and including the persons and corporations now diverting water as aforesaid from the Erie Canal at Eighteen Mile Creek, Middleport, Medina, Eagle Harbor, Albion, Holley, and other places on the lower level." For the transmission of electrical power from Canada into the United States. [Aug. 16, 1907.] To the Niagara Falls Power Co., to receive from the Canadian Niagara Power Co. at the international boundary line and transmit from the Dominion of Canada into the United States 52,500 electrical horsepower. To the Niagara, Lockport & Ontario Power Co., to receive from the Ontario Power Co., of Niagara Falls, at the international boundary line and to transmit into the United States, 60,000 electrical horsepower. [Aug. 17, 1907.] To the CataractPower c Conduit Co. and to the NiagaraFalls Electrical Trans- mission Co. and to such other distributing agents or companies in the United States as the Electrical Development Co. of Ontario (Ltd.) may designate to receive from the said the Electrical Development Co. of Ontario (Ltd.), at the international boundary line and to transmit into the United States 46,000 electrical horsepower. Treaty between the United States and Great Britain and acts and resolutions of Congress relating to the preservation of Niagara Falls. Date of approval Subject. or date from Date of expiration. Statutes at Large. which effective. Joint resolution for report by Mar. 15, 1906................................... Vol. 34, p. 824. United States section of Inter- national Joint Commission upon preservation of Niagara Falls. Act for control and regulation of June 29, 1906...... June 29, 1909 ................ Vol. 34, p. 628. the waters of Niagara River, for the preservation of Niagara Falls, and for other purposes. Joint resolution extending opera- Mar. 3, 1909....... June-29, 1911 ..................... Vol. 35, p. 1169. tion of act of June 29, 1906. Treaty, Art. V,limiting the diver- May 5, 1910 (date Five years'from date of ex- Vol. 36, p. 2448. sion of water above the Falls for of exchange of change of ratifications and power purposes. ratifications). thereafter until terminated by 12 months' written no- tice given by either high contracting party to the other. Joint resolution extending opera- Aug. 22, 1911...... Mar. 1, 1912 ................ Vol. 37 p. 43. tion of act of June 29, 1906. Do..................... Apr. 5, 1912...... Mar. 4, 1913............... Vol. 37, p. 631. 1546 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. SUPERVISION OF OPERATIONS OF POWER COMPANIES. The power plants of all companies operating under permits from the Secretary of War were frequently inspected during the periods that the act of June 29, 1906, was operative, until its expiration on March 4, 1913. By direction of the Secretary of War and under authority of sections 10 and 13 of the river and harbor act approved March 3, 1899, the supervision of power companies diverting water from the American side of the Niagara River was resumed on March 9, 1913, and has been continued since that date, the expense thereof being paid from allotments from the appropriation "Examinations, sur- veys, and contingencies of rivers and harbors." References to special reports. Subjects. By whom made. Published in- Date of report. Report upon the existing water- U. Carps of Engineers KutS., power uation Cran Fallsdian at Niagathe Army, and the American War Department Doc. Aug. 15,1906 members of the Interna- No. 284. {Sept 29,1906 their asso- and their companies and power companies power asso- tional Waterways mission.Waterways Com- Com ciated transmission companies. Reports upon the existing water- power situation at Niagara Falls, do fWar Department Doc. fOct. 5,1906 So far as concerns the diversion of ..................... " No. 289. Nov. 15,1906 water on the American side. Preservation of Niagara als...... Maj. Charles Keller, Corps S. Doc. No. 105, 62d fNov. 4,1908 of Engineers, ofNiagara Preservation U. S. Army. Falls....... Cong., 1st sess. 1Sept. 21, 1909 Do......................Niagara Fallscommittee.... Doc. No. 246, 62d Sept. 20 1907 ong., 2d sess. Niagara Do............................. allscommittee ... Oct. 2, 1911 Do ............................ Lieut. Col. C. S. Riche, .... do................ Sept. 30,1911 Corps of Engineers, U. S. Army. NOTE.-Several reports of hearings have also been published by committees of Congress and by the War Department. OPERATIONS bURING THE FISCAL YEAR ENDING JUNE 30, 1914. Supervision.-The supervision of the power companies and the determination of the amount of their diversions was continued as further described under the heading " Supervision of Power Com- panies." Miscellaneous.-Various questions pertaining to the general sub- ject of the preservation of Niagara Falls were investigated by the Lake Survey Office, as necessity therefor arose, including the deter- mination of amounts of imported power, and investigations of and reports on applications of various companies seeking permission to divert additional water from the Niagara River. (See Appendix D D D 2.). SUPERVISION OF POWER COMPANIES, NIAGARA FALLS, N. Y. HISTORY. Under the provisions of the so-called Burton Act of June 29, 1906, the Secretary of War, in 1907, issued permits to power companies then operating at Niagara Falls and Lockport, N. Y., granting per- PRESERVATO01N OF NIAGARA PALLS. 1547 mission to divert for power purposes limited amounts of water from the Niagara River and the Erie Canal. These permits were con- tinued in force to March 4, 1913, when the Burton Act expired by limitation. Jurisdiction 'of the Secretary of ,War in the matter of these diversions has been continued since the latter date under the provisions of sections 10 and 12 of the river and harbor act approved March 3, 1899. OPERATIONS DURING THE FISCAL YEAR ENDING JUNE 30, 1914. The companies were informed by the Chief of Engineers on July 19, 1913, that "For the present no objection is being made by the War Department to existing diversions so long as the daily average does not exceed that of the permits and diversion limits which existed last year under the Burton Act." The companies continued their operations on the basis of this information until about June 3, 1914, when notification was received by them from the Secretary of War, dated May 28, 1914, that the maximum limitations of diversions are interpreted as relating not to the daily average quantity diverted, but to the quantity diverted at any moment. This later ruling has been in force to the end of the fiscal year. The supervision of the power companies and the determination of the amount of their diversions have been continued throughout the year by the officer in charge of the Lake Survey, the expense per- taining thereto being defrayed by allotments from the appropriation for "Examinations, surveys, and contingencies of rivers and har- bors." Frequent inspections of the power stations have been made by a representative of that office, stationed at Niagara Falls, N. Y. The details of these inspections have been reported weekly to the Lake Survey office and trimonthly reports have been made directly to the Chief of Enginers, showing the estimated maximum and aver- age diversions of each company for each day covered by the report. Diversions.-The limits of diversions named in the companies' respective permits under the Burton Act were in no case during the year exceeded by the daily average diversions. The maximum diver- sions of the Niagara Falls Power Co. were in excess of 8,600 second- feet (its permit limit) on 294 days between July 1, 1913, and June 3, 1914, since when no excess has been noted. The diversions of the Hydraulic Power Co. were computed from switchboard readings, using the ratio between output and water consumption determined by the test of its plant in December, 1911. The quantities thus derived show excess in maximum diversions on 274 days during the past year, 23 of which occurred after ,June 3. Investigation regarding these latter was being made at the end of the year. The Hydraulic Race Co. continued operations during the year with little or no change in conditions attending its diversion. An estimated daily average of 700 cubic feet of water per second, with a maximum of about 725 cubic feet per second, has been withdrawn from the upper level and returned to the lower level of the canal at Lockport. This amount is only a portion of the water required to maintain the canal levels, the balance being supplied through a by-pass under State control. An average of about 500 cubic feet of water per second is continually being diverted from the lower level of the canal at Lockport for the use of the various mills on Eighteen Mile Creek. 1548 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. ALLOTMENTS FROM THE APPROPRIATION cEXAMINATIONS, SURVEYS, AND CONTINGENCIES OF RIVERS AND HARBORS.' Allotments: Aug. 19, 191.3---------------------------------------$250 Nov. 4, 1913-- -------------------------------- 250 Feb. 5, 1914------------------------------------------_ 250 May 6, 1914--------------------------------------- 250 $1, 000. 00 July 1, 1913, balance unexpended---------------------------------- 152. 13 1,152.13 June 30, 1914, amount expended during fiscal year________________ 1, 056. 60 July 1, 1914, balance unexpended--- ------------------------------- 95. 53 July 1, 1914, outstanding liabilities------------------------ 25. 00 July 1, 1914, balance available___---- -------- _70. 53 (See Appendix D D D 2.) IMPROVEMENT OF YELLOWSTONE NATIONAL PARK, INCLUDING THE CONSTRUCTION, REPAIR, AND MAINTENANCE OF ROADS AND BRIDGES. Officer in charge: Capt. C. H. Knight, Corps of Engineers, until June 15, and Maj. Amos A. Fries, Corps of Engineers, from June 15, to the end of the fiscal year. HISTORY. 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 designatecd accordingly. This was the beginning of systematic road construction in the park. The previous work consisted in the opening 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 since been in charge of the Engineer Department, with the exception of the period from August, 1894, to March, 1899. For several years the annual reports of the Chief of Engineers called attention to the need for large appropriations for maintaining the park improvements, for repairing the progressive deterioration of the road system, and for repairing and replacing old and unsafe structures. The appropriations for a number of years had proven entirely inadequate for maintenance, and as the bad effects were cumulative, the need of larger appropriations became more urgent each year until conditions had reached a point where the safety of tourists had become a matter of grave concern. The appropriation made for the fiscal year 1912 was exhausted early in that year, and there were no funds available for opening the road for the beginning of the tourist season of 1912. Moneys appropriated by joint resolu- tions of July 1, August 1 and 16, 1912, were insufficient for work YELLOWSTONE NATIONAL PARK. 1549 during the summer. The sundry civil act of August 24, 1912, appro- priated sufficient funds to carry necessary repair work to the end of the fiscal year, and the act of June 23, 1913, was large enough to enable much work to be done toward the replacement of unsafe bridges and retaining walls and toward resurfacing the roads. More extended information relating to previous operations is pub- lished in the annual reports of the Chief of Engineers, as follows: 1887, page 3133: A resum6 of operations from 1883 to 1887. 1900, page 5420: A general resum6 covering the period 1872-1900. 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. PROJECTS. Belt line and approaches.-At the outset the officer of the Corps of Engineers in charge adopted a project (described in the An- nual Report of the. Chief of Engineers for 1887, p. 3134) for a comprehensive system of substantial roads, which, as modified by act of Congress March 3, 1891, is the basis of the present system. The sundry civil act of June 6, 1900, directed " that road extensions and improvements shall hereafter be made in said park under and in harmony with a general plan of roads and improvements to be ap- proved by the Chief of Engineers." A plan approved August 27, 1900, modified July 22, 1901, and July 2, 1902, and practically fin- ished during the fiscal year ending June 30, 1906, comprised a belt line or main circuit, reaching 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 maximum grade was 8 per cent, the standard width 18 feet, and nearly all of the main cir- cuit was surfaced with one kind or another of the best road material locally available. The present project provides that the belt line and the approach road from the north entrance be thoroughly metaled with crushed rock, gravel, or other good material; that iron pipe, tile, or other permanent material be used for culverts; that steel and concrete be used for bridges; and that roads on the main tourist route be sprinkled. Widening roads for motor traffic.-An estimate of the cost of con- struction of new roads or changes in the present roads in the Yellow- stone National Park in order to permit of the use of automobiles and motorcycles therein without interfering with the present mode of travel in vehicles drawn by horses or other animals was sent to Con- gress by the Acting Secretary of War under date of June 26, 1912, and printed in Senate Document No. 871, Sixty-second Congress, second session. The sundry civil act of August 24, 1912, appro- priated funds for beginning the work of widening and improving the roads, bridges, and culverts from the belt line to the western, southern, and eastern borders, all within Yellowstone National Park, to make such roads suitable and safe for animal-drawn and motor- propelled vehicles. The proposed width was to be 30 feet, with a broken stone or gravel surface 15 feet wide and a light bituminous 1550 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. application for road surface. The sundry civil act approved August 1, 1914, provided for a widening to not exceeding 18 feet. The total cost of new work required on these roads was estimated in the above public document as $340,700. The sundry civil acts of August 24, 1912, June 23, 1913, and August 1, 1914, appropriated a total of $252,000, leaving a remainder of $88,700 to be appropriated. That part of the eastern approach to the belt line lying within the forest reserve requires improvement in order that automobiles may reach the park in safety. The cost of such work is estimated at $56,000. The sundry civil act approved August 1, 1914, appropriated $30,000 therefor, the width not to exceed 18 feet. OPERATIONS DURING FISCAL YEAR ENDING JUNE 30, 1914. (For details see the report of the district officer, Appendix E E E.) General.-The sundry civil act of June 23, 1913, provided $125,000 for maintenance and repair of improvements, and $75,000 for im- provement of the west, south, and east approaches within the park, and work was prosecuted under these appropriations. The work of the past fiscal year 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; clearing of dead and fallen timber from the roadside; repairs to road-sprinkling system, sprinkling wagons, road graders, carts, and other vehicles; maintenance of trees, shrubs, vines, and lawns; and work in widening and improving the west and east approaches. Bridges.-Six new bridges were erected, two of which were of wood, one of steel, and three of reinforced concrete construction. A number of steel and wooden bridges were redecked; numerous minor repairs were made and all bridges were placed in safe condi- ion; 10 steel bridges were repainted; and a number of worn-out wooden culverts were replaced by corrugated iron culverts. Sprinkling.--The length of road sprinkled with water is approxi- mately 100 miles. A number of additional gravity tanks were in- stalled, and the system on that part of the road now sprinkled is nearly complete except where it is proposed to oil the roads. No extension of the water-sprinkling system is proposed for the fiscal year 1915, but oil will be used on sections not now sprinkled if experi- ments are successful and funds are sufficient. COST OF WORK TO JUNE 30, 1914. The sum expended to June 30, 1914, including maintenance and repairs, is $2,400,530.15. 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. Main- tenance and repairs have cost about $929,230.64, leaving about $1,271,- 299.51 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. There was expended during the fiscal year 1914 for maintenance and repairs $120,845.46, and for widening and improving the entrances $116,692.10. YELLOWSTONE NATIONAL PARK. 1551 PROPOSED OPERATIONS DURING FISCAL YEAR ENDING JUNE 30, 1915. It is proposed to apply $125,000 during the fiscal year ending June 30, 1915, to work of maintenance and repair, replacing certain wooden bridges with bridges of steel and concrete, replacing wooden culverts with culverts of metal and concrete, sprinlding roads, replacing cer- tain dry rubble walls with walls of rubble laid in mortar, and to repair and improvement of roads and bridges on the approaches in the forest reserves east and south of the park. It is proposed to apply the remaining $130,000 to continuance of the work of widening and improving the west, south, and east approaches- to the belt line within the park, and to widening and improving the road in the forest reserve east of the park, to make these roads safe and suitable for automobile traffic. July 1, 1913, balance unexpended ____-------------_____-__- $260, 523. 57 Amount received from sales---------------------__----------- - 397. 05 260, 920. 62 June 30, 1914, amount expended during fiscal year ____________-- 237, 537. 56 July 1, 1914, balance unexpended____ ___-__________-__ ____ 23, 383. 06 _______ _____ July 1, 1914, outstanding liabilities_ -------- ___- 23, 002. 10 July 1, 1914, balance available__-----------------------------_ _ 380. 96 ESTIMATE FOR THE FISCAL YEAR ENDING JUNE 301 1916. For maintenance and repair of improvements in Yellowstone National Park, including not to exceed $7,500 for maintenance of the road in the forest reserve leading out of the park from the east boundary, and not to exceed $2,500 for maintenance of the road in the forest reserves leading out of the park from the south boundary, to be expended by and under the direction of the Secretary of War, to be immediately available and to remain available until expended, pro- vided that no portion of this appropriation shall be expended for the removal of snow from any of the roads for the purposes of opening them in advance of the time when they will be cleared by seasonal changes----------------------------- ---------------- $150, 000 NOTE.-This estimate includes certain items in the nature of ex- traordinary repairs which should be made at once. The funds available for maintenance during the six years ended June 30, 1912 proved entirely inadequate for maintenance and much damage was done the road system through lack of necessary work. At the present time an expenditure of $100,000- in excess of the amount required for ordinary maintenance would be required to restore the roads to their original condition. This would require a single ap- propriation of over $200,000 for maintenance. As some of the work can be delayed without damage to the roads, it is not included in this estimate, which will allow the expenditure of approximately $50,000 toward restoration of the road system. The estimate has been reduced to those things believed absolutely essential to work and it is all for emergency work. An expend- iture of any less sum will leave certain necessary work undone and require larger expenditures for the same work in future years. An appropriation of $200,000 for maintenance could be spent to ad- vantage, but is not absolutely necessary. The provision that the appropriation be made immediately avail- able and remain available until expended is necessary to the effi- cient prosecution of the work. The working season in the park is short and uncertain, and specific items of necessary repair work in- cluded in the estimate may not be completed during the fiscal year 1916 on account of climatic conditions. Under fiscal year appro- 1552 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. priations and the necessity for returning unexpended funds to the Treasury that work would be delayed until the fiscal year 1918, in case it were reestimated and inserted in the regular annual estimate. For widening and improving the surface of roads, and for building bridges and culverts from the belt-line road to the western border, from the Thumb Station to the southern border, and from the Lake Hotel Station to the eastern border, all within Yellowstone Na- tional Park, to make such roads suitable and safe for animal-drawn and motor-propelled vehicles, to be immediately available and to remain available until expended_______________________________ $80, 000 NOTE.-The total estimated cost of widening and improving sur- face of roads in Yellowstone National Park, including retaining and guard walls, bridges, and culverts, to permit the use of motor-pro- pelled vehicles, as given in the report of Capt. C. H. Knight, Corps of Engineers, May 27, 1912, printed in Senate Document No. 871, Sixty-second Congress, second session, was $2,264,670. The estimate for the work on the west, south, and east approaches within the park was as follows: West approach ___ _________ -_____ ____ $180, 700 South approach_-......------- _______ -- 48, 000 East approach_---- .. ----------- -112, __--... 000 $340, 700 Appropriations have been made as follows: Sundry civil act, Aug. 24, 1912__ 77, 000 Sundry civil act, June 23, 1913 ______________75, 000 Sundry civil act Aug. 1, 1914_- ... ____.. 100, 000 252, 000 Remainder to be appropriated for work on the west, south, and east approaches within the park------- 88, 700 The estimate has been reduced to the amount considered essen- tial to continuing the work at the present rate of progress. Larger appropriations up to the limit of the sum required to complete the project could be economically expended. On account of climatic conditions and the short and variable character of the working sea- sons, the appropriation should be made immediately available and remain available until expended. For widening and improving the surface of roads and for building bridges and culverts in the forest reserve leading out of the park from the east boundary, to make such roads suitable and safe for animal-drawn and motor-propelled vehicles______________________ 20, 000 NOTE.-The road in the forest reserve leading out of the park from the east boundary is a part of the park road system. It was built and is maintained as a part of that system. It is open to automobile traffic and is used by the transportation company bring- ing tourists into the park from Cody, Wyo., but it is in poor con- dition for such traffic. It should be improved at the same time with the road within the park in order that it may be in good condition when these roads are opened for traffic by automobiles. Its im- provement for use by automobiles will require a total expenditure of $56,000, $30,000. of which, should be expended during the fiscal year 1915. The estimate given in the report of Capt. C. H. Knight, Corps of Engineers, May 27, 1912, for roads in Yellowstone National Park, printed in Senate Document No. 871, Sixty-second Congress, second session, treats the entire eastern approach, including the section in question in the forest reserve and the section within the park proper as one road. The expenditure of the funds asked for in this estimate will be made in accordance with the plans outlined in that document. Senate bill 4239, Sixty-second Congress, which passed the Senate, contained a provision that no appropriations other than those made specifically for printing and binding shall be used for such purposes. If such a provision should be enacted into law, it would apparently prevent paying for printing and binding from any appropriation which does not specifically provide for such expenditure. For that reason " printing, binding, and blank books" has been included in this estimate, CRATER LAKE NATIONAL PARK. 1553 APPROPRIATIONS. Administra- Roads and Act. tion and R s Total. protection. bridges. Total of appropriations to Dec. 31, 1902 (see H. Doc. No. 421, 57th Cong., 2d sess.) ........................... $100, 348.02 $1, 008, 586.23 $1, 108, 934.25 Mar.3, 1903........................... ............. 5, 000.00 250,000.00 255,000.00 Apr. 28, 1904 ......... ............................ 7, 500.00 250, 000.00 257, 500.00 Mar. 3, 1905................................................ 7,500.00 133, 000.00 140 500.00 June 30, 1906.......................................7,500.00 55, 000.00 62 500.00 Mar. 4, 1907.......... .............................. 8,000.00 75, 000.00 83, 000.00 May 27, 1908............................................... 10, 500.00 65,000.00 75,500.00 Mar. 4,1909....................................... 8,000.00 65,000.00 73,000.00 June 25, 1910...... ................................. 8,500. 00 75, 000.00 83, 500. 00 Mar. 4, 1911........................................ 8,500.00 70, 000.00 78 500.00 July 1,Aug. 1 and 16, 1912 ....... .................................. 11,666. 66 11 666. 66 Aug. 24, 1912...................................... 8,500.00 165,333.34 173,833.34 June 23, 1913..................................... 8, 500.00 200, 000.00 208, 500.00 188, 348.02 2,423,586.23 2,611,934.25 Receipts from sales....................... .................. .............. 948.20 948.20 188, 348. 424, 534. 02 2, 45 882. 612, 43 2, 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................ ........ 188,348.02 2, 425,385.38 2,613,733.40 Less amount reverted to Treasury, July, 1904, appropria- .... tion,1901-2 ................................................. 621.22 621.22 Grand total ............................................ 188, 348.02 2,424, 764.16 2, 613, 112. 18 (See Appendix E E E.) CRATER LAKE NATIONAL PARK. Officer in charge, Maj. J. J. Morrow, Corps of Engineers. HISTORY. Crater Lake National Park was set apart from the public do- main by act of Congress approved May 22, 1902. The tract of land forming the park has an area of 249 square miles, surrounding the crater of Mount Mazama, an extinct volcano in the Cascade Range of mountains, about 60 miles north of the California State line. A complete description of Crater Lake Park is found in Profes- sional Papers No. 3, Department of the Interior, United States Geo- logical Survey, entitled " The Geology and Petrography of Crater Lake National Park," by J. S. Diller and H. B. Patton. Govern- ment Printing Office, 1902. The sundry civil act of June 25, 1910, provided $10,000 for sur- veying, locating, and preparing plans and estimates for roads and trails in the park, under the direction of the Secretary of War. This work was assigned to the district officer in charge of the first Port- land district, and was completed during the summers of 1910 and 1911. Final report was submitted November 21, 1911, and is printed in full, with maps and profiles, in House Document No. 328, Sixty- second Congress, second session. The total estimated cost of the sys- tem of roads and trails is $642,000, with an additional $65,000 for a system of tanks and sprinkling and an annual estimate after com- pletion for maintenance of $20,000. 60993 0 -ENG 1914- 98 1554 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. The sundry civil act approved August 24, 1912, contained the fol- lowing item: Crater Lake National Park, Oregon: For construction of a wagon road and the necessary bridges through Crater Lake National Park, Oreg., together with a system of tanks and water-supply pipes to provide for sprinkling, in accordance with recommendations contained in the report of the War Depart- ment published as House Document Numbered Three hundred and twenty- eight, Sixty-second Congress, second session, to be expended under the direction of the Secretary of War, $50,000. The sundry civil act of June 23, 1913, carried a further appropria- tion of $75,000 for the same purpose. The work of construction was assigned to the officer in charge of the first Portland district. OPERATIONS DURING FISCAL YEAR ENDING JUNE 30, 1914. Active operations on road construction were in progress at the close of the last fiscal year by hired labor and purchase of materials and continued until October 6, 1913, were resumed April 15, 1914, and were in progress at the close of the fiscal year. The work accomplished consisted of clearing and grading about 62 miles of the Pinnacles Road, clearing and grading about 5 miles of the Fort Klamath Road, and clearing and grading about 8 miles of the Rim Road. EXPENDITURES. The sum expended to June 30, 1914, on the project is $86,114.68, of which $9,516.35 was expended from the appropriation for surveys, plans, and estimates carried by the act of 1910. In addition, there have been expended by other departments of the Government sums not known to this office in the construction and maintenance of trails and temporary roads from the western and southern boundaries to the rim of the lake. EXPENDITURES PROPOSED DURING FISCAL YEAR ENDING JUNE 30, 1915. It is proposed to expend the available balance and amount recom- mended as a profitable expenditure for the year ending June 30, 1916, in further construction of roads by the hired-labor system, this method being believed to be the most economical, owing to greater flexibility. The estimated amount which can be profitably expended during the fiscal year ending June 30, 1916, in addition to the avail- able balance, is $100,000. The sections laid out for work will afford, with the funds available and with those asked for, the maximum accessibility for the money, to the sights of the park, and will give tourists access to the lake rim, to Anna and Sand Creek Canyons, and to the Pinnacles. The season for work in Crater Lake Park is very short, and in order to take advantage of climatic conditions and to conduct the work economically with the rate of progress desirable the appropriation should be immediately available and remain avail- able until expended. RECLAMATION OF ANACOSTIA RIVER, D. C. 1555 July 1, 1913, balance unexpended___ ____________________---__ $114, 897. 04 June 30, 1914, amount expended during fiscal year, for, works of improvement _ __ __--------------_____ -- ____- ___ 66, 011. 72 July 1, 1914, balance unexpended______ -___- -___________ 48, 885. 32 July 1, 1914, outstanding liabilities .__.. __.___ -- __________ 35, 000. 00 July 1, 1914, balance available___ 13, 885. 32 Amount appropriated by sundry civil act approved Aug. 1, 1914____ 85, 000. 00 Amount available for fiscal year ending June 30, 1915 ------------- 98, 885. 32 Amount (estimated) required to be appropriated for completion of existing project-- ----------------------------------------- 1497, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of imprdvement_____________________ 1100, 000. 00 (See Appendix F F F.) RECLAMATION AND DEVELOPMENT OF ANACOSTIA RIVER AND FLATS FROM ANACOSTIA BRIDGE NORTHEAST TO THE DISTRICT LINE, DISTRICT OF COLUMBIA. The Anacostia River rises in Prince Georges County, Md., and, flowing 20 miles in a southwesterly direction, joins the Potomac River in the District of Columbia. A report on examination of the Anacostia River by S. T. Abert in 1875 states that " in 1835 vessels carrying 100 hogsheads of tobacco, or about 60 tons, were able to load at Bladenburg," but no record of the exact depth at that time is available. In 1862 the minimum channel depth was 18 feet at mean low water at Anacostia Bridge, 12 feet at the Philadelphia, Baltimore & Washington Railroad bridge, and 3 feet at Benning Bridge. In 1891 the minimum chan- nel depth was 15 feet at mean low water at Anacostia Bridge, 12 feet at the Philadelphia, Baltimore & Washington Railroad bridge, 8 feet at Benning Bridge, and 3 feet at the District line. The present minimum channel depths are about the same, except near the District line, where the minimum depth is now about 2 feet at mean low water. The channel is narrow and winding, and between the channel and the banks are extensive flats and marshes which are alternately ex- posed and flooded by tidal action. In summer the flats are covered with a rank growth of aquatic plants, which prevent a rapid cleansing movement of the tide and causes deposits of mud and filth. The meadows, which are above ordinary high-water level, are flooded at varying intervals, whenever the water is raised by flood or easterly winds above normal level, and every depression retains a stagnant pool, a condition most favor- able for the development of malaria. The portion of the river covered by the project extends upstream from Anacostia Bridge to the District of Columbia boundary line a distance of about 5 miles. It is subject to a mean tidal oscillation of 3 feet and a maximum rise during freshet to about 12 feet above mean low water. A draft of 21 feet can be brought to this sec- tion from the Atlantic Ocean. The project was prepared in compliance with Public, No. 441, Sixty-second Congress, first session, which contained the following: Toward the reclamation and development of the Anacostia River and Flats from the Anacostia Bridge northeast to the District line, to be expended under 1Exclusive of the balance unexpended July 1, 1914. 1556 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. the supervision of the Chief of Engineers, United States Army, upon plans to be prepared under the direction of and to be approved by a board of engineers, to consist of the Engineer Commissioner of the District of Columbia, the officer in charge of public buildings and grounds, and the engineer officer in charge of the improvement of the Potomac River; said sum to be available for the preparation of plans, the prosecution of the work, the employment of personal service, and for such other purposes as may in the judgment of said board be necessary to carry out the purposes of this appropriation, one hundred thousand dollars. Pursuant with the act the board of engineer officers convened in July, 1911, and after an exhaustive study of the subject formulated the project and embodied it in their report dated April 29, 1912. The project as contained in this report provides for the construction of a dam, with lock and necessary appurtenances, on the line of Massa- chusetts Avenue, to maintain the pool above at a normal elevation of about 2 feet above mean low water; for the construction of river walls between Anacostia Bridge and the dam, with top of walls at elevation 8 feet above mean low water; for dredging the section of river between Anacostia Bridge and the dam; for the construction of low walls or gravel beach around the basin from the dam to the Dis- trict of Columbia line; for dredging the section of river between the dam and the District line, the depth of dredging to be such that the excavation and fill will approximately balance; that draw spans be required in Pennsylvania Avenue, Philadelphia, Baltimore & Wash- ington Railroad, and Benning Bridges, available width in the draw to be 100 feet, the same as the width of draw in the present Anacostia Bridge; and that the harbor lines above Anacostia Bridge be abol- ished and the bulkhead line just below Anacostia Bridge be modified as indicated on map, all at the estimated cost of $2,046,100. Act Public, No. 435, Sixty-second Congress, third session, authorized the acquirement, by purchase or condemnation, of such lands re- quired for highway or park purposes on both sides of the river from the Anacostia Bridge to the District line and made available for such purchases or condemnations any or all of the money then or thereto- fore appropriated for the reclamation. "References to examination or survey reports and maps or plans related to the project. Congressional documents. Annual reports of Ciefof Engineers. Section covered. House or No. Congress. Session. Year. Page. Senate. Bladensburg to navy yard 1..........House... 94 Forty-fourth.. First....... ..... Do. 1.. ................ 2. . . . . . . . . . . . ......... ............ ... ........ . .. 1876 .............. 358 Bladensburg to mouth ... House... 30 Fifty-second.. First................ Do. 1 ............ .. ..- ..... 1892 1064 Bridge2 in line with Massachusetts Ave- House... 140 Fifty-fifth.... Second .................. nue. Bladensburg to mouth 2. . . . .. . . . . . . . Do. 1................................ . . .. do.... ............... 87 ... do........ Third......... 1899 .......................... .... 1443 District of Columbia line to Philadelphia, Senate.. 166 Fifty-seventh. First............... Baltimore2 & Washington R. R. Branch. Report as to title to riparian lands 2.....House... 194 Fifty-ninth... ... do.... ........ ...... Do. 1.... ........... Senate.. 462 Sixty-first..... Second. ................. Do. 2......................... ..........do.... 19 Sixty-second.. First.... ....... ........... Do. 1.................................do.... do...... Third.......... 1137 ..... ..... 1No maps. s Contains maps. REMOVAL OF WRECK OF BATTLESHIP VIMAINE." 1557 Map of this locality may be found in the Annual Report of the Chief of Engineers for 1912. The work of the fiscal year consisted in placing sea-wall founda- tions, in removing an old pile trestle, in dredging and embankment work, and in negotiations for acquirement of necessary lands for highway and park purposes. It was done partly by contract and partly by hired labor. The expenditure for the fiscal year was $107,469.50. The amount .expended on the project to June 30, 1914, was $130,897.80, and this expenditure resulted in building 5,435 linear feet of sea-wall foundation, in which 44,137 cubic yards of riprap were used; in building 5,823 linear feet of embankments; in dredg- ing 83,594 cubic yards of material and placing it upon the area to be reclaimed; in removing the old coal trestle which was near Penn- sylvania Avenue Bridge, and some piling in the vicinity of the gas-house wharf; and in work of acquirement of the lands necessary for the project. The project is now about 5 per cent completed. The funds, $200,000, asked for the fiscal year 1916 will be used for dredging, for sea-wall work, for beginning construction of dam, and for the prosecution of the work provided for in the project. The work will be done partly by contract and partly by hired labor. July 1, 1913, balance unexpended-----------------------------$276, 571. 70 June 30, 1914, amount expended during fiscal year--------------- 107, 469. 50 July 1, 1914, balance unexpended------------------------------- 169, 102. 20 July 1, 1914, outstanding liabilities..------------------------------1, 699. 52 July 1, 1914, balance available---------------------------__ 167, 402. 68 Amount appropriated by the District of Columbia appropriation act, July 21, 1914------------------------------------------ 100, 000. 00 Amount available for fiscal year ending June 30, 1915------------- 267, 402. 68 July 1, 1914, amount covered by uncompleted contracts ----------- 22, 095. 87 Amount that can be profitably expended in fiscal year ending June 30, 1916, for works of improvement-------------------------- 200, 000. 00 (See Appendix G G G.) REMOVAL OF WRECK OF U. S. BATTLESHIP "MAINE" FROM THE HARBOR OF HABANA. The removal of the wreck of the Maine from Habana Harbor has been carried on with appropriations aggregating $900,000, made in the acts of May 9 and June 25, 1910; March 4 and December 22, 1911, by a board of engineer officers convened by paragraph 1, Special Orders, No. 36, Office Chief of Engineers, August 2, 1910, consisting of Col. W. M. Black, Lieut. Col. M. M. Patrick, and Maj. H. B. Ferguson. The project for removing the wreck after first exposing it within a cofferdam was approved by the President October 13, 1910. In addition to the removal of the wreck it was required: (1) That the remains of the men who went down with the vessel and which had not been recovered should be found, if possible, and removed to the Arlington National Cemetery for burial; (2) that the mainmast of the ship should be sent to the Arlington Cemetery and there re- ' Exclusive of amount available for fiscal year 1915. 1558 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. erected; (3) that the wreck should be so exposed, without derange- ment of its parts, as to permit all information possible to be obtained as to the nature and location of the explosion or explosions which caused the disaster. Reports relative to the removal of the wreck and the progress thereof are printed in House Document No. 919, Sixty-first Congress, second session; Senate Document No. 765, Sixty-first Congress, third session; and in Annual Report of the Chief of Engineers, United States Army, for the fiscal year 1911, pages 1119 and 3039; for the fiscal year 1912, pages 1342 and 3565; and for the fiscal year 1913, pages 1498 and 3277. Plan of the locality and photographs of the wreck are included in the Annual Report for 1911. The final report of the board for the removal of the wreck is printed in House Document No. 480, Sixty-third Congress, second session. The report of the board appointed by the Secretary of the Navy to examine the wreck after it was unwatered is contained in House Document No. 310, Sixty-second Congress, second session. All outstanding obligations have been settled and all funds on hand deposited in the United States Treasury to the credit of the appropriation. Since the annual report for 1913 was submitted $1,632.75 was received from the sale of plant to the Cuban Govern- ment and the total of outstanding liabilities was reduced in settle- ment to $11,420.20. Similarly, in the financial statement contained in House Document No. 480, Sixty-third Congress, second session, the statement of outstanding liabilities is $34.50 in excess of the total of the settled accounts. The total expenditure amounts to $802,- 235.68. including $3,113.88 reimbursed from other appropriations and $5,000 allotted to the Navy Department for the construction of memorial tablets, which is to be reimbursed from the sale of the tab- lets. In addition, $11,000 has been set aside for the erection of the mainmast in Arlington Cemetery. The removal to Arlington Na- tional Cemetery for burial of the remains of the men who went down with the vessel cost $4,090.50. There has been deposited in the Treas- ury from the sale of plant $4,290.97, leaving $785,740.33 as the actual cost of removing the wreck. July 1, 1913, balance unexpended-----------------------------$101, 298. 40 June 30, 1914, amount expended during fiscal year, for works of improvement---------------------------------------- 420.20 July 1, 1914, balance unexpended-------------------------------100, 878. 20 July 1, 1914, outstanding liabilities__ - 11, 000. 00 July 1, 1914, balance available---- 89, 878.20 2----------------------------- (See Appendix H H H.) MONUMENTS AND MEMORIALS OUTSIDE THE DISTRICT OF CO- LUMBIA. ERECTION OF MONUMENTS IN THE PHILADELPHIA (PA.) DISTRICT. This work was in charge of Lieut. Col. Joseph E. Kuhn, Corps of Engineers, to August 15, 1913, and thereafter in charge of Col. George A. Zinn, Corps of Engineers. 1Pledged for erection of mast. Exclusive of $5,000 to be reimbursed by sales from Navy Department. MEMORIAL ARCH AT VALLEY FORGE, PA. ERECTION OF1IONUMENTS. 1559 1. MEMORIAL ARCH AT VALLEY FORGE, PA. A previous history of this work is contained in the Annual Report of the Chief of Engineers for 1913, page 1499. At the beginning of the fiscal year the masonry work had been carried to a height of about 35 feet, and the arch was estimated to be about 40 per cent completed. Construction work was continued from the beginning of the fiscal year to December 30, 1913, when all stone setting was completed except for a few minor details. Carving of the decorative work and cutting of the various inscriptions was continued during the winter, except during periods of very cold weather, and completed on March 17, 1914. The setting of the bronze rosettes in the soffit of the arch, the bronze letters on the attic panel, and the bronze medallions on the panels under the vault were completed May 9, 1914. All other items of work, including the cleaning down and pointing up of the stonework, constructing the granite roadway under the arch, clean- ing up and clearing the site of the arch of debris, was completed on May 16, 1914. In the construction of the arch about 17,000 cubic feet of granite, about 7,100 cubic feet of brickwork, and about 1,000 cubic yards of concrete was used. Expenditures during the year amounted to $68,279.81, of which $64,964.52 was paid to the contractor, $2,093.91 was paid to the architect, and $1,221.38 was expended for superintendence, office ex- penses, and incidentals. The total amount expended on the work to the end of the year was $98,881.87. The sum of $580.96 was de- ducted from payments due the contractor to cover the cost of super- intendence and inspection of the work during the period of delay beyond the contract time limit. The unexpended balance of the appropriation is $1,187.13. The arch has not yet been transferred to the care and keeping of the Valley Forge Park Commission, as required by the act of June 25, 1910. Amount appropriated by the sundry civil act of Mar. 4, 1911- $100, 000. 00 Amount received from sale of blue prints 9. 00 6------------------------ Total------------------------------------------------- 100, 069. 00 June 30, 1913, amount expended during previous fiscal years -------------------- $30, 602. 06 June 30, 1914, amount expended during present fiscal year , 279. 81 68-------------------------------------------- 98, 881. 87 July 1, 1914, balance available ---------------------------------- 1, 187. 13 CONTRACTS IN FORCE. COVERING SERVICES OF THE ARCHITECT. Contractor: Paul P. Cret, of Philadelphia, Pa. Date of contract: May 20, 1911. Date of approval: June 15, 1911. Consideration of contract: $5,460. Completed at close of fiscal year: 100 per cent. 1560 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. FOR ERECTING THE MEMORIAL ARCH. Contractor: Henry L. Brown, of Philadelphia, Pa, Date of contract: April 4, 1912. Date of approval: April 13, 1912. Date of beginning work: May 20, 1912. Date of expiration: October 18, 1913 (waived for reasonable period). Date of actual completion: May 16, 1914. Consideration of contract: $91,000. Completed at close of fiscal year: 100 per cent. 2. MEMORIAL MONUMENT AT GERMANTOWN, PA. A previous history of this work is contained in the Annual Report of the Chief of Engineers for 1913, page 1501. The contractor proposes to construct the foundations and the three risers leading to the monument proper as soon as the landscape plan in the immediate vicinity of the monument has been approved by the art jury of Philadelphia. This approval is expected to be given at an early date, and it is probable that the foundation will be placed during the fall of 1914. "The execution of the one-third size working model of the monu- ment is progressing satisfactorily, and the contractor expects to sub- mit the same for approval before the end of the year 1914. It is expected that the monument proper will be assembled and placed in position during April or May of 1916. Disbursements during the year covered the initial payment of $5,000 to the contractor, and incidental office expenses. Amount appropriated by the sundry civil act approved Aug. 24, 1912 ---------------------------------------- $25, 000. 00 Amount contributed by the National German-American Alliance and deposited in the Treasury of the United States-........ 25, 000. 00 50, 000. 00 June 30, 1914, amount expended during the fiscal year------------- 5,027. 04 July 1, 1914, balance available------------------------------ 44, 972. 96 July 1, 1914, amount covered by uncompleted contract ------------- 44, 972. 96 CONTRACT IN FORCE. Contractor: Albert Jaegers. Date of contract: May 20, 1913. Date of approval: June 25, 1913. Date of expiration: May 20, 1916. Consideration of contract: $50,000. Completed at close of fiscal year: 10 per cent. 8. MONUMENT ON THE BATTLEFIELD OF PRINCETON. N. J. A previous history of this work is contained in the Annual Report of the Chief of Engineers for 1913, page 1503. The tripartite agreement entered into with Mr. MacMonnies on May 10, 1913, for modeling, executing, and erecting the monument ERECTION OF MONUMENTS. 1561 has not yet been approved by the Chief of Engineers, as the neces- sary bond of $15,000 to accompany the contract has not yet been fur- nished. Negotiations looking to the execution of this bond are in progress. Expenditures during the year covered office expenses. Amount appropriated by the act of June 8, 1906_---------------- $30, 000.00 Amount contributed by the Princeton Battle Monument Association__ 30, 000. 00 60, 000. 00 June 30, 1914, amount expended during the fiscal year from funds appropriated by the act of June 8, 1906____ $27. 67 June 30, 1914, amount expended during the previous fiscal year by the Princeton Battle Monument Association____ 8, 351. 41 8, 379. 08 July 1, 1914, balance available- ____--__-____-_ _ -___ 51, 620. 92 July 1, 1914, amount covered by uncompleted contract_ __________51, 620. 92 ERECTION OF MONUMENT IN THE NORFOLK, VA., DISTRICT. This work was in charge of Lieut. Col. E. Eveleth Winslow, Corps of Engineers. MONUMENT TO PRESIDENT TYLER IN HOLLYWOOD CEMETERY, RICH- MOND, VA. This monument is to be erected in accordance with a provision in the sundry civil act approved August 24, 1912, which appropriated $10,000 for the erection of a suitable monument over the grave of the late President Tyler in Hollywood Cemetery, Richmond, Va., as authorized by the act of March 11, 1911. At the beginning of the fiscal year the Hollywood Cemetery Co. had presented evidence to the Secretary of War to show that it was a responsible legal association, and that it would assume the re- sponsibility for the care and maintenance of the monument when constructed. Considerable correspondence had been had with the surviving members of the family of President Tyler in an attempt to obtain their views as to the character and the exact location of the monument. During the fiscal year it was decided that the monument should have the character of a monolithic shaft, supported by a suitable base, and containing in front of the monument, or on the front face thereof, a bronze bust or bas-relief portrait of President Tyler. A program of competition was drawn up, was submitted to the depart- ment, and was referred to the Committee of Fine Arts, and com- petitive designs for the monument was then requested by advertise- ment in the usual manner, the papers submitted being opened on _February 16, 1914. A total of 25 designs were received from 12 separate parties. All of the papers in the case, together with draw- ings, models, samples of stone, etc., were, by direction of the Secre- tary of War, referred to the Committee of Fine Arts. These de- signs were examined by this committee in the War Department, and under date of March 21, 1914, they recommended to the Secretary of War that the design of the T. F. McGann & Sons Co., of Boston, Mass., be accepted. This recommendation having been approved by 1562 REPORT OF TTHE CHIEF OF ENGI1EERS, U. S. ARMIY. the Secretary of War, a contract with that company was entered into in the latter part, of the fiscal year. At the end of the fiscal year, however, no actual work had been done. Under the terms of the competition an honorarium of $200 was to be paid to the person submitting the second best design. This honorarium, upon the recommendation of the Committee of Fine Arts, approved by the Secretary of War, has been paid to Mr. U. S. J. Dunbar, of Washington, D. C., who submitted a design con- sidered by the Committee of Fine Arts as second best and as being worthy of the honorarium. The expenses connected with this monument, including the cost of printing, advertising, travel expenses, and the transportation of models, was $296.86, of which amount, however, $8.75 was still out- standing at the end of the fiscal year, the actual amount paid out during the fiscal year being $282.93. July 1, 1913, balance unexpended--------------------------------$9, 994. 82 June 30, 1914, amount expended during fiscal year, for works of improvement--- ---------------- --------------------- 282.93 July 1, 1914, balance unexpended--------------------------------- 9, 711. 89 July 1, 191.4, outstanding liabilities -------------------------------- 8. 75 July 1, 1914, balance available 703.14 9---------------------------- July 1, 1914, amount covered by uncompleted contracts------------- 9, 200. 00 CONTRACT IN FORCE. With the T. F. McGann & Sons Co., for erecting a memorial monument to the late President Tyler in Hollywood Cemetery, Richmond, Va. Dated May 18, 1914. Approved June 23, 1914. Date for completing work, June 30, 1915. Price, $9,200. W ERECTION OF MONUMENT IN THE WILMINGTON, N. C., DISTRICT. This work was in charge of Maj. H. W. Stickle, Corps of Engi- neers. MONUMENT TO COMMEMORATE THE BATTLE OF GUILFORD COURTHOUSE, N. C., AND IN MEMORY OF MAJ. GEN. NATHANAEL GREENE AND THE OFFICERS AND SOLDIERS OF THE CONTINENTAL ARMY WHO PARTICIPATED WITH HIM IN THE BATTLE OF GUILFORD COURTHOUSE. By act of Congress approved February 13, 1911, the sum of $30,000 was authorized to be appropriated for the erection of a monument on the battle field of Guilford Courthouse,, Guilford County, N. C., to commemorate the battle fought there on March 15, 1781, by the American forces, commanded by Maj. Gen. Nathanael Greene, and in memory of Maj. Gen. Nathanael Greene and the officers and soldiers of the Continental Army who participated in the Battle of Guilford Courthouse. The appropriation of the $30,000 for this purpose was contained in the sundry civil appropriation act approved March 4, ERECTION O1' MONUMENTS. 1563 156S 1911, which provided that the funds should be expended under the direction of the Secretary of War and by such officer as might be designated by him. The full-size clay model of the equestrian statue was nearly com- pleted at the close of the fiscal year and will soon be ready to turn over to the bronze foundry. A half-size model of the memorial fig- ure has been completed. Drawings and specifications for the stone and concrete work have been prepared. The expenditures for the year were $1.07, for travel expenses. July 1, 1913, balance unexpended ---------------------------- $28, 777. 67 June 30, 1914, amount expended during fiscal year for works of im- provement ------------------------------------------------ 1. 07 July 1, 1914, balance unexpended__----------------------------_ 28, 776. 60 July 1, 1914, amount covered by uncompleted contracts-----------27, 500. 00 CONTRACT IN FORCE. For erection of monument at Guilford Courthouse battle field, near Greens- boro, N. C. Contractor: F. H. Packer, Great Barrington, Mass. Date of contract: September 16, 1912. Date of approval: September 28, 1912. Date fixed for commencement: November 10, 1912. Date fixed for completion: October 11, 1913; extended by supplemental agree- ment dated May 14, 1913, to April 11, 1915. ERECTION OF MONUMENT IN THE SAVANNAH, GA., DISTRICT. This work was in charge of Col. Dan C. Kingman, Corps of Engi- neers, until October 9, 1913; Maj. George P. Howell, Corps of Engi- neers, from October 9, 1913, until January 7, 1914; Col. W. C. Langfitt, Corps of Engineers, from January 7, 1914, until June 20, 1914; and Col. John Biddle, Corps of Engineers, since that date. MONUMENT TO GENS. SCREVEN AND STEWART-MIDWAY CEME- TERY, GA. By act of Congress approved March 4, 1911, Congress authorized the erection of a monument in the old cemetery at Midway, Liberty County, Ga., in memory of the lives and public services of Gen. James Screven and Gen. Daniel Stewart. The act specified that the ap- propriation should be expended "under the direction of the Secre- tary of War, and the design may be made by the Midway Society, charged as it is with the preservation and care of said cemetery: Provided, That said design shall be approved by the Secretary of War." The sundry civil act of August 24, 1912, appropriated $10,000 for the work. The cemetery is situated 30 miles from Savan- nah, Ga., on the old Oglethorpe highway between Savannah and Darien, Ga. A design of the monument was made by the McNeel Marble Co., of Marietta, Ga., for the Midway Society. It was later modified by Mr. George Burnap, of the office of public buildings and grounds, 1564 REPORT OF THE CHIEF OF ENGINEERS, U. S. ARMY. War Department, accepted by the Midway Society, and approved by the Secretary of War. Contract for the work was entered into with the McNeel Marble Co., of Marietta, Ga., February 9, 1914, and the erection was commenced early in April, 1914. At the end of the fiscal year the monument had been completed and about 95 per cent of the erection work finished. In addition, a concrete walk will be constructed around the base of the monument with the contingency funds on hand. The amount expended, $171.61, was for office expenses, in- spection, and contingencies. The work will be completed early in July, 1914. June 30, 1914, amount expended during fiscal year, for works of im- provement ---------------------------------------------------- $171.61 July 1, 1914, balance unexpended 828. 39 9----------------------------- July 1, 1914, outstanding liabilities --------------------------------- 160. 47 July 1, 1914, balance available-----------------------------------9, 667.92 July 1, 1914, amount covered by uncompleted contracts------------- 9, 500. 00 CONTRACTS IN FORCE. Name and address of contractor: McNeel Marble Co., Marietta, Ga. Character and amount of work: Construction and erection of monument. Rate (amount of contract) : $9,500. Date of approval: February 9, 1914. Work should have begun: March 16, 1914. Expires: September 15, 1914. Unit price: $9,500. ERECTION OF MONUMENT IN THE NEW ORLEANS, LA., DISTRICT. This work was in charge of Maj. Edward H. Schulz, Corps of Engineers. MONUMENT TO TIPHE MEMORY OF THE AMERICAN SOLDIERS WHO FELL IN THE BATTLE OF NEW ORLEANS IN THE WAR OF 1812. By act of Congress approved March 4, 1907, Congress appro- priated $25,000 for the completion of a monument to the memory of the American soldiers who fell in the Battle of New Orleans in the War of 1812. The design of the monument was approved by the Secretary of War, May 17, 1907, and the work of construction and disbursement of funds assigned to the Engineer Department. The site of the monument is at Chalmette, La. The Chalmette monument was originally designed by Newton Richards, whose plans were accepted by the Jackson Monument Asso- ciation in May, 1855. For a history of completion see Report of the Chief of Engineers for 1909, page 949. A contract for the completion of the monument was made with M. P. Doullut, of New Orleans, on December 7, 1907; work was com- menced January 16, 1908, completed by the contractor in December, 1908, and in March, 1909, transferred to the custody of the United Daughters of the Revolution and 1812, as required by the act of March 4, 1907, under authority of a letter from the Secretary of War, dated March 5, 1909. ERECTION OF MONUMENTS. 1565 During November, 1912, the association, United States Daughters 1776-1812, reported that certain repairs were necessary to the monu- ment, which had been completed by the United States under project approved March 4, 1907. These repairs consisted of the following: Furnishing and attaching 2 marble panels and attaching 14 other panels to brickwork with bronze expansion bolts, new brass key for lock, scraping and painting ceiling and clearing lintels in observa- tion room, repairing bronze casing of windows, etc., removing dis- coloration from outside above and below observation windows, and repairing concrete walk to the monument. At the end of the fiscal year 1913, the repairs were practically completed, with the exception of the placing of a few bolts. Work during the fiscal year 1914.-The repairs were completed and final payment was made the contractor on July 25, 1913. A report on matter of constructing a road leading from the public highway to the monument was made to the department under date of February 5, 1914. The amount expended during the fiscal year was $200. The amount expended under all projects was $25,200.75, of which $750 was paid for preparation of plans, $23,383.32 to the contractor, $867.43 for miscellaneous expenses and inspections, etc., and $200 for repairs. Seventy-five cents was derived from sale of blue prints. It is believed that no additional repairs will be necessary or funds needed during the fiscal year 1915, unless construction of road is authorized. July 1, 1913, balance unexpended_ ___ _----------..--------- -__$200 July 1, 1913, outstanding liabilities ............. -- ______------ 200 OFFICE OF THE CHIEF OF ENGINEERS. During the fiscal year ending June 30, 1914, the following-named officers were on duty in this office as assistants: Col Edward Burr, Lieut. Col. Harry Taylor, Lieut. Col. Edgar Jadwin, Maj. William B. Ladue, until October 20, 1913; Maj. James A. Woodruff, since August 2, 1913; Maj. William Kelly, since July 17, 1913; Maj. Ed- ward N. Johnston, until December 19, 1913; Capt. Robert R. Ralston, and Capt. Charles K. Rockwell. DAN C. KINGMAN, Chief of Engineers, U. S. Army. 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 Creek, N. J., improvement_--------------------- I, 338; II, 1832 Absecon Inlet, N. J.: Bridge across__-- -- I---i, 1494 Improvement 336; II, 1832 I-------------------------------------, Academy Creek, Ga. See Brunswick Harbor. Acushnet River, Mass. See New Bedford Harbor. Adams Creek, N. C., waterways via. See Beaufort Inlet. Admiralty Inlet. Wash., examination of channel to Crockett Lake- I., 1455 Agate Bay Harbor, Minn., improvement_ i, 1092; II, 2835 Ahnapee (Algoma) Harbor, Wis. See Algoma Harbor. Alabama River, Ala.: Bridge near Yellow Bluff__-----------____- - ___ I, 1497 Examination and survey---------------------------------- L 677 Improvement ----------------------------------------- I, 667; II, 2167 Alameda, Cal. See Oakland Harbor. Albemarle & Chesapeake Canal, N. C. and Va.: See also Albemarle Sound-Norfolk waterway. Purchase and improvement___------I------ --------- I, 460; II, 1943 Albemarle Sound, N. C.: Improvement of waterway to Norfolk, Va., via Currituck Sound I, 459; II, 1941 Improvement of waterway to Norfolk, Va., via Pasquotank River I, 457; Ii, 1940 Alexandria, Va., improvement of Potomac River at --------- i,416; 11, 1896 Algoma Harbor, Wis., improvement ---------------------- , 1130; II, 2891 Allegheny River, Pa.: Bridge at Kiskiminetas Junction-... , 1492 I,----------------_ Bridge at Oil City, Pa____--- __-------------------------- I, 1491 Bridge near Ford City, Pa -------------------------- - 1, 1495 -I___ Construction of locks and dams,__ ----------- ___---- __ 1017; rI, 2610 Examination for reservoir at headwaters_--- .. -I--- ___-i, 1029 Improvement by open-channel work__ I, 1015; HI, 2609 Improvement of Pittsburgh Harbor_----- ___-__ , 1024; II, 2640 I__ Operating and care of locks and dams ---------------- , 1019; Ii, 2611 Alligator Creek, S. C'., improvement of waterway from McClellanville to Charleston__ ---------------------------------------- I, 535; 11, 2046 Alligator River, N. C. See Beaufort Inlet. Allouez Bay, Wis. See Duluth Harbor. Alloway Creek, N. J.: Examination ----- ------------------------ ------------ ,,375 Improvement ---------------------------------------- , 328; II, 1828 Alpena Harbor, Mich., improvement___ ------- ,-------II, 3034 __ I,1225; Alsea Bay and Bar, Oreg., examination .__.------------------- I, 1390 Altamaha River, Ga., improvement ----- ---- _ , 560; 11, 2070 I______----- Ambrose Channel, New York Harbor, N. Y., improvement----- I, 239; 11, 1734 Amelia River, Fla.: See also Fernandina and St. Johns River, waterway to Cumberland Sound. Bridge across Kingleys Cut------------ -------------------- , 1493 Amite River, La.: Examination -------------- ------------------------------ , 793 Improvement __-------- -__-------------- ---- 1.I, 758; II, 2259 Anacortes Harbor, Wash., examination------......------------------- , 1456 60993"--ENG 1914--- I INDEX. Anacostia River, D. C.: Page. Improvement ----------------- ----- ------------- I, 413 II, 1890 Reclamation and development of the flats-------------I, 1555; II. 3399 Anahuac Channel, Tex., improvement 811; ii, 2303 i--I----------------i, Anclote River, Fla., improvement_ ___------------------- , 626; ii, 2125 Ann, Cape, Mass., harbor of refuge. See Sandy Bay. Apalachicola Bay, Harbor, and River, Fla.: Examination of East Pass Channel___________-------------- I, 677 Improvement of channel to St. Andrews Bay____________ I, 653; ii, 2151 Improvement of harbor in bay_--- --------------- _, 640; H, 2136 Improvement of river, including the Cut-off------------- I, 642; , 2139 Apoon Mouth, Yukon River, Alaska: Examination __-------I,------------------------------------- I 1456 Improvement ---- ------------------------------ I,,1454; In,3268 Appomattox River, Va.: Bridge across ---------------------------------------- I, 1498 Improvement at Petersburg .------------------------ , 453; ii, 1936 Improvement (general) ___----------------------------- I, 452; , 1936 Appoquinimink River, Del., improvement ____________________ 347; , 1837 Appropriations: FortificationsI-------------------------------------------- , 19 Locks and dams, Ohio River_ .-------- ---.. _______ -___I, 1008 Rivers and harbors----------- ------------------- I, 28 Aqueduct Bridge, Washington, D. C., repair --------------- , 1501; II, 3319 Aqueduct, Washington, D. C. See Washington. Aquia Creek, Va., improvement.----____-------------- I, 427; ii, 1910 Aransas Bay and Pass, Tex.: Improvement at Harbor IslandI______---,------______ 836; 11, 2323 Improvement of channel to Corpus Christi (via Turtle Cove) ___ I, 825, 838 xI, 2315, 2327 Improvement of channel to Pass Cavallo__-- __________ I, 822; 11, 2313 Improvement of channel to Victoria (on Guadalupe River) -I, 823; ix, 2314 I, 833; 11, 2323 Improvement of pass______-- __-- ------------------ Arcadia Harbor, Mich., improvement ___- __________ - I, 1201; i, 2983 Arcata, Cal. See Humboldt Harbor. Archers Creek, S. C., improvement--- Arecibo River, P. R., bridge across------------------------------ ------- ___ 541; ,--------- 11, 2052 I, 1490 Arkansas River, Ark.: Bridge at Dardanelle______----__- I, 1489 Bridge near Pine Bluff.______________----- - __------x__ 1, 1489 Examination below Dardanelle --- ------------------------- 917 Examination below Little Rock _----------__________________ , 917 Improvement ------------------------------------- , 896; i, 2385 Improvement at Pine Bluff_____________-- __ ,____ 897; 11, 2387 Improvement in front of Crawford County-------_____ I, 901; iI, 2391 Armament. See Fortifications. Armories, Coast Artillery, militia, equipment_______________________ I, 27 Arroyo Colorado, Tex., examination ___----- ____________------- I, 841 Arthur Kill, N. Y. and N. J.: Improvement __-------___----------------------- 275; , 1773 Wreck in ------------------------------------- -- , 299; ii, 1799 Arthur Lake, Mermentau River, La. See Mermentau River. Ashland Harbor, Wis., improvement____________-----__-- I, 1104; ii, 2852 Ashley River, S. C. See Charleston Harbor. Ashtabula Harbor, Ohio, improvement__ ----- , 1271; I, 3085 I____ Aspatuck Creek, N. Y., bridge across_ -------------------------- , 1493 Assistants: Civilian, to Engineer officers__________________________ , 25 On duty in the office of the Chief of Engineers -----------------I, 1565 Association of Congresses of Navigation, Permanent International_____ I, 1486 Atchafalaya Bay Ship Channel Co., maintenance of channel from Mor- gan City to the Gulf by ----------- ------------------- i, 779; ii, 2272 Atchafalaya River, La.: Bridge across ------------------------------------- ----- , 1491 Improvement from Morgan City to the Gulf_____________ , 779; 1x, 2272 Atlantic City, N. J., rules for operating drawbridge across Thoroughfare - , 1488 INDEX. III Atlantic Ocean: Page. Wrecks off New Jersey coast ......----------------------- I, 374; , 1846 Wreck off Virginia coast _-I______--- - __---____ -i, 467; 11, 1955 Au Gres River, Mich., examination__ -__- -_____--- - - __ I, 1244 Augusta, Ga. See Savannah River. Augusta Narrows, White River, Ark., improvement 899; ii, 2385 I----------, Aux Bees Scies Lake, Mich. See Frankfort Harbor. B. Bachelors Slough, Wash., examination_____-------__- _--- -___ - I, 1420 Back 3Bay of Biloxi, Miss. See Biloxi Harbor. Back Cove, Portland Harbor, Me. See Portland Harbor. Back (Weymouth) River, Mass. See Weymouth River. Baffins Bay, Tex., examination of waterway to Corpus Christi--------- I, 841 Bagaduce River, Me., examination ____ -I_____________________- I, 58 Ballard, Wash. See Puget Sound-Lake Washington waterway. Ball Club River, Minn., bridge across_____- -- __________________ , 1497 Baltimore Harbor, Md.: Defenses of I---6----------------- Improvement at Spring Garden (Southwest Baltimore)- ... I, 379; i, 1853 Improvement of channel to________-- __----------- ___ , 376; ii, 1847 Improvement of channel to Curtis Bay__------i________ , 378; I, 1852 Baltimore, Md., engineering district-------- ---- ----- __ I, 375; 11, 1847 Bangor Harbor, Me. See Penobscot River. Bar Harbor, Me., construction of breakwater___----- _____ I, 35; ii, 1570 Bar Lake, Mich. See Arcadia Harbor. Barracks, Washington, D. C. See Washington Barracks. Barren River, Ky., operating and care of lock and dam ------- I, 1075; Ii, 2779 Bartholomew Bayou, La., and Ark.: Bridge across----------- ----------------------- ----- I, 1489 Improvement -------------------------------------- I, 876; ii, 2373 Bass Harbor, Me., improvement----____________------- - I, 37 ; xi. 1573 Bass River, Mass., bridge obstructing navigation-__ ____ - -- 1, 1500 i__ Bass River, N. J., bridge across_____------------- --- __- I, 1498 Bastrop Bayou, Tex., improvement___--- ----------------- I, 816; 11, 2308 Battalions of Engineers: Equipment ------------ --------------------------------- I, 23 Increase in number -__-------------------- I, 5 Batteries, gun and mortar. See Fortifications. Battery, the, New York Harbor, N. Y. See New York Harbor. Baudette Harbor and River, Minn., examination and survey---I-------, 955 Bayou Teche, La., bridge at Cecelia--.---- -------------------- I, 1497 Bay Ridge Channel, New York Harbor, N. Y., improvement .- I, 242; I, 1737 Bay River, N. C.: Examination of Northwest ProngI---------------------------I, 517 Improvement------------------------------------- , 476; ii, 1969 Bayside Channel, New York Harbor, N. Y. See New York Harbor. Bear Creek, Miss., improvement------------------------- I, 893; n, 2380 Beaufort Harbor and River, N. C.: Examination and survey of harbor ------------------------ - I, 518 Examination of waterway to Savannah, Ga-------------------- I, 543 Improvement of harbor __.. ------------------- I, 1,492; 1989 11, Improvement of waterway to Core Sound__-------- __ I, 494; n, 1991 Improvement of waterway to New River__-----____-- __ I, 501; 11,1998 Beaufort Inlet, N. C.: Examination and survey of waterway to Norfolk, Va------------- , 468 Improvement----------------------------------- -- I, 495; i, 1992 Improvement of waterway to Norfolk, Va--- , 460; iI, 1943 I---------- Improvement of waterway to Pamlico Sound 489; i, 1985 I------------, Operating and care, waterway to Norfolk, Va------___- I, 462; I, 1945 Rules governing use of waterway to Norfolk, Va- -__--.___- I, 1487 Beaufort, S. C., improvement of waterway to Savannah, Ga ... I, 556; II, 2068 Bee Tree Shoals Canal, Tennessee River, Ala. See Tennessee River. Belle Isle Inlet, Mass., bridge across---------------------------- I, 1495 Bellingham Bay and Harbor, Wash., improvement of Whatcom Creek waterway (New Whatcom Harbor) -------------------- I, 1446; xI, 3265 IV INDEX. Page. Belvedere Harbor, Cal., examination___ ---------------------------, 1337 Ben Hands Thoroughfore, N. J., bridge across -___..I, 1493 ,_________- Benton Harbor Canal, Mich. See St. Joseph Harbor. Berkeley, Cal., examination__---------- ----------------------- I, 1338 Beverly Harbor, Mass.: Examination and survey------------- -- - ____-_____ I, 99 Improvement _----------- ------------------------- 69; n, 1595 Big Annemessex River, Md., examination_ .__i_________________ i, 410 Big Barren River, Ky. See Barren River. Big Bear Creek. See Tennessee River, waterway to Tombigbee River. Big Black River, Miss., examination_. __---------------------- I, 895 Big Kanawha River, W. Va. See Kanawha River. Big Sandy River, W. Va. and Ky.: Bridge across Levisa Fork____-------_____ - ____- - I, 1494 Bridge across Russell Fork at Elkhorn, Ky I, 1491 Bridges across Tug Fork -___-____ .______________ ____I, 1489, 1490 Improvement, including Tug and Levisa Forks 1083; n, 2813 I---------i, Operating and care of locks and dams.__ -___-_______ 1,1086; n, 2815 Big Sarasota Bay, Fla. See Sarasota Bay. Big Stone Lake, Minn., survey of (hydrological observations)__ 1,954; n, 2494 Big Sunflower River, Miss., improvement_-------I______ _-- , 887; i, 2378 Big Thoroughfore River, Md., improvement ---------------- 404; I, 1880 Biloxi Harbor, Miss., improvement-_____-- - ___________ I, 710; I, 2213 Biscayne Bay, Fla., improvement-.--------------------- I, 599; i, 2103 Bismarck Harbor, N. Dak. See Missouri River improvement. Black Bayou, La., restoration of channel in- -- , 790; n, 2281 I____________ Blackfish Bayou, Ark., improvement- .. .-------- - i,I__-____ 914; n, 2402 Black Harbor, Mich., examination ____--------- -____________ 1, 1209 Black Lake, Mich. See Holland Harbor. Black Mingo Creek, S. C. See Mingo Creek. Black River, Ark. and Mo., improvement ----------------- , 909; n, 2399 Black River, La., improvement-------------------------- I, 869; , 2302 Black River, Lorain, Ohio. See Lorain Harbor. Black River, Mich.: Examination ---------- ----- -------------- 1243 I-----------, Improvement at mouth------ ---------------------- I, 1230; 111, 3041 Improvement at Port HuronI----------------------- , 1235; in, 3044 Black River, N. C., improvement__________________________ I, 505; ii, 2003 Black Rock Harbor, Conn. See Bridgeport Harbor. Black Rock IIarbor, N. Y., improvement, including lock construction_ , 1288; I, 3110 Blackstone River, R. I. See Pawtucket (Seekonk) River. Black Walnut Harbor, Md., examination--------------------------, 410 Black Warrior River, Ala.: Bridge across Locust Fork obstructing navigation_- ........ .. I, 1499 Examination of waterway to Fivemile Creek ------------------. , 722 Improvement above Tuscaloosa_ ..---...------- - I, 684; 11, 2187 Improvement below Tuscaloosa----------------------- I, 686; , 2188 Operating and care of locks and dams------------------ I, 696; n, 2199 Blackwater River, Fla., improvement.--------------- ___ I, 661; 11, 2160 Blackwater River, Va.: Examination --- -------------------------- 467 ,,------,------- Improvement -------------------------------- I, 463; xn, 1950 Block Island, R. I.: Construction of harbor of refuge ------------------- I,129; II,1638 Improvement of Great Salt Pond__---------__ --- I, 131; n, 1640 Blood River, La. See Tickfaw River. Boards: See also Commissions. Experimental towboats, Mississippi River ..----------------. I, 1485 Intracoastal waterway, Boston, Mass., to the Rio Grande--------- I, 1482 National Coast Defense Board------------ .--------------- -i, 7 Of Engineers for Rivers and Harbors_ -- ---- --- 31; in, 3281 ,,--- Ohio River ---------------- ------------ ------------- 1008 On Fortifications or other Defenses (Endicott Board) ------------- ,6 The Board of Engineers-- ------------ .- I, 6 INDEX. Boats. See Dredge boats and Wrecks. Boca Ceiga Bay, Fla.: Page. Bridge across -------- ----------------- 1496 I----------------, Examination I, 636 ___------------------------ -, Improvement________________________ 624 ; 1, 2124 Bodkin Creek, Md., wreck in-- - -_________------ I, 408; I, 1886 Boeuf River, La.: Bridge across ------------------------------------------- I, 1492 Improvement - ------------------------------------ , 878; n, 2374 Bogue Falia, La., improvement________-______________ Bogues Bay, Va. See Virginia coast waterway. ___ I, 753; In, 2256 Bogue Sound, N. C. See Beaufort Harbor-New River waterway. Booms, permits for erection of_-- ------------------------- , 1500 i--- Boothbay Harbor, Me., improvement ----------------------- , 46; 11, 1580 Boston Harbor, Mass: See also Dorchester Bay and Malden, Mystic, and Neponset Rivers. Defenses -________-..____________-- I, 6 Examination and survey from President Roads to the sea-- , 100 I------- Improvement 80; , 1603 I,------------------------------------ Outer Brewster Island, wharf at_______- - -____- --- - - I, 9 Waterway to Rio Grande, survey 1482 I,-------------------------- Wrecks in ------------------------------------- , 98, 99; n, 1617 Boston, Mass., engineering district__________________________ I, 59; i, 1589 Boush Creek, Va., bridge across-------------------------------------I, 1497 Braden River, Fla.: Bridge in Manatee County------------------------------------ , 1494 Bridge obstructing navigation -------------- I, 1499 Brandywine River, Del. See Wilmington Harbor. Branford Harbor, Conn., improvement----------------------- , 151; , 1660 Brays Bayou, Tex., bridge obstructing navigation___ 1499 I____________, Brazos Island Harbor, Tex., examination ---------- 841 I----------------, Brazos River, Tex.: Bridge at Velasco --------------------------------------- I, 1497 Examination from mouth to Freeport___-- _____________ I, 841 Improvement between Old Washington and Waco ---------- I, 830; 11, 2319 Improvement between Velasco and Old Washington ----- __- , 829; 11, 2318 Improvement of channel to Matagorda Bay I--------------, 821; , 2311 Improvement of Galveston & Brazos Canal--__--- -___1I, 819; 11, 2310 Improvement of mouth _____-- ----------- ___------ 1, 826; 11, 2316 I, 826; 11, 2315 Operating and care of Galveston & Brazos Canal .......... Brazos Santiago Harbor, Tex., examination ----------------------- , 840 Brentons Cove, removal Nourmahal Rock. See Newport Harbor, R. I. Bridgeport Harbor, Conn.: Examination and survey----------- ---------------------- I, 1.78 Improvement 163 ; , 1669 I-------------------------------------, Wreck in Yellow Mill Channel I,------------------------ 1,77 Bridges: Alteration of, obstructing navigation ------------------------ , 1499 Aqueduct Bridge, Washington, D. C__------------------ , 1501; 111,3319 Construction across navigable waters_________ 1488 I,------------ Highway Bridge, Washington, D. C____________________ I, 1523; III, 3364 Rules governing opening of draws---- ____ , 1487 -----_ I-__-------- Yellowstone National Park----------__----------- I, 1548; Iii, 3393 Broad Creek, Md., improvement--- -------- -I1, 407; ii, 1883 I______-- Broad Creek River, Del., improvement-----I, ------------- 1,403; 11, 1879 Broadkill River, Del.: Examination and survey--------------------- ------------------ 375 Improvement 365; n1, 1844 I,------------------------------------- Wreck in___--------------------------------------- I, 374; n, 1846 Broad Sound, Boston Harbor, Mass. See Boston HI-arbor. Bronx River, N. Y.: Harbor lines--------------- --------------------------------- , 1487 Improvement ---- ------- ------------------------ I, 1,188; n, 1686 Wreck in---------------------------------------- I, 236; n1, 1728 Brooklyn, N. Y. See East River, Gowanus Bay, and Newtown Creek. Brothertown Harbor, Wis. See Fox River. Browns Creek, N. Y., improvement 259; , 1752 i------------, VI INDEX. Page. Brule Harbor, Wis., examination .. , 112.1 I....._ Brule Plaquemine Bayou, La., improvement__ 768; ii, 2265 i-----------I, Brunswick Harbor, Ga.: Examination ------------------------------------------- . 582 Improvement -------- -- __ -_______-__- -- I, 569; II, 2076 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.: Examination --------------- ------------------------- I, 1308 Improvement -i________-___- - -__ _ __-i, 1284; III, 3103 Improvement of Black Rock Harbor and Channel_______ I, 1288; III, 3110 Improvement of channels in waters connecting Great Lakes_ , 1210 ; III, 2993 Buffalo, N. Y., engineering district ___ _____ _____ , 1280; III, 3097 Buffalo River, or Creek, N. Y. See Buffalo Harbor improvement. Buildings : Engineer Post and School, Washington, D. C-- ------------------ I,,26 Public, District of Columbia ------------------------- i, 1521; III, 3337 Bulkhead lines, establishment --------------------------------- i, 1486 Bullis, Spencer S., contract with. See Gulfport Harbor. Burlington Harbor, Vt., improvement----------------------, 208; II, 1703 Burr Creek, Conn. See Bridgeport Harbor. Burt Lake, Mich., survey of inland route across Michigan------------ I, 1244 Buzzards Bay, Mass.: Examination and survey ----------------------------------- , 134 Wreck in ------ ---------------------------------- , 133; II, 1642 Byram River, N. Y. See Port Chester Harbor. C. *Cable galleries. See Fortifications. Cache River, Ark.: Bridge across--- --------------------------------------- , 1493 Improvement ----------------------------- i----- I, 907; II, 2397 Caddo Lake, Tex. and La.: See also Cypress Bayou and Jefferson-Shreveport waterway. Bridge at Mooringsport, La -------------------------------- , 1.489 Examination and survey for lock in dam at --------------- I, 865 Improvement by construction of dam at foot of___-- - I, 861; ii, 2353 Operation of drawbridge at Mooringsport, La---- -- I, -______ I__-1488 Cairo, Ill., strengthening levees on Ohio River at----__-- ___- I, 1058; ii, 2732 Calaveras River, Cal. See Mormon Channel. Calcasieu Pass and River, La., improvement---------------__ I, 749; IL 2254 California Debris Commission .I--------------------------, 1471; i. 3313 California State contributions for improvement of Sacramento and Feather Rivers_______________ Feathr Rivrs---------------- --------------------- n.31 III, 3317 Caloosahatchee River, Fla., improvement__-- --------- I, 606; 1I, 2109 Calumet Harbor and River, Ill. and Ind.: Examination and survey _i____--____- _____ _____-i, 1174 Improvement of harbor (South Chicago Harbor) --------- , 1160; , 2930 Improvement of river i, 1162; II, 2931 Calumet Harbor, Wis. See Fox River. Cambridge Harbor, Md., improvement______ 387; Ii, 1860 i,I_________ Camden Harbor, N. J. See Cooper Creek and Delaware River. Canada, Dominion of : Commerce through St. Marys Falls Canal. See St. Marys River and St. Marys Falls Canal. Transmission of electrical power into United States at Niagara Falls ------------------ ---------------------- , 1544; Iii, 3391 Canals, locks, and dams: See also Waterways. Albemarle and Chesapeake Canal, N. C. See Albemarle Sound-Nor- folk waterway. Appropriation for operation and care-----------------------1 , 29 Bee Tree Shoals Canal, Ala. See Tennessee River. Benton Harbor Canal, Mich. See St. Joseph Harbor. INDEX. VII Canals, locks, and dams--Continued. Page. Boston, Mass., to Rio Grande, survey for intracostal waterway---- I, 1482 Brazos River, Tex., to Galveston. See Galveston & Brazos Canal and West Galveston Bay. Calaveras River, Cal., to Mormon Channel, San Joaquin River. See Mormon Channel. Care and maintenance, appropriation for-- .... -- __------_ I, 29 Club Creek, Ga., to Plantation Creek. See Club Creek. Clubfoot & Harlowe Canal, N. C. See Newbern-Beaufort waterway. Colbert Shoals Canal, Ala. See Tennessee River. Dams, permits for erection of _____--______-- , 1500 i___ Delaware Bay, Del., to Chincoteague Bay. See Delaware Bay. Delaware Bay, Del., to Rhehoboth Bay. See Delaware Bay. Elk River Shoals Canal, Ala. See Tennessee River. Enfield Rapids. See Connecticut River between Hartford, Conn., and Holyoke, Mass. Galveston, Tex., to Brazos River. See Galveston & Brazos Canal and West Galveston Bay. Keweenaw Bay to Lake Superior. See Keweenaw Bay-Lake Superior waterway. Lake Washington Canal, Wash. See Puget Sound-Lake Washington waterway. Louisville & Portland Canal, Ky. See Ohio River. Michigan Lake to Mississippi River. See Illinois & Mississippi Canal. Michigan Lake to Sturgeon Bay. See Sturgeon Bay & Lake Michigan Canal. Minim Creek-Estherville Canal, S. C. See Estherville-Minim Creek Canal. Mississippi River to Illinois River. See Illinois & Mississippi Canal. Mosquito Creek Canal, S. C. See Santee River. Muscle Shoals Canal, Ala. See Tennessee River. Navigation of, regulations for ________________-_---.----_ 1,1487 Newark to Kill van Kull, N. J. See Newark Bay, N. J. North Carolina Cut, N. C., waterway via. See Norfolk-Albemarle Sound waterway. _ Operation and care, appropriation for---- ------------- __- I, 29 Permanent appropriation for operation and care____________ - 1, 29 Plantation Creek, Ga., to Club Creek. See Plantation Creek. Portage Lake Canals, Mich. See Keweenaw Bay-Lake Superior waterway. Regulations for navigation ----- ------- I, ------------------- 1,1487 Rio Grande to Boston, Mass., survey for intracoastal waterway... I, 1482 Rock River, Ill. See Illinois & Mississippi Canal. Rules for navigation of---______ ___------------- -- I, 1487 Sabine-Neches Canal. See Sabine River, Tex. Salmon Bay, Wash., waterway via. See Puget Sound-Lake Washing- ton waterway. San Joaquin River, Cal., Mormon Channel to Calaveras River. See Mormon Channel. Scott Point, Tennessee River, lock and dam at Hales Bar. See Ten- nessee River. Seattle Canal, Wash. See Puget Sound-Lake Washington waterway. Shilshole Bay, Wash., waterway via. See Puget Sound-Lake Wash- ington waterway. Superior Lake to Keweenaw Bay. See Superior Lake. 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 Washing- ton waterway. Washington Lake to Puget Sound, waterway. See Puget Sound- Lake Washington waterway. Washita (Ouachita) River, Ark. and La., locks and dams. See Oua- chita River. West Galveston Bay and Brazos River Canal, Tex. See Galveston & Brazos Canal and West Galveston Bay. Yuba River, Cal., restraining dam. See California Debris Commission. VIII INDEX Canals, locks, and dams--Continued. Page. Cane River, La., bridges at Chopin and Marco, La-------------------- r, 1491 Cape Ann, Mass., harbor of refuge. See Sandy Bay. Cape Channel, N. C., examination----------------------------- I, 518 Cape Charles City Harbor, Va., improvement---------------- --. i, 454; n, 1937 Cape Fear' River, N. C.: Bridge at Wilmington obstructing navigation -------------------- 1,1500 , Defenses------------------- ------------------------------------ I, 6 Examination of Northeast Branch------------------------------- I, 517 Improvement above Wilmington (locks and dams)--------- I, 509; n, 2008 Improvement above Wilmington (open-channel work)--... I, 507; in, 2005 Improvement at and below Wilmington------------------ I, 511; n, 2015 Improvement of Northeast Branch----------------------- I, 503; ii, 2000 Cape Lookout, N. C., improvement of harbor of refuge I, 491; n, 1988 Cape May, N. J. See Cold Spring Inlet. Cape Vincent Harbor, N. Y., improvement ------------------ I , 1304; nz, 3134 Capitol, Washington, D. C., telegraph line. See Public buildings and grounds, Carrabelle Harbor and River, Fla., improvement ------------- i, 638; Ii, 2134 Carvers Harbor, Vinalhaven, Me., improvement--------------- i,38; i, 1574 Cascades Canal, Columbia River, Oreg.: Construction 1383; In, 3208 I---------------------------------------- Operating and care_ .---.. _------- i, 1385; In, 3209 Casemates, mining. See Fortifications. Castaing Bayou, La., examination_ __ I, 793 Catafio Bay to San Juan, P. R., examination of channel --------------- , 1463 Cat River, Va. See Virginia coast waterway. Cavallo Pass, Tex.: Improvement of channel to Aransas Pass---------------- I, 822; in, 2313 Improvement of channel to Port Lavacai-----------------, 832; Ii, 2323 Cedar Bayou, Tex., improvement--------------------------- I, 813; n, 2305 Cedar Creek, Conn. See Bridgeport Harbor. Cedar Creek, Cumberland County, N. J., examination 375 I-----------------, Cedar Creek, Fla., dam above its confluence with St. Johns River-.. I, 1501 Cedar Keys Harbor, Fla., examination ------------------------------ , 635 Celilo Falls, Columbia River. See Columbia River. Centennial Lake to Mississippi River, Miss., examination of canal-..... I, 895 Chanibersia (Anahuac) Channel, Tex. See Anahuac Channel. Champlain Lake, N. Y. and Vt.: Burlington Hartbor, Vt. See Burlington Harbor. Narrows improvement -------------------------------- 211; 11, 1705 Plattsburg Harbor, N. Y. See Plattsburg Harbor. St. Albans Harbor, Vt. See St. Albans Harbor. Channels. See Rivers and Harbors. Charles River. Boston, Mass., improvement--_.................. I, 81; 11,1603 Charleston Harbor, S. C.: Defenses_ 6 I--------------------- Examination and survey for waterway to Columbia and Camden.... I, 542 Examination and survey for waterway to Orangeburg------------- I, 543 Examination of waterway to McClellanville---------------------- 1,542 Examination of waterway to Savannah____ - -- -__ ____---- I. 543 Improvement-------------- ---------------------------- , 537; n, 2047 Improvement of waterway to McClellanville------------- I. 535; ni, 2046 Wreck south of_ .------------ -- ---------- I, 542; ni, 2053 Charleston, S. C., engineering district_----__- ___-__------- I. 519; ni, 2027 Charlevoix Harbor, Mich., improvement.--- ------------ I, 1205; i, 2989 Charlotte Harbor, Fla.: Examination----I, 35 6--------------------- Improvement------------------------------------------ , 610; 11, 2112 Wreck at entrance 634 I------------------------ Charlotte Huarbor, N. Y.: Examination and survey---------------- I, 1308 Improvement ---------------------------------------- , 1295 : ii, 31.24 Charts. See Maps. Chastaing Bayou, La. See Castaing Bayou. Chattahoochee River, Ga. and Ala.: Bridge at Alaga, Ala ------------------- , 1495 Improvement below Columbus ------------ I, 651; In, 2147 INDEX, IX Chattanooga, Tenn.: See also Tennessee River. Page. Engineering district-------_------------------------- , 988; I, 2557 Cheat River, dam across, just south of Pennsylvania-West Virginia State line------------- -------------------------------------- I, 1501 Cheboygan Harbor, Mich., improvement ----------------- I, 1222; III, 3031 Cheesequake Creek, N. J., improvement------ ..... - -- - -1, 295; n, 1794 Chefuncte River, La., improvement_.....--------------- I, 753; n, 2250 Chehalis River, Wash., improvement-------------------i, 1426; in, 3251 Chelsea Creek, Mass.: See also Boston Harbor. Improvement ------------------------ 84; n, 1603 I-------------, Chequamegon Bay, Wis. See Ashland Harbor. Chesapeake Bay, Md. and Va.: Defenses at entrance---------------------------------------I, 6 Thimble Shoal, improvement-___------------------ I, 443; n, 1927 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--_ .. -- __- 408, 467; In, 1885, 1954 -, I-____________ York Spit, shoals opposite. See Patapsco River Channel to Baltimore. Chester River, Md.: Examination and survey from Crumpton to Millington---__------ I, 409 Improvement ------------------------------------- I, 388; I, 1861 Chicago Harbor and River, Ill.: Bridge across South Branch obstructing navigation 1499 ,-------------- Bridge at Chicago --------------------------------------- I, 1492 Bridges across North Branch --------------------------- I, 1493, 1496 Bridges across South Branch--------------------- -___-I, 1492, 1495 Bridges at Kedzie AvenueI,----------------------------- 1495, 1496 Calumet Harbor and River. See Calumet Harbor and River. Channels in waters connecting Great Lakes, improvement_ I, 1210; II, 2993 Examination and survey of harbors and rivers at and near Chicago i, 1174 Examination to determine obstructions in river and its branches-_. I, 1175 Improvement of harborI----------------------------, 1154; I, 2921 Improvement of river------ ---------------------- I, 1157; n, 2927 South Chicago Harbor. See Calumet Harbor and River. Chicago, Ill., engineering district____---------------- I, 1154; II, 2921 Chickasahay River, Miss., improvement--___--------- -- I, 709; I, 2210 Chief of Engineers, officers on duty in the office of the--------------- , 1565 Chincoteague Inlet and Bay, Va.: Waterway on coast of Virginia, improvement------------ 1,373; n,1845 Waterway to Delaware Bay, improvement_ ..... _____.. --- _I , 370 Chipola River, Fla.: Improvement of lower river ------------------------ 642; ii, 2140 Improvement of upper river__---__----------- I, 644; 11, 2140 Chippewa River, Wis., bridge across----------- ----- I, 1494 Chocolate Bayou, Tex., improvement_------------------- I, 815; I, 2308 Choctawhatchee River, Fla and Ala.: Examina tio----I-------------------, 677 Improvement ------------ ------------------------- , 656; in, 2154 Choptank River, Md.: See also Cambridge Harbor. Bridge across ---------------- 1491 I-------------------------, Improvement----------------------- I, 389 ; n, 1862 Christiana River, Del.: Bridge at Wilmington, Del-.... __ ____________------ I, 1491 Improvement of Wilmington Harbor--------- I, 343; n, 1834 Wrecks in --------------------------------------- , 374; n, 1845 Cincinnati, Ohio: See also Ohio River. First engineering district -------------------------- , 1049; I, 2694 Second engineering district ------------------------- I, 1080; n1,2801 Civilian assistants to Engineer officers ----------------------- I, 25 Clalborne Harbor, Md., improvement.-------.----------- .I, 385; 11, 1859 INDEX. Clatskanie River, Oreg.: Page. Dredge and snag boat for_...__. _______ ___ __ I, 1417; rI, 3245 Improvement ------------------------------------ , 1409 ; in, 3239 Clear Creek, Tex., improvement --------------------------- , 814; ii, 2307 Clearwater Harbor, Fla.: Examination and survey to Boca Ceiga Bay 636 ,--------------- Examination and survey to Gulf of Mexico__-___ ___- -- I, 636 Examination to Tampa Bay -------------------------------- , 635 Improvement_.....------------------ I, 624 ;ii, 2124 Cleveland Harbor, Ohio: Examination and survey of Cuyahoga River ------------------- , 1279 Examination and survey of harbor- ---- I, 1279 Improvement-- -- ------ ____ -___ I, 1262; in, 3074 Wrecks in--- __ -____- -- -___-___ 1, 1278; in, 3095 2leveland, Ohio, engineering district---------------------I, Clinch River, Tenn., improvement ----------------------- 1244; 111, 3055 , 1002; 1i, 2580 Clinton River, Mich., improvement ----------------------- I, 1237; h, 3046 Club Creek, Ga., improvement_--------------------------- I, 567; ii, 2075 Clubfoot and Harlowe Canal, N. C., waterway via. See Newbern-Beau- fort waterway. Clubfoot Creek, N. C., waterway via. See Newbern-Beaufort waterway. Coanjock Bay, N. C., waterway via. See Norfolk-Albemarle Sound waterway. Coan River, Va., examination-- ----- ------------------------ I, 437 Coast Artillery, equipment of armories for militia-___------__ i__I, 27 Coast defenses. See Fortifications. Coeur d'Alene River, Idaho, examination Cohansey River, N. J., improvement_.___._______ -- ___ ___ _- - .--- , 1456 I, 330; ii, 1829 Coit (Shaws) Cove, New London Harbor, Conn. See New London Har- bor and Thames River. Colbert Shoals Canal, Tennessee River, Ala.: Improvement______-- - - - - - - - - - - I, 997; ii, 2571 Operation and care ______------------------i, 1007; ii, 2588 Rules governing navigation__ -------------------------------- , 1487 Cold Spring Inlet, N. J.: Improvement-_ ---_-------I_______ , 333; ii, 1831 Wreck in ---------------------------------------- I, 374; ii, 1846 Coldwater River, Miss., improvement_____------______ I, 885; ni, 2378 College Creek, Md., bridges across------------ ------------------ I, 1497 Colorado River, Aidz., bridge at School Hill_---------__--------- i, 1490 Colorado River, Cal. and Ariz., examination_ ___I___ ________---- i, 1319 Colorado River, Tex., examination _-----------I__ - -________ 1I,841 Columbia River, Oreg. and Wash.: Bridgeport to Kettle Falls, Wash., improvement --------- , 1450; II, 3267 Cascades Canal, construction_________________________ , 1383; rIn, 3208 Cascades Canal, operating and care , 1385; ni, 3209 I--------- Celilo Falls to Snake River, including tributaries, improvement from__ -------------------------- , 1376; IIi, 3200 - I... Celilo Falls to The Dalles Rapids, improvement --------- 1,1379; Ii, 3202 Examination and survey at Cathlamet, Wash _________________ I, 1420 Examination and survey, Vancouver to mouth of Willamette River__ , 1390 Examination from Rickey Rapids to boundary line____-___- - I, 1456 Mouth, defenses______--------------- _- I, 6 Mouth, improvement-_____----------------__ I, 1403; in, 3230 Mouth to Willamette River, improvement---------------- I, 1400; in, 3222 Oregon Slough, improvement------------------------I,1387; I, 3213 Threemile Rapids, improvement- _ 1379; in, 3202 I----, Vancouver to mouth of Willamette River, examination----------- I, 1390 Vancouver, Wash., to Willamette River, improvement ____ I, 1385; In, 3211 Wenatchee, Wash., to Bridgeport, improvement --------- , 1449; 11, 3267 Commencement Bay, Wash. See Tacoma Harbor. Commissioned officers. See Corps of Engineers. Commissions : See also Boards. California Debris Commission --------------- - - _ I, 1471; in, 3313 Mississippi River Commission___-. __-____________ - I, 1483; in, 3425 Permanent International Association of Congresses of Navigation_ , 1486 Compton Creek, N. J., improvement-- -- ---- I, 293; n, 1792 INDEX. Page. Conduit Road, Md. and D. C., surfacing and improvement... I, 1509; il, 3327 Conecuh River, Ala.: Examination _-------------------------------- I, 677 Improvement_ ------------------------------------- , 665 ; ii, 2165 Coney Island, N. Y., improvement of channel to ---------. i, 245; ii, 1739 Congaree River, S. C.: Examination and survey __-___ _____- - -___ ____-_ i, 543 Improvement _1_____-________ _____- ____ _ I, 532; n, 2041 Operating and care of lock and dam_________________ I, 535; 11, 2045 Congresses of Navigation, Permanent International Association of___ , 1486 Conneaut Harbor, Ohio, improvement _______________I, 1275; i, 3090 Connecticut River, Mass. and Conn.: Examination, Hartford, Conn., to Holyoke, Mass____ - I, 179 I________ Improvement below Hartford, Conn ___________________, 147; i, 1653 Improvement between Hartford, Conn., and Holyoke, Mass__ I, 145; n11,1652 Wreck in ----------------------------------------------- , 177 Conoby Creek, N. C., examination___--____-.. 467 -, I________-___ Contentnia Creek, N. C., improvement 480 n, 1973 I,-------------- Contingencies, Engineer Department, Philippine Islands _______________ -,25 Contingencies of rivers and harbors, estimate of appropriation--___-- , 1463 Continuing contracts: Appropriations, estimate- ......___..... -------- -i____ I, 30 Bellingham Harbor, Wash_ ___- -___-____________ i, 1446; ni, 3265 Black Rock Harbor, N. Y____________ ____ ______ i, 1288; In, 3110 Boston Harbor, Mass- --- _______________________ ___ , 80; n, 1603 Bridgeport Harbor, Conn 163; n, 1669 I,-------------------- Cape Fear River above Wilmington, N. C.---- ---------- , 509; i, 2008 Cape Lookout, N. C Chicago Harbor, Ill- ----------- Chicago River, Ill ___------, -------------------------------- , I-------------------------------, 1154; 1,1157; 11, 491; n, 1988 2921 , 2927 Cold Spring Inlet, N. J__ ___----------------------------- 1 333; 11, 1831 Columbia and lower Willamette Rivers, Oreg. and Wash__ I, 1400; III, 3222 Cumberland River below Nashville, Tenn________________ I, 982; n, 2543 Delaware River, Pa. and N. J__------, ---------- 1,303, 305; 11, 1803, 1805 Detroit River, Mich ------------------------------ 1239; Hi, 3047 Duck, Island Harbor, Conn ------------------------- , 149; 11, 1658 Estimate of appropriations forI------------------------------, 30 Fairhaven and New Bedford Harbors, Mass 108; n, 1625 xI,_______ Galveston-Houston Ship Channel, Tex ....... I, 804; 11, 2297 Galveston-Texas City Channel, Tex______ I, 799; n, 2292 Grays Harbor and Bar Entrance, Wash_______________ , 1423 ; ii, 3249 Hillsboro Bay, Fla ________ _______I____ _________ I, 619; i, 2119 Hilo Harbor, Hawaii______________----------------------------, 1458; II, 3272 Houston-Galveston Ship Channel, Tex___________________ I, 804; , 2297 Hudson River Channel, New York Harbor ----------- , 231; 11, 1724 Hudson River N. Y________ ________________________ 1, 213; , 1707 Huron Harbor, Ohio____ ________________________ , 1254; ii, 3065 Kentucky River, Ky ____________________________ , 1086; , 2818 Livingstone Channel, Detroit River, Mich__ ______ , 1239; nII, 3047 I__ Mackinac Harbor, Mich-- ___- __- - -i__________i, 1220; ii, 3030 Marquette Harbor, Mich -------------------------- I, 1113; in, 2868 Milwaukee (inner) Harbor, Wis_____________________, 1142; n, 2905 Missouri River__________________________________ I, 956; n, 2497 Mount Desert, Me., Breakwater-... New Bedford and Fairhaven Harbors, Mass Newport Harbor, R. I___________________________________ I, 122; 11, 1635 11, I, 35; n1,1570 , 108; 1625 Norfolk Harbor, Va - ___________- -- 1,i_____________ 437; i, 1921 Ohio River locks and dams- ___----------____---__-- I, 1008 Ouachita River, Ark. and La 1, 869; i, 2362 Pamlico Sound, N. C., to Beaufort Inlet, waterway .-- i.1, 489; 11, 1985 Passaic River, N. J------------------------------ I, 269; 11, 1763 Providence Harbor and River, R. I 116; n, 1632 x,I_________________ Puget Sound-Lake Washington waterway, Wash ..--. I, 1437; hi, 3257 Raritan Bay to Kill van Kull, N. J. and N. Y. (Shooters Island channel) _I,-------- ---------------------------- 279 ; i, 1776 Sabine-Neches Canal, Tex------------ _ , 845; , 2333 Saginaw River, Mich_- - -- -- -- ---- I, 1227; i, 3035 XII INDEX. Continuing contracts-Continued. Page. St. Andrews Bay, Fla ---------------------------- I, 654; I, 2152 St. Johns River, Fla__-- --------- I, 584; 1, 2089 St. Johns River. Fla., and Cumberland Sound, Ga., channel,, I, 582; nI, 2087 St. Marys River, Mich., at the falls , 1212; III, 2994 I_________________ Sandusky Harbor. Ohio_____------------------- -__ 1, 1250; In, 3062 San Francisco Harbor, Cal-------------------- I, 1319; IIIn, 3147 Shooters Island Channel, N. J -- 79; n, 1776 __ ,--------------2--- Snohomish River, Wash___ --- --- -------- i, 1441; In, 3262 South Haven Harbor, Mich _______-_____-- ____ I, 1179; i, 2951 Staten Island Sound, N. Y. and N. J---------------------- I, 275; . 1773 Tillamook Bay and Bar, Oreg --------------------- , 1366; In, 3192 Tombigbee River, Ala----- -------------------- ___ i, 687; n, 2189 Warrior River, Ala -------------------------------- I. 684 ; ii, 2187 Willapa River and Harbor, Wash __------------- -1, 1420; In, 3247 Winyah Bay, S. C-- , 524; n, 2033 I---------------------------- Contracts, continuing. See Continuing contracts. Cooper River (Creek), N. J., improvement______ -_____ - - I, 314; nI, 1823 Cooper River, S. C., bridge across__.------------------------- - I, 1498 Coosa River, Ga. and Ala.: Dam at site of Government Dam No. 12 ----------------------- , 1500 Examination and survey at headwaters, etc__I--------------------, 677 Improvement between Rome, Ga., and East Tennessee, Virginia & Georgia Railroad bridge_---------------- ------- _ , 670; 11, 2171 Improvement between Wetumpka and East Tennessee, Virginia & Georgia Railroad bridge 1, 673; n, 2177 I__ Improvement below Wetumpka, Ala------------------ I, 670; n, 2171 Operating and care of locks and dams 675; 11, 2177 I------------------, Coosawattee River, Ga., bridge across_ __---------- __ 1, 1494 I.....__ Coos Bay Harbor and River, Oreg: Examina tion of entrance .... I, 1390 Improvenent of entrance to bay and harbor_.----------- 1353; Ii, 3182 Improvement of river_ -- ________------, 1357; iii, 3186 i--_____- Coquille River, Oreg.: Examination of East Fork___-------------------------------- I, 1390 Examination of entrance 1-------------------- 1390 Examination of North ForkI__ - __ ____ ______- - -___I, 1390 Improvement --------- ------------------------ , 1349; Iin, 3179 Core Creek, N. C., ' waterway via__ - -_______------___ i, 489; n, 1985 Core Sound, N. C. Examination and survey of Thoroughfare Bay__------------- I, 519 Improvement of waterway to Beaufort Harbor--------- I, 494; I, 1991 Corney Bayou, La., improvement----- .- --------------- I, 882; n, 2374 Corps of Engineers: Duties___-------- - 3 I____--------------- Increase in, provided by act of February 27, 1911________ ,4 Laws of Sixty-third Congress, first session, affecting the-___--- nI, 3405 Officers on duty in Office of the Chief of Engineers_______________ I, 1565 Personnel, commissioned, number, distribution, and changes during the year ------------------------------------------------ I, 3 Personnel, noncommissioned, proposed new grades 5 I-----------------, Personnel, proposed increase in battalions_.....__ ------------ I, 5 Corpus Christi Bay and Harbor, Tex.: Examination of waterway to Baffins Bay , 841 I________________ Improvement of channel from Corpus Christi to Aransas Pass via Turtle Cove________________ -______ I, 825, 838; n. 2315. 2327 Corsica River, Md., improvement_____ - ___-_______ I, 397; n, 1872 Corsons Inlet, N. J., bridge across ----------------------------- I,1493 Corte Madera Channel, Cal., examination___ 1337 I,------------------------ Cote Blanche Bay, La. See Mermentau River, waterway to Franklin. Cowhead River, Ga., improvement, ----------------------- 557; n, 2068 Cowlitz River, Wash.: Dredge and snag boat for ..-------------------------- , 1417; nIl, 3245 Improvement -- ------------------------------ I, 1411; III, 3240 Craft, water. See Dredge boats and Wrecks. Crater Lake National Park, Oreg., survey for roads, etc.. - I, 1553; ni, 3397 Crescent City Harbor, Cal., examination-- - ------- - I, 1338 Crescent Lake, Fla., improvement-------------- I,593; 11,2098 INDEX. XII Page. Criehaven Harbor, Me., examination--- Crisfield Harbor, Md., improvement.--.------------___ _--------------- - _- I 59 1, I, 405; n, 1881 Croatan Sound, N. C., waterway via. See Norfolk-North Carolina Sounds waterway. Crockett, Fort, Galveston, Tex., sea wall, embankment, and fill__ , 840; 1i, 2328 Crockett Lake, Wash., examination of channel to Admiralty Inlet- I, 1455 Crooked Channel, Fla., examination_----------------------------, 677 Crooked Lake, Mich., survey of, inland route across Michigan -------- , 1244 Crooked River, Fla.: See also Carrabelle Harbor. Examination___--____ _______ I-, 678 Cross Bayou. See Cypress Bayou and Jefferson-Shreveport waterway. Crum Elbow Creek, N. Y., bridge across__ I--------------- , 1492 -_____ Crystal River, Fla., improvement_..____-_______-- --- I, 627; n, 2126 Cuba, defenses of Guantanamo Bay--------------___---------- I, 16 Cumberland River, Ky. and Tenn.: Bridge across South Fork -------------------------------- , 1493 Improvement above Nashville, Tenn------------------ I, 985; ni, 2548 Improvement above Nashville, Tenn__.---------.. I, 982; 11, 2543 'Operating and care of locks and dams_---------------- I, 988; ii, 2551 Cumberland Sound, Ga. and Fla.: See also St. Johns River, waterway to. Improvement ___ --------------------------- ---------- , 574; , 2080 Improvement of waterway between Savannah and Fernandina- _ I, 578; n, 2082 Current River, Ark. and Mo., improvement of__-------------- 1,910; n, 2400 Currituck Sound, N. C., waterway via. See Norfolk-Albemarle Sound waterway. Curtis Bay, Baltimore, Md., improvement of channel to ------- , 378; n, 1852 Cuyahoga River, Ohio: See also Cleveland Harbor. Bridges at Cleveland, Ohio ----------------------- , 1492, 1494,1498 Examination and survey_--__-------- I, 1279 _-------- Cypress Bayou, Tex. and La.: See also Jefferson-Shreveport waterway. Construction of dam at foot of Caddo Lake-----_--_---- I, 861; In, 2353 Improvement of, including connecting lakes between Shreveport, " La., and Jefferson, Tex_----------------- i, 860; II, 2352 Cypress Top Outlet, Choctawhatchee River, Fla. See Choctawhatchee River. D. Dalecarlia Reservoir, Washington Aqueduct, D. C. See Washington. Dallas, Tex.. engineering district------------------------ , 841; ii, 2329 Dalles-Celilo Canal. See Columbia River. Dams. See Canals, Rivers and Harbors, and Waterways. D'Arbonne Bayou, La., improvement_---------------- I, 882; II, 2374 Darien Harbor, Ga., improvement_--------------------- I, 559; ii, 2069 Darien River, Conn., examination------------- I------------------ 178 Datum plane at harbors on western shore of Lake Michigan---------- I, 1121 Deal Island, Md., improvement of lower thoroughfare at Wenona- i, 406; ii, 1882 Debris, mine, in California. See California Debris Commission. Deep Bay, N. C., improvement of waterways to Swan Quarter Bay i, 473; II, 1963 Deep Creek Branch, Elizabeth River, Va., waterway via. See Norfolk- North Carolina Sounds waterway. Deep Creek, Fla., examination--------------------------------, 637 Deer Island Thoroughfare, Me., improvement-----_ ------- I, 38; ii, 1573 Defenses, seacoast. See Fortifications. Delancey Cove, N. Y. See Larchmont Harbor. Delaware Bay and River, N. J., Pa., and Del.: Bridge across waterway to Rehoboth Bay_------------------- I,1494 Defenses --- 6 I,,-------------------- Delaware Breakwater, Del., maintenance and repair------- , 312; 11, 1820 Examination of breakwater and harbor of refuge____________-----------, 314 Examination of river, at Camden N. J.------------------------- I, 314 Harbor lines-.... ------- ---------------------------- I,1487 XIV INDEX. Delaware Bay and River, N. J., Pa., and Del.-Continued. Page. Harbor of refuge in bay, construction ______i_________ i, 312; ii, 1820 Improvement of river at Trenton _______....__i, 301; Ii, 1802 Improvement of river near Neversink River_____ __ _ i, 300; II, 1801 Improvement of river, Philadelphia to the sea 305; II, 1805 -I, I___-___ Improvement of river, Philadelphia to Trenton __--- I, 303; II, 1803 Lewes, Del., iron pier near Lewes-.._________------- - I, 311; II, 1820 Marcushook, Pa. See Marcushook. Philadelphia and Camden Harbors, improvement--------- I, 303; iI, 1803 Waterway to Chincoteague Bay, improvement _____---_____- _ I, 370 Waterway to Rehoboth Bay, improvement-------------- I, 367; II, 1844 Wrecks in --------------------------------------- I, 313; II, 1821 Departments, Executive, Washington, D. C., telegraph line. See Public buildings and grounds. Depere Harbor, Wis., improvement _---------I__-----i, 1129; II, 2887 Depots, engineer ____ I, 21 -_____________ Derelicts. See Wrecks. Deschutes River, Wash. See Olympia Harbor. Des Moines Rapids Canal and Dry Dock, Mississippi River, operating and care ------------------------------------------ , 929; II, 2470 Des Plaines River, Ill., survey for waterway via, from Lockport to mouth of Illinois River ------------------------------------------ I, 1482 Detroit, Mich, engineering district.__- ____________ I, 1210; III, 2993 Detroit River, Mich.: Improvement_ - ______ 1239 ; III, 3047 ______- 1,I..__.___- Improvements of channels in waters connecting Great Lakes__ __ I, 1210; Izi, 2993 Surveys, etc. See Northern and Northwestern Lakes. Dickinson Bayou, Tex., improvement __________ ___________ , 815; II, 2307 Discharge measurements. See Water levels. Dismal Swamp Canal, Va. and N. C., waterway via. See Norfolk-North Carolina Sounds waterway. District of Columbia. See Washington. Dividing Creek (La Trappe River), Md. See La Trappe River. Division engineers__..________________________ I, 30 Divisions, engineer _________-------------------------__ I, 30 Doboy Bar, Ga., improvement____---- - - - - 559; II, 2069 I----- i, Dock lines, establishment__________---- I, 1486 Dog Island Harbor, St. George Sound, Fla. See Carrabelle Harbor. Dog River, Miss. See Pascagoula Harbor and River. Dolphins, permits' for erection____--------------- --- , 1500 Dominion of Canada: Commerce through St. Marys Falls Canal, Ontario. See St. Marys River and St. Marys Falls Canal. Transmission of electrical power into United States at Niagara Falls------------ ---------------------------- I, 1544; III, 3391 Dorchester Bay, Mass., improvement- ...... __...... - 88; II, 1611 i____I, Double Bayou, Tex., improvement ___------ -_ i,I------810; i, 2302 Drawbridges : See also Bridges. Rules for opening____--------------__ I, 1487 Drawings. See Maps and charts. Dredge boats: Seagoing hydraulic, performances__ ___ 1463; III, 3661 i,i------ Southwest Pass, Mississippi River__. , 722; II, 2222 I_______________ Statement concerning those owned and operated by the Engineer Department ----------------------------------- I, 1463; III, 3661 Duck Creek (Smyrna River), Del. See Smyrna River. Duck Island Harbor, Conn., construction of harbor of refuge ___ I, 149; 1, 1658 Duluth Canal and Harbor, Minn.: Channels in waters connecting Great Lakes, improvement_ I, 1210; III, 2993 Examination and survey____--------___------------------- 1,1120 Improvement _____-------------------_--_ I, 1094; II, 2837 Duluth Minn., engineering district ________________--___-I, 1090; II, 2833 Dunkirk Harbor, N. Y., improvement-. .---------------- I, 1282; ii, 3101 Dunns Creek, Fla., improvement______---------------------- I, 593; II, 2098 Dutch Island Harbor, R. I. See Narragansett Bay. Duwamish River, Wash. See Puget Sound and tributaries. INDEX. XV Page. East Bay Bayou, Tex., improvement 810; , 2301 ,---------------------- East (Ambrose) Channel, New York Harbor, N. Y. See New York Harbor. East Chester Creek, N. Y.: Bridge across--- --------------------------------------- , 1491 Improvement ------------------------------------- 190; ii, 1688 East Chicago Canal, Ind., bridge across----------------__-__ I, 1493 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 Pass Channel, Fla., examination.___----------------------- I, 677 East Pearl River, Miss., improvement_.... East River, Ga. See Brunswick Harbor. ____ __------- I, 717; ii, 2218 East River, Mass., bridge across ________ ---- ---- _________ I, 1491 East River, N. Y.: Examination and survey, including Little Hell Gate-------------- I, 238 Harbor lines---------- ------------------------------ , 1487 Improvement__----------- i, 195; ii, 1692 Wrecks in --------------------------------------- , 237; II, 1731 East River, Wis., bridge across ____________________ ___ I, 1494 East Twin River, Wis. See Two Rivers Harbor. Ebey Slough, Wash., bridge across--__ ____-------____ I, 1494 Echo Bay Harbor, New Rochelle, N. Y., improvement --------- I, 185; II, 1685 Edisto River, N. C., examination of waterway from Orangeburg to Charleston - ----------------------------------------------- , 543 Eel River, Mass. See Plymouth Harbor. Eighteenmile Creek, N. Y. See Olcott Harbor. Electrical power: Mississippi River between St. Paul and Minneapolis, Minn__ I, 933; II, 2481 Niagara River, N. Y., control and regulation __________ I, 1544; III, 3391 Tennessee River, Elk River Shoals to Florence, Ala__ ... I, 993; ii, 2562 Elizabeth River, N. C., examination_..........__ -__----- I, 518 Elizabeth River, N. J., improvement ---------------------- , 292; ii, 1790 Elizabeth River, Va.: See also Norfolk Harbor. Improvement of Norfolk Harbor, including Hospital Point and East- ern and Southern Branches---------------- I, 43, 440; I, 1921, 1924 Improvement of waterway to Albemarle Sound via Currituck Sound,--------------- ------------------------ 1,459; 11, 1941 Improvement of waterway to sounds of North Carolina via Pasquo- tank River ------------------------------------- I, 457; 11, 1940 Improvement of Western Branch----- ---------------- I, 441; II, 1926 Elk Point, S. Dak. See Missouri River. Elk River, Md., improvement--------------------------- I, 380; 11, 1853 Elk River Shoals Canal, Ala. See Tennessee River. Ellis Slough, Wash., bridge across__ -------------------------- I, 1494 Embankments. See Fortifications. Empire Harbor, Mich., examination -___.-- , 1209 I----------------- Emplacements. See Fortifications. Employees, civilian assistants to Engineer officers -------- I----------, 25 Endicott Board ----------- --------------------------------- I, 6 Enfield Rapids, Connecticut River, Conn. See Connecticut River between Hartford, Conn., and Holyoke, Mass. Engineer Department, Philippine Islands, contingencies--------------- , 25 Engineer depots ------------------ -------------------------- I, 21 Engineer divisions ------------ ------------------------------- I, 30 Engineer officers, civilian assistants to----------- ---------------- 1, 25 Engineer Post and School, Washington, D. C., buildings ------------ -- 1, 26 Engineer troops: Equipment of-------------------------------------------- 1,23 New Engineer battalions .- ,5 1--------------------- Engineers, Board of ------ 6 _-------------------- Engineers, boards, etc., of. See Boards and Commissions. Engineers, Corps of. See Corps of Engineers. XVI INDEX Page. Engineers, division--- ----------- - -.- - I, 30 Engineers, Office of the Chief of, officers on duty-------------------, 1565 English Kills, Newtown Creek, N. Y. See Newtown Creek, N. Y. Equipment: Coast Artillery, armories, Organized Militia--------------------- I,27 Engineer, of troops___---------------------------------------- I,23 Equipment of officers' schools, military posts-----------------------, 25 Erie Harbor, Pa., improvement---- -------------------- I,1280; II, 3097 Erie Lake: See also Northern and Northwestern Lakes. Wreck in-- ---------------------------------- ,1307; III, 3137 Erie Lake to Michigan Lake, examination for waterway------------- ,1279 Escambia River, Fla.: Examination -------------------------------------------- , 677 Improvement ------------------- ------------------ , 665; II, 2165 Esopus Creek, N. Y. See Saugerties Harbor. Estherville-Minim Creek Canal, S. C., improvement 529; n, 2039 I----------, Estimates of appropriations required: Building, Washington Barracks------------------------------1,27 Civilian assistants to Engineer officers ------------------------- I,25 Contingencies, Engineer Department, Philippine Islands----------- i,25 Engineer depots-.._ __-------------------- - - I,23 Engineer equipment of troops------------------------------ I,24 Examinations, surveys, and contingencies-------------- I,1463 Fortifica tions ----------- ------------------------- , 15, 20. 21 Maps, War Department-------------------------------------, 26 Military structures, Philippine Islands 21 ,---------------------- Panama Canal -------------------------------------------- ,21 Rivers and Harbors, etc---------------- -------------------- , 30 Etowah River, Ga., examination and survey------- ---------------- i, 677 Eureka, Cal. See Humboldt Harbor. Everett Harbor, Wash. See Snohomish River, Wash. Everglades of Florida. See Kissimmee River. Examinations of rivers and harbors, estimate of appropriation for-- I,1463 Executive departments, Washington, D. C., telegraph line. See Public buildings and grounds. Executive Mansion and Office, Washington, D. C. See Public buildings and grounds. Expenditures: Fortifications _----------------------------------------- I,13, 19 Rivers and harbors_ ------------- I, 29 I----------- Experimental towboats, board on------- ---------------------- , 1485 F. Fairhaven Harbor, Mass., improvement ...------------------ i, 108; I, 1625 Fairhaven, Md., examination of Herring Bay and Rockhole Creek----- I,408 Fairport Harbor, Ohio: Examination and survey----I------------------------------ , 1279 Improvement ------------------------------------- I, 1269 ; III, 3081 Fairy (Caddo) Lake, Tex. and La. See Cypress Bayou. Falia, Bogue, La., improvement------------------------- I,753; ii, 2256 Fall River Harbor, Mass., improvement----------------------- I,112; 11, 1628 Falls of Ohio River, Louisville, Ky. See Ohio River. Fancy Bluff Creek, Ga., improvement---------------------- I, 572; II, 2078 Feather River, Cal.: See also California Debris Commission. Examination------ -------------------------------- , I, 1349 Improvement --------------------------------------- I, 1338; III, 3167 Fenholloway River, Fla., examination--- -- 676 ,-------------- Fernandina Harbor, Fla.: See also Cumberland Sound. Improvement--- ---------------------------------- I,574; ,2080 Improvement of waterway to Savannah, Ga-------------- I, 578; II, 2082 Ferry Cove, Md., examination"and survey_ 409 I,----------------I, Ferry (Caddo) Lake, Tex. and La. See Cypress Bayou, INDEX. XVII Page. Fidalgo Bay to Similk Bay, Wash., examination for waterway ------- , 1455 Fig Island, examination connecting forks of Savannah River----------- I,582 Filtration plant, Washington Aqueduct, D. C. See Washington. Fire control at fortifications. See Fortifications. Fishing Creek, examination---- IMd., --------------------------- , 409 Fishing Creek, N. C.: Bridge across------------------ ------------------------ I, 1493 Improvement----------------------------------, 471; 1, 1961 Fish traps, or weirs, permits for construction_______________________ I,1500 Fivemile Creek, Ala., examination of waterway to Black Warrior River__ I, 722 Fivemile River Harbor, Conn.: Examination 179 I------------------------ Improvement --..------ --- _.----- Flag River, Wis.: I,169 ; 11, 1672 See also Port Wing Harbor. Bridge across -I----------- -------------------------- , 1492 Flathead Lake and River, Mont., improvement of Poison Bay__i, 1451; III, 3267 Flat Lake, La. See Grand River. Flint River, Ga., improvement___------------------- - I,649; II, 2145 Floating plant. See Plant. Florida East Coast Railway Co., basin at Miami, Fla. See Biscayne Bay. Florida, water hyacinths in---.. , 632; 11, 2130 I------------------------ Flushing Bay and Creek, N. Y., improvement--------------- I,252; II, 1745 Fond du Lac Harbor, Wis. See Fox River. Foreign possessions. See Insular possessions. Fore (Weymouth) River. Mass. See Weymouth River. Fore River, Portland, Me. See Portland Harbor. Fort Crockett, Galveston, Tex., sea wall, embankment, and fill-.. I. 840; ii,2328 Fort George River, Fla. See St. Johns River, waterway to Cumberland Sound. Fortifications: Appropriations___ ----------------------------- I, 13 Batteries ---------- ----------------------------------- , 7.16 Batteries in insular possessions -.. __ ---- - -______________ I, 16 Board of Engineers. The-------------------------------------I, 6 Board on Fortifications or other Defenses (Endicott Board) .__ . I,6 Electrical and other supplies, insular possessions----------------- I,18 Electrical installations__-- __-------------- _____ I. S Electrical installations, insular possessions .________________- __ 1. 16 Estimates of appropriations required_- -___ -______- I,16, 20 Fire control ------- ------------------------------------ 7 i---, Fire control, insular possessions- , 18 I---------------------- General statement and progress of work ___i________________ _ i.6 Isthmian Canal --- ---------------------------------------- 21 Land defenses, insular possessions____ - -____ ,17 I_____________ Maintenance of, in insular possessions_________ _________17 I, Maintenance of torpedo structures, insular possessions___ _____ x, 17 National Coast Defense Board___------ -- -I, ____________------ 6 Plans----------- ------------------------------------- ,10 Preservation and repair_ 1, 9 I______------1---_ Preservation and repair, insular possessions ...------- I,17 Preservation and repair of torpedo structures -_____________ __ i, 12 Projects ------------ ------------------------------- I, 6, 7 Repair and protection of defenses at Charleston, Pensacola, Mobile, and New Orleans I---------------------- 11 Repair and protection of the defenses of Key West, Fla ___in----- - I,12 Reserve equipment, insular possessions I_______________ 18 Reserve lights------------- ----------------------------- , 10 Searchlights ---------------------------------------------- Searchlights, insular possessions-.-------- __------ -I, 1, 16 Sea walls and embankments ---------------------------------, 11 Sea walls, defenses of Galveston, Tex 12 I---------------------- Sea walls, Hawaiian Islands - -- - -- ---___----- - -- I, 18 Sites ,9 I--------------------- Sites, insular possessions ------- -------------------------- ,17 60993"-ENG 1914- II XVIII INDEX. Fortifications--Continued. Page. Submarine mines ------------ -------------------------- I, 13 Supplies for seacoast defenses ____---------------___--_ I, 10 Torpedo structures, insular possessions 18 1,---------------------- Fort Leavenworth, Kans., engineer depot --------------------------- I, 22 Fort Pierre, S. Dak. See Missouri River. Fort Point Channel, Mass.: See also Boston Harbor, Mass. Improvement ------------------------------------ -I, 86; n, 1603 Fort Riley Military Reservation, Kans., protection of bank line of Re- publican River in front of________________________I__I, 980; Ii, 2542 Fox Creek, Dorchester County, Md., examination---- ------------ _i, 409 Fox River, Wis.: Bridge at Green Bay___,-------------____ _______________ , 1494 Examination------------------------ ------------------- , 1154 Improvement ------------ ---------------------- I, 1150; n, 2912 Improvement at Depere__ - __ ---- 1129; II, 2887 i------ I,____ Improvement below Depere, including Green Bay Harbor__ I, 1127; ii, 2885 Operating and care of locks and dams --- -__ -___- I, 1153; 11, 2914 Frankford Creek, Pa., wreck in----______-__----__ -__I, 314; nI, 1821 Frankfort Harbor, Mich., improvement-- 1203 ; n, 2986 i,I_______________ Franklin, La.: Improvement of waterway to Mermentau ____________- -I, 743; I, 2249 Operating and care of Schooner Bayou Lock_________ ___ I, 746; n, 2252 French Broad River, Tenn.: Bridge across-------------------------- --------------- I, 1492 Improvement -------------------------- _ I, 1000; n, 2578 Front River, Ga. See Sapelo Harbor. G. Gaging. See Gauging. Galena River, Ill., operating and care of lock and dam--------- I, 930; in, 2473 Galleries, cable. See Fortifications. Galveston and Brazos Canal, Tex.: Improvement -------- -------------------------- I, 819; n, 231) Operating and care-------------------------------- , 826; nu,2315 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 Streets_____ I, 840; i, 2328 Defenses ------------------------------------- --------- , 6, 12 Improvement of channel across Hanna Reef, Ladies Pass__ I, 810; It, 2301 Improvement of Galveston Channel from inner bar to Fifty-sixth Street ------------------------ ------- --------- I, 796; n1, 2285 Improvement of Galveston-Texas City Channel ---------- , ,799; , 2292 Improvement of harbor entrance______________ ________ , 793; n, 2283 Improvement of Port Bolivar Channel , 802; xn, 2295 i______________ Improvement of waterway to Houston_________________ I, 804; n, 2297 Improvement of West Bay--------------------------- I, 819; n., 2310 Galveston, Tex., engineering district Gasconade River, Mo.: ____________I_____ __i, 793; n, 2283 Examination and surveyI-------- -------------------------- , 981 Improvement-------------------------- ----------- I, 976; n, 2539 Gascondy, Mo. See Gasconade River. Gauging: 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 954; ii, 2494 I--------------------------------, Michigan Lake, datum plane of water levels on west shore-------- I, 1121 Michigan Lake, variations in surface level on east shore--------- I, 1175 Mississippi River and principal tributaries-_______-----__ I, 955; n, 2495 Northern and northwestern lakes, level--------------- I, 1531; III, 3377 Gedney Channel, New York Harbor, N. Y. See New York Harbor. Generals Cut, Ga., examination _--------------------__ I, 582 Genesee River, N. Y.: See also Charlotte Harbor. Bridge at Charlotte-------------------------------------, 1497 George, Lake, channels in waters connecting Great Lakes, improve- ment --- _-- -------- ___ I, 1210; II, 2993 INDEX. XIX George, Lake, St. Johns River, Fla. See Volusla Bar. Page. Georges Creek, Long Island, bridge obstructing navigation.-----------, 1499 Georgetown Harbor, D. C. See Washington. Georgetown Harbor, S. C. See Winyah Bay. Glencove Creek, Long Island, N. Y., examination------------------ 1,269 Gloucester Harbor, Mass., improvement., -------------------- i,66; , 1593 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. Gowanus Bay, N. Y., improvementI-----------------------, 242; ii, 1737 Gowanus Creek, N. Y., wreck in___ ------------------------ , 267; ii, 1759 Granby, S. C. See Congaree River. Grand Calumet River, Ill. and Ind. See Calumet River. Grand Haven Harbor, Mich.: Examination and survey------ 1209 I-------------------------- Improvement ---------------- ------------------- , 1184; 11, 2958 Grand Lake, Mermentau River, La. See Mermentau River. * Grand Marais, Mich., improvement of harbor of refuge------- I, 1118; ii, 2872 Grand Marais, Minn., improvement of harbor-------------- I, 1090; ii, 2833 Grand Rapids, Mich., engineering district----------- I, 1175; i, 2947 Grand Rapids, Wabash River, lock and dam. See Wabash River. Grand River, La., improvement-------------------------- I, 732; II, 2240 Grand River, Mich.: See also Grand Haven Harbor. Examination----, ------------------------------------ 1209 Improvement------ ------------------- 1187 ; ii, 2963 I-----------, Grand River, Ohio. See Fairport Harbor. Grand River, Okla., dam across------------------------------- 1,1500 Grand View, N. Y. See Hudson River. Grants Pass, Ala. See Mobile Bay and Harbor, channel to Mississippi Sound. Gravesend Bay, N. Y.: Examination ------------------------ ------------------- I, 269 Wreck in----- ------ ---------------------------- , ,267; II, 1760 Grays Harbor, Wash.: Bridge across South Bay----------, ----------------------- 1497 Examination of bar -------------------------------------- , 1456 Improvement between Aberdeen and the entrance-------- i, 1426; III, 3251 Improvement of entrance ---------- ------ I, 1423; III, 3249 I------- Grays Reef Passage, examination and survey ----------------- I, 1209 Grays River, Wash., improvement-...---------------------- I, 1418; II, 3245 Great Chazy River, N. Y., examination -- 238 I,----------------------- Great Falls, Potomac River. See Potomac River. Great Harbor, Woods Hole, Mass. See Woods Hole Harbor. Great Kanawha River, W. Va. See Kanawha River. Great Lakes. See Northern and Northwestern Lakes. Great Lakes to Chicago, Duluth, and Buffalo waterway---- I, 1210; nII,2993 Great Peedee River, S. C., improvement------------------ I, 522; Ii, 2031 Great Salt Pond, Block Island, R. I., improvement----------- I, 131; II, 1640 Great Sodus Bay, N. Y., improvement of harbor ------------ I, 1298; In, 3127 Great South Bay, N. Y.: Improvement------------------------------------- I, 261; 11, 1753 Wreck in--------_ 268; 11, 1760 I--------------------------------, Green Bay Harbor, Wis.: Examination -------------------------------------- ---- I, 1154 Improvement------------------------------------ I, 1127 ; Ii, 2885 Green Jacket Shoal, Providence River, R. I., removal--------- , 120; 11, 1632 Green River, Ky., operating and care of locks and dams_ Greenwich Cove, Long Island Sound, dam across arm ofI------------ I, 1075; 11,2779 , 1501 Greenwich Harbor, Conn.: Examination and survey---------------------------------, 178 Improvement-------------------------------------, 173; , 1673 Grossetete Bayou, La.: Improvement-------- --------------------------- I, 786; 11, 2278 Rules for floating of logs- -- ----- --- -- -- I, 1488 - Grounds, public, District of Columbia ......---------- I, 1521; I,3337 XX INDEX. Guadalupe River, Tex.: Page. Bridge across--------------------------------------- , 1497 Examination to Victoria ----- , 841 I------------------------ Improvement from Victoria to Aransas Pass-Pass Cavallo Channel- I, 823; 11, 2314 Guantanamo Bay, Cuba, defenses of .------ ---------------------- I. 16 Guilford Courthouse, N. C., monument at --------------- ____ __ I, 1562 Gulfport Harbor, Miss., improvement of channel to Ship Island Harbor----------------------------------------- I, 712; 11, 2214 Gull Lake, Minn., reservoir dam. See Mississippi River reservoirs. Gun batteries. See Fortifications. Gunnisons Cut. See St. Johns River waterway to Cumberland Sound. Guyandot River, W. Va.: Bridge at Branchland----- -- -------------------------- I, 1496 Bridge at Chapmanville--------------------------------- I, 1497 Bridge at Logan--- -------------------------------------- I, 1497 Bridge near Mullins I, 1492 I,------------------------- Improvement-------------- , 1082; 11, 2813 I---------------------- H. Habana Harbor, Cuba, removal of wreck of Maine----------- T,1557; III, 3403 Hackensack River, N. J.: Improvement------ ----------------------------- I, 273; n1,1770 "Wreck in-- ------------------------------------ I, 299; ii, 1798 Hales Bar lock and dam, Tennessee River: Construction__-------------------------------------, 995; 11, 2562 Operating and care---------I---------- __ -- _____ I, 1006; 11, 2582 Hampton Roads, Va.: Defenses ---------------- ------------------------- , Improvement of approaches to Norfolk Harbor -------------- --------- 437;11, I______---- i, 1921 Wreck in ------------------ I, 467; I, 1954 Hanna Reef, Ladies Pass, Tex., improvement of channel ------- , 810; 11n,2301 Hansen Canal. See Mermentau River, waterway to Franklin. Harbor Beach, Mich., improvement of harbor of refuge -------- i, 1229; 111, 3037 Harbor Cove, Gloucester, Mass. See Gloucester Harbor. Harbor Island Harbor, Tex. See Port Aransas. Harbor lines, establishment-----------------------------------I, 1486 Harbors and rivers. See Rivers and harbors. Harlem (Bronx) Kills, N. Y. See Harlem River. Harlem River, N. V.: Bridge across------------------- -------------------- I, 1498 Improvement---------------- -------------------- , 200; , 1697 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, 804 Hatt Slough, Wash. See Puget Sound and tributary waters. Havre de Grace, Md. See Susquehanna River. Hawaiian Islands: Defenses---------------------------------------------I, 16 Hilo Harbor, improvement___________________ I. 1458; III, 3272 Honolulu Harbor, improvement_______________________ , 1456; n, 3269 Kahului Harbor, improvement_________________- - I, 1459; III, 3274 Hawaii engineering district .....- ____ I, 1456; in, 3269 Haw Creek, Fla., examination of waterway to Tomoka River .-----------I, 635 Hay Lake Channel, St. Marys River, Mich.: Improvement___ ---____--- .---.--------.I, 1218; II, 3030 Improvement of channels in waters connecting Great Lakes- I, 1210; III, 2993 Hell Gate, East River, N. Y. See East River. Hempstead Harbor (north shore of Long Island), N. Y., improve- ment---------------------------------------------- I, 254 ; II, 1747 Hennepin Canal, Ill. See Illinois & Mississippi Canal. Herring Bay and Rockhole Creek, Fairhaven, Md., examination and survey---------------- ----------- ------------- ------- I, 408 Highway bridges, Potomac River, Washington, D. C.: Aqueduct Bridge, repairs_ __---------------------------_ I, 1501; I, 3319 Highway Bridge, repairs- -----.---- -- .- I, 1523; III, 3364 Highways. See Roads. INDEX. XXI Hillsboro Bay and River, Fla.: Page. Examinations of river-- . .-------- ___-- ____ ---------- I, 636 Improvement---------------------------- I, 619, 622; ii, 2119, 2122 Hilo Harbor, Hawaii, improvement ____--I---------I---, 1458; I, 3272 Hiwassee River, Tenn., improvement -_------------_ , 1004; II, 2581 _---- Holland Harbor, Mich., improvement__---------.---.-- - I, 1183; In, 2956 Holmes River, Fla.: Examination------------------------------------ I. 677 Improvement ------------------------------------ I, 658; n, 2157 Honolulu Harbor, Hawaii: Defenses --- -------------- ----------------------------- ,, 16 Engineer depot ----------. ---------- --------------------- 22 Improvement------------------- I, 1456 ; In, 3269 Hookton, Cal. See Humboldt Harbor. Hoquarten Slough, Oreg. See Tillamook Bay. Hoquiam River, Wash.: Bridge across --- -------------- ,,-------------------- 1496 Improvement ------------ , 1429; i, 3252 Horn Island Harbor and Pass, Miss., improvement (see Pascagoula River) ----------------------------------------- I, 701 ; i, 2208 Hospital Point, Norfolk Harbor, Va., removal------------- I, 437; I, 1921 Housatonic River, Conn.: See also Milford Harbor. Examination --------------------------------- I, 179 Improvement, ------------ ----------------- -- 61; , 1666 Houston to Galveston ship channel, Tex., improvement-____-_ I, 804; Ix, 2297 Howard University Reservoir, Washington Aqueduct, D. C. See Wash- ington. Hudson River, N. Y.: See also New York Bay and Harbor. Examination and survey at Ossining _-----------1-I, 238 Harbor lines 1487 ,-------------- Improvement above New York_-___-.-.--------. I, 213; n, 1707 Improvement at New YorkI--------------------------, 231; n, 1724 New York Harbor, reef off Pier A. See New York Harbor. Peekskill Harbor. See Peekskill Harbor. Pierhead lines -------- _______ _ -- -- -- - I, 1487 Rondout Harbor. See Rondout Harbor. Saugerties Harbor. See Saugerties Harbor. Tarrytown Harbor. See Tarrytown Harbor. Wrecks in _________I________ , 235. 236, 237; ii, 1726, 1727, 1729, 1730 Hughes River, W. Va., bridge across South Fork----------------- I, 1492 Humboldt Bay and Harbor, Cal.: Examination of inner channels_------------- -I--__ -_____ i, 1338 Improvement ----- ------------------------------ , 1332; II, 3162 Hunting Field Creek, Md., examination_ _____-________________ i, 409 Huntington Harbor, N. Y., improvement _I___ _____-i, 250; xi, 1743 Huron Harbor, Ohio, improvement__________________ __ I, 1254 ; II, 3065 Huron Lake. See Northern and Northwestern Lakes. Hutchinson River (East Chester Creek), Hyacinths, water, removal: -N. Y. See East Chester Creek. From Florida waters_ .------ --------------- I, 632; i, 2130 From Louisiana waters---_____________-----___________________ I, 773; , 2268 From Texas waters -------------------------------- I, 773; , 2268 Hyannis Harbor, Mass., improvement__ I, 102; 11, 1620 Hydraulic mining in California. See California Debris Commission. Hydraulics. See Water levels. Hydrology. See Water levels. I. Illinois & Mississippi Canal, Ill.: Construction-------------------------------------I, 930; , 2475 Construction ------------ 932; nI, 2480 ,--------------------- Operating and care------_. --- --...______ ------ I, 931; n, 2476 Illinois River, Ill.: Bridge at Lacon, Ill ,-------------- I,_...I, Examination (below Copperas C--------------------------------- Improvement 1174 1171; , 2940 Improvement (below Copperas Creek)----------------x,, 11171; xx.2940 XXII I'TDEX. Illinois River, Ill.--Continued Page. Improvement (Copperas Creek to La Salle)__________ 1,1172; ii, 2940 Operating and care of the locks and damsi--------------, 1173; iI, 2944 Operating snag boats and dredge boats___-___-- ____ I, 925; II, 2435 Survey for waterways from Lockport, Ill., to mouth ------------ I, 1482 Indiana Chute, Falls of Ohio River, improvement---------- I, 1061; Ii, 2739 Indiana Harbor Canal, Ind., bridge across__ ______-___-_________ I, 1497 Indiana Harbor, Ind., improvement_,_________-- Indian River, Fla., improvement_______________-------- ____ I _ 1,1166; I, 596; II, 2101 11,2934 Inland waterways. See Canals and Waterways. Inside routes. See Canals and Waterways. Insular possessions: Defenses ---------------------------------------- , 16 I------- Hilo Harbor, Hawaii, improvement----- ------------- , 1458; iI, 3272 Honolulu Harbor, Hawaii, improvement 1456; Iii, 3269 ,-------------- Kahului Harbor, Hawaii, improvement 1459; III, 3274 I,--------------- Porto Rico, erection of structures in navigable watersI________ I, 1488 San Juan Harbor, P. R., improvement_ _______________ 1,1461;I, II, 3277 Intercostal Canal, La., bridge in Calcasieu Parish, La-... .________ I, 1496 Intercostal waterways. See Canals and Waterways. International Association, Permanent, of Congresses of Navigation__ I, 1486 Intracoastal waterway from Boston, Mass., to the Rio Grande, survey___ , 1482 Island End River, Mass. See Mystic River. Island possessions. See Insular possessions. Isles of Shoals Harbor, Me. and N. H., improvement 56; Ii,1585 I---------- 1, Isthmian Canal, fortification ------------------------------------ , 21 Istokpoga Creek, Fla. See Kissimmee River. J. Jacksonville, Fla.: See also St. Johns River. Engineering district-.-- ------ ___I, 582; II, 2087 Improvement of St. Johns River opposite___-__._______ I, 588; 2093 11, Jamaica Bay, N. Y., improvement-_______ __i i__________ , 263; 11,1755 James River, Va.: See also Hampton Roads. Improvement------------------------------------- 447 ; II, 1930 Jefferson-Shreveport Waterway, La. and Tex.: Examination and survey for lock in dam at foot of Caddo Lake_ __ -- I, 865 Improvement __--------- --------------- __ , 858; i--- 2352 11, Jekyl Creek, Ga., vaterway via. See Savannah-Fernandina waterway. Jeremy Creek, S. C., examination 543 I___..-____________ I, Johnsons Bayou, La., improvement_ ... __1-_____-_____i, 841; II, 2329 Johnsons Creek, or River, Conn.: See also Bridgeport Harbor. Examination ------------------------------- 179 ,---------- Jordan River, Miss., improvement__ ___ _________________I, 716; II, 2217 Judith Point, R. I.: Construction of harbor of refuge 125; 11, 1636 ,,__________________ Improvement of pond entrance _______ _______I___i, 128; Ii, 1637 K. Kahului Harbor, Hawaii, improvement ___________---. 1,1459; II, 3274 Kalamazoo River, Mich.: Bridge across---- ---- ----------------------------- , 1494 Improvement ------------------------------------ I, 1181; II, 2954 Kampsville Lock and Dam, Illinois River, Ill. See Illinois River. Kanawha River, W. Va.: Improvement ------------------------------------ , 1045; II, 2678 Operating and care of locks and dams 1048; 11, 2679 I,---------------- Wrecks in -- --------------------- I, 1049; II, 2692 Kansas City, Mo., engineering district__________________ I, 956; 11, 2497 Kansas River, Kans.: Bridges at Kansas City __ __--------I------- ----- , 1494, 1496 Examination and survey--- -------------------------------- , 981 Improvement ----------.--------------------- I, 978; II, 2541 INDEX. XXIII Kennebec River, Me.: Page. Bridge across ----------------- _I-----------------------, 1491 Defenses ------------------------------------------------- I, 6 Improvement 48; I, 1582 ,--------------------- Kenosha Harbor, Wis., improvement-______----------_ I, 1146; II, 2908 Kent Island Narrows, Md., examination______--___________ I, 410 Kentucky River, Ky.: Bridge above mouth of Quicksand Creek___-__-_______--- I, 1496 Bridges across North Fork___ _______ __- - -__ -___ I, 1498 Improvement ------------------------------------ I, 1086 ; iI, 2818 Operating and care of locks and dams----------------- I, 1089; Keokuk (Des Moines Rapids) Canal and Dry Dock, Mississippi River. 11,2823 See Mississippi River. Kewaunee Harbor, Wis., improvement_______---------- I, 1132; II, 2893 Keweenaw Bay-Lake Superior waterway, Mich.: Examination for cut-off 1121 I-------------------------- Improvement 1110; ii, 2856 I------------------------------------, Operating and care ------------------------------- , 1113; II, 2858 Keweenaw Canal, Mich. See Keweenaw Bay-Lake Superior waterway. Keweenaw Point waterway, Mich. See Keweenaw Bay-Lake Superior waterway. Keyport Harbor, N. J., improvement___--- ------------- I, 284; II, 1782 Key West Harbor, Fla.: Defenses---- ------------------------------------------ , 6, 12 Examination and survey__-________ I, 637 Improvement ------------------------------------- I, 602 ; iI, 2105 Kiamichi River, Okla., improvement---__---------------. I, 862; ii, 2355 Kill Van Kull, N. Y. and N. J. : Harbor lines ------------------------------------------- , 1487 Improvement of Staten Island-New Jersey Channels--------- I, 275, 279; II, 1773, 1776 King County, Wash. See Puget Sound-Lake Washington waterway. Kingsleys Cut, Fla. See St. Johns River waterway to Cumberland Sound. Kingston, R. I. See Point Judith Harbor and Pond. Kinnikinnick River, Wis. See Milwaukee Harbor. Kissimmee River, Fla., improvement --------------------- I, 604; II, 2107 Kootenai River, Idaho, examination ___.-------------------- I, 1456 L. Lacombe Bayou, La.: Improvement ------ ------------------- 785; II, 2277 I---------, Wreck in ---------------------------------------- I, 792; 11, 2282 La Conner, Wash. See Swinomish Slough. Lafourche Bayou, La.: Examination -------------------------------------------- , 793 Improvement ------------------------------------- I, 770; II, 2267 Lagrange Bayou, Fla. See Holmes River. Lagrange Lock and Dam, Illinois River, Ill. See Illinois River. Lake Crescent and Dunns Creek, Fla., improvement ---------- i, 593; II, 2098 Lake Namakan, Minn., dam across outlet _____ ---- --- ___-i, I__1501 Lake of the Woods Minn. See Zippel Bay. Lake Pontchartrain, La. See Pontchartrain Lake. Lake River, Wash., examination and survey__ __---------------- I, 1420 Lakes, Great. See Northern and Northwestern Lakes. Lake Survey. See Northern and Northwestern Lakes. Lake Traverse, Minn. and S. Dak., improvement _ ------------- , 953; ii, 2494 Lake Washington Canal, Wash. See Washington Lake. Lake Washington, Miss., improvement-------------------- I, 891; Ii, 2380 Lamberts Point, Norfolk Harbor, Va., improvement of anchorage at ___ I, 437; II, 1921 Landing facilities, Outer Brewster Island, Mass-.......- _________ I, 9 L'Anguille River, Ark., improvement 913; iI, 2402 I___________--------i, Larchmont Harbor, N. Y., improvement-------------------- I, 184; II, 1684 La Trappe River, Md., improvement-------------- I, 393; II, 1868 Lavaca Bay, Tex., improvement of channel from Pass Cavallo to Port Lavaca---, ---------------------------------------- ,832; 11, 2323 Lavaca River, Tex., examination-- ..........------ - I, 841 Laws of Sixty-third Congress, first session, affecting the-..-........... II, 3405 XXIV INDEX. Leaf River, Miss.: Page. Examination and survey ----------------------------------- I, 722 Improvement ------------------------------------- I, 708; Ii, 2210 Leavenworth, Fort, Kans., engineer depot____________-...________ I, 22 Leech Lake, Minn. See Mississippi River reservoirs. Leech River, Minn., improvement, including upper Mississippi River ___ , 940; II, 2488 Lee Slough, Apalachicola River, Fla. See Apalachicola River. Leipsic River, Del.: Examination ----------------- ------ ------------------- , 374 Improvement ------------------------------------- I, 358; ii, 1841 Lemon Bay, Fla., examination to Gasparilla Sound---------------- I, 636 Lemon Creek, N. Y. See Staten Island-New Jersey Channels. Levels, water. See Water levels. Levisa Fork, Big Sandy River, Ky., improvement ---------- I, 1083; i, 2813 Lewes, Del., pier in Delaware Bay near--____-________ , 311; i, 1820 Lewes River, Del., bridge across___ ----------- -______- 1498 i, ,___ Lewis River, Wash.: Bridge near Ridgefield 1492 I,------------------------ Dredge and snag boat for ------------------------- i, 1417; 111,3245 Improvement ------------------------------------ I, 1414; iii, 3243 Licking River, Ky.: Bridge across----------------------------------------- I, 1498 Examinations ------------------------------------------- , 1060 Lighthouses, establishment of, officers on duty in connection with--------. . 3 Lindenhurst Canal, Long Island, wreck in 267; I, 1759 I------------------, Little Annemessex River, Md. See Crisfield Harbor. Little Calumet River, Ill., examinations and survey------------- 1,1174 Little D'Arbonne Bayou, La. See D'Arbonne Bayou. Little Egg Harbor, N. J. See Tuckerton Creek. Little Elk River, Md., improvement_--------- ____________ , 380; 11, 1853 Little Harbor, Woods Hole, Mass. See Woods Hole Harbor. Little Kanawha River, W. Va.: Improvement---------- ------------------------ I, 1042 ; , 2672 Operating and care of locks and damsI,---------------- 1045; i, 2673 Little Mud River, Ga., waterway via. See Savannabh-Fernandina waterway. Little Narragansett Bay, R. I. and Conn. See Pawcatuck River. Little Pass, Soda Lake, La. See Cypress Bayou. Little Peedee River, S. C.: Examination at Williams Landing___---------------------------- 1,542 Improvement -------- --------------------------- , 521; II, 2030 Little Pigeon River, Tenn., improvement_--------------- I, 1000; 11, 2578 Little Red River, Ark., improvement_------------ __-- I, 902; 11, 2392 Little River, Del., improvement 361; 11, 1842 I-------------------------, Little River (part of Red River), La. See Red River below Fulton. Little Rock, Ark., engineering district__________________-- I, 896; iI, 2385 Little Sarasota Bay, Fla. See Sarasota Bay. Little Sodus Bay, N. Y., improvement of harbor--------- Ii, 1300; III, 3128 Little Tallahatchie River, Miss. See Tallahatchie River. Little Tennessee River, Tenn. See Tennessee River above Chattanooga. Little Wabash River, Ill., examination_- ... ____I___________-i, 1079 Livingstone Channel, Detroit River, Mich. See Detroit River. Locklies Creek, Va., examination and survey -I_______________------, 436 Lockport, Ill., survey for waterway to mouth of Illinois River ------- , 1482 Locks. See Canals, Rivers and harbors, and Waterways. Log booms, permits for construction_--____ __--.......... 1,1500 Loggy Bayou, La., bridge across_________ -_____----------- I, 1498 Long (Four Mile) Bayou, Fla., bridge across____________________ , 1497 Long Beach Harbor, Cal., examination and survey of Los Angeles Har- bor and ------------ ------ -------------------------- I, 1319 ;Long Island Sound, N. Y. and Conn.: Defenses of eastern entrance------------------------------ 1, 6 Wrecks ----------------- --------------------------- I, 177 Long Tom River, Oreg. See Willamette River above Portland. Lorain Harbor, Ohio: Examination ---------------- ----- , 1279 I-------------------- Improvement ---- ------------------ I, 1259; IIn, 3071 Los Angeles, Cal., engineering district---.----.......... I, 1308; In, 3139 INDEX. XXV Los Angeles Harbor, Cal.: Page. Examination and survey I------------------------- 1319 Improvement of inner harbor------------- -- - I, 1312; II, 3141 Improvement of outer harbor ----------------------- I, 1310; ln, 3141 Louisa, Ky. See Big Sandy River. Louisiana, State of, water hyacinths in_----------------- x,773; 1, 2268 Louisville & Portland Canal, Ky.: Enlargement ------------------------------------ I, 1060; n, 2739 Operating and care------ ---- I---------------------, 1071; nI, 2763 Louisville, Ky.: See also Louisville & Portland Canal. Engineering district I-----------------------------, 1060; I, 2739 Lower Cedar Point, Md., improvement of Potomac River at-.. I, 418; 11, 1897 Lower Chipola River, Fla., improvement---I---------------, 642; n, 2140 Lower Thoroughfare, Wenona, Deal Island, Md., improvement__ I, 406; II, 1882 Ludington Harbor, Mich., improvement _......__..____.. i, 1194; 11, 2972 Lynn Harbor, Mass.: Examination, including Saugus River---- -------------------- 1,00 Improvement ___--------------------------------------I, 73; 11, 1597 M. McClellanville, S. C.: Examination of waterway to Charleston__------------------ I, 542 Examination of waterway to Winyah Bay------------- - I, 542 Improvement of waterway to Charleston__________- I, 535; ii, 2046 Mackinac Harbor, Mich.: Examination ------------------------------------------- I, 1243 Improvement - ------- 1220; in, I,I------ 3030 McMillan Park Reservoir 1510; in, 3329 I,----------------------------- Macon Bayou. La., improvement ------------------------- , 880; n, 2374 Mahoning River, Ohio, examination_ I, 1029 Maihe, wreck of battleship, removal from Habana Horbor-____ 1, 1557; iii, 3403 Main ship channel, New York Harbor, N. Y. See New York Harbor. Malden River, Mass.: Examination and survey _ _ _______------- -------- I, 100 Improvement ------- ----------------------------- i 76; II, 1599 Mall, the, Washington, D. C. See Public buildings and grounds. Mamaroneck Harbor, N. Y., improvement---_---------- __ I, 181; n, 1682 Manatee River, Fla., improvement--- 614; n, 2114 ,------------------i Manchac Bayou, La., improvement ----------------------- I, 758; , 2259 Manchac Pass, La., improvementI___________-- -- -I, 783; n, 2275 Manhasset Harbor, N. Y., examination and survey-----___--------- I, 268 Manhattan Borough, N. Y. See New York Harbor. Manila Bay, P. I.: Defenses ----- ------------------------------------------- I, 16 Engineer depot ------------------------------------------- , 23 Manistee Harbor and River, Mich., improvement___- I, 1,1197; n, 2978 Manistique Harbor, Mich., improvement----_ --.-.-..... I, 1121; n, 2877 Manitowoc Harbor, Wis.: Examination and survey of harbor and river ___- - I, 1154 -_________-_ Improvement -------------------- --------------- I, 1135 ; , 2897 Manokin River, Md., improvement-- -------------------- I, 394; n, 1869 Manasquan River, N. J., examination_.--._____- ___-_______- I, 300 Manteo Bay, N. C., examination and survey_----_______ -- ____ 1i,517 Mantua Creek, N. J., improvement--___----- -- -____-- I, 318; II, 1825 Maps and charts: Military and other----------------------------------- ------ , 26 Northern and Northwestern Lakes_-----_ ---------- I, 1531; nI, 3377 Marcus Hook, Pa., improvement of ice harbor at_--------- Mare Island Straits, Cal., harbor lines_ _____ -- - I, 310; --------- 1819 I, 1487 11, Marion Harbor, Mass., examination and survey -.-------------- .. I, 134 Marquette Bay and Harbor, Mich.: Construction of harbor of refuge in bay_--------- - I, 1116; I. 2871 Improvement of harbor_____-------------- I, 1113; ii, 2868 Marshyhope Creek, Md. See Nanticoke River. Mashpee River, Mass., bridges across--------------- ........ I, 1494 Massachusetts Bay, Mass. See Boston Harbor. XXVI INDEX. Matagorda Bay, Tex.: Page. Improvement of channel from Pass Cavallo to Aransas Pass... I, 822; II, 2313 Improvement of channel to Brazos River--.---------- I, 821; Ii, 2311 Matanzas River, Fla.: Bridge across- - - -- - I, 1495 Operation of drawbridge --------------------------------- 1,1488 Matawan Creek, N. J.: See also Keyport Harbor. Improvement ------------------------------------- I, 286; , 1784 Mattaponi River, Va., improvement ___, _________________ Mattituck Creek, Long Island, N. Y., bridge across-----------------x, 1492 421; 11, 1.901 Mattituck Harbor, N. Y., improvement _-i----____- Maumee Bay and River, Ohio: ___--- -- , 248; II, 1742 See also Toledo Harbor. Examination and survey of river____-_______ _____ _____-- - - I, 1279 Maurice Cove, N. J., wrecks in--- _____i______________ i, 374; ii, 1846 Maurice River, N. J.: Improvement--__--- -- __- --- -- - I,,332; I, 1830 Wrecks in - -______^_________--___-______-- I,I__- 374; 11, 1846 Medomak River, Me., improvement ._____ -___________- I, 44; II, 1579 Meherrin River, N. C., improvement________________________ I, 464; , 1951 Memorial statues, etc. See Statues, memorials, etc. Menominee Harbor and River, Mich. and Wis.: Examination and survey ----------------------------- _-- I, 1154 Improvement_ ______-- ___ ___--- -------- 1, 1123 ; iI, 2880 Menominee River, Milwaukee, Wis. See Milwaukee Harbor. Mermentau, La. See Mermentau River. Mermentau River, La.: Improvement, including tributaries---------------__ I, 765; 11, 2263 Improvement of waterway to Franklin__---------- - I, 743; II, 2249 Improvement of waterway to Sabine River___________ I, 747; II, 2253 Operating and care of Schooner Bayou Lock---__ ___--- I, 746; II, 2252 Merrimac River, Mass. : See also Newburyport Harbor. Bridges across --- ---- 1493, 1498 I----------------------------x, Examination -------------------------------------------- I, 100 Improvement 62; xI, 1591 I------------------------------------ Wreck in--------- -------------------------------- , 99; I, 1618 Meters, water, inst llation in certain Government buildings___ , 1512; III, 3330 Miami Harbor, Fla.: See also Biscayne Bay. Improvement ________------------------- - --- - _ I, 599; II, 2103 Michigan City Harbor, Ind.: Examination 1175 I--------------------------- Improvement ------------------------------- , 1168; II, 2937 I-- Michigan Lake: See also Northern and Northwestern Lakes. Canal to Sturgeon Bay, operating and care------ I, 1129; II, 2888 Examination of Grays Reef passage - ___ -___-________i____ , 1209 Water levels on east shore, variations _---___--__ -- , 1175 I___ Water levels on west shore, datum plane --------------------- , 1121 Waterway to Lake Erie, examination__________________________ I, 1279 Waterway to Mississippi River. See Illinois & Mississippi Canal. Middle Neebish Channel, St. Marys River, Mich., improvement__, 1218; ixI, 3030 1Iilan, Ill. See Illinois & Mississippi Canal. Milford Harbor, Conn.: Examination and survey__-___------------------------, 1,178 Improvement ------------------------------- , 159; 11, 1665 i--- Milford Haven Harbor, Va., improvement_____------ - Ix,434; 11,1917 Military structures, Philippine Islands _......._________ _-------i_ , 21 Militia, equipment of Coast Artillery armories , 27 __ -I___________--- Mill Creek, Middlesex County, Va., examination and survey------------ I, 436 Mill Creek, N. Y., examination________ - - ___________ - -- I, 238 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. INDEX. XXVII Mill River, New Haven, Conn. See New Haven Harbor. Mill River, Stamford, Conn. See Stamford Harbor. Page. Milton Harbor and Mill Creek, N. Y., examination - ------------------- , 238 Milwaukee Bay, Harbor, and River, Wis.: Bridge across river ---------- - ------------ -__ _ I--1496 1, Improvement, including harbor of refuge__ ____ - __ I, 1140; II, 2903 Improvement of inner harbor-......__...-----___- I, 1142; iI, 2905 Milwaukee, Wis., engineering district_-- -I------ ______ I, 1121; ii, 2877 Mines, submarine. See Fortifications. Mingo Creek, S. C., improvement ------------------------- , 527; Ii, 2037 Minim Creek-Estherville Canal, S. C., improvement ---------- 1,529; II, 2039 Mining casements. See Fortifications. Mining, hydraulic, in California. See California Debris Commission. Minneapolis, Minn.: See also Mississippi River. Examination of harbor ___---------------------- --- I, 956 Minnesota River, Minn., improvement_...... 945; II, 2490 i,I____________ Mispillion River, Del., improvement_______ ___________ I, 352; Ii, 1839 Mississippi River: Brainerd to Grand Rapids, Minn., improvement from------ I, 942; II, 2489 Bridges across, at Memphis, Tenn_.__.____. , 1489, 1490 I____________ Cairo, Ill., to Missouri River, improvement from---------- I, 919; ii, 2410 Cape Girardeau, Mo., to Head of Passes, levees ---------- i, 1483; III, 3425 Centennial Lake, Miss., examination and survey of canal to --------- i, 895 Cubits Gap to Head of passes, dredging shoals ___________ i, 722; II, 2222 Dam at Cass Lake, Minn --------------------------------- I, 1501 Dams between St. Paul and Minneapolis. See St. Paul. Des Moines Rapids Canal and Dry Dock, operating and care_ I, 929; ii, 2470 Discharge measurements, including tributaries. See Gauging. Dredge and snag boats above Missouri River, operation._ I, 925; iI, 2435 Dredge and snag boats below Missouri River, operation ___ i, 918; ii, 2405 Electrical-power development between St. Paul and Minne- apolis ----------------------------------------- I, 933; ii, 2481 Examination and survey between Winnibigoshish and Pokegamna Res- ervoirs, etc---------- ---------------------------------- , 955 Examination at Minneapolis, Minn --------------------------- , 956 Examination at St. Paul, Minn_____________-- - -____ -________ I, 955 Examinations and surveys at South Pass__________- - i, 731; ii, 2236 I_ Gauging, including tributaries_______________________ , 955; , 2495 Grand Rapids to Brainerd, Minn., improvement---------- I, 942; iI, 2489 Harbor lines at Minneapolis, Minn__---------------------------, 1487 Head of Passes to Cape Girardeau, Mo., levees --------- i, 1483; III, 3425 Head of Passes to Cubits Gap, dredging shoals____------ I, 722; Ii, 2222 Head of Passes to headwaters, surveys--------------- I, 1483; III, 3425 Head of Passes to Ohio River, improvement, surveys, etc__ i, 1483; III, 3425 Illinois & Mississippi Canal, Ill. See Illinois & Mississippi Canal. Keokuk (Des Moines Rapids) Canal and Dry Dock, operating and care ---------------- ------------------------ , 929; II, 2470 Leech River and, improvement____ __________________ , 940; ii, 2488 Levees, Head of Passes to Cape Girardeau, Mo-- __-__. i, 1483; ii, 3425 Minneapolis, Minn., to Missouri River, improvement-______- I, 926; II, 2446 Minneapolis, Minn., to St. Paul, improvement _____________I, 933; II, 2481 Minneapolis, Minn., to St. Paul, operating and care of Lock No. 2-------- --- 935; ii, 2484 I--------------------------i, Missouri River, above, operation of snag and dredge boats__ i, 925; II, 2435 Missouri River, below, removal of snags and wrecks------- I, 918; Ii, 2405 Missouri River to Ohio River, improvement----------- I, 919; ii, 2410 Missouri River to Minneapolis, Minn., improvement------- I, 926; II, 2446 Moline, Ill., operating and care of lock 930; 11, 2472 i,i________________ New Orleans, La., defenses ______________________________i, 6, L Ohio River to Head of Passes, improvement, surveys, etc__ i, 1483; III, 345 Ohio River to Missouri River, improvement______________ , 919; II, 2410 Plaquemine Bayou, La., construction of lock ___-- i____ I, 732; 11, 2240 Pokegama Falls, Vinn., reservoir dam. See Reservoir dams. Reservoir dams at headwaters, construction________ -_ i, 936; II 2484 Reservoir dams at headwaters, operating and care-------. I, 939; I, 2486 Reservoirs at headwaters, examination _.--.... .- -I, 955 XXVIII INDEX. Mississippi River--Continued. Page. St. Paul, Minn., gauging------------_----------- I, 955; II, 2495 St. Paul, Minn., to Minneapolis, improvement ------------ I,,933; , 2481 St. Paul, Minn., to Minneapolis, operating and care of Lock No. 2 ----------------------------------------- , 935; II, 2484 Snag and dredge boats above Missouri River, operation... I, 925; II, 2435 Snags and wrecks below Missouri River, removal--------- I, 918; n, 2405 South Pass, examinations and surveys 731; II, 2236 I-----------------, South Pass, maintenance and improvement of channel- -- I, 726; II, 2231 Southwest Pass, improvement of, including shoals between Cubits Gap and Head of Passes, and dredge construction-----_ I, 722; 11, 2222 Towboats ------------------------------------------- I, 1485 Vicksburg Harbor, Miss., improvement__-----__- - I, 1483; III, 3425 Water-level observations, including tributaries----- I, 955; ii, 2495 Wrecks, etc., below Missouri River, removal________ I, 918; II, 2405 Mississippi River Commission: Flood protection by--- ---------------------- i---- , 1483; iIi, 3425 Improvement of Mississippi River by----------- I, 1483; II, 3425 Mississippi Sound, Miss. and Ala.: 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. Improvement of channel to Mobile Bay----------------- I, 699; II, 2207 Missouri River: Atchison, Kans., improvementI___ ___------------- I, 972 ; I, 2529 Bridge in Mountrail County, N. Dak ----------------------- i, 1489 Contributions from private agencies for improvement ______---- - I, 971, 972; I, 2530, 2531 Examination and survey from mouth of Kansas River to Kansas City, Kans ____--- I, 981 Improvement of (general) ------ -- 956; II, 2497 I-----------------, Kansas City to Fort Benton, Mont., improvement --------- I, 965; 11, 2513 Kansas City to the mouth, improvement---- -__-__ I, 959; Ii, 2498 St. Joseph, Mo., improvement------------------------ I, 972 ; 11, 2529 Mobile, Ala., engineering district-.---.... _____ ___ I, 678; 11,2181 Mobile Bay and Harbor, Ala.: Defenses -------------- ---------------------------- , 6, 11 Examination of harbor and bar__ - ------------- I, 722 Examination of waterway to Pensacola Bay, Fla 1, 678 Improvement-_------- -- ------- --- I, 678 ; I, 2181 Improvement of bar at entrance to bay__________-- - I, 683; 11, 2187 Improvement of channel to Mississippi Sound.----------- I, 699; 11, 2207 Mobjack Bay, Va., wreck inI,---------------------------- 1,436; 11, 1920 Moccasin River (Contentnia Creek), N. C. See Contentnia Creek. Moccasin Slough. See Apalachicola River, Fla., including the cut off. Mokelumne River, Cal.: Examinations and survey___-------------- ------------------- ,1349 Improvement------------ --------------------- I,1347 ; II, 3176 Operation of drawbridge--------- ----------------------- , 1488 Moline Harbor, Ill.: Improvement of Mississippi River between Missouri River and Min- neapolis, Minn I, 926; II, 2446 Operating and care of lock__ _ I, 930; ii, 2472 I--------------------- Moncrief Creek, Fla., bridge across---------------------------- , 1493 Monongahela River, W. Va. and Pa.: Bridge at Catawba, W. Va-------- ----------------------- I, 1489 Examination for improving Locks 4 and 6_---__-_____-- - __- I, 1028 Examination for reservoir at headwaters _____, 1029 I___________ Improvement in Pennsylvania_____----- -- -________I, 1011; ii, 2591 Improvement of Pittsburgh Harbor_____-... _______- I, 1024; II, 2640 Operating and care of locks and dams__-____---- I, 1014 ; I, 2594 Monroe Harbor, Mich., improvement_____------I____-- - , 1233; III, 3043 Monroe Lake, St. Johns River, Fla. See Volusia bar. Monterey Harbor, Cal., improvement.--------------------, 1331; xI, 3161 Montesano, Wash. See Chehalis River. INDEX. XXIX Page. Montgomery, Ala., engineering district -------------------- , 638; I, 2133 Monuments, statues, etc. See Statues, memorials, etc. Moore, James A., construction of Puget Sound-Lake Washington Canal by ___------------------------------------------, 1437 ; III, 3257 Mooringsport, La. See Cypress Bayou. Morehead City Harbor, N. C.: Examination------ -------------------------------------- , 518 Improvement --------------------- 496; II, 1993 ,---------------- Mormon Channel, San Joaquin River, Cal.: Examination----- ---------- -- 1337 I---------------------, Improvement ----------------------------------- , 1346 ; II, 3176 Morris Cove, New Haven Harbor, Conn. See New Haven Harbor. Mortar batteries. See Fortifications. Mosquito Creek Canal, S. C. See Santee River. Mosquito Inlet, Fla., examination---- --- I------------------------, 636 Mound City, Ill., levee work on Ohio River at- ------------- 1059; II,2736 Mount Desert. Bar Harbor, Me., construction of breakwater---- i, 35; Hi, 1570 Mount Hope Bay, Mass. See Fall River Harbor. Mud Lake, La. See Mermentau River. Mud River, Ga. See Savannah-Fernandina waterway. Mud River, S. C. See Savannah-Beaufort waterway. Mullett Lake, Mich., survey of, inland route across Michigan --------- , 1244 Murderkill River, Del., improvement------ __----------__ ,350; II,1838 Muscle Shoals Canal, Tennessee River, Ala., operating and care- I, 1007; II, 2583 Muskegon Harbor and River, Mich.: Examination of harbor------... ----------- ---------------- , 1209 Improvement, ----------------------------------- ,1189 ; ii, 2965 Muskingum River, Ohio: Bridge at Dresden -- ----------- ------------------------- , 1,1496 Improvement ----------------------------------- I, 1080; ii,2801 Operating and care of locks and dams-- --------------- , 1082; n, 2802 Mystic River, Conn., improvement-----------------------1,139; II, 1648 Mystic River, Mass.: Bridge across south channel------------------------------- , 1491 Improvement------------------------------------- I, 75 ; II, 1599 Improvement below mouth of Island End River ------------ i, 78; II,1599 N. Nansemond River, Va., improvement--------------------- ,446; I, 1929 Nanticoke River, Del. and Md., improvement- -------------- , 401; I,1877 Nantucket Harbor, Mass., construction of harbor of refuge-- I, 103; ii, 1622 Nantucket Sound, Mass.: Improvement of Pollock Rip Channel------------------ I,100; 11, 1619 Wrecks in----------------------------------- , 133, 134; Ii, 1641,1642 Napa River, Cal.: Examination----------- --------------------- ----------- , 1337 Improvement----------------------------------- I, 1330; III, 3159 Narragansett Bay, R. I.: Defenses---- --------------------------- ------------------ I. 6 Improvement-------------------------------------, 116 ; I, 1632 Narragansett Pier. R. I., examination at--- ---------------------- 1, 134 Narrows of Lake Champlain, N. Y. and Vt., improvement------- I,211; 11, 1705 Nasel River. Wash. See Willapa River. Nashville, Tenn.: See also Cumberland River. Engineering district------------- ------------- ---------- , 981; , 2543 Nassau Sound. See St. Johns River, waterway to Cumberland Sound. Nassawadox Creek, Va., examination__----------------------------, 410 Natalbany River. La. See Tickfaw River. National Coast Defense Board----------------------------------- ,6 National Parks. See Parks. Navesink (North Branch of Shrewsbury) River, N. J. See Shrewsbury River. Navidad River, Tex., examination--- ---------------------------- I, 841 Navigable Waters. See Bridges, Rivers and Harbors, and Wrecks. XX INDEX. Page. Navigation, Congresses of, Permanent International Association- .- Neches River, Tex.: __- I, 1486 Improvement at mouth---------------------------I, 843; i, 2331 Improvement of Neches-Sabine Canal------------------ 845; ii, 2333 Neebish Channels, St. Marys River, Mich., improvement- I, 1218; nI, 3030 Neenah (Fox) River, Wis. See Fox River. Nehalem Bar and Bay, Oreg.: Examination ------------------------------------------- I, 1390 Improvement ----- ---------------------------- I, 1369; in, 3195 Neponset River, Mass.: Bridge across ------------------------------------------ I, 1493 Improvement 88; ii, 1611 I------------------------------------ Neuse River, N. C.: Bridge across ------------------------------------------ I, 1493 Improvement__________-- - ____---- _____ I, 482 ; ii, 1977 Newark Bay, N. Y. and N. J.: See also Arthur Kill and Passaic River. Harbor lines----------- ------------------------------ , 1487 Wreck in--__---------------------I---------------, 300; I, 1799 New Baltimore, N. Y. See Hudson River. New Bedford Harbor, Mass.: Defenses------ ---- ------------------ ------------------ I, 6 Improvement--- ------------------------------- I, 108; Ii, 1625 Newbern, N. C. See Neuse and Trent Rivers. Newburyport Harbor, Mass., improvement_______ ______ I. 59 ; II, 1589 New Haven Harbor, Conn.: Construction of breakwaters__--------------- ______ , 157; ii, 1664 Improvement, by dredging, etc ___ ___--------___I-- I, 153; ii, 1661 Improvement of West River--_.____ r, 154; II, 1661 New Jersey-Staten Island Channels, N. Y. and N. J. See Kill van Kull. New London, Conn., engineering district -------- --- I, 135; II, 1645 New London Harbor, Conn.: Examination and survey ----- ------------------------------ , 178 Improvement_----------- ------------ , 141; II, 1649 New Meadows River, Me., examination and survey_____--____ I, 58 New Orleans Harbor, La.: Defenses -------------- , 6, 11 I-------------- Improvement. See Mississippi River. New Orleans, La., engineering district___---------------------, 722; Ii, 2221 Newport Harbor, IF. I., improvement__ --- _______-_______ 122; ii, 1635 Newport News, Va.: Examination and survey of channel to__--__-- -- ______________ , 468 Improvement of channel to------------------------ 1, 444; 11, 1928 Wreck near ---------------- ---------------------- , 467; i, 1953 Newport, R. I., engineering district -- -------------------- Newport River, N. C.: i, 100; i, 1619 See also Beaufort Harbor. Bridge obstructing navigation __...1-- ---------- I,1499 Examination----- ----------------------------------- I, 517 Improvement of waterways between Beaufort and New River-__- I, 501; 11, 1998 New River, N. C.: Examination above Jacksonville,---------------517 Improvement-__ ------------------------ ,497; i. 1994 Improvement of waterways to Swansboro and Beaufort------- I, 499, 501; 11, 1996, 1998 New Rochelle, N. Y. See Echo Bay Harbor. New Shoreham, Block Island, R. I. See Block Island. Newton, Ala. See Choctawhatchee River. Newtown Creek, N. Y.: Bridge across 1498 I,------------------------- Examination . ------------------------ I, 269 Improvement -------------------------------- I, 256; II, 1749 Wrecks in ------------------------ I, 267; i, 1759 New Whatcom (Bellingham) Harbor, Wash., improvement of Whatcom Creek waterway ------------------------------- I, 1446; Ix, 3265 INDEX. XXXI New York Bay and Harbor, N. Y.: Page. Ambrose Channel, improvement----------------------- , 239 ; i, 1734 Anchorage grounds in the upper bay, examination -------------- , 269 Arthur Kill. See Arthur Kill. Battery, The, removal of shoal in Hudson River off Pier A__ i, 232; 11, 1724 Bay Ridge Channel. See Bay Ridge Channel. Bayside Channel, improvement ---- ------------------- I, 239; II, 1734 Bronx River. See Bronx River. Brooklyn. See East River, Gowanus Bay, and Newtown Creek. Coney Island Channel. See Coney Island Channel. Defenses_ ------------------------------------------------ I, 6 East (Ambrose) Channel. See Ambrose Channel. East Chester Creek. See East Chester Creek. East River. See East River. Examination and survey with view to improving anchorage grounds_ I, 269 Examination and survey with view to increased width in Bay Ridge and Red Hook Channels--- --------------------------- 1, 269 Flushing Bay. See Flushing Bay. Gedney Channel, improvementI-----------------------, 239; II, 1734 Gowanus Bay. See Gowanus Bay. Harbor lines in upper bay------------ ------------------- I, 1487 Harlem River. See Harlem River. Hell Gate, East River. See East River. Hudson (North) River, removal of reef off Pier A-------- I, 241; II, 1734 Hutchinson River (East Chester Creek). See East Chester Creek. Improvement of Hudson River Channel ---------------- I, 231; II, 1724 Kill van Kull. See Kill van Kull. Lemon Creek. See Staten Island-New Jersey Channels. Main Ship Channel, improvement ------ 239; I, 1734 I----, Main Ship Channel, improvement--------------------- I, 239; II, 1734 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. Red Hook Channel. See Red Hook Channel. Shooters Island Channel. See Shooters Island Channel. Spuyten Duyvil Creek. See Harlem River. Staten Island-New Jersey Channel. See Staten Island-New Jersey Channel. Staten Island Sound. See Arthur Kill. Supervision_ ------------------------------------ , 1464; III, 3287 Wrecks in--- I, 236, 237, 267, 268; II, 1726,1727, 1729, 1730, 1758, 1760, 1761 New York engineering districts: First------ ------------------------------------- I, 179 ; II, 1679 Second --------- ----------------------------- , 238; II, 1733 Third------ ------------------------------------ I, 269 ; II, 1763 Nezpique Bayou, La. See Mermentau River, including tributaries. Niagara Falls, Niagara River, N. Y. See Niagara River. Niagara River, N. Y.: Black Rock Harbor and Channel, improvement--------- I, 1288; III, 3110 Buffalo Harbor, improvement---------------------- I, 1284; i, 3103 Control and regulation of waters of, and preservation of the Falls------------ ---------------------------- I, 1544 ; III, 3391. North Tonawanda, N. Y., examination and surveyi--------------, 1308 North Tonawanda to Lake Erie, including Tonawanda Harbor, im- provement--------___ ------------------- I, 1290, 1291; Ii, 3118, 3120 Supervision of power companies at the Falls_-----------_ I, 1546; III, 3391 Surveys, etc. See Northern and Northwestern Lakes. Tonawanda Harbor, examination and surveyI------ ------------ , 1308 Nolin River, Ky. See Green River. Nomini Creek, Va., improvement------------------------- I, 420; i, 1900 Noncommissioned officers. See Corps of Engineers. Nooksak River, Wash. See Puget Sound and tributaries. Norfolk Harbor, Va.: Examination and survey, including approaches and channel to New- port News-------------------------------------------i, 468 XXXII INDEX. Norfolk Harbor, Va.-Continued. Page. Examination and survey of waterway to Beaufort Inlet, N. C .. .rI, 468 General improvement, including 35-foot channel, Hospital Point, and anchorage at Lamberts Point ----------------------- , 437; 11, 1921 Improvement of channel to Newport News .------------- i, 444; n, 1928 Improvement of South Branch of Elizabeth River --------- , 440; n, 1924 Improvement of Thimble Shoal ---------------------- 1,443; , 11, 1927 Improvement of waterway to Albemarle Sound via Currituck Sound ---------------------------- 459; i1, 1941 I,,--_---- Improvement of waterway to Beaufort Inlet___________ I. 460; 1943 11, Improvement of waterway to sounds of North Carolina (to Pamlico Sound) via Pasquotank River_-__-------------- I, 457; Improvement of Western Branch, Elizabeth River-------- I, 441; i, 1926 1940 11, Operating and care, inland waterway, Beaufort Inlet, N. C__ I, 462; nI, 1945 Rules for navigating waterway to Beaufort Inlet, N. C----__-- I, 1487 Wreck opposite Sewalls Point-...-------------- I, 467; II, 1953 Norfolk, Va., engineering district- - I, 437; n, 1921 North Branch, Chicago River, Ill. See Chicago Harbor and River. North Branch, Shrewsbury River, N. J. See Shrewsbury River. North Carolina Cut, N. C., waterway via. See Norfolk-Albemarle Sound waterway. North Carolina Sounds, improvement of waterways to Norfolk, Va 1, 457; I, 1940 Northeast River, N. C.: Examination and survey------- ------- --- -I, 517 Improvement---------------------- --- I, 503; I, 2000 Northern and Northwestern Lakes: Channels in waters connecting improvement____ I, 1210; , 2093 Commercial statistics. Sault Ste. Marie Canals, Mich-..... I, 1218; III, 3009 Control and regulation of waters of Niagara River, and preservation of Niagara Falls- ------- ------....... I, 1544; in, 3.391 Surveys, charts, etc ...-.-----.--------- -_ 1.I,1531; ix, 3377 Water levels--------------------------- --------- , 1531; ni, 3377 Water levels on east shore of Lake Michigan, variations in--------.I, 1175 Water levels on west shore of Lake Michigan, datum plane-------- I, 1121 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-Albe- marle Sound waterway. North River, N. C., waterway via. See Norfolk-Albemarle Sound waterway. North (Hudson) River, N. Y. See Hudson River, under New York Bay and Harbor. North River, Wash. See Willapa River. North Tonawanda, N. Y.: See also Tonawanda Harbor. Examination and survey ---------------------------------- , 1308 Norwalk Harbor, Conn.: Examination and survey--_ I------------------- 178 Improvement --------------------------- 167; 11, 1671 ,---------- Operation of drawbridge at Norwalk 1488 .-------------- Norwalk River. Conn., bridge across---------------------------- I, 1493 Norwich Harbor, Conn. See Thames River. Nueces River, Tex.: Bridge across---- ----------------------------------- , 1491 Examination------------------------------------ ----------- I, 840 Nyack, N. Y. See Hudson River. O. Oak Bay to Port Townsend Bay, Wash., waterway, improvement_ .- I, 1448; n1,3266 Oakland Harbor, Cal.: Examination-------------------------------------------I, 1338 Improvement ----------- _---------_---- --- _- I, 1323; HxI, 3150 Operation of drawbridge over tidal canal--------------------- I, 1488 Obes Thorofare, N. J., wreck at entrance---.....---.... I, 374; n, 1845 INDEX. XXXIII Occoquan Creek, Va.: Page. Bridges'across 1497, 1498 I,-------------------------------- Examination and survey --------------------------------------- I. 436 Improvement-------------------------------------- I, 424; II, 1909 Ochlockonee River, Fla., examination ..- I, 678 Ocklawaha (Oklawaha) River, Fla. See Oklawaha River. Ocmulgee River, Ga., improvement-------------_ I, 565; 11, 2074 Oconee River, Ga., improvement________________-______ I, 563; II, 2072 Oconto Harbor, Wis., improvement------------------------ I, 1125; II, 2883 Office of the Chief of Engineers, officers on duty in__ I, 1565 Ogdensburg Harbor, N. Y., improvement_------__-__ I, 1305; iiI, 3135 Ohio River : Appropriations for locks and dams_________________-____--- I, 1008 Board on, report--------------------------------------------- I, 1008 Bridge at Metropolitan, Ill------------------------------------ I, 1489 Bridge at Parkersburg, W. Va - I, 1489 Estimate for improvement (locks and dams) I, 1010 Examination above dam at Louisville, Ky ........... I, 1060 Examination at Elizabethtown, Ill________________________________ I, 1060 Examination for reservoir at headwaters_ _____________________ I, 1029 Falls at Louisville, Ky., improvement at________________ I, 1060; II, 2739 General improvement ------------ --------------------- I, 1049; 11, 2693 Ice piers 1049; ii, 2693 I--------------------------------------- Indiana Chute, Louisville, Ky., improvement______-- I, 1061; ii, 2739 Levee strengthening at Cairo, Ill________________________ I, 1058; Ii, 2732 Levee strengthening at Mound City, Ill__________________ i, 1059; II, 2736 Locks and Dams 1-6 and 8, operating and care__ I, 1023; II, 2630+ Locks and Dams 2-10, construction (Pittsburgh, Pa., district) 1020; I-----, II, 2615 Locks and Dams 11-28, construction (Wheeling, W. Va., district)_ I, 1029;; II, 2645 Locks and Dams Nos. 11, 13, 18, and 26, operating and care_ I, 1042; II, 2669 Lock and Dam No. 29, construction (First Cincinnati, Ohio, dis- trict) --------------------------- I, 1053; II, 2722 Lock and Dam No. 31, construction (First Cincinnati, Ohio, dis- trict) --------------------------------------------- , 1055 ; II, 2725 Lock and Dam No. 33, construction (First Cincinnati, Ohio, dis- trict) ---------------------------------------- I, 1055 Lock and Dam No. 35, construction (First Cincinnati, Ohio, dis- trict) , 1056; II, 2727 i---------------- Lock and Dam No. 37, operating and care________________ i, 1057; I, 2730 Lock and Dam No. 39, construction (First Cincinnati, Ohio, dis- trict) ___------ I, 1056; II, 2728 Lock and Dam No. 43, construction (Louisville, Ky., district) ___1, 1067; II, 2749 Lock and Dam No. 48, construction (Louisville, Ky., district).. I, 1068; II, 2758 Locks and dams, purchase of sites for and construction, Ohio River Board report_-_____---------- --- I, 1008 Louisville & Portland Canal, Ky., enlargement ___ _-_ I, 1060; 11, 2739 Louisville & Portland Canal, Ky., operating and care- .i, 1071; ii, 2763 Pittsburgh Harbor, Pa., improvement_______________ I, 1024; II, 2640 Snag boats, operation__ I, 1058; ii, 2731 Surveys __-------- ------------------------- , 1069; II, 2760 Okanogan River, Wash., bridge across_______________________________ 1,1490 Oklawaha River, Fla.: Examination and survey----------------------------- I, 637 Improvement __________ I, 594; Ii, 2099 I________ Olcott Harbor, N. Y., improvement , 1293; III, 3121 I------------------------ Oldmans Creek, N. J., improvement___I,-------------- 1,323; II, 1826 Old River, Tex., examination -1,841 Old River, Wash. See Snohomish River and Everett Harbor. Old Tampa Bay, Fla. See Tampa Bay. ----------------- Olympia Harbor, Wash., improvement______ I, 1432; i, 3254 Onancock River, Va., improvement I, 456; II, 1939 I__________------------------ 60993°-ENG 1914--III XXXIV INDEX. Ontario Lake. See Northern and Northwestern Lakes. Page. Ontonagon Harbor and River, Mich., improvement-------- 1107; II, 2854 I,-- Oostenaula River, Ga., bridge across_______________________________ I,1493 Orange Mills Flats, St. Johns River, Fla., improvement-------- I,589; II, 2094 Orange River, Fla., improvement ,6------------------------- 09; , 2111 Ordnance. See Fortifications. Oregon Slough, Oreg., improvement___x------------- __- I, 1387; in, 3213 Osage River, Mo.: Improvement ------------------------------------- I, 973; II,2532 Operating and care of lock and dam ------ __----------I, 975; II,2537 Oswego Harbor, N. Y., improvement_ ___ __- I,1302; III, -....... 3130 Otter Creek, Me., bridge across -------------------------------- , 1491 Ottertail Lake and River, Minn., survey (hydrological observations) __ , 954; ii, 2494 Ouachita River, Ark. and La.: Improvement below Camden_--- --- ___ I,869; II,2362 Improvement from Camden to Arkadelphia ____________ I,873; iI,2372 Operating and care of locks and dams-_______________ I,872; II, 2370 Outer Brewster Island, Mass., estimate for wharf at __.___-.________ 1, 9 Overpeck Creek, N. J., bridge across-____________ __-________ I,1492 Oyster Creek, Tex., improvement------------------------- I,817; II, 2309 Oyster, Va., channel to deep water, examination and survey----------- I, 375 P. Pablo Creek, Fla., wreck in----------------------------------- I, 634 Padilla Bay, Wash., examination -------------------- x, 1455 Pagan River, Va., improvement_---------------------- I,451; II, 1935 Pamlico River, N. C.: Examination and survey______------------------------ I,518 Improvement _ ------------------------------------- _ I, 474; II, 1964 Pamlico Sound, N. C.: Examination of Cape Channel____________----------------- -------------- I, 518 Improvement of waterway to Beaufort Inlet------------- I,489; II, 1985 Improvement of waterway to Norfolk, Va__------------ I,457; 11, 1940 Pamunkey River, Va.: Bridge across--------------------------------------------I, 1492 Improvement ------ ------------------------------ i,423; ii, 1906 Panama Canal Commission, Engineer officers on duty with_--__-------- I,4 Panama Canal, fortification of----------------------- ----------- , 21 Parker River, Mass., bridge acrossi-----------------------------I, 1497 Parks, public : Crater Lake National Park, Oreg., survey for rodds, etc___ I, 1553; III, 3397 District of Columbia, improvement and care_____ __ i,1522; III, 3343 Yellowstone National Park, improvement__ -------------- ,1,548; inI, 3393 Pascagoula Harbor and River, Miss.: Examination and survey of river I, 722 _------_I------------------ Improvement of harbor---------, ------------------- 1,701; II, 2208 Improvement of river above mouth of Dog River --------- I,706; I1,2210 Pasquotank River, N. C.: See also Norfolk-North Carolina Sounds waterway. Bridge at Lambs Ferry----------------------------------, 1495 Passaic River, N. J.: Bridge at Belleville ------ ,--------------- ,1495 Bridge near Passaic.------------------------------------ .1495 Improvement_ _--------------- _---------- --------- ,269; II, 1763 Pass aux Herons, Ala. See Mobile Bay and Harbor, channel to Missis- sippi Sound. Pass Cavallo, Tex.: Improvement of channel to Aransas Pass________--- Improvement of channel to Port Lavaca-I,__-I,____- Pass Manchac, La., improvement------------------------- _ __ I,822; ii, 2313 832; II,2323 I,783; i, 2275 Patapsco River, Md.: Improvement of, and channel to Baltimore--__-- __-_- I,376; II, 1847 Improvement of channel to Curtis Bay__________________, 378; Ii,1852 Improvement of harbor at southwest Baltimore (Spring Garden)___ I, 379; II, 1853 ---------- Wreck in -------- _--------i_ , 408; II,1884 INDEX. XXXV Patchogue River, N. Y. See Great South Bay. Patuxent River, Md.: Page. Source of water supply for the District of Columbia---... I, 1507; III, 3333 Wreck in__----------------,----------------------- Pawcatuck River, R. I. and Conn., improvement _--I-__----, 1,436; 11, 1920 135; II, 1645 Pawpaw River, Mich. See St. Joseph Harbor. Pawtucket (Seekonk) River, R. I., improvement__--------- I, 114; ii, 1630 Peachblossom Creek, Md., bridge across ------------ , 1497 I-------- Pearl Harbor, Hawaii, defenses____-- - ----- --- -------------. I, 16 Pearl River, Miss.: Examination from Bogalusa, La., to Columbia, Miss -------------- , 721 Harbor lines------ ------------------------------------ , 1487 Improvement below Rockport - .- ------- 1, 719; II, 2219 Improvement of East Pearl River , 717; ii, 2218 I_________________- Peedee Rivers, S. C. See Great Peedee and Little Peedee. Peekskill Harbor, N. Y., improvement_-__ ___________---I, 225; ii, 1720 Pembroke Creek, N. C., examination and survey__________________ I, 468 Pend Oreille River, Idaho, operation of drawbridge at Sand Point- I, 1488 Pend Oreille River, Wash., dam near Metalline Falls__________________, 1500 Penobscot River, Me., improvement----------------------- 1,39; I, 1575 Pensacola Bay and Harbor, Fla.: Defenses------- ------------------------------------ I, 6, 11 Examination from bay to Mobile Bay, Ala___...____________ I, 678 Improvement of harbor___ __- ___-___ , 662; 11, 2162 i____________- Removal of sunken logs in bayi__ ___ _--____- , 676; II, 2178 Pensauken Creek, N. J.: Bridge across----------------------------------------- 1498 Examination --- ----------------------------------------- ,375 Pentwater Harbor, Mich.: Examination _----------__________ I, 1210 Improvement --------------------------- , 1192; II, 2969 I,------- Pepperells Cove, Me., improvement---------------------- I, 57; i, 1586 Pequonnock (Poquonock) River, Conn. See Bridgeport Harbor. Pere Marquette Lake, Mich. See Ludington Harbor. Pere Marquette River, Mich., examination____________________________ , 1209 Permanent International Association of Congresses of Navigation- - I, 1486 Permits: For construction of bridges____________--_________________ I, 1488 For diversion of water from Niagara River, N. Y., and for transmis- sion of electrical power from Canada __ _____ -___- I, 1544; III, 3391 For erection in Porto Rico of structures other than brndges For erection of structures other than bridges_____-------__-- ------ i, 1488 -I_ , 1500 Perquimans River, N. C., bridge across ..... ___ _- - -_____ I, f493 Petaluma Creek, Cal.: Bridge across ------------------------------------------ I, 1493 Improvement------------------------------------ I, 1329; nII, 3157 Petersburg, Va. See Appomattox River. Petit Jean River, Ark., examination I------------------------ 917 Petoskey Harbor, Mich., improvement --------------------- I, 1207; 11, 2991 Phalia Bogue, Miss. See Bogue Falia. Philadelphia, Pa.: Engineering district____________--- I, 300; II, 1801 Improvement of Delaware River at---------------- I, 303; ii, 1803 Philippine Islands: Contingencies -------------------------------------------- I, 25 Defenses 16 I---------------------- Military structures---------------------------------------- I, 21 Pierhead lines, establishment_ ---------------------------------- I, 1486 Piermont, N. Y. See Hudson River. Pierre, Fort, S. Dak. See Missouri River. Pierre, S. Dak. See Missouri River. Piers: Permits for construction--------- ------------------------- , 1500 Permits for construction, in Porto Rico...--------------------- I, 1488 Pigeon Bayous, La., improvement------------------------- I, 732; II,2240 Pike Creek, Wis. See Kenosha Harbor. Pine Bluff, Ark., improvement of Arkansas River at -.... . I, 897; II, 2387 XXXVI INDEX. Page. Pine Lake and River (Charlevoix Harbor), Mich., improvement_ I, 1205; II, 2989 Pine River, Minn. See Mississippi River reservoirs. Pittsburgh, Pa.: See also Allegheny, Monongahela, and Ohio Rivers. Engineering district_________ ________ ___ , 1011; II, 2591 Improvement of harbor__________________________________ I, 1024; II, 2640 Plantation Creek, Ga., improvement ___________________________i, 567; II, 2075 Plant, floating, statement of that owned and operated by the Engineer Department 1463; III, 3661 I--------------------------------------- Plaquemine Bayou, La.: Improvement ------------------------------------------ , 732; iI, 2240 Operating and care of lock and dam in____________________ I, 737; iI, 2243 Plaquemine Brule Bayou, La.: Bridge obstructing navigation_____ _- -____--________ _ I, 1500 Improvement ------------------------------------------ I, 768; II, 2265 Plattsburg Harbor, N. Y.: Examination ------------------------------------------------- , 238 Improvement ____________________________-_________ I, 206; II, 1702 Plum Island Basin. See Newburyport Harbor, Mass. Plymouth Harbor, Mass., improvement_______________________ I, 93; II, 1615 Pocomoke River, Md.: Improvement------------------------------------------ I, 392; II, 1867 Wreck in 408; II, 1885 I------------------------------------- Point Arena, Cal., examination 1338 I------------------------- Point Judith Harbor and Pond, R. I.: Construction of harbor of refuge-.___..... ________ I, 125; II, 1636 Improvement of pond entrance-______ I, 128; II, 1637 Paint Rock River, Ala., examination______________________ I, 1007 Pokegama Falls, Mississippi River, Minn. See Mississippi River reser- voirs. Pollock Rip Channel, Mass., improvement-------------------- I, 100; iI, 1619 Pollock Rip Shoal, wreck off _______________________________i, 133; II, 1642 Polson Bay, Flathead Lake, Mont., improvement___________ I, 1451; III, 3267 Ponchatoula River, La. See Tickfaw River. Pontchartrain Lake, La.: Examination and survey at the Rigolets-----____-___ _______-_ I, 792 Improvement __ _------------------------------------------_I, 781; II, 2274 Wreck in------------------------------------- ----- I, 792; IH,2282 Poquonock River, Conn. See Bridgeport Harbor. Porcupine Island, Iar Harbor, Me., construction of breakwater__ I, 35; II, 1570 Portage Lake and Lake Superior canals, Houghton County, Mich. See Keweenaw Bay-Lake Superior waterway. Portage Lake, Manistee County, Mich., improvement of harbor of refuge -------- ---------------------------------- I, 1200; II, 2982 Portage River, Houghton County, Mich., waterway via. See Keweenaw Bay-Lake Superior waterway. Portage River, Ohio. See Port Clinton Harbor. Port Aransas, Tex.: Improvement __ I, 833; II, 2323 Improvement of Harbor Island Harbor__________________ I, 836; II, 2323 Port Arthur Canal, Tex.: See also Sabine River. Improvement -- ----- ---- , 843, 850; I , 2331, 2337 Operating and care ------------------------------------ , 849; II, 2337 Port Bolivar, Tex., improvement of channel to---------------- I, 802; II, 2295 Port Chester Harbor, N. Y., improvement--------------------- I, 179; II, 1679 Port Clinton Harbor, Ohio, improvement-------------------- I, 1248; III, 3059 Port Harford, Cal. See San Luis Obispo Harbor. Port Henry Harbor, N. Y., examination________________________ ________ I, 238 Port IIuron, Mich.: Examination__ ---------------- I, 1243 Improvement of Black River at_________________________I, 1235; III, 3044 Port Jefferson Harbor, N. Y., improvement __________ ____ I, 246; 11, 1740 Vortland, Ky. See Louisville & Portland Canal. INDEX. XXXVII Portland, Me.: Page. Defenses__-------------------------------------------------------i, 6 Engineering district______________________________ I, 33; II, 1569 Improvement of harbor .------ , 51; II, 1583 Portland, Oreg., engineering districts: First ----------------------------------------------- , 1349; III, 3179 Second -------------------------------------------- I, 1390; III, 3215 Port Lavaca, Tex., improvement of channel to Pass Cavallo -___ I, 832; 11, 2323 Porto Rico: Bridge across Arecibo River_ _______ _____I____- - __ -_______ I, 1490 Engineering district ---------------------------------- 1461; III, 3277 Erection of structures in navigable waters ____....__i_________ I, 1488 Examination and survey of San Juan Harbor____________________I, 1463 Improvement of San Juan Harbor I_____________________ 1, 1461; III, 3277 Structures in navigable waters_________________________________ i, 1488 Port Royal (Beaufort) River, S. C., waterway between Beaufort, S. C., and Savannah. See Savannah Harbor improvement. Port Royal, S. C., defenses 6 I--------------------- Portsmouth Harbor, N. H., defenses_________________________-__- - I, 6 Portsmouth Harbor, Va., examination and survey____________________ I, 468 Port Tampa, Fla. See Tampa Bay. Port Townsend Bay to Oak Bay, Wash., waterway, improvement_ I, 1448; III, 3266 Port Washington Harbor, Wis., improvement---_____-________ I, 1138; 11, 2902 Port Wing Harbor, Wis., improvement _ -_____ ----- I, 1102; II, 2850 Position finders, range and. See Fortifications. Potomac Park, Washington, D. C., improvement______________ I, 1521; III, 3354 Potomac River : See also Washington, D. C. Aqueduct Bridge, Washington, D. C., repair ______________ i, 1501; III, 3319 Examination from Washington, D. C., to Cumberland, Md Highway Bridge at Washington, D. C-------------_ -....---.I, 436 I, 1523; III, 3364 Improvement at Alexandria, Va_________________ ___ i, 416; ii, 1896 Improvement at Lower Cedar Point, Md ________________ , 418; ii, 1897 Improvement at Washington, D. C I,_ I,410; ii, 1887 Power companies at Niagara Falls, N. Y., supervision of -, i--1546; III, 3391 Power, water : Black Warrior River, Ala., at Dam 17_____________________ I, 684; I, 2187 Mississippi River, dams between St. Paul and Minneapolis, Minn.__ I, 933; 11, 2481 Niagara River, N. Y., control and regulation_____________ I, 1544; Ii, 3391 Tennessee River, Elk River Shoals to Florence, Ala -__ I, 993; II, 2562 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 Pub- lic buildings and grounds. Projects. See Fortifications and Rivers and harbors. Providence Harbor and River, R. I.: __I, Improvement ------------------------------- 116; I,1632 Improvement of Pawtucket (Seekonk) River-------------- I, 114; 11, 1630 Removal of Green Jacket Shoali-------------------------, 120; 11, 1632 Provincetown Harbor, Mass., improvement I, 96; II. 1616 Public buildings and grounds, District of Columbia----------- I, 1521; III, 3347 Public parks. See Parks. Puget Sound, Wash.: Defenses --- , 6 I----------------- Improvement of, and tributaries_________________________ I, 1430; III, 3252 Improvement of waterway to Lake Washington, by United States and by James A. Moore __________________________, 1437; II, 3257 Pugleys Creek, N. Y., harbor lines --------------------------------- , 1487 Pultneyville Harbor, N. Y., improvement ---- I, 1297; III, 3126 Purification of water supply of Washington, D. C. See Washington. Puyallup River, Wash. See Puget Sound and tributaries and Tacoma Harbor. Q. Quantuck Creek, N. Y., bridge across__ , 1493 I------------------------- Queenstown Harbor, Md., improvement ---------- _-- I. 384; II, 1858E XXXVIII INDEX. Page. Queue de Tortue Bayou, La., improvement_______ __--- I, 788; II, 2279 Quinnipiac River, New Haven, Conn. See New Haven Harbor. Quiver River, Miss., examination ____--__ ____---------- I, 895 R. Raccoon Creek, N. J.: Bridge at Bridgeport I, 1495 Bridge obstructing navigation at Swedesboro-____- ____-___-- I, 1499 Examination and survey_________________________--____ I, 375 Improvement ---------------------------------- , 321; II, 1825 Racine Harbor, Wis., improvement ------------------- I, 1144; II, 2906 Rahway River, N. J.: Examination ------------------------------------ I---300 1, Wreck in-- -------------------------------------- I, 299; Ii, 1798 Rainy River, Minn., examination____________--------------_ I, 955 Raisin River, Mich. See Monroe Harbor. Range and position finders. See Fortifications. Rappahannock River, Va., improvement_---__.......... I, 430; x, 1913 Raritan Bay and River, N. J.: See also Keyport and Shoal Harbors. Improvement of bay____ ____------------------- I, 283; ii, 1780 Improvement of river--- ------------------------- I, 288; ii, 1786 Red Hook Channel, New York Harbor, N. Y., improvement---- I, 242; II, 1737 Red Lake and Red Lake River, Minn.: Dam near Cookston------------_ -- 1501 I----------------, Examination of lake------------- ------------------------ I, 956 Improvement of (see also Red River of the North) -------- I, 947; II, 2491 Survey of (hydrological observations) ------------------ , 954; II, 2494 Red River, La., Ark., Tex., and Okla. : Cypress Bayou and lakes to Jefferson, Tex. See Cypress Bayou. Examination and survey ----------------------------------- I, 865 Examination and survey up to Fulton, Ark____- ___-___________ I, 895 Improvement above Fulton, Ark., to mouth of Washita River__ I, 861; 11. 2355 Improvement below Fulton, Ark__._________------ -- I, 865; II, 2359 Jefferson-Shreveport waterway. See Jefferson. Rectification of mouth by Mississippi River Commission___ I, 1483; III, 3425 Red River of the North, Minn. and N. Dak.: Examination from Wahpeton, N. Dak., to international boundary line ----------------------------- 956 I--------------------, Improvement ------------------------------------- I, 947; II, 2491 Redwood Creek, Cal., improvement_ .----- , 1322; IIIm3149 I------------- Regulations and rules: For floating loose timber and logs, etcI-----------------------, 1488 For navigation of canals___________- ---- I, 1487 For opening of drawbridges_________________________--- I, 1487 Rehoboth Bay, Del., waterway to Delaware Bay, improvement__ I, 367; II, 1844 Republican River, Kans., protection of bank line in front of Fort Riley Military Reservation ------------ ------- I, 980; II, 2542 Reservations, public. See Parks. Reservoirs: Headwaters of Allegheny, Monongahela, and Ohio Rivers, examina- tion for--I,------------ ---------------------------- 1,1029 Mississippi River, headwaters. See Mississippi River. Tidal reservoir, Potomac River, D. C. See Potomac River. Washington Aqueduct, D. C. See Washington. Richmond Harbor, Cal., examination and surveyI-------------------, 1337 Richmond Harbor, Va. See James River. Riley, Fort, Kans., protection of bank line of Republican River__ I, 980; II, 2542 Rio Grande, Tex.: Examination from Velarde, N. Mex., to sixth standard parallel south, New Mexico meridian______.__ -I_______-____-- - - I, 841 Survey for waterway to Boston, Mass_________________________ I, 1482 Rivers and harbors: Appropriations for operations during the past year--------------- I, 28 Board of Engineers for-------------I----------------, 31; III, 3281 INDEX. XXXIX Rivers and Harbors-Continued. Page. Board of Engineers, The_ ____ I--------------------- 6 Bridges, construction and alteration_____________________ ___, 1488, 1499 Bridges, regulations for opening of draws_ ____-__-- -________ I, 1487 Contingencies, estimate for ------------------------------------ I, 1463 Engineer divisions 30 I---------------------- Estimate of appropriations for _...___I.. ___-__.....-________ i, 30 Expenditures during the past year ___, 29 I------------ Harbor lines, establishment , 1486 I------------------------- Ohio River Board------------------------------------ I, 1008 Plant, floating, statement concerning that owned and operated by the Engineer Department------------------------------- I, 1463; III, 3661 Regulations for navigation of canals_.._________---_________ I, 1487 Regulations for opening of drawbridges_ ___ ____-___ - I, 1487 Status of works ------------------------------------------------ , 29 Structures other than bridges, permits for erection---------------I, 1500 Structures other than bridges, permits for erection in Porto Rico_.._ I, 1488 Terminal and transfer facilities----- --.. I, 1485 Roads: In Crater Lake National Park, Oreg----- ----------- _ 1, 1553; III, 3397 In Yellowstone National Park_____ - 1548; III, 3393 -, I___________ Roanoke River, N. C., improvement________________________ I, 465; II, 1952 Roche Harbor, Wash. See Puget Sound and tributaries. Rockhall Harbor, Md.: Examination -------------------------------------- ------ , 409 Improvement 383; II, 185 I------------------------------------- Rockhaven, N. Dak., ice harbor. See Missouri River improvements. Rockhole Creek and Herring Bay, Fairhaven, Md., examination and survey ---------- __I-----------------------------------------------, 408 Rock Island, Ill., engineering district .......... -I__ ___---i, 925; II, 2435 Rockland Harbor, Me., improvement ------------------------- I, 43; 11, 1578 Rockport Harbor, Me., improvement 42; II, 1577 I-----------------, Rockport, Mass., harbor of refuge in Sandy Bay. See Sandy Bay. Rock River, Ill. and Wis.: See Illinois & Mississippi Canal. Dam at Byron-----------------------------------------------, 1500 Examination and survey__--_____ _____------------_ -I, 932 Rogers City Harbor, Mich., improvement_____________________ , 1224; III, 3033 Romerly Marsh, Ga., waterway via. See Savannah-Fernandina waterway. Rondout Creek, N. Y., wreck in------------------- I, 236; II, 1727 Rondout Harbor, N. Y.: Examination ---------- 238 I------------------------ Improvement, ----------------------------- -- 1,223; ii, 1719 Root River, Wis.: See also Racine Harbor. Wreck in---------------------------------------- I, 1153; 11, 2918 Rose Bay, N. C. See Beaufort Inlet. Rouge River, Mich.: Bridges across------------------------------------------------ 1, 1492 Improvement ----------------------------------- , 1231; , 3042 Wreck in-------------------, ------------------------ 1243; III, 3054 Rough River, Ky., operating and care of lock and dam --------- , 1078; Ii, 2797 Round Lake, Mich. See Charlevoix Harbor. Rules and regulations. See Regulations and rules. S. Sabine-Neches Canal: Contributions for improvement ---------------_ -------- I, 848; II, 2335 Improvement ------------------------------------------ I, 845; , 2333 Sabine River, Tex.: Improvement of mouth of river and of channel through lake_ I, 843; II, 2331 Improvement of Sabine-Neches Canal--------------------- I, 45; i, 2333 Improvement of Sabine Pass Harbor_____________--------- I, 850; 11,2337 Improvement of waterway to Mermentau River, La , 747; -------- Ii, 2253 Saco River, Me., improvement-------------------------- I, 54; II, 1584 Sacramento and San Joaquin River system, operating of drawbridge _._ I, 1488 XL INDEX. Sacramento River, Cal.: See also California Debris Commission. Page. Bridge at Walnut Grove , 1498 I------------------------- Dam in 1501 I------------------------- Improvement I, 1338 ; iii, 31.67 Saginaw River, Mich.: Bridge at Bay City--------------------------- ---------- I, 1492 Bridge at Saginaw 1492 I------------------------- Improvement --------------- 1,1227; I, II, 3035 St. Albans Harbor, Vt., improvement-------------------------_ , 204; 11, 1701 St. Andrews Bay, Fla.: Improvement of bay_ , 654; Ii, 2152 I--------------- Improvement of channel to Apalachicola River ------------- , 653; ii, 2151 St. Clair Flats, Canal, Lake, and River, Mich.: Improvement of channels in waters connecting the Great Lakes__.. I, 1210; III, 2993 Operating and care of canal--------------------------- I, 1236; III, 3045 Wrecks in river and lake----------------------------- I, 1243; III, 3054 St. Croix River, Me., improvement I---------------------------, 33; II, 1569 St: Croix River, Wis. and Minn.: Examination___-------------------------------------------------- I, 956 Improvement I,I---------------- 944; iI, 2489 St. Francis River, Ark. and Mo.: Examination ------------------------------------------------- , 917 Improvement ------------------------ , 912 11, 2402 St. George Sound, Fla. See Carrabelle Harbor. St. Joe River, Idaho, examination 1,1455 St. John Bayou, La., examination, and survey of mouth___---------------- I, 793 St. John River, Me., bridge across___ I, 1488 St. Johns River, Fla.: Examination of channel through Lakes Dexter and Woodruff-------- I, 637 Examination to Lake Beresford--------------------------------- I,-636 General improvement----------------------------------_I, 584; II, 2089 Improvement at Jacksonville------------ I, 588; I, 2093 Improvement between Jacksonville and Palatka, including Orange Mills Flats-----------------------------------_ I, 589; n, 2094 Improvement between Jacksonville and the ocean Improvement between Palatka and Lake Harney .......... I, 591; ii, 2096 -,--_-_ T, 584; II, 2089 Improvement of Volusia Bar, and between Volusia Bar and Lake Monroe-- - _______------------__ I,591; 11,2096 Improvement of waterway to Cumberland Sound----------- I, 582; 11, 2087 Wrecks in_ ------------ __ _ , 634 St. Jones River, Del., improvement-------------------------- I, 362; II, 1843 St. Joseph Bay, Fla., improvement of entrance---------------- I, 647; II, 2143 St. Joseph Harbor and River, Mich.: Improvement of harbor------------------------------- I, 11.75; 11, 2947 Improvement of river , 1177; 11, 2948 i----------- St. Joseph, Mo., improvement of Missouri River_ I, 972; ii, 2529 St. Lawrence River, N. Y. See Cape Vincent and Ogdensburg Harbors. St. Louis Bay and River, Minn. and Wis.: See also Duluth Harbor. Examination ------------------ --- ------- , 1120 St. Louis, Mo.: See also Mississippi River. Engineering district--------- -------------------------- I, 918; II, 2405 St. Lucie Inlet, Fla., improvement--------------------------- , 598; iI, 2103 St. Lucie River, Fla., bridge across--------------------------------- I, 1493 ----------------------------------_ I, 677 St. Marks River, Fla., examination__ St. Martins River, Md., examination_---------- I, 375 St. Marys River and St. Marys Falls Canal, Mich.: Channels in waters connecting the Great Lakes, improvement _-_--_ I, 1210; III, 2993 Commercial statistics_-- ---- _ - I, 1218; III, 3009 I---- Improvement of Hay Lake and Neebish Channels--------- I, 1218; III, 3030 Improvement of river at the falls-----------------------__ I, 1212: III. 2994 Operating and care of canalI---------------------------, 1217; III, 3004 Surveys, etc. See Northern and Northwestern Lakes. INDEX, XLI St. Marys River, Ga. and Fla.: Page. Examination --------------------------------------------.. , 582 Improvement----------------------------------------_I,577;I, Improvement_ ________ _ I, 577 ; iI, 20812081 St. Marys River, Idaho, examination __- I, 1455 St. Michael Canal, Alaska, improvementI--------------------, 1452; III, 3268 St. Paul, Minn.: See also Mississippi River. Engineering district--------- I--------------------------, 933; 11, 2481 Examination and survey of harbor---------------------------- I, 955 Gauging Mississippi River at__--------------------------- I, 955; II, 2495 St. Petersburg Harbor, Fla., improvement--------------------- I, 618; II, 2118 St. Peters River, Minn. See Minnesota River. Salem Harbor, Mass.: Examination 99 I---------------------- Improvement ------------------------------------------ , 71; II, 1596 Salem River, N. J.: Bridges across------------------------------------------ I, 1491, 1497 Improvement_ 325 ; , 1827 I-------------------------------------- Saline River, Ark., improvement---------------------------- I, 875; 11, 2372 Salmon Bay, Wash. See Puget Sound-Lake Washington waterway. Salmon Creek, N. Y. See Pultneyville Harbor. Salmon River, N. Y., examination-----_ ------------------------------ , 238 Sammamish River, Wash., bridge across----------------------------I, 1496 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. Sandbeach (Harbor Beach), Mich. See Harbor Beach. San Diego Harbor, Cal.: Defenses ------------------------------------------------------- I, 6 Improvement___ 1308 ; III, 3139 I---------------------------------------- Sandusky Harbor, Ohio: Bridge across 1491 I-------------------------- Examination and survey -------------------------------------- , 1279 Improvement --------------------------------- - _ I, 1250; HI, 3062 Sandy Bay, Cape Ann, Mass., construction of harbor of refuge--. I, 64; 11, 1592 Sandy Lake, Minn. See Mississippi River reservoirs. San Francisco Bay and Harbor, Cal.: Defenses ------------------------------------------------------- I, 6 Engineering districts- First ------------------------------------------- , 1319; III, 3147 Third------------------------------------------- I, 1338; III, 3167 Examination of bay----------------------------------- ------ , 1337 Improvement by removal of rocks,---------------------- 1319; III, 3147 Improvement of Oakland Harbor----------------------- , 1323; III, 3150 Wreck in------ __________-------___----I, 1336; II, 3165 San Jacinto River, Tex. See Galveston-Houston waterway. San Joaquin River, Cal.: See also California Debris Commission. Examination and survey at Herndon---------------------------_ , 1349 Examination of Stockton and Mormon Channels ------------------ , 1337 Improvement -------- 1341; II, 3172 I----------------------- Improvement of Stockton and Mormon Channels-------_ I, 1346; II, 3176 San Juan Harbor, P. R.: Bridge across _----------------------------------- ---- I, 1489 Examination and survey --------------------------------------- , 1463 Examination of channels to Catailo Bay-------------------------- I, 1463 Improvement ---------------------------------------- I, 1461 ; II, 3277 San Leandro Bay, Cal.: See also Oakland Harbor. Examination ,--------------- San Luis Obispo Harbor, Cal., improvement---------------- I, 1317; II, 3144 San Pablo Bay, Cal., improvement_ ------------------------- , 1,1325; I, 3154 San Pedro Bay and Harbor, Cal.: Construction of deep-water harbor__ 1310; III, 3141 I---------------------, Improvement of Wilmington inner harbor----------- I, 1312; III, 3141 San Rafael Creek, Cal., examination and survey--_------------ I, 1337 XLII INDEX. Page. Santa Rosa Sound, Fla., improvement of The Narrows_--------- I, 660; Ii, 2158 Santee River, S. C.: Bridge at Lenuds Ferry ----------------------------------- I, 1498 Examination I------------------------ 542 Improvement ------------------------------------- , 529; II, 2039 Sapelo Bar and Harbor, Ga., improvement_....__ __-------- I, 558; ii, 2069 Sarasota Bay, Fla.: Examination and survey ----------------------------------- I, 637 Improvement ------------------------------------- I, 612; Ii, 2113 Wreck in ---------------- ----------------------------- 634 Sasanoa River, Me., improvement _ - - ____------- -- I, 47; II, 1581 Satilla River, Ga., improvement__---___- -_______- - I, 573; II, 2079 Saugatuck Harbor, Mich.: Examination ----------------------------- I, 1209 Improvement -------- ----- , 1181; ii, 2954 I-------------------- Saugatuck River, Conn.: Improvement ------------------------------------- I, 175; , 1674 Operation of drawbridge at Saugatuck_----------------___-- I, 1488 Saugerties Harbor, N. Y., improvement -___- ___ ___ __ I, 221; II, 1717 Saugus River, Mass.: See also Lynn Harbor. Bridge obstructing navigation ------------------------------ , 1500 Sauk River, Wis. See Port Washington Harbor. Sault Ste. Marie, Mich. See St. Marys River. Sausal Creek, Cal. See Oakland Harbor. Savannah, Ga., engineering district--_ -___ _____________ I, 543; II, 2055 Savannah Harbor and River, Ga.: Dam in river near Stevens Creek, S. C--------------------- I, 1500 Defenses ------------------------------------------------- I, 6 Examination and survey at Augusta_- -__ ______--------- I, 582 Examintaion and survey of harbor______------- __---------- - I, 582 Examination to Augusta ______________________1___-____- - -, 582 Examination of Fig Island or Screven Ferry Cut--....... ____ I, 582 Improvement of harbor_ , 543; II, 2055 I-------------------------- Improvement of river above Augusta__------------ -_ I, 555; ii, 2067 Improvement of river at Augusta_______------- I; 552; II, 2066 Improvement of river below Augusta__......__--- -- I, 550; ii, 2064 Improvement of waterway to Beaufort, S. C__________ , 556; 11, 2068 Improvement of waterway to Fernandina, Fla I, 578; II, 2082 Wreck in rivr___-- -,---------------------------- ,581; ii, 2085 Saw Pit Creek. See St. Johns River, waterway to Cumberland Sound. Saxis Harbor, Va., examination_________________-- - - - - - I, 410 Saybrook Harbor, Conn. See Connecticut River. Sayville, N. Y. See Browns Creek. Schodack Creek, N. Y. See Hudson River. Schofield Creek, Oreg., bridge across ______- - - -__ _.. I, 1495 School, Engineer, buildings for_________- ________ ____ I, 26 Schooner Bayou, La.: See also Mermentau River, waterway to Franklin. Operating and care of lock , 746; ii, 2252 I_________________________ Scioto River, Ohio, bridges at Portsmouth-------------------- I, 1496, 1497 Scott Point, Tennessee River, Ala., lock and dam at Hales Bar. See Tennessee River. Scotts Creek, Va., examination___------------------- I, 467 Screven, General, monument to___ ---------------- _ ---------------- I, 1563 Scuppernong River, N. C., improvement_____- ______- - - I, 468; ii, 1957 Seacoast defenses. See Fortifications. Seadrift, Tex., examination of channel at -------------------- I, 841 Seagoing hydraulic dredges___________------------ -- - -I, 1463; III, 3661 Searchlights. See Fortifications. Searcy Creek, Fla. See Apalachicola River, channel to St. Andrews Bay. Seattle Harbor, Wash.: See also Puget Sound-Lake Washington waterway. Examinations of east and west waterways______--- -- -- I, 1456 Harbor lines-----------------,---------- 1487 Seattle, Wash., engineering district___ 1420; III, 3247 I---------------------, INDEX, XLIII Page. Sea walls. See Fortifications. Secretary Creek (Warwick River), Md. See Warwick River. Seekonk (Pawtucket) River, R. I., improvement-------------- I, 114; ii, 1630 Shallotte River, N. C., improvement_......______ _ _-------- I, 515; II, 2024 Shallowbag Bay, N. C., improvement ______------------ I, 470; II, 1959 Shallow Bayou, La. See Johnsons Bayou. Shaws Cove, New London, Conn. See New London Harbor and Thames River. Shears, The, Delaware Bay, Del., harbor of refuge. See Delaware Bay. Sheboygan Harbor, Wis., improvement ---------------------- I, 1136; , 2898 Sheepshead Bay, N. Y., improvement 265; II, 1757 I______________-----i, Sheffield Island Harbor, Conn. See Norwalk Harbor. Shell Creek, Fla., examination -------------------------------------- I, 636 Shetucket River, Conn. See Thames River. Shilshole Bay, Wash. See Puget Sound-Lake Washington waterway. Ship Island Harbor and Pass, Miss., improvement of pass and channel to Gulfport.___ 712; ii, 2214 I-------------------------------------- Shipyard Creek, S. C. See Charleston Harbor. Shoal Harbor, N. J., improvement , 293; Ii, 1792 I--------------------------- Shooters Island Channel, N. Y. and N. J., improvement-------- I, 279; II, 1776 Shreveport, La. See Jefferson-Shreveport waterway and Red River. Shrewsbury River, N. J., improvement______________________ 1, 297; II, 1795 Silver Lake Harbor, Ocracoke Island, N. C., examination________- __ I, 518 Silver Springs Run, Fla., improvement. See Oklawaha River. Similk Bay, Wash., examination for waterway to Padilla Bay--------- I, 1455 Sims Clip, removal of. See Delaware River. Sinepuxent Bay, Md., examination ----------------------------------- , 375 Sioux City, Iowa. See Missouri River. Sioux River, S. Dak., ice harbor at Sioux City, Iowa. See Missouri River improvement. Siskiwit River, Wis., examination of mouth.__._________________ I, 1120 Sisters Creek, Fla. See St. Johns River, waterway to Cumberland Sound. Sites for fortifications. See Fortifications. Siuslaw River, Oreg.: Examination and survey _-_i____------------------I__ , 1389 Improvement ---- _____________----I, 1359; ii, 3187 Skagit Bay, Wash. See Swinomish Slough. Skagit River, Wash.: See also Puget Sound and tributaries. Bridges across South Fork-------------------------------- I, 1493, 1495 Examination and survey_________-----------_---- -__ I, 1455 Improvement---------------------------------------- I, 1442; inI, 3263 Skamokawa Creek, Wash.: Bridge across---------- 1494 I-------------------------- Examination--------------------------------------- I, 1420 Skidaway Narrows, Ga. See Savannah to Fernandina inside waterway. Slack-water systems. See Canals and Waterways. Slaughter Creek, Md., improvement __.. ______-..i, 400; II, 1876 I______-. Smiths Creek, N. C., improvement_---------------- I, 481; II, 1975 Smyrna River, Del., improvement______________------____ I, 356; ii, 1840 Snake River, Idaho, Oreg., and Wash., improvement---------- I, 1372; III, 3197 Snohomish River, Wash.: See also Everett Harbor and Puget Sound and tributaries. Bridge across__------------- ---------------------------- I, 1494 Examinations- 1455, 1456 I---------------------------------- Improvement ____--___--------------------------------- I, 1441; III, 3262 Snoqualmie River, Wash. See Puget Sound and tributaries. Soda Lake, La. See Cypress Bayou and Jefferson-Shreveport waterway. 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 Bristol Harbor, Me., improvement_____________--______I, 45; II, 1580 South Chicago Harbor, Ill. See Calumet Harbor. Southeast River, Md., examination -and survey I, 409 Southern Branch, Elizabeth River, Va. See Elizabeth River. South Haven Harbor, Mich., improvement------------ I, 1179; iI, 2951 XLIV INDEX. South Kingston, R. I. See Point Judith Harbor and Pond. South Norwalk Harbor, Conn. See Norwalk Harbor. South Nyack, N. Y. See Hudson River. Page. South Pass, Mississippi River: Examinations and surveys 731; ii, 2236 _______-___________i,I______ Maintenance of channel------------------------------_ - , 726; II, 2231 Southport Harbor, Conn., improvement________________________ ,172; II, 1673 South River, Mass. See Salem Harbor. South River, N. C.: Improvement ______________ _____ I, 478; II, 1971 Wreck in___------------------------------------- I,517 South River, N. J., improvement_ I, 290; II, 1788 Southwest Baltimore, Md., improvement at Spring Garden... I, 379; I, 1853 Southwest Pass, Mississippi River, improvement of, including shoals be- tween Cubits Gap and Head of Passes, and dredge construction---- I, 722: 11, 2222 Sparkill River or Creek, N. Y. See Hudson River. Spring Garden, Baltimore, Md., improvement of harbor at____ I, 379; II, 1853 Spuyten Duyvil Creek, N. Y. See Harlem River. Stamford Harbor, Conn.: Examination and survey------------------------------- 178 ,-------- Improvement----------------------------------------- I, 170; , 1673 Staten Island-New Jersey Channels, improvement i1,275, 279; 11, 1773, 1776 Staten Island, N. Y. See Staten Island-New Jersey Channels. 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, 1521; III, 3337 -____________ Monument at Germantown, Pa ______ _________-----___--_ I, 1560 Monument at Guilford Courthouse, N. C____ , 1562 i_________________ Monument at Midway Cemetery, Ga., to Generals Screven and Stewart --- 1563 ,------------------------- Monument at New Orleans, La-- ____ -_____- -- I, 1564 Monument at Valley Forge, Pa______----- 1559 i,i_________________ Monument on Princeton battle field_______---_--- --------- I, 1560 Monument to President Tyler --------- 1561 I----i, Steamboats, etc. See Dredge boats and Wrecks. Steele Bayou, Miss., improvement________---------__ I, 891; I, 2380 Steinhatchee River, Fla., examination_______------------ _______ I, 635 Stewart, General, monument to_______------------------------------ I, 1563 Stilaguamish River,Wash., examination _____-------- -- _______ I, 1456 Stillwater Harbor, Minn. See St. Croix River. Stockbridge Landing, Lake Winnebago, Wis. See Fox River. Stockton Channel, San Joaquin River, Cal.: Examination----------- -------------------------------- I, 1337 Improvement ------------------------------- I, 1346; III, 3176 Stockton Harbor, Cal. See Stockton Channel. Stockton Harbor, Me., improvement , 41; II, 1577 I___________-------_____ Stonehouse Bar, Hudson River, New Baltimore, N. Y. See Hudson River. Stony Brook Creek, N. Y., bridge across____________________________ I, 1492 Stony Brook Harbor, Long Island, wreck in____________________ I, 267; 11, 1759 Stonington Harbor, Conn., construction of harbor of refuge .... 1i, 137; II, 1647 Structures, bridges and other, erection of. See Bridges, Buildings, Piers, and Rivers and Harbors. Sturgeon Bay and Lake Michigan Canal, Wis., operating and care __ , 1129; II, 2888 Subic Bay, P. I., defenses_ _ ------------------------ ------------------- I, 16 Submarine defense. See Fortifications. Suisun Creek or Channel, Cal., improvement ________, 1327; III, 3156 Sullivan Falls Harbor, Sullivan River, Me., improvement-_______ I, 36; II, 1572 Sulphur River, Ark. and Tex., improvement I, 11, 2357 864; Sunflower River, Miss. See Big Sunflower River. Sunken craft. See Wrecks. Superior Bay and Harbor, Wis.: Examination of harbor __--,----------------------------- Improvement ---------------------------------------- I, 1094; ii, 2837 INDEX. XLV Superior Lake: See also Northern and Northwestern Lakes. Page. Improvement and care of waterway to Keweenaw Bay-..... I, 1110, 1113; II, 2856, 2858 Supervision of New York Harbor, N. Y ------- 1464; III, 3287 I-------------, Surface levels. See Water levels. Surveys: Of Northern and Northwestern Lakes ________I_________ , 1531; III, 3377 Of rivers and harbors, estimate of appropriation for --------------- , 1463 Ohio River ------------------------------------------ I, 1069; ii, 2760 Susquehanna River, Md., improvement_______- -________ I, 382; ii, 1855 Suwannee River, Fla.: Bridge across ------------------------------------------------ ,1496 , Examination_ 635 I------------------------ Improvement _...... _________ _ -- _ _._ _, 631; II, 2129 Swan Quarter Bay to Deep Bay, N. C., improvement of waterway---- I, 473; II, 1963 Swansboro, N. C., waterway to New New River and Beaufort __ _ I, 499, 501; ii. 1996, 1998 Swift Creek, N. C., improvement ____________ .. _______- I, 438; II, 1983 Swinomish Slough, Wash.: See also Puget Sound and tributaries. Examination------------------ _ , 1455 I-------------------------- Improvement____ -_______________ - -__ - i, 1444; III, 3264 T. Tacoma Harbor, Wash.. improvement_ ----------------------- 1434; III, 3255 Tallahatchie River, Miss., improvement________________________ I, 885; II, 2378 Tallapoosa River, Ala., examination and survey______________________ I, 677 Tampa Bay and Harbor, Fla.: Defenses -------------------------------------------------------- ,6 Examination and survey to Clearwater Harbor-------------------- I, 635 Examination from Gulf of Mexico------------------------------- , 637 Improvement of bay ---------------------------------- , 616; II, 2116 Improvement of Hillsboro Bay and River ,____ I, 619, 622; Ti, 2119, 2122 Tangier Sound, Md., wreck in-------------------------- - I, 408; II, 1885 Tar River, N. C.: Bridge at Boyds Ferry 1496 I------------------------- Bridge near Tarboro_ I, 1497 I------------------------- Improvement .... _____ I, 474; II, 1964 Tarrytown Harbor, N. Y., improvement_____________________ I, 229; II, 1723 Taunton River, Mass.: See also Fall River Harbor. Examination and survey--------------------------------------- I, 135 Improvement ------------------------------------------ 111; TI, 1627 I,, 111; Taylors Bayou, Tex.: See also Sabine River and Port Arthur Canal. Dam near the mouth ------------- , 1501 I------- Tchefuncte River, La. See Chefuncte River. Tchoutacabouffa River, Miss., bridge across------------------------- I, 1492 Tchula Lake, Miss., improvement___ __-------------------I, 890; II, 2379 Teche Bayou, La.: Bridge at Cecelia -------------------------------------------- I, 1497 Improvement ---- --------------------------------- , 1,738; II, 2245 Improvement of waterway from Franklin to Mermentau ___ I, 743; II, 2249 Operating and care of Keystone Lock_ ____--_ I, 742; II, 2248 Telegraph line, Government, Washington, D. C. See Public buildings and grounds. Tennessee River : Bee Tree Shoals Canal, Ala., improvement---------------- I, 994; II, 2571 Bridge at Chattanooga------------------------__---------------- , 1489 Chattanooga, Tenn., improvement above_____________--_---, 990; II, 2557 Chattanooga, Tenn., to Browns Island improvement--____ I, 995; II, 2562 Chattanooga, Tenn., to Riverton, Ala., improvement-__-__ I, 993; 11, 2562 Colbert Shoals Canal, Ala., improvement_ ______------- I, 997; II, 2571 Colbert Shoals Canal, operating and care-------- I, 1007; II, 2588 XLVI INDEX. Tennessee River-Continued. Page. Elk River Shoals Canal, Ala., improvement __- __-_- I, 993; ii, 2562 Examination of waterway to Tombigbee River______ _____ _ _ I, 721 Florence to Riverton, improvement------------------_ I, 996; Ii, 2562 General statement as to Tennessee River system____________________ I, 989 Hales Bar (near Scott Point) lock and dam, construction__ i, 995; iI, 2562 Hales Bar lock and dam, operating and care 1006; II, 2582 _____ ,______ Muscle Shoals Canal, operating and care -----------------_ i, 1007; ii, 2583 Riverton, Ala., improvement below--------- ---- I, 998; ii, 2573 Tensas River, La., improvement_______ __---------_ I, 880; ii, 2374 Terminal facilities, investigation of__-- ----- _____ I, 1485 Terraceia Cut-off, Fla. See Manatee River. Terrebonne Bayou, La., improvement------------------------ I, 776; ii, 2270 Texas City Harbor, Tex., improvement of channel to Galveston__ I, 799; II, 2292 Texas, State: Examination of waterway from Corpus Christi to Baffins Bay ____ - I, 841 Improvement of inland waterways along coastI_____________ , 818; II, 2310 Removal of water hyacinths - _ ---------- i, 773; ii, 2268 Rules governing navigation on waterways of-------------------- i, 1487 Thames River, Conn.: See also New London Harbor. Improvement 143 ; ii, 1650 I------------------------------------- The Board of Engineers-------------------------------------------- I, 6 Thimble Shoal, Chesapeake Bay, Va.: See also Norfolk Harbor. Improvement -------------------------------------------- I, 443 ; II, 1927 Thomaston Harbor, Me., examination and surveyi-----------------------, 59 Thoroughfare, Atlantic City, N. J., operation of drawbridge 1__________ I, 1488 Thoroughfare Bay, N. C., examination and survey-------------_ i, 519 Threemile Rapids, Columbia River, Oreg. and Wash. See Columbia River. Thunder Bay Harbor and River, Mich. See Alpena Harbor. Tickfaw River, La., improvement of, including tributaries-___ I, 756; 11, 2258 Tilghman Island Harbor, Md.: Examination--------I-----------------------------------------, 409 Improvement --_-------------- I-------------------------- I, 399; II, 1874 Tillamook Bay and Bar, Oreg., improvement_____-____ ___ I, 1366; III, 3192 Toledo Harbor, Ohio: Examination for waterway to Lake Michigan________ _________ I, 1279 Improvement ---------------------------------------- I, 1244; III, 3055 Tombigbee River, Ala. and Miss.: Bridge in Monroe County, Miss__.__________.__._______________ I, 1490 Demopolis, Ala., improvement below (construction of locks and dams) ----- ---------------------------------------- ___ 687 ;I, 2189 Demopolis, Ala., improvement below (maintenance) --------, 691; 11, 2194 Examination from Demopolis, Ala., to Columbus, Miss__---- ____ I, 721 Examination of waterway to Tennessee River _________ -________I, 721 Improvement from Demopolis to Walkers Bridge----------- I, 693; 11, 2196 Operating and care of locks and dams__ I, 696; 11, 2199 Tomoka River, Fla., examination of waterway to Haw Creek 635 I------------, Toms River, N. J., improvement---------------------- I, 341;11, 1833 Tonawanda Harbor, N. Y.: See also North Tonawanda. Examination and survey--- I--------------------- 1308 Improvement---------------------------------------- , 1290 III, 3118 Tonkards Creek, N. C., wreck in____-. _______--_-__---- -________ - I, 517 Torpedoes. See Fortifications. Towboats, experimental, for use on Mississippi River____________-... I, 1485 Trail Creek, Ind. See Michigan City Harbor. Transfer facilities, investigation of___________________------------- I, 1485 Trappe River, Md. See La Trappe River. Traps, fish, permits for construction______________ I, 1500 Traverse Lake, Minn. and S. Dak.: Improvement ------------------------------------------ I, 953; i, 2494 Survey (hydrological observations) ---------------------- I, 954; Ii, 2494 Tred Avon River, Md., improvement_______________-____ I, 399; 11, 1875 INDEX. XLVII Trent River, N. C.: Page. Examination from Newbern to Polloksville ____________________ I_ I, 518 Improvement __________________________-____ - I, 485; II, 1980 Tres Palacios River, Tex., examination------------------------------, 841 Trinity River, Tex.: Bridges at Dallas, Tex ...........- i, 1494, 1497 Bridge at Liberty-------------------------------------------- I, 1495 Examination of Old River_--------------------_____ __---- I, 841 Improvement above mouth __ , 854; Ii, 2341 i__---_____--__--__- Improvement of mouth__ ____- __--- I, 812; II, 2304 -____ -______ Operating and care of locks and dams, section 1----______ I, 858; ii, 2351 Trippes Creek, Md., bridge across__--------___--____-- I, 1497 Troops : Engineer equipment--------------------------------------------, 23 New engineer battalions ________-______-___- ______ i, 5 Trout Creek, Fla., bridge across__________ ________ I, 1496 Troy, N. Y. See Hudson River. Tuckahoe River, Md.: Bridge across__-- ------------------------ 1498 I---------------------, Improvement 398; II, 1873 I,------------------------------------ Tuckerton Creek, N. J., improvement_______--- - __-______ I, 339; ii, 1833 Tugaloo River, Ga. and S. C., examination---------------------------- I, 581 Tug Fork, Big Sandy River, W. Va. and Ky.: Bridges across 1489, 1490 I---------------------------------- Improvement----------------------------------------- I, 1083 ; ii, 2813 Turners'Cut, N. C., waterway via. See Norfolk-North Carolina Sounds waterway. Turtle Bayou, Tex., improvement__________.________ .. I, 812; II, 2304 Turtle Cove, Tex., improvement of waterway via------------- I, 825; ii, 2315 Turtle River, Ga. See Brunswick Harbor. Twelvemile Bayou: See also Cypress Bayou and Jefferson-Shreveport waterway. Bridges across_______________------------------- I, 1489, 1490 Twelvemile Creek, Fla. See Orange River. Twin Rivers, Wis. See Two Rivers Harbor. Twitch Cove and Big Thoroughfare River, Md., improvement ___ I, 404; 11, 1880 Two Harbors, Minn. See Agate Bay. Two Rivers Harbor, Wis., improvement------------------ I, 1133; iI, 2895 Tyaskin (Wetipquin) Creek, Md., improvement- ---.......--- I, 395; II, 1871. U. Union Lake, Wash., improvement of waterway via------------ I, 1437; III, 3257 Upper Bass River, Mass., bridge across__________ __ -____________-_I, 1491 Upper Chi.pola River, Fla., improvement_ ___ ___-- __ I, 644; II, 2140 Upper Machodoc Creek, Va., improvement__________ __----- I, 419; II, 1.898 Upper Nyack, N. Y. See Hudson River. Upper White River, Ark., operation of locks and dams----------- I, 906; ii, 2395 Urbana Creek, Va.: Improvement----------------------------------------- I, 432; II, 1916 Operation of drawbridge ---- - _____________ _--_- -_ I, 1488 V. Valley Forge, Pa., memorial arch _ _ I, 1559 Valley River, Ala., examination of waterway from Black Warrior River to Fivemile Creek----------------------------------------------- I, 722 Vancouver Barracks, engineer depot __...... -------- ____-- I____ , 22 Vancouver, Wash. See Columbia River. Vera Cruz, engineer depot_ ____---. ._ I, 22 Vermilion Bay and River, La. See Mermentau River, waterway to Franklin. Vermilion Bayou, La.: Bridge across I,-------------------------- 1491 Improvement of channel, bay, and passes ___- ___- ___ I, 762; ii, 2261 Vermilion Harbor, Ohio, improvement---------------------- I, 1257; III, 3068 Vessels. See Dredge boats and Wrecks. XLVIII INDEX, Vicksburg Harbor, Miss.: Page. See also Mississippi River Commission. ImprovementI----------------------------- , 1483; III, 3425 Vicksburg, Miss,. engineering districti-------------------------, 865; 11, 2359 Victoria, Tex., improvement of channel to Aransas Pass--------- I, 824; II, 2314 Vinalhaven, Me., improvement of Carvers Harbor--------------- I, 38; 11, 1574 Vineyard Haven, Mass., wrecks-------------------------- , 133, 134; II, 1642 Virginia coast waterway, improvement----------------------- I, 373; II, 1845 Volusia Bar, St. Johns River, Fla., improvement-------------- , 591; 11, 2096 W. Wabash River, Ind. and Ill.: Examinations and surveys_----- ------------------------------- , 1079 Operating and care of lock and dam--------------------- I, 1074; II, 2778 Waccamaw River, N. C. and S. C., improvement--------------- I, 519; II, 2027 Waiska River, Mich., bridge across_--- I, 1497 Wakefield, R. I. See Point Judith Harbor and Pond. Wallabout Channel, N. Y., improvement---------------------- I, 258; 11,ii1751 Wappinger Creek, N. Y., improvement------------------------i, 227; II, 1721 War Department maps--------------------------------------------- I, 26 Ware River, Va., examination and survey ---------------------------- , 436 Warrior River, Ala.: Bridge obstructing navigation near Eutaw-------------------- I, 1.499 Improvement above Tuscaloosa--------------------- , 684; 11, 2187 Improvement below Tuscaloosa ------- I, 686; II, 2188 Operating and care of locks and dams-------------------- I, 696; II, 2199 Warroad Harbor and River, Minn., improvement -------------- i, 950; II, 2492 Warwick River, Md., improvement-------------------------- I, 390; II, 1864 Washington Barracks, D. C.: Engineer depot------------------------------------------------- , 21 Engineer Post and School, buildings for--------------------------- I, 26 Washington Bayou and Lake, Miss.: Bridge across------------------------------------ I, 1491 Improvement----------------------------------------- I, 891; , 2380 Washington, D. C.: Anacostia River, reclamation of flats------------------- I, 1555; III, 3399 Aqueduct Bridge across Potomac River, repair ----------- , 1501; III, 3319 Aqueduct, filtration plant----------------------------- I, 1512; III, 3331 Aqueduct, maintenance and repair---------------------- I, 1505; IIi, 3325 Barracks. See Washington Barracks. Defenses _------------------- ---------------- I, 6 Engineer depot ----------------------------------------------- I, 21 Engineering district---------------- -I, ------------ - 410; II, 1887 Engineer Post and School, buildings for------------------------- I, 26 Executive Mansion and Office------------------------- , 1521; III, 3339 Highway Bridge, Potomac River-----------------------, 1523; IIi, 3364 Improvement of Anacostia River at---i-------------------, 413; 1I, 1890 Improvement of Potomac River at--I,--------------------- 410; , 1887 McMillan Park Reservoir------------- , 1510; 111, 3329 Public buildings and grounds, and Washington Monument_ I, 1521; IIi, 3337 Telegraph line connecting executive departments--------- i, 1521; III, 3364 Water supply, increase-------------------------------I, 1507; iii, 3333 Washington, George, monument to, at Washington, D. C-- I, 1523; III, 3359 Washington Lake, Wash., improvement of waterway to Puget Sound__ I, 1437: III, 3257 Washington, N. C. See Pamlico and Tar Rivers. Washita (Ouachita) River, Ark. and La. See Ouachita River. Watch Hill Harbor, R. I. See Pawcatuck River. Water craft. See Dredge boats and Wrecks. Wateree River, S. C., improvement-------------------------I, 530; 2041 n, Water hyacinths, removal of: I, From Florida waters---------------------------------- 1,632; , 2130 From Louisiana waters 773: II, 2268 I--------------------------------, From Texas waters______________-_____-_______ I, 773; II, 2268 Water levels" Hydrological observations, Ottertail Lake and River and Red Lake and Red Lake River, Minn., and Big Stone Lake and Lake Trav- erse, Minn. and S. Dak------------------ I, 954; II, 2494 INDEX. XLIX Water levels--Continued. Page. Michigan, Lake, datum plane on west shore ---------------------- , 1121 Michigan. Lake, variations in surface level on east shore-_ I, 1175 Mississippi River and principal tributaries, gauging - . i. 955; II, 2495 Northern and Northwestern Lakes, levels, etc -....... i, 1531; III, 3377 Water meters, installation in certain Government buildings__ , 1512; II, 3330 Water power : Black Warrior River, Ala., at Dam 17-------------- , 684; II, 2187 Mississippi River between Minneapolis and St. Paul, Minn__ I, 933; II, 2481 Niagara River, N. Y., control and regulation of__________________ I, 1544 Tennessee River, Elk River Shoals to Florence, Ala r, 993; II. 2562 Waters, navigable. See Bridges, Rivers and harbors, and Wrecks. Water supply, Washington, D. C. See Washington, D. C. Waterways : See also Canals. Across Michigan, survey ___________-_____-__________ I, 1244 Beaufort, N. C., to Newbern. See Beaufort Harbor. Beaufort, N. C., to New River. See Beaufort Harbor. Boston, Mass., to Rio Grande, intracoastal waterway, survey -----_, 1482 Charleston, S. C.. to Savannah, Ga. See Charleston Harbor. Charleston to McClellanville, S. C. See Charleston Harbor. Core Sound to Beaufort Harbor. See Core Sound. Delaware Bay, Del., to Chincoteague Bay, Va. See Delaware Bay. Delaware Bay to Rehoboth, Del. See Delaware Bay. 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. Lockport, Ill., to mouth of Illinois River, survey_ _ - I, 1482 New River, N. C., to Swansboro and Beaufort. See Beaufort Harbor. Norfolk, Va., to Albermarle Sound, N. C. See Norfolk Harbor. Norfolk, Va., to Beaufort Inlet, improvement______________ , 460; II, 1943 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. Port Townsend Bay to Oak Bay, Wash _____________-_ I, 1448; III, 3266 Puget Sound to Lake Washington. See Puget Sound. Rio Grande to Boston, Mass., intracoastal waterway, survey _._-_.__ I, 1482 Sabine River, Tex., to Mermentau River, La. See Mermentau River, La. Savannah, Ga., to Beaufort, S. C. See Savannah Harbor improve- ment. 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 -____-.--i, 1148; II, 2910 I__-.. Weirs, permits for construction ------------------------------------ I, 1500 Wekiva River, Fla., examination _ -__ -- I, 637 Wenona, Deal Island, Md., improvement of Lower Thoroughfare at ... I, 406; II, 1882 Westchester Creek, N. Y.: Bridge across -------------------------- I, 1495 Examinations ------ I, 238 Harbor lines , 1487 I-------------------------- Improvement------------------------------------------I, 193; II, 1690 Wi'eck in ___ - __ I, 236; II, 1729 Western Branch, Elizabeth River, Va., improvement__ I, 441; I, 1926 West Fork of South Branch, Chicago River, Ill. See Chicago Harbor and River. West Galveston Bay and Brazos River Canal, Tex. See West Galveston Bay. West Galveston Bay, Tex.: ----------------- Improvement of channel in___--_--___---___, 819; ii, 2310 Improvement of Galveston & Brazos CanaL __ I, 819; II, 2310 Operating and care of Galveston & Brazos Canal- __- I, 826; II, 2315 609930 ENG 1914-----IV INDEX. West Haven Harbor, Conn. See West River. Page. West Meadow Creek, N. Y., bridge across at Wolf Pit Point------------ , 1493 West Neebish Channel, St. Marys River, Mich., improvement__ I, 1218; III, 3030 Westport Harbor, Conn., improvement___ __ _________ I, 175 ; II, 1674 West River, Conn. See New Haven Harbor, including. -West Twin River, Wis. See Two Rivers Harbor. Wetipquin (Tyaskin) Creek, Md. See Tyaskin Creek. Weymouth River, Mass.: Examination and survey of Weymouth Fore River_-----------------, 99 Improvement ------------------------------------------- , 89; 11, 1612 Wharves : Permits for construction-------------------------------------I, 1500 Permits for construction in Porto Rico 1448 ,---------------- Whatcom (Bellingham) Harbor, Wash., improvement of Whatcom Creek waterway --------------------------------------------- , 1446; III, 3265 Wheeling, W. Va., engineering district,---------------------- 1,1029; 11, 2645 Whitehall Harbor, N. Y., Narrows of Lake Champlain: See also Champlain Lake. Wrecks in _-----------------------------------_ , 235; 1i, 1726, 1727 White House, Washington, D. C. See Public buildings and grounds. White Lake Harbor, Mich.: Examination------------------------- 1210 I------------------------, Improvement__------------------------ I, 1191; II, 2969 White Lake, La. See Mermentau River, waterway to Franklin. White Oak River, N. C., waterways to Beaufort, N. C., and New River. See Beaufort Harbor. White River, Ark.: Improvement at Augusta Narrows ----------------------- , 899; 11, 2385 Improvement at Devall Bluff,--------------------------- 1,905; 11, 2394 Improvement by open-channel work ---------------------- 1,902;, 11, 2391 Operating and care of locks and dams-------------------- I, 906; 11, 2395 White River, Wash., bridge across---------------------------------- I, 1495 Wicomico River, Md.: Bridge at Salisbury ----------------------------- I, 1498 _------ Bridge obstructing navigation at Salisbury----------------------- , 1499 Examination------------------------------------------------ , 410 Improvement --------------------------------------- I, 391; Ii, 1865 Willamette River, Oreg.: Examination between Oregon City and Eugene _ I, 1420 Improvement above Portland----I----------------------, 1390; III, 3215 Improvement at the falls_----------------------------_ I, 1397; II, 3221 Improvement below Portland -------------------------- , 1400; III, 3222 Willapa Harbor and River, Wash.: Examination of Nasel and North Rivers------------------------- , 1455 Examinations ------------------------------------ , 1455. 1456 Improvement_ ------------------------ I, 1420; III, 3247 Wills Creek, Ala., examination ------------------------------------- I, 676 Wilmington, Cal.: Construction of deep-water harbor in San Pedro Bay---- I, 1310; III, 3141 Improvement of inner harbor----------- ----- I, 1312; III, 3141 Wilmington, Del., engineering district------------------------ , 314; , 1823 Wilmington Harbor, Del., improvement-----------------------I, 343; 11, 1834 Wilmington, N. C.: See also Cape Fear River. Engineering district_--,------------------------------ 468; ii, 1957 Wimico Lake, Fla. See Apalachicola River, channel to St. Andrews Bay. Winnebago Lake, Wis. See Fox River. Winnibigoshish Lake, Minn. See Mississippi River reservoirs. Winthrop Cove, Conn. See New London Harbor. Winyah Bay, S: C.: Examination and survey of waterway to McClellaniville ------------- , 542 Improvement --------------------- , 524; 11, 2033 Wisconsin Entrance, Duluth-Superior Harbor, Minn. and Wis. See Du- luth Harbor. Wisconsin River, Wis., bridge across,------------------------------- 11498 Withlacooche River, Fla.: Examination__----------------- I, 637 Improvement __- _ -------------------- I, 628; II, 2127 INDEX. LI Wolf River. Memphis Harbor, Tenn. See Mississippi River Commission. Page. Wolf River, Miss., improvement___________________----- ___ I, 716; ii, 2217 Wolf (Ahnapee) River, Wis. See Algoma Harbor. Wolf River (tributary of the Fox), Wis.: See also Fox River. Examination __ _ I, 1154 Woodbridge Creek, N. J., improvement________________________ I, 281 ; II, 1777 Woodbury Creek, N. J., improvement-------------------------- I, 317; II, 1824 Woods Hole Harbor, Mass., improvement_______I___ -_______ I, 106; II, 1624 Wrecks, etc., removal: Appropriation__ ____ _ _ __ I, 28 Arthur Kill, N. Y. and N. J---------------------------- I, 299; II, 1799 Atlantic Ocean off New Jersey coasti_____________________, 374; II, 1846 Atlantic Ocean off Virginia coast___ I, 467 ; 1955 i, Bayou Lacombe, La------------------------------------, 792; 11, 2282 Bodkin Creek, Md------------------------------------- 408; II, 1886 Boston Harbor, Mass .........- i, 98, 99; II, 1617 Bridgeport Harbor, Conn., Yellow Mill Channel____________________I, 177 Broadkill River, Del ----------------------------------- , 374; , 11846 Bronx River, N. Y. Harbor ____-.._______ ________-I, 236; II, 1729 Buzzards Bay, Mass---------------------------, 133; , 1642 Charleston Harbor, S. C., inland waterway_______-____-__ I, 542; n1,2053 Charlotte Harbor, Fla ___ I, 634 Chesapeake Bay, Md. and Va__ ___________ , 408, 467; 11, 885, 1954, 1955 Christiana River, Del__________ 374; ii, 1845 i_____________________i, Cleveland Harbor, Ohio _______________________ ______i, 1278; III, 3095 ---- Cold Spring Inlet, N. J--__-_____________----- -___ I, 374; II, 1846 Connecticut River, Conn______________-------------------------------------------I, 177 Delaware River and Bay__________________________________ I, 313; II, 1821 East River, N. Y___ I, 237; ii, 1731 Erie, Lake------------------------------------------, 1307 : , 31.37 Expenditures during the year , 29 I----------------------- Frankford Creek, Pa, __________________________________ 314 ; I, 1821 Gowanus Creek, N. Y_--------------------____ __-- I, 267; II, 1759 Gravesend Bay, N. Y-----------------------------------, 267; II, 1760 Great South Bay, N. Y---------------------------------__i, 268; II, 1760 Hackensack River, N. J______________________-----------, 299; ii, 1798 Hampton Roads, Va I, 467; ii, 1954 Hudson River, N. Y____ ______ , 235, 236, 237; n, 1726, 1727, 1729, 1730 Kanawha River, W. Va-------------------------------- i, 1049; II, 2692 Lindenhurst Canal, N. ________________________________, 267; II, 1759 Long Island Sound- _-. I, 177 Maine, battleship, removal from Habana Harbor ........ I, 1557; ii, 3403 Maurice Cove, N. J i, 374; Ii, 1846 Merrimac River, MassI_________- - ------ , 99; II, 1618 Mobjack Bay, Va--------------------------------_ i, 436; II, 1920 Nantucket Sound, Mass_____________________ i, 133, 134; 11, 1641, 1642 Newark Bay , 300; I, 1799 I-------------------------------------- Newport News, Va-----------------------------------_ 1 467; iI, 1953 Newtown Creek, N. Y---------------------------- i, 267; Ii, 1759 New York Harbor, N. Y__ -- - , 236, 237, 267, 268; ii, 1727, 1728, 1729, 1730, 1758, 1760, 1761 Norfolk Harbor opposite Sewalls Point_____-------------- 1,467; II, 1953 Obes Thorofare, N. J ---- ----------------- , 374; II, 1845 Pablo Creek, Fla ________-- I, 634 Patapsco River, Md------------------------------------ I, 408; , 1884 Patuxent River, Md ------------------------- ----------- , 436; II, 1920 Permanent appropriation for----------------------------------- I, 28 Pocomoke River, Md----------------------------------- I, 408; II, 1885 Pollock Rip Shoal_________________-------- I, 133; II, 1642 Pontchartrain Lake, Miss--_ 1,792; II, 2282 I, 7-------- 1,299; , 11, 1798 Rahway River, N. J---------- ------------------------ Rouge River, Mich-________________________-- I, 1243; III, 3054 Romer Shoal, New York Bay ___________________ , 268; ii, 1760, 1761 Rondout Creek, N. Y_______-------_--- - - I, 236; ii, 1727 Root River, Wis________ I, 1153 ; Ii, 2918 _-------- St. Clair River and Lake ------------------ I, 1243; III, 3054 St. Johns River, Fla___.. , 634 I------------ LII INDEX. Wrecks, etc., removal--Continued. Page. San Francisco Bay, Cal__________________________ I,1336; i, 3165 Sarasota Bay, Fla 634 i,i-------------- Savannah River - I, 581; ii,2085 South River, N. C-- , 517 I------------------------- Stoney Brook Harbor, N. Y I, 267; II,1759 Tangier Sound, Md---------------------------------- I,408; II, 1885 Tompkinsville, Staten Island, N. Y -__, 268; II,1760 Tonkards Creek, N. C ---------------------------------------- I,517 o Vineyard Haven, Mass__ , 134; I, 1642 I__________________________ Westchester Creek, N. J------------------------------- I,236; ii,1729 Whitehall Harbor, N. Y--- i, 2 5; n, 1726, 1727 Yabucoa Harbor, P. R------- , 1463; 111,3279 York River, Va i, 435; 11,1919 I---------------------- Y. Yabucoa Harbor, P. R., wreck in-_ I,14603; III, 3279 Yalobusha, River, Miss., examination-_-_-_-_-_-_-__ I,896 Yamhill River, Oreg. : Improvement------- I,1390; iii, 3215 Operating and care of lock and dam-------------------- 3220) I,1397: III, Yankton, S. Dak. See Missouri River. Yaquina River, Oreg., improvement------------------------ I,1364; III,3190 Yazoo River, Miss.: See also Mississippi River Commission: Improvement above mouth I,884; Ii,2377 Improvement of mouth, including Vicksburg Harbor----- I, 1483; Ini, 3425 Yellow Vfill Pond, Bridgeport, Conn. See Bridgeport Harbor. Yellow River, Fla., examination ----------------- ,C77 I----- Yellowstone National Park, improvement_ -- 1548; II, 3393 I--------------- York River, Va., wreck in___ I, 435; II,1919 York Spit, Chesapeake Bay, Va., shoals opposite.. See Patapsco River channel to Baltimore. Youghiogheny River, Pa., improvement ----- _ I, 1027; 11, 2642 Yuba River, Cal. See California Debris Commission. Yukon River, Alaska : Examination- -------- i,1456 Improvement of Apoon mouth- __ -- 1454; I , 3268 i.------------- Z. Zippel Bay, Minn., improvement_ , 952; 1i, 2493 I-------------------------