ANNUAL REPORTS, WAR DEPARTMENT FISCAL YEAR ENDED JUNE 30, 1918 REPORT OF THE CHIEF OF ENGINEERS U. S. ARMY 1918 IN THREE PARTS PART 1 WASHINGTON GOVERNMENT PRINTING OFFICE 1918 ANNUAL REPORT OF THE CHIEF OF ENGINEERS UNITED STATES ARMY 1918 811116 -- ENG '1918---1 1 WAR DEPARTMENT. Document No. 878. Office of the Chief of Engineers. REPORT OF THE CHIEF OF ENGINEERS, UNTED STATES ARMY. WAR DEPARTMENT, OFFICE OF THE CHIEF OF ENGINEERS, Washington, Sep tember 10, 1918. 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, 1918. CORPS OF ENGINEERS. According to section 11 of the national defense act approved June 3, 1916, the Corps of Engineers of the Regular Army consists of one Chief of Engineers, 504 officers of other grades, and the following organizations of enlisted men: Band ----- 1 Regiments7------- ---------------------------------------------- Mounted battalions-------------------------------------------- 2 OFFICERS, CORPS OF ENGINEERS. The number of officers holding commissions in the Corps of Engi- neers at the end of the fiscal year was 359, a net increase during the year of 82. Since July 1, 1917, the Corps of Engineers has lost by death four of its officers: Maj. Henry H. Robert, September 1, 1917; Capt. Myron Bertman, September 18, 1917; Col. William L. Guthrie, April 8, 1918; and Maj. Edwin R. Kimble, April 9, 1918. Forty-eight graduates of the Military Academy were commissioned as second lieutenants in the Corps of Engineers, 11 to date from August 30, 1917, and 37 to date from June 12, 1918. There were added to the Corps of Engineers during the fiscal year, by appointment, after competitive examination, under the provisions of section 5 of the river and harbor act approved February 27, 1911, 38 second lieutenants, of whom 1 was commissioned in July, 1917, 3 4 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. 86 were commissioned in October, 1917, and 1 was commissioned in May, 1918. The effective commissioned strength of the Corps of Engineers available during the fiscal year has been seriously depleted by details or assignments. At the end of the fiscal year officers holding commis- sions in the Regular Corps of Engineers were serving under promo- tions or details as follows: Appointed as general officers of the line--- _- _ -___--_________18 Detailed to the General Staff Corps--- ------------------------------ 20 Detailed to Chemical Warfare Service-------------------------------- 8 Detailed to the Tank Corps ---------------- 1------- Military attachds or on special military missions__-______ _____-- - 2 Total----- ---------------------------------------- ------- 49 On the 30th of June, 1918, the disposition of officers of the Corps 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, or on special duty in his office--- ___ 11 River and harbor work------------------------ -1 River and harbor and fortification work ___------- - 3 River and harbor and lighthouse work-------------------------- 1 River and harbor work and department engineer----------------------1 River and harbor, fortification, and lighthouse work--------------------- 2 River and harbor, fortification, and lighthouse work, and department enginer ---- --- ---------- 2--------------- Public buildings and grounds, District of Columbia --------------------- 1 With the government of the District of Columbia __----1 1______ Department engineer_______------- _--- 1 Department engineer and in charge of engineer depot 1------______ At engineer depots in the United States-- --------------------- 3 Instructors at officers' training camps________________________- - 7 Student at officers' training camp___ ---- ___- ____________ - - 1 On duty at the United States Military Academy----_________-__-_ 8 On duty with the General Staff Corps: . In the United States-------- ------------------------------------- 6 In Europe----------------------- 14 With troops in the United States---------------------------------- 109 With troops in Europe--------- 1---------------- 102 On other duty in Europe---------------- 86--------------- With engineer troops and on other military duty in the Philippine Islands- 2 On military duty or with engineer troops in the Hawaiian Islands--------- 2 On military duty or with engineer troops on the Isthmus of Panama-------- 2 On duty connected with the Panama Canal in the Canal Zone 1------------ Under observation and treatment in hospitals- Unassigned--------------------------------------------------- _ 37 3----------- Total -- ------------ -------------------------------- 359 The above table shows that out of a total of 318 officers (not in- cluding the Chief of Engineers, those unassigned and in hospital) only 19, or approximately 6 per cent, were on duty wholly under the control of the Chief of Engineers; 14, or 4 per cent, while performing some duty under the control of the Chief of Engineers were at the same time performing other duties under various other branches of the Government; while 285, or 90 per cent, were on duty detached from the control of the Chief of Engineers. With regard to the character of the duties performed, 301, or 95 per cent, were engaged on military duty exclusively; 7, or 2 per cent, were engaged on nonmilitary duty exclusively; and 10, or 3 per cent, were performing both military and nonmilitary duty. OFFICERS, CORPS OF ENGINEERS. It may be noted that the number of officers of the regular service now engaged in construction work is very much smaller than has customarily been found necessary. This is, of course, due to the great demand for regular Engineer officers for strictly war work, but with the assistance of retired officers formerly of the Corps of Engineers, who have patriotically returned to duty, and by the aid of trained civilian assistants, it has been found possible to satis- factorily carry on during the war the reduced amount of construc- tion work in this country. The excellent results which have been obtained since the war began by officers of the Corps of Engineers in organization, supply and construction, both in the United States and France, must be at- tributed to the prior training such officers had received, and this training has been rendered possible to a very great extent by the action of Congress in placing under the charge of the Corps of En- gineers the river-and-harbor improvements and certain other civil work of the Nation. Through such work opportunity has been given for the development of officers of the Corps of Engineers in taking heavy responsibilities, in the habit of making weighty de- cisions, in meeting sudden emergencies, in the organization, opera- tion, and care of large bodies of men, and in working with men not familiar with or subject to the discipline and regulations of military life. In addition, these civil works have given to the officers of the Corps of Engineers the practice necessary for any professional man, practice which could not be obtained in their ordinary military duties in times of peace. Experience has shown that the adopted practice of having a young engineer officer on entering the service spend his first two or three years in strictly military work and thereafter have tours of duty alternately in civil construction and in military work, keeps the officer fresh and interested in his work; gives him a well- rounded mental and professional development; and produces an en- gineer officer fitted for any service the war may demand. RETIRED OFFICERS. The work of the Corps of Engineers in the present war has been: greatly assisted by the patriotic spirit of retired officers formerly of the Corps of Engineers who have returned to active duty. Six- teen such officers are now in active service, including two major gen- erals and four brigadier generals. TEMPORARY OFFICERS, CORPS OF ENGINEERS. The acts of June 3, 1916, and May 18, 1917, provided that tem- porary vacancies created by the appointment of officers of the Regu- lar Army to higher grades in the National Guard, National Army, and other forces should be filled by temporary promotions, and that vacancies in the lower grades resulting from such temporary pro- motions which could not be filled by promotions might be filled by temporary appointments. During the fiscal year a large number of engineer officers were commissioned in advanced grades in the National Army. The pro- motions resulting left in the grades of first and second lieutenant a 6 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. number of vacancies which could not be filled by promotion, and advantage was therefore taken of the laws mentioned by the appoint- ment as temporary officers of deserving noncommissioned officers of the regular engineer service. A total of 71 such appointments were made. During the fiscal year a large numbe of these temporary officers liad been promoted to advanced grades in the National Army, but at the end of the fiscal year 19 first lieutenants and 7 second lieuten- ants were still serving under such temporary commissions. ENGINEER TROOPS, CORPS OF ENGINEERS. There was no change during the fiscal year in the authorized num- ber of Regular Army Engineer units, namely: Band --------------------------------------------------------- 1 Engineer regiments (of 6 companies each)--------------------------- 7 Battalions qf mounted Engineers (of 3 companies each)----------------- 2 At the beginning of the fiscal year the Engineer regiments and mounted battalions were in process of reorganization. Prior to May 15, 1917, there had been only three Engineer regiments and one com- pany of mounted Engineers, but on the above-ientioned date instruc- tions were given to raise the Engineer enlisted force to the full legal strength of seven regiments and two mounted battalions. This reor- ganization was in progress at the beginning of the fiscal year and was completed shortly thereafter. At the beginning of the fiscal year the actual commissioned strength of the Corps of Engineers was only about half of the legally author- ized strength. Owing to this fact and to the great demand for officers of the Corps of Engineers for other than engineer work and to assist in the organization of Engineer units of the National Army, it was not possible to officer the Engineer units of the Regular Army entirely by officers of the Regular service. As far as possible, the senior offi- cers in such regiments are Regular officers. The vacancies remaining which could not be filled by the detail/of Regular officers have been filled by the appointment as temporary officers of deserving noncom- missioned officers and by the details to active service of officers in the Engineer Reserve Corps and by the assignment to duty in these regiments of Engineer officers of the National Army. Throughout the fiscal year the Third Engineers remained in our foreign possessions, distributed about equally between the Philippine Islands, the Hawaiian Islands, and the Panama Canal Zone. Of the other Regular Engineer organizations, the First, Second, Fourth, Sixth, and Seventh Regiments were sent to France during the fiscal year, and at the end of the fiscal year the Fifth Regiment was ready for such service and was awaiting orders. The two mounted bat- talions, known as the Eighth and Ninth Engineers, have been on duty at the Mexican border throughout the fiscal year. Of the Regular Engineer organizations which went abroad during the fiscal year, several have already taken part in active field opera- tions. The Sixth Regiment especially, which was serving with the British Army, received special commendation for its work in assist- ing to repulse the German drive during March. OFFICERS, CORPS OF ENGINEERS. 7 Although,' as stated, there has been no actual change during the fiscal year in the number of authorized Regular Army Engineer units, legislation was pending in Congress at the end of the fiscal year and was subsequently enacted into law which authorizes a band for each Engineer regiment instead of one band for the entire Engineer establishment, as has been the law previously. NATIONAL GUARD ENGINEERS. The acts of Congress approved June 3, 1916, and May 18, 1917, anthorized the drafting into Federal service of National Guard or- ganizations when necessary, and during the fiscal year 17 divisions of National Guard troops were organized, each containing ani Engi- neer regiment. The National Guard, when drafted into the service of the United States, was very deficient in Engineer troops, very few of the States having had previously a proper quota of Engineers, and such as were in existence had been organized .under preexisting laws. Not only was the National Guard deficient in Engineer troops, but such Engi- neer troops were most irregularly distributed, some of the divisions containing a slight excess of Engineer companies, while others con- tained but a single company instead of the six required. Based, however, upon the existing Engineer organizations, the re- quired 17 Engineer regiments were organized, the deficiencies, where they existed, being supplied by the transfer to the Engineer regi- ments of organizations originally formed in other branches of the line. All of these regiments are now in the service and are num- bered from 101 to 117, inclusive. Where the Engineer .regiment was composed entirely of troops from one State, as was the case in Massachusetts, New York, Penn- sylvania, Ohio, and Illinois, the colonel of the regiment was ap- pointed from the National Guard of that State. Where the regi- ment was made up of. troops taken from two or more States, as was the case in the other 12 regiments, officers selected from the Corps of Engineers, Regular Army, were assigned to the command of the regiment and were appointed colonels of Engineers in the National Army. The other officers of all the regiments were, as a rule, appointed from the National Guard. In the cases where an insufficient number of suitable National Guard officers were available, the remaining vacancies were filled by the assignment of officers of the Engineer Reserve Corps and of Engineer officers of the National Army, these officers, -as far as practicable, being selected from the same terri- torial areas from which the regiments were recruited. At the end of the fiscal year the commissioned strength of the Engineers of the National Guard in the service of the United States was as follows: Colonels -------------------- --------- 5 Lieutenant colonels--------------------------------------------- 11 Majors------------------------------------------------------------ 33 Captains 156 1------------------- First lieutenants ------------------------------------- 254 Second lieutenants_ - -------------------- 146 Total __----------------- ------ 605 8 REPORT OF' CHIEF OF ENGINEERS, U. S. ARMY, 1918. RESERVE CORPS. ENGINEER OFFICERS' RESERVE CORPS. The national defense act approved June 3, 1916, authorized, in different branches of the Army, a reserve corps of officers who would from time to time during peace receive training in military matters, and who would be available for service in time of war or other emergency. Immediately after the passage.of this act steps were taken toward the organization of the Engineer branch of this Officers' Reserve Corps. Communications were had with the representatives of the national engineering societies, and a joint committee was appointed by such societies to consult with the Chief of Engineers. As a result of this consultation and with the officers of the War College having this matter under consideration, a draft of' regulations for the or- ganization of the Engineer Officers' Reserve Corps was prepared and published. From the very beginning the response from the engineers of this country was exceedingly gratifying, many of the most prominent engineers in different branches of the profession requesting commis- sions in the Reserve Corps, and shortly after the declaration of war the number of applications which began to pour in became so great that the clerical force of the department was for a while unable to keep up to date in handling these applications. By the end of the fiscal year 1917 more than 15,000 applications had been received. Each application was carefully examined in this office and was then referred to a local board, of which some 60 were established in dif- ferent parts of the country, for the physical and professional ex- amination of the candidate. The reports of these boards were for- warded to the Office of the Chief of Engineers and were there con- sidered by a central board before being sent to The Adjitant Gen- eral. Up to June 30, 1917, commissions had been issued to 2;875 offi- cers, of whom 757 were at that time in active service, as follows: Majors ------------------ ------------------------------------- 44 Captains ------------------------------------------------- 24 First lieutenants_---------------------------------------------- 262 Second lieutenants ------------------------------------------ 211 During the fiscal year the issuance of commissions in the Engineer Reserve Corps was continued, and up to June 30, 1918, a total of 7,391 such commissions had been issued. Except in the cases of men specially qualified for a particular duty, the commissions issued in the Reserve Corps during the fiscal year were restricted to men above 'the draft age and who had made application for commission prior to the beginning of the fiscal year. During the year there were a number of losses, due to deaths, resig- nations, promotions, etc., and especially to transfers, either to other branches of the service or to the Engineers, National Army. Since the highest legally authorized grade in the Engineer Reserve Corps is that of major, all appointments or promotions to the grades above that of major could not be made in the Reserve Corps, and were con- sequently made in the National Army. OFFICES, CORPS OF ENGINEERS. The number of officers still holding commissions in the Reserve Corps at the end of the fiscal year, June 30, 1918, were as follows: Majors ------------------------------------ ----------------- 277 Captains --------------------------------------------------- 1,489 First lieutenants--------------------- _1, 864 Second lieutenants 040 1--------------------- Total---- ----------------------------------------- 4,670 Of these officers, all but 42 have been called into active service, those now still on the inactive list consisting principally of United States employees now employed on Federal work from which their services can not at this time be spared. The Engineer Reserve_ Corps as originally authorized was uinlim- ited in, size, the only restriction being that the number of officers of higher grades should not bear a greater proportion to the number in the lowest grade (second lieutenant) than the ratio existing between the legally authorized numbers in the same grades of the Corps of Engineers, Regular Army. During the autumn of 191 7 , however, the policy was adopted by the War Department of limiting the number of commissions out- standing' to the actual needs of the military service as foreseen at the time. This restriction on the number of commissions that could be issued did away with the essential purpose of the Reserve Corps, which is that this corps should be a reserve of officers who might be called upon when the conditions required it; consequently, there- after it became customary to commission more and more officers as engineers of the National Army and not in the Reserve Corps. As originallyplanned, the Engineer Reserve Corps was to consist of two classes of officers, known as class "A" and class " B," the former to be composed of officers who had had military training and were fitted for service with troops, and the latter to be composed of men with limited military training who would be available either for consultation or for important work in the rear of the Army. At the time of the organization of the Engineer Reserve Corps many promi- nent engineers of considerable age but great experience offered their services and were commissioned for so-called class "B" service, it never being contemplated that they would be called upon to do strenuous military duty, but that they would be available for consultation when important work was under consideration. When the restriction was placed on the number of outstanding commissions, it became neces- sary to utilize the full number authorized, and many prominent en- gineers whose advice on certain matters would be of value found themselves forced either to resign their commissions or to attempt active military duty, for which they were not physically fitted. Since the restriction was placed: upon the number of commissions that could be issued no persons have been commissioned except those in- tended for class "A" service--that is, active military duty. 10 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. The status of the Engineer Reserve Corps at the end of the fiscal year is shown in the following table: Engineer Officers' Reserve Corps. First Second June 30, 1918. Major. Captain. lieuten- lieuten- ant. ant. Original appointments.................................... 327 1, 952 2, 564 2, 050 Gains otherwise: Transfers from other branches of the service.......................... 2 8 5 Promotions..................... ................... 94 166 196 ......... Demptions............................ ................ .......... 1 8 18 Total gains............. ........................... 421 2,121 2,776 2,073. Losses: Deaths............................................... 2 11 13 9 Discharges................................ ..... ........ . 8 109 130 109 Resignations............................................... 35 137 94 71 Revocatons...... ........... ...................... 1 20 18 8 Declinations ........... ...... ......... 14 105 84 60 Promotions.... Demotions.................. ..... ........ ........................... ... ........... . ... 53 1 158 8 414 18 5691 ......... Transfers to other branches........................ ......... Transfers within engineers................................ 24 6 70 14 124 17 .6 179 Total losses................... .................... 144 632 912 1,033 Net..................................................... - 277 1,489 1,864 1, 040 In addition to the above, 128 persons had been examined and rec- ommended for commissions and were awaiting the actual issuance of the commissions from The Adjutant General's Office. ENGINEER ENLISTED RESERVE CORPS. In addition to the Officers' Reserve Corps, the national defense act, approved June 3, 1916, authorized, in certain branches of the Army, Enlisted Reserve Corps, composed of men specially fitted for service in the special branches who would enlist in this Reserve Corps. They were to receive from time to time military training and would thus be available for service in time of war or any other emergency. At the beginning of the war there had been enlisted in the engi- neer branch of the Enlisted Reserve Corps a number of men fitted for duty as engineer soldiers, and the railway regiments which had been organized during the preceding fiscal year had at first been formed from men who were so enlisted. Subsequently, however, the men in their special regiments were all transferred to the National Army. During the fiscal year a few enlistments in the Reserve Corps were made, but this was soon stopped. All men who had previously been enlisted in this Reserve Corps were called into active service and all enlistments thereafter were made in the National Army. The Engi- neer Enlisted Reserve Corps is now considered as dormant until the end of the war. SPECIAL ENLISTED RESERVE CORPS. During the autumn of 1917 the attention of the Secretary of War was called to the fact that owing to the effect of the draft the number of students taking engineering courses in the technical colleges and NATIONAL ARMY ENGINEERS. 11 universities was becoming very much reduced. As a general rule, engineering students did not complete their technical courses in the college until they were well within the draft age, and it was feared that if such students were called into the service the classes at the technical institutions would be seriously reduced in strength, with a resulting scarcity of trained engineers in the country. This matter was given consideration by the department, and as a result modifications were made in the selective-service regulations which would permit certain students at certain technical institu- tions to enlist in the Engineer Enlisted Reserve Corps with the understanding that when so enlisted they would be allowed to con- tinue and complete their courses at the universities. In order to restrict this privilege to deserving engineer students at first-class engineering institutions, this privilege was limited to students at institutions whose names were included in the list of approved technical schools, and only to such students at these schools as had obtained a certain standard of scholarship. The list of ap- proved technical schools was made up with the assistance of the Bureau of Education of the Interior Department. It is provided in the regulations covering the subject that, upon the completion of their courses or their separation from the institu- tions for other reasons, the men who have in this manner been en- listed must either be at once called into active service in some techni- cal branch of the Army or else become subject immediately to the draft. At the end of the fiscal year this Special Enlisted Reserve Corps consisted of about 2,000 men. Students of this character are considered good material for ap- pointment as Engineer officers, and those who choose to enter active service are usually sent at once to an officers' training camp. NATIONAL ARMY ENGINEERS. The term " National " Army is that applied to the organizations other than those of the Regular Army and National Guard which have been raised for the present emergency, partially by voluntary enlistment and partially by draft, under the terms of the act approved May 18, 1917. The Engineer portion of the National Army consists of: Officers commissioned as Engineer officers of the National Army, the divi- sional Engineer regiments, and special Engineer troops organized for special technical service. ENGINEER OFFICERS, NATIONAL ARMY. The first Engineer organizations which were formed in the Na- tional Army were officered either by details from the Corps of Engi- neers of the Regular Army, or from the Engineer Officers' Reserve Corps, except in the grades of colonel and lieutenant colonel. The officers assigned to duties in these last mentioned grades had to be commissioned as colonel and lieutenant colonel in the National Army since promotions could not be made in the Regular Army, on account of assignments in the National Army, and commissions in the Reserve Corps were by law restricted to the grades of major and lower grades. 12 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. In the early part of the fiscal year the policy of commissioning in the Reserve Corps all officers of the National Army units below the grade of lieutenant colonel was continued, but when in the autumn a restriction was placed upon the number of outstanding Engineer commissions, and it thereby became impossible to commis- sion officers in the Reserve Corps and give them some instruction prior to the time they were actually needed in the service, it became customary to commission the officers required for the National Army Engineer units or in the Engineers, National Army. Up to the end of the fiscal year a total of 4,386 such commissions had been issued. The following table shows the status of Engineer officers of the National Army during the fiscal year, showing those commissioned, recommissioned, the losses, and so forth: Engineer officers, National Army. Lieu- First Second June 30, 1918. Colonel. tenant Major. Captain, lieu- lieu- colonel. tenant. tenant. Original appointments.................... 73 29 4 15 112 1,185 Gains otherwise: Transfers from other branches................... 2 1 19 77 25 Transfers within the Engineers ....... 1...... 2 2 2 1 Promotions........................... 22 53 60 283 418 ..... Total gains................... 96 84 67 319 609 1,211 Losses: Deaths.............................. 1 ..... 1. Discharges..................... Resignations ................... Revocations...................... ..... .. .......... .......... 1 1 Declinations........................ Promotions......................... .18 3 3 12 63 Transfers to other branches........... 7 4 3 5 17 86 Transfers within the Engineers........ Total losses................... 9 27 6 11 32 154 Net............................... . 87 57 61 308 577 1,057 The above table shows that a total of 2,147 officers held commis- sions as Engineers, National Army, at the end of the fiscal year. This number includes 73 colonels and 9 lieutenant colonels appointed from the Corps of Engineers, Regular Army, but does not include 139 persons who have been examined and recommended for commis- sion and who are awaiting the actual issuance of the commissions from The Adjutant General's Office. NATIONAL ARMY ENGINEER TROOPS. DIVISIONAL ENGINEER OR SAPPER REGIMENTS. The Engineer quota of a division consists of one Engineer regiment and an Engineer train. Prior to the beginning of the fiscal year the term "Pioneer" had been applied to the regiment of Engineer com- batant troops pertaining to a division, but during the fiscal year this name was officially changed to "Sapper " to avoid confusing such Engineer troops with the newly formed " Pioneer" Infantry regiments. NATIONAL ARMY ENGINEERS. 13 Nineteen such divisional sapper regiments were formed during the fiscal year in the National Army, and in addition five sapper battalions were formed, one for each of the five Corps Engineer regiments. SPECIAL ENGINEER TROOPS. In addition to the regular divisional sapper regiments and the sapper battalions of the corps regiments, many Engineer units have been organized. At the beginning of the fiscal year, 10 such special Engineer regi- ments were in existence, as follows: One forestry regiment, five rail- way construction regiments, three railway operating regiments, and one railway shop regiment. At the beginning of the fiscal year practically all of these regiments were complete in organization, and about half of them in equipment. Their organization and equip- ment were rapidly completed and the nine railway regiments em- barked for France during July, 1917, and the forestry regiment dur- ing September, 1917. In addition to the above 10 regiments, special Engineer troops have been organized during the fiscal year as follows: Forestry regiment -------------- 1 Camouflage regiment (only 2 com- Auxiliary forestry battalions----- 3 panies organized as yet)------- 1 Railway construction regiments__ ' 2 General construction regiments___ 2 Railway operating regiments----- 2 Water supply regiment----------- 1 Railway operating battalions--__ 14 Mining regiment ---------------- 1 Railway shop regiment---------- 1 Quarry regiment--------------- 1 Railway maintenance of way bat- Electrical and mechanical regi- talions ---------------------- 5 ment ----------------------- 1 Railway maintenance of equip- Crane operating battalion (only 2 ment battalions --------------- 2 companies organized as yet)_ 1 Railway trasportation battalions_ 2 Surveying and printing battalion. 1 Railway trades and storekeepers Service battalions -------------- 46 battalion - 1 Motor transportation companies- 18 Light railway construction regi- Ponton trains----------- 5, ment ----------------------- 1 Army ponton park--------------- 1 Light railway operating and shop Inland waterway battalion (4 regiment-------------------- 1 companies) ------------------- 1 Railway transportation corps-__ 1 Searchlight regiment------------ 1 Supply and shop regiments -- __-- 2 Gas and flame regiment---------- 1 Highway regiment -------------- 1 All the organizations listed are intended for service abroad, and the larger part of them are already there or are en route thereto. For service at home, the following troops have been organized: One military mapping service, a Gas Defense Service, 44 Engineer depot detachments, and, in addition, 10 Engineer training and replacement regiments, the individual members of which are sent to foreign service as fast as they are sufficiently trained and equipped. The above-mentioned Engineer units of the National Army were officered partly by details from the Regular Army, partly by the assignment of Reserve Corps officers, and partly by the appointment as Engineer officers in the National Army of especially qualified persons. In general, during the organization period such units were placed under the command of, or at least under the supervision of, Regular officers; but the number of Regular officers available has been too small to permit such Regular officers to remain permanently with 14 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. all organizations, and consequently many such organizations when actually called into service had no Regular officers serving with them. The battalion and regimental strengths of the organizations men- tioned above as measured in companies varies greatly, and in some cases there are no battalion organizations between the regimental headquarters and the companies, and in others the companies have been formed practically as independent units without either battalion or regimental headquarters. In most cases the battalions consist of 3 companies, though frequently of 4, and sometimes of more. A regi- ment usually consists of 2 battalions, though many of them have more than 2 battalions, one regiment containing as many as 10 battalions. Of the special Engineer troops named above a few may be con- sidered as noncombatant but all must be considered as combatant troops whose duties are such as to call them into or near the front line, for all such troops are liable at any time to be called upon to take part in actual battle and have been trained accordingly. This is true not only of the sapper troops but also of the gas and flame. railway, highway, mining, camouflage, ponton, searchlight, and sound and sight ranging troops, and occasionally even of others. In many cases special Engineer .troops have been actually called into action, and the Eleventh, Twelfth, and Fourteenth Regiments espe- cially have received commendation from our allies for the parts they have taken in battle. THE GAS DEFENSE SERVICE. During the fiscal year there was organized in the Sanitary Corps of the Army a Gas Defense Service, consisting of officers and en- listed men who were trained to give instruction to the Army at large the use of gas masks and other measures for defense against gas. In March, 1918, it was decided that such work did not belong prop- erly to the Sanitary Corps, and the service was accordingly trans- ferred to and became a portion of the Engineer service of the Na- tional Army, the officers, being recommissioned as Engineers and the enlisted men being transferred to the Engineer service. At the end of the fiscal year, 86 officers and about 200 enlisted men were engaged in this work. TANK SERVICE. Early in January, 1918, the Chief of Engineers received instruc- tions to begin the organization of a tank service and at once pro- ceeded to do so, the organization being designated as the " Sixty-fifth Engineers." This regiment was to consist of a light tank service and a heavy tank service. An officer of the Corps of Engineers was detailed to take charge of this organization and made visits to several of the divisional camps to select officers and enlisted men for service with these tanks. By March 15, 1918, a total of 115 officers had been assigned to the tank regiment, some being selected from those already commis- sioned and some being especially commissioned for this tank service. One thousand and fifty enlisted men had by that date been assigned to this regimens. NATIONAL ARMY ENGINEERS. 15 In March instructions were issued from the War Department or- ganizing the tank service as a separate organization, independent of the Engineers, and 97 officers and all the enlisted men were, on March 18, 1918, transferred to this new tank organization. The remaining 18 officers preferred to retain their Engineer commissions and were transferred to other Engineer duties. In addition to the officers formally transferred, a great many others had been selected for commission in the Engineers for duty with the Sixty-fifth Engineers, but the commissions had not been issued at the time of the transfer, and when issued, the commissioned were all in the tank service, and such officers therefore never became part of the Engineer service. RAILWAY TRANSPORTATION CORPS, NATIONAL ARMY. The first Engineer regiments to go overseas were nine railway units originally intended for service with our British and French allies. Some of these regiments were actually sent to serve with the British and French Armies, but the majority of them, with cer- tain other unattached Engineer officers, were utilized with the Ameri- can Expeditionary Force. In October, instructions were given to organize in France a railway-transportation service based upon the railway regiments referred to and Engineer officers who had had rail- way experience. Subsequently, this organization was much enlarged and in France became an organization independent of the other Engineer organiza- tions. The officers serving with railway units are commissioned as Engineers of the National Army, but the 238 officers for the head- quarters and general offices are commissioned in the Railway Trans- portation Corps, National Army. The personnel for this transpor- tation corps is raised and organized under the charge of the Chief of Engineers, and technical supplies and equipment are purchased by the Engineer Department. The following table shows the status on June 30, 1918, of the offi- cers of this Railway Transportation Corps: Railway TransportationCorps, June 30, 1918. Lieu- First Second Colonel. tenant Major. Captain. lieutan- lieuten- colonel, ant. ant. Original appointments .............. 1 1 15 41 57 80 Gains otherwise: Transfers from other branches of the service.......................... ............................ 1 3 3 Transfers within the Engineers....... ......... 4 4 12 14 5 Promotions................... 5 3 4 1 ....... ......... Total.......... ........... 6 8 23 55 74 88 Losses: Discharges...................... Resignations................... Revocations ..................... ................ .. ......... 1 1.. Declinations........................ Promotions..................... S ..................... 3 ..--... 1 1 1........... 2......... ........ Transfers to other branches.......... Transfers within Egnineers........ Total............................... 1 3 1 3 5 3 Net............... ................. 5 5 22 52 69 85 16 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. In addition to the above, 16 persons had been examined and recom- mended for commission and were awaiting the actual issuance of the commission from The Adjutant General's office. SUMMARY OF ENGINEER PERSONNEL. Including the officers of the Corps of Engineers, Regular Army; temporary Engineer officers of the Regular Army; the National Guard Engineer officers; the Engineer Officers' Reserve Corps; the Engineer officers, National Army; and the Railway Transportation Corps; and making proper deductions for those persons holding com- missions in both the Regular Army and in the National Army, there were on June 30, 1918, a total of 7,963 Engineer officers. During the fiscal year 521 other Engineer officers were transferred to and ac- cepted commissions in other branches of the service. At the end of the fiscal year the approximate total enlisted strength of Engineer units was 214,274, of whom approximately 130,000 had already embarked for foreign service. The following table shows the individual Engineer organizations, their date of authorization, enlisted strength, place where mobilized, and date of departure for foreign service: ___ Author- ized max- Name of organization. Kind of troops. Date authorized in Regu- imum Approximate strength Where mobilized. When sailed. lar Service at- strength (enlisted men). I I---I i i----- First Engineers........ Sapper and train...... June 30, 1917............. 1,695 1,695.................. Washington Barracksj D. C............ Aug. 7, 1917, and Feb. 7, 1918. Second Engineers..... ... do............... .....do................... 1,695 1,695................... El Paso, Tex......................... Sept. 10, 1917. w Third Engineers.............do................. ..... do.................... 1, 204 1,204 .................... Canal Zone, Panama; Manila, P. I.; and Honolulu, Hawaii. 0 Fourth Engineers...... ..... do............. do................... ..... 1, 695 1,695 ............. ... Vancouver Barracks, Wash., and Camp Sapper, Apr. 30, 1918; Greene, Charlotte, N. C. train, Aug. 7, 1917. Fifth Engineers.............do ................. ..... do................ 1,695 1,695.......... .... Camp Skurry, Corpus Christi, Tex..... fc Sixth Engineers........ .... do................. ..... do................... 1,695 1,695.................. Washington Barracks, D. C............ Dec. 4, 1917. Seventh Engineers......... do .............. ..... 1, 695 do..................... 1,695 .................. Fort Leavenworth, Kans...... .... Mar. 6, 1918, and Mar. O 16, 1918. Eighth Engineers...... Mounted battalion.... ..... do.................. 440 440................. El1Paso, Tex.... ............... - Ninth Engineers ..... .... do............ 440 440......... ........... do............................... Tenth Engineers ....... Forestry ............. May 17, 1917.............. 1,587 1,587................ American University, Washington, Sept. 10, 1917. D. C. Eleventh Engineers.... Railway construction. May 3, 1917 ............. 1,587 1,587................. Fort Totten, N. Y........... ..... July 9, 1917, and Mar. , 6,1918. Twelfth Engineers..... Railway operating. .. ..... do................ 1,587 1,587- ......... ......... St. Louis, Mo........................ July 28, 1917, and Feb. 27, 1918. Thirteenth Engineers .... do............ do .................. 1,587 .... 1,587..... ........ Chicago, Ill.......................... July 22, 1917. Fourteenth Engineers. .,do............ _ .....do.................... 1,587 1,587 .... ........ Boston, Mass....................... July 27, 1917. Fifteenth Engineers.... Railway construction. .....do ................. 1,587 1,587 ................. Pittsburgh, Pa........................ July 29, 1917. Sixteenth Engineers...._..... ..... do.... do................. .......... 1,587 1,587................ Detroit, Mich ....................... Aug. 1, 1917. M Seventeenth Engineers. .....do ............ ..... do..... .......... 1,587 1,587... ............... Atlanta, Ga............................ July 28, 1917. Eighteenth Engineers.. .... ..... do................. do..... .......... 1,587 1,587................ Seattle, Wash., and San Francisco, Cal. Aug. 9, 1917. m Nineteenth Engineers.. Railway shop......... May 3, 1917, Aug. 15, 1917, 3,909 3,619 abroad, 290 in Philadelphia, Pa.................... Aug. 9, 1917.M and Jan. 13, 1918. United States. Twentieth Engineers... Forestry ............. Aug. 15, 1917, and June 4, 8,029 8,029.................... American University, Washington, Nov. 12, 1917. 1918. D.C. Twenty-first Engineers. Light railway opera- Aug. 15, 1917............. 3,135 1,600..----- .. .. Camp Grant Rockford, Ill:, and Fort Dec. 26, 1917. tion and shop. Benjamin Harrison, Ind. Twenty-second Engi- Light railway con- - . . ............... neers. struction. 3,909 500 abroad...............Camp Sheridan, Montgomery, Ala., and June 30, 1918. 1,000in United States. I Fort Benj. Harrison, Ind. Twenty - third Engi- Highway.............. ... do.... ........... 4, 655 4,655......... .. Camp Meade, Annapolis Junction, Md. Jan. 23, 1918. neers. Twenty - fourth Engi- Supply and shop..... .....do................... 1, 587 1,587 .................. Camp Dix, Wrightstown, N. J......... Feb. 18, 1918. neers. Twenty-fifth Engineers General construction.. ..... do.................. 1,539 1,539.................... Camp Devens, Ayer, Mass............ Oct. 31, 1917, and Jan. 4, 1918. Twenty- sixth Engi- Water supply......... .....do................... neers. Eg Mn . .. 1,539 uite aUin 6907 d. .t..... Camp Dix, Wrightstown, N. J....... Oct. 31, 1917. Twenty-seventh Engi- 781 a ioa..... ..... Camp Meade, Annapolis Junction, Md., Feb. 27, 1918. neers. Mining-.-......... .... do................... 1,539 19 in Unted States..... and Camp Leach, D. C. 1. ... .. ... ... .. ... F- -- 1 _ __ Author- ized max- Kind of troops. Date authorized in Regu- imum Approximate strength Where mobilized. When sailed. Name of organization. lar Service at- strength (enlisted men). (enlisted men). I-. I 1I Twenty-eighth Engi- uarry............... Aug. 15,1917........... 1024 abroad........ 1,587 (16 in United Sttes.... }Camp Humphreys, Va................ Feb. 9, 1918. neers. 0 Transferred in May to Twenty -ninth Engi- 1,250 476,................. Camp De vens, Ayer Mass.; Washing- Corps Regiments and 0 Surveying and print- ... do.................... ton Barracks, D. .; and Fort Myer, strengths carried in neers. 774 524........ ............ Va. record of latter Oct. 0 ro 31, 1917. Dec. 26, 1917. Thirtieth Engineers.... Gas and flame..............do...... ........ 1,587 1,587............... Fort Myer, Va...................... Feb. 27, 1918. June 28, 1918. Thirty-first Engineers.. Railway operating ..... do.... ................. do 1,587 1,587...... .... Fort Leavenworth, Kans.............. June 7, 1918. Thirty - second Engi- Railway construction.! Aug. 15; 1917, and Dec. 7, 1, 587 1,587.................. Camp Grant, Rockford, Ill...... ... June 15, 1918. 0 neers. I 1917. Thirty-third Engineers. General construction.. Aug. 15, 1917........... 1,539 5750 abroad.......... 789 in United States.... }Camp Devens, Ayer, Mass............ ay 10, 1918. ... Thirty - fourth Engi- Supply and shop...... .....do................... 3,135 2,722............ First, Second, and Fourth Battalions, neers. Fort Benjamin Harrison, Ind. Third Battalion at Camp Dix, Wrights- O O Thirty-fifth Engineers.. Railway shop......... Sept. 5, 1917, and Jan. 13, 1918. (4,021 town, N. J. 4,361 340 in United States..... Camp Grant, Rockford, Ill.............. Dec. 12, 1917.- abroad............. Thirty-sixth Engineers. Railway transporta- Dec. 7, 1917 ............. 834 834 ..................... Camp Grant, Rockford, Ill............ June 7, 1918. tion battalion. ao Thirty-seventh Engi- Electrical and me- neers. chanical. }Dec. 7 and 22, 1917........ 1, 587 774 abroad .......... {813 in United States..... }Fort Myer, Va........................ May 8, 1918. Thirty-eighth Engi- Crane operator........ Nov. 28 and Dec. 7, 1917... 500 500 ..................... .... do....................... Feb. 27, 1918. neers. ci Thirty-ninth Engineers Railway operating bat. Aug. 15, 1917... .......... 774 774................... Camp Upton, Long Island, N. Y...... June 7, 1918. talion. Fortieth Engineers.... Camouflage ........... Dec. 4, 1917............ 524 abroad......... American University, Washington, Jan. 4, 1918. Forty-first Engineers... Auxiliary forestry bat- Dec. 7, 1917............... 574 1,024 50 in United States..... 1,024.............. D. C. do .................. I. .............. ..... ...... Mar. 1, 1918. talion. Forty-second Engineers ..... do. . ............ ..... do............... 1,024 1,024................. ..... do............... ............. May 10, 1918. Forty-third Engineers.... do... .......... ..... .....do................... do...; ..... ".- ..... 1,024 1,024.................. .... do................................ May 22, 1918. Forty-fourth Engineers Railway maintenance 774 624................... Fort Benj. Harrison, Ind.......... of way battalion. ..... do.................... Forty-fifth Engineers... ... do............... 774 624 ................ Camp Humphreys Va ... Forty-sixth Engineers ..... do. ... -......... ..... do................ 774 Camp Sheridan, Montgomery, Ala... 774................... Forty-seventh Engi- .do........do.. ..... do............... 774 624 ................ --.... do............................. neers. Forty-eighth Engineers ..... do... ....... .---. do.............. 774 624 .... ............. FortBeni. Harrison, Ind............ Forty-ninth Engineers. Railway maintenance Aug. 15, 1917.......... 774 Fort Myer, Va...................... 774...................... of equipment bat- talion. Fiftieth Engineers.... ...- do................ Dec. 7, 1917............ 774 Camp Laurel, Md.................... 774 -.......---......-....... Fifty-first Engineers... Railway miscellane- .!...do...........--.--.-- 774 Camp Humphreys, Va................. June 30, 1918. 774 ....-................ ous trades and store- keepers. Fifty-second Engineers. Railway operating Aug. 15, 1917............. 774 774 ................. Camp Upton, Long Island, N. Y....... June 7, 1918. battalion. Fifty-third Engineers.. do.............. -....Dec. 7, 1917........... 774 774 .................... .Campo.Dix, Wrightstown, N. J....... June 10, 1918. Fifty-fourth Engineers. .... do.. ............. ..... do................ 774 774..................... .... Fifty-fifth Engineers... Railway construction. Aug. 15 and Dec. 7, 1917... 1, 587 1,587.................. Camp Custer Battle Creek Mich....... Fifty-sixth Engineers.. Searchlight......... Dec. 13, 1917, and Feb. 18, 2,500 1,500............... Washington Barracks, D. 6C............ Transferred in Febru- 1918. ary and April to corps regiments and strengths carried in record of latter. Fifty-seventh E ng i- }Inland waterways..... Mar. 8, 1918............. 1,000 500 abroad .......... 250 in United States..... }Camp Laurel, Md.................. June 30, 1918. neers. Fifty-eighth Engineers. Railway operat ing Feb. 13, 1918.............. 774 774.... ............ Organized in France .................. Organized overseas. battalion. Fifty-ninth Engineers.. ..... do............... ..... do................... 774 774.................... ..... do...... ....................... Do. Sixtieth Engineers..... ..... do ............... ..... do.................... 774 774 .................. Fort Benjamin Harrison, Ind.......... Sixty-first Engineers... ..... do................ .... do................... 774 774 ...................... Sixty-second Engineers .... do . . ........ ...... ..... do.................... 774 774..................... do...................................... .. :..do............................... .. Sixty-third Engineers. ..... d................ . d...do................... 774 522................ O Sixty-fourth Engineers. ....do............... May 3, 1918 ............ 774 774..................... Organized in France................. Organized overseas.. Sixty-fifth Engineers Tank troops......... Jan. 16, 1918.......... 3,644 1,050 on Mar. 16......... Camp Meade Annapolis Junction Md., Transferred to special (original). and Camp Upton, Long Island, N. Y. tank service Mar. 18, 1918. Sixty-fifth Engineers Railway o p e r a t i n g May 3, 1918 ............... 774 774 ..................... France..... ................... Organized overseas. 1 (new). battalion. Sixty-sixth Engineers.. Railway operation .... Aug. 15, 1917 .......... 1,587 1,587................... Camp Laurel, Md.................... June 30, 1918. Sixty-seventh E n g i- Railway transporta- May 3, 1918 ........... 834 834...................... Organized in France.............. Organized overseas. neers. tion. Sixty-eighth Engineers. Railway op er at ing ..... do.................... 774 To be organized at Camp Leach, D. C.. battalion. 1,695.................... .. Sixty-ninth Engineers. ..... do............... ..... do................. 774 ..... do........................... One hundred and first Sapper and train...... June 3, 1916, and May 18, 1, 695 1,695................... Camp Greene, Charlotte, N. C., and Sept. 27,r1917. Engineers. 1917. 1,695.................... Boston, Mass. One hundred and sec- do.............. -.......... do............... 1,695 Camp Wadsworth, Spartansburg, S. C. May 17, 1918. ond Engineers. One hundred and third do.................. 1,695 .... Camp Hancock, Augusta, Ga......... May 18, 1918. Engineers. ..... do ........ ....... 1,695 ................... One hundred and .... do ................... 1,695 Camp McClellan, Anniston, Ala........ June 19 1918. fourth Engineers. 1,695.................. One hundred and fifth ..... do.................. ..... do................ 1,695 Camp Sevier, Greenville, S. C.......... May 26, 1918. Engineers. One hundred and sixth ..... do............... ..... do................. 1, 695 1,695................... Camp Wheeler, Macon, Ga........... Engineers. One hundred and .....do............... .....do.... ........... 1,695 1,695.................... Camp MacArthur, Waco,Tex .......... Jan. 30, 1918. seventh Engineers. Author- ized max Date authorized in Regu- imum Approximate strength Name of organization. Kind of troops. lar Service at- strength (enlisted men). Where mobilized. When sailed. 0to (enlistpd men). t 0 One hundred and Sapper and train...... June 3, 1916, and May 18, 1,695 1,695................. Camp Logan, Houston, Tex.......... May 8, 1918. eighth Engineers. 1917. H One hundred and do.............. ..... .... do....... 1,695 1,695.................... Camp Cody, Deming, N. Mex.......... 0 ninth Engineers. One hundred and .do ................. do.................. 1,695 1,695 Camp Doniphan, Fort Sill, Okla....... May 3, 1918. tenth Engineers. 0 One hundred and ..... do.....................do................ 1,695 1,695................ Camp Bowie, Fort Worth, Tex..... eleventh Engineers. o One hundred and do........... .... 1,695 1,695 ............... ..do....do................. Camp Sheridan, Montgomery Ala., June 22, 1918. twelfth Engineers. and Camp Lee, Petersburg, Va. One hundred and ..... do ... ... do................. .... 1,695 1,695 ..................... Camp Shelby at Hattiesburg, Miss.... thirteenth Engineers. 0 One hundred and do................do................. ..... 1,695 1,695................... Camp Beauregard at Alexandria, La... fourteenth Engineers. One hundred and ..... ......... do................ do.... ........... 1,695 1,695 ................... Camp Kearny at Linda Vista, Cal..... fifteenth Engineers. One hundred and do .................. do...-............ ..... 1,695 1,695.................... Camp Mills, Garden City, L. I......... Nov. 26, 1917. sixteenth Engineers. One hundred and ..... do-.....................do............... 1,695 1,695 ................. ..... do......................... Oct. 18, 1917, and Jan. seventeenth Engi- 18, 1918. neers. Three hundred and do........... May 18, 1917.............. ..... 1,695 1,695.......... ........ Camp Devens, Ayer, Mass.......... first Engineers. Three hundred and w HH do............... ..... ..... do... ............ 1,695 1,695.................... Camp Upton, Long Island, N. Y...... Mar. 29, 1918. second Engineers. Three hundred and .....do............... ..... do.................. 1,695 1,695.................. Camp Dix, Wrightstown, N. J......... May 27, 1918. third Engineers. Three hundred and ..... do............. ..... do............... 1,695 1,695............... Camp Meade, Annapolis Junction, Md. fourth Engineers. Three hundred and .....do............... .....do............... 1,695 1,695................. Camp Lee, Petersburg, Va.......... May 26, 1918. fifth Engineers. Three hundred and ... do......... .......... do.............. 1,695 1,695 ............... Camp Jackson, Columbia, S. C....... sixth Engineers. Three hundred and .....do............... ..... do.............. ... 1,695 1,695 ................... Camp Gordon, Atlanta, Ga.......... May 19, 1918. seventh Engineers. Ca Three hundred and ...do.............. 1,695 1,695 ............... Camp Sherman, Chillicothe, Ohio ...... June 4, 1918. d0 eighth Engineers. do................ ..... Three hundred and .....do............... 1,695 1,695.................... Camp Taylor, Louisville, Ky., and ninth Engineers. ..... do................. Camp Sherman, Chillicothe, Ohio. Three hundred and .....do..... .......... 1,695 1,695................. Camp Custer at Battle Creek, Mich.... tenth Engineers. Three hundred and ..... do...... ........... do....... ....... 1, 695 1,695. ............. Camp Grant, Rockford, Ill............ eleventh Engineers. Three hundred and ..... do...................... do............... 1,695 1,695............... Camp Pike, Little Rock, Ark., and twelfth Engineers. Camp Dix, Wrightstown, N. J. Three hundred and do................ ..... ..... 1,695 do.................... 1,695................ Camp Dodge, Des Moines, Iowa....... thirteenth Engineers. Three hundred and .....do................. ..... do............... 1, 695 1,695................... Camp Funston, Fort Riley, Kans..... June 12, 1918. fourteenth Engineers. Three hundred and ..... do............ ..... do.................. 1,695 1,695............... Camp Travis at Fort Sam Houston, June 13, 1918. fifteenth Engineers. Tex. Three hundred and ..... do................. ..... do............... 1,695 1,695................ Camp Lewis at American Lake, Wash.. sixteenth Engineers. Three hundred and .....do................ do ...... ..... ......... 1,695 1,695 .................. Camp Sherman at Chillicothe, Ohio.... June 10, 1918. seventeenth Engi- neers. Three hundred and eighteenth Engineers. ..... do................ ..... do.............. 1,695 1,695.................. Vancouver Barracks, Wash............ May 8, 1918. X Three hundred and ..... do................. ..... do................. 1,695 1,695.................... Camp Fremont at Palo Alto, Cal....... nineteenth Engineers. Four hundred and first Ponton park.......... August 15, 1917.. ... 181 Camp Forrest, Ga................ 0 Engineers. 40....................... Four hundred and Depot detachments... Sept. 20, 1917.............. 42 San Antonio, Tex ................ second Engineers. 37...................... Four hundred and third Engineers. do.............. ..... do................... 40 ..... 31...................... Vancouver Barracks, Wash........... z Four hundred and ..... do................. .....do.................... 40 31..........--.....---.. Fort Leavenworth, Kans........... fourth Engineers. 0 Four hundred and fifth .... do............ ..... do.................... 27 24 ....................... Camp Devens, Ayer, Mass.......... 4 Engineers. t- Four hundred and sixth Engineers. ..... do............. do................ ..... 16 10..................... Camp Upton, Long Island, N. Y..... zC Four hundred and do........:........ ..... .....do.................... 25 7....................... Camp Dix, Wrightstown, N. J ........ seventh Engineers. Four hundred and ..... do.............. .....do.................... 25 24........ ..... Camp Meade, Annapolis Junction, Md.. eighth Engineers. Four hundred and .....do............. ..... do.............. 29 Camp Lee, Petersburg, Va............ 32.................... ninth Engineers. Four hundred and . do.............. ..... do.................... 16 8....................... Camp Jackson at Columbia, S. C.... tenth Engineers. Four hundred and ..... do................do..... .......... ..... 26 Camp Gordon at Atlanta, Ga........... 13....................... eleventh Engineers. Four hundred and .....do................ ..... do.............. 16 Camp Sherman, Chillicothe, Ohio..... twelfth Engineers. Four hundred and thir- .... do................ .....do.................... 16 18....................... 18.--... .. ----......--- Camp Taylor, Louisville, Ky........... teenth Engineers. 2513..................... Four hundred and four- ....do................ ..... do.................... 25 Camp Custer, Battle Creek, Mich....... teenth Engineers. Four hundred and fif- ..... do............ .....do.................... 16 10................. Camp Crant, Rockford, Ill......... teenth Engineers. Four hundred and six- ....do................. .....do.................... 16 8........... ........ Camp Pike, Little Rock, Ark........ teenth Engineers. to Name of organization. Where mobilized. When sailed. Four hundred and sev- Depot detachments... Sept. 20, 1917.......... 4.............. ......... Camp Dodge, Iowa.............. enteenth Engineers. Four hundred and ..... do............ .... do..................... 16 16................. Camp Funston, Fort Riley, Kans...... 0 eighteenth Engineers. Fourhundredand nine- .... do........... Dec. 14, 1917.............. 100 100................... France........................ Organized overseas. teenth Engineers. 0 Four hundred and .....do............... Sept. 20, 1917.......... 26 24....................... Camp Lewis, American Lake, Wash... twentieth Engineers. Four hundred and .... do.............. ..... do.............. 16 14 ................... ... Camp Wadsworth, Spartanburg, S. C. twenty-first Engi- neers. Four hundred and ..... do............... ..... do............... 16 15....................... Camp Hancock, Augusta, Ga......... twenty-second Engi- 0 neers. Four hundred and twenty-third Engi- do............... ..... ..... do............... 16 14....................... Camp McClellan, Anniston, Ala...... t W neers. b Four hundred and do............. ..... ..... do............... 25 21 .................... Camp Sevier, Greenville, S. C.......... twenty-fourth Engi- neers. Four hundred and .....do................ do.................. ....26 Camp Wheeler, Macon, Ga......... 23...................... w twenty-fifth Engi- neers. Four hundred and do................ ..... .... do..... ........... 26 23 ...................... Camp MacArthur, Waco, Tex.......... twenty-sixth Engi- neers. Four hundred and do................ ..... do............... .... 16 17.................. Camp Logan, Houston, Tex........ twenty-seventh En- gineers. C Four hundred and .do............ .... do................... .do................. 16 Camp Cody, Deming, N. Mex......... 12....................... twenty-eighth Engi- neers. Four hundred and do............. ..... .....do.................... 26 23.................. Camp Doniphan, Fort Sill, Okla...... twenty-ninth Engi- neers. Four hundred and thir- ..... do................. ..... do................. 16 16.............. Camp Bowie, Fort Worth, Tex...... ......... tieth Engineers. Four hundred and thir- do......................do......................do......... ..... 9 ........................ 16 Camp Sheridan, Montgomery, Ala.... ty-first Engineers. Four hundred and thir- ..... do...................do............... 26 22...................... Camp Shelby, Hattiesbuirg, Miss....... ty-second Engineers. Four hundred and thir- ..... do................do............... 16 11...................... Camp Beauregard, Alexandria, La .... ty-third Engineers. Four hundred and do............ ..... do............... ..... 26 18...................... Camp Kearny, Linda Vista, Cal....... thirty-fourth Engi- neers. Four hundred and ..... do............ ..... do............... 26 26...................... Camp Greene, Charlotte, N. C.... thirty-fifth E ngi- neers. Four hundred and do................ ..... .....do................... 20 Not known here-....... Corozal, Canal Zone .................... thirty-sixth E n g i - neers. Four hundred and ..... do. ............. ..... do................. 695 517................... Washington, D. C............... thirty-seventh Engi- neers. Four hundred and do.............. ..... ..... do................... 200 148..................... New York, N. Y ..... ............ thirty-eighth Engi- neers. Four hundred and ..... do............... ..... do................... Port of embarkation, Norfolk, Va..... 75 14...................... thirty-ninth Engi- neers. Philadelphia, Pa.................... 0 Four hundred and for- tieth Engineers. ..... do................ ..... do................... 20 18..................... z Fourhundred and forty- ..... do.... ........ do........ ........... .... Baltimore, Md ....................... 12 11...................... first Engineers. Fa Four hundred and Truck company....... Dec. 7, 1917........... 53 53 ...................... Fort Myer, Va ............ ........... Mar. 6, 1918. OO forty-second Engi- neers. Four hundred and ..... do............... ..... do............... 53 53............. Camp Humphreys, Va ............ ......... forty-third Engineers. Four hundred and do.................. .....do..............-- 53 53 ............--........ Fort Myer, Va ........................ Mar. 29, 1918. forty-fourth Engi- neers. Four hundred and forty-fifth Engineers. .....do............... ..... do................... 53 53....................... ..... do.... ..................... z12 Four hundred and Depot detachment.... Dec. 14, 1917............. France.................................. 150 150..................... Organized overseas. forty-sixth Engineers. Four hundred and ..... do............. ..... do................... 150 150................... .....do............................... Do. forty-seventh Engi- neers. Four hundred and Truck company....... Dec. 7, 1917............. 53 53.................... Fort Myer, Va ..................... Mar. 6, 1918. forty-eighth Engi- neers. Four hundred and .... do............ ..... do................... 53 53....................... Camp Humphreys, Va............ forty-ninth E n g i - neers. do............... ..... Four hundred and fifti- .... do............ 53 53.......... ..... Fort Myer, Va.................... eth Engineers. .... do.................... Four hundred and fifty- .... do............ 53 53 ..... ................. ... do........................ first Engineers. Four hundred and fifty- ..... do............ .....do................ 53 53...................... ..... do.......................... ...... Mar. 29, 1918. second Engineers. Fourhundred and fifty- .... do....................do......... 53 53....................... do.... ................. ...... third Engineers. Name of organization. Where mobilized. When sailed. 0 Four hundred and fif- Depot detachment.... Sept. 20,1917.......... 25 Unknown here.......... Manila, P. I................... ty-fourth Engineers. Four hundred and fif- ..... do................ ..... do............ ... 20 ..... do............. -... Honolulu, Hawaii................ O ty-fifth Engineers. Four hundred and fif- Truck company....... Dec. 7, 1917 .............. 63 53.................--- 53 .................... Camp Humphreys, Va .............. ty-sixth Engineers. Four hundred and fif- .....do................ ..... do..... ........... 53 Fort Myer, Va......................... 53...................... May 10, 1918. ty-seventhEngineers. Four hundred and fif- do....................53 do .............. ..... ..... ..... do....................... ty-eighth Engineers. 53---------------------. Four hundred and fif- Limousine company... .....do................... 53 53.................-- ..... do......................... Mar. 6, 1918. ty-ninth Engineers. 0 Four hundred and six- All-weather-car com- ..... do.................. 53 53..................... do............................ ..... Mar. 29, 1918. tieth Engineers. pany. 53...................... M t J Four hundred and six- Touring-car company. .....do................... 53 ..... do................................. Mar. 6, 1918. ty-first Engineers. Four hundred and Motorcycle company.. do................. .... 38 38.................... .....do....... .................. z sixty-second Engi- neers. Four hundred and .... do.......................do.................... . 37 37 ........................... do............ ... .......... Mar. 29, 1918. z sixty-third E n g i - neers. Four hundred and Ponton train........ Dec. 13, 1917............. 170 170...................... Washington Barracks, D. C............. sixty-fourth Engi- neers. Four hundred and ..... ....do................. do................ 170 170........................ do......................... IQ sixty-fifth Engineers. Four hundred and ..... do ................... do .............. 170 60..........................do............... sixty-sixth E n g i - neers. Four hundred and ..... do........... ........... do....................170 Not organized........... Camp Forrest, Ga. ... .......... sixty-seventh Engi- neers. Four hundred and ..... 170 ..... do......................do............do............... ........... do...................l.....do .............. sixty-eighth E n g i - o neers. Four hundred and Railway transporta- Feb. 2, 1918........... 971 726 abroad; 74 in United Fort Slocum, N. Y ..................... I Various dates. sixty-ninth E n g i - tion corps. States. neers. Four hundred and sev- Depot detachment.... Sept. 20, 1917.......... 20 19 ..................... Camp Fremont, Palo Alto, Cal... entieth Engineers. Four hundred and sev- .....do................ .....do................... 43 No report ............... Camp Humphreys, Va............ enty-first Engineers. Four hundred and sev- Military mapping ser- May 2, 1918 ............. 856 Fort Sam Houston, Tex.; Washington, 192..,............... enty-second Engi- vice. D. C.; Charleston, S. C.; Chicago Ill.; neers. Camp Humphreys, Va.; San Fran- cisco, Cal. Four hundred and sev- Gas training service... Apr. 18, 1918.............. Washington, D. C., and various camps.. 420 200...................... enty-third Engineers. Fourhundred and sev- Depot detachments... Sept. 20, 1917............. 16 ... .................... Camp Forrest, Ga................. enty-fourth Engi- neers. Four hundred and sev- .....do .............. ..... do.................... 14 Fort Benjamin Harrison, Ind....... enty-fifth Engineers. Unorganized Engineers ..... do.............. ..... do..................... 85 Five hundred and first Service battalion Aug. 15, 1917............... 1,006 1,006..... .......... Tenafly, N. J.................... Nov. 26, 1917. Engineers. (white). Five hundred and sec- ..... do................ ..... do................ 1,006 Tenafly, N. J.......................... Nov. 12, 1917. ond Engineers. 1,006............... z Five hundred and .....do................ ..... do................... 1,006 .....do............................ Nov. 26, 1917. ................. 1,006 third Engineers. Five hundred and ........ ....do........ ..... do.................... 1,006 .....do.................................. Do. 0 fourth Engineers. 1,006.................. Five hundred and fifth Service battalion (col- ..... do..................... 1,006 1,006 ............... Camp Lee, Petersburg, Va............ Dec. 12, 1917. Engineers. Five hundred and ored). .....do................ ..... do..................... 1,006 1,006................ .....do......................... Jan. 4, 1918. z sixth Engineers. Five hundred and sev- ..... do.............. ..... 1,006 1,006............... do........................ Camp Travis, Fort Sam Houston, Tex. Feb. 18, 1918. enth Engineers. Five hundred and .....do................ ..... 1,006 do.................... 1,006................ Camp Pike, Little Rock, Ark .......... Jan. 23, 1918. a eighth Engineers. Five hundred and do................... ..... do................. 1,006 1,006................. Camp Travis, Fort Sam Houston, Tex. Feb. 18, 1918. ninth Engineers. Five hundred and .... do............ ..... do.............. 1,006 1,006................... Camp Lee, Petersburg, Va.............. Mar. 22, 1918. x tenth Engineers. Five hundred and elev- ..... do.............. 1, 006 1,006............... ..... do ................................ Do. enth Engineers. Five hundred and ..... do................ ..... 1,006 do..................... Camp Pike, Little Rock, Ark_.......... 1,006..................... Apr. 7, 1918. twelfth Engineers. Five hundred and thir- .....do............... .... do................. 1,006 1,006 Camp TraviS, Fort Sam Houston, Tex. Apr. 29, 1918. .................... teenth Engineers. Five hundred and four- ..... do............... ..... 1,006 1,006.................. do.................... Camp Gordon, Atlanta, Ga............. Do. teenth Engineers. Five hundred and fif- ..... do.............. ..... do..... .......... 1,006 1,006................... Camp Taylor, Louisville, Ky........... May 8, 1918. teenth Engineers. Five hundred and six- .... do............. ..... do.................... 1,006 1,006.............. Camp Humphreys, Va................. teenth Engineers. Five hundred and sev- ..... do................ ..... do............... 1,006 1,006................... Camp Gordon, Atlanta, Ga......... enteenth Engineers. Five hundred and do .... ..... do.....do.............. 1,006 73................... ..... do........................... eighteenth Engineers. Five hundred and nine- ..... do..................do......... ...... 1,006 915...... .......... Camp Devens, Ayer, Mass......... teenth Engineers. Five hundred and ..-.. do................... do...... ......... 1,006 453......... Camp Humphreys, Va................ ........... 01 twentieth Engineers. Author- ized max- Name of organization. Kind of troops. authorized Date lar in Regu- Service at- imum strength Approximate strength (enlisted men). Where mobilized. When sailed. (enlisted men). Five hundred and Service battalion (col- Aug. 15, 1917.............. 1,006 779..................... Camp Humphreys,Va. ................ 0 twenty-first Engi- ored). )d neers. o Five hundred and .....do................. .....do............... 1,006 686..................... .... do ................................. 0 twenty-second Engi- neers. Five hundred and ..... do............... ...... do.............. ....do 1,006 1,006...................... .... do........ ................. twenty-third Engi- neers. N Five hundred and .....do ............... :.....do............... 1,006 1,006.................... ..... do............. ............ 0 twenty-fourth Engi- neers. 0t-4 Five hundred and .....do.............. ..... do...... ........ 1,006 1,006.......:............. Camp Pike, Little Rock, Ark....... twenty-fifth engi- neers. M Five hundred and do............... .... do............... ..... 1,006 1,006................. ..... do........... ........... .. twenty-sixth engi- 0 neers. Five hundred and do.............. ..... ..... do.............. 1,006 1,006 ................. Camp Dodge, Des Moines, Iowa....... June 22, 1918. twenty-seventh En- N gineers. N Five hundred and ..... do............. ..... do................ 1,006 1,006................... do ...... .................... w twenty-eighth Engi- neers. Five hundred and ..... do......... .... .... do.............. 1,006 1,006................... Camp Funston, Fort Riley, Kans....... twenty-ninth Engi- neers. Five hundred and .....do.............. ..... do............... 1,006 767..................... do............................ ..... td o thirtieth Engineers. Five hundred and ..... do.............. .... do ............... 1,006 1,006................... Camp Travis, Fort Sam Houston, Tex.. N thirty-first Engineers. Five hundred and ..... do................ .... do.....do............. 1,006 112.................. Camp Taylor, Louisville, Ky.......... thirty-second Engi- neers. Five hundred and ....do.............. .... do................. 1,006 104................. Camp Pike, Little Rock, Ark......... '-S thirty-third Engi- neers. Five hundred and do............... ..... .do....................... 1,006 51....................... Camp Jackson, Columbia, S.C......... thirty-fourth Engi- neers. Five hundred and .... do............ .... do.................... 1,006 1,327................... Camp Lee, Petersburg, Va............ thirty-fifth Engineers. Five hundred and ..... do................ do............... 1,006 380 .................. ... Camp Custer, Battle Creek, Mich...... thirty-sixth Engi- neers. Five hundred and ..... do............. ..... do..... .......... 1, 006 1,006................ Camp Travis, Fort Sam Houston, Tex.. thirty-seventh Engi- neers. Five hundred and ..... do..................do............... 1, 006 Not organized........... Camp Meade, Annapolis Junction, Md.. thirty-eighth Engi- neers. Five hundred and ..... do...................do.............. 1,006 46........................ Camp Gordon, Atlanta, Ga.......... thirty-ninth Engi- neers. Five hundred and ..... do............... ..... do............... 1,006 Not organized........... Camp Humphreys, Va............ fortieth Engineers. Five hundred and do................ ..... do............... ..... 1,006 ....do................ do............................ ..... forty-first Engineers. Five hundred and do............... .... ..... do................... 1,006 .... do................. z forty-second Engi- neers. Five hundred and ..... do...................do.... ........... 1,006 ..... do.................... .. do........................ forty-third Engineers. Five hundred and do .................... .... do... ........... 1,006....do................................. forty-fourth Engi- neers. Five hundred and ..... do ............... ..... do.............. 1,006 ..... do.............. ..... do................... ............. forty-fifth Engineers. Five hundred and do............... ..... .....do.... .......... 1,006 ..... do....... ...... do.............................. .... forty-sixth Engineers. Six hundred and first Corps regiments....... Feb. 18, 1918.......... 1,613 1,613............... Camp Laurel, Md., and abroad......... June 30, 1918. Engineers. Six hundred and sec- do............... -.... ..... do............... 1,613 1,571.................... Camp Devens, Ayer, Mass., and abroad. ond Engineers. Six hundred and third ..... do............... ..... do............... 1,613 1,476.............. Fort Benjamin Harrison, Ind........ Engineers. My Six hundred and fourth .....do............ ..... do.................... 1,613 737..................... American University, Washington,D.C. 0 Engineers. Six hundred and fifth .....do............... ..... do............... 1,613 648....................... Camp Forrest, Ga............... Engineers. First-Tenth training Replacements......... First-Third (Jan. 5, 1918); 7,850 ................... Camp Humphreys, Va., and Washing- 3,925 and replacement reg- Fourth-Tenth (Apr. 27, ton Barracks, D. C. iments. 1918). Replacements unas- Sf4,360 abroad............ signed. .... do............. {10,640 United States.... Various camps....................... -....... Various dates. Total........... .................................................... 230,945 214,274 i 28 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. ENGINEER OFFICERS' TRAINING CAMPS. Shortly after war was declared it was decided by the department to organize officers' training camps in various sections of the country in order to train officers for duty with the forces to be raised for the war. Sixteen such camps were established in May, 1917, at 13 dif- ferent localities, and at each training camp the Engineer Corps was authorized to have one company of 150 men. .The men selected for these engineer companies at the training camps were restricted to those who had been commissioned as officers of the Engineer Officers' Reserve Corps or had passed a preliminary examination before one of the local engineer examining boards. Work at these camps began during the second week in May, 1917, and after about a month at the general camps the engineer sections were collected at three engineer training camps for special engineering instruction, one.at Vancouver Barracks, Wash., one at Fort Leaven- worth, Kans., and one in,the vicinity of this city. The course at these camps was in progress at the end of the fiscal year, the number of student officers being about 2,155, of whom about 490 were officers of the Reserve Corps on active duty, about 255 were officers of the Reserve Corps who had but recently accepted their commissions and whose assignment to duty as officers had not yet been issued, and about 1,410 were candidates for commissions whose commissions had not yet been issued. The camps closed in August when the successful graduates were given a short leave and then assigned to regiments or other engineer duty. The unsuccessful candidates were honorably discharged from the service. Those students who had already been granted commissions but who were not recommended for active those who had attended the first camps and were still on inactive duty in order that their services might be available should some sudden emergency develop. After the second series of camps had progressed sufficiently to provide a reservoir of properly qualified officers, all those who had attended the first camps and were still on inactive duty were honorably discharged from the service, this having become nec- essary due to the restrictions which had been placed upon the num- ber of outstanding engineer commissions. A second series of training camps was held at the same three loca- tions during September, October, and November, 1917. About 1,500 students attended, all of whom had been commissioned prior to the opening of the camps. At the close of the camps all who were not recommended for active assignments were immediately discharged. A third camp was held at Camp Lee, Va., during January-April, 1918, which was attended by about 750 reserve officers and 750 en- listed men selected from engineer organizations and in a few cases from other branches of the service. Practically all officers holding commissions who had not yet been ordered to active duty were ordered to this camp. A fourth camp was in session at the close of the fiscal year at Camp Lee, Va. To it had been sent several hundred officers commissioned as a result of the review of applications filed since June 20, 1917, about 900 enlisted men selected from the Army at large, and about 200 honor graduates of various technical schools. From the very beginning an attempt had been made to adopt the policy of requiring all officers to obtain preliminary instruction at NATIONAL ARMY ENGINEERS. 29 training camps before being assigned to active service. This had not been possible with the officers assigned to the National Army regi- ments which had been formed during the preceding year, but it had been expected to do so thereafter. ,Owing, however, to the speeding up of the Army program and to a considerable extent to the restrictions placed during the fiscal year on the issuance of reserve commissions, it became necessary during the year to assign many officers to active service without any pre- liminary military training and to draw several hundred officers away from the training camps before the completion of their courses and many after the courses had hardly been begun. In doing this it be- came necessary to commission, before the completion of their courses, about 600 enlisted men who had been sent for instruction to the offi- cers' training camps. During the latter part of the fiscal year it became necessary to make plans for a much larger over-seas force than had previously been authorized. To train the necessary officers for these forces, authority was obtained to induct civilians within certain ages as enlisted men into engineer training regiments for observation, with a view to transferring them to officers' training camps should they prove themselves fitted. INSTRUCTION AT ENGINEER OFFICERS, TRAINING CAMPS. The courses of instruction at the Engineer officers' training camps were designed to fit the student officers and candidates for their military duties which it was expected they would be called upon to perform, and especially for their duties as organizers and instructors of units to be composed of enlisted men. No attempt was made at these training camps to teach civil or other branches of engineering as such, since all officers and candidates had to be trained and quali- fied engineers before they could be commissioned or admitted to the camps. The first requisite in the training of modern armies is thorough- ness and precision in fundamentals and in details. The prescribed courses are designed to teach, as thoroughly as possible, in the short time available, the duties of an officer, as- (a) Instructor, by subjecting our future officers to the same drills and individual training that they in turn must give to their future commands, with the rigid discipline and attention to detail that they must exact when they become officers of an organization that is to be trained. (b) Manager, by subjecting them to the same mode of life that will obtain with respect to their future commands, supplementing the same with instruction in the proper method of supplying, mess- ing, administering, and disciplining organizations, and caring for health, welfare, comfort, and sanitation. (c) Leader, by illustrating the tactical employment of troops and by giving each an opportunity for practice in tactical leadership. The course of instruction at the Engineer Officers' Training Camp, therefore, includes the following: (a) The fundamental training of an Infantry soldier, including Infantry drill, guard duty, calisthenics, bayonet exercise, target practice, signaling, grenade warfare, gas defense training, etc. 30 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. (b) Practical experience in command, including duties of cor- poral, sergeant, lieutenant, and captain. (c) Instruction in company administration, supply, and army paper work generally. (d) Applications of the principles of civil engineering to military conditions, especially practical instruction in reconnaissance, bridge- work, trench layout, and construction, demolitions,. etc. (e) Tactics, battle exercises, map problems, terrain exercises, and problems in troop leading. RECRUITING OF ENGINEER ENLISTED PERSONNEL. Before the outbreak of the present war the enlisted men for the Engineer organizations of the Regular Army, the only Engineer organizations in existence, were received from the regular recruit- ing stations conducted under the supervision of The Adjutant Gen- eral, and, except at stations garrisoned in part at least by Engineer troops, no special advertising was conducted by the Chief of Engi- neers for the purpose of securing recruits especially qualified for Engineer service. The national defense act of June 3, 1916, authorized the estab- lishment of an Engineer Enlisted Reserve Corps, and with a view to obtaining through this Engineer Enlisted Reserve Corps a supply of good material for Ehgineer soldiers in time of war the Chief of Engineers, through the agency of the different district Engineer offices, opened a recruiting campaign for men of vocational expe- rience suited to the various classes of Engineer service in time of war. After the United States had entered into the war, and especially after the passage of the act of May 18, 1917, it became increasingly apparent that every effort must be made to stimulate voluntary enlist- ment in the Engineers of men peculiarly suited for that service, to the end that such men should' not all be drafted and assigned to other arms of the service, and thus be lost to the Engineers. There- fore, in addition to the efforts which were being made by district Engineer officers and Engineer officers serving with troops, there were prepared and circulated under the direction of the Chief of Engineers pamphlets and posters describing and illustrating the work of the Engineer troops in war, stating the qualifications desired of Engineer enlisted men, and urgently calling upon all men possessing suitable qualifications to enlist in the appropriate Engineer units: Considerable free advertising of the same character was patrioti- cally offered by the managers of and advertisers in certain technical periodicals. Due to these efforts, many voluntary enlistments were obtained. A temporary effect of the draft was to greatly stimulate voluntary enlistment, men being desirous of securing service in an arm of their own choosing. Later, however, restrictions were -placed upon the voluntary enlistment of men of draft age, but it was still pos- sible under certain conditions to secure their services through the process of induction. Quite a number of men were received in this mariner until restrictions were placed upon inductions, since which time practically all men have been received from the draft. In the early stages.of the draft very little effort was made at the various cantonments to classify the drafted men according to their NATIONAL AIMY ENGINEERS. 31 individual capabilities, and no adequate provisions were made for distributing such men according to the branch of the service for which they were especially fitted. The result was that the Engineer service at that time failed to secure many men specially fitted for engineer work. Shortly thereafter, when it became necessary to organize rapidly for foreign service Specialized Engineer organiza- tions, and since the efforts which had been made had failed to secure a sufficient number of suitable men by voluntary enlistment or induc- tion, it became necessary to request the transfer to the Engineers of men who had already been assigned to other branches of the service. These men were usually very desirable in the organizatibns to which they had been attached, many of them having already been appointed noncommissioned officers. Consequently, considerable difficulty was experienced in obtaining in this manner suitable men for these special Engineer units, since the commanding officers of these men naturally desired to retain them. TRAINING OF ENGINEER ENLISTED MEN. At the outbreak of the war the sudden expansion of the military establishment was so great as to preclude the possibility of much centralized control over engineer training. The Engineer Training Manual had been issued and had been prescribed as a general guide for such engineer training, and since the commanding officers of all the original organizations were selected from the Corps of Engineers of the Regular Army, the training of the units under their com- mand had to be left largely to such officers. Subsequently, however, attempts were resumed at centralized control of such engineer training, and experienced officers of the Corps of Engineers and officers of the Inspector General's Department were sent on tours of inspection to make thorough inspections of all Engineer units and of the training that they had received. Although the reports of these inspections showed considerable lack of uniformity of methods and results, yet they showed also that, considering the difficulties involved, excellent results had, as a rule, been obtained. As a result of these inspections, however, it was decided toward the close of the fiscal year to institute a more centralized control over such training by the Chief of Engineers, so as to make the maximum use of a limited number of trained instructors remaining in this country. The general plan, was to standardize the methods of training, and at the same time to concentrate the raising of Engineer units in a few well-fitted localities instead of raising them, as had heretofore been done, in many scattered sections of the country. At the end of the fiscal year, however, it had not been possible to more than start this scheme of training. It had been originally thought that by voluntary enlistments and as the result of the draft a sufficient number of skilled mechanics would be obtained for the Engineer service, but it soon became ap- parent that a sufficient number of such skilled mechanics could not be obtained, and it was therefore decided by the Chief of Engineers to train in this country the skilled specialists necessary. Accordingly plans were prepared and estimates were made for the installation'of an extensive system of trade schools for the training 32 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. of especially selected Engineer enlisted men. By the end of the fiscal year about 1,000 men were receiving vocational instruction in trade schools in the following occupations: Standard-gauge railroad operation. Standard-gauge railroad construction. Light railway operation and construction. Ponton-bridge work. Carpentry. Masonry. Motor transportation. Animal transportation: Highway construction and maintenance. Surveying. Lithography. Map reproduction. Photography. Sound and flash ranging. Forestry. Mining. Electrical trades. Searchlight operation. Oxyacetylene welding. REPLACEMENT OF CASUALTIES. The project for the organization of the American Expeditionary Forces contemplates an arrangement for the automatic supply of re- placement troops, according to a fixed schedule based upon the ex- perience of our allies and supplemented, of course, when necessary, by additional replacements. The original plans required the Chief of Engineers to provide re- placements for the units of the Regular Army and for special serv- ices only. Divisional replacements were to be furnished by the divi- sional depots themselves. In order to raise and equip these Engineer replacement troops the Chief of Engineers in October, 1917, requested authority for the con- struction of an Engineer replacement camp to hold 16,000 men. This authority was not obtained until late in December and the work of construction was not begun until January, and at the end of the fiscal year had been only partially completed. In the meantime the Chief of Engineers, early in the calendar year 1918, had been charged with replacements for the divisional regiments as well as for the spe- cial units, and request was therefore made to increase to a capacity of 40,000 the Engineer replacement camp which had been estab- lished near Accotink, Va., and had been named Camp Humphreys in honor of a former Chief of Engineers. Authority was granted for a capacity of 30,000 men, and at the end of the fiscal year the additional land had been acquired and work was in progress on the construction of the addition to this camp. Pending the completion of Camp Humphreys and in addition thereto use as a replacement depot was made of Washington Bar- racks, the site of the Engineer School, and prior to the war the sta- tion of an Engineer regiment. Engineer replacement recruits began to be received at the un- finished camp and at Washington Barracks in March and the first quota of automatic replacement troops was in the month of May shipped overseas from both places. NATIONAL ARMY ENGINEERS. 38 The authority already granted provides for the organization of 10 replacement Engineer regiments, but at the end of the fiscal year the organization of but 5 of these regiments had been completed, and a sixth had been started. CIVILIAN EMPLOYEES. "I desire to make special mention of the valuable services which have been rendered during the fiscal year by the civilian employees, not only in the Office of the Chief of Engineers but in the various offices of the Engineer Department at large. Many such employees have been exceedingly anxious .for active service abroad and in the field in this country, and some of them have been offered commissions elsewhere. In spite of such desires and opportunities they have patriotically continued to perform the important engineer work in this country from which their services could not be spared. Special commendation is due the more experienced Engineer em- ployees who performed their arduous and responsible tasks with un- tiring zeal. In connection with or as the result of the war many such employees have had thrust upon them duties and responsibilities fully equal to those ordinarily performed by commissioned officers. They have cheerfully assumed such responsibilities and, due to their long familiarity with War Department methods, have performed all this work in an excellent manner. It is regretted that it has been impossible to more adequately compensate these employees for their efficient service, and it is hoped that some steps to this end may be taken during the coming session of Congress. THE BOARD OF ENGINEERS. The regulations for the government of the Corps of Engineers pro- vide for a board of engineers, consisting of not less than three officers, designated by the Chief of Engineers, with the sanction of the Secre- tary of War. This board acts in an advisory capacity to the Chief of Engineers upon important questions of engineering, particularly in the preparation of designs for the various structures and devices required in the military engineer service. During the fiscal year the following changes have taken place in the personnel of the board: Relieved: Maj. Thomas M. Robins, Corps of Engineers, July 20, 1917; Brig. Gen. Frederic V. Abbot, Engineers, October 22, 1917; Maj. Edward M. Adams, United States Army, retired, January 10, 1918. Detailed: Maj. Edward M. Adams, United States Army, retired, July 20, 1917; Brig. Gen. Theodore A. Bingham, United States Army, retired, October 22, 1917; Col. Solomon W. Roessler, United States Army, retired, January 10, 1918. As constituted at the close of the fiscal year, The Board of Engi- neers was composed of: Brig. Gen. Theodore A. Bingham, United States Army, retired. Brig. Gen. William T. Rossell, United States Army, retired. Brig. Gen. Harry Taylor, United States Army. 81116--ENG 1918--3 84 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Col. Solomon W. Roessler, United States Army, retired, recorder and disbursing officer. In addition, division engineers in whose divisions there are fortifi- cations are, ex officio, members of The Board of Engineers, when matters pertaining 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 the engineer duties of the Army. FORTIFICATIONS IN THE UNITED STATES. Based upon the report of the Endicott Board, submitted in 1886, and of the Taft Board, submitted in 1895, the War Department Board of Review, which was organized in February, 1915, has, since the last-mentioned date: revised the projects for the seacoast defenses of the United States. The projects prepared by these various boards have been the bases upon which fortification construction work has been carried on in the United States, and, in accordance with these projects, permanent seacoast defenses have been installed in the following localities within the United States: 1. Kennebec River, Me. 15. Charleston, S. C. 2. Portland, Me. 16. Poi-t Royal, S. C. 3. Portsmouth, N. H. 17. Savannah, Ga. 4. Boston, Mass. 18. Key West, Fla. 5. New Bedford, Mass. 19. Tampa Bay, Fla. 6. Narragansett Bay, R. I. 20. Pensacola, Fla. 7. Eastern Entrance to Long Island 21. Mobile, Ala. Sound. 22. New Orleans. La. S. New York, N. Y. 23. Galveston, Tex. 9. Delaware River. 24. San Diego, Cal. 10. Baltimore, Md. 25. Los Angeles, Cal. 11. Washington, D. C. 26. San Francisco, Cal. 12. Entrance to Chesapeake Bay. 27. Columbia River, Oregon and Wash- 13. Hampton Roads, Va. ington. 14, Cape Fear River, N. C, 28. Puget Sound, Wash. The fortifications recommended by the Endicott Board were suffi- cient to meet the requirements of our seacoast, as far as they could be foreseen at that time, and practically all of our existing seacoast batteries were included in the projects prepared by that board. In fact, of the existing gun emplacements fully 90 per cent were com- pleted or were in process of construction at the end of the Spanish War. When designed and constructed our seacoast emplacements were thoroughly up to date and were fully adequate for the purpose for which they were intended, but the art of seacoast fortification is a progressive one and must continually grow in order to keep up with the naval development and with the progress of scientific discoveries and inventions. However much care is given to the planning of seacoast emplacements, they will always pertain to the date of their construction and will be more or less out of date in so far as relates to discoveries, developments, or inventions made after the battery was built. Seacoast defenses are designed primarily to contend with naval vessels, to deny to our enemy's ships the use of harbors, and to keep such vessels away from locations from which their guns could injure FORTIFICATIONS IN THE UNITED STATES. 35 industries and stores of value to the United States. In locating and. designing batteries the range and power of the naval guns with which they are to contend must be given careful consideration, and unless the fortifications are to be allowed to become obsolete, changes in the development of naval offense must be met by corresponding changes in seacoast defense. In general, our seacoast emplacements were planned so as to provide a fair margin of safety against an increase in the naval power of guns; that is, in so far as magazine and gun platform protection is concerned, and may be modified so as to adapt them to improvements in ammunition storage and serv- ice, but their positions are fixed. They were necessarily so located and designed as to obtain the maximum effect of the guns proposed to be mounted therein. Had they been intended for guns of greater power and longer range, the locations of many of the batteries, in all probability, would have been different; and, consequently, to modify older emplacements so as to mount longer-range and more powerful guns will mean that in many cases a proportion of the usefulness of this increased power and range will be lost. As has been stated, a very large percentage of our seacoast batter- ies are now at least 20 years old, and the rapid developments which have taken place since that time have rendered a proportion of them obsolete, either wholly or at least in some respects. Much work has, of course, been done from time to time in the way of modernizing these older emplacements, but the recent rapid advance in range and power of guns has left a number of them obsolete in so far as loca- tion and armament are concerned, and, consequently, in a number of our harbors the construction of new defenses is an imperative need. Since the report of the Endicott Board was submitted and until recently it has been the general policy of the United States to base, the seacoast work upon the report of this board-that is, to estimate the number of guns still to be emplaced and the cost of the same by subtracting the number of guns already emplaced and their cost from the estimates of the Endicott Board. It is believed this policy is wrong and that the future policy of the United States, as regards fortification, should be based upon the principle of replacing each year a certain percentage of each element of the defense and to do the work progressively and at a fairly uniform annual rate, so that in general all of our seacoast fortification will be fairly well up to date and batteries and other elements of the defense will be replaced before they become entirely obsolete. Apparently it is too early to state definitely what lessons con- nected with seacoast defense are to be learned from the present war. It can be stated, however, that, in general, nothing has happened in Europe to make any change in the fundamental principles upon which our seacoast defenses have been planned or to throw any doubt upon the truth of the principle that properly constructed seacoast defenses when properly manned and operated may be relied upon to successfully resist a naval attack. Although so far comparatively little change seems to have been indicated by this war in the art of seacoast defense, the war has been productive of great changes in connection with field artillery, espe- cially in the development of extremely large-sized mobile guns, in providing a greatly increased rapidity 'of fire and, consequently, in 36 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. requiring an enormous expenditure of ammunition; in the necessity of relying more upon indirect fire and of concealing as far as prac- ticable the location of guns not only from horizontal but also from aerial observation; and in the method of handling the fire of groups of guns so as to introduce certain particular types of fire, such as bar- rage fire, drum fire, etc., many of which are aimed not at special targets, but are intended merely to deny certain areas or lines to the enemy. It is believed that certain of these new elements should be given careful study in connection with our future plans for seacoast de- fenses. Overhead cover must be strengthened to guard against the plunging shots of very long-range fire and against aircraft bombing attacks; the increase in the rapidity of fire should be met by changes .such as may be possible in our ammunition service, so as to increase the rapidity of fire of the seacoast guns; the increase in the expendi- ture of ammunition should be provided for by increasing our maga- zine space and by firing our guns only with such charges as will increase the accuracy life of the gun; the development of portable mounts for large guns should be followed in seacoast defenses by ;installing some of our seacoast guns upon portable mounts moving ,on railroad tracks, and certain of the new types of fire should be adopted in the handling of seacoast guns. Perhaps one of the most striking developments is that of the so- called "barrage" fire, to prevent the enemy from passing certain lines or to prohibit him from remaining in certain areas. Such a system of fire tactics may have an important function in seacoast defenses. Many of the channels of approach to our harbors lie at a considerable distance from the shores and may not be completely closed by mines because of naval and commercial needs. Such chan- nels in many cases are so fully covered by the fire of guns, and especially of our older mortar batteries, as to make it certain that no enemy would attempt to make use of them, except under cover of night, fogs, or thick weather. Such conditions will necessarily arise from time to time, and it is believed that the safest defense under such conditions will probably be a barrage fire from our older mortar batteries. These older mortars are of comparatively limited range, and the batteries are so situated as to make the best use of this range. The emplacements were so planned as to be suited to such older mor- tars only and, even if properly located, which is usually not the case, except at prohibitive expense, they could not be so modified as to adapt them to more modern and longer-range mortars. The accuracy life of these mortars is so great that they may be fired many times before they are worn out. Consequently, in so far as location, length of life, and other important features are concerned, these older mortar batteries are well suited for such barrage fire, and since neither the mortars themselves nor the location of the batteries are of value for other uses, it is believed that wisdom points to the advisability of retaining these older batteries and keeping them in commission for this use. As was stated, one of the most striking developments of this war has been in the mounting of comparatively large-sized guns so that they may be moved from place to place by rail and be quickly pre- pared to fire in such new locations. This development naturally' FORTIFICATIONS IN THE UNITED STATES. 37 points to the increaising usein seacoast defense of guns so mounted, and there are many locations in which this may be done to advantage. Fixed emplacements will yet remain necessary. Our principal seaports with their large accumulations of stores, their factories and shops, their lines of communication with the interior, and above all their securely sheltered harbors are primary strategic objectives which must be forbidden to an enemy. No matter what the threat elsewhere, their entrances and approaches must be kept closed. A properly installed fixed armament is the best for this purpose. When the terrain permits (which is true only for some localities) arrange- ments can be made to reduce this to a minimum number of guns with provisions for reinforcing their fire by that of mobile artillery. The lessons of the present war have but emphasized the fact that a fleet can not contend successfully with an adequately and properly planned system of fixed seacoast defenses. It should be noted in addition that our fixed emplacements are so planned as to provide rapid ammunition service and rapidity of fire not obtainable in mobile mounts. Again, the control of fire of seacoast guns differs essentially from the methods of control possible for land guns fired at a fixed land target. The fire, in the latter case, may be easily assisted and corrected by actual observation from aircraft or otherwise. Seacoast guns, on the other hand, are ordi- narily fired at vessels or other rapidly moving targets, and such ves- sels may, if they desire, rapidly get out of range when they find they are being fired upon. Consequently, the system of fire control used with seacoast guns, must be so designed as to accurately and rapidly locate the desired target and the ammunition service must be such as to permit the fire against such target to be rapid and effective. The assistance which can be rendered such fire by aerial observation is much less than in the case of land guns. ' Consequently, guns- mounted on fixed emplacements will have great advantages over movable guns in the rapidity of fire, in the stability of foundation, and in assistance of a permanent fire control system; and though such guns may not be moved from place to place, yet they will re- main at the place where they are needed and can not, by accident or otherwise, be left in the wrong place at the wrong time. One of the lessons of the present war has been in the use of artillery fire at very long ranges. In applying this lesson, however, the character of the target must not be overlooked. The unavoidable inaccuracies of fire increase as the range increases. In other words, with the same gun pointed at the same azimuth and elevation, the area over which successive shells will fall increases with the range. Land positions usually afford extensive targets fixed in position. If a shell falls anywhere near the target some damage will be done, a railroad may be wrecked, a highway may be rendered temporarily impossible, or an accumulation of stores may be destroyed. The target afforded by a fleet is quite different. The units are small and are in constant movement. Shells not hitting a unit have no effect beyond the psychological. Consequently it is found that though artillery has been employed on land with ranges as high as 60,000 yards, at sea the limiting range used has been little beyond 20,000 yards. Unless a sea target can be observed, it is not fired upon. Furthermore, it is the custom to fire these extremely long-range 38 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. land guns with great care and deliberation, and since the target is fixed and can not move, and the principal effect of the fire is psycho- logical, such slow and deliberate fire is practically as effective as more rapid fire. Seacoast guns, on the other hand, are fired at rapidly moving targets which may quickly get out of range and, therefore, it is permissible to employ for seacoast use, only such guns as can be fired with considerable rapidity. When necessity requires the capture or reduction of adequate sea- coast defenses, the only method as yet found fairly successful is by attack from the land. Suitable means must be provided for protec- tion against this. It must be made possible to cover portions of the coast at which an expeditionary force could be landed by artillery fire from mobile mounts; strong points must be prepared along lines of a possible advance; important isolated batteries or utilities must be made secure against raiding parties; and arrangements must be made for a rapid concentration of troops at any threatened landing point. Such provisions are included' in the term "land defenses." They must be considered as necessary auxiliaries of the seacoast defenses and adequate provision must be made for them. As yet this work has been only partly done. For such land defenses mobile artillery of all classes must be provided, from machine guns which should accompany the patrols, field and siege guns to be held at 'outpost points, to the heavier guns and howitzers mounted for transit on highways and railways, and of power sufficient to overmaster any artillery the enemy may hastily land and to compel the enemy's ves- sels to keep out of range. Armored trains, with or without heavy ordnance must be provided to patrol the shores where the shores are bordered by railway lines. Equally important is the antiaircraft defense, not only of the sea- "coast batteries themselves but, more important still, of the cities, factories, dockyards, and other utilities protected. Such antiaircraft defenses must consist not only of antiaircraft guns in large numbers and of antiaircraft searchlights and sound listeners, but, perhaps, as most important of all, of defending aircraft in large numbers. In connection with the designs for emplacing in the future such of the seacoast guns as are to be mounted in permanent emplace- ments, and not on portable mounts, a number of questions have arisen in connection with criticisms which have been made of em- placements recently built as being too elaborate and costly. It has been proposed that it would be better and more economical to emplace seacoast guns in a much more simple way than has been the custom; to mount them in barbette, in the open, without protect- ing parapets; to remove the magazines some distance from the guns in order to protect them from fire directed at the guns, and, on ac- count of this decreased liability of being hit, to make corresponding r'eductions in the thickness of their walls and ceilings; incidentally, to minimize the ammunition-handling apparatus within these maga- zines and to simplify the emplacements generally by doing away with the provisions customarily inserted for the care and comfort of the detachment. It has been argued that such a policy would be in the interests of economy. The cost of the gun carriage and of the emplacement are but two factors in the total cost connected with the gun, and by no means FORTIFICATIONS IN THE UNITED STATES. 39 the largest factors. For every gun that is emplaced there must be the personnel to man it, consisting of officers, noncommissioned offi- cers, and privates, all of whom must be paid, rationed, and main- tained. For the maintenance of this personnel, barracks, quarters, hospitals, storehouses, administration buildings, etc., must be built, military posts must be purchased and built and maintained, includ- ing their water supply, sewerage, lighting, and other incidentals. Such detachments are required for the gun and for the gun alone, and consequently all items relating to the pay, subsistence, and main- tenance of the gun detachment are just as much charges connected with the gun as are the cost of the carriage and emplacement. Certain of these costs, such as the purchase of sites, the manufac- ture of the gun and carriage, the construction of emplacements, bar- racks, quarters, hospitals, and other buildings and the installation costs of water supply and sewerage are expenses which are made once for all. Other expenses, such as pay, salaries, subsistence, heat, light, fuel, water, and the maintenance of guns, emplacements, bar- racks and quarters, roads, etc., are continuing expenses and go on from day to day and year to year. In attempting to make a com- parison or summation which include items of first cost as well as those of continuing costs, we must reduce the two to a common basis, either by capitalizing the running expenses or by converting first cost into running expenses by taking into account interest on the original investment and the probable serviceable life of the utility. Making the comparison by means of the second method, we have for each enlisted man his pay, varying with length of service and grade, his subsistence, clothing allowance, his pro rata share of the first cost and upkeep of the barracks, quarters, hospitals, posts, roads, sewers, etc. Calculations made about a year or so ago in connection with army reorganization before Congress, indicated that the annual cost of a private figured in this way, was probably about $900 to $1,000 a year, and that this annual cost mounted rapidly through the various grades of noncommissioned officers and officers until a total of from six to eight times this figure Was reached in the case of field officers. Basing calculations on the 14-inch guns, it is found that the per- sonnel consisted of about 70 officers and enlisted men, whose total annual cost amounts to about $90,000. The first cost of a disappear- ing emplacement for a 14-inch gun was estimated recently as about $200,000, depending, of course, upon location. Assuming 25 years as the utility life of the emplacement, figuring the interest on the original cost at 3 per cent, we will get what might be called an annual running cost at 7 per cent of the first cost. Seven per cent of the first cost of the emplacement is $14,000; and adding to this $3,000, the cost of annual maintenance, we get as the annual cost pertaining to the emplacement about $17,000, equivalent to the upkeep of 16 or 18 enlisted men, or about one-fourth of the size of the required gun crew. Similar figures would make the annual cost pertaining to the gun carriage to be about equivalent to the upkeep of 7 or 8 enlisted men, or one-ninth of the crew. In addition to the personnel, emplacement, and gun carriage fac- tors, there are many other items of expense, such as the cost of the gun itself, of the power plant, etc.; dividing these costs by the esti- 40 REPORT OF CHIEF OF EN1GINEERS, U. S. ARMY, 1918. mated life of each item, adding interest and maintenance and sum- ming up, it is found that the amount is in all something over $130,000 per 14-inch gun per annum. So that the annual charges against a 14-inch emplacement are for fixed constructions $17,000, armament and its control $23,000, and personnel $90,000. Of these items of annual cost that relating to the personnel is by far the largest, amounting to fully two-thirds of the whole, while the items relating to the gun carriage and to the elements ordinarily included in the emplacement are respectively only about one-tenth and one-fifth of the personnel cost. Consequently, an increase or decrease of a certain percentage of the cost of the emplacement or carriage will have a much smaller influence on the total cost than a change of the same percentage in the personnel cost. The cost of a gun carriage for a particular gun depends upon the type and largely whether it would be disappearing or barbette; whether it would be all-round fire or limited fire; but it is understood that in the case of large guns, the difference between the cost of car- riages of different types does not vary greatly, and as a rule is less than one-fourth of the actual cost of the carriage. Since the annual cost of the carriage itself is shown to be only about 5 or 6 per cent of the total annual cost connected with the gun, a change of one-fourth or one-fifth in this one item would mean a change of but little more than 1 per cent of the whole, and, consequently, any modification in the type of a carriage which would decrease by two men the size of the detachment, necessary for the service of the gun, would pay for itself. The object of the parapet in front of the gun is to protect the gun and its detachment from the enemy's fire and incidentally for the psychological purpose of giving the members of the gun detach- ment a sense of security in action, and thus increasing the rapidity and accuracy of the fire. Whether or not the parapet is needed; that is, whether the detachment should stand behind the parapet or in the open, or whether the gun should disappear behind the parapet or remain always in 'the open, is still a disputed question, but conclusive experiments made some two years ago indicated clearly and conclusively that a parapet in front of a disappearing gun is a real protection to both the gun and personnel and that a fair proportion of projectiles which, in the absence of a parapet, would have struck and detonated in the immediate vicinity of the gun emplacement and would have done serious damage to the gun and personnel, were caught by the parapet and either deflected or were detonated under such conditions as to do no damage to 'the gun emplacement or the silhouettes representing the detach- ment; and that, furthermore, this parapet caught a large number of fragments from projectiles detonated a short distance to the front of the gun which, in the absence of the parapet, would have passed among the personnel with considerable probability of causing casualties. Calculations show that the cost of the parapet in front of a gun is less than one-seventh the cost of an emplacement, and the annual cost pertaining to the emplacement does not exceed one- seventh of the total annual cost connected with the gun. Conse- quently, the part of the annual cost connected with the parapet is but 2 per cent of the whole annual cost, and if this parapet gives FORTIFICATIONS IN THE UNITED STATES. 41 sufficient protection to enable a gun to fire 2 per cent more shots at the enemy before the gun is knocked out than would be the case if the parapet Wvere not there it would appear that neglecting the items of protection given to the men the parapet will have paid for itself, and that it will do many times more than this is clearly shown by the experiments mentioned. Furthermore, where there are such parapets to give protection, the probable casualties among the gun detachments will probably be much smaller, and the num- ber of additional men which should be kept immediately on hand to replace .losses in time of action, would be much. less than were there no parapet. The portion of the annual cost pertaining to the parapet is equivalent to no more than the cost of two or three privates. If, therefore, the parapet will permit the number of reserves available to replace casualties to be reduced by two or three, the parapet will have paid for itself by reduction in the personnel item of cost without considering its effect upon the pro- tection of the gun and carriage. Wherever placed, magazines and shell rooms must have sufficient protection to prevent their destruction by hostile projectiles, for the result of the explosion of the magazine of a large gun would probably be so disastrous, not only in the destruction of life and property, but in the demoralization of the garrison, that such an occurrence must be prevented, if possible. Such magazines must, therefore, be given thorough protection against aircraft bombs and against direct hits of the enemy's projectiles. If 'built in plain sight and so close to the gun as to be struck by projectiles aimed at the gun there is the danger, of course, of repeated hits in the same place and slightly greater protection is necessary, but the cost of this additional protection is so small compared with the total cost of protecting the magazine as to make but a small percentage in the total cost. The further the magazine is from the gun the greater the time necessarily required for the ammunition service and the greater amount of labor expended, and since the rate of fire against rapidly moving vessels must be as rapid as possible, the farther the maga- zine is from the gun the larger in general is the size of the detach- ment which must be kept on hand, and as a result the size of the personnel item of cost will in general increase much more rapidly than the cost of magazine construction can decrease by permissible reduction in protection. The same is true as to the simplification of ammunition service in the magazine. Any reduction in the in- stalling of appliances for the mechanical handling of projectiles must be accompanied by a corresponding increase in the size of the detachment, and since the total annual cost connected with mechani- cal appliances for handling ammunition and magazines is probably much less than the annual cost pertaining to a single private, a reduction in the cost of emplacement construction due to the omis- sion of these appliances would seem to be the very reverse of economy. In time of war, when a hostile fleet is known to be in the vicinity,. it must be expected to attack at any. time, and the officers and men niust remain habitually in the immediate vicinity, and anything that adds to the comfort and mental composure of the detachment or that decreases the time taken for necessary absences, increases the 42 REPORT OF CHIEF OF ENGINEERS J,U.S ARMY, 1918. efficiency of the detachment in time of action, and incidentally de- creases the number of men whose maintenance is necessary for the service of the gun. A seacoast gun is designed to combat naval vessels, and can be so used only when the vessels come within range and observation, and only as long as the vessels so remain. The destructive power of such guns is known to the enemy, and he will, therefore, naturally attempt to escape damage by remaining within the fire of the guns for the shortest possible time. This means that the ammunition service of such guns should be designed to be as rapid as possible, and to go to the cost of building guns and carriages, of emplacing them, and of making provision annually for the personnel and then to attempt to make a saving in any of the small items, so as to unfavorably affect the rapidity of service, is not only uneconomical but is positively wasteful. In suggesting greater simplicity of emplacements the critics have, it is believed, entirely overlooked the fact that of the total items of cost connected with seacoast guns, the personnel items are by far the largest, and that the items of the first cost of emplacement con- struction, etc., though comparatively large, really make up but a very small proportion of the total. Careful study has been given to this matter, and the calculations which have been made, clearly and con- clusively show that the additional amounts which must be expended in providing rapid ammunition service and in protection of the gun and personnel, much more than pay for themselves, in the increased •rapidity and accuracy of fire, in the increased protection of the gun carriage and personnel and in a permissible reduction in the strength of the gun detachment. The men whose services are dispensed with are thus made available for use in the field. Appropriations for construction of gun and mortar batteries have been made as follows: Act of-- Act of-- Aug. 18, 1890---.. $1, 221, 000. 00 May 25, 1900_____- $2, 000. 000. 00 Feb. 24, 1891____ 750, 000. 00 Mar. 1, 1901______ 1, 615, 000. 00 .Tuly 23, 1892 _____ 500, 000. 00 June 6, 1902 ___. 2, 000, 000, 00 Feb. 18, 1893--____ 50, 000. 00 Mar. 3, 1.903-. 2, 236, 425. 00 Aug. 1, 1894_.. ___ 500, 000. 00 Apr. 21, 1904 __ 700, 000. 00 Mar. 2, 1895 _____ 500, 000. 00 May 27, 1908____.-- 300, 000. 00 June 6, 1896------ 2, 400, 000.00 Mar. 3, 1909 5, 064. 00 Mar. 3, 1.897 ------ 3, 841, 333. 00 Feb. 13, 191.3_____ 100, 000. 00 Allotments f r o m June 27, 1914_..... 250, 000. 00 the appropriation Mar. 3, 1915____ 585, 000. 00 for "national de- July 6, 1916_____ 2, 300, 000. 00 fense," act of Feb. 14, 1917---- 2, 500, 000. 00 Mar. 9, 1898 __ 3, 827, 842. 80 June 15, 1917_____ 2, 500, 000. 00 May 7, 1898______ 3, 000, 000. 00 July 7, 1898_______ 2, 562, 000. 00 Total___----_ 37, 243, 664. 80 Mar. 3, 1899------ 1, 000, 000, 00 For continuing battery-construction work under way or projected, an estimate of $730,000 is submitted. Modernizing older emplacements.--Work has been in progress for some time in connection with the modification of projectile hoists to accommodate new model projectiles, and is now practically com- pleted. Considerable additional work remains to be done to place the older batteries in condition for most efficient operation, and the necessity of the modernizing of such older batteries, which involves FORTIFICATIONS IN THE UNITED STATES. * 43 the widening of loading platforms, the installation of modern light- ing system on loading platforms, etc., is most clearly apparent. For continuing the most urgently needed work under this head an esti- mate of $37,250 is submitted for the fiscal year 1920. 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 pneumatic-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 re- pair and protection of defenses of Pensacola, Fla.)_-------- 100, 000. 00 Mar. 3, 1915---------------------------------------------- 100, 000. 00 July 6, 1916---------------------------------------------- 78, 500, 00 Feb. 14, 1917--------------------------------------------- 102, 000. 00 Total------------------- 1, 370, 761. 36 Fire control at fortiflcations.-Such progress has been made during the fiscal year as funds assigned to the Engineer Department have permitted. Work is in progress on the construction of stations at San Diego and Los Angeles, and the protection of fire control and post telephone switchboards is being accomplished. In addition, minor installations have been completed at several localities. This appropriation is distributed by the Secretary of War among the Engineer and Ordnance Departments and the Signal Corps. Prior to 1905 appropriations for this work, so far as performed by the Engineer Department, were made under the title " Installation 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 i------------------- 223, 500 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 appropri- ated and the portions thereof assigned to the Engineer Department are as follows: Assigned to Assigned to of- Act of-prated. Act Appro- Engineer Depart Appro- Engineer Act of- prted. Depart ment. ment. Mar. 3, 1905 ............. $1,000,000.00 $590,000.00 June 23, 1910........... $200000.00 June 25, 1906............ 700,000.00 217 631.37 Mar. 4, 1911............ 100 000.00 Mar. 2, 1907............. May 27, 1908.............. 900, 000.00 270, 256.00 432 784.81 129 456.00 June 6, 1912............ Mar. 3, 1915............ 100 000.00 130,000.00 392,027.64 Mar. 3, 1909............. 247, 055.00 197 972.00 July 6 1916............ 600, 000.00 Feb. 14, 1917........... 608,796.00 June 15, 1917.............. 3,147225.00 924,175 Total............. 8,003,332.00 ............ 44 R EPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Electrical installations.-Funds for this purpose have been pro- vided by Congress, as follows: Act of- May 27, 1908------------------- ----------------------- $348,888 Mar. 3, 1909------------------------------------------- 100,000 Mar. 4, 1911------------ ---------- 50, 000 Feb. 13, 1913 50, 000 June 27, 1914 ------------------------------------------- . 50, 000 Mar. 3, 1915--------------------------------------------50, 000 Feb. 14, 1917 ------------------------------------------- 110, 000 June 15, 1917 ------------------------------------- 1,700, 000 Total---- ___---------------------------------- 2,458, 888 In view of the present hostilities it is contemplated that the additional generating equipment required to place the existing de- fenses on an efficient basis, electrically, will be installed, and orders for the necessary equipment have been placed. The installation of this equipment will be accomplished with available funds. 'Searchlights.-The procurement and installation of such addi- tional searchlights as are required to complete existing projects for seacoast and antiaircraft defenses has been in progress during the past fiscal year and will be continued with available funds. Appropriations for searchlights have been made as follows: Act of- Act of- Mar. 1, 1901 (New June 6, 1912 (reappro- York Harbor)------ $150, 000 priated from balances June 6, 1902---------- 150,000 of other funds) ------ $25, 000 Mar. 3, 1903-------- 150, 000 Feb. 13, 1913-------_ 100, 000 Apr. 21, 1904---------- 150, 000 June 27, 1914--------- 100, 000 Mar. 3, 1905----------200, 000 Mar. 3, 1915-------- 150, 000 June 25, 1906--------- 125, 000 July 6, 1916----------- 226, 700 Mar. 2, 1907--------- 210, 000 Feb. 14, 1917250, 000 Mar. 27, 1908--------- 210, 000 June 15, 1917 5, 900,000 Mar. 3, 1909 ---------- 210, 000 June 23, 1910 ---------- 50, 000 Total ----------- 8, 406, 700 Mar. 4, 1911 ----------- 50, 000 Sites for fortifications.-Funds have been provided by Congress for the acquisition of sites required in connection with the construc- tion of fortifications as follows: Act of- Act of-- Aug. '=18, 1890_----__- $500, 000 June 6, 1902----------$200, 000 Feb. '24, 1891-.------ 500, 000 Mar. 3, 1903---------- 200, 000 July 23, 1892_ 500, 000 Apr. 21, 1904--------- 100, 000 Feb. 18, 1893_ 175, 000 May 27, 1908--------- 121, 048 Aug. 1, 1894--------- 150, 000 Mar. 3, 1909---------- 250, 000 June 6, 1896-------- 500, 000 Feb. 13, 1913----- ---- 100, 000 Mar. 3, 1897_ 300, 000 June 23, 1914--------- 31, 000 May 7, 1898_ 300, 000 July 6, 1916---------1,400,000 Mar. 3, 1899_ 300, 000 Feb.' 14, 1917----------100, 000 May 25, 1900 ......... 200,000 Mar. 1, 1901 200, 000 Total------------- 6,127, 048 The acquisition of practically all of the land to be purchased with the funds provided in recent appropriations has been accomplished, and negotiations for the purchase of the remaining land are now in progress and nearing completion. For the acquisition of an addi- tional site for the extension of an existing reservation an estimate of $15,000 is submitted. Preservation and repair of fortiflcations.-The modern defenses now existing represent an expenditure of approximately $30,000,000 FORTIFICATIONS IN THE UNITED STATES. 45 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. In addition, there are a number of old-type fortifications along our frontiers, some of which date from the sixteenth century. Some of these are not fit for defensive purposes, but some have to-day a distinct military use. Almost all are picturesque and are valuable historically. Each year numbers of our citizens show their interest in these works by visits of inspection. In order to enable the department to preserve these old works an additional $25,000 was included in the fortification act of July 6, 1916, the total amount appropriated in that act under this head being $250,000. Appropriations for preservation and repair of fortifications have been made as follows: Act of- Act of- Sept. 22, 1888 $100, 000 Mar. 2, 1907_ $200, 000 Mar. 2, 1889__ ___.. 100, 000 May 27, 1908- 225, 000 Aug. 18, 1890 _____ 80, 000 Mar. 3, 1909_ 225, 000 Feb. 24, 1891_ 80, 000 June 23, 1910 ___.... 300, 000 July 23, 1892 ____. 60, 000 Mar. 4, 1911- 300, 000 Feb. 18, 1893. 45, 000 June 16, 1912 (including Aug. 1, 1894_________ 45, 000 $125,000 reappropri- Mar. 2, 1895___------- 45, 000 ated from balance of June 6, 1896________ 50. 000 other funds) ....... 300, 000 Mar. 3, 1897_ 100, 000 Feb. 13, 1913_ 200, 000 May 7, 1898___-_____ 100, 000 June 27, 1914 (reappro- Mar. 3, 1899_ 100, 000 priated from balance May 25, 1900_ 100, 000 of another appropria- Mar. 1, 1901 100, 000 tion) 165, 000 ..... Feb. 14, 1902___ 3, 000 Mar. 3, 1915_ ...... 200, 000 June 6, 1902_ 300, 000 July 6, 1916_ 250, 000 Mar. 3, 1903_ 300, 000 Feb. 14, 1917_ 250, 000 Apr. 21, 1904__________ 300, 000 Mar. 3, 1905___________ 300, 000 Total. 5, 123, 000 June 25, 1906_ 200. 000 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,___0-0,000 June 23, 1910--- 20, 000 Total_---__.--- - 155, 000 SMar. 4, 1911--------, 20,'000 The needs of the modern defenses for annual maintenance funds are increasing. In addition, the appropriations of the last four years have been made applicable to torpedo structures as well as other fortifications, but with no corresponding increase in the amount appropriated. Consequently the funds were practically exhausted before the close of the last fiscal year and much desirable and needed work had to be postponed. An estimate of $300,000 for the preservation and repair of fortifi- cations, including torpedo structures, is submitted, and it is strongly recommended, in the interest of economy and efficient service, that this amount be appropriated. Plans for fortifications and other works of defense.-Funds are required under this head for the periodical preparation and revision 46 . REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. of projects and plans of works for the permanent fortifications of the United States and for the preparation of plans in connection with land defenses. The following is a list of appropriations made to date under this head: Act of-- Act of- Mar. 2, 1889--------- $5, 000 Mar. 3, 1905---- ___-- $5, 000 Aug. 18, 1890 --------- 5, 000 June 25, 1906_______1 5, 000 Feb. 24, 1891______ 5, 000 Mar. 2, 1907___________ 5, 000 July 23, 1892...--.. 5, 000 May 27, 1908------------ 5, 000 Feb. 18, 1893--------- 5, 000 .Mar. 3, 1909 ---------- 5, 000 Aug. 1, 1894 , ........... 5, 000 June 23, 1910--_--t_--- 5, 000 Mar. 2, 1895--------- 5, 000 Mar. 4, 1911 --- 5,000 June 6, 1896 ------------ 5,000 June 6, 1912------------5, 000 Mar. 3, 1897_-------- 5, 000 Mar. 3, 1913__---------- 5, 000 May 7, 1898________-- 5, 000 June 27, 1914 _______- 5, 000 Mar. 3, 1899--------- 5, 000 Mar. 3, 1915-----------10, 000 May 25, 1900_ 5, 000 June 6, 1916----- 25, 000 Mar. 1, 1901 5, 000 Feb. 14, 1917_ 25,000 June 6, 1902_ 5, 000 Mar. 3, 1903_ 5, 000 Total--------------- 190, 000 Apr. 21, 1904--------- 5, 000 For this purpose an estimate of $25,000 is submitted for the fiscal :ear 1920. Supplies for seacoast defenses.-This appropriation is designed for the maintenance and repair of searchlights and electric licght and power equipment for seacoast fortifications, and for tools, electrical and other supplies, and for appliances to be used in their operation. The additional demands upon the electrical equipmert of seacoast fortifications during the last fiscal year, and the resulting need for additional parts and accessories, necessitated the submisson of a deficiency estimate for the fiscal year 1918 and a total of $100,000 was appropriated for that year. The fortification appropriation act, approved July 8, 1918, provided $40,000 for this purpose during the fiscal year 1919. This amount will probably prove insufficient. For the fiscal year 1920 an estimate of $100,000 has been submitted under this head. Appropriations for supplies for seacoast defenses have been made as follows: Act of- Act of- May 25, 1900 _________ $25,000 Mar. 4, 1911 $45,000 Mar. 1, 1901 _ 25, 000 June 6, 1912 45, 000 June 6, 1902___________ 25, 000 Feb. 13, 1913------------ 40,000 Mar. 3, 1903____________ 35,000 June 27, 1914___________ 40, 000 Apr. 21, 1904 __________ 35, 000 Mar. 3, 1915_________ 40, 000 Mar. 3, 1905 ___________ 40, 000 July 6, 1916____________ 40, 000 June 25, 1906 __________ 30, 000 Feb. 14, 1917___________ 40, 000 Mar. 2, 1907_-------- 40, 000 Mar. 28, 1918___________ 60, 000 May 27, 1908----------- 44, 500 Mar. 3, 1909, _ 40, 000 ---- Total______ ____ 734, 500 June 23, 1910________ 45, 000 For the fiscal year 1920 an estimate of $100,000 has been submitted under this head. Sea walls and embanlments.-The large number of seacoast reser- vations renders necessary a considerable expenditure of funds to prevent the washing away of valuable land by ordinary wave action and to repair damages done by occasional violent storms. FORTIFICATIONS IN THE UNITED STATES. 47 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. 2, 1907- -______ $25, 000 June 6, 1896---------_ 17, 975 May 27, 1908---------- 50, 000 Mar. 3, 1897 __________ 33,000 Mar. 3, 1909__________ 50, 000 May 7, 1898----------- 55, 000 June 6, 1912 (reappro- Mar. 3, 1899 ----------- 2, 500 priated from balances May 25, 1900 50, 000 of other funds) 25, 000 Mar. 1, 1901-----------100,000 June 27, 1914--------- 25, 000 June 6, 1902_-.... ____ 100, 000 Mar. 3, 1915 27, 000 Mar. 3, 1903_---------- 89, 575 Feb. 14, 1917---------- 93, 000 Apr. 21, 1904___________ 99, 000 Mar. 3, 1905 ----------- 19, 400 Total- -___________1, 028, 450 June 25, 1906________-- 50, 000 Protection of Sandy Hook Reservation, N. J.-This reservation is the site of the post of Fort Hancock and of the Sandy Hook Prov- ing Ground. The narrow neck of land connecting the reservation with the mainland is traversed by a railroad pertaining to the Ord- nance Department and by a roadway maintained by the Quarter- master Corps. The ocean shore of the Sandy Hook peninsula has in historic times moved back and forth, depending upon temporary changes in con- ditions of equilibrium. The littoral current and the general motion of the sand on this shore is from south to north, and the recent work done by the State of New Jersey and others in the way of building groins and other work to catch the sand and thus protect the shore line of the beach has reduced the flow of sand along the Government reservation, and unless such sand as passes by is caught by artificial groins the gradual erosion of the shore line must occur. During the severe storms of the winter of 1914-5 the beach in front of the heavy riprap sea wall, which was built for the protection of this strip, was cut away and the sea wall was lowered for a part of its length. This permitted the storm waves to wash over the wall, and the water then escaped across the neck and into the Shrewsbury River, washing away the wagon road, seriously threatening and in- juring the railroad, and lowering the level of the entire neck. The preservation of this neck of land is very important for the maintenance of communication between the reservation and the main- land and also for the protection of navigation in the river. For the purpose of repairing the worst breaks in the sea wall and restoring the fill and railroad communication thereon funds were provided as follows: From the appropriation for " Sea wall, Sandy Hook, N. J.," act of June 6, 1902_________________-------------------_ $13, 509. 86 From the appropriation for Shrewsbury River, N. J., by removing material washed in by the storm and depositing it along in the railrod embankment ----------------------- 8, 000. 00 From the appropriation for " Protecting Sandy Hook, N. J., 1916" (this appropriation having been made in the sundry civil appro- priation act approved Mar. 3, 1915), for building the railroad trestle ------------------------------------------------- 24, 632. 67 Total----------------------------------------------- 46, 142. 53 The funds thus provided were, however, insufficient to restore this neck of land and give it adequate protection. An additional sum 48 REPORT OF CHIEF OF, ENGINEERS, U. S. ARMY, 1918. of $60,000 was appropriated by the general deficiency act of Septem- ber 8, 1916. These funds are being applied to the purpose for which appropriated. The work mentioned in the preceding paragraphs was to repair damages done prior to the end of the fiscal year 1916. During the fiscal year 1917, the attack of the ocean upon the shore continued, the principal attack now being slightly farther northward on the beach, indicating clearly that additional work must be done at an early date to prevent serious damage at this new locality. In the spring of current calendar year, severe easterly storms caused considerable damage at the neck near the southern boundary of the reservation. The sea broke across the neck at one point and destroyed portions of the road and railroad. A board of officers which consid- ered the situation recommended that the existing seawall be repaired and enlarged, that the building of groins be completed to the south end of the reservation, that the area between the seawall and the rail- road embankment be filled and protected by a riprap apron, and that an emergency fund of $150,000 be provided to repair any damages that might occur. The sum of $60,000 was allotted from available funds to cover the most urgent repairs required at the time and an estimate was submitted to Congress with a view to securing funds for the accomplishment of the work recommended by the board, but the funds called for by the estimate submitted were not appropriated. A study of the situation is being made and estimates to cover the cost of the work remaining to be done will probably be submitted later. Sea walls, defenses of Galveston, Tex.-The defensive works at Gal- veston 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 re- paired under an appropriation of $992,000 contained in the fortifica- tion act approved March 1, 1901. With the funds so provided, and in accordance with the plans before Congress when that appropriation was made, each individual battery was made secure against any simi- lar storms likely to occur. 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, respectively, were appropriated in the sundry civil acts of April 28, 1904, and June 30, 1906, aggregating $750,000. For a sea wall and fill at Fort Travis the sum of $440,000 was pro- vided in the fortificationi appropriation act approved March 3, 1909. This work has been completed, leaving a balance of $65,000, which by the fortification act of, June 6, 1912, was made available for other purposes. The cyclone of August; 1915, seriously damaged the fortifications of the defenses of Galveston, flooding the batteries, removing the riprap protection from the sea walls at Forts Travis and Crockett, and washing away much of the fill at Fort Crockett. For the repair and protection of the defenses of Galveston the sum of $303,500 was appropriated in the fortification appropriation act of July 6, 1916. Work is now in progress. Sea-wall protection is also required for Fort San Jacinto. With funds appropriated in the river and harbor act approved July 27, 1916, work is in progress in connection with the extension of the FORTIFICATIONS IN THE UNITED STATES. 49 existing Galveston city sea wall to a point at the southerly bound- ary of the Fort San Jacinto reservation, the conditions of the act requiring the donation of certain land to the United States and the quieting of all claims to the .Fort San Jacinto reservation having now been complied with. After examination of the project by the board of review it was decided that the Fort San Jacinto reservation is not of sufficient value to warrant the expenditure of the large sum that would be required to completely protect the reservation by the construction of a sea wall around it, but that the protection should be limited to the pres- ervation of the most important structures on the reservation. An estimate to cover the accomplishment of this work will be sub- mitted later. Submarine mines.-T--he act of June 6, 1902, assigned to the Artil- lery the purchase of torpedo material proper, leaving to the Engineer Department the construction of casemates, storehouses, loading rooms, and other structures required for the torpedo defenses. 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 Mar. 4, 1911 $50, 000 Mar. 3, 1903 --- 50,000 Mar. 3, 191531, 000 Apr. 21, 1904_ . ___,_ 87, 000 July 6, 1916 200, 000 'Mar. 3, 1905---------- 400, 000 Feb. 14, 1917 150, 000 June 25, 1906 ---------- 175, 000 June 15, 1917 500, 000 Mar. 2, 1907__--- 175, 000 May 27, 1908 -------- 175, 000 Total ----- 2, 126, 000 Mar. 3, 1909---------- 100,000 Work under these appropriations is now in progress. The following money statements show the condition on June 30, 1918, of all general appropriations under which operations were in progress in the United States at the close of the fiscal year: Land defense.-Projects for land defense include extensive systems of field intrenchments covered and reinforced by military obstacles. When war is imminent this work must be carried out in a minimum of time for each threatened main enemy objective. Plans for this important duty include schedules of labor required; of transporta- tion, and of tools and materials, including the immediate procure- ment of such tools and materials as are locally available. In addition large quantities of reserve supplies of nonperishable articles must be available in storage for the prompt protection of certain outlying defenses which are particularly exposed. The urgent deficiency act of June 15, 1917, provided $2,000,000 for this purpose. On account of market conditions the procurement of tools and materials for defense lines was temporarily suspended, although orders were placed for fencing material and deliveries secured. Estimates to cover the erection of this fencing material will be submitted for the fiscal year 1920. Roads, trails, etc.-The act of February 14, 1917, appropriated $40,000 for the construction of roads, trails, water and sewer systems at fortifications. Work in this connection is now practically com- pleted. Contingent expenses-Seacoast fortiflcations.-This appropria- tion is assigned to various bureaus for work upon the recommenda- 81116--ENG 1918-4 50 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. tion of the Chief of Coa5st Artillery. Such progress has been made upon work assigned to the Engineer Department as the funds avail- able and other conditions have permitted. The principal items of work completed or practically completed by the Engineer Depart- ment under this appropriation during the fiscal year have been as follows: Acquisition of Great Brewster Island, Boston Harbor, Mass. Rental of site for temporary emplacements at Sachuest Point. Acquisition of site for two 6-inch guns at North Hill, Fishers Island. Repairs to riprap sea wall at Sandy Hook. Construction of platforms for and installation of three 4.7-inch guns at San Juan, P. R. Construction of barracks and quarters at Forts Sumter and Moultrie, Charles- ton Harbor. Mounting howitzers and constructing wire fences on the Canal Zone. Mounting armament at Battery Newton, Fort Grant, Canal Zone. Construction of platforms for antiaircraft guns, Canal Zone. Modification of pedestals for range finders, Canal Zone. Cutting gate in defense wall at Fort Sherman, Canal Zone. Installation of four guns on the Panama Canal. Construction of pedestals for azimuth instruments, Battery Hasbrouck, Hawaii. 2. At the close of the fiscal year certain work was also in progress in connection with submarine mine defense of Manila Bay. 3. Funds were also assigned to the Chief of Engineers during the fiscal year for the construction of a wharf at Outer Brewster Island, Boston Harbor, Mass., and for the purchase of sites at Grays Harbor and Willapa Bay. Work under the former allotment has been sus- pended on account of the high cost of material, etc. Work under the latter has not yet been started. GUN AND MORTAR BATTERIES. For battery construction: July 1, 1917, balance unallotted ----------------------- $4, 985, 933.26 June 30, 1918, net allotments during fiscal year------------ 1,897, 951. 05 July 1, 1918, balance unallotted- ------------------- 2, 759, 482.21 July 1, 1918, amount pledged--------------------------- 2, 759, 482. 21 Modernizing older emplacements: July 1, 1917, balance unallotted -------------- --- 114, 589. 54 June 30, 1918, net allotments during fiscal year------------- 86, 707. 82 July 1, 1918, balance unallotted----------------- ---------- 27, 881. 72 July 1, 1918, amount pledged---------------------------- 27, 881. 72 FIRE CONTROL AT FORTIFICATIONS. July 1, 1917, balance unallotted----- ---------------- ------- 101, 349. 60 June 30, 1918, net assignments to Chief of Engineers during the fiscal year---_-_ ___----------------------- 924,175. 00 1, 025, 524. 60 June 30, 1918, net allotments during fiscal year --------------- 364,109. 04 July 1, 1918, balance unallotted---------------------------- 661, 415. 56 July 1, 1918, amount pledged-------------------------------- 661, 415. 56 ELECTRICAL INSTALLATIONS AT SEACOAST FORTIFICATIONS. July 1, 1917, balance unallotted---------------------------- 1,800,417.86 June 30, 1918, net allotments during fiscal year----- -------- 1, 091, 913. 00 July 1, 1918, balance unallotted -------------------- 708, 504. 86 July 1, 1918, amount pledged - ------------------ ,---- 708, 504. 86 FORTIFICATIONS IN THE UNITED STATES. 51 SEARCHLIGHTS FOR HARBOR DEFENSE. July 1, 1917, balance unallotted-- $151, 265. 73 $--_______----------- June 30, 1918, repayments to the appropriations during the fiscal year --------- ---------------------------- 19, 540. 37 170, 806. 10 June 30, 1918, allotments during fiscal year------------------- 18,948. 50 July 1, 1918, balance unallotted---------------------------- 151, 857. 60 July 1, 1918, amount pledged ----------- 151, 857. 60 SEARCHLIGHTS FOR DEFENSIVE PURPOSES. July 1, 1917, balance unallotted _________------ --------- 5, 900, 000.00 June 30, 1918, net allotments during fiscal year______________ 3, 155, 232. 46 July 1, 1918, balance unallotted -------------------------- 2, 744, 767. 54 -___ July 1, 1918, amount pledged ________________-___- 2, 744, 767.54 SITES FOR FORTIFICATIONS AND SEACOAST.DEFENS1E:. July 1, 1917, balance unallotted------___________------------------- 212, 569. 84 June 30, 1918, net allotments during fiscal year_______ -____- 113, 388.40 July 1, 1918, balance unallotted---------- - _____ -____- - 99, 181.44 July 1, 1918, amount pledged_____- __ __-___ __- 99,181.44 PRESERVATION AND REPAIR OF FORTIFICATIONS. July 1, 1917, balance unallotted ___________________________ 112, 235. 76 June 30, 1918, net allotments during fiscal year ---------------- 73, 099. 57 July 1, 1918, balance unallotted _____--__________________ 39, 136. 19 PLANS FOR FORTIFICATIONS. July 1, 1917, balance unallotted _______- _____ - -__________ 22, 505. 00 June 30, 1918, net allotments during fiscal year----------------- 18, 695. 47 July 1, 1918, balance unallotted ________________________ 3, 809. 53 SUPPLIES FOR SEACOAST DEFENSES. July 1, 1917, balance unallotted------ ______ _____--27, 723. 00 June 30, 1918, appropriated during fiscal year .__........... . 60, 000. 00 87, 723. 00 June 30, 1918, net allotments during fiscal year_ _______--__- 64,961.24 July 1, 1918, balance unallotted - ------------------------ 22,761. 76 SEA WALLS AND EMBANKMENTS. July 1, 1917, balance unallotted__----- ... ____ ____----- 35, 909.04 June 30, 1918, net allotments during fiscal year---- 16,061.04 July 1, 1918, balance unallotted-- .......... ------------- _ 19,848.00 July 1, 1918, amount pledged----------------------------- 13,938.96 July 1, 1918, amount available- ---- -------------------- 5,909.04 CASEMATES, GALLERIES, ETC., FOR SUBMARINE MINES. July 1, 1917, balance unallotted---------------------------- 724,520.11 June 30, 1918, net allotments during fiscal year--------------- 289, 850.71 July 1, 1918, balance unallotted------,--- ------------ 434, 669.40 52 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. LAND DEFENSES IN THE UNITED STATES. July 1, 1917, balance unallotted -------------------------- $1, 998, 500. 00 June 30, 1918, net allotments during fiscal year---------------- 2, 971. 00 July 1, 1918, balance unallotted---------------------------- 1, 995, 529. 00 July 1, 1918, amount pledged- ----------------------------- 1, 995, 529. 00 CONTINGENT EXPENSES, SEACOAST FORTIFICATIONS. June 30, 1918, net assignments, Engineer Department---------- 363, 633. 60 June 30, 1918, net allotments during fiscal year ---------------- 361, 385. 08 July 1, 1918, balance unallotted------------------------------- 2, 248. 52 ESTIMATES OF APPROPRIATIONS REQUIRED FOR 1920 FOR FORTIFICATION IN THE UNITED STATES. Gun and mortar batteries: Battery construction---------------------------------- 730, 000. 00 Modernizing ------------ ------------------------- 37, 250. 00 Preservation and repair of fortifications---------------------- 300, 000. 00 Plans for fortifications------------------------------------ 25, 000. 00 Supplies for seacoast defenses 00, 000. 00 1------------------------------ Sites for seacoast defenses ----------------------- 15, 000. 00 Land defenses, United States--------------------- ---- 60,000. 00 Shore protection, Fort Screven, Ga--------------------------160, 000. 00 Total----------------------------------------- 1, 427, 250. 00 FORTIFICATIONS IN INSULAR POSSESSIONS. Batteries.-The first appropriation for this purpose was contained in the fortification act approved April 21, 1904, and the aggregate amount appropriated has been $10,005,200 (including $250,000, the expenditure of which was assigned to the Chief of Ordnance). With these appropriations batteries have been constructed at Guantanamo Bay, Cuba, and Subic Bay, P. I., and construction work is still in progress at Honolulu and Pearl Harbor, Hawaii, and Manila Bay, .I. Appropriations for this work have been made as follows: Act Act of- of-applicable. Generally Hawaiian Islands. Philippine Islands. Apr. 21, 1904....................................................... $700,000........... ........ Mar. 3, 1905....................................... .............. .. . 7 00000.. June 25,1906 .............. .. ..................................... $260,000 .. Mar. 2 1907................................. ....................... 200,000 $500,000 May 2, 1908.... ......... ............................ .......... 400,000 954,000 Mar. 3, 1909........ ....... ..... 337,200 11,000,000 3............................... June 23, 1910 .................................................................. 800,000 Mar. 4, 1911...............................................................150,000 1,169,000 Fune 1, 1913......... ................. ........ .................. .... ..... 170,000 800,000 June 27, 1914. ......... .... ............................................ 300,000 Feb. 14, 1917.....................................................720,000 .... Mar.28, 1918............. . .................. ..... .................... 75,000 Total .............................................. 1,400,000 2,307,200 6,298,000 1 Including $250,000, the expenditure of which was assigned to the Chief of Ordnance. Work is now in progress in the Hawaiian and Philippine Islands. Electrical installation.- Work under appropriations heretofore made for this purpose is practically completed. FORTIFICATIONS IN INSULAR POSSESSIONS. 53 Appropriations for this work have been made as follows: Act of- Hawaiian Philippine Act of-- Islands. Islands. $20,000 $115, 000 May 27, 1908......................................................................................... Mar. 3, 1909 ........................................... ................14,469 88,823 June 23, 1910 .................. .......................... ................... 45,000 Mar. 4, 1911................. .... .. .......................................... 171,962 ...................................... Feb. 13,1913............... 34,469........... 68,938 420,785 Total ............................................................................. An estimate of $20,000 is submitted under this head for work in the Hawaiian Islands. Searchlights.-Appropriations for this work have been made as follows : Act of- Generally applicable. Hawaiian Islands. Pippidine Islands. Mar.2, 1907........ ..................................... $30,000 ... ........ May 27, 1908.. ................................................. ........ ............ 47,500 $180,000 Mar.3, 1909...........o . ....... ...... ..... ...................... ... ......... 66,000 ............ June 23, 1910........ .................. ............ ........... 139,000 Mar. 4, 1911 ........................................... ............ 40,100 ......... Feb. 13,1913........................................... ............. 10,800 20,600 Total ........... ................................... 30, 000 164, 400 339, 600 To provide for the modernizing of existing searchlights in the Philippine Islands an estimate of $33,000 is submitted. Procurement of sites.-Appropriations for this purpose have been made, as follows: Act of - Hawaiian Philippine Islands. Islands. Apr. 21, 1904.... ....... ................. ................................... $200,000. June 25,1906.......................... ................ 150000............ May 27, 1908........ ............................ . . ............ ........................ 85,000 Mar.3, 1909......................... ...... ...................................... 12........0 Total........ ................ ................. ...... ......................350,000 17,000 The acquisition of all sites for which funds have been appropri- ated has been completed. Preservation and repair of fortifications.-An annually increasing number of fortification units are being completed and turned over to the troops in the Hawaiian and Philippine Islands, where climatic conditions tend toward rapid deterioration unless ample provision is made for the prevention thereof. Until recently provision for the preservation and repair of mine-defense structures has been made under separate heads from that for other fortifications, but in the fortification act of July 6, 1916, the two classes of work have been combined in a single appropriation for each locality. 54 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Appropriations heretofore made for this work are as follows: Hawaiian Islands. Philippine Islands. Act of- Mine- Other for-ine Other for- Total. defense tifications.or- Total. defensetifications Total structures., structures. June 3, 910........................... 1, 000 $7, 000 $8, 000 Mar. 4, 1911----........... June 6, 1912 ............... - .... .... . . - .....---. $500 ...--$500 -- ---- - 1,000 500 7,000 8,000 8, 000 8, 500 $500 500 1,000 750 8, 000 8, 750 June 27, 1914.................. 2,000 1,000 3,000 1,000 ----------- 1,000 Mar. 3, 1915................. 1,000 2,000 3,000 1,000 3,000 4, 000 July 6, 1916 .... .. - ..- .......--... .... ....... 5, 000 10,000 Feb. 14,1917.. ....... ............................. 7,500 ........................ .15,000 For this work in the Hawaiian Islands an estimate of $15,000 is submitted, and for the Philippine Islands, $55,000. Land defenses.-For the construction of works of defense against .landing parties in the Philippine Islands the sum of $180,000 was appropriated by the fortificatin- appropriation act approved March 4, 1911, and the sum of $17,;:'(0uwas appropriated by the fortifica- tion act of July 6, 1916. Work under these appropriations is in progress. For similar work in the Hawaiian Islands the following appro- priations have been made: June 27, 1914--------------------- ------------------------------ $457, 000 Mar. 3, 1915 __------------------------------- 150, 000 July 6, 1916-------------------------- ---------------------------- 169, 000 These funds are being applied to the work as rapidly as practicable. For the continuation of work in the Philippine,Islands an estimate of $350,000 is submitted. Reserve equipment.-For the procurement of an adequate reserve for 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 pur- pose for which appropriated. Secetrical ad other supplies.-Under Appropriations heretofore made by Congress, a number of electric plants and searchlights have been installed in*the Hawaiian and Philippine Islads. - For work of this character in the Hawaiian and Philippine Islands $5,000 and $10,000, respectively, were appropriated for the fiscal year 1919. An estimate of $5,000 for the Hawaiian Islands is submitted this year. In view of the fact that large electrical installations have been com- pleted in the Philippine Islands during the past fiscal year which will require maintenance from this time on, it is essential that addi- tional funds for this purpose be available, and an estimate of $15,00" is accordingly submitted for the Philippine Islands. FORTIFICATIONS IN INSULAR POSSESSIONS. 55 Appropriations for this work have been made as follows: Act of-Hawaiian ActIslands. Philippine Islands. ............................................................. June 23, 1910................... $2,500 Mar. 4, 1911... .......... ............................ 1000 ,00 June 6, 1912..... 750 7 2................ 500........................... 2,500 Feb. 13 1913........... .............................................. 750 3,000 June 27,1914... .................................................... 1,000 3,000 Mar. 3,1915 ....... 1.......................... 1,500 3,000 July 6,11916.......................... ................................. 2,500 3,500 Feb.14,1917.............. ........................................... 2,500 5,000 Total............ .............................. .................. 10,000 25,000 Sea 'oalls.-To permit the protection of the shore of one of the defensive sites in the Hawaiian Islands, appropriations of $21,000 and $10,500, respectively, were made by the acts of March 3, 1915, and February 14, 1917. Work under these appropriations is in progress. Mine-defense structures.-Work upon the mine-defense structures in the Hawaiian Islands under the existing proje t is practically completed. For additional work of this character, required in the Philippine Islands, an estimate of $159,000 is submitted. Appropriations for this work have been made as follows: Act of- Generally Philippine Hawaiian Act ofapplicable.Islands. Islands. June 8, 1898, for Manila Harbor-...... .......... ...... .... -.......... $150,000 .......... Mar. 2, 1907........... ..................................... $200,000 ..... May 27, 1908............ .................................................... $129,000 Feb. 13,1913........ ........ ..................................... 50, 000.......... Mar.3,1915........................ .............................. 17,000. July 6,1916.--..........0 ... ........................... 000................... 10,000 Mar.28,1918-.......... ................................ ..................... ... ............ 40,000 Total.................... ............. .......... 200,000 217,000 179,000 Fire control.-No funds for this purpose were provided by the last fortification act. Appropriations for this work and assignments therefrom to the Engineer Department has been made as follows: Assigned to Act of- Appro- Engineer priated. Depart- ment. Mar. 2,1907.................................................................................. $100000 May 27, 1908.............................. .......................... 243,000 Mar.3, 1909............................................ .......... 250,000 June 23, 1910........... ... ........................................... $448,087 200,000 June 27, 1914.......................................................... 55,000 Mar. 3,1915..... ............................. ..................... 15,678 July 6,1916......................................................................100,000 Total............................................................... 963,678 448,087 Work under these appropriations is now practically completed. 56 REPORT OF CHIEF OF ENGINEERS, U. S. ARMIY, 1918. The following money statements show the conditions on June 30, 1918, 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, 1917, balance unallotted -------____--___ $747, 393. 85 June 30, 1918, appropriated during fiscal year -___ ___-_ 75, 000.00 822, 393. 85 June 30, 1918, net allotment during fiscal year ____________ _ 384, 364. 36 July 1, 1918, balance unallotted--------------------------438, 029.49 July 1, 1918, amount pledged_- 438, 029. 49 For electrical installations: July 1, 1917, balance unallotted------- -------------- _5, 6-- 324.50 June 30, 1918, net allotments during fiscal year ______________ 3, 625. 00 July 1, 1918, balance unallotted-- -- ___- -_______- 61, 699. 50 July 1, 1918, amount pledged -------------------- 61, 699. 50 For searchlights: July 1, 1917, balance unallotted --------------------------- 60, 507. 45 June 30, 1918, net allotments during fiscal year--- --------- _ 7, 550. 00 July 1, 1918, balance unallotted -------------------- 52,957. 45 July 1, 1918, amount pledged ----------------------------- 52, 957. 45 For toryedo structures: July 1, 1917, balance unallotted ----------------------------- 97. 45 June 30, 1918, appropriated during fiscal year_ __-____-___ 40, 000. 00 40, 097.45 July 1, 1918, balance unallotted and available ________-__ 40, 097. 45 For sites, Philippine Islandss: July 1, 1917, balance unallotted------- --------------- 2, 450. 00 July 1, 1918, balance unallotted and available--------___--- 2, 450. 00 For electrical and other supplies: June 30, 1918, net repayments to appropriations during fiscal year -------------------------------------------------- 10.00 June 30, 1918, net allotments during fiscal year -------------- 10. 00 For maintenance of fortifications: June 30, 1918, net repayments to appropriations during fiscal year ------------------------------------------------- . 721.35 June 30, 1918, net allotments during fiscal year..__.._____. 721. 35 For reserve equipment: July 1, 1917, balance unallotted__------------- - 38, 522. 62 June 30, 1918, net allotments during fiscal year - 425. 00 2,,------------ July 1, 1918, balance unallotted and available- ------- - 36, 097. 62 For land defenses, Hawaiian Islands: July 1, 1917, balance unallotted ____-------------------------- 47,251.40 June 30, 1918, net allotments during fiscal year ----------- 13, 859. 02 July 1, 1918, balance unallotted-------------------- ---- .33, 392. 38 July 1, 1918, amount pledged 33, 392. 38 FORTIFICATIONS IN INSULAR POSSESSIONS. 57 For land defenses, Philippine Islands: July 1, 1917, balance unallotted___-_---------------__-_____ $89, 000. 00 June 30, 1918, net allotments during fiscal year---------------14, 294. 20 July 1, 1918, balance unallottel_----------------------------- 74, 705. 801 July 1, 1918, amount pledged ---------- - -- ------- 74, 705. 801 FIRE CONTROL IN INSULAR POSSESSIONS. June 30, 1918, net assignments to Engineer Department during fiscal year--------------------------------------------------- 1,200.00 June 30, 1918, net allotments during fiscal year_______________- 1,200. 00, ESTIMATES OF APPROPRIATIONS REQUIRED FOR 1919 FOR FORTIFICATIONS IN THE INSULAR POSSESSIONS. Fortifications in insular possessions: For maintenance of fortifications- Hawaiian Islands---------------------------------------- $15, 000 Philippine Islands ______ -- -- _______________________ 55, 000, For land defenses, Philippine Islands________ __________-__--350, 000 For electrical and other supplies- Hawaiian Islands--_,_________- -- _--_ - -5, 000, Philippine Philppie Islands Isand-------------------------------------500 15, 000 Electrical installations-- Hawaiian Islands _____________--____________ _ 20, 000 Torpedo structures- Philippine Islands --------------------------------------- 159, 000 Searchlights- Philippine Islands ---------------------------------------- 33, 000 Total ------------------------------------------------ 652, 000 ROADS. Where, as on an island, there is a long extent of coast on which landings of a mobile expeditionary force can be made, it is evident that it is impracticable to cover the entire coast either by gunfire from fixed emplacements or by a sufficiently large mobile force at all possible landing places. The forces of the defense occupy an interior station with respect to the attacking force, and the distances from such an interior point to points on the coast are necessarily shorter than the distances to be traversed by attacking parties moving in circumferential lines around the coast. Hence it is possible to defend such a possession by a comparatively small force if it can be moved rapidly to and concentrated at the point of attack. To do this, a system of roads is required, planned to meet the military needs. In- cidentally such a system meets commercial needs as well. Recent events in Europe illustrate the value of interior lines of well-con- structed roads. Such a system is required in all of our outlying defeises in Oahu, on the Isthmus of Panama, and inLuzon particu- larly. Estimates have been submitted with a view of making sur- veys to determine location; character, and cost of such military roads in Oahu and on the Isthmus of Panama, and, for Oahu, for starting construction of some of the lines for which the conditions are known. Some of these roads must be suitable for the transportation of heavy mobile artillery; some need to be only trails fitted for infantry and pack trains. The fortification appropriation act of February 14, 1917, provided the sum of $10,000 to cover the cost of surveys for roads on the' 58 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. island of Oahu. This survey is now in progress, and it is expected that data to serve as the basis of estimates for road construction will shortly be available. FORTIFICATIONS, PANAMA CANAL. The construction of the fortifications for the Panama Canal has heretofore been under the supervision of the governor of the Panama Canal, though the plans have been prepared in all cases by the Chief of Engineers. In view of the practical completion of the canal and the consequent reduction in the construction forces, it has been deemed expedient for the Chief of Engineers to assume direct charge of the construction and maintenance of these fortifications to the same extent as such work is done by hiin at other localities. This work has' accordingly been assumed by the Chief of Engineers, effective July 1, 1916, and is now being performed under the direct supervision of a district engineer of the Engineer Department, the actual work being done temporarily by the canal force pending the organization of an adequate force by the district engineer, The accomplishment of the organization of an Engineer construc- tion force at the canal has to date been impracticable, due to. the lack of Government-owned quarters and the unsuitability of privately owned quarters at both Panama and Colon. Estimates covering the construction of quarters for Engineer employees were submitted for the fiscal year 1919, but funds were not appropriated. The following money statements show the conditions on June 30, 1917, of all general appropriations for fortifications under which operations were in progress at the Panama Canal at the close of the fiscal year: Preservation and repair of fortifications: June 30, 1918, appropriations during fiscal year--------------$9, 400. 00 June 30, 1918, net allotments during fiscal year__________-___ 9, 400. 00 Seacoast batteries: July 1, 1917, balance unallotted-------------------------496, 314. 03 June 30, 1918, net allotments during fiscal year ________ 285, 540. 40 July 1, 1918, balance unallotted __-- -_______-_ __-- __ 210, 773. 63 July 1, 1918, amount pledged ------------------ 210, 773,63 Searchlights: July 1, 1917, balance unallotted--------------------------- 78, 774. 00 June 30, 1918, net allotments during fiscal year- _____- -- ____ 56, 510. 00 July 1, 1918, balance unallotted_---- ------ __ 22, 264. 00 -______ July 1, 1918, amount pledged _________-- - ___ -_______ 22, 264. 00 Submarine-mine structures: July 1, 1917, balance unallotted---__- ______ ___ _______ 47, 000. 00 July 1, 1918, amount pledged ______________ _________47, 000. 00 For work of construction and maintenance the following esti- mates are submitted: Maintenance of clearings and trails___ . __-- ---------- ... $50, 000. 00 Preservation and repair of fortifications-----------------------50, 000. 00 Electrical and other supplies---- 25, 000. 00 Electric light and power plants--- _-_---------------- 20, 000. 00 145, 000. 00 FORTIFICATIONS, PANAMA CANAL. 59 The following is a list of appropriations to July 1, 1918, for work ordinarily performed by the Enginer Department for the fortifica- tions of the Panama Canal: Maintenance of clearings and trails: Aug. 1, 1914 (sundry civil act)----------- $21, 000. 00 Mar. 3, 1915 (same act)--------------------- 45, 000.00 July 1, 1916 (same act) --------------------- 30, 000.00 June,12, 1917 (same act) -------------------- 20,000.00 $116, 900. 00 Preservation and repair of fortifications: Mar. 3, 1915 (sundry civil act)------------ 15,000.00 July 1, 1916 (same act)___----------------- 15,000. 00 June 12, 1917 (same act) ---------------- 10,000. 00 Mar. 28, 1918 (deficiency) ----------------- 9,400.00 49, 400. 00 Maintenance of searchlights and electric light and power equipment: Mar. 3, 1915 (sundry civil act) _____________ 7, 500. 00 July 1, 1.916 (same act) June 12, 1917 (same act) --- 7, 500. 00 22, 500. 00 Seacoast batteries: Mar. 4, 1911 (sundry civil act) 2, 000, 000.00 Aug. 24, 1912 (same act) 1, 000, 000. 00 June 23, 1913 (same act) 2, 365, 000.00 July 1, 1916 (same act) ------------------ 400,000. 00 June 12, 1917 (same act) 332, 000. 00 June 15, 1917 (urgent deficiency act)- 5, 000. 00 I 6, 102, 000. 00 Electric light and power plants: June 23, 1913 (sundry civil act)- 173, 000. 00 Aug. 1, 1914 (same act)- 33, 550. 00 Mar. 3, 1915 (same act) 3, 081. 00 June 15, 1917 (urgent deficiency act)_ 55, 000. 00 .264,631. 00 Searchlights: June 23, 1913 (sundry civil act)-------------285, 000. 00 Mar. 3, 1915 (same act) --------------------- 79, 666.00 June 15, 1917 (urgent deficiency act)_________ 78, 774.00 443,440. 00 Submarine-mine structures: Aug. 24, 1912 (sundry civil act)- 220, 200.00 Apr. 6, 1914 (urgent deficiency act)- 55, 000.00 July 1, 1916 (sundry civil act) ___ 47, 000. 00 322,200.00 Land defenses: June 15, 1917 (urgent deficiency act)------ 29,500.00 Fire-control- installations - (Engineer Department, Ordnance Department, and Signal Corps): June. 23, 1913. (sundry . civil act) -------- _ 200,000.00 Aug. 1, 1914 (same act) --------------------- 50,000.00 Mar. 3, 1915 (same act) -------------------- 383, 301.30 633, 301.30 Surveys for military purposes: Aug. 24, 1912 (sundry civil act)-------------- 50,000.00 June 23, 1913 (same act) ------------------ 12, 000.00 62, 000.00 Causeway or bridge connecting fortifications: Aug. 24, 1912 (sundry civil act)------------------------- 150, 000.00 Field, fortifications and camps: Aug. 24, 1912 (sundry civil act) ---------- - 200,000,00 Apr. 6, 1914 (urgent deficiency act)_-------- - 194. 350.00 394, 350.00 Land for military purposes: June 23, 1913 (sundry civil act) _ _ ____ 50,000.00 60 REPORT OF CHIEF OF ENGINEERS, U. S.: ARMY, 1918. Sanitary clearing, fill, etc.: June'23, 1913 (sundry civil act) ------------------------- $210, 000. 00 Resetve equipment: Mar. 3, 1915 (sundry civil act) --------------------------- 50, 000. 00 Grand total---------------------------------------------, 900, 222. 30 MAPS, WAR DEPARTMENT. The greater part of the $10,000 appropriated for this purpose for the fiscal year ending June 30, 1918, was applied to the reproduction of the military map of Luzon, the printing of harbor charts, and for the purchase of a stock of printing paper. For the continuation of this work the sum of $10,000 has been appropriated for the fiscal year 1919. An estimate of the same amount is submitted for the fiscal year 1920, but is included in the estimate for military surveys and maps. Amount appropriated by the sundry civil act, June 12, 1917-------- $10, 000. 00 June 30, 1918, amount expended during fiscal year, 10. 72 6-------------- July 1, 1918, balance unexpended ------------ ---- 389. 28 MILITARY SURVEYS AND MAPS. By paragraph 9, General Orders No. 58, War Department, 1916, the administrative supervision of military mapping was transferred from the War College Division, General Staff, to the Chief of Engineers. Under the general supervision of the Chief of Staff, the Chief of Engineers is charged with the preparation of projects for military map work in the United States, including cooperation with other pub- lic and private mapping agencies and with the preparation for carry- ing out such map work as may be necessary in connection with pros- pective military operations. The Chief of Engineers is also charged with the supervision of the technical details of surveys made under War Department projects or orders for military map work; with the reproduction of military maps by tracing, blue print, lithography, or other methods, except confidential maps of foreign countries or other special maps required to be made for the General Staff in connection with its studies; with the custody of tracings and negatives of military maps required for reproduction, except confidential maps of foreign countries and the special maps mentioned above. The permanent military map system of the United States consists of two major divisions: 1. The progressive military map, which is intended to furnish a complete strategic map of the entire area of the United States and its possessions. The work on this system proceeds progressively, be- ginning in areas of greatest strategical importance. The base maps of this system are similar in every respect to the standard United States Geological Survey topographic atlas sheets. These sheets are made of military value bj going over the ground and tabulating and recording all information of military value. 2. The system of largescale maps of areas immediately surround- ing important seacoast defenses and commercial centers. These maps are very accurate surveys in great detail and correspond closely with the ".Plans Directeurs " now in use on the western front. y MILITARY SURVEYS A D .MAPS. 61 This work in the past had been performed by Engineer troops, but being required for other purposes, their employment on map work has ceased since the United States entered the war. Arrangements have been made to secure the assistance of the forces of other map- ping agencies of the Government, but the operation of the selective- service act, and the necessity of sending these trained forces overseas has seriously depleted the personnel of these mapping agencies. In order to meet this condition and to secure the necessary draftsmen, the topographers and surveyors, to accomplish the absolutely essen- tial map work and to furnish a reserve of topographers for service abroad, an Engineer regiment (Four hundred and seventy-second Engineers) has been organized and trained, and the personnel dis- tributed by detachments in field and office where urgent work is in progress. For the purpose of carrying out the work on the plans outlined above, Congress made an inital appropriation of $35,000 in the sundry civil act of July 1, 1916, under the heading "Topographic maps, War Department, 1917." The principal part of the work done under this appropriation was accomplished by the Geological Survey in Virginia and Maryland. Since 1916 the appropriation for " Mili- tary Surveys and Maps" has been available and has been applied to the accomplishment of this purpose. For the continuation of this work during the fiscal year 1918, the sum of $200,000 was appropriated by the Army act of May 12, 1917, under the heading " Military surveys and maps, 1917-December 31, 1918," and an additional appropriation of $500,000 was made by the Army act of October 6, 1917, under the hbading "Military surveys and maps, 1918." Work under these appropriations has been in progress during the fiscal year, and the services of the Geological Survey and the Coast and Geodetic Survey have been utilized to the fullest extent. An estimate of $1,000,000 for mapping important areas in the coastal plain of the United States from Virginia to Texas and other important areas for which no maps are available was submitted for the fiscal year 1919, and the sum of $850,000 was appropriated for that year. The military necessities of the present national emergency have developed the need of very accurate maps in great detail for the training of troops. The maps evolved from the present style of war- fare are the battle and maneuver maps and the trench warfare maps (commonly known as " Plans Directeurs"). For the purpose of training our troops in this country, it became necessary to prepare and print battle and maneuver maps of the training areas, especially the artillery ranges. These maps were made in the United States along the same lines as the maps used by the American Expeditionary Forces in order that our troops might be accustomed to the use of maps similar in every respect to those which they will ultimately use. A series of aerial navigation route maps has been prepared for the use and training of pilots of the various flying schools. Military mapping by the Geological Survey during the fiscal year amounted to 22,579 square miles in the States of Maine, New Hamp- shire, Delaware, Maryland, Virginia, North Carolina, South Caro- 62 REPORT OF CHIEF OF ERNGINEERS, U. S. ARMY, 1918. lina, Georgia, Florida, Texas, Illinois, Nebraska, California, Oregon, and Washington. With the exception of certain work in Alaska, practically all the geodetic work of the Coast and Geodetic Survey has been done in connection with military mapping, including primary triangulation and precise levels in the States of Virginia, North Carolina, South Carolina, Georgia, Florida, Louisiana, and Texas. This field work, as well as the office work of the Coast and Geodetic Survey, is prac- tically all for the purpose of furnishing control for future topo- graphic work on military maps. For the reproduction of military maps, the central map repro- duction plant has been established at Washington Barracks, under the supervision of the commandant of the Engineer School. The necessary lithographic and drafting equipment has been installed to make it a modern plant of its kind. To meet the demands upon this plant, the personnel has been quadrupled. At the end of the fiscal year the plant had commenced work on 80 quadrangles of the progressive military map and had printed 425,000 lithographic prints of maps, posters, and sketches for military purposes, as well as mis- cellaneous orders for War Department bureaus. In accordance with the provisions of General Orders, No. 58, the Chief of Engineers prepared a project for military mapping for the fiscal year 1919, based upon recommendations from department com- manders and various bureaus of the War Department. This project was approved. The instructions for military mapping have been further standardized in order that a uniform product may be ob- tained which will fully nleet the requirements. During the year work on the progressive military map was more actively prosecuted by the assignment of additional personnel at department Engineer offices and by a more active supervision in the office of the Chief of Engineers. The cost of operations, however, exceeded the amount of the appropriations, and to prevent a deficit Congress authorized the sum of $150,000 from the appropriation con- tained in the Army act of July 9, 1918, to be applied to expenses incurred during the fiscal year 1918. Military surveys and maps, 1917--December 31, 1918. Amount appropriated in Army act of May 12, 1917-- 000. 00 $-----------200, June 30, 1917, amount expended during the fiscal year 1917---- - 51, 175. 92 July 1, 1917, unencumbered balance-- _148, .....---------.... 824. 08 June 30, 1918, amount expended during fiscal year 1918 ---------- 148, 824. 08 Military surveys and maps, 1918. Amount appropriated in Army act of October 6, 1917----------- 500, 000. 00 June 30, 1918, amount expended during fiscal year 1918-------- 500, 000. 00 Estimate submitted for fiscal year 1920 ____ _____-_____ 1, 010, 000. 00 CONTINGENCIES, ENGINEER DEPARTMENT, PHILIPPINE 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 ENGINEER DEPOTS. 63 limited restrictions as to expenditures. Owing to the circumstances under which the work must be performed, an appropriation of this character has been found essential to its satisfactory prosecution. The appropriations for the last five years for this purpose have been as follows: 1914 -------------- ------------------------------------- $5, 000 1915 ------------------------------------------------------- 5, 000 1916 __------------------------------------------------------- 4, 000 1917 ------------------------------------------------------- 4, 000 1918 --------------------------------- ---------------------- 4, 000 1919 ------------------------------------------------------- 2, 500 An estimate of $3,000 is also submitted for the fiscal year 1920. Contingencies, Engineer' Department, Philippine Islands, 1918. Amount appropriated in Army act of May 12, 1917- - ____----$4, 000.00 June 30, 1918, amount expended during fiscal year----________ _ 42. 26 July 1, 1918, balance unexpended------------- ----------------- 3, 957. 74 July 1, 1918, outstanding liabilities_ - -_____---_____ ____ _ 3, 505. 43 July 1, 1918, unencumbered balance____ __________-____________ 452. 31 Estimate submitted for 1920-------------_____________ 3, 000. 00 CIVILIAN ASSISTANTS TO ENGINEER OFFICERS. This appropriation is used for payment of salaries of civilian clerks, draftsmen, etc., employed by the department engineers. The Army appropriation act of May 12, 1917, appropriated the sum of $75,000 for this purpose for the fiscal year 1918. Civilian assistants to Engineer officers, 1918. Amount appropriated in Army act of May 12, 1917 ----___ _ __ $75, 000. 00 June 30, 1918, amount expended during fiscal year--------7----- 70, 187. 43 July 1, 1918, balance unexpended ------------------------- 4, 812. 57 July 1, 1918, outstanding liabilities ------------------------ 1, 344. 23 July 1, 1918, unencumbered balance---------------- --------- 3, 468. 34 Estimate submitted for 1920 ---- ___- __ _______-100, 000.00 ENGINEER DEPOTS. GENERAL ENGINEER DEPOT, WASHINGTON, D. C. ORGANIZATION AND FUNCTIONS OF GENERAL ENGINEER DEPOT. This depot was formerly designated as the Engineer Depot, Wash- ington Barracks, D. C. Just preceding the declaration of war the purchasing organization for the purchase of military supplies for the engineer equipment of all branches of the service consisted of 1 officer and 26 civilian em- ployees, and for the fiscal year 1916 this organization had handled purchases aggregating about $550,000 only. Following the outbreak of the war an immediate expansion of this purchasing force was necessary, and a complete reorganization of all 64 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. of its duties and functions, to enable it to take care of the enormously increased work that it was called on to perform. A force had to be built up and organized to handle the purchase of the Engineer material, equipment, and supplies required for engineer operations in the field, the engineer equipment and supplies issued to troops, and the supplies for seacoast defenses. At the outbreak of the war the force engaged on the work of pur- chasing Engineer material, equipment, and supplies was housed in seven small rooms that had been partitioned off in one end of a store- house building at Washington Barracks, with a total area of office space of about 3,500 square feet. Before any material expansion and reorganization of force could take place it was necessary to acquire and move into more commodious office space. By September its per- sonnel had been increased to 2 regular officers, 26 reserve officers, and 93 civilian employees, and at the end of the fiscal year the personnel consisted of 1 regular officer and 126 reserve officers, attached directly to the General Engineer Depot; 2 regular officers and 23 reserve offi- cers, attached directly to the Director General of Military Railways; and of 2 regular officers and 25 reserve officers, on duty at the various port depots. The civilian employees had increased in the General Engineer Depot to 602 and in the office of the Director General of Military Railways to 33. At the port depots the civilian force num- bered 2,557. The enlisted personnel for the General Engineer Depot and for the Director General of Military Railways had increased to 517 and the enlisted personnel at the port depots numbered 191. The enlisted men above mentioned are employed as clerks, bookkeepers, accountants, mechanics, etc., and were especially selected for these duties before being inducted into the service. In addition to the increase and reorganization of the purchasing department, it was necessary, after the outbreak of the war, to ac- quire sites for the Engineer depots, and to build up, organize, and train depot organizations for receiving, classifying, and storing all of the material purchased, issuing it to troops and shipping it abroad to our expeditionary forces and accounting for it from the time it is purchased until it is issued to troops or sent abroad. This depot organization work, as part of the broad problem of Engineer supply, has been handled as part of the work of the general Engineer Depot, together with the purchasing work already discussed. It involved the investigation of possible depot sites in various cities; the selection of sites to be actually developed; the leasing of land, storehouses, piers, railway tracks, and other facilities; the prep- aration of plans for and the construction of such facilities where they could not be rented or leased; the purchase of locomotive cranes, storage-battery trucks, and other appliances for handling materials; the organization of a competent personnel from new and untrained men; and the development of systems for receiving, storing, shipping, and accounting for property that would be uniform in all depots and would accomplish the desired ends with the utmost of simplicity and with the least trouble to officers serving with troops at home and abroad. Up to the present time extensive construction and leases for the development of Engineer depots have been catrried out at Wash- ington, D. C.. and the embarkation ports of New York and Norfolk. ENGINEER DEPOTS. 65 WASHINGTON, D. C. At Washington, D. C., a depot has been developed for handling certain special articles of equipment, such as searchlights and their accessories, and for receiving, making up, and issuing the various articles that compose the Engineer unit accountability equipment to organizations at posts, cantonments, etc. At the Washington depot about 10 acres of ground have been leased and developed for depot use by the construction of storehouses, railroad tracks, etc., and the installation of mechanical-handling equipment, at a total cost of about $100,000. The present operating force, which has been almost entirely built up since the declaration of war, consists of 1 Engineer reserve officer, 107 enlisted men, and 241 civilian em- ployees. All of the standard Engineer equipment for troops now in Francq and in the various cantonments has been received and is- sued through this depot since the declaration of war. PORT OF NEW YORK. The following facilities for handling Engineer supplies through the New York port of embarkation have been developed and ac- quired: There has been leased for depot use at Kearny, N. J., about 73 acres of land, with a frontage of 1,800 feet on the Passaic River.. Upon this land there have been developed facilities for receiving Engineer material by rail or motor truck for storage and for deliv- ering material by lighter to ship side for over-seas shipment. The maximum capacity of the plant is about 150 cars in and out per day, with 300,000 square feet of covered storage and 30 acres of net open storage. The layout includes an administration building, barracks, garage, machine shop, four warehouses, one storage shed, 15 miles of railroad track with a classification yard of 250 cars' capacity, 1,400 feet of bulkhead wharf, and four open piers 150 feet long. The freight-handling equipment consists of 10 locomotives, 59 flat cars, 24 locomotive cranes, one 65-ton derrick, two 25-ton derricks, two 10-ton derricks, and 14 storage-battery warehouse trucks, with 20 trailers. For receiving free lighterage deliveries of freight from railroads entering New York City east of the Hudson River and for a col- lecting and distributing station for lighters loaded with Engineer material en route to ship side, two piers at West Fifty-sixth Street, Manhattan, were leased from the city of New York and operated until December 31, 1917, when they were taken over by the Army transport service. Pier B at Jersey City was then leased from the Pennsylvania Railroad Co. and is now being operated for the pur- pose named above in connection with the Kearny depot. For the delivery of material to ship side on lighters there have been purchased 3 tugboats, 2 steam lighters, one 2 0-ton derrick scow, and 2 deck scows. There are under long-term charter at the present time 2 tugboats and 120 deck scows. For the transportation of ma- terial purchased from dealers in New York City and vicinity to the depot warehouses and piers, 8 motor trucks have been acquired and are being operated. Trucks at the depot awaiting transportation overseas have also been used for this purpose. 81116--ENG 1918----5 66 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. The cost of these improvements and equipment to the end of the fiscal year has been approximately $3,366,000. Material en route to France has been handled through this depot since the 1st of September and an operating force has been built up which now consists of 1 regular officer, 10 reserve officers, 148 enlisted men, and 1,447 civilian employees. A total of 320,302 tons has been received at these ports and 217,736 tons has been shipped 'to the American Expeditionary Forces up to June 30, 1918. PORT OF NORFOLK. The following facilities for hanidling engineer supplies through the Norfolk port of embarkation have been developed and acquired: A lease was entered into July 3, 1917, with the Norfolk & Western Railway Co. for their two new warehouse piers at Lamberts Point, then nearing completion, together with approximately 66 acres of land adjacent and the yards and tracks serving the piers. A project was prepared for increasing the storage and shipping facilities. This project included the construction of five storage ware- houses with 310,000 square feet of floor area at Lamberts Point; the construction of an open pier 950 by 90 feet for loading materials on lighters and for loading steel directly from cars to ships, together with the necessary yards for serving this pier; the construction of an open storage yard on the line of the Norfolk & Western at Port- lock so that cars could be classified before reaching Lamberts Point (total acreage of classification and storage yard 177 acres) ; the pro- curement of locomotive cranes and equipment for unloading freight; the procurement of electric storage battery trucks for movement of freight from warehouses to piers. This development is all completed except that at the Portlock open storage, where 30 acres of open storage are now available and 31 acres can be quickly developed to take care of future expansion. The cost of these improvements to the end of the fiscal year was approximately $2,125,000. Material en route to France has been handled through this depot since the early part of September. A total of 332,018 tons has been received and a total of 278,059 tons has been shipped to the American Expedi- tionary Forces up to June 30, 1918. An operating force has been built up which consists of 1 regular officer, 11 reserve officers, 14 en- listed men, and 952 civilian employees. OTHER SHIPPING POINTS. In addition to the depots described above small organizations consisting of from 1 to 3 reserve officers and from 3 to 12 en- listed and civilian assistants, have been established at Philadelphia, Baltimore, Jacksonville, Mobile, and New Orleans, to handle direct shipments of supplies destined for France through these ports. There have been 197,667 tons received at, and 150,238 tons ship- ped to, the American Expeditionary Forces through these ports. In addition to these ports special shipments have been made through the ports of Brunswick, Gulfport, Moss Point, and Port Arthur in the case of bulky materials, such as lumber and railroad ties, where saving of time and cost could be made by eliminating long railway hauls to ports where engineer depots existed. ENGINEER DEPOTS. 67 ENGINEER SUBDEPOTS. Subdepots for the receipt, storage, and issue of engineer equipment and supplies to troops in the United States have been established at all Army camps. Each is operated by a force of 1 officer and about 20 enlisted men. MECHANICAL AND CIVIL ENGINEERING DIVISION.-The mechanical and civil engineering division of the General Engineer Depot was developed early in May, 1917. The permanent policy of this divi- sion has been to investigate, with a view to improvement, all stand- ard commercial equipment so as to meet the severe military require- ments, and to design all manner of new purely military engineering equipment. Examples of prominence are the portable shop train, consisting of a machine shop, a carpenter shop, a tin and blacksmith shop, and a supply truck, all being separately mounted and capable of independent operation anywhere at the front; the improvement of innumerable small internal-combustion engines, covering particu- larly points of lubrication, inclosure, method of ignition, air strain- ing, and operation on low-grade fuels; portable derricks of large capacity, easy mobility, and high efficiency; self-propelling power shovels of high efficiency and wide range; portable pile drivers, espe- cially adapted for military purposes; an open type 60-inch search- light weighing but one-tenth as much as the closed type; portable acetylene lights which are more suitable than commercial types in that the price is reduced 20 per cent, the packing space 50 per cent, the weight 60 per cent, and at the same time the efficiency is increased; and various hand tools covering a wide range of uses. METHODS OF MAKING PURCHASES AND GENERAL DATA ON PURCHASES.- The engineer requirements of the Army have been anticipated to the extent that there has been no shortage of essential articles of engineer equipment. However, it should be remembered that the problem of supplying engineer material for troops and for engineer operations in the field differs considerably from the problems of other supply bureaus whose needs can in large part be predicated upon the num- ber of men in our military forces, and who can conclude that certain definite quantities of each article of equipment will be required as soon as a given plan of organization for the Army has been adopted. While this is true of the unit accountability equipment for Engineer troops, this class accounts for but a very small percentage of the En- gineer Department purchases. The great bulk of the Engineer De- partment needs are not known until the Army is in the field and a survey of engineer conditions made. The requirements for our Army in France in the way of wharves, storehouses, buildings, and special equipment and materials for railways, forestry operations, road mak- ing, water supply, quarrying, and general construction work could only be developed after the declaration of war, when Engineer offi- cers actually in the field and in consultation with the field organi- zations of our allies could survey the whole situation, develop projects, prepare plans, estimates, and bills of materials, and recom- mend equipment for the special engineer troops that had to be organized to do this work. However, a plan is now being perfected whereby a complete stock of engineer equipment and supplies will be kept on hand at the port depots, and as these articles are shipped 68 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. to the American Expeditionary Forces they will at once be restocked at these port depots so as to insure there always being on hand a full supply of engineer equipment and supplies to be shipped abroad as requisitioned. There has been comparatively little difficulty and practically no delay in the prompt placement of orders, and excellent deliveries at manufacturers' plants have generally been secured. Since the declaration of war and up to June 30, 1918, 18,033 orders have been placed with about 2,000 different firms. The use of the formal advertisement in procuring competition has been practically abandoned, under the provisions of the Secretary of War's letter of April 12, 1917, on account of the delay involved. Ordinarily about 60 days are required from date of advertisement to date of signing contract, while only 12 to 14 days are usually required from date of circular proposal to date of placing order. Manufacturers are encouraged to offer discounts for payments in less than 10 days from date of invoice, and $307,625.22 have been saved since November 1, 1917, by prompt payments of bills carrying discounts. DELIVERIE.-Shipments are made from points of production on quartermaster bills of lading; 31,058 bills of lading, each covering a separate shipment, having been issued since the first one on August 13, 1917. In general, manufacturers have kept very close to promised sched- ules of deliveries. No great delays are apparent anywhere on depot orders, and many manufacturers are anticipating promised deliveries. During the fiscal year the General Engineer Depot placed 16,214 orders for materials costing $282,931,937.10 and weighing 1,971,673 tons. Up to June 30, 1918, there had been shipped overseas or loaded into vessels for overseas shipment 646,033 tons having a cubical content of 29,899,957 cubic feet. There remained at port for shipment overseas 203,954 tons having a cubical content of 9,582,853 cubic feet. EQUIPMENT OF TROOPS AT HOME AND ABROAD.-The day after war was declared against Germany the General Engineer Depot issued advertisements for the procurement of the equipment for 70 infantry divisions. Within 350 hours after war had been declared, that office had made awards for a total of some 8,700,000 articles covering the requirements of 1,000,000 men. With few exceptions all engineer or- ganizations that have left this country for France have had their Engineer equipment issued to them before leaving. On August 24 this office received instructions to ship the engineer equipment to the various National Guard and National Army organi- zations at cantonments throughout the country., On September 7, two weeks later, all of the equipment in the then authorized issues that was essential to the training of engineer troops was en route to its proper destinations. These shipments comprised a total of some 48,000,000 pounds, and a total of some 64,000 separate cases and pack- ages. Later instructions from the War Department practically doubled the equipment for engineer troops. Shipments of the additional sup- plies required by the revised orders were at once made of most of the most essential articles. Effective June 1, 1918, the General Engineer Depot was consoli- dated with the office of the Director General of Military Railways, in ENGINEER DEPOTS. 69 accordance with General Orders No. 1 of the Office of the Chief of Engineers, dated May 28, 1918. FORT LEAVENWORTH. This depot is the repository for part of the military bridge equi- page of the Army, as well as other tools, stores, and miscellaneous sup- plies. The general work of the office and storehouse comprised the care of property on hand, the purchase of supplies, receiving and issuing Engineer supplies, and the keeping of the depot accountq and records. Engineer depot shops have been in operation since September, 1917. In these shops a detail from 13 to 105 enlisted men were employed and instructed in blacksmithing, carpentry, and preparation of ma- terials for constructing bombproofs, mines, and trenches, and in general repairs to bridge equipage. Electric motor power has been installed by troops and has been in operation since October, 1917. 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. In general the work of this depot has consisted of the construction of ponton boats and other material for ponton equipage, the care of ponton equipage and divisional reserve intrenching tools, purchase and repair of Engineer equipment for Engineer troops and the pur- chase of reconnaissance and drafting supplies for military mapping and issuing of Engineer unit equipment as far as stock on hand would allow. Ponton equipage was shipped from this depot to Camp Lewis and Camp Fremont during the past year. ENGINEER DEPOTS, SOUTHERN DEPARTMENT. During the fiscal year the Engineer depot at El Paso was closed. This closes out all of the Engineer depots which were established when military operations in Mexico appeared probable, with the ex- ception of the main and permanent depot at Fort Sam Houston. This depot acts as a purchasing and disbursing agency for all En- gineer operations in the Southern Department carried on by the de- partment engineer, as well as for the work of the Engineer depot proper. The work of the depot during the fiscal year has consisted mainly in the receipt and distribution of Engineer equipment and supplies received from the General Engineer Depot, and the purchase locally of supplies for issue to troops in the Southern Department. The fol- lowing organizations were either fully or partially equipped with Engineer property during the fiscal year: 22 regiments of Cavalry. 20 regiments of Infantry. 16 regiments of Field Artillery. 13 regiments of Engineers. 4 Engineer trains. In addition to furnishing standard Engineer equipment to these organizations there was purchased and shipped to the five National 70 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Guard divisions, one National Army division, and one Regular Army division in the Southern.Department material for instruction in En- gineer field operations. Material was purchased and shipped to Fort Sill, Okla., for use in Engineer instruction at the Infantry School of Arms and Field Artillery School of Fire at that place. During the fiscal year 1 ponton shed, 1 motor shed, and 1 ware- house were constructed for the use of this depot. COROZAL, CANAL ZONE. The Engineer depot at Corozal, Canal Zone, serves as a depot for storage of Engineer property on the Isthmus of Panama, and in addition, forms a base of supplies for materials used by field parties on mapping work. The Engineer depot detachment at this depot, with the assistance from time to time of hired laborers and details from the Engineer battalion, performs the work incident to the re- ceiving, storage, care, repair, and issue of the property pertaining to the Mobile Army and the Coast Artillery stationed on the Canal Zone and to the military mapping on the Isthmus of Panama. The carpenter shop, an electrically operated plant, has greatly facilitated the repair work of the depot. Repair work that can not be handled at the depot is performed by the mechanical division of the Panama Canal. In order to provide adequate storage facilities for this depot, two permanent storehouses were completed during the fiscal year. HONOLULU, HAWAII. This depot assembles and issuses property and material for the military operations in the Hawaiian Islands, cares for property in storage, makes such minor repairs to instruments as can be made locally, and obtains and issues such Engineer supplies as are required by the Infantry, Cavalry, and Artillery troops stationed in the vicin- ity of Honolulu. Operations during the year have been confined to these activities. An Engineer depot detachment has been organized to carry on the work at this depot. MANILA, P. I. This depot is the repository for ponton equipage and for mis- cellaneous tools, property, and supplies required for issue and for reserve equipment in the Philippine Department. The work of the depot during the fiscal year has consisted mainly in the fabrica- tion of reconnaissance packing boxes, sketching boards, tripods, and accessories; the manufacture of balk, chess, adjusting pins, drift bolts, stadia rods, stock cases, cabinet and packing cases; repairing and painting of ponton material, repairs to surveying and recon- naissance instruments, repair and maintenance of Engineer equip- ment; and manufacture of Engineer equipment sufficient to equip a battalion of Engineers, with the exception of certain delicate instru- ments. An Engineer depot detachment has been authorized to carry on the work of this depot. During the fiscal year construction work was started on four new concrete buildings to house the Engineer depot and office. ENGINEER DEPOTS. 71 ENGINEER DEPOTS, 1918. Amount appropriated in Army act of May 12, 1917 -------------- $35, 000.00 Received by reimbursement, sales of property, collections, etc. 3. 50 * 35, 003. 50 June 30, 1918, amount expended during fiscal year-------------- 26, 449. 57 July 1, 1918, balance unexpended________---------------- ------ 8, 553, 93 July 1, 1918, outstanding liabilities________-------------------- 7, 635. 24 July 1, 1918, unencumbered balance----------------------------- 918. 69 Estimate submitted for 1920-------------------------------- 75, 000. 00 ENGINEER EQUIPMENT OF TROOPS. This appropriation is used in general for the purchase of standard articles of equipment and supplies issued to the mobile army. Among these articles are blacksmith, carpenter, surveying, drafting, demoli- tion, map reproduction, pioneer, reconnaissance and photographic equipment, and fire-control equipment for Artillery. Ponton equi- page, portable searchlights, Engineer limber and caisson tool wagons, and spring tool wagons, are also purchased from this appropriation. In addition, equipment for special Engineer organizations, such as forestry, road, railroad construction and operation, supply, and shop. water supply, mining and quarrying, surveying and printing, sound ranging, and electrical and mechanical, are provided from this ap- propriation. Materials, plant, and machinery for these organizations are purchased from the appropriation for "Engineer Operations in the Field." Practically all of the above-named equipment and supplies are purchased by the General Engineer Depot, Washington, D. C., and information as to the purchases which have been made is contained in the report under that depot. The appropriations which have been made for Engineer equipment of troops for the fiscal year 1918 are shown in the money statement given below: ENGINEER EQUIPMENT OF TROOPS, 1917-18. Amount appropriated in Army act, May 12, 1917--- -____-- _$1, 174, 000. 00 Received by reimbursement, sales, collections, etc-________---- 40, 515. 79 1, 214, 515. 79 June 30, 1918, amount expended during fiscal year 1917 --------------------------------------- $158, 691. 28 June 30, 1918, amount expended during fiscal year 1918 ----------------------------------- 1, 040, 931. 86 1,199, 623. 14 July 1, 1918, balance unexpended_ ______________-____ 14, 892. 65 July 1, 1918, outstanding liabilities ____________-______14, 627. 51 July 1, 1918, unencumbered balance --------------------------- 265. 14 ENGINEER EQUIPMENT OF TROOPS, 1917-18, ACT JUNE 15, 1917. Amount appropriated in urgent deficiency act, June 15. 1917__ $35, 876, 000. 00 Received by reimbursement, sales, collections, etc___ _______7, 578. 37 35, 883, 578. 37 72 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. June 30, 1918, amount expended during fiscal year------ $29, 894, 181. 88 July 1, 1918, balance unexpended-___------------- 5, 989, 396. 49 July 1, 1918, outstanding liabilities----------------------- 5, 984,393. 46 July 1, 1918, unencumbered balance_------------------------ 5, 003. 03 ENGINEER EQUIPMENT OF TROOPS, 1918. Amount appropriated in urgent deficiency act, Oct. 6, 1917 ___- 12, 100, 000. 00 June 30, 1918, amount expended during fiscal year ------------- 000. 00 July 1, 1918, balance unexpended ---------------- - 12, 100, 000. 00 July 1, 1918, outstanding liabilities --- __-_____-----12, 100, 000. 00 Estimate submitted for fiscal year 1920____------------- 80, 000, 000. 00 ENGINEER OPERATIONS IN THE FIELD. The duties of the Corps of Engineers comprise many and various operations in connection with field service. In the present war the most important functions of the Engineer service in the field are: The layming out and construction of field fortifications; surveying and mapping; provision and operation of field anti antiaircraft searchlights; construction and maintenance of barracks, quarters, hospitals, storage and port facilities, and shelter in general; the con- struction, operation, and maintenance of standard-gauge railroads; the construction and operation of light railways; highway construction and maintenance; maintenance and navigation of canals and other small waterways; mining, quarrying; water-supply installation and sewage disposal; electrical and mechanical installation and mainte- nance; the provision of all Engineer stores, tools, and supplies needed by the Engineer service, including the construction and administra- tion of depots, storehouses, and dumps; the provision and operation of shops for the fabrication and repair of these materials and forestry operations for the procurement of the necessary lumber; the provision of materials for and the supervision of the camouflage service. The plant, tools, machinery, and materials for all these Engineer operations; the rolling stock, shop, and other equipment for the op- eration of port terminals, standard-gauge railroads, and inland water- ways; and materials for the training of troops in Engineer field operations are provided from this appropriation. The major portion of these materials was purchased in the United States by the Director General of Military Railways and the General Engineer Depot officer. Detailed information relative to these pur- chases is contained in the reports under the head of the General En- gineer Depot and military railways. During the past fiscal year, funds amounting to $350,800,000 were appropriated for these purchases. In order to save time and tonnage, such Engineer materials as could be were purchased in England, France, Switzerland, and Spain. During the fiscal year, materials costing approximately $75,000,000 and weighing 607,000 tns were purchased in those countries. Engineer Operations in the Field, 1918, act of May 12, 1917. Amount appropriated in Army act May 12, 1917--_----- $300, 000. 00 Received by reimbursement, sale of property, collections, etc------ 3, 039.03 303, 039. 03 ENGINEER DEPOTS. 73 June 30, 1918, amount expended during fiscal year-.. _______ $267, 609. 96 July 1, 1918, balance unexpended _---___--_--------_ ------- 35, 429. 07 July 1, 1918, outstanding liabilities _--__ _-__-------------- 25, 410. 09 July 1, 1918, unencumbered balance_ _______ _-------------- 10, 018. 98 Engineer operations in the field, 1917 and 1918, act of June 15, 1917. Amount appropriated in urgent deficiency act of June 15, 1917__ $94, 500, 000. 00 Received by reimbursement, sale of property, collections, etc___ 220, 569. 29 94, 720, 569. 29 June 30, 1918, amount expended during fiscal year 1918 ------- 89, 791, 538. 87 July 1, 1918, balance unexpended_---- 4, 929. 030. 42 July 1, 1918, outstanding liabilities------------- ----- 1, 466, 042. 89 July 1, 1918, unencumbered balance------------------ 3, 462, 987. 53 Engineer Operations in the Field, 1918, act of October 6, 1917. Amount appropriated in urgent deficiency act, October 6, 1917_ $186, 000, 000. 00 Received by reimbursement, sale of property, collections, etc_ 25, 475. 50 186, 025, 475. 50 June 30, 1918, amount expended during fiscal year-_______ 121, 545, 640. 69 July 1, 1918, balance unexpended_ -- ______--___-_-_ 64, 479, 834. 81 July 1, 1918, outstanding liabilities 64, 479, 834. 81 Engineer Operations in the Field, 1918, act of March 28, 1918. Amount appropriated in urgent deficiency act March 28, 1918__ $70, 000, 000. 00 June 30, 1918, amount expended during fiscal year ______ -__-- 000. 00 July 1, 1918, balance unexpended_-- --------- __ ___70, 000, 000. 00 July 1, 1918, outstanding liabilities ________----____ __ 55, 291, 659. 20 July 1, 1918, unencumbered balance_ --------------------- 14, 708, 340. 80 Estimate submitted for fiscal year 1920_..-..-.-.-- - -- 800, 000, 000. 00 OPERATIONS OF THE OFFICE OF THE DIRECTOR GENERAL OF MILITARY RAILWAYS. Large demands for -railway materials, equipment, and personnel were received from France before the close of the last fiscal year. The Chief of Engineers therefore recommended the appointment of Mr. S. M. Felton, president Chicago Great Western Railway, as Director General of Military Railways, and the appointment was made by the Secretary of War July 15, 1917. Mr. Felton was charged with the duty, under the Chief of Engineers, of negotiating all orders and contracts for railway materials and equipment and of securing the required skilled railway personnel for railway troops. The office of the Director General of Military Railways was immediately opened in Washington, D. C., the original personnel consisting of one regu- lar officer and one reserve officer of engineers and three civilian em- ployees. At the end of the fiscal year the office force consisted of 25 Engineer officers, 46 enlisted men, and 32 civilian employees. During the fiscal year the office of the Director General of Military Railways has negotiated all important purchases of railway ma- terials and equipment and of port equipment supplied by the Engi- neer Department to the Expeditionary Forces. It has also negoti- 74 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. ated purchases of locomotives, cars, locomotive cranes, and track materials for home use on requisition of Engineer embarkation depots and training camps and of other Government departments. The office of the Director General of Military Railways has not been a disbursing office, all formal orders and contracts being placed by the General Engineer Depot officer who has disbursed all funds. The two offices have worked in the closest harmony. All supplies purchased for the Expeditionary Forces have been exported through the Engineer embarkation depots or through other ports at which a representative of the General Engineer Depot has been stationed. The more important purchases negotiated were as follows: One thousand two hundred and thirty standard gauge locomotives consisting of 980 consolidation type, 200-decapod type, 30 saddle-tank switching type, and twenty 150-horsepower gasoline. Six hundred and one 60-centimeter gauge locomotives consisting of one hundred and ninety-six 50-horsepower gasoline locomotives, one hundred and thirty 35-horsepower gasoline locomotives, and 275 steam locomotives. Forty-six 36-inch gauge locomotives consisting of 6 saddle-tank type and forty 6-wheel switching type locomotives. Twenty thousand and ninety-five standard gauge cars consisting of 5,509 plain box cars, 3,350 box cars with cabs, 750 tank cars, 1,900 flat cars, 950 refrigerator cars, 3,929 low-side gondola cars, 2,850 high-side gondola cars, and 857 ballast cars. Three thousand three hundred and eighty-two 60-centimeter gauge cars con- sisting of 666 box cars, 166 tank cars, 508 flat cars, 1,693 low-side gondola cars, 349 dump cars. Four hundred 36-inch gauge logging cars. One hundred and twenty-seven locomotive cranes ranging in capacity from 7j tons to 120 tons. Sixty gantry cranes, including substructures and superstructures. Complete outfits for more than 100 water stations. Entire equipment for a general repair shop, a car-erection shop, also engine houses and hand tools, and machinery for locomotive and car repairmen in French shops. One hundred and eighty-one thousand seven hundred and seventy-nine tons of 80-pound rail, which is sufficient rail to lay 1,450 miles of single track. The purchases negotiated during the fiscal year have aggregated $165,362,707, covering a total tonnage of 1,162,162 tons, of which 946,897 tons have been for export use. Of this latter tonnage there has been shipped from the mills 665,378 tons and received at the ports 627,876 tons and shipped overseas 451,721 tons, leaving at ports awaiting shipment overseas 176,145 tong. During the entire fiscal year there has been at all times railway materials and equipment at the ports awaiting shipment in quanti- ties largely in excess of the ocean tonnage available for its move- ment overseas. During the winter of 1917-18 production on cars and locomotives on this account had to be slowed down. Complete records of shipments overseas, both by articles and by tonnage, have been kept. The Director General of Military Railways has secured from American railways the material for officers of railway troops and has passed on the qualifications of each for commission. He has also recommended the proportion of skilled men of the various trades to make up the enlisted personnel of each new unit. The securing of skilled railway men, both for commissions and as enlisted men, has become more difficult as the demands for such men have increased. The home roads, fearing a transportation breakdown at home, have tried to hold officer material and the ENGINEER DEPOTS. 75 supply of skilled workers, especially shopmen, is limited. Present and future requirements of trained workmen will be difficult if not impossible to fill. Efforts to train locomotive engineers and firemen on American railways have been made, but so far with limited success. ENGINEER SCHOOL, WASHINGTON BARRACKS, D. C. The courses of instruction for the commissioned personnel for the Corps of Engineers were discontinued shortly before the close of the last fiscal year. The trade schools for the training of the enlisted personnel of the regular Engineer troops were also suspended shortly before the close of the fiscal year 1917. During January, 1918, these latter schools were reorganized in connection with the training of the men of the First Replacement Regiment of Engineers, stationed at Washington Barracks. The other activities of this school were continued throughout the year. They are reported on in the annual report of the commandant of the school submitted to The Adjutant General. The Central Map Reproduction Plant, operated under, the super- vision of the commandant of this school, is reported on under " Mili- tary Surveys and Maps." The sum of $30,000 was appropriated in the Army appropriation act, approved May 12, 1917, for expenses incident to the operation of the school during the fiscal year 1918. The same amount was appropriated in the Army appropriation act of July 9, 1918, for the fiscal year 1919. An estimate of the same amount is submitted for the fiscal year 1920. Engineer School, Washington, D. C., 1918. Amount appropriated in Army act, May 12, 1917 ------ $30, 000. 00 Total amount received by reimbursements, etc___ 7, 690. 77 37, 690. 77 June 30, 1918, amount expended during fiscal year ____________ _ 31, 285. 94 July, 1, 1918, balance unexpended______________________________ 6, 404. 83 July 1, 1918, outstanding liabilities _______-----------_--6_____ _ , 387. 95 July 1, 1918, unencumbered balance --- ___--------___ __ __ -- -___ 16. 88 Estimate submitted for fiscal year 1920___________________________ 30, 000. 00 BUILDINGS, ENGINEER POST AND SCHOOL, WASHINGTON 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 approved by the Secretary of War December 22, 1904, drawings of which were published in the Annual Report of the Chief of Engineers for 1906. A detailed history of the work is given in Annual Reports of the Chief of Engineers from 1902 to 1906. The Army appropriation act approved August 29, 1916, provided $9,000 for material for a trade school building to be constructed by 76 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY 1918. Engineer troops. The Army appropriation act of May 12, 1917, provided $202,500 for the following buildings: Completing administration building-__- _____--------------- $125, 000 Completing Washington Barracks------------------------- 55, 000 New stable---------------- ----------- --------------- 20, 000 Fuel shed-------------------------------------------------- 2, 500 Total ------------------------------- --------------- 202,500 Due to the high cost of labor and material, no steps have been taken toward the actual construction of these buildings. The appropria- tions are available until expended. For the completion of the post and school in accordance with the approved plans, the following remain to be provided: Bachelor officers' quarters. Six double sets of noncommissioned officers' quarters. Barracks for Quartermaster Corps detachment. Roads, walks, sidewalks, sewers, water and gas supply, electrical dis- tribution, etc. Due to the need of confining estimates to the requirements of the war no estimate is submitted for the fiscal year 1920 for any of the above items. Appropriations: June 30, 1902 (sundry civil act)------------------------- $500, 000 Mar. 2, 1903 (sundry civil act)--------- ------------- 86. 360, 000 Mar. 2, 1905 (Army act,) ---------------------------------- 50, 000. Mar. 2, 1907 (Army act) ----------------------------------- 32, 500 July 25, 1912 (river and harbor act) ------------------------ 100, 000 Aug. 29, 1916 (Army act) --------------------------------- 9, 000 May 12, 1917 (Army act) -------- ----------------------- 202, 500 Total ------------------- --------------------------- 1, 354, 000 July 1, 1918, expended to date---------------------------- 1, 142, 500 July 1, 1918, balance unexpended- ------------------ _-_ 211, 500 RIVER AND HARBOR IMPROVEMENTS. Appropriations.-The funds with which the works for the im- provement of rivers and harbors were prosecuted during the past fiscal year were derived from the appropriations made by the river and harbor acts approved March 4, 1915, July 27, 1916, and August 8, 1917, and the sundry civil acts approved July 1, 1916, and June 12, 1917, from such appropriations as have been provided by other gen- eral acts and by special acts of Congress, and from the available bal- ances of former appropriations. The following works are provided for by permanent appropria- tions: Removing sunken vessels; operating snag and dredge boats on upper Mississippi River and tributaries; removing obstructions in Mississippi River; gaging waters of the Mississippi River and its tributaries; examinations and surveys at South Pass, Mississippi River; maintenance of South Pass Channel, Mississippi River; oper- ating snag boats on Ohio River; operating and care of canals, etc.; support and maintenance of the Permanent International Association of the Congresses of Navigation. RIVER AND HARBOR IMPROVEMENTS. 71 Total appropriations for rivers and harbors taken from report for 1917 ----------------------------------------- $936, 287, 376. 28 Deficiency act Apr. 17, 1917 -------------------------- 363. 70 Permanent annual appropriations-------------------------- 297, 600. 00 Sundry civil act July 1, 1918- ----- ------------ ----- 7, 750, 000. 00 Deficiency act July 8, 1918 ______------------ --------- 1, 023. 86 River and harbor act July 18, 1918 --------------------- 23, 771, 900. 00 968, 108, 263. 84 INDEFINITE APPROPRIATIONS. Operating and care of canals, etc----------- $2, 816, 934.66 Removing sunken vessels; etc---------------- 63, 438. 75 Increase of compensation, rivers and harbors (warrants issued during fiscal year 1918)___ 43, 519. 24 2, 923, 892. 65 RELATED WORKS. Expenses of California Debris Commission__.. 15, 000. 00 Prevention of deposits, New York Harbor (sun- dry civil act July 1, 1918) ------------ 95, 760. 00 110, 760. 00 Total --------------------------------- -------- 971, 142, 916. 49 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, 1918, is as follows: Improvement of rivers and harbors (general) -------------- $20,360,454.21 Improvement of Mississippi River under Mississippi River Com- mission ------------------------------------------- 5,754, 124. 27 26, 114, 578. 48 Examinations, surveys, and contingencies of rivers and harbors_ 241, 250. 82 Emergencies in river and harbor works----------------------- 12,158. 96 Removing sunken vessels-__-- _____--_------ -------- 46, 865. 74 Operating and care of canals----- __------------------ 2, 800, 785. 12 Operating snag and dredge boats on upper Mississippi River and tributaries ----------------------------------------- 27, 703. 43 Removing obstructions in Mississippi, Atchafalaya, and Old Rivers ----------------------------------------------- 100, 984. 66 Gaging waters of the Mississippi River and its tributaries... 8, 373. 85 Maintenance of South Pass Channel, Mississippi River -------- 93, 527. 10 Examinations and surveys at South Pass, Mississippi River__ 10, 401. 02 Operating snag boats on the Ohio River ----------- _____-- 44, 745. 26 Permanent International Association of Congresses of Navi- gation----------- -------------------------------------- 1, 000. 00 Prevention of deposits in New York Harbor- __________ __ 90, 379. 81 California Debris Commission (expenses) -------------------- 14, 750. 56 Claims for damages by collision, river and harbor works ...- 141. 47 Total expenditures from Government funds ______--- 29, 607, 646. 28 Expenditures have also been made from funds contributed by States, municipalities, and private parties for improvements as fol- lows: Weymouth Fore River, Mass -----------__--__-______ ____- $828. 34 Niagara River, N. Y- ------------- ---- __--------- 2, 156. 45 Galveston Channel, Tex__--------------------------------- 18, 762. 73 Survey St. Johns River, Fla -------- ____-_____--____ 1, 599. 03 Missouri River at Cambridge Bend ------ ------ - 500. 00 Waterway, Mississippi River to Sabine River, La ----- - - 8, 281. 67 78 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Tillamook Bay and Bar, Oreg------ ------------------------ $40, 427.16 Nehalem Bay, Oreg------------------ ------- 24, 525. 86 Siuslaw River, Oreg _------____ --------- _-_-- - 5, 019. 13 Sacramento and Feather Rivers, Cal-------------------- 15, 069. 13 Flood control, Sacramento River, Cal..------ --------- __ .- 191,342. 78 Big Timber Creek, N. J..--------- ------------------------- 20. 00 308, 532.28 Under Mississippi River Commission: Mississippi River-Upper St. Francis district----- $78, 919. 31 Mississippi River-Norfolk, Miss-.-.....------ 50, 000. 00 Flood control-Mississippi River -- _-_---- - 278,264.67 407, 183. 98 Grand total of contributed funds-- ---- _____---____ 715, 716. 26 The river and harbor act approved March 4, 1915, contained the following provisions: That the sum of $25,000,000 be, and the same hereby is, appropriated, out of any moneys in the Treasury not otherwise appropriated, to be immediately available and to be expended under the direction of the Secretary of War and the supervision of the Chief of Engineers, for the preservation and maintenance of existing river and harbor works, and for the prosecution of such projects heretofore authorized as may be most desirable in the interests of commerce and navigation and most economical and advantageous in the execution of the work: Provided, That allotments from the amount hereby appropriated shall be made by the Secretary of War upon the recommendation of the Chief of Engineers. * * * And provided further, That at the beginning of the next session of Congress a special report shall be made to Congress by the Secretary of War showing the amount allotted under this appropriation to each work of improve- ment. The Secretary of War may, upon the recommendation of the Chief of Engi- neers, traisfer funds heretofore appropriated or authorized for any river or harbor imlrovement and which will probably not be required for that improve- ment prior to June thirtieth, nineteen hundred and sixteen, to any other river or harbor improvement for which funds may be needed prior to June thirtieth, nineteen hundred and sixteen: Provided, That the funds so transferred shall be subject to the same limitation as that imposed upon the original $25,000,000, namely, to be expended only for the preservation and maintenance of existing river and harbor works and for the prosecution of such projects heretofore authorized as may be most desirable in the interests of commerce and navigation and most economical and advantageous in the execution of the work: And pro- vided further, That the funds so transferred shall, as far as practicable, be limited to projects in the same or adjacent districts and shall be limited to an aggregate of $5,000,000. Under the authority conferred by the foregoing provisions of law, the following-named sums have been allotted to the localities indi- cated, in addition to allotments shown in prior annual reports: Amount previously reported as allotted---------- $24, 126,116. 37 Twin City Lock and Dam, St. Paul, Minn, -- . $48, 700. 00 Blackwater River, Fla ----------------------- 5, 000.00 Delaware River, Philadelphia to the sea----------- 218. 74 Southern Branch, Elizabeth River, Va -------- 7, 585. 22 Vidal Shoals, St. Marys River, Mich- - __- -__- -27, 000. 00 Port Chester Harbor, N. Y------------------------ 500. 00 Port Townsend-Oak Bay Canal _____________-_- 2, 400. 00 Columbia River, Brigeport to Kettle Falls ________ 1, 000. 00 Monongahela River, Lock and Dam No. 6------ ----- 565. 80 Sacramento River, Cal-----___________-- ___ 30, 000. 00 Columbia River between Wenatchee and Kettle Falls, Wash_----- -- - 2, 500. 00 125, 469. 76 24, 251, 586. 13 THE BOARD OF ENGINEERS FOR RIVERS AND HARBORS. 79 Amounts reimbursed: From Big Sandy River-.-.- --------- - 2, 809.70 From Sturgeon Bay Canal___ -------- 4, 218. 79. 7, 028. 49 24, 242, 057. 64 Amount reserved for contingencies --------------------------- 757, 942. 36 25, 000, 000. 00 A tabular statement giving the details of transfers under the above- mentioned authorization of law is printed in the annual report for 1915, pages 39-42. Estimates.-The following estimates are submitted by the Chief of Engineers for the fiscal year ending June 30, 1920: For general works, including examinations, surveys, and contin- gencies, to be appropriated in the river and harbor act--_____--_$10, 870, 500 For the preservation and maintenance of existing river and harbor works, and for the prosecution of such projects heretofore au- thorized as may be most desirable in the interests of commerce and navigation for which the funds specifically estimated for and appropriated may not be adequate, a lump-sum estimate of_- 5, 000, 000 is submitted, the allotment of this amount, if appropriated, to be made by the Secretary of War upon the recommendation of the Chief of Engineers. For works under continuing contracts, to be appropriated in the sundry civil act: For flood-control work ------------------------------------ 4,000, 000 Total ---------------- -19, 870, 500 Expenses of California Dbris Commission------------------------ 18, 000 These estimates are based on war conditions and have been very much-reduced on that account. 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 80 REPORT- OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. 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 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. At the end of the fiscal year the board was composed of the follow- ing members: Maj. Gen. Peter C. Hains, United States Army, re- tired; Brig. Gen. Wm. T. Rossell, United States Army, retired; Brig. Gen. Frederic V. Abbot, National Army; Brig. Gen. E. Eveleth Winslow, National Army; Col. Solomon W. Roessler, United States Army, retired; Col. W. L. Fisk, United States Army, retired; and Col. H. C. Newcomer, Corps of Engineers. The changes of membership during the year were: November 9, 1917, Col. Shunk relieved; Maj. Gen. Hains detailed. January 10, 1918, Brig. Gen. Flagler relieved; Col. Roessler de- tailed. All reports of preliminary examinations and surveys submitted during the year in compliance with the provisions of sundry river and harbor acts have been referred to the board for consideration and recommendation. In addition, a number of subjects have been pre- sented to it for report in accordance with resolutions of the Com- mittee on Rivers and Harbors of the House of Representatives and the Committee on Commerce 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 recom- RIVERS AND HARBORS-PORTLAND ME., DISTRICT. 81 mendations. Reference was made in last year's report to the in- quiries being made concerning the economic value of waterways of small depth and width, and to the experiments undertaken in the naval model basin to ascertain the resistance to movement of barges in channels of restricted dimensions. The report of these tests, to- gether with discussions based thereon, has been published in War Department Document No. 781, Office of the Chief of Engineers, and attention is invited to that document for a statement of the conclu- sions resulting from this study. 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 Number Number number completed Number Authority for investigation. of investi- completed during remaining investigation Authority for gations at close of year end- to be con- ordered. preceding ing June pleted. fiscal year. 30, 1918. Act of- June 13,1902 ...................................... 170 170 ................... ............. Mar. 3, 1905................................ 176 176 ..... .. .......... June 28, 1966............... .................. 2 2...... Mar. 2, 1907.... .......... ...... 200 200 ............ May28, 1908...... .... ..................... ..... 1 1................... Mar. 3, 1909.......................... ........... 274 274 .. .......... June 25, 1910..................................... 187 187................... Feb. 27, 1911................. .......... .90 90 90............ 90 July 25, 1912.............................. 226 220 3 3 Mar.4,1913..... .. . ........ .... ........ 122 116 3 3 Mar.4, 1915... .............. ... .. ................... 219 186 17 16 July 27, 1916................................. 128 67 35 26 Aug.8,1917....84....................... ......4 ... 35 49 Resolutions ofcongressional committees............... .155 142 4 9 Concurrent resolutions ofCongress..................... 1 1.. Miscellaneous cases referred by the Chief ofEngineers, United States Army...... ............... 60 58 2.. Senate resolutions.......................................................... Total...................................... 2,096 1,890 100 106 Number of hearings given at the office of the board during the year ------------------------------------- 16 Expenses of the board during the year---------------------- $17, 386. 06 Estimated cost of projects recommended by the board from its organization to June 30, 1918------------------------ $368, 884, 763. 59 Estimated cost of projects adopted by Congress------------ $276, 831, 949. 51 Details of the operations of the board during the fiscal year will be found in the report of the board, on page 2001. 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. IMPROVEMENT OF RIVERS AND HARBORS IN THE PORTLAND, ME., DISTRICT. This district includes the States of Maine and New Hampshire. District engineers: Maj. F. A. Pope, Corps of Engineers, to August 22, 1917; Col. Charles L. Potter, Corps of Engineers, from August 23 to September 14, 1917; and Mr. H. W. Hobbs since that date. Division engineers: Col. F. V. Abbot, Corps of Engineers, to Octo- ber 11, 1917, and Brig. Gen. William T. Rossell, United States Army, retired, since that date. 81116--ENGa 1918--8 82 REPORT OF CHIEF OF ENGINEERS, U. B. ARMY 1918. IMPROVEMENTS. Page. Page. 1. St. Croix River, Me............ 82 7. Kennebec River, Me......... 93 .2. Bar Harbor, Me............... 84 8. Portland Harbor, Me........ 96 3, Bass Harbor Bar, Me........... 86 9. Saco River, Me.............. 99 4. Penobscot River, Me.......... 87 10. Pepperells Cove, Me........... 101 5. Rockland Harbor Me . ....... 89 6. Georges River (Thomaston Har- bor), Me .................. 91 FOR ADDITIONAL DETAILS OF WORK IN THIS DISTRICT DURING THE FISCAL YEAR SEE PAGES 2005 TO 2015. 1. ST. CROIX RIVER, ME. Location and description.-This river has its source in a series of lakes in eastern Maine, flows in a southeasterly direction for about 100 miles, and empties into the Atlantic Ocean. The drainage area is about 1,630 square miles. The mean discharge at Sprague Falls, about 5 miles above Calais, as measured in 1903 was 3,131 second-feet, The stream is tidal to Calais, about 14 miles above the mouth. The width ranges from 900 feet at Calais to about 1 mile at the mouth. The stream forms a part of the international boundary. See United States Coast and Geodetic Survey chart No. 101. Original condition.-The river was and is used for logging and power above Calais, which is at the head of general navigation. At Calais the depth at mean low tide was little more than 3 feet, with width varying from 180 to 500 feet. Previous projects.-The first project for improvement was adopted by the river and harbor act of March 2, 1867. Work was authorized also by river and harbor acts of March 3, 1881, and September 19, 1890. The total amount expended was $5,000, of which $1,000 was for new work and $4,000 for maintenance. The existing project began in 1910. For further details of previous projects see page 1731 of Annual Report of 1915. Existing project.-This provides for a channel beginning at the 12-foot contour at Hills Point, about 3.5 miles below the head of navigation at Calais, and extending upstream 12 feet deep and 200 feet wide to the lower steamboat wharf at Calais, thence 9 feet deep and 150 feet wide to the public landing at St. Stephens, New Bruns- wick, and thence 9 feet deep and 100 feet wide to the upper steam- boat wharf at Calais, and for three piers at the ledge 3.5 miles below Calais. The project depths refer to mean low water. The tidal range is from 17.6 to 23 feet; the mean range is 20 feet. The esti- mate of cost for new work, made in 1910, is $234,000, exclusive of amounts expended under previous projects. The latest (1910) ap- proved estimate for annual cost of maintenance is $2,000. The existing project was authorized by the following river and harbor acts: The act of March 3, 1881, provided for the repair of the piers previously built by the Lighthouse Establishment (H. Ex. Doc. No. 27, 46th Cong., 3d sess.); the act of June 25, 1910, provided for the channel (H. Doc. No. 748, 61st Cong., 2d sess.). For latest published map see Annual Report for 1914, page 1570. RIVERS AND HARBORS--PORTLAND, ME., DISTRICT. 88 Operations and results during fiscal year.-There was no work during the year. The expenditures, amounting to $507.30, were for administration, and are charged to maintenance. Condition at end of fiscal year.-The project is completed. In 1856 three piers were built to prevent vessels being thrown on a ledge about 3.5 miles below Calais. These fell into disrepair and were rebuilt in 1881. Dredging at and below Calais was completed in 1916, at which time the controlling depths were 12 feet at mean low tide up to the lower steamboat wharf at Calais, and 9 feet thence to the upper steamboat wharf. The total expenditures under the ex- isting project have been $199,441.46 for new work, and $507.30 for maintenance, a total of $199,948.76. Local cooperation.-There has been no local cooperation. The river and harbor act of June 25, 1910, required that negotiations be conducted by the Secretary of State with a view to cooperation by the Government of Great Britain. As a result of negotiations the Canadian Government agreed to pay 10 per cent of the cost of the work upon completion, and during the fiscal year 1917 refunded the sum of $19,891.65. At the time the existing project was adopted assurances were required that the practice of dumping sawmill waste into the river would be stopped. These have been fulfilled. Terminal facilities.-There are 46 wharves on the commercially developed portion of the river, 44 of which are within 1 mile of the head of navigation. Twenty-six of these are on the American side of the river, and 18 on the Canadian side. They are, with two ex- ceptions, timber cribs ballasted with stone, and only 4 extend beyond low-water line. Twenty-seven of the wharves are open to public use on equal terms, and two on the Canadian side are publicly owned. Nineteen wharves have physical connection with railroads. The fa- cilities are adequate for existing commerce, though they would not be suited to modern transportation methods by large carriers. Effect of improvement.-The work done has given 9 feet at mean low tide where before there was 3 feet or less. The small steamers have been helped, but there has been hardly time, particularly in view of the abnormal conditions, to arrive at a definite statement of the effect of the improvement, which was completed about the last of October, 1916, upon general commerce. Proposed operations.-It is expected that the available funds will provide for necessary maintenance to June 30, 1920, and no estimate for additional funds is submitted. Recommended modifications of project.--None.. References to published articles not previously reported.-None. Commercial statistics.-The dredging has given 12 feet at mean low tide up as far as the lower steamboat wharf at Calais. From thence to the head of navigation there is 9 feet, but as the nean range in tide is about 20 feet there is greater depth for most of the time. About 75 per cent of the commerce is in lumber and coal. One local steamer was discontinued, and a tow boat company went out of business. Shippers report that traffic has decreased, giving as a reason that vessels could not be had. 84 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. COmparativestatement. Calendar year. Short tons. Estimated Passengers. value. 1913......................... .................. .................. 185, 835 136,066 $3, 838,365 2,506,529... .. 1914 ................................................................ 1915 ................................................................. 146,754 8496 1, 872,889 ... . 1916 ................................................................ 83,540 , 292,465 13,496 1917................. ............ ........... 61,896 1,380,137 13,950 Financialsummary. Amount expended on all projects to June 30, 1918: New work----------- ------------------------------ $200, 441. 46 Maintenance ------------------------------------------ 4, 507. 30 Net total expended___------------ ____ __---204, 948. 76 Total appropriations to date of this report ___ --___-- --- 205, 000. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work................... 49,657.56 $40,144.45 $22,028.78 $36,959.35 .......... Expended for maintenance.... .. ..... .. . ............ . ........... .. 507.3 Appropriated or allotted.................. .... .. ...... ..... ....... .... i......... ....... July 1, 1917, balance unexpended------------------------ _- $558. 54 June 30, 1918, amount expended during fiscal year, for maintenance. , 507. 30 July 1, 1918, balance unexpended -------------------------------- 51. 24 2. BAR HARBOR, ME. Location and description.-This harbor is situated on the eastern shore of Mount Desert Island, on the coast of Maine, about 150 miles by water northeast of Portland, Me., and about 50 miles east from the entrance to Penobscot Bay. The anchorage, which is about 4,000 feet by about 5,000 feet, depends for protection upon Porcupine Island, supplemented by the breakwater. See U. S. Coast and Geo- detic Survey chart No. 1106. Original condition.-The anchorage and wharves at Bar Harbor were exposed to the seas from the south. The main portion of the breakwater was built in water approximating 50 feet in depth, and the greater part of the area to be protected had natural depths rang- ing from 20 to 80 feet at mean low tide. Previous projects.-None., Existing project.-This provides for a riprap breakwater from Porcupine Island to Dry Ledge, and thence in a direct line to within about 600 feet of the low-water line on Mount Desert Island, the top of the breakwater to be at level of mean high tide, and 20 feet wide. The breakwater is to be about 2,500 feet in length, and is for pro- tection of the anchorage and landings. The mean tidal range is 10.5 feet and the extreme 12 feet. The estimate of cost for new work, revised in 1893, is $420,200. The latest (1918) approved estimate for annual cost of maintenance is $1,000. RIVERS AND HARBORS--PORTLAND, ME., DISTRICT. 85 The existing project was adopted by the river and, harbor act of August 11, 1888. (Annual Report for 1887, p. 481.) The latest pub- lished map is in the Annual Report for 1891, page 576. Operatwons and results during fiscal year.-There were no opera- tions during the year. Coal shortage, labor trouble, and need for the contractor's plant in connection with fortification construction were contributing causes. The expenditures amounted to $2,038.32 for office expenses, and are charged to new work. Condition at end of fiscal year.-The breakwater has been extended to its full projected length, but is not to full section throughout. Probably 10,000 tons of stone will be needed to complete it. Practi- cally the full measure of protection has now been secured. The total expenditures have been $387,286.93, all for new work. Local cooperation.-None. Terminal facilities.=-There are six principal wharves and a num- ber of landings for small boats. The wharves in general are wooden platforms on wooden piles. Four of the principal wharves are avail- able for public use. Facilities are considered adequate for existing commerce. There is no railroad at Bar Harbor. Effect of improvement.-The benefit of the improvement consists in protecting the wharves at Bar Harbor and the anchorage area, which is extensively used by costly pleasure craft. Now that the breakwater is to full length the protection is proving of decided benefit. Proposed operations.-Available funds will be applied to comple- tion of the breakwater. They are sufficient for that purpose, and no estimate for additional funds is submitted. Two or three months, under favorable conditions, should be sufficient for completion of the work. Recommended modifications of project.-None. References to published articles not previously reported.-None. Commercial statistics.-The protected area ranges in depth from about 60 feet at mean low tide, near the breakwater, to about 10 feet at the wharves. The commerce consists in fuel and the miscellaneous merchandise constituting the supply of a fashionable summer resort. The following is a comparative statement of the commerce of the locality for the past five years: Comparative statement. calendar year. Short tons. Estimated value. Ps Calendar year. Short tons. Estimated value. Passengers. 9161--------.......... 35,989 $1,555,289 219,228 1916.......... 33,239 $1,684,463 92,199 T61............ 37,037 2,291,754 119,615 1917.......... 27, 723 2,570,203 75, 657 8161-.......... 39, 455 1,440,965 92, 715 Financial 8sumary. Amount expended on all projects to June 30, 1918: New work------- -------------------------------- $387, 286. 93 Maintenance Total appropriations to date of this report------------------- 426,591. 12 86 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work......... .... $38, 558.87 $36, 338.93 $27, 526.78 $7, 873.39 $2, 038.32 Expended for maintenance................................ ............. ..... Appropriated or allotted.. ....................................... ... ...... ......... July 1, 1917, balance unexpended ---------------------- $41, 342. 51 June 30, 1918, amount expended during fiscal year for new work__ 2, 038. 32 July 1, 1918, balance unexpended--_-------- ------- 39, 304.19 July 1, 1918, outstanding liabilities- ____-___--- --. $10, 456. 10 July 1, 1918, amount covered by uncompleted contracts_ 2, 500. 00 12, 956. 10 July 1, 1918, balance available----------- --- ____________- 26, 348. 09 3. BASS HARBOR BAR, ME. Location and description.--Bass Harbor Bar is a shoal extending from the southerly extremity of Mount Desert Island for a distance of about 1 mile to Great Gotts Island. It obstructs the eastern en- trance to Blue Hill Bay. The locality is about 20 miles by water from Bar Harbor. See U. S. Coast and Geodetic Survey Chart No. 1106. Original condition.-The bar, which is composed of ledge, bowl- ders, and sand, was about 250 feet wide between the 15-foot contours at its narrowest part. The best crossing had about 14 feet at mean low tide, but it was obstructed by numerous bowlders, making the crossing dangerous in rough weather-a frequent condition. Previous projects.-None. Existing project.-This provides for a channel across the bar, 14 feet deep at mean low tide and 250 feet wide. The mean tidal range is 10 feet; the extreme, 11.6 feet. The estimate of cost for new work, made in 1912, is $10,000. It is expected that work of maintenance will be unnecessary. The existing project was adopted by the river and harbor act of March 4, 1913 (H. Doec. No. 1128, 62d Cong., 3d sess.). The latest published map is in the project document. Operations and results during fiscal year.-No work was done. The expenditures, amounting to $225.13 for maintenance, were for office expenses. The improvement was under supervision. Condition at end of fiscal year.--The existing project was com- pleted in 1913. The controlling depth is 14 feet. The expenditures have been $4,076.13 for new work, and $2,041.72 for maintenance, a total of $6,117.85. Local cooperation.-None. Terminal facilities.-None. Effect of improvement.-The work promotes safety and regularity of traffic at an obstructive point in a much-used route. No effect on freight rates. Proposed operations.-No new funds needed. If an examination indicates that more work is necessary, the amount available will, it is believed, be sufficient. Recommended mnodifications of project.--None. RIVERS AND HIARBORS---PORTLAND, ME., DISTRICT. 87 References to published articles not previously reported.-None. Commercial statistics.-No statistics as to tonnage are available. The improvement is in general use, but there is no practicable way of ascertaining the number of vessels. The lighthouse inspector states that the passage appears to be increasingly used by small vessels. The water is too shoal for very large vessels except at high tide. Financialsummary. Amount expended on all projects to June 30, 1918: New work ------------------------------------------- $4, 076. 13 Maintenance ------------------------------------------ 2, 041. 72 Net total expended----------------------------------- 6, 117. 85 Total appropriations to date of this report--------------------, 10, 000.00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work.... .. 3,895.93 ........................ Expended for maintenance ..... ............... ..... 778.33 8408.39 $629.87 $225.13 Appropriated or allotted.................. . .......... . .................... July 1, 1917, balance unexpended---------------------------- $4, 107.28 June 30, 1918, amount expended during fiscal year for maintenance-- 225. 13 July 1, 1918, balance unexpended-----------------------------3, 882.15 July 1, 1918, outstanding liabilities------------------------------ 95. 83 July 1, 1918, balance available------------------------------- 3,786. 32 4. PENOBSCOT RIVER, ME. Location and description.-PenobscotRiver drains a large number of lakes and small streams in north central and eastern Maine, and after assuming definite character as a stream, flows about 100 miles in a southerly direction through the middle of the State, discharging into Penobscot Bay. The drainage area above Bangor, the head of general navigation and about 27 miles above the head of the bay, is about 7,700 square miles. The entire basin comprises about 25 per cent of the State. The river is tidal up to Bangor, where the maxi- mum discharge has been reported as 80,000 to 115,000 second-feet. The width between banks is about 700 feet at Bangor. Both width and depth increase generally from thence to the bay. See U. S. Coast and Geodetic Survey chart No. 1106. Original condition.-The head of general navigation was aid is Bangor, about 27 miles above the mouth. Practically the entire river above Bangor was and is used in lumbering and there was and is considerable power development. Prior to improvement a section of about 31/2 miles at and below Bangor was obstructed by ledge, bowlders, and mill-waste deposits, so that the available depth was' only about 6 feet at extreme low tide. Extensive deposits of mill waste had also reduced the depth farther downstream. 88 - REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Previous projects.-The original project was adopted by the river and harbor act of July 11, 1870. Subsequent modifications and ad- ditions were authorized by the river and harbor acts of July 5, 1884, August 11, 1888, July 13, 1892, and March 3, 1899. The amount expended on original and modified projects prior to the adoption of the existing project in 1907 was $367,800, for new work. For further details of previous projects see page 1782 of Annual Report for 1915. Existing project.-This provides for dredging to a depth of 22 feet between Winterport and Bucksport, about 16 miles below Bangor; for straightening, widening, and deepening to 15 feet the channel near Sterns Mill and near Crosbys Narrows, from 3 to 4.5 miles below Bangor; for deepening the basin of the Kenduskeag stream at its junction with the Penobscot to 5 feet; and for deepen- ing the harbor at Bangor to 14 feet and widening it along the Bangor front, giving an additional width of from 100 to 300 feet for a length of about 2,000 feet. The project depths refer to mean low water, which is 3 feet above extreme low tide. The mean range of tide at Bangor is 131 feet, and the extreme about 15 feet. The estimate of cost for new work, made in 1906, is $130,000, exclusive of amounts expended under previous projects. The latest (1906) approved esti- mate for annual cost of maintenance is $500. The existing project was authorized by the following river and harbor acts: The act of July 5, 1884, provided for widening the chan- nel at Bangor and at Crossbys Narrows (S. Ex. Doc. No. 44, 48th Cong., 1st sess.) ; the act of August 11, 1888, provided for the dredg- ing between Winterport and Bucksport (H. Ex. Doc. No. 133, 50th Cong., 1st sess.); the act of July 13, 1892, provided for a further widening of the channel at Bangor (H. Ex. Doc. No. 37, 52d Cong., 1st sess.); the act of March 3, 1899, provided for dredging the Ken- duskeag stream (H. Doc. No. 49, 55th Cong., 1st sess.) ; the act of March 2, 1907, provided for the further widening of the harbor at Bangor (H. Doc. No. 739, 59th Cong., 1st sess.). The latest pub- lished map is in the last-mentioned document. Operations and results dumring fiscal year.-There was no work, but expenditures amounted to $919.94 for maintenance, and were for office expenses, etc. Condition at end of fiscal year.-The existing project was com- pleted in 1913. The controlling depth to the head of navigation at Bangor is 14 feet. The total expenditures since adoption of the existing project have been $133,220.53 for new work and $5,030.04 for maintenance, a total of $138,250.57. Local cooperation.-None. Terminal facilities.-The river front of Bangor Harbor has 37 wharves. They are of the timber crib stone ballasted type, and be- cause of heavy currents and floating ice they are as a rule built along the banks instead of projecting into the stream. In Kenduskeag stream there are 42 berths for small vessels. In general the wharves are not modern and are in only fair condition. Eighteen of the wharves are fitted with mechanical appliances for handling bulk freight. Aside from these the general efficiency is low. Nineteen wharves have physical connection with railroad. There are two wharves and a ferry location publicly owned. These are open to public use free of charge. A number of the private wharves are open RIVERS AND HARBORS--PORTLAND, ME., DISTRICT. 89 to the public at moderate charges. The terminal facilities are be- lieved to be adequate for existing needs. Effect of improvement.-An enlarged and deepened channel and anchorage have permitted the use of larger vessels, reflecting lower rates, particularly on bulk commodities. Bangor secures the lower railroad rates accorded localities having good water facilities. Proposed operations.No additional work proposed, except for maintenance, if found necessary, for which purpose the funds now available are believed to be sufficient for the year ending June 30, 1920. Recommended modifications of project.-None. References to published articles not previously reported.-None. Commercial statistics.-The bottom at Bangor is rocky, and with a mean low tide depth of 14 feet vessels drawing much over 12 feet can not be safely moved at low tide. With a mean range of tide of about 13 feet, however, the available depth increases rapidly after the tide changes. The chief items of commerce are coal, oil, fer- tilizer, and salt. Coal, which constitutes the principal item of freight, is for the most part carried in barges drawing about 12 feet loaded, though occasionally there are heavier vessels. Comparative statement. Calendar Short Estimated Passngers Calendar Short Estimated Pass year. tons. value. ear. yssengers. tons. value. Pengers. 1913.......... 551,789 34,975,600 ............. 1916........... 396,028 7,857,096 50,295 1914.......... - 571,721 4,634, 597 62, 000 1917.... 340,198 8, 229, 880 26, 381 1915 .......... 432,436 4,984,022 51,850 Financial summary. Amount expended on all projects to June 30, 1918: New work__-- ----------------------------------------- $501, 020. 53 Maintenance ------------------------------------------ 5, 030. 04 Net total expended ----- --------------------------- 506, 050. 57 Total appropriations to date of this report- 506, 300. 00 $---------------- Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work................ $22,356.01 ......... ...........,. Expended for maintenance......... .............. 1,569.61 $1,053.83 1, 486.66 919.94 Appropriated or allotted..................... .................. . ..........-. .. .. July 1, 1917, balance unexpended____- _____----- $1, 169. 37 June 30, 1918, amount expended during fiscal year for maintenance _ 919. 94 July 1, 1918, balance unexpended ..--------------------------- 249. 43 5. ROCKLAND HARBOR, ME. Location and description.--This harbor is on the westerly side of Penobscot Bay, near its mouth, and about 80 miles northeast of Port- 90 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. land, by water. It is a natural indentation of the coast line, about 10,000 feet in one direction and about 7,000 feet in the other. Protec- tion from the east is afforded by a breakwater extending from the northerly shore about halfway across the entrance. (See U. S. Coast and Geodetic Survey chart No., 1106.) Original condition.-The depth at the entrance was and is about 50 feet at mean low tide. Within the harbor, much of which is shoal, the depth ranges from 6 to 30 feet. Before improvement the wharf front, on the westerly side of the harbor, was exposed to heavy seas during easterly gales; there were two groups of dangerous ledges in the anchorage; and the greater part of the wharf front was bare at'low tide. The entrance had a width of about 9,000 feet. Previous projects.-None. Existing project.-This provides for a riprap breakwater extend- ing about 4,346 feet southerly from Jameson Point, on the north side of the entrance; dredging the inner harbor in the vicinity of the wharves to depths ranging from 4 to 13 feet at mean low tide; and removing two groups of ledges, one to 22 feet and the other to 14 feet at mean low tide. The 'mean tidal range is 9.7 feet; the ex- treme 11 feet. The estimate of cost for new work, revised in 1897, is $1,036,000. The latest (1918) approved estimate for annual cost of maintenance is $500. The existing project was authorized by the following river and harbor acts: The act of June 14, 1880, provided for the breakwater (Annual Reports for 1881, p. 466, and for 1890, p. 439); the act of June 3, 1896, provided for the dredging in the vicinity of the wharves and for removal of the ledges (H. Doc. No. 85, 54th Cong.,-lst sess.). The latest published map is in the last-mentioned document. Operations and results during fiscal year.-There was no work, the expenditures, amounting to $477.97, being for office expenses and charged to maintenance. Condition at end of fiscal year.-The existing project was com- pleted in 1904. The dredging and ledge excavation were completed' in the calendar year 1901, and the breakwater in 1904. The latter is in good condition. Vessels drawing not more than 13 feet can reach the steamboat wharf at low tide. At the other wharves there is only about 6 feet. The depth gradually increases from about 14 feet near the steamboat wharf to about 50 feet near the outer end of the breakwater. The expenditures have been $915,862.73 for new work, and $6,461.53 for maintenance, a total of $922,324.26. Local cooperation.-None. Terminal facilities.-There are 35 wharves, of which one is pub- licly owned, and 19 are open to public use. Thirteen .wharves have railroad connection. Sixteen are bare at low tide, 11 have 6 feet or less, and 8 have from 9 to 14 feet. The types of construction are timber cribs filled with stone or earth, or solid fills faced with granite walls. Some have wooden pile additions. Granite and, to some ex- tent, coal are handled by mechanical equipment. About 15,000 feet of water front have been developed. As a whole the terminal facilities are of low efficiency but are regarded as sufficient for the needs of existing commerce. Effect of improvement.-The principal benefits have been the pro- tection of the wharf front and the establishment of a commodious RIVERS AND HARBORS--PORTLAND, ME., DISTRICT. 91 and convenient harbor of refuge. The effect on rates .has been such as would accrue through the use of larger vessels, made possible by the dredging. Proposed operations.---No additional work proposed, except for maintenance if found necessary, for which purpose the funds now available are believed to be sufficient for the year ending June 30, 1920. Recommended modifications of project.-None. References to published articles not previously reported.-None. Commercial statistics.-The chief items are coal, granite, lumber and cooperage, lime and fertilizer. The average loaded draft of ves- sels trading to Rockland is 14 feet. Comparative statement. Calendar Short Estimated Passengers. Calendar Short Estimated Passenge year. tons. value. year. tons. value. 1913.......... 668, 018 $14, 334,860 117, 642 1916.......... 600,144 $20, 551,505 117,'555 1914.......... .476,149 13, 087, 837 120,675 1917.......... 320,358 18, 321,073 77, 834 1915.......... 552,132 13,842,067 112,740 Financial summary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $7.77: New work ----------------------------------------- $915, 862. 73 Maintenance ------------------------------------------ 6, 461. 53 Net total expendd___________________________________ 922, 324. 26 Total appropriations to date of this report________________ ___ 925, 500. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work ........................ .... .......................... ....... Expended for maintenance . . . . .. . . . . . . . . 1 $20.00 $82.24 $395.83 $486.61 $477.97 Appropriated or allotted.... July 1, 1917, balance unexpended---------------------------- $3, 646. 46 Receipts from sales, etc., during fiscal year 1918 -------- -7. 25 3,653. 71 June 30, 1918, amount expended during fiscal year for maintenance_ 477. 97 July 1, 1918, balance unexpended_ -___-___-- - - -____- 3, 175. 74 July 1, 1918, outstanding liabilities_._______________ -- ___ -161. 46 July 1, 1918, balance available-______--------------------- 3, 014. 28 6. GEORGES RIVER (THOMASTON HARBOR), ME. Location and description.-This river is about 80 miles northeast of Portland and about 4 miles west of Rockland, Me. It rises in the westerly part of Waldo County and flows about 35 miles in a south- erly direction, emptying into the Atlantic. The section included in I Not deducting receipts from sales, etc. 92 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. the project is at and immediately below Thomaston, sometimes called Thomaston Harbor, about 12 miles above the mouth of the river. The river is tidal for about 6 miles above Thomaston, but is nar- row and shoal. The drainage area is about 228 square miles. At Thomaston the width is about 600 feet between banks, but immedi- wtely below it broadens greatly, though the channel remains narrow for about 4 miles. No discharge data are available. See U. S. Coast and Geodetic Survey chart No. 1106. Original condition.-The depth was 21 feet or more up to a point about 1 mile below Thomaston. From thence the channel was nar- row, with a sharp bend at one point, and shoaled opposite Thomaston to about 11 feet at mean low tide. The head of practicable naviga- tion was and is at Thomaston, although small vessels can go about 6 miles farther. Previous projects.-None. Existing project.-This provides for a channel extending about 1 mile downstream from Thomaston, the depth to be 16 feet at mean low tide, the width varying from 90 to 220 feet. The lower end of the section included in the project is about 11 miles above the mouth of the river. The mean range of tide is 9.3 feet, the extreme 10.6 feet The estimated cost for new work, made in 1895, is $30,000. The latest (1914) approved estimate for annual cost of maintenance is $500. The existing project was authorized by the river and harbor act of June 3, 1896 (H. Ex. Doc. No. 236, 53d Cong., 3d sess., reprinted in Annual Report for 1895, p. 590). For latest published map see House Executive Document No. 1458, Sixty-third Congress, third session. Operations and results during fiscal year.-There was no work, but expenditures amounted. to $65.63 for maintenance, and were for office expenses. Condition at end of fiscal year.-The project was completed in 1903. An examination made in October, 1916, indicated that the depth of 16 feet at mean low tide had been maintained, but that the width had materially decreased, particularly at the bend. The total expenditures amounted to $25,787.91 for new work and $793.16 for maintenance, a total of $26,581.07. Local cooperation.-None. Terminal facilities.-There are 7 private wharves along about 2,000 feet of the river front at Thoimaston. There are no publicly owned wharves, but the private are open to all on uniform and rea- sonable terms. None of the wharves have railroad connections. Though limited the terminal facilities apparently meet existing needs. Effect of improvement.-The increased depth permitted the use of larger vessels and such saving as was due to their use for bulk freight. Proposed operatons.-The shoaling at the bend has made naviga- tion at that point difficult and dangerous, and the reduced width elsewhere has given rise to congested conditions. To restore the channel to its project dimensions will probably require the excava- tion of not less than 20,000 cubic yards of material. The available RIVERS AND HARBORS---PORTLAND, ME., DISTRICT. 93 funds will be applied to this work, which it is expected will be com- pleted by June 30, 1919. Further appropriation is not regarded as necessary at this time. Recomrmended modifications of project.-None. References to published articles not previously reported.-None. Commercial statistics.-The principal items are coal, lime, and ship timbers. The average draft of loaded vessels during the fiscal year was 15 feet. Two vessels were built, and six more and a tug are under construction. Comparative statement. Calendar year. SShort tons. Estimated Passengers. value. . Calendar year. Short tons. Estimated Passeners value. g 1913.......... 22,500 $275,000 ............ 1916.......... 22,850 $414,150 7,500 1914.......... .22, 500 275,000 9,100 1917.......... 1, 025 440,950 7,500 1915........... 13,188 250,000 6,000 Financialsummary. Amount expended on all projects to June 30, 1918: New work___ $25, 787. 91 Maintenance-------------------------------------------- Maintenance - 793.16 793. 16 Net total expended ---------------------------------- 26, 581. 07 Total appropriations to date of this report--------- 36, 000. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work .. .. .......... ................. ................ .......... Expended for maintenance.......... .......... .... ........... ........... 8515.44 $65.63 Appropriated or allotted .................. . ...... ................... 10,000.00 .......... July 1, 1917, balance unexpended---------------------------- $9, 484, 56 June 30, 1918, amount expended during fiscal year for maintenance__ 65. 63 July 1, 1918, balance unexpended____________________________ 9, 418. 93 7. KENNEBEC RIVER, ME. Location and description.-Kennebec River drains a large number of lakes and minor streams, and flows from Moosehead Lake about 150 miles in a southerly direction and discharges into the Atlantic about 25 miles east of Portland. The drainage area above Augusta is 5,580 square miles, and the average run-off is about 10,000 second- feet. The river is tidal to the dam at Augusta, where the width between banks is from 500 to 700 feet. See U. S. Coast and Geodetic Survey chart No. 1106. Original condition.-From Augusta to Gardiner, about 61 miles, the navigable depth was about 3 feet in low summer tides. There was a shoal at South Gardiner with about 8 feet at mean low tide. At Swan Island there were dangerous ledges and a shoal with only 10 feet at mean low tide. The channel west of Swan Island was ob- 94 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. structed by Hatchs Rock Shoal, over which there was T7 feet. Au- gusta, 44 miles from the mouth, was and is at the head of general navigation. Formerly there was a lock in the Augusta dam, but the river above abounds in rocky shoals, and was negligible for naviga- tion purposes. It was and is used for water-power and lumbering operations. Previous projects.-The first project was adopted by the river and harbor act of March 2, 1827. Modifications and additions were au- thorized by river and harbor acts of August 30, 1852, June 23, 1866, July 11, 1870, March 3, 1871, March 3, 1873, March 3, 1881, August 11, 1888, and June 13, 1902. The amount expended on projects prior to the existing one on which work was commenced in 1906, was $509,411.03, all for new work. For further details of previous proj- ects see page 1735 of Annual Report for 1915. Existing project.-This provides for a channel below Gardiner not less than 150 feet wide, with a depth of 17 feet at Beef Rock Shoal, at the foot of Swan Island, 18 feet deep through rock at Love- joy Narrows near the head of Swan Island, decreasing to 16 feet deep at Gardiner; a channel west of Swan Island, 100 feet wide, 12 feet deep except at the upper shoal where the depth was to be 15 feet; and a channel 125 feet wide and 11 feet deep from Gardiner upstream to Augusta, at the head of navigation. The section of river included in the project is about 21.5 miles in length. The work included driedging, rock excavation, and two rip rap training walls. The project depths refer to mean low water. The mean tidal range is 8.3 feet at the mouth of the river, 6.5 feet at Bath, 5.5 feet at the foot of Swan Island, 5 feet at Gardiner, and 4.1 feet at Augusta. The spring tides are about 1 foot greater at the mouth, and about 0.5 foot greater at Augusta. The estimate of cost for new work, re- vised in 1912, is $386,500, exclusive of amounts expended under pre- vious projects. The latest (1912) approved estimate for annual cost of maintenance is $4,500. The existing project was authorized by the following river and harbor acts: The act of June 13, 1902, provided for the channel be- tween Augusta and Gardiner (H. Doc. No. 262, 56th Cong., 1st sess.) ; the act of March 2, 1907, provided for the channel below Gardiner (H. Doc. No. 321, 59th Cong., 2d sess.) ; and the act of March 4, 1913, provided for the channel west of Swan Island (H. Doc. No. 746, 62d Cong., 2d sess.). For latest published maps see above documents and Annual Report for 1915, page 2022. Operationsand results during fiscal year.-There was no work and no expenditure. Condition at end of fiscal year.-The existirig project was com- pleted in 1914. The controlling depth is 16 feet to Gardiner, and 11 feet thence to Augusta. The total expenditures under the exist- ing project amounted to $386,438.38 for new work, and $61.62 for maintenance, a total of $386,500. Local cooperation.-None. Terminal facilities.-The terminal facilities served by the improve- ment are for the most part located at Bath, Richmond, Dresden, Gardiner, Farmingdale, Hallowell and Augusta. As a rule the wharves are built parallel to the bank and project but little into the RIVERS AND IHARBORS--PORTLAND, ME., DISTRICT. 95 stream. Generally they are ballasted timber cribs, though there are a few wooden pile structures. Bath has 27 wharves, 3 of which are physically connected with the railroad. The wharves at this place serve the shipyards, railroad ferry, coal business, etc., and a number of them are well equipped with mechanical appliances. There are 38 other wharves located at the points named, and which are for the most part used for lumber, coal, and passenger traffic. Those used for coal and lumber have mechanical appliances which, while not highly efficient, are as well developed as their business will justify. There are in addition 13 wharves devoted solely to handling ice, with special appliances, which are considered efficient. At Bath, Rich- mond, Gardiner, Hallowell, and Augusta there are public landings but they are adapted for use by small boats 'only. There are wharves at each locality the use of which may be had by the public on reasonable terms. .The special terminals are efficient, the others to a smaller de- gree, but the facilities on the whole are believed to be adequate for the limited amount of business transacted. The only wharves having direct railroad connection are those at Bath. Effect of improvement.-The benefit consists in permitting the use of larger vessels in handling bulk freight, such as coal, ice, etc., which demand cheap transportation. The improvement of the chan- nel west of Swan Island is expected to permit regular steamboat facilities to the landings above Bath, which had been threatened with discontinuance of such service. Proposed operations.-No additional work is proposed. The proj- ect is completed. Recommended modifications of project.-It is recommended (see H. Doc. No. 2107, 64th Cong., 2d sess.) that the improvement and main- tenance of the channel west of Swan Island, near the town of Rich- mond, be abandoned. Reference to published articles not previously reported.-None. Commercial statistics.-The chief items are lumber and coal. The average draft of vessels is 15 feet. Nine steel and 10 wooden vessels were built during the year. Comparative statement. Calendar Short tons. Estimated Passengers. Calendar Short ton. Estimated Passengers. year. value. year. value. 1913.......... 419,810 $3, 484,750 136,159 1916.......... 277, 700 $6, 600, 550 410,096 1914.......... 271,905 2.934, 964 357, 818 1917........ 123, 855 4, 927, 000 370, 182 1915.... ...... 275,950 3, 515, 500 559,375 Financial summary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $5.05: New work----------------------------------- ------ $895, 849.41 Maintenance ---------------------------- --------- 61. 62 Net total expended-------------------------------- 895, 911. 03 Total appropriations to date of this report----------- -- ___ 895, 911. 03 96 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Fiscal year enfding June 30. 1914 1915 1916 1917 1918 Expended for new.work 1 -........... $127.75 33,694.01 ........ ....... ... . Expended for maintenance I.............. .................. 63.42................... Appropriated or allotted................. . ..... ... ............ ... ....... 1 Not deducting receipts from sales, etc. 8. PORTLAND HARBOR, ME. Location and description.-This harbor is on the southwestern coast of Maine, about 100, miles northeast of Boston, Mass. The outer harbor is behind islands in Casco Bay and the inner harbor in Fore River. Northwest of the city is a large bay known as Back Cove, the greater part of which consists of flats exposed at low tide. The main channel from the ocean leads through Casco Bay between the mainland and Cushing Island. It is about 8 miles to the head of nhavigation at Stroudwater on Fore River, and about 6 miles to the head of Back Cove. To the anchorage ground opposite the eastern end of the city the distance is about 3.5 miles. See U. S. Coast and Geodetic Survey chart No. 1106. Originai condition.-The inner harbor in Fore River was and is about 9,000 feet long and about 2,500 feet wide. It had a channel depth of about 25 feet at mean low tide, except at the mouth, where it shoaled to 16 feet. Thence to the sea the least depth was about 42 feet, except for two isolated ledges over which the least depths were 29 and 30 feet. The wharf front was exposed to swell from the main entrance. In Back Cove the channel depth was about 1 foot at mean low tide. Previous projects.-The original project for improvement was authorized by the river and harbor act of July 4, 1836. Subsequent modifications and additions were authorized by river and harbor act of June 23, 1866; joint resolution of June 5, 1868; and river and har- bor act of June 10, 1872. The amount expended prior to adoption of the existing project in 1896 was $692,435.25, all for new work. For further details of previous projects see page 1736 of annual re- port for 1915. Existing project.-This provides for a commodious anchorage off the eastern end of the city with a minimum depth of 30 feet; for the dredging of the greater part of the inner harbor to a depth of 30 feet, except for the lower part of the main harbor and its channel of approach, where the depth is to be 35 feet; for a channel 30 feet deep and 300 feet wide in Fore River up to the upper Boston & Maine Railroad bridge; for a channel 30 feet deep and 300 feet wide from the anchorage to the Grand Trunk Bridge at the mouth of Back Cove; for rock excavation to give a depth of 14 feet between the Grand Trunk and Tukeys Bridges, and a channel 12 feet deep and 300 feet wide thence to the head of Back Cove; for the removal of two obstructing ledges in the main ship channel to a depth of 40 feet; and for a stone breakwater about 1,900 feet long on the south- erly side of the mouth of the inner harbor. The project depths refer to mean low water. The mean tidal range is 8.9 feet, extreme 10.2 feet, though variations as great as 16 feet have been observed under storm conditions. RIVERS AND HARBORS---PORTLAND, ME., DISTRICT. 97 The estimate of cost for new work, revised in 1917, is $1,590,000, exclusive of amounts expended under previous projects. The latest (1917) approved estimate for annual cost of maintenance is $3,000. The existing project was authorized by the following, acts: The river and harbor act of July 4, 1836, provided for the breakwater (H. Doc. No. 491, 23d Cong., 1st sess.); the river and harbor act of June 3, 1896, provided for 30 feet over the greater part of the inner harbor (S. Doc. No. 271, 54th Cong., 1st sess.) ; the sundry civil act of March 3, 1905, provided for extensions of the 30-foot depth up. Fore River and in ithe channel of approach to Back Cove; the river and harbor act of July 25, 1912, provided for the anchorage, for 14 feet at the entrance to Back Cove, for restoring the 12-foot depth in Back Cove and the 30-foot depth in the approach as well as in the lower part of the inner harbor (H. Doc. No. 489, 62d Cong., 2d sess.); and the river and harbor act of August 8, 1917, provided for 35 feet at mean low tide in the lower part of the main harbor and the channel of approach, and for the removal of two obstructing ledges in the main channel (H. Doc. No. 71, 65th Cong., 1st sess.). For latest published map see last mentioned document. Operations and results during flcal year.-Operations during the year were confined to dredging. Jnder a contract made the last of August about 800,000 cubic yards of material were excavated opposite the lower wharves in the main harbor, giving 35 feet at mean low tide over an area about 5,000 feet long and about 680 feet wide. The contract price is 15.8 cents per cubic yard, measured in scows. In addition, about 43,500 cubic yards of material were dredged from Fore River at the entrance to channel leading to Mexican Petroleum Co.'s plant. An area about 600 feet by 120 feet was excavated to 22 feet at mean low tide. This work was done by hired plant. The total cost for hire of plant was $18,083.33.. All the above was new work. The expenditures amount to $132,153.56 for new work,,and $432.82 for maintenance, a total of $132,586.38. Condition at end of fiscal year.-The existing project is completed except for the rock excavation and about 58 per cent of the area opposite the lower wharves where the depth is to be made 35 feet at mean low tide, both of which items were authorized by the river and harbor act of August 8, 1917. The work done under this authoriza- tion is described in the preceding paragraph. Total expenditures under e fisting project amount to $1,350,922.85 for new work and $8,238.13 for maintenance, a total of $1,359,160.98. Local cooperation.-The river and harbor act of August 8, 1917, requires that assurances shall be given that adequate berthing space for deep-draft vessels, affording a depth of not less than 35 feet at low water of spring tides, shall be provided by local interests within a reasonable time. These have been given, and received the approval of the Secretary of War August 27, 1917. Terminal facilities.-The harbor has a water front of about 8 miles, rather more than one-half of which has been developed. There are about 46 wharves, all but 9 of which are in the city of Portland.: Twelve wharves are used for transportation terminals, 11 for coal 81116--ENG 1918---7 98 REPORT OF CHIEF OF ENGINEEERS, U. S. AR1Y- .1918. and .lumber, 7 for manufacturing purposes, 3 for marine construc- tion, and the remainder for general business. None are publicly owned,. but there are numerous wharves at which the public may be accommodated. on reasonable terms. Many of the wharves are of solid fill within stone walls and with wooden pile extensions, while most of the larger ones are built entirely on piles. The transporta- tion terminals are efficient, but in some respects.have not been found to be of sufficient capacity to satisfactorily handle the class of vessels offering. The coal wharves are efficient, though somewhat crowded for room in one or two instances. Most of the remaining commercial wharves are of considerable size, but are of an old type with shallow docks, and are not considered efficient. Thirty-three wharves have physical railroad connection. While existing facilities accommodate the present commerce, the condition of which is abnormal, need for betternient has been evident. There is abundant space, but in order to increase terminal facilities it will be necessary to revise and rebuild at east a portion of the older wharfage system. Effect oef improvenet.-Imnprovements imade have permitted safe use of larger vessels and, so far as bulk freight is concerned, have influenced such reduction in: rates as is affected by larger cargoes. :It estimated that two-thirds of the present tonnage of the harbor wioul ntnt have been practicable except for the work done under exitiig previo:s projects;: In view of the increase in size and prand ,rafof.ships ,the tranms-Atlantic- business could not have been. con- tinued and edevfloped. Pr? osed operations.--The dredging of,the lower portion of the harbor, involving the excavation of about one and one-quarter mil- libns icubic yards of material, is due to be completed about September 1, 1918. Owing to uncertainties attending the present conditions it is impracticable to predict when the work will be completed but Ibe finished by the :close of the calendar year 1918. The it should remaining funds, probably about $100,000, will be applied to remov- ing the two ledges in the main ship channel, which will absorb the working season of 1919. No request is made for additional funds. Recommended modifications of project.--None. References to published articles not previously reported.-None. Comnvrrercial astaistics.-About one-half the tonnage is coal, chiefly bituminous. The Grand Trunk Railway uses Portland as a winter port and ships large quantities of grain and food products via trans- Atlantic steamers. The bituminous coal is brought in vessels draw- ing from 23 to 26 feet loaded. The trans-Atlantic steamers which handle about 800,000 tons, draw from 26 to 32 feet. Comparative statement. Calendar Estimated Passen- Calendar Sht Short tons. Estimated Passen- year. o tons. Short value. gers. year. value. gers. 1913.......... 3,339,538 $128, 506,579 1,480,422 1916.......... 3,738,074 217,325,014 1,231,721 1914..........2, 797 760 117,901,294 1,215,683 1917......... 2, 905,428 136,560,480 762,710 1915........2 990,076 145, 884,161 1, 11,502 RIVERS ANDIH4RBOR -PORTLAND, ME., DISTRICT. 99 Financial summary. Amqunt expended on all projects, to June 30, 1918, after deducting receipts from sales, etc., amounting to'$9.44-' New work ------------------------------ $---------- 2, 043, 358. 10 Mainten Maintenancee ------------------------------------------- 823.1 8, 238. 13 Net total expended -------------------------------- 2, 051, 596. 2$ Total appropriations to date of. this report ------------- 2, 282, 727. 05 Fiscal year ending June 30. 1914 1915 1916 } 1917 1918 Expended for new work 1................. $115,272.99 $172, 401.05 $102,334.36 .... ..... $132,153.56 Expended for maintenance 1........................ ...................... 5,654.63 432. 82 Total expended 1......... ........ 115, 272.99. 172, 401.05 102,334.36 5,6541.63 132,586.38 Appropriated or allotted......................... . 210,000.00 .................... 300,000.00 July 1, 1917, balance unexpended- ----------------- $63. 717. 20 Amount appropriated by river and harbor act approved August 8, S1917-_-------------------------------------------------300,000. 00 $363, 717. 20 Juhe 30, 1918, amount expended (luring fiscal year: For new work ----------------------------- $132,153. 56 For maintenance --------------- 432. 82 132, 586. 38 July 1, 1918, balance unexpended _ 231, 130. 82 July 1, 1918, outstanding liabilities ---- - -- 39, 209. 02 July 1, 1918, amnount covered by uncompleted contracts- 78, 588. 19 117, 797. 21 July 1, 1918, balance available,----------- ------ , -- - 113, 333. 61 9. SACO RIVER, ME. Location and description.-Saco River rises in the White Moun- tain region of New Hampshire at an elevation about 1,900 feet above sea level, flows about 105 miles in a general southeasterly direction, and discharges into the Atlantic .about 16 miles southwest of Port: land Harbor, Me. The drainage area is 1,720 square miles and the mean discharge at the head of navigation has been estimated at about 1,500 second-feet. The river is tidal up to Saco and Bidde- ford, about 5 miles from the mouth. Its minimum width between banks below Saco and Biddeford is about 200 feet, though in places the width is as great as 1,000 feet. See U. S. Coast and Geodetic Survey chart No. 1106. Original condition.-Above the head of navigation the river has been used for lumbering and affords a large amount of water power. The navigable portion, from Saco and Biddeford to the sea, was generally shoal, had a winding course with numerous shoals and ledges, and discharged through a wide sandy beach, where the depth i Not deducting receipts from sales, etc. 100 REPORT OF CHIEF OF ENGINEERS, U. S. ARYl 1918. was only 2 feet at mean low tide. Outside the bar the water deep- ened to 30 feet. Previous projects.--Allusion is made to an appropriation made in 1824, but the first regular authority appears in the river and harbor act of March 2, 1827. Additional work was authorized by the river and harbor acts of June 23, 1866; July 5, 1884; and September 19, 1890. The amount expended prior to the existing project, which began in 1910, was $346,530.12 for new work, and $150 for mainte- nance, a total of $346,680.12. For further details of previous projects see page 1738 of annual report for 1915. Existing project.-'This provides for a channel depth of 7 feet at mean low tide from the sea to the head of navigation at the cities of Saco and Biddeford, a distance of about 6 miles, the width to be 140 feet across the bar, 200 feet in the lower section between the jetties, 140 feet in the middle section, and 100 feet in the upper sec- tion, to be secured by means of dredging, a small quantity of rock excavation, several small riprap jetties within the river, a riprap breakwater about 4,200 feet long, extending seaward from the north side of the mouth of the river, and a riprap jetty or training wall from the south side of the mouth of the river, practically parallel with the breakwater and about 4,800 feet long. The mean tidal range is 8.8 feet; the extreme about 1 foot greater. The estimate of cost for, new work--made'in :1910-is* $55,000,exclusive of :a tut expended under previous projects. The latest (1910) approved esti- mate for annual cost of maintenance is $3,000. The existing project was authorized by the following river and harbor acts: The act of June 23, 1866, provided for the breakwater on the north side of the mouth of the river; the act of September 19, 1890, provided for the jetty on the south side of the mouth (S. Ex. Doec. No. 44, 48th Cong., 1st sess.) ; and the act of June 25, 1910, pro- vided for the present channel dimensions and an extension of the jetty on the south'side of the mouth of the river (H. Doc. No. 752, 61st Cong., 2d sess.). The latest published maps are in the last- mentioned document. Operations and results during fiscal year.-There was no work, but the expenditures amounted to $232.47 for office expenses and are charged to maintenance. Condition at end of fiscal year.-The existing project was com- pleted in 1914 except for the depth across the bar, which has not yet been secured. Cuts across the bar were made in 1913, 1914, and 1916, but were only temporarily successful. The depth on the bar varies, but about 5 feet at mean low tide is available. The expendi- tures under the existing project have been $48.619.24 for new work, and $6,456.12 for maintenance, a total of $55,075.36. Local cooperation.-None. Terminal facilities.-There is a small pier near the mouth of the river which has railroad connection and is used for summer pas- senger business. There are 8 wharves at Saco and Biddeford, 2 of which are unfit for use because of rocky berths. All are of solid fill construction. Of the 4 wharves which are in good condition 3 are used almost exclusively for private business and 1 is open to all on equal terms. The traffic is almost entirely coal, and while the efficiency of terminal facilities is low, the volume of business is not RIVERS AND HARBORS--PORTLAND, ME., DISTRICT. 101 great enough to warrant expensive appliances. None of the wharves at Saco and Biddeford have railroad connection. Effect of improvement.-It is expected to bring about some reduc- tion in freight rates through the enforced use of larger vessels and loading them to full instead of partial cargoes. The full measure of benefit will not be reached until the project depth across the bar has been secured. Proposed operation.-Fundsnow available will be used in efforts to deepen the channel across the bar. The material is shifting sand, and work and results are both uncertain. Recommended modifications of project.-None. References to published articles not previously reported.-None. Commercial statistics.--The tonnage consists entirely in coal. Loaded vessels cross the bar at about high tide only, when they can carry not to exceed 13 feet. Comparative statement. endar year. Short tons. stimated value, Passengers. Calendar year. Short tons. timatedPassengers. value.; '113:......... 68,855 5385, 000 30,000 1916.......... 59, 602 378,354 .......... 1914......... . 64,251 325,000 ............ 1917.......... 53,216 516,386 14,000 1915.......... 65,708 325,000 12,000 Financialsummary. Amount expended on all projects to June 30, 1918: New work ------------------------------------------ $395.149.36 Maintenance..------------------------------------------6,606. 12 / Net total expended--------------------------------- 401, 755. 48 Total appropriations to d(ate of this report------------------- 406, 771. 75 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work.............. 88,594.89........... ............... Expended for maintenance ............ ........ $2216.02 $738.39 $2,197.69 $22.47 Appropriated or allotted. ......-............................. ........... July 1, 1917, balance' unexpended --------------------------- $5, 248. 74 June 30, 1918, amount expended during fiscal year for maintenance-- 232. 47 July 1, 1918, balance unexpended--------- ------------------- 5,016.27 July 1, 1918, outstanding liabilities ----------------------------- 112. 80 July 1, 1918, balance available ------------------------------- 4, 903. 47 10. PEPPERELLS COVE, ME. Location and description.-This is a shallow cove of irregular shape, on the easterly side of Portsmouth Harbor, and about 1 mile within the entrance. See U. S. Coast and Geodetic Survey chart No. 1106. Original condition.-The depth ranged from 1 to 11 feet at mean low tide. About midway of the entrance there was a ledge over 102 REi'ORT OF CHIEF' OF ENGINEERS, U. S. ARMY, 1i8. which there was about 5.5 feet. Portsmouth Harbor has a depth of about 42 feet at the mouth, with greater depth inside. Previous pro ects.-None. Existing project.-This provides for an anchorage area about 1,450 feet by 1,250 feet, to be secured by dredging and rock excavation,.the general depth to be 12 feet at mean low tide, with 12.5 feet over rock., The mean tidal range is 8.7 feet; the extreme about 1 foot greater. The estimate of cost for new work, made in 1908, is $158.400. The latest (1908) approved estimate for annual cost of maintenance is $1,000. The existing project was adopted by the river and harbor' act of June 25, 1910 (H. Doc. No. 1081, 60th Cong., 2d sess.). For latest published map see Annual Report for 1914, page 1586. Operations and results during fiscal year.-There was no work.. The expenditures, amounting to $33.97, were for administration, and are charged to maintenance. Condition at end of fiscal year.---The project was completed in 1916, and involved the removal of about 441,000 cubic yards of material,. of which 600 yards were rock. The imnprovemnt-..gives an area about 1,450 feet by 1,250 feet available as: :n anchorage for vessels of small draft. Thee controlling depth is 11 feet. The ex- penditures have been $158,262.28 for new work, and $96.45 fQr maintenance, a total of $158,358.73. Local cooperation.-None. Terminal facilities. There are no terminal facilities worthy of the name in Pepperells Cove. It is an anchorage basin only. Effect of improvement.-No data are available as to the use of the anchorage since completion, but during the last two or three months while work was in progress a great many small vessels took advan- tage of it. " Proposed operations.- No additional work is proposed. The project is 'ompleted. Reconnended modifications of project.-None. References to published articles not previoslyreported.-~one. Commercial statistics.-Pepperells Cove has no local commerce. The following statement pertains to Portsmouth Harbor. Nearly all of the tonnage is coal. Cormparative statement. Calendar Short Estimated Calendar Short Estimated year. tons. value. Passengers. year. tons, value. Passengers. 1913.......... 441,875 $1,893,125 1,000,000 1916........... 190,185 $1,318,200 729,842 1914 .......... 534,015 2,379,302 ............ 1917........... 109,781 1, 094,122 725,221. 1915.......... 490, 447 2,475,675 714,001 Financialsummary. Amount expended on all projects to June 30, 1918: New work ----------------------------------------- $158, 262.28. Maintenance -------------------- --------------------. 45, Net total expended --------------------------------- 158, 358. 73 Total appropriations to date of this report ---------------- 158. 400. 00 RIVERS AND HARBORS-BOSTON, MASS., DISTRI T. 103 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work ............ $95.14 $652.96 $76,301.84 ................... Expended for maintenance.......... ....................... 62.48 33.97 Appropriated or allotted.................................,.............. ........... July 1, 1917, balance unexpended -------------------- .-------- $75.24 June 30, 1918, amount expended during fiscal year for maintenance ... 33. 97 July 1, 1918, balance unexpended -------------------------------41. 27 EXAMINATION MADE IN COMPLIANCE WITH THE RIVER AND HARBOR ACT APPROVED AUGUST 8, 1917. Report dated December 20, 1917, on preliminary examination of Corea Harbor, Me., required by the river and harbor act approved August 8, 1917, was duly submitted by the district engineer. 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 DocUmet -No. 1003, Sixty-fifth Congrss, second session. The imn provement of this locality by the United States is not deemed ad- visable at the present time. IMPROVEMENT OF RIVERS AND HARBORS IN THE BOSTON, MASS., DISTRICT. This district includes eastern Massachusetts from the New Hamp- shire State line to Chatham at the southeast point of Cape Cod. District officer: Col. Chas. L. Potter, Corps of Engineers, to Oc- tober 31, 1917; and Col. Francis R. Shunk, Corps of Engineers, since that date. Division engineer: Col. Frederic V. Abbot, Corps of Engineers, to October 11, 1917; and Brig. Gen. William T. Rossell, U. S. Army, retired, since that date. IMPROVEMENTS. [The letters and figu'iiTn cal order in the group to 'htittrtrerthe titles indicate the group and the numeri- which the respective. impatenents belong for purposes Of appropriation,.] Page. Page. 1. Newburyport Harbor, Mass.... 103 10. Malden River, Mass. (A6)..... 133 2. Merrimack River, Mass........ 106 11. Dorchester Bay and Neponset 3. Harbor of Refuge at Sandy Bay, River, Mass. (A7)........... 135 Cape Ann, Mass... 109 12. Weymouth Fore River, Mass. 4.IBoston Harbor, Mass.... 111 (A8)........ ....... 138 5. Gloucester Harbor, Mass. (Al).. 120 13. Weymouth Back River, Mass. 6. Beverly Harbor, Mass. (A2). 123 (A9),................ . 142 7. Salem Harbor, Mass. (A3)...... 125 14. Plymouth Harbor, Mass. (A10). 144 8. Lynn Harbor, Mass. A4). ... 127 15. Provincetown Harbor, Mass. 9. Mystic River, Mass. (A)...... 130 (All)...................147 FOR. ADDITIONAL DETAILS OF WORK IN THIS DISTRICT DURING THE FISCAL YEAR, SEE PAGES 2017 TO 2048. 1. NEWBURYPORT HARBOR,, MASS. Location and description.-Newburyport is on the south bank of Merrimack River, about 21 miles above the mouth and about 58 104 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. miles by water north of Boston. The river at this point is about one- fourth of a mile wide. See U. S. Coast and Geodetic Survey chart No. 6. Original condition.-The outlet of the Merrimack 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 natural current of the river. The channel from the bar up to Newburyport was of navigable width and had a depth of 9 feet at mean low water. Previous projects.-None for Newburyport Harbor. (See Merri- mack River.) Existing project.-This provides for two rubblestone jetties, each 15 feet wide on top at elevation 12 feet above mean low water, with slopes of 1 on 2 on the seaward face and 1 on 1 on the shoreward face; one projecting from the north shore 4,118 feet, the other from the south shore 2,445 feet, converging until 1,000 feet apart, and then extending seaward parallel to the axis of the channel for a distance 0fl,000 feet; and for partialIy closingPlum IslandBasin bya timber dike about 800 feet long and 5J feet above mean low water; the object being to create at the outer bar a permanent channel 1,000 feet wide and at least 17 feet deep at mean low water, to enable vessels of such dr ts as can proceed at hightide to-thei wharves at Newburyport to enter the river at mean low water. The mean range of tide is 7.9 feet at the bar and 7.8 feet at Newburyport. The extreme range is about 11.7 feet. As a rule, fluctuations due to wind or other causes do not materially affect navigation interests. The estimate of cost for new work; revised in 1897, is $599,547.49. The latest (1917) ap- proved estimate for annual cost of maintenance is $2,500. The existing project was adopted by the river and harbor act of June 14, 1880; and dredging through the bar, if found advisable, was authorized by the river and harbor act of June 25, 1910. The various features of the plan of improvement, and its modifications, are defined in Annual Report of the Chief of Engineers for the fiscal year ending June 30, 1881, page 502; 1882, page 509; 1883, page 437; 1884, pages 494, 407.; 1886, page 558; 1897, page 825; 1899, page 63; 1910, page 60. The latest published maps will be found in House Document No. 339, Fifty-ninth Congress, second session, and in House Document No. 1813, Sixty-fourth Congress, second session. Operations and results during fiscal year.---A: survey to determine the action of the jetties in causing increased depth over the bar was made during September and October, 1917, at a cost of $786.44; and 6,646 tons of stone were placed in the north jetty, and 1,753 tons in the south jetty under the contract for retopping the jetties; the expenditure being $17,489.49. The contract was completed November 13, 1917. A total of $18,275.93 was expended for maintenance. Condition at end of fiscal year.-The jetties are about 97 per cent completed. The north jetty was completed in 1914. The south jetty was completed in the fiscal year 1905, except for a distance of 30 feet at its outer end. The jetty work has resulted in creating a navigable channel over the bar of a depth of 15 feet at mean low water, 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 RIVERS AND HARBORS-BOSTON, MASS., DISTRICT. 105 feet at low water. Plum Island Basin was closed in the fiscal year 1883 with a timber dike 817 feet long, 5 feet above mean low water, except near the middle, where a weir 150 feet long and 2 feet above mean low water was left temporarily, and two sand catchers, respec- tively 480 and 572 feet in length, were built in 1884-1886 in rear of the south jetty. The dike has been carried away in part, allowing the water to flow freely in and out of Plum Island Basin. North Rock was removed in July, 1901. To complete the project will require the 30-foot extension of the south jetty at the outer end, and possibly dredging, if the jetties should be found insufficient to create the required depth. The jetties are in serviceable condition but require retopping in places. The repair and completion of the dike, which is in poor condition, extension of the south jetty, and dredging are not necessary at present, but may become so in the future. The survey of 1917 shows improvement of the channel over the bar since the survey of 1916. The minimum distance between the 18-foot contours inside and outside the bar remained practically unchanged, but the maximum depth on the crest of the bar has increased from 14.5 to 15.8 feet. Inside the jetties improvement of the conditions has continued, marked by widening of the 18-foot channel through the shoal ground oh the Plum Island side, and a continued tendency of this channel to straighten. As ascertained in 1917, there is a maximum continuous depth of 15.8 feet at mean low water over the bar; but the controlling depth varies with the condi- tion of the sea on the bar. There was expended for new work $463,843.62, and for maintenance $30,165.92, a total of $494,009.54. Local cooperation.-None. Terminal facilities.-The terminal facilities consist chiefly of four- teen wharves extending along a frontage of about 3,500 feet of the south bank of the Merrimac River below the highway bridge, and are all old structures of piles, or of stone walls or wooden bulkheads, filled solid. On the north side of the river is one small pile pier used for receipt and local distribution of petroleum and products. None are publicly owned and none are open to general public use. The terminal facilities are considered adequate for existing com-. merce. Effect of improvemrent.-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. Proposed operations.-No operations are anticipated.' The jetties require retopping, but the necessity for this work is not immediate, and on account of war conditions no additional funds are requested for the fiscal year 1920 Recommended modifications of project.--None. References to published articles not previously reported.-None. Commercial statistics.-The usual drafts for loaded boats carrying coal, comprising about 93 per cent of the commerce for the current year, and valued at $371,250, are 9 to 15 feet; petroleum and products comprising about 7 per cent, valued at $117,599.79, 91 feet. About 37 per cent of the coal was reshipped to points on the Merrimack and Powow Rivers. 106 EPOR QT OF CIF OF ENGINEERS, U. S. ARMY, 1918. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913................... 177,064 $910,359.00 1916.................... 90,606 $756,504.58 1914 ................ .. 183, 428 967, 374.96 1917....... . ...... . 43.906 488, 849. 79 1915.......... ......... 174.887 1 962, 480.24 1 Incomplete. A marked decrease in receipts of coal and an increase in receipts of oil (petroleum and products) were apparent during the calendar year 1917, attributable to war conditions as affecting fuel production and transportation. Financial sum1unary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $795.31: New work 843. 62 $-------------------------------- Maintenance ----------------------------------------- 30,165. 92 Net total expended---------------------- --- --------- 494, 009.54 Total appropriations to date of this report------------------- 494, 100. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work 1......... $12,649.57 $20,263.55..... Expended for maintenance ......................... 15.44 $619:53 $1,660.65 $18,275.93' Total expended 1................. 12,649.57 20, 278.99 619.53 1,660.65 18, 275. 9 Appropriated or allotted. ... .......... . .... 60000 - 20,000.00 ......... . ..... 1.... 1 Not deducting receipts from sales, etc. July 1, 1917, balance unexpended-------------------------------- $18, 366. 39 June 30, 1918, amount expended during fiscal year for mainte- nance_ ---------------------------- 18, 275.93 July 1, 1918, balance unexpended --------------------------- 90.46 July 1, 1918, balance available, only for maintenance -------------- 90. 46 2. MERRIMACK RIVER, MASS. Location and description.-The Merrimack River is formed by the confluence of the Pemigewasset and Winnepesaukee Rivers at Franklin, N. H. It flows southerly through New Hampshire and enters Massachusetts above Lowell, whence it flows in an easterly direction and discharges into the Atlantic Ocean below Newbury- port, Mass., about 55 miles by water north of Boston. Its total length is about 133 miles. The drainage area above the mouth is about 5,015 square miles, and about 4,664 square miles above Law- rence. From Franklin to Lawrence the slope is about 2.5 feet to the mile in a series of pools separated by rapids or falls, and full ad- vantage has been taken of these conditions to develop water power by datmsbuilt at many points down to Lawrence. The low-water discharge at Lawrence averages about 1,643 second- feet during about 29 days in aggregate length during the late summer RIVERS AND HIIBORS-BOSTON, MASS., DISTRICT. 107 and fall, and the flood discharge averages about 19,170 second-feet during an average aggregate length of about 53 days during the late winter and spring. The tidal part of the river is about 22.7 miles long from the sea to the foot of Mitchells Lower Falls, about 2 miles above Haverhill. In this section the average width between banks is about 1,026 feet down to Newburyport, where the river widens out over flats into a broad basin at high water. The low-water slope of this part of the river is about 0.28 foot and the high-water slope about 0.06 foot per mile. See U. S. Coast and Geodetic Survey Chart No. 6. Original condition.-The river had a practicable channel 7 feet deep at mean low water from its mouth up to South Amesbury, 9 miles. From there to Haverhill there was a very narrow and crooked channel, obstructed by shoals and bowlders. Above Haverhill there was practically no navigation, the river being obstructed by ledges,i bowlders, shoals, and rapids. Previous projects.-The original project, adopted by the act oof May 23, 1828, was for improving the bar at the mouth of the river. The project for improvement of the river above the mouth was adopted by the river and harbor act of July 11, 1870, and extended by the river and harbor acts of June 23, 1874, and June 3, 1896. The amount expended prior to the adoption of the existing project (ex- penditures on which began in 1899) was $254,466.72, for new work.: For further details of previous project, see page 1740 of Annual Re- port for 1915. Existing project.-This provides for a channel 7 feet deep at mean low water, 150 feet wide, from Newburyport (about 21 miles above the mouth), 161 miles to the railroad bridge at Haverhill. The mean range of tide is 7.9 feet at the mouth of the river and 5.1 feet at Haverhill at low-water stages of the river. The extreme ranges are about 11.7 feet at the mouth and 8 feet at Haverhill. As a rule navi- gation is not materially affected by fluctuations due to wind, freshet conditions, or other causes. The estimate of cost for new work, made in 1897, is $171,442.70, exclusive of amount expended under previous, projects. The latest (1917) approved estimate for annual cost of maintenance is $2,500. The existing project was adopted by the river and harbor act of March 3, 1899 (H. Doc. No. 52, 55th Cong., 1st sess.). The latest published maps will be found in House Documents Nos. 168, Fifty- fourth Congress, first session, and 1813, Sixty-fourth Congress, second session. Operations and results during fiscal year.-None. The expendi- ture of $1.75. chargeable to maintenance was for investigation in connection with the Central Bridge across Merrimack River at Lawrence, Mass. Condition at end of fiscal year.-The existing project was com - :i pleted in 1907. The controlling depth to Haverhill is 7 feet at mean low water, as ascertained in 1914. About 9 feet draft can be carried at mean low water to Newburyport, and about 12 feet in the natural channel from Newburyport to Amesbury. The expenditures under the existing project were $115,424.77 for new work and $34,456.49 for maintenance, a total of $149,881.26. 108 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Local cooperation.-None. Terminal facilities.-On the reach of the river between Newbury- port and Haverhill, there are on the north bank at the mouth of the Powow River two coal wharves with a frontage of about 450 feet serving the town of Amesbury; at Merrimacport one coal wharf of about 55 feet frontage on the north bank; and at Groveland one coal wharf of about 60 feet frontage on the south bank. At Haverhill, below the Haverhill-Bradford bridge, there are five wharves on the north bank with aggregate frontage of about 1,250 feet; and on the south bank two wharves with aggregate frontage of about 875 feet. These wharves are generally wooden or stone bulkheads filled solid, and in some cases light pile structures; are privately owned, and are not open to the general public. Between the lower and upper bridges at Haverhill on the north bank there is about 2,500 feet of quay wall, of wooden or stone bulk- heads, filled. On this frontage the city of Haverhill owns several sites aggregating about 300 feet frontage. These sites are not de- veloped for commercial purposes. The remainder of the frontage is privately owned and is not open to the general public. The facilities are considered adequate for existing commerce. Effect of improvement.-The improvement of the channel is re- ported to enable the delivery of coal by water at rates 35 to 50 cents per ton less than by rail. Proposed operations.-The restoration of the channel to its full projected dimensions was completed in August, 1914. From past records it may be expected that maintenance dredging may soon be required. The amount reported as available will be sufficient to last until at least June 30, 1920, and will be retained until necessity for redredging shall arise. Recommended modifications of project.-None. References to published articles not previously reported.-None. Commercial statistics.-The usual draft for loaded boats carrying coal, comprising about 84 per cent of the commerce for the current year, and valued at $142,588, is 13 feet to Amesbury. Coal consigned to points on the river above Amesbury, such as Merrimac, Groveland, and Haverhill, is transferred at Newburyport from barges to lighters drawing 6 to 8 feet. The usual draft for loaded boats carrying petroleum and products, comprising about 16 per cent of the com- merce of the current year, and valued at $115,242.84, is 91 feet. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913....................... 108, 669 1 $513,000.00 1916.... . .. ..... .. 43,082 $408,231.52 1914............ ....... 88,559 501,285.50 1917..... ......... 18,031 257,830.84 1915................... 89,529 530,655.25 1 Over. A marked decrease in receipts of coal, and an increase in receipts of oil (petroleum and products), were apparent during the calendar year 1917; attributable to war conditions as affecting fuel production and transportation. RIVERS AND HARBORS---BOSTON, MASS., DISTRICT. 109 Financial surmnary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $2.08: New work---. ,------------------------------------$369, 891. 49 Maintenance ----------------------------------------- 34,456. 49 Net total expended-- ------------------------------ 404, 347.98 Total appropriations to date of this report-------------------- 414, 466. 72 Fiscal year ending June 30. 1914 1915 1916 1917 . 1918 Expended for new work........................ 1. . . . . . . . . . . . ... ................. ............ Expended for maintenance ... $4, 949.66 $6, 317.57 832.68 $46.83 $1.75 Appropriated or allotted................ ................... 10,000.00........... 1 Not deducting receipts from sales, etc. 'July 1, 1917. balance unexpended$------------- ---- $10, 120. 49 June 30, 1918, amount expended during fiscal year for maintenance__ 1.75 July 1, 1918, balance unexpended ---------------------------- 10,118. 74 3. HARBOR OF REFUGEAT SANDY BAY, CAPE ANN, MASS. Location and description.-Sandy Bay, formed by a rectangular indentation of the coast line about 21 miles by 2 miles in area, is at the northeastern extremity of the promontory of Cape Ann, which forms the northern limit of Massachusetts Bay. By water it is about 9 miles northeast of the entrance to Gloucester Harbor, 23 miles north of Boston Harbor, and 24 miles south of Portsmouth Harbor. See U. S. Coast and Geodetic Survey chart No. 6. Original condition.-The bay had a good holding ground of sand mixed with mud, and a depth of 71 to 15 fathoms at mean low water, but was fully exposed to easterly, northeasterly, and northerly gales. Previous projects.-None. Existing project.-This provides for a breakwater extending 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 area within the limits of the 24-foot contour of about 1,377 acres. The original plans for the breakwater were modified in 1900 and again in 1909. As actually built, it consists of a mound of rubblestone rising to mean low water where it has a width of 81 feet. The seaward slope is one vertical on one horizontal from the bottom up to 25 feet below mean low water; and, thence, one on two up to mean low water. The rear slope is one on one throughout. The superstructure is 64 feet wide at mean low water and 20 feet wide on top at grade 22 feet above mean low water, with front and rear slopes of one on one; the rear slope being coincident with that of the substructure. The superstructure consists of a rubblestone core faced with dimension stone walls of 17 feet total rise, and laid to form a series of steps in the theoretical slopes. These walls are laid in five courses, four of about 3 feet and one of about 44 feet rise, and are 110 REPORT OF CHIEF OF ENGINEERS, U. s. ARMY, 1918. surmounted with a course of cap stones 20 feet long and 5, feet rise. The seaward face of the superstructure is protected with an apron of heavy rubblestonerising from mean low water to mean high water. The cross sections adopted in 1900 and 1909 are shown as sections D and C, respectively, on sheet 2 of the drawings accompanying the report of the district engineer (Appendix B4, p. 1168, Annual Report for 1911). The mean range of tide is 8.8 feet. The extreme range is about 13 feet. As a rule, fluctuations due to wind or other causes do not materially affect navigation interests. The estimate of cost for new work, revised in 1900, is $6,904,952.25. The latest (1917) ap- proved estimate of annual cost of maintenance of such work as is completed is $1,500; and when the entire project is completed, $15,000. The existing project was adopted by the river and harbor act of July 5, 1884 (S. Ex. Doc. No. 74, 48th Cong.; 1st sess.)." A special board submitted a report February 13, 1900 (H. Doc. No. 453, 56th Cong., 1st sess.) proposing a new cross section. The changes in 1909 were made under authority of the' War Department, and were re- ported to Congress in the Annual Reports. The latest published maps will be found in House Document No. 411, Sixty-fourth Con- gress, first session; and Committee on Rivers and Harbors Document No. 3, Sixty-fifth Congress, first session. Operations and results during fiscal year.-None. Condition at end of fiscal year.-The existing project is 26 per cent completed. The substructure of the southern arm has been completed to about mean low water, and the western, arm for about 2,500 feet. A total length of 922 feet of superstructure has been completed, of which 201.4 feet is on the western arm and 720.6 feet on the southern arm. The work remaining is to build 2,900 linear feet of substructure on the western arm and 8,078 linear feet of superstructure. The completed part of the breakwater is in good condition. The ex- penditures have been $1,925,552.80 for new work and $15,925.70 for maintenance, a total of $1,941,478. Local cooperation.-None. Terminal facilities.-In Rockport Harbor on the south shore of the bay there are three small stone wharves, privately owned, two of which are open to. the public on even terms. On the west shore are two stone wharves owned and used exclusively by the Rockport Granite Co.; and in Pigeon Cove Harbor are two stone wharves and a quay wall privately owned but open to general public use. The terminals are adequate for the existing commerce. Effect of improvement.-The breakwater has reduced to some ex- tent the violence of the sea in the bay during easterly storms. Under cover of the existing superstructure there exist, theoretically, fully sheltered anchorage areas of 2.92 acres with a northeast wind, 4.86 acres with an east wind, and none with a southeast wind; but it would be necessary for a vessel to lie so close in under the breakwater to benefit by these shelters while riding on cable of the length neces- sary in the depth of 60 feet of water in the vicinity that no practical benefit has been obtained. Proposed operations.--The small balance available will be held pending action on proposed abandonment of the project. Recommended modifications of project.-Recommendation was made to Congress (see H. Doc. No. 411, 64th Cong., 1st sess., and R. RIVERS AND HARBORS---BOSTON, MASS., DISTRICT.: 111 and H. Com. Doc. No. 3, 65th Cong., 1st sess.), that the project be abandoned. References to published articles not previously reported.-None. Commercial statistics.-As the breakwater in its present condition affords but little protection, this locality is not used as a harbori of refuge. Financialsnummay. Amount expended on all projects to June 30, 1918, after deduct- ing receipts from sales, etc., amounting to $1: New work --------------------------------------- $1, 925, 552. 30 Maintenance ------------------------------------ __ 15,925. 70 Net total expended --------------------- , 941, 478. 00 1--------- Total appropriations to date of this report------------------ 1, 950, 000. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work 1................. $43,920.46 $65,769.73 $48,688.96 ................ Expended for maintenance' ............... 1,484.47 5,294.64 8,657.81 $488.78 ........... Total expended 1............ ... 45,404.93 71,064.37 57,346.7' 488.78 ........ Approptgated orallotted ........... ................. ..................... ........ July 1, 1917, balance unexpended-------------------------------$8, 522.00 July 1, 1918, balance unexpended 522. 00 8--------------------------- 8, Amount (estimated) required to be appropriated for completion of existing project -- ------------ 2 4, 945, 952. 25 4. BOSTON HARBOR, MASS. Location and description.-This harbor includes all the expanse of tidewater lying within a line from Point Allerton to Point Shir- ley,, and extending from that line westward to the mainland. This comprises an area of about 47 square miles, exclusive of the islands. The distance from the Point Allerton-Point Shirley line to the Charlestown Navy Yard (via the 35-foot channel) is about 7 miles. Tributary to the harbor and included in its improvement are: (1) Chelsea Creek, which begins in the town of Revere and flows in an easterly and southerly direction for about 4 miles, emptying into Boston Harbor at the Meridian Street Bridge. From its mouth to the head of navigation at Slade's Spice Mill dam it is a little less than 3 miles in length and is tidal. Above the dam the creek is a surface drainage brook, extending about 1i miles inland through a closely settled area. Records of discharge, etc., are not available. (2) Fort Point Channel, which is a tidal inlet connecting the tidal basin of South Bay, 250 acres in area, with Boston upper harbor. The channel is about 11 miles long, and its general direction of flow is northeasterly and southwesterly. See U. S. Coast and Geodetic Survey charts Nos. 6 and 109. Originalcondition.--The headlands and islands were without pro- tection against the sea, which was extensively eroding them. Rocks x Not deducting receipts from sales, etc. 'Exclusive of available funds. 112 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. obstructed the entrance to the lower main ship channel, which 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 through Broad Sound had a least depth of 29 feet at mean low water, with a least width of 200 feet. Chelsea Creek had a depth of about 8 feet at mean low water from its mouth to about three-fifths of a mile from the head of navigation, at Slade's Spice Mill dam in Revere, and of about 3 feet beyond. Fort Point Channel originally had a depth varying from a few feet at the head of the channel, at Massachusetts Avenue, Boston, to 23 feet at mean low water at the mouth. Previous projects.-The project for the 23-foot main ship channel was adopted by the river and harbor act of March 2, 1867. To this project were added from time to time, by provisos in the following - river and harbor acts, projects for improvement of minor channels, within or tributary to the harbor: Nantasket Beach Channel, acts of June 14, 1880, and September 19, 1890; Jeffries Point Channel, act of September 19, 1890; and Charles River, act of June 14, 1880. The total expenditures were $1,355,698.93 for new work, of which $19,064.51 was applied to the Nantasket Beach and Jeffries Point Channels and Charles River, and the balance, $1,216,634.42, to the 23-foot channel. For further details of previous projects see page 1743 of annual report for 1915. Existing project,--This provides for a channel 40 feet deep in general, but 45 feet deep through rock, from the sea to President Roads through Broad Sound, 1 miles, 900 feet wide except at the outer end where it is widened to 1,100 feet; a channel 35 feet deep from the sea through Broad Sound to the navy yard at Charlestown and the Chelsea Bridge and Charles River. Bridge, 1,500 feet wide from the sea to President Roads, 1l miles, and thence 1,200 feet wide for the remaining distance of 6 miles; a channel 27 feet deep and 1,000 feet wide from Nantasket Roads to President Roads, 3 miles; a channel 15 feet deep, 300 feet wide, and 550 feet long through the bar which extends from the north head of Long Island to Nixes Mate Shoal, known as Nixes Mate or Nubble Channel; a channel in Chelsea Creek 25 feet deep and 150 feet wide, 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, and a channel about 1 mile in length next below the head of navigation, 8.4 feet deep and 150 feet wide, the lower end of this channel being about 2 miles above the mouth of the river; the Fort Point Channel 23 feet deep and 175 feet wide from its entrance in Boston Harbor, about four-fifths of a mile to near Fed- eral Street Bridge; and sea walls of coursed stone and riprap pro- tecting the most exposed headlands and islands. All depths are referred to mean low water. The mean range of tide is 9 feet at Boston Light, and 9.6 feet in the upper harbor, in Chelsea Creek, and in Fort Point Channel. The extreme range is about 4 feet greater. As a rule, fluctuations due to wind or other causes do not materially affect navigation interests. The estimate of cost for new work, exclusive of amount expended under previous projects and of sea walls for which no estimate was RIVERS AND HARBORS---BOSTON, MASS., DISTRICT. 118 given, is $11,745,749.68 (see Annual Report for 1917, p. 79, for de- tails). The latest (1917) approved estimate for annual cost of main- tenance is $79,400. The existing project was authorized by the following river and harbor acts: The act of March 2, 1825 provided for the preservation of the islands by sea walls; the act of August 5, 1886, provided for Fort Point Channel (H. Ex. Doc. No. 206, 48th Cong., 2d sess.); the act of July 13, 1892, provided for the 27-foot channel (see p. 766 of Annual Report for 1893); the act of June 3, 1896, provided for the channel in upper Chelsea Creek (H. Ex. Doc. No. 162, 53d Cong., 3d sess.) ; the act of June 13, 1902, provided for the 35-foot channel (H. Doec. No. 119, 56th Cong., 2d sess.), the estimate differing from any in that document, owing to the different widths of the channels adopted, and the omission from the project of the removal of Finns Ledge, at the outer entrance, was authorized by the Chief of Engi- neers March 11, 1913; the act of July 25, 1912, provided for the chan- nel in lower Chelsea Creek (H. Doc. No. 272, 62d Cong, 2d sess.) ; the act of August 8, 1917, provided for the 40-foot;hannel (H. Doc. No. 931, 63d Cong., 2d sess.). References to latest published maps: Sea walls and Nixes Mate Channel, page 1178 of Annual Report for 1911; 27, 30, 35, and 40 foot channels, House Document No. 931,: Sixty-third Congress, second session; upper Chelsea Creek, House Executive Document No. 162, Fifty-third Congress, second session; lower Chelsea Creak, House Document No. 272, Sixty-second Congress, second session; Fort Point Channel, location shown on map facing page :70 of the Annual Report for 1903. Operations and results during fiscal year.-No dredging was done in maintenance of the 35-foot channel and no repairs to sea walls made. The expenditure was $38,914.89, of which $165.09 was for survey, preparation of plans, and conference regarding desired ad- vancement of the harbor line in front of the Boston Navy Yard, and $38,749.80 for payment of office and engineering expenses and for operation and maintenance of floating plant; all chargeable to main- tebifihce. In Chlelea Creek no operation was in progress; the ex- penditure of $641.73 was for a proportionate part of the cost of repairs to Government floating plant, chargeable to new work. The ex- penditures during the year on all projects were $641.73 for new work and $38,914.89 for maintenance, a total of $39,556.62. (ondition at end of fiscal year.-The existing project has been completed with the exception of the 40-foot channel, on which no work has been done. Under the existing project sea walls of a total length of about 3.75 miles have been built and are being maintained on Great Brewster Island, Lovells Island, Gallups Island, Long Island Head, "Rainsford Island, Deer Island, and Georges Island, and on Point Allerton. The walls are in generally good condition. The expenditures on the sea walls amount to $1,302,801.91, of which $1,263,022.85 was for new work and $39,779.06 was for maintenance. The Nixes Mate or Nubble Channel was completed in 1892, the 30- foot channel in 1905. the 27-foot channel in 1907,pe ipper channel in Chelsea Creek in 1907, the Fort Point Channel in 1909, the 35-foot channel in 1915, and the lower channel in Chelsea Creek in 1916 no expenditure on 40-foot channel has been made; the total expenditures 81116--ENG 1918- ".14 REPORT FOP. CHIEF OF ENGINEERS, U. 8. ARMY, 1918. on these channels being $9,118,714.59 for new work (including $641.73 during the fiscal year for proportionate part of repairs to Gov- ernment floating plant, chargeable to lower Chelsea Creek), and +$710,606.90 for maintenance; or $9,829,321.49 in all. (For details see Annual Report for 1917, p. 81.) The condition of the 35-foot channel, as ascertained in 1917, is as .follows: From ,the sea through .Broad Sound to President Roads there is an available navigable depth of 35 feet at mean low water, but Finns Ledge, the removal of which has been omitted from the project, narrows the entrance to about 950 feet, the width of the natural channel. From President Roads to the navy yard the channel has a depth of 35 feet throughout. Above the navy yard, both at the mouth of the Charles River, Mystic River, and Chelsea Creek, the channel has shoaled in some places to the extent of several feet, but these parts of the channel are not used at present by vessels requir- ing any greater depth than now exists. The controlling depth of Fort Point Channel, as ascertained in 1917, is 22 feet at mean low water; of the 27-foot and 30-foot chan- nels in 1911, 27 and 30 feet, respectively; of upper Chelsea Creek in 1915, 8.4 feet; lower Chelsea Creek in 1916, 25 feet; and of Nixes Mate Channel in 1916, 15 feet. The total expe r under the existing project amount to $10,- 881,737.44 for new ~~f ;0,40569 br maintenance; a total of $11 132,143.138. Local cooperation.-No conditions have been imposed by law in connection with the main ship channels. The Commonwealth of Massachusetts has voluntarily dredged an anchorage basin 30 feet deep at mean low water, about 1 mile long and 1,000 feet wide, off Bird Island Flats, immediately adjoining the 35-foot channel on the East Boston side; has lowered, under its appropriation of $75,000 in 1913 (see H. Doc. 272, 62d Cong., 2d sess.), the 24-inch water main of the Metropolitan water system, which crosses Chelsea Creek about 800 feet above the Meridian Street Bridge; has built on the flats owned by it at South Boston adjoining the 35-foot channel the Commonwealth pier, 1,200 feet long and 400 feet wide, with berths on either side 40 feet deep at mean low water, and provided with all the equipment necessary to make it a first-class terminal for the largest freight and passenger vessels; a pier for the fishing interests; three short pile piers with a frontage of 700 feet; and is constructing a dry dock large enough tp take In any vessel now built or proposed. At East Boston the Commonwealth has acquired a site for a steamship pier, the construction of which has not been commenced; and easterly of the present East Boston water front has under consideration a com- prehensive plan of development of the area extending to and includ- ing Governors Island and northerly therefrom to the Winthrop shore, including a system of large modern piers, extensive manufacturing and storage areas, and complete railroad connection. This develop- ment has been initiated by the filling of a small part of the area now in progress. The expenditures for the harbor by the Common- wealth, already made and provided for, total about $15,000,000. Terminal facilities.-The wharf development of Boston Harbor lies westerly of Governors and Castle Islands. Bordering on the 35-foot channel and below all bridges there is about 4 miles of water- front, fully developed, with wharves of various types devoted to RIVERS AND- HARBORS--BOStT T, MASS., DISTRICT. 115 tommercial purposes; and on the Charlestown shore is located the United States navy yard, with a frontage of about five-eighths of a mile. Along the wharf front of Boston proper, about 11 miles in extent, the wharves are practically all devoted to miscellaneous commerce of the coastwise traffic. The depth of water at them is limited to a maximum of about 25 feet at mean low water, and generally the b~rths are of too limited length to accommodate transatlantic vessels. These wharves are connected to The two principal railroad systems on the north and south side of the city by a belt line railroad passing through the streets. They consist generally of stone or wooden bulk- heads filled solid and faced with pile platforms; and are all privately owned and not open to the general public on equal terms, with the exception of a frontage of about 500 feet on Charles River, which is owned by the City of Boston and used for park and recreation purposes. In East Boston for about 1- miles below the Meridian-Street Bridge the wharf frontage lacks railroad connection, and the wharves are of a more or less temporary character, and generally with depths of water sufficient only to accommodate the smaller class of coastwise vessels. Further east along this frontage there are two large wharves with raikad'&connection, but lacking depths suflicient to dock large vessels. Immediately east of the last-described wharves the Commonwealth of Massachusetts owns a site at present undeveloped, but upon which it is the intention in the future to construct a large pier of latest advanced type for general public use. Again east, on a frontage of about 1,600 feet, are three large piers and one small pier belonging to the Boston & Albany Railroad. These are concrete piers of modern construction, capable of accommodating the largest type of trans- atlantic liner utilizing the port, and with berths of a maximum length of about 750 feet. These wharves, and the site of the Commonwealth pier, have direct railroad connection. Next east along this front is a railway ferry wharf, three small drydocks, and a few small wharves of temporary character for miscellaneous commercial pur- poses. All these wharves are privately owned and not open to general public use. Easterly of this wharf frontage the Commonwealth of Massachusetts has under consideration a comprehensive plan of development of the area extending to and including Governors Island and northerly therefrom to the Winthrop shore, including a system of large modern piers, extensive manufacturing and storage areas, and complete railroad connections. No material progress has been made on this development to date. On the Charlestown front west of the United States navy yard, for a frontage of about 1,400 feet, there are three large piers accom- modating transatlantic commerce, with depths of 30 to 35 feet, the :longest berth being about 600 feet in length. Easterly of the navy yard are two large piers with a frontage of about 1,400 feet on the channel. These private wharves consist of stone bulkheads filled solid and faced with pile platforms, and are fitted to handle trans- atlantic commerce. Into Charlestown on this front extends westerly for a distance of about five-eighths of a mile the south channel of the Mystic River, bordered on the north by a stone bulkhead, filled solid 116 REPORT OF CHIEF OF ENGINEERS, U. B. ARMY, 1918. and faced with pile platform, of the Mystic Wharf of the Boston & Maine Railroad, having complete railroad connection and berths of generally about 18 feet depth, accommodating coastwise vessels, and one berth at its outer end of about 21 feet depth, accommodating the smaller class of transatlantic vessels. On the south side for about three-eighths of a mile below its upper end this channel is bordered by small wharves of more limited depth, accommodating a small class of coasting vessels. These wharves are generally of stone bulk- head, privately owned, and not open to general public use. At the head of the 35-foot channel on the Chelsea waterfront, in a length of about 2,000 feet, there are several small wharves of insig- nificant value, and one large coal wharf. On the South Boston front a large territory of flats is at present under development. In a distance of about one-half of a mile easterly from the mouth of Fort Point Channel there are three large. piers consisting of stone bulkheads filled solid, all capable of accommodat- ing transatlantic traffic and all having direct railroad Iconnection. These piers are privately owned and are not open to general 'public use. Next east is a large pier of modern construction with 2h-berths each 1,200 feet long, and a depth of 40 feet at mean low Water, owned by the Commonwealth of Massachusetts, fitted with appliances fbr expeditious handling of cargo, and open to general public use. Next east lies a large pier devoted to the fishing interests of the -port, owned by the Commonwealth of Massachusetts and leased to: fishing corporations; and still further east are five small piers of a tempor- •ary character. At the easterly end of the development, between the main ship channel and the reserved channel, there is under construc- tion by the Commonwealth of Massachusetts a drydock which, when completed will accommodate ships 1,200 feet long. On the south side of the reserved channel, on a frontage of about seven-eighths of a mile, extend wharves consisting of stone and wooden bulkheads filled solid, and pile structures; all privately owned and not open to general public use. They receive coal, lumber, etc., of the coastwise traffic. On the north side of this chann61, on 'a frontage of about 1 mile, extensive quartermaster stores and wharf are under construction. Bordering Fort Point Channel, a subsidiary channel of the upper harbor, within the scope of Federal improvement there is on its eastern side about 4,000 feet of wharf frontage devoted to commer- cial purposes. These wharves consist principally of stone bulkheads, with berths generally of depths sufficient to accommodate only coast- ing vessels, the only berth taking ocean vessels being that of the American Sugar Refining Co. On the westerly side of the channel there is commercial development only for a distance of about 1,000 feet of wharf frontage consisting of stone bulkheads. The remainder of this shore is bordered by an important highway of the city. Above the scope of the Federal improvement, along the west and south shores of South Bay, and bordering a channel 12 feet deep, dredged by the Commonwealth of Massachusetts, there is a frontage of about 8,500 feet developed into small wharves, consisting of stone and wooden bulkheads, for shoal draft coastwise trade, principally of coal, lumber, and other building materials. The easterly shore of this bay is occupied entirely by railroad yards and is without wharf development for commercial purposes. All the wharves on Fort RIVERS AND HARBORS--BOSTON, MASS., DISTRICT. 117 Point Channel and South Bay are privately owned and not openi to general public use. Bordering Chelsea Creek, a subsidiary channel of the upper harbor, within the scope of federal improvement and in the section improved to a depth of 25 feet at mean low water, there is on its northern side, about 4,500 feet of wharf frontage, consisting principally of stone and wooden bulkheads filled solid, and some small pile piers. On this front is located also a shipbuilding and repair yard with marine railways. These wharves accommodate only light-draft coastwise traffic. For 3,300 feet on the south side of the channel the frontage is occupied by wharves with shoal draft and not generally used for commercial purposes, but on this side for a distance of about 1,200 feet at the upper end of this 25-foot channel is located a large refin- ing and distributing plant of the Standard Transportation Co.; the wharf consisting of stone bulkhead filled solid. On the upper section of Chelsea Creek within the scope of the improvement to 8,4 feet depth at mean low water there are on the south bank three wharves; one consisting of stone bulkhead filled solid, and two of pile struc- tures, used for the receipt of coal and building materials and for city sanitary purposes. On the north bank, directly above the Boston & Albany Railroad bridge, a frontage of about 2,500 feet of wooden bulkhead filled solid, with pile piers in advance, is under development by: the Mexican Petroleum Corporation for receipt and distribution of its products.: All the wharves on Chelsea Creek are privately owned, and are not open to general public use. The terminal facilities of Boston Harbor are considered adequate for existing commerce, and ample provision exists for their exten- sion to meet future demands. Effect of improvement.-The channels as improved have effected no reduction in freight rates, but the completion of the 35-foot channel has resulted in establishing new transatlantic steamship lines. Between 1902 and 1914 the steamships using this port increased in carrying capacity from 4,500 to 6,000 tons deadweight to 8,000 to 12,000 tons deadweight, and drawing from, 29 to 33 feet fully loaded; the foreign commerce from $165,000,000 in round numbers to $235,000,000; and the tonnage of the shipping, foreign and coastwise, from 9,906,748 net tons to 15,285,992 net tons. The conditions of present commerce scarcely apply, being abnormal because of war requirements. Proposed operations.--It is estimated that the funds available will suffice for completing the repair of the sea walls and for maintaining the survey and inspection boats, engineering expenses, rent of wharf, etc., to June 30, 1919. The funds in hand for Chelsea Creek will be held for future maintenance. For the fiscal year ending June 30, 1920, an estimate of $40,000 is submitted for any emergency maintenance of Boston Harbor channels that may become necessary, for repair of sea walls which are liable to damage by any extraordinarily violent storm, and for maintain- ing the survey and inspection boats, engineering expenses, rent of wharf, etc. Due to war conditions, the estimate of funds for the fiscal year 1920 is limited to the amount stated. The balances of appropriations heretofore made and authorized for the improvement of Boston Harbor, which can be made avail- able for the improvement of the 40-foot channel, as provided for 118 REPORT OF CHIEF OF ENGINEERS, U. S. ARM Y, 1918. in act of August 8, 1917, will not be of sufficient amount to under- take work on the new improvement, and no operations are contem- plated until further funds are appropriated. Recommended modifications of project.-None. References to published articles not previously reported.-None. Commercial statistics.-The'steamer Cretic of 13,518 gross tons and draft of 32 feet 100 inches, of the White Star Line; the steamer Caronia,of 19,687 tons and draft of 33 feet 31 inches, of the Cunard Line; and the United States steamer America, of 22,622 tons and draft of 33 feet 6 inches (formerly the Amerika of the Hamburg-American Line), are the largest of the transatlantic liners usually sailing from this port. Great modifications in all foreign shipping have neces- sarily been imposed by the war. The usual drafts for loaded boats using the tributary channels are as follows: Chelsea Creek (lower), sand, comprising over 6 per cent of the commerce for the current year and valued at $27,079.60, 121 to 17 feet; coal (over 4 per cent, valued at $148,016.90), 14 to 16 feet; petroleum and products (over 82 per cent, valued at $15,177,380.24), 11 to 23 feet. Chelsea Creek (upper), coal, comprising all of the commerce for the current year and valued at $30,893.40, 15 feet. Fort Point Channel, coal, comprising about 72 per cent of the commerce for the current year and valued at about $5,500,000, 15 feet; sugar (over 15 per cent, -valued at $18,585,800), 18 to 20 feet. Comparative statements. BOSTON HARBOR. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913.................... 12,36,032 $202,400,253 1916................ ... () $386, 769,333 1914. ...... ........ 2 2,079,499 234, 976,978 1917................... ) 438,69,975 1915................... (8) 289, 927,436 2 1Boston Boston Harbor only. and subports ("District of Massachusetts"). =Not ascertainable. The above figures are for the foreign commerce only. No detailed statistics of the tonnage or value of the domestic commerce are ob- tainable. The leading articles of foreign commerce are grain, sugar, and other foodstuffs, cotton, hides, wool, and manufactured articles; of domestic commerce, coal, oil, lumber, and other building materials. CHELSEA CREEK. Upper 1 mile of Meridian Street Bridge river. to Chelsea Street Total. Bridge. Calendar year. Short Value. Short Value. Short Value. tons. tons. tons, 1913............................ 14,351 $94 241.43 322,972 $6,330,209.90 337,323 $6, 424,451.33 1914................ ....... 12,846 63,391.86 334083 6,248,297.82 346,929 6, 311689.68 1915........................... 14,248 71,891.50 371,734 6,195, 749.18 385,982 6,267, 640.68 1916. 11175 48371.17 427686 10 700321. 68 438,861 1074 62.85 1917........................ 4,247 30,893.40 'N9t7as527,a n5le15,In5o5,p386. 57953 "15, 7386.71 5'532 200 '15, 6 280.11 ; "Not aseertalnable. ' Incomplete. RIVERS AND HARBORS---BOSTON, MASS., DISTRIOT. 119 FORT POINT CHANNEL. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913.. .:............ 1 1,091 211 $15,357,l672.50 19161,303,115 $21,851,622.39 1914.................. 1,281674 16,022 297.13 1916................... 14,886 (s) 1915.................... 1,356 087 119,574,769.51 1917 ....... 1981,504 123,985,75.86 134,700 () 1Incomplete. 2 Not ascertainable. Financial summary. 27, 30, AND 35 FOOT CHANNELS, GENERAL IMPROVEMENT. Amount expended on all projects to June 30, 1918, after deducting re- ceipts from sales, etc., amounting to $736.22: New work ---------------------------- ----------- $11, 700, 442. 10 Maintenance----- ----- ------------------------------ 750,405.69 Net total expended------------------------------ 12, 450, 847. T9 Total appropriations to date of this report---------------12, 525, 827. 58 Fiscal year ending June 30. 1914 1915 191.. 1917 1918 Expended for new workn.1............. $263, 849. 46 $395, 816. 14 813,.050.38 ......................... Expended for maintenance 1............... 91, 458. 69 31,635.89 212,857.93 $176,674.56 $38, 914.89 Total expended1........ .......... 355,308.15 427,452.03 225,908.31 176,674.56 38,914.89 Appropriated or allotted ............ ... 200,000.00 135,769.00 0,000.00. ...... July 1, 1917, balance unexpended_ -__ ___ Receipts from sales, etc., during fiscal year 1918----- _____ ------------ _ -- $73, 876. 58 __---------- 18.10 73, 894. 68 June 30. 1918, amount expended during the year, for mainte- nance ------------------------------------------------ 38, 914. 89 July 1, 1918, balance unexpended -------------------- _____- 34, 979. 79 July 1, 1918, outstanding liabilities ....--- -------------- 2, 302. 03 July 1, 1918, balance available including $31,844.82 available only for maintenance -- _ - --. 32, 677. 76 Amount appropriated by river and harbor act approved July 18, 1918 -------------------------------------------------- 40, 000. 00 Amount available for fiscal year ending June 30, 1919 -- _--_.... 72, 677. 76 Amount that can be profitably expended in fiscal year ending June 30, 1920, for maintenance------------ --------------- 40, 000. 00 CHELSEA CREEK. Amount expended on all projects to June 30, 1918: New work----------------------------------- - $36-, 994. 27 Maintenance Total appropriations to date of this report---------------------85, 00. 00 . . 1Not deducting receipts from sales, etc. Includes $1.63 receipts from sales not included in 1917 report. SExclusive of available funds. 120 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work..................... ... 189.11 833,810.89 82,352. 54 641.73 Expended for maintenance.................. .......... ..... ............. ....... Appropriated or allotted........ .................................. July 1, 1917, balance unexpended___--- ___________ __ $48, 647. 46 June 30, 1918, amount expended during fiscal year for new work_ 641. 73 July 1, 1918, balance unexpended_____--------------- ------ 48, 005. 73 CONSOLIDATED FINANCIAL SUMMliARY FOR BOSTON HARBOR. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $736.22: New work 737, 436. 37 $--11,------------------ Maintenance ---------------- 750, 405.69 Net total expended--------------- 12, 487, 842. 06 Total appropriations to date of this report --------- ________ 12, 610, 827. 58 Fiscal year ending June 30. 1914 1915 1916' 1917 1918 Expended for new work 1. ................. $263, 849.46 $396, 005.25 $46, 861.27 $2, 352.54 $641.73 Expended for maintenance 1......... l ..... 91,458.69 31, 635.89 212, 857.93 176, 674.56 38, 914.89 Total expenied. 1. ......... ...... 355,308.15 427,641.14 259,719.20 179,027.10 39,556.62 Appropriated or allotted............. " 200, 000.00 135, 769.00 100,000.00 ........... July 1, 1917, balance unexpended _______ _____________ $122, 524. 04 Receipts from sales, etc., during fiscal year 1918---------------- 18. 10 122, 542. 14 June 30, 1918, amount expended during fiscal year :1 For new work_..____ _- -______-- $641. 73 For maintenance--------------------------- 38, 914. 89 39,556. 62 July 1, 1918, balance unexpended--_____ 985. 52 8__________________ 82, July.1, 1918, outstanding liabilities------------ --------------- 2, 302.03 July 1, 1918, balance available, including $31,844.82 available only for maintenance _-----....-----------..-----_ 80, 683. 49 Amount appropriated by river and harbor act approved July 18, 1918----------------------------------------------------------- 40, 000. 00 Amount available for fiscal year ending June 30, 1919---------- 120, 683. 49 Amount that can be profitably expended in fiscal year ending June 30, 1920, for maintenance---------------------------- 40, 000. 00 GLOUCESTER, BEVERLY, SALEM, LYNN, PLYMOUTH, AND PROVINCE- TOWN HARBORS, MYSTIC, MALDEN, WEYMOUTH FORE, AND WEY- MOUTH BACK RIVERS, AND DORCHESTER BAY, AND NEPONSET RIVER, MASS. (GROUP A). 5. GLOUCESTER HARBOR, MASS. (Al). Location and description. -This harbor, an important center for the fishing fleet of New England, is formed by a natural indentation 1Not deducting receipts from sales, etc. 'Includes $1.63 receipts from sales not included in 1917 report. SExclusive of available funds. RIVERS AND HARBORS--BOSTON, MASS., DISTBICT. 121 of the coast line, protected at the entrance by a breakwater. The harbor is situated at the southern extremity of Cape Ann, about 23. miles northeast by water from Boston Harbor. The width at the mouth is about 11 miles, and the length from that point to the head of the inner harbor is about 2g miles. 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. See U. S. Coast and Geodetic Survey chart No. 6. Original condition.--The inner harbor, which had a depth sufficient for the largest ships, contained several very dangerous submerged rocks, and the outer harbor was entirely without protection against the sea on the south. Previous projects.-House Document No. 1491, Sixty-third Con- gress, third session, page 457, lists an appropriation of $6,000, act of March 3, 1823, but no record of its expenditure is found. Proj-. ects for removal of rocks from the harbor were adopted by the river and harbor acts of June 10, 1872, August 5, 1886, and June 3, 1896. The amount expended on original projects prior to the adoption of the existing project (expenditures on which began in 1888.) was $21,000, all for new work. For further details of previous projects, see page 1740 of Annual Report for 1915. Existing project.-This provides: (a) For a rubblestone breakwater 2,250 feet long, surmounted. by a superstructure of dry walls of heavy split stone inclosing a core of rubblestone, from Eastern Point over Dog Bar to Cat Ledge. (b) For removal of three ledges in the inner harbor, one to 12 feet and two to 15 feet depth at mean low water, and five ledges in the outer harbor, 4 to 18 feet and 1 to 25 feet depth at mean low water, aggregating a total of 2,206 cubic yards, place measurement. These grades correspond to the general level available for naviga- tion in the vicinity. (c) For removal to depth of 15 feet below mean low water of ledges and bQwlders obstructing the approach to the wharves be- tween Harbor Cove and Pew's Wharf, near the head of the inner harbor; dredging to the same depth of the channel leading past the wharves and dredging of Harbor Cove to the depth of 10 feet at mean low water. The mean range of tide is 8.9 feet. The extreme range is 12.6 feet. As a rule, fluctuations due to wind or other causes do not materially affect navigation interests. The estimates of cost for new work, exclusive of amounts expended under previous projects, are as follows: (a) for breakwater, $416,083.43, revised in 1902; (b) removal of eight ledges, $51,000, made in 1908; (c) for removal of ledges and bowlders and dredg- ing; $65,000, made in 1887. The latest (1917) approved estimate for annual cost of maintenance of the breakwater is $1,500. The existing project was authorized by the following river and harbor acts: (a) the act of August 18, 1894, provided for the break- water from Eastern Point to Round Rock Shoal (H. Ex. Doc. No. 56, 48th Cong., 2d sess.); and the act of June 13, 1902, authorized the termination of the breakwater at Cat Ledge; (b) the act of June 25, 1910, provided for the removal of eight ledges (H. Doc. No. 1112, 60th Cong., 2d sess.); (c) the act of August 11, 1888, pro- vided for the removal of ledges and bowlders, and dredging (Annual 122 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Report for 1887, p. 503). References to latest published maps: Proj- ect of 1888 for removal of ledges and bowlders and dredging, An- nual Report for 1887, pages 504 and 506; project of 1894 for break- water, and pro'ect of 1910 for ledge removal (H. Doc. No. 1112, 60th Cong., 2d sess.). Operations and results during fiscal year.-None. Condition at end of fiscal year.-The existing project was com- pleted in 1916. The removal of all ledges and bowlders between Harbor Cove and Pews Wharf, and other obstructing rocks, was com- pleted in 1896, the dredging of a channel in front of the wharves and in Harbor Cove was completed in 1894, controlling depth, as ascertained in 1908, being 15 feet at mean low water, and the removal of a pinnacle rock in the outer harbor in 1896; all at a cost of $66,681.65. The breakwater, completed in 1905, has been built at an expenditure of $410,097.19 for new work and $16,004.16 for main- tenance; a total of $426,101.35. The removal of all ledges was com- pleted in 1916, at a cost of $24,400 for new work. The controlling depths over them, as ascertained in 1916, are from 12 to 25 feet, as stated in the paragraph Existing project (b). The total expendi- tures under the existing project have been $501,178.84 for new work and $16,004.16 for maintenance, a total of $517,183. Local cooperation.-No conditions have been imposed by law. The Commonwealth of Massachusettts has deepened Harbor Cove to 15 feet below mean low water over the entire area 50 feet outside the wharf lines, at a cost of $15,670.07, and has dredged Smiths Cove, in the inner harbor, to the depth of 5 feet, at a cost of $4,562.95. It has also dredged a channel along the water front about 1,000 feet long, 100 feet wide, and 12 feet deep at mean low water, north- easterly from the 12-foot contour opposite Five Pound Island, com- pleted in 1915, at a cost of $10,012.53. In 1916 it extended this chan- nel 150 feet, and removed bowlders and ledges from various parts of the inner harbor, at an expenditure of $9,057.23. During 1917 it dredged a channel parallel to the harbor line on the East Gloucester side of the harbor and southerly from Five Pound Island, about 800 feet long, 100 feet wide, and 12 feet deep at mean low water, at a cost of $10,026.32. Terminal facilities.-There are about 12 abandoned wharves, and 78 wharves in use, generally of pile structure, on a frontage of about 3 miles surrounding the inner harbor. Ten of these are coal wharves. All are privately owned and none are open to general public use. The terminal facilities are considered adequate for the commerce of the port. Effect of improvement.'-Freightrates are probably not affected, as the principal industry is fishing, but the work done has resulted in greatly increased facilities for navigation. Proposed operations.-Of the funds available, $3,300 is applicable to the. breakwater project and $600 for general maintenance work in the harbor when needed. No estimate of additional funds required is submitted. Recommended modifications of project.--None. Reference to published articles not previously reported.-None. Commercial statistics.-The usual drafts for loaded boats in the fishing trade, comprising about 59 per cent of the commerce o the RIVERS AND- HARBORS-BOSTOIC, MASS., DISTRICT. 123 current year, at an estimated valuation of over $11,000,000, are 14 to 15 feet; coal (about 22 per cent, valued at $369,303.68), 17 feet. Comparative statement. Calnar Short tons. Value. Pen- Caledar Short tons. Value. Passen- year. gers. year. gers. 1913..... 164,421 $3,453846.86 1916........93 37161223165 4,70319.02 35,000 90, 4 40 37,165 1916..... 1,93 32 000 1914 150,384 3249, 942.3 29,165 1917 131,744 5,341,916.11 667 89,200 (1) 107,528 () 1915........ 175,47 3,340,334.58 31,352 100,210 (1) f 1 Not ascertainable. During the calendar year 1917 a marked decrease in receipts of coal was apparent, attributable to war conditions as affecting fuel production and transportation; and summer excursion traffic by steamboat between Gloucester and Boston was discontinued. Financialsummary. Amount expended on all projects to June 30, 1918: New work .... .- $522,178. 84 Maintenance - 16, 004. 16 Net total expended..... 538, 183. 00 Total appropriations to date of this report ---- --- 542. 083. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work................ 764.23 $2,837.87 $493.96 $16,504.76 ........ Expended for maintenance ............... .... ......... ..... ... .. ............ Appropriated orallotted........... .............. ......................... July 1, 1917, balance unexpended -------- $3, 900. 00 July 1, 1918, balance unexpended - ----- 3, 900. 00 6. BEVERLY HARBOR, MASS. (A2). Location and description.-This harbor is a small indentation at the western end of Salem Bay and immediately adjacent to Salem Harbor on the south, from which it is separated by Salem Neck. It ormed by the confluence of the three branches of a tidal inlet, North River, Essex Branch, and Beverly Creek, and is about t ~eighths of a mile wide opposite the wharves. See U. S. Coast and 4eodetic Survey chart No. 6. Original condition.--The harbor had a practicable channel 18 feet deep at mean low water extending from deep water at Monument Bar Beacon for 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, but the channel was circuitous at the en- trance. Previous projects.--The original project was adopted by the river and harbor act of June 13, 1902. The amount expended on the orig- inal project prior to the adoption of the existing project (expendi- tures on which began in 1907) was $8,272.10 for new work. For 124 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1018. further details of previous project see page 1741 of Annual Report for 1915. Existing project.-This provides for a channel 18 feet deep at mean low water, not less than 250 feet wide at the bend, for a dis- tance 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 for a distance of 2,000 feet from Lobster Rocks Beacon to the lower end of the draw pier at the highway bridge. The mean range of tide is 9 feet. The extreme range is 12.7 feet. As a rule, fluctuations due to wind or other causes do not materially affect navigation. The estimate of cost for new work made in 1906 is $39,680.68, exclusive of amount expended under previous project. The latest (1917) approved estimate for annual cost of maintenance is $500. The existing project was adopted by the river and harbor act of March 2, 1907 (H. Doc. No. 916, 59th Cong., 1st sess.). The latest published map is in House Document No. 220, Sixty-third Congress, first session. Operations and results during fiscal year.-No operations were in progress. In connection with an examination completed the previous fiscal year of the shoaled outer reach of the 18-foot channel, an ex- penditure of $105.96 for outstanding liabilities was made, under al- lotment of $250 made May 16, 1917, from the appropriation for ex- aminations, surveys, and contingencies of rivers and harbors charge- able to maintenance. Condition at end of fiscal year.-The existing project was com- pleted in 1914. The controlling depth as ascertained in 1917 is 18 feet at mean low water. The expenditures under the existing project were $40,210.25 for new work and $642.65 for maintenance, a total of $40,852.90. Local cooperation.-None. Terminal facilities.-On the north shore of the harbor below the bridges, extending along a frontage of about 2,200 feet, are seven whates, of which one small landing is publicly owned and the others privately owned and not open to general public use. One of these wharves, a pile structure with a frontage of about 450 feet, is used for coal, and one of stone with a frontage of about 650 feet, is used for crude oil. These wharves have railroad connection. The other wharves are small, of stone walls or wooden bulkheads filled solid, or of piles, and are used for local commerce only. On the south side are two wharves, one privately and the other publicly owned; neither is open to general public use. Above the bridges and beyond the scope of the improvement are three small wharves on the north side of the harbor, and on the east side of Bass River are a large lumber wharf, a coal wharf, and a small landing in a stretch of about 11 miles of frontage. All of these are privately owned and none are open to public use. The terminal facilities are adequate for the existing commerce. Effect of improvement.--The improvement to 18-foot depth is re- ported to have effected a reduction in freight rates of 25 cents per ton on bituminous coal. Proposed operations.-No funds are available; but as no work in maintenance of the improved channel is necessary, no estimate of additional funds required is submitted. RIVER S AND HARBORS-BoS-- TON, MAS., DISTRICT. 1 Recommended modifications of project.-A recommendation is now pending before Congress (see H. Doc. No. 220. 63d Cong., 1st sess.), for a channel 24 feet deep and 200 feet wide, at an estimated cost of $173,000, with certain provisos as to cooperation. References to published articles not previously reported.-None. Commercial statistics.-The usual drafts for loaded boats carry- ing coal, comprising about 72 per cent of the commerce for the cur- rent year and valued at $1,719,912.39, and petroleum and products (about 27 per cent, valued at $3,362,061.42) are 17 to 25 feet. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913 .................. 455, 521 $3, 321,757.38 1916............... 504,598 $4,625,056.85 1914................... 420, 957 3, 159, 242. 70 1917 . . 444,695 5,113, 377.12 1915 ................... 473,455 3,439,674.07 Financial summary. Amotint expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $122.24: New work ..--- ----- ---------- - $48, 482. 35 Maitennc-------------------------------------------- Maintenance ---- 642. 65 -- 642.65 Net total expended --------------------------------------- 49, 125. 00 Total appropriations to date of this report------_____ ___ ___ 49, 125. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expenled for new work I................. $12,387.49............................. Expenled for maintenance 1.......... 250.00 $125.00 $2.65 $144.04 105.96 Total expended 1.................... 12,637.49 125.00 2.65 144.04 105.96 Appropriated or allotted................... ................ ........... 250.00.......... t Not deducting receipts from sales, etc. July 1, 1917, balance unexpended--------------------------------- $105. 96 June 30, 1918, amount expended during fiscal year for maintenance... 105. 96 7. SALEM HARBOR, MASS. (A3). Location and description.-Salem Harbor is at the western end of a deep indentation in the shores of Massachusetts Bay and about 12 miles by water to the northward of the entrance to Boston Harbor. The harbor inside the entrance at Naugus Head is 1i miles long and one-half mile wide. See U. S. Coast and Geodetic Survey chart No. 6. Original condition.-The harbor, from its entrance between Win- ter 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 ohanel was 6 feet in depth to Derby Wharf Light, narrowing to 25 feet in width. Thence in South River to the head of navigation, at La- fayette Street Bridge, a distance of about 8,000 feet, the low-water channel was less than 1 foot in depth. 126 REPORT OF QHIEF OF ENGINEEBS, U. . ARMY, 1918. Previous projects.-The original project was adopted by the river and harbor act of March 3, 1873, and extended by the river and har- bor act of September 19, 1890. The amount expended on original and modified 'project prior to the adoption of the existing project (expenditures on which began in 1905) was $59,368.66 for new work. For further details of previous project see page 1741 of Annual Report. for 1915. i~stiny project.-This provides for dredging a channel about one-half a mile long, 10 feet deep at mean low water from that depth in the harbor to about opposite the outer end of Derby Wharf, 300 feet in width at the entrance, gradually narrowing to 200 feet. The mean range of tide is 9 feet. The extreme range is 12.7 feet. As a rule fluctuations due to wind or other causes do not materially affect navigation. The estimate of cost for new work, made in 1905, is $12,000, exclu- sive of the amount expended under previous project. This estimate does not appear in the document, but was given in response to an informal request from the chairman of the River and Harbor Com- mittee calling for information in regard to this portion of the work considered in the survey report. The latest (1917) approved estimate for annual cost of maintenance is $850. The existing project was adopted by the river and harbor act of Mi th'3, 1905. (H. Doc. No. 303, 58th Cong., 2d sess.) The latest published map is in the last-mentioned document. Operations and results dwuing fiscal year.-None. Condition at end of fiscal year.-The existing project was com- pleted in 1906. During the fiscal year 1915 the channel was redredged to the project dimensions, restoring a controlling depth of 10 feet at mean low water. The expenditures under the existing project were $11,500 for new work and $7,500 for maintenance, a total of $19,000. Local cooperation.-No conditions have been imposed by law. The Commonwealth of Massachusetts, between 1909 and 1915, improved South River from about opposite Derby Wharf Light to the head of navigation, so that there is now a dredged channel 10 feet deep at mean low water from the Federal Channel near Derby Wharf :Light to above Central Wharf, and thence 8 feet deep to Salem 'Eletric Lighting Co's wharf, having expended for this work $13,222.13. Terminal faeilities.-On the west shore of the harbor, outside of th..scope of Federal improvement, there are six wharves, two only of which are of commercial value, both large coal docks with modern handling plant. Local commerce is accommodated by wharves bordering the chan- nel of South River, and having about 1 miles of wharf front. The wharves consist chiefly of masofiry walls filled solid. None are publicly owned and none are open to general public use. The terminal facilities are considered adequate for existing coim- merce. Effect of improvement.-It is not believed that the improvement has resulted in any reduction in freight rates, but greatly improved facilities for navigation have been provided. Proposed operations.-No funds are available, but no estimate of additional funds is subinitted, as the channel is in satisfactory condition. RIVERS AND HARBORS--BOSTON, MASS., DISTRICT. 1f2 Recommended modifications; of projects.-None. References to published articles not previously reported.-None. Commercial statistics.-The usual drafts for loaded boats carrying coal, comprising all of the commerce for the current year and valued at $370,310.92, are 111 to 17 feet. Comparative statement. SOUTH RIVER. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913. .................. 91,617 1$400,000.00 1916.................. . 55,639 1$346,000.00 1914.................... 77,685 317,685.80 1917.................. 58,158 370,310.92 1,915.................. 297,378 2281,030.10 I Over. s Incomplete; no statistics obtainable from one firm which in 1909 and 1913 received 93,000 and 54,000 tons, respectively. Financialsummary. Amount expended on all projects to June 30, 1918: New work------ -------- -------------------------- $63, 868. 06 Maintenance..------------------------------------------7, 500. 00 Net total expended ----------------------------------- 71,368. 66 Total appropriations to date of this report-------------------- 71, 368. 66 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work...................................... ................ Expended for maintenance................ ............ $7,500.00 ............ ............ .... Appropriated orallotted.................. 7,500.00................. ............. ... 8. LYNN HARBOR, MASS. (A4.) Location and description.-Lynn Harbor, formed by a natural indentation of the coast line, is distant about 14 miles by water in a northeasterly direction from Boston. It is about 3 miles in extent from north to south and has an average width east and west of about 1I miles. See U. S. Coast and Geodetic Survey chart No. 6. Originalcondition.-Three narrow and crooked channels, in which the depth was but 6 feet at mean low water, extended from the sea to the wharves, through flats, the greater part of which were bare at low water. Previous projects.-The original project for Lynn Harbor was adopted by the river and harbor act of August 2, 1882, and modified in 1884 and 1888. The western (Saugus River) channel project was adopted by the river and harbor act of July 13, 1892, and the project for the main ship channel by the river and harbor act of June 13, 1902. The amount expended prior to the adoption of the exist- ing project (expenditures on which began in 1910) was $286,437, all for new work. For further details of previous projects, see page 1742 of annual report for 1915. Eisting project.-This provides for widening to 300 feet the existing channel from the sea to the wharves, 13,500 feet long, and increasing the turning basin to 500 feet square, all to the depth of 15 feet at mean low water. The mean range of tide is 9.2 feet. The 128 IEPOdRT OF OeIEF OF F NOINELS, U. S. ARMY, 1918. extreme range is 13.3 feet. As a rule, fluctuations due to wind or other causes do not materially affect navigation. The estimate of cost for new work made in 1908, is $179,000, exclusive of amounts expended under previous projects. The latest (1917) approved esti. mate for annual cost of maintenance is $6,000. The existing project was adopted by the river and harbor act of June 25, 1910 (H. Doc. No. 948, 60th Cong., 1st sess.). The latest published map (1900) is in House Document No. 78, Fifty-sixth Congress, second session. Operations and results during fiscal year.-None. The expendi- ture of $320.87 was for a proportionate part of the cost of repairs Sto Government floating plant, chargeable to maintenance. Condition at end of fiscal year. The existing project was com- pleted in 1913. The inner channel and basin were redredged to the project dimensions in 1916, and a controlling depth of 16 feet at mean low water was restored. The western (Saugus River) channel in Lynn Harbor was dredged under a previous project to a depth of 8 feet at mean low water and 150 feet wide, but, this improvement :has, been superseded, except for about 2,800 feet at the outer end, by ::the 12-foot channel dredged by the Commonwealth of Massachusetts in Broad Sound and Saugus River. The expenditures under the *existing project were $125,792.14 for new work and $58,356.23 for maintenance; a total of $184,148.37. Local cooperation.-No conditions have been imposed by law. The Commonwealth of Massachusetts has dredged immediately east of the Government channel an anchorage basin to the depth of 6 feet at mean low water, at a cost to December 1, 1916, of $62,700.45; and completed, on August 10, 1917, at a cost of $117,571.12, a channel 12 feet deep at mean low water, 150 feet wide, from Broad Sound up Saugus River to the Lynn works of the General Electric Co., opposite which it is 18 feet deep at mean low water, thence con- tinuing 6 feet deep at mean low water to Fox Hill Bridge. A large portion of the material was pumped ashore to make land on the northerly side of the channel easterly of Lynn Boulevard. Terminal facilities.-The terminal facilities lie around the basin at the head of the main ship channel, and consist of 7,500 feet of wharf frontage, mainly of stone or wooden bulkhead filled solid, and partly of pile structures. On the west shore of the harbor is a large private coal and supply wharf of about 1,500 feet frontage. This wharf is approached by a branch channel from the main ship channel, dredged by the owner. No wharves exist on the Saugus River channel within the scope of its improvement by the Federal Government. Immediately above the Boston & Maine Railroad bridge, about 1I miles above the mouth of the river, the General Electric Co. has a wharf with about 650 feet frontage on the north bank of the river. This wharf con- sists of a stone and concrete bulkhead filled solid. At a point about 1,500 feet further up the river, immediately below the Salem-Lynn turnpike bridge on the north bank, is a pile wharf with about 175 feet frontage; and about three-fourths of a mile above this bridge on the north bank in the town of Saugus is a large wharf consisting of wooden bulkhead and earth dike filled solid, and having a frontage of about 500 feet. RIVERS AND HARBORS--BOSTON, MASS., DISTIIOT. 129 All the wharves in Lynn Harbor and Saugus River are privately owned, and are not open to general public use. The terminal facili- ties are considered adequate for existing commerce. Effect of improvement,.--The deepening of the channel to 15 feet enables the smaller 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 transportation was reduced 25. cents a ton by deepening the channel to 10 feet and further diminished by increasing the depth to 15 feet. Proposed operations.-The funds available will be retained for incidental expenses in connection with maintenance of the channels. No estimate of additional funds required is submitted. Recommended modifications of project.-None. References to published articles not previously reported.-None. Commercial statistics.--The usual draft for loaded boats carrying coal, comprising about 71 per cent of the commerce for the current year and valued at $1,451,988.35, is 20 feet. Over 22 per cent of the commerce was miscellaneous freight, carried in boats under 10 feet draft, doing a general express and package-freight business. No accurate statement of its value can be given. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913.................. ... 382,513 48,000 $1,957,720.47 (1) 1915....., ............ 1916................... 385,761 2$1,539,199.51 413,783 2 1,883,826.97 914............... 194.......... ......... { 343,203 39,000 1,718,216.97 (1) 1917.................... 338,783 1,643,193.77 1 ot ascertainable. 2Does not include valuation of miscellaneous freight. A marked decrease in receipts of coal was apparent during the calendar year 1917, attributable to war conditions as affecting fuel production and transportation. Financial summary. Amount expended on all projects to June 30. 1918, after deducting receipts from sales, etc., amounting to $0.39: New work---------------------------------- ------- $412,229.14 Maintenance ------------------------------------------ 58,356. 23 Net total expended______-------___------- .470, 585. 37 Total appropriations to date of this report -- _.----___ - 476, 837. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work'............... . . . . . . . . . . . . .. $48,732.42 . . . . ... . . . . . ................ Expended for maintenance .. 694.21 $44.00 $48, 897.15 $320.87 Appropriated or allotted........ ............... ...................................... 1 Not deducting receipts from sales, etc. July 1, 1917, balance unexpended--------------------------------- $6,572. 50 June 30, 1918, amount expended during fiscal year for maintenance_ 320. 87 July 1, 1918, balance unexpended-------------------------- -6, 251.63 81116---ENG 1918----9 130 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. 9. MYSTIC RIVER, MASS. (A5). Location and description.-This river rises in Mystic Lakes, Mass., flows in a southeasterly direction, and empties into Boston Harbor near the Charlestown Navy Yard. It is 7 miles in length and is a tidal stream. for about 5 miles above its mouth to Cradock Bridge, Medford, the head of commercial navigation, where it is closed by a dam forming a pond in the Metropolitan Park system. No records of discharge, etc., are available. The river between the two sections under improvement has a natural channel sufficient for commerce. See United States Coast and Geodetic Survey charts Nos. 6 and 109. Original condition.-The river up to Island End River (a dis- tance of 2,700 feet) had a narrow channel 14.4 feet deep at mean low water, but so narrow above the Chelsea (north) drawbridge as to be barely practicable. Above Island- End River there was a prac- ticable channel 6 feet deep at mean low water to Dennings Landing, about 4 miles above the mouth in Boston Harbor, and 4 feet deep at mean low water about 2,000 feet farther. Previous projects.--The original project for the lower Mystic was adopted by the river and harbor act of March 3, 1899, and cur- .tailed by the river and harbor act of June 25, 1910. The amount expended on the original project prior to the adoption of the exist- ing project (expenditures on which began in 1910) was $125,723.20 for new work, and $10,281.92 for maintenance; a total of $136,005.12. For further details of previous project, see page 1743 of Annual Report for 1915. There has been no previous project for the upper Mystic. Existing project.-This provides for (a) a channel 30 feet deep at mean low water from the mouth of Island End River through the Chelsea (north) Bridge to the 35-foot channel of Boston Harbor, about one-half mile; 600 feet wide at the upper end, and gradually narrowing to 300 feet wide at the lower end, and widening of the entrance channel leading to Mystic Wharf. (b) A channel 6 feet deep at mean low water and 100 feet wide from the Boston & Maine Railroad (western division) bridge, to about 2,500 feet above Wellington Bridge, about 1 mile and thence 1 feet deep at mean low water, gradually narrowing from 100 feet to 50 feet at the upper end for about 2 miles to the head of naviga- tion at Cradock Bridge in Medford. The mean range of tide is 9.6 feet. The extreme range is 13.7 feet. As a rule, fluctuations due to wind or other causes do not materially affect navigation. The estimates of cost, exclusive of amounts expended under pre- vious project, are (a) for new work in the lower Mystic, $172,000, made in 1908; the latest (1917) approved estimate for annual cost of maintenance is $2,500; (b) for new work in the upper Mystic, $25,000, made in 1891; the latest (1917) approved estimate for annual cost of maintenance is $2,500. The existing project was authorized by the following river and harbor acts: (a) The act of June 25, 1910, provided for the improve- ment of the lower Mystic (H. Doc. No. 1086, 60th Cong., 2d sess.) ; (b) the act of July 13, 1892, provided for the improvement of the upper Mystic (Annual Report for 1891, p. 672). A map showing the entire river is published in House Document No. 2108, Sixty-fourth Congress, second session. RIVERS AND HARBOR--BOSTON, MASS., DISTBIOT. 131 Operations and results during fiscal year.-No operations were in progress. The expenditure of $320.86 was for a proportionate part of the cost of repairs to Government floating plant, chargeable to maintenance. Condition at end of fiscal year.-The existing project has' been completed. To adapt the project to the openings in the draw span of the new bridge built by the city of Boston, the channel above the bridge was widened along the western edge; this work was completed in 1914. In 1916 the channel was cleared of shoals1, restoring a con- trolling depth of 30 feet at mean low water. A channel of the projected dimensions was completed in the upper Mystic in 1906. A survey in 1916 showed that the portion of the channel normally 6 feet deep had an available depth of about 4 feet at mean low water, and that while the portion of the channel normally 4 feet deep had that depth throughout its length the width had been contracted by caving of the banks. At Cradock Bridge, Medford, 5 miles above the mouth of the river, is a dam built and maintained by the Common- wealth of Massachusetts. The river at this point is 110 feet in width. The dam includes a boat lock 60 feet in length, canoe rollway and weirs and sluice gates. The dam is intended to maintain the river about 3 feet below mean high water and with a navigable depth vary- ing from 7 feet at the dam to 4 feet at the lower Mystic Lake. Data concerning lock : Dimensions: 15 feet wide, 45 feet long. Lift: 6.3 feet above mean low water. Completed: 1909. Cost : Unknown. The expenditures under the existing project were: Lower Mystic, $126,632.03 for new work and $13,172.67 for maintenance, a total of $139,804.70; and for upper Mystic $28,794.88 for new work and $250 for maintenance, a total of $29,044.88. Local cooperation.-No conditions have been imposed by law. The Commonwealth of Massachusetts in 1914 dredged two areas in front of Mystic Wharf, one to the depth of 20 feet and the other to the depth of 30 feet at mean low water, at an expenditure of $15,957.52; in 1915 the 20-foot area was enlarged and deepened to 30 feet at mean low water, at a cost of $5,927. Dredging to the depth of 30 feet at mean low water of the area known as the " Middle Ground," lying between the 30-foot Government channel and Mystic Wharf, was completed by the Commonwealth in'March, 1917, at a cost of $47,324.99. During 1917 the Commonwealth completed the dredging of a channel of substantially 30 feet at mean low water and about 350 feet wide from a point opposite the mouth of Island End River to a point opposite the northeasterly corner of the Charlestown Play- ground, with the exception of a small shoal at the easterly end with a least depth of. 27 feet; excavating in all 1,430,473 cubic yards at aL cost of $185,246.25. Terminal facilities.-In the section of the river benefited by the 30-foot channel project and the extension of that depth created by the Commonwealth of Massachusetts, there are on the south bank of the river five wharves aggregating about 6,300 feet of berthing space. These wharves consist of substantial stone or wooden bulk- heads, filled solid and in many cases fronted by pile platforms. On 132 REPORT OF PHIEF OF ENGINEERS, U. S. ARMY, 1918. the north bank of the river within the scope of this improvement there are no commercial wharves, but on the west bank of the Island End River, which flows into Mystic River on the north at the head of the 30-foot channel, are situated the large terminal wharves of the New England Fuel & Transportation Co. These wharves are con- nected with the 30-foot channel by a channel of that depth dredged by private interests. None of the above wharves are publicly owned, and none are open to general public use. Beyond the scope of the 30-foot channel improvement, and ap- proaching and within the scope of the improvement of the upper, Mystic, there are on the south bank in Charlestown and Somerville about 3,000 feet, and on the north bank in Medford about 3,000 feet, of wharf frontage used for commercial purposes. These wharves consist of stone and wooden bulkheads, solid filled. None are pub- licly owned, and none are open to general public use. The terminal facilities are considered adequate for existing commerce. Effect of improvement.-It can not be ascertained that any ma- terial reduction in freight rates has :been effected by the improvement below the mouth of Island End River, but it is of great advantage to shipping interests in permitting utilization of larger vessels. It is reported that the improvement of the upper Mystic enables barges of the lightest draft remaining in service to deliver coal at Medford without the expense of lightering, which would be about 50 cents per ton. Proposed operations.--Of the funds available, $24,000 will be ap- plied to redredging the channel of the upper Mystic throughout practically its entire length. The work will be done as soon as economic conditions allow. The remainder of the funds will be re- tained until additional maintenance work becomes necessary in the lower Mystic, and being sufficient for any such probable work in the near future no estimate of additional funds required is submitted. Recomrmended modifications of project.-None. References to published .articlesnot previously reported.-None. Commercial statistics.-The usual drafts in the lower Mystic for loaded boats carrying coal, comprising about 96 per cent of the commerce for the current year and valued at over $15,000,000, are 17 to 28 feet. The usual draft in the upper Mystic for loaded boats carrying coal, comprising all of the commerce of the current year and valued at $168,800, is about 11 feet. Comparative statement. ABOVE CHELSEA BRIDGE (NORTH), INCLUDING MYSTIC UPPER AND MALDEN RIVERS. calendar year. Short tons. Value. Malendar year. Short tons. Value. 1913...................... ,85 ,2 181. 1916....... 2,45 997 13,65700.93 12,14,9 5 1914................., 8 18. 61,417,317 1 ) S2,126 ..... 562,229 2,191 18, 523,127.40 070, 50936 14, 637,138.66 1917 ................ 1,290,299 (1) 1915........ ......... 1,815,764 9 (60089.79 I1 1a969,r025, 1 Not ascertainable. RIVERS AND HARBORS---BOSTON, MASS., DISTRICT. 183 Financial,summary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $2.43: New work _____ -------------------- $281, 150. 11 Maintenance -__------------------------------ 23, 704. 59' Net total expended -------------------------------------- 304, 854. 70' Total appropriations to date of this report---------------------- 336, 050. 00' Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work I........... $49,983.88... ............................... Expended for maintenance 1........ ....... 862. $0, 313.94 1,726.87 $320.86 Appropriated or allotted.......................................................24,000.00 1 Not deducting receipts from sales, etc. 2 Includes $1.98 receipts from sales omitted from 1917 report. July 1, 1917, balance unexpended --------------------------- __ __ $7, 516. 16 Amount appropriated by river and harbor act approved Aug. 8, 1917_ 24, 000. 00 31, 516. 16 June 30, 1918, amount expended during fiscal year, for maiptenance_ 320. 86 July 1, 1918, balance unexpended------------------------------- 31, 195. 30 10. MALDEN RIVER, MASS. (AG). Location and description.-Malden River rises in Melrose, Mass., flows 4- miles in a southerly direction, and empties into Mystic River 3 miles above the mouth of the latter. Tidal influence extends beyond the Charles Street Bridge, which is about 2 miles- above the confluence with the Mystic. No records of discharge, etc., are avail- able. See United States Coast and Geodetic Survey charts Nos. 6 and 337. Original condition.-Tihe river had a practicable channel 4 feet deep at mean low water, extending only x,000 feet above its con- fluence with the Mystic. Previous,project.-The original project was adopted by the river and harbor act of August 2, 1882. The amount expended on the original project prior to the adoption of the existing project (ex- penditures on which began in 1912) was $24,986.39 for new work and $44,763.61 for maintenance; a total of $69,750., For further details of previous project see page 1742 of Annual Report for 1915. Existing project.-This provides for a channel 6 feet deep at mean low water and 100 to 150 feet wide from the mouth of the river to the Medford Street Bridge, about 1.6 miles. The mean range of the tide is 9.6 feet. The extreme range is 13.7 feet. As a rule, fluctuations due to wind or other causes do not materially affect navi- gation interests. The estimate of cost for new work, made in 1911, is $80,000, exclusive of amount expended under previous project. The channel is to be maintained by the Commonwealth of Massa- chusetts. The existing project was adopted by the river and harbor act of July 25, 1912 (H. Doc. No. 77, 62d Cong., 1st sess.); the river and 134 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. harbor act of March 4, 1915, provided for the application of the funds on hand and available to any modified plan of improvement which may be recommended by the Chief of Engineers and approved by the Secretary of War, subject to certain conditions stated under the heading "Local cooperation" (H. Doc. No. 878, 63d Cong., 2d sess.). The latest published map is in the last-mentioned document. Operations and results during fiscal year.-The modified plan of improvement and plan showing proposed harbor lines, submitted on June 21, 1917, for approval of the Secretary of War, were approved on August 27, and interested parties were duly notified. Specifica- ;tions and proposals for the necessary dredging were prepared and issued, but at the scheduled opening no bids were received. In- formal inquiries developed the fact that the cost would be much in excess of the available appropriation, and the matter was taken up -with local interests to ascertain if additional funds would be con- tributed. On receipt of advice to the contrary, recommendation was made and approved that the funds available be retained in the Treasury until more favorable conditions should prevail for prosecu- tion of the work. The expenditure of $133.37 was for preparation of specifications and proposals, and office expenses in connection there- with chargeable to new work. Condition at end of fiscal year.-The channel dredged 100 feet wide and 12 feet deep at mean high water from the mou.th of the river to the Medford Street Bridge, to which point the river is navi- gated at ordinary high water by coal barges drawing 101 to 11 feet, has recently been reported to have shoaled so that at present the depth is limited to about 9 feet at mean high water. Under the ,existing project the expenditures have been $1,119.37, all chargeable -to new work, but actual work has not been commenced. Local cooperation.-The conditions imposed by the river and har- bor act of July 25, 1912, adopting the project, and the river and harbor act of March 4, 1915, authorizing a modification in it, were that the riparian owners should give proper permits to dump spoil on their lands behind dikes and release the United States from all claims for damages by settling or caving of banks into the dredged channel; that the Commonwealth of Massachusetts lower the siphon of the metropolitan sewer and pledge itself for all costs of mainte- nance of the new channel; and that any increase in cost because of any modified plan shall be paid for by local interests and involve no further appropriation by the United States for the prosecution or completion of the improvement. These conditions were accepted by the Commonwealth by act approved April 29, 1915. The new sewer siphon has been laid, removal of the old'siphon completed, and the other conditions have been complied with. The plan of improve- ment and the location of the harbor lines were approved by the Secretary of War August 27, 1917. Terminal facilities.-There are two wharves, both on the east bank of the river, one about midway of the length of the improved chan- nel with a frontage of about 225 feet, consisting of a wooden bulk- head filled solid, with a pile platform in front; the other, at the upper end of the.improved channel, with a frontage of about 400 feet, con- sisting of stone and wooden bulkhead filled solid. Both wharves are privately owned and not open to general public use. RIVERS AND HARBORS-BOSTON, MASS., DISTRICT. 135 The terminal facilities are considered adequate for existing com- merce. Effect of improvement.-No work has been done on the existing project, but the improvement by the previous project 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. Proposed operations.-Of the $79,080.63 available, $78,880.63 rep- resents the amount which was appropriated for the existing project and which will be applied to its completion. The remaining $200 is the balance of an allotment to Malden River of a joint appropria- tion for Mystic and Malden Rivers, which will be applied to a sur- vey to determine the shoaling in the 12-foot channel. Because of war conditions, dredging under the existing project will be postponed until it can be done more economically. Recommended modifications of project.-None. References to pulAished articles not previously reported.-None. Commercial statistics.-The usual draft for loaded boats carrying coal, comprising about 80 per cent of the commerce for the current year and valued at $415,337.93, is about 11 feet. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913................. 86,676 $389,624.18 1916................. 87,202 $505,941.13 1914..................... 80,865 409,636.98 1917..................... 67,029 449,272.93 1915 ..................... 86, 957 437,128.15 A marked decrease in receipts of coal was apparent during the calendar year 1917, attributable to war conditions as affecting fuel production and transportation. Financial summary. Amount expended on all projects to June 30, 1918: New work ---------------------------------- ------ $26, 105. 76 Maintenance -------------- ------------------ 44, 763. 61 Net total expended____ __-- 869. 37 7----------70, Total appropriations to date of this report___------------------ 149,950.00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work ................ ................... ......... $986.00 $133.37 Expended for maintenance..... ......... ... ......... 50.000 ..... ....... ........... Appropriated or allotted................. .. .. .................... ..... .............. July 1, 1917, balance unexpended -------------------- _ $79, 214. 00 June 30, 1918, amount expended during fiscal year for new work... 133. 37 July 1, 1918, balance unexpended----------------------_--_- 79, 080. 63 11. DORCHESTER BAY AND NEPONSET RIVER, MASS. (A7). Location and description.-DorchesterBay is situated at the mouth of Neponset River, in Boston Harbor. Neponset River rises in Fox- 136 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY,. 1918. boro, Mass., and. flows in a northeasterly direction about 25 miles, emptying into Dorchester Bay. At Milton Lower Mills, 4 miles above its mouth, it is closed by a dam. This 4-mile reach is tidal. No records of discharge, etc., are available. (See U. S. Coast and Geodetic Survey charts Nos. 6 and 109.) Original condition.-The controlling depth at mean low water in the bay up to Commercial Point, at the mouth of the river, was 13 feet; thence up the river to the highway bridge at Neponset, 1 miles above its mouth, it was 8 feet; and from Neponset bridge to Milton Mills, at the head of navigation, 4 miles above its mouth, it was 31 feet. Previous projects.-None. Existing project--This provides for dredging a channel 18 feet deep at mean low water and 175 feet wide through Dorchester Bay to the mouth of the river at Commercial Point, 2.9 miles, and thence 15 feet deep at mean low water 100 feet wide in the river to the Nepon- set Highway Bridge, 1 miles. The mean range of tide is 9.6 feet. The extreme range is 13.7 feet. As a rule, fluctuations, due to wind or other causes, do not materially affect navigation interests.. The estimate of cost for new work, made in 1906, is $125,233.34. The latest (1917) approved estimate for annual cost of maintenance is $1,000. The existing project was adopted by the river and harbor act of March 2, 1907 (H.Doc. No. 83, 59th Cong., 2d sess.). The latest pub- lished map is in House Document No. 1113, Sixty-fourth Congress, first session. Operations and results during fiscal year.-No operations were in progress. The expenditure of $24.60 was for stenographic report of a bridge hearing, chargeable to maintenance. Condition at end of fiscal year.-The existing project was com- pleted in 1909. The controlling depths, as ascertained in 1916, are 131 feet in the 15-foot channel and 177 feet in the 18-foot channel. The total expenditures under the existing project were $94,584.55 for new work and $423.45 for maintenance, a total of $95,008. Local cooperation.-Conditionswere imposed by the act of March 2, 1907,,that the portion of the river from Neponset Highway Bridge to Milton Mills should be dredged and maintained by the State of Massachusetts or other agency, to the depth of 6 feet at mean low water, 100 feet wide up to the Granite Bridge, 1.15 miles; 75 feet wide thence to Godfrey's Wharf, 1.25 miles; and thence 50 feet wide to the railroad bridge at Milton, a distance of 250 feet. These conditions were accepted by resolves of the Legislature of Massachusetts, ap- proved June 24, 1907, and March 5, 1908, and accepted by the Secre- tary of War February 10, 1908, and the work was completed in Au- gust, 1910, at a cost of $34,269.70. In 1914 the State widened to 280 feet, with a depth of 15 feet. the easterly side of the Government channel opposite the yacht basin of George Lawley & Sons, at a cost of $1,682.24. Terminal facilities.-On the north shore of Dorchester Bay are two wharves with a frontage of 1,050 feet, approached through a channel dredged through the flats by private interests. These wharves are stone bulkhead) filled solid. At the west end of this bay there are two wharves with an aggregate frontage of about 1,500 RIVERS AND HARBORS-BSTON, MASS., 'DISTRICT. 137 feet, approached by a channel dredged through the flats by private interests. These wharves are pile structures. At Commercial Point, at the mouth of Neponset River on the west shore, there is a frontage of 2,700 feet of stone and wooden bulkhead, solid filled. Of this bulkhead the lower 1,400 feet, together with the wharves previously described, are within the scope of the 18-foot depth of the improved channel. On the west bank of the river and within the scope of the 15-foot depth there is a yacht-building plant, with piers aggregating 1,720 feet in length, consisting of pile structures inclosing yacht basins; at the head of the improvement extending above and below the New York, New Haven & Hartford Railroad bridge there are wharves aggregating about 3,000 feet frontage, consisting partly of wooden bulkheads, filled solid, and partly of pile structures used for commercial purposes. All of the above wharves are privately owned and are not open to general public use. On the south shore of Dorchester Bay at the mouth of the river is the new United States Navy destroyer plant, the launching basin of which is connected with the 18-foot improved channel by a dredged channel 10 feet deep. The terminal facilities are considered adequate for existing com- merce. Effect of improvement.-So far as can be ascertained, the improve- ment has resulted in no material reduction in freight rates, but is of advantage to shipping interests in permitting the utilization of larger vessels. Proposed operations.-The funds available will be retained for in- cidental expenses in connection with maintenance of the channel. No estimate of additional funds required is submitted. Recommended modifications of project.-Under date of May 10, 1916 (see H. Doc. No. 1113, 64th Cong., 1st sess.), the Chief of En- gineers reported that the further improvement by the United States of Dorchester Bay and Neponset River, Mass., up to Neponset High- way Bridge, is deemed advisable to the extent of widening the chan- nel to 175 feet between Commercial Point and Neponset Highway Bridge, as indicated on the map accompanying the document, at an estimated cost of $36,225. References to published articlesnot previously reported.-None. Commercial statistics.-The usual drafts in Dorchester Bay and Neponset River below the bridge for loaded boats carrying coal, com- prising about 79 per cent of the commerce for the current year and valued at $488,987.65, are 14 to 17 feet. Comparative statement. 1Over . 2Incomplete. 138 REPORT OF ChlEF OF ENGINEERS, U. S. ARMY, 1918. A marked decrease in receipts of coal was apparent during the calendar year 1917, attributable to war conditions as affecting fuel production and transportation. Financial sunnmary. Amount expended on all projects to June 30, 1918: New work.-- -------------------------------------- $94, 584. 55 Maintenance ------------------------------- ------------ 423. 45 Net total expended ------------------------------- 95, 008. 00 Total appropriations to date of this report--------------------- 95, 233. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work .... ......... ..... .... ,.................... ............... ..... Expended for maintenance............................................ $50.40 $24.60 Appropriated or allotted................ ............... .................. ....... July 1, 1917, balance unexpended_--- __----__ .-----------$249. 60 June 30, 1918, amount expended during fiscal year, for maintenance__. 24. 60 July 1, 1918, balance unexpended __________-__-_ _______--- ___ 225. 00 12. WEYMOUTH FORE RIVER, MASS. (AS). Location and description.-This river rises in Braintree, Mass., and flows in a northerly direction 7T miles, emptying into Hingham Bay, Boston Harbor. The head of navigation is an old dam at East Braintree, 6.2 miles above the mouth. Below this dam the river is tidal. No records of discharge, etc., are available. See U. S. Coast and Geodetic Survey charts Nos. 6 and 109. Original condition.-The channel had a depth of 18 feet at mean low water throughout, with a least width of 300 feet up to a point about 1 mile below the bridge at Quincy Point; the 18-foot channel extending two-thirds of a mile above that point, but being too tortu- ous for safe navigation of large vessels. In the remaining one-third of a mile to the bridge the channel was 150 feet wide and 13 feet deep at mean low water. From the bridge at Quincy Point to the head of navigation at East Braintree, 6.2 miles above the mouth of the river, the channel was 12 feet deep at mean low water, gradually shoaling to 6 feet and finally to 3 feet, where it became too narrow to be practicable. Previous projects.-The original project was adopted by the river and harbor act of September 19, 1890, and extended by the river and harbor acts of March 3, 1905, and February 27, 1911. The amount expended on original projects prior to the adoption of the existing project (expenditures on which began in 1917) was $170,500 for new work, and $5,250 for maintenance; a total of $175,750. For further leTails of previous projects see page 1745 of annual report for 1915. SExisting project.-This provides for a channel 24 feet deep at mean low water and 300 feet wide, with a maximum width of 600 feet at the bend below Channel Rock, from Hingham Bay to Wey- mouth Fore River Bridge at Quincy Point, about 3 miles. The RIVERS AND HARBORS---BOSTON, MASS., DISTRICT. 139 mean range of tide is 9.5 feet. The extreme range is 13.6 feet. As a rule, fluctuations due to wind or other causes do not materially af- fect navigation interests. The estimate of cost for new work, made in 1914, is $360,000, exclusive of amounts expended under previous projects. The latest (1917) approved estimate for annual cost of maintenance is $2,000. The existing project was adopted by the river and harbor act of July 27, 1916 (Senate Com. Doc. No. 13, 63d Cong., 3d sess.). The latest published map is in House Document No. 803, Sixty-third Con- gress, second session. Operations and results during fiscal year.-Survey of the ledge known as " Channel Rock" was completed, notes were plotted, plans and estimates of contents made, and specifications and proposals for removal of the ledge were issued. Contract was entered into May 13, 1918, and the contractor's drill boat arrived June 30, 1918; but no work was done. The expenditure of $3,126.70 was for office and engineering ex- penses and maintenance of floating plant under the existing project ($2,484.98 being from United States funds and $828.34 from con- tributed funds); chargeable to new work. Condition at end of fiscal year.-The existing project is about 2 per cent completed. Under this project 13,480 cubic yards of mate- rial overlying Channel Rock has been removed, and contract is in force. for the removal of the ledge. After its removal there will re- main to complete the project the dredging of the channel. The net total of results accomplished under the previous and existing proj- ects, as ascertained in 1917, is a channel 18 feet deep at mean low water from that depth in Hingham Bay 300 feet wide up to the bridge at Quincy Point and a channel 6 feet deep at mean low water and 100 feet wide, narrowing to 50 feet in the upper river. Main- tenance of the latter channel since 1906 devolves upon the Common- wealth of Massachusetts. The expenditures under the existing project have been as follows: New -work : United States funds---$10,-------------------- 332. 05 Contributed funds------------------------------------------3, 625.28 Total ------------------------------------------------- 13, 957. 33 Local cooperation.-Under the project of March 3, 1905, the im- provement of the river above the Quincy Point Bridge was to be maintained by the Commonwealth of-Massachusetts or other agency. This was provided for by a resolve of the legislature approved May 26, 1905, and 'accepted by the Secretary of War June 7, 1905. The Commonwealth has maintained the improvement at an expenditure of $21,042.98, and has also expended over $50,000 in dredging in the vicinity of Quincy Point Bridge and in local improvements in the lower part of the river. The act of July 27, 1916, adopting the proj- ect for the 24-foot channel, appropriated two-thirds ($200,000) of its total estimated cost, subject to the condition that local interests contribute the remaining one-third ($100,000). The Commonwealth of Massachusetts, by act approved April 22, 1915, provided $75,000, the Fore River Shipbuilding Corporation contributed $15,000, and the city of Quincy $10,000. 140 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. T-erminal facilities.-At the head of the improvement at Quincy Point, below the Quincy Point Bridge, there is a 1,200-foot frontage of stone and wooden bulkhead filled solid. Immediately .above the bridge on the Quincy Point side there is a wharf of about 150 feet front, consisting of wooden bulkhead faced with a pile platform. All these wharves are privately owned and are not open to general public use. The terminal facilities are considered adequate for existing com- merce. Effect of improvement.-The increased depth obtained is of im- portance chiefly to the Bethlehem Shipbuilding Corporation (for- merly the Fore River Shipbuilding Corporation), which builds at its extensive plant at Quincy Point large passenger and freight steam- ers, cruisers, and battleships up to 30,000 tons. No direct reduction in freight rates has been realized, but the improved channel has proven of benefit in permitting the movement of larger barges and the passage of vessels of greater draft between the harbor and the shipyards. Proposed operations.-The ,funds available will be expended in rock excavation and dredging in partial completion of the project. A contract is in force for removal of all known rock in the chan- nel, and this work will be completed by June 30, 1919, at an esti- mated cost of $91,000. The balance of the available funds $1-95,000, will be applied to dredging the channel 24 feet deep at mean low water to a least width of 200 feet for such length as the funds will permit. It is expected that the available funds to be applied to this purpose will be exhausted by October 31, 1919. Because of the economic conditions brought on by the war, the cost of the project has been greatly increased and the funds appro- priated by the Federal Government and contributed by local inter- ests, aggregating the entire estimated cost, have proved inadequate to complete the project. The deeper channel is a military necessity, to permit egress from the Bethlehem Shipbuilding Corporation's works of the largest type of battle cruiser for the United States Navy. In the emergency the naval authorities suggested a reduction in width of the channel from 300 feet to 200 feet, and this work should be completed as soon as practicable, and not later than December 31, 1920. The additional amount required to complete the channel 200 feet wide is estimated as follows: Total dredging required, scow measurement_------------- _cu. yds__ 687, 609 Funds available for dredging, $195,000. These funds will dredge, at 50 cents per cubic yard, plus 10 per cent for engineering and con- tingencies -- ____-------------------------------- u. yds__ 354, 545 Dredging for which additional funds will be required-__ cu. yds__ 333, 064 Dredging 333,064 cubic yards, scow measurement, at 50 cents--_----- $166, 532 Engineering and contingencies (about 10 per cent) __ ______________ $16, 468 Total-- ------------------------------------------- $183,000 Recommended modifications of project.-None. References to published articles not previously reported.-None. Commercial statistics.-The usual drafts for loaded boats carry- ing coal, comprising about 95 per cent of the commerce for the current year and valued at about $890,000, are 18 to 25 feet. Mer- RIVERS AND HIARBORS-BOSTON, MASS., DISTRICT. 141 chant vessels leaving the works of the Bethlehem Shipbuilding Corporation draw from 18 to 20 feet. " Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913................... 175,051 $1,084,081.73 1916.................. 212,662 $1,070,172.79 1914.......... ......... 175585 741,182.48 1917J 117, 965 835,763.34 1915............ ...... 148,149 976,695.28 35 552 (1) 1Not ascertainable. A considerable decrease in receipts of coal was apparent during the calendar year 1917, attributable to war conditions as affecting fuel production and transportation. Financial summary. UNITED STATES FUND. Amount expended on all projects to June 30, 1918: New work----------------------------------------------- $180, 832. 05 Maintenance ___________________ ____-- - - - 5, 250. 00 Net total expended--------------------------------------186, 082. 05 Total appropriations to date of this report____________ ________ 390, 750. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work.............. Expended for maintenance............... ........... $8.00 ...$1, 837.29 .......... $336.77 8,033.69 317.94.......... $2, 298.36 Total expended ..................... 8.00 1,837.29 336.77 8,351.63 2,298.36 Appropriated or allotted................. ..... ...... 215,000.00 ................... July 1, 1918, balance unexpended ______ ___ - __- __ _ $206, 966. 31 June 30, 1918, amount expended during fiscal year, for new work__ 2, 298. 36 July 1, 1918, balance unexpended ____ _____-- 204, 667. 95 July 1, 1918, outstanding liabilities__________________ $12.78 July 1, 1918, amount covered by uncompleted contracts_ 54, 282. 67 54, 295. 45 July 1, 1918, balance available, including $15,000 available only for maintenance------------ --------------------------------- 150, 372. 50 Amount that can be profitably expended in fiscal year ending June 30, 1920, for new work___________- -__________________ ----- 183. 000.'00 CONTRIBUTED FUNDS. Amount expended on all projects to June 30, 1918: New work --------------------------------------- $3, 625. 28 Maintenance ............ Total appropriations to June 30, 1918___---------------------------- 100, 000. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work.... Expended for maintenance ................ ................ ............................... 2,796.94 $828.34 Contributed................... ....................... 100,000.00.. 1 Exclusive of available funds. 142 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. July 1, 1917, balance unexpended .------------------------ _ $97, 203.06 June 30, 1918, azount expended during fiscal year, for new work___ 828. 34 July 1, 1918, balance unexpended_ - -_____---____________-_ 96, 374. 72 July 1, 1918, outstanding liabilities______________S__ $6. 39 July 1, 1918, amount covered by uncompleted contracts_ 27, 141. 33 27, 147. 72 July 1, 1918, balance available_-------- ------------------ 69, 227. 00 CONSOLIDATED FINANCIAL SUMMARY FOR UNITED STATES AND CONTRIBUTED FUNDS. Amount expended on all projects to June 30, 1918: New work------------------------------------------$184, 457.33 Maintenance ------------------------------------------ 5, 250. 00 Net total expended--- ---------------------- _ _ 189, 707. 33 Total appropriations to date of this report --------------------- .490, 750. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work............................................ $10, 830.63 $3, 126.70 Expended for maintenance.. ...... ...... $8.00 $1, 837.29 $336.77 317.94....... Total expended.................... 8.00 1,837. 29 336.77 11,148.57 3,126.70 Appropriated or all6tted and contributed-. ...... ...... ...... 215,000.00 100,000. ........ July 1, 1917, balance unexpended_ ______-______ $304, 169. 37 June 30, 1918, amount expended during fiscal year, for new work_ 3, 126. 70 July 1, 1918, balancq unexpended _ -------------------------- 301, 042. 67 July 1, 1918, outstanding liabilities___ -__ ___---- - $19. 17 July 1, 1918, amount covered by uncompleted contracts_ 81, 424. 00 81, 443. 17 July 1, 1918, balance available, including $15,000 available only for maintenance_ ___--------------------------------- 219, 599. 50 Amount that can be profitably expended in fiscal year ending June 30, 1920, for new work--------------------------------- 1183, 000. 00 13. WEYMOUTH BACK RIVER, MASS. (A9). Location and description.-This river rises in East Weymouth, Mass., and flows in a northerly direction 41 miles, emptying into Hingham Bay at the mouth of Weymouth Fore River. It is tidal for 4 miles, to the highway bridge at East Weymouth. No records of discharge, etc., are available. (See U. S. Coast and Geodetic Survey Charts Nos. 6 and 109.) Original condition.-The river had a practicable channel not less than 200 feet wide and not less than 12 feet deep at mean low water for about 1 miles to the wharf of the American Agricultural Chem- ical Co., except on a bar 400 feet wide and one-fourth of a mile above the mouth, where the depth was _11 feet, and except for the 2,000 feet below the wharf, where the depth gradually shoaled from 12 feet to 6 feet at mean low water. The head of navigation was at East Weymouth, about 4 miles above the bar and about 3 miles above the wharf of the chemical company. 1 Exclusive of available funds. BEVERS AND HARBORS--BOSTON, MASS., DISTRICT. 143 Previous projects.--None. Existing project.-This provides for a channel 12 feet deep at mean low water and 200 feet wide through the bar near the mouth, and for the widening and straightening to the same dimensions the natural channel 2,200 feet long to the wliarf of the American Agri- cultural Chemical Co. The mean range of tide is 9.4 feet. The extreme range is 13.5 feet. As a rule, fluctuations due to wind or other causes do not materially affect navigation interests. The esti- mate of cost for new work, made in 1891, is $22,000. The latest (1917) approved estimate for annual cost of maintenance is $750. The existing project was adopted by the river and harbor act of August 18, 1894 (H. Ex. Doec. No. 256, 51st Cong., 2d sess.). The latest published map is in the last-mentioned document. Operations and results during fiscal year.-No operations were in progress. The expenditure of $0.36 represents the proceeds from sale of blue prints, received during the previous fiscal year, charge- able to maintenance and applied to office expense. Condition at end of fiscal year.-The existing project was com- pleted in the fiscal year 1912. An examination of the channel in April, 1917, showed a controlling depth of 12 feet at mean low water throughout. The Navy Department has dredged a channel 12 feet deep at mean low water and 150feet wide from the improved channel of that depth opposite the chemical company's wharf to the naval magazine at Hingham. The expenditures under the existing project by the War Department were $26,500, of ;which $20,478.68 was for new work and $6,021.32 for maintenance. Local cooperation.-None. Terminal facilities.-The only wharf has a frontage of about 1,400 feet, and is a stone wall filled, with pile platform in front. It is privately owned and not open to general public use. The terminal facilities are considered adequate for existing commerce. Effect of improvement.-No data are available as to the effect on freight rates. The tonnage is carried almost exclusively in vessels owned and operated by the American Agricultural Chemical Co. Proposed operations.-Funds available will be retained for in- cidental expenses in connection with maintenance of the channel. No estimate of additional funds required is submitted. Recommended modificctions of project.--None. References to published articles not previously reported.-None. Commercial statistics.-Fertilizerand fertilizing material, valued at $5,654,894, comprised over 88 per cent of the commerce for the current year. The usual drafts of loaded boats are as follows: Harbor lighters and towboats, 12; ocean-going barges, 17 feet; ocean- going steamers, 201 feet. During the low course of tides the extreme draft at which vessels can enter with safety is about 18 feet, and during the high course about 21 feet. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913.......................... 196,125 $4,108,418 1916. ....... ....... 200,905 $4,852,178 1914..................... 257,206 5,822,994 1917.................. 222, 278 6,848,037 1915 ...................... 206,323 4, 616, 218 144 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Financialsumnmary. Amount expended on all projects to June 30, 1918, after dedufcting receipts from sales, 'etc., amounting to $0.51: New work---- -------------------------------------- $20,478.68 Maintenance -------------------------------------------- 6,021.32 Net total expended --------------------------------- 26,500.00 Total appropriations to date of this report--- --------------- $27,000.00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work................... ......... ............ ...... ... .... ..... Expended for maintenance 1... ..... ....... .... ............. . ......... . $500.15 $0.36 Appropriated or allotted.... July 1, 1917, balance unexpended----------------------------- 2$500.36 June 30, 1918, amount expended during fiscal year for maintenance .36 July 1, 1918, balance unexpended------------------------------- 500.00 14. PLYMOUTH HARBOR, MASS. (A10). Location and description.-Plymouth Harbor is 45 miles by water south of Boston. Its outer anchorage, the "Cow Yard," is common to Plymouth, Duxbury, and Kingston. From this anchorage a channel about 2 miles long leads through extensive flats to a turn- ing basin at the inner end opposite the wharves of the town. The channel and harbor are protected on the sea side by Long Beach, a narrow, low sand spit extending generally parallel to the main- land and about 1 mile from it. The harbor contains 2,000 acres, much of which, outside the channels, is dry at low tide. See United States Coast and Geodetic Survey chart No. 1208. 7 The channel and low-water line wvere about Original condition.- 2,500 feet from the wharves at Plymouth, to which access could be had only at high water. Long Beach was liable to inroads by the sea that would injure or destroy the harbor. Previous projects.-The original project was adopted by act of May 26, 1824, and was for the preservation of the beach. A project for dredging was' adopted by the river and harbor act of March 3, 1875, and modified in 1877, 1884, and 1885. The amount expended prior to the adoption of the existing project (expenditures on which began in 1899) was $188,646.59 for new work, and $2,013.21 for maintenance, a total of $190,659.80, from United States funds. For further details of previous projects, see page 1746 of Annual Report for 1915. Existing project.--This provides for (a) protecting by riprap the sections of Long Beach damaged by the storm of November, 1898, and for restoring Eel River to its former course; (b) dredging a channel 18 feet deep at mean low water and 200 feet wide, increased at the entrance and on curves from the bay to the town wharves, a distance of about 2 miles, with a suitable turning basin at the inner end. The mean range of tide is 9.6 feet. The extreme range is 13.7 1 Not deducting receipts from sales, etc. 2 Includes $0.36 receipts from sales, omitted from 1917 report. RIVERS AND HARBOBS-BOSTON, MASS., DiSTRIOCT 145 feet. As a rule, fluctuations due to wind or other causes do not ma-, terially affect navigation. The estimates of cost for new work, exclusive of amounts expended: under previous projects, are as follows: (a) for beach protection, $95,700, made in 1899; (b) for dredging, $167,000, made in 1911. For beach protection the latest (1917) approved estimate for an- nual cost of maintenance is $500. For dredging the latest (1917) approved estimate for annual cost of maintenance is $5,000. The existing project was authorized by the following river and harbor acts: (a) The act of March 3, 1899, provided for the beach protection (Annual Report for 1899, p. 1089); (b) the act of March 4, 1913, provided for dredging the 18-foot channel (H. Doc. No. 1194, 62d Cong., 3d sess.). The latest published map showing the 18-foot channel (route No. 1), which map also shows in part the location of the beach protection on Long Beach, is in House Docu- ment No. 1194, Sixty-second Congress, third session. Operations and results during fiscal year.-None. The expendi- ture of $0.18 represents the proceeds from sale of blue prints received during the previous fiscal year, chargeable to maintenance and ap- plied to office expense. Condition at end of fiscal year.-The existing project was com- pleted in 1915. The 9-foot channel of the previous project has been superseded by the 18-foot channel under the existing project and the 9-foot turning basin in part by the 18-foot turning basin. In the fiscal year 1916 the greater portion of the 9-foot basin, not in- q]uded in the 18-foot project, was deepened to 15 feet at mean low water, with a cut 60 feet wide and 18 feet deep along the outer edge, the latter being for the convenience and at the expense of private interests. The net total of results accomplished under the previous and existing projects is the building on Long Beach of several miles of rubblestone dike, which has strengthened the beach by the accre- tion of a large volume of sand and shingle, the restoring of Eel River to its former course, and the dredging of a channel 18 feet deep at mean low water, 200 feet wide, widened at the entrance and on curves, and with a turriing basin at the inner end, about two-thirds of which has a depth of 18 feet and about one-third a depth of 15 feet. The controlling depth, as ascertained in 1915, is 18 feet at mean low water. The expenditures under the existing project were as follows: I United +States I Contrib- uted Total. funds. funds. New work.......................................................... 133, 846.16 57, 000.00 190, 846.16 Maintenance.................................................. 39, 362.73 400.00 39,762.73 Total............. ....................................... 173,208.89 57,400.00 230,608.89 Local cooperation.-The act of March 4, 1913, required that the Commonwealth of Massachusetts or other local agency contribute one-half the estimated cost of the channel. This condition was ac- cepted by the Commonwealth on June 16, 1913, when an appropria- tion of $83,500 was made, and this amount was deposited by the Sec- 81116---ENG 1918- 10 146 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. retary of War August 25, 1913. The cost of the completed work being less than the estimated cost by $53,000 one-half of the saving, or $26,500, was returned to the Commonwealth of Massachusetts on March 10, 1916, under provisions of section 4 of the river and harbor act of March 4, 1915. The town of Plymouth, in 1909, at an expense of $12,000, restored and deepened to 10 feet at mean low water the channel and a por- tion of the basin completed by the Government under the project of 1875. In 1911, with funds provided by the Commonwealth of Massachusetts and the town of Plymouth, the Commonwealth dredged a channel to the wharf of the Plymouth Cordage Co. for a length of about 1,100 feet to the width of 250 feet and depth of 20 feet at mean low water and for a length of about 5,000 feet to the width of 150 feet and depth of 18 feet at mean low water, at a total cost of $142,339.09. In 1915 the Commonwealth dredged an anchorage basin, about 94,000 square feet in area, extending northerly from the Govern- ment channel and easterly of Long, North, and Craig wharves, to the depth of 12 feet at mean low water, at a cost of $7,000; and is now dredging an extension to the Goose Point Channel 60 feet wide and 12 feet deep at mean low water, which, to December 1, 1917, has been carried for about 1,600 feet to within a short distance of the originally selected terminal point, at a cost of $12,278.86. A contribution of $400 by the Plymouth Electric Light Co., received on July 17, 1915, was expended in deepening to 18 feet at mean low water a strip 60 feet wide along the outer edge of the old 9-foot turning basin, the work being done in conjunction with re- dreging the remainder of the basin to a 15-foot depth. Terminal facilities.-At the head of the dredged channel there are nine wharves, all of which are used for commercial purposes and consist almost wholly of wooden bulkheads filled solid, but in some cases faced by pile platforms or extensions. One of these wharves has a frontage of about 650 feet, is publicly owned, and is open to general public use; the other wharves have an aggregate frontage of about 3,000 feet, are privately owned, and' are not open to general public use. The terminal facilities are considered adequate for existing com- merce. Effect of improvement.It is reported that the old 9-foot channel effected a saving of 50 cents per ton in freight rates. Owing to abnormal conditions the completion of the 18-foot channel has ef- fected no reduction in water rates, but it has made possible the use of vessels of larger capacity. Proposed operations.-The funds available will be held for main- tenance of the existing channels and for repair of the beach protec- tion on Long Beach, and being sufficient for any probable work that will be needed in the near future no estimate of additional funds required is submitted. Recommended mrodifications of project.--None. References to published articles not previously reported.-None. Commercial sta:tistics.-The usual drafts in the 18-foot channel for loaded boats carrying coal, comprising about 93 per cent of the commerce for the current year, and valued at $209,973.75,.are 16 to 17 feet. RIVERS AND HARBOB&--sBOSTON, . MASS., DISTRICT. 147 Comparative statement. Calendar Short tons. Value. Passengers. Calendar Short tons. Value. year. year. Passengers. 1913....... 38,612 1 $200,000.00 70,876 19 39 846 $259,229.25 1914........ 45,127 243, 780. 00 61, 805 400 s) 76,179 1915........ 36, 828 214,992. 56 1 50,493 1917........ 28,604 243, 973.75 None. 275 (2) J 1 Over. 2Not ascertainable. The passenger line of the Nantasket Beach Steamboat Co. between Boston and Plymouth was discontinued during the calendar year 1917. A considerable decrease in receipts of coal also occurred, attribut- able to war conditions as affecting fuel production and transportation. Financialsummary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $4,530.12: New work ------------------------------------------ $322, 492. 75 Maintenance -------------------------------------- 41, 375. 94 Net total expended--------------------------------- 363, 868. 69 Total appropriations to date of this report-------------------___ 391, 959. 80 Fiscal year ending June 30. 1914 1915 . 1916 1917 1918 Expended for new work 1............... . . . . . . . . . . . . . . . $4, 645.53 . . . . 379.30 . ..$43, . . . . $8, 975. 17 ................ Expended for maintenance 1 ... 8, 402.76 $6.13 $0.18 Total expended 1........... ... 9, 291.41 86,758.25 26.753.10 6.13 .18 Appropriated or allotted............... .......... . . ........................... July 1, 1917, balance unexpended -------------------------- 2$28, 091.29 June 30, 1918, amount expended during fiscal year, for maintenance 1 .18 July 1, 1918, balance unexpended --------------------------- 28, 091. 11 Amount (estimated) required to be appropriated for completion of existing project for beach protection_--------------- _ 20, 700. 00 15. PROVINCETOWN HARBOR, MASS. (All). Location ind desr_'ption.-This is an important harbor of refuge in the bight at the extremity of Cape Cod, about 40 miles southeast from the entrance to Boston Harbor. Owing to its conformation, definite dimensions can not be given, but it contains several square miles of anchorage area well protected against northeast winds. See U. S. Coast and Geodetic Survey chart No. 6. Original condition.-The width and depth of entrance and the depth of the anchorage area were ample for the largest vessels, but actual or threatened inroads by the sea across the low and narrow Not deducting receipts from sales, etc. 2 Includes $0.18 receipts from sales not included in 1917 report. Exclusive of available funds. 148 REPORT OF CHIEF OF ENGINEERS, U. 8. ARMY , 1918. 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. Previous project.-The original project was adopted by the act of May 20, 1826. The amount expended on the original project prior to the adoption of the existing project (expenditures on which began in 1910) was $215,800.44 for new work. For further details of pre- vious project, see page 1746 of Annual Report for 1915. Existing project.-This provides for a rubblestone protection dike 5 feet wide at the top and 15 feet above mean low water, across House Point Island Flats, from Stevens Point to Wood End, a distance of about 6,150 feet; and for a 300-foot extension of the Long Point beach protection and bringing it up to grade where necessary. The mean range of tide is 9.2 feet. The extreme range is 13.3 feet. As a rule, fluctuations due to wind or other causes do not materially affect navigation. The estimate of cost for new work, made in 1910, is $140,000, exclusive of amount expended under previous project. The latest (1917) approved estimate for annual cost of maintenance is $1,000. The existing project was adopted by the river and harbor act of June 25, 1910 (H. Doc. No. 821, 61st Cong., 2d sess.). The latest pub- lished map is in the project document. Operations and results during fiscal year.-None. Condition at end of fiscal year.-The existing project is com- pleted. A rubblestone beach protection at the east and outside of Long Point was built. This is now in good condition and serving the purpose for which built. Dikes, groins, and other sand-catching devices designed to resist the erosion and promote the accretion of the barrier of beach and sand dunes which protects the harbor were also built; but these timber structures resulted in but small and temp- orary betterment to the beach. A dike across the House Point Island flats was completed in 1914. It is in good condition and serves the purpose for which built. The net total of results accomplished is a rubblestone beach protection at Long Point and a dike across House Point Island flats. The temporary structures for catching and hold- ing the sand have been practically destroyed. The expenditures under the existing project were $131,653.28 for new work and $609 for maintenance, a total of $132,262.28. Local cooperation.-None. Terminal facilities.-Along a water frontage of about 7,000 feet there are 14 wharves, of which but three extend beyond the low-water line. These wharves are partly wooden bulkheads, but principally pile structures. None of them is publicly owned; and but one, that of the New York, New Haven & Hartford Railroad Co., is in any sense open to public use. This wharf has at its outer end a maximum depth of about 9 feet at mean low water. Effect of improvement.-The object of the improvement is the pres- ervation of this very excellent and important harbor of refuge. The effect of the improvement upon the commerce of the port is of minor consideration. The number of vessels passing around Cape Cod is estimated to be greater than 50,000 per annum, of which 4,000 are reported to seek shelter in the harbor. Proposed operations.-The funds available will be held for main- tenance of the protective works, and, being sufficient for any prob- RIVERS AND HARBORS--BOSTON, MASS., DISTRICT. 149 able repairs that may be needed in the near future, no estimate of additional funds required is submitted. Rebomended modifications of project.-None. References to published articles not previously reported.-None. Commercial statistics.-No detailed statement of the amount and character of commerce is available, but it is reported to average from 27,000 to 30,000 tons annually. The harbor is of importance mainly as an anchorage and a harbor of refuge, and as such has great value. Financial summary. Amount expended on all projects to June 30, 1918: New work---------------------------------------- $347, 453. 72 Maintenance ------------------------ 609. 00 Net total expended -------------------------------------- 348, 062. 72 Total appropriations to date of this report ----------------------- 362, 162. 97 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work......... ...... $27,235.52 $13,321.79 ............................... Expended for maintenance........................ 609.00 ..................................... Total expended...... ......... 27,235.52 13,930.79 ............................. Appropriated or allotted................... .. ......... ........................ July 1, 1917, balance unexpended__________________________ $14,100. 25 July 1, 1918, balance unexpended___----------------------------- 14,100.25 CONSOLIDATED FINANCIAL SUMMARY FOR GROUP A. Amount expended on all projects to June 30, 1918, after deduct- ing receipts from sales, etc., amounting to $4,655.69: New work__________ -------------- $2,319,856. 61 Maintenance --------------------------------------------- 204, 650. 95 Net total expended-----------------------------------_ 2, 524, 507. 56 Total appropriations to date of this report--------------------2, 892, 519. 43 Fiscal year ending June 30. 1914 1915 1916 . 1917 1918 Expended for new work 1.............. .143, 749.07 $59, 538.96 $9, 469.13 $25,524.45 $2, 431. 73 Expended for maintenance 1............... 258.00 2 11,678.48 19,100.12 51,642.68 772.83 Total expended...................... 144,007. 07 71,217.44 28,569.25 77,167.13 3, 204.66 Appropriated or allotted................ 7,500.00...........215,000.00 250.00 24,000..00 July 1, 1917, balance unexpended_________-------____ - _ '$347, 216. 43 Amount appropriated by river and harbor act approved August 8, 1917----------- ----------------------------------- 24, 000. 00 371, 216. 43 June 30, 1918, amount expended during fiscal year: For new work __- __----------------- _ $2, 431. 73 For maintenance--- ___--------------------- 772. 83 3 , 204. 56 July 1, 1918, balance unexpended -- -------------------- __ 368, 011. 87 1 Not deducting receipts from sales, etc. 2 Includes $1.98 receipts from sales omitted from 1917 report. * Includes $0.54 receipts from sales omitted from 1917 report. 150 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. July 1, 1918, outstanding liabilities- ----- __------. $12. 78 July 1, 1918, amount covered by uncompleted contracts__ 54, 282. 67 S$54,295.45 July 1, 1918, balance available, including $41,991.11 available only for maintenance___ ------------------------ 313, 716. 42 Amount (estimated) required to be appropriated for completion of existing project for beach protection Plymouth Harbor -______ 1 20, 700. 00 Amount that can be profitably expended in fiscal year ending June 30, 1920, for new work .__. _1183, _______________________ _ 000. 00 IMPROVEMENT OF RIVERS AND HARBORS IN THE NEWPORT, R. I., DISTRICT. This district includes the State of Rhode Island and part of the State of Massachusetts comprising the southern coast line of the latter State and extending as far north as Chatham Harbor, on the 'east coast line of Cape Cod. The several islands of both States lying off this coast and the tributary streams of the watersheds of Narra- gansett Bay, Buzzards Bay, and Nantucket Sound are also included. District engineer: Col. J. H. Willard, United States Army, retired. Division engineer: Col. Frederic V. Abbot, Corps of Engineers, from July 1 to October 6, 1917, and Brig. Gen. William T. Rossell, United States Army, retired, since October 11, 1917. IMPROVEMENTS. [The letters and figures in parentheses after the titles indicate the group and the numerical order in the group to which the respective improvements belong for purposes of appropriation.] Page. Page. 1. Pollock Rip Shoals, Nantucket 7. Providence River and Harbor, Sound, Mass.............. 150 R. I. (B2)............... ... 164 2. Harbor of Refuge at Nantucket, 8. Pawtucket (Seekonk) River, R. Mass.......... ...... 152 I. (B3).................. 168 3. New Bedford and Fairhaven 9. Harbor of Refuge at Point Harbors, Mass..................... 154 Judith, R. I. (B4)......... 170 4. Fall River Harbor, Mass........ 157 10. Harbor of Refuge at Block 5. Taunton River, Mass .......... 159 Island, R. I. (B5)........... 173 6. Newport Harbor, R. I. (B1)... 161 11. Great Salt Pond, Block Is- land, R. I. (B6)............. 175 FOR ADDITIONAL DETAILS OF WORK IN THIS DISTRICT DURING THE FISCAL YEAR, SEE PAGES 2049 TO 2067. 1. POLLOCK RIP SHOALS, NANTUCKET SOUND, MASS. Location and description.-Pollock Rip Channel is the northerly passage through the shoals off the eastern entrance to Nantucket Sound, connecting the deep water of the sound with that of the ocean. It is about 26 miles east from the harbor of Vineyard Haven on the island of Marthas Vineyard, Mass., and 60 miles south from Provincetown Harbor, at the northern extremity of Cape Cod. The shoals through which the Pollock Rip Channel passes are sometimes called the Monomoy Shoals. They extend about 14 miles north and 1Exclusive of available funds. RIVERS AND HARBORS--NEWPORT, R. I., DISTRICT. 151 south and about 8 miles east and west. The material of these shoals is a shifting sand and gravel, and the depth and location of the channel are subject to considerable variation, due to wind and cur- rents. See U. S. Coast and Geodetic Survey chart No. 1107. Original condition.-The channel was very crooked and in places narrow. It was subject to very strong tides and directly exposed to the full force of easterly storms of the ocean. Its length was about 12 miles, measured from the Handkerchief Light Vessel to the whistling buoy north of Pollock Rip Slue, and, with a depth of 21 feet at mean low water, varied in width from about 2,000 to 3,600 feet, with a width of several miles as the Handkerchief Light Vessel was approached. The limiting depth was 27 feet. Previous projects.-None. Existing project.-This provides for dredging through the shoals at the eastern entrance to Nantucket Sound with a Government dredge which is to assist the natural agencies in obtaining such depth and width as may be found procticable, but not exceeding a depth of 30 feet at mean low water and a width of 1 mile. The mean ranges of the tide are respectively about 3.7 and 8 feet at Monomoy Point, the nearest land, and 6.7 and 14.6 feet at Chatham Lights, about 9 miles to the north of this point. The ranges are largely affected by direction and force of storms. The original expenditure authorized for experimental work in this locality was $250,000. The estimated annual cost of operating the dredge is $150,000. The existing project was adopted by the river and harbor act of July 25, 1912 (H. Doc. No. 536, 62d Cong., 2d sess.), and extended by the act of July 27, 1916 (H. Doc. No. 3, 64th Cong., 1st sess.). The latest map is published in the Annual Report for 1915, page 2056. Operations and results during fiscal year.-No operations were in progress on the site of the work during the year. Dredging was discontinued June 30, 1917. The dredge was placed in dry dock at the Boston navy yard, thoroughly overhauled, and transferred to the Norfolk, Va., district about December 1, 1917. The expendi- tures were $43,491, for new work. Condition at end of fiscal year.- A passage has been dredged between Bearse and Pollock Rip Shoals, at the northeastern end of the proposed channel, 600 feet wide with a depth exceeding 25 feet at mean low water as determined in June, 1917, combined with the practical maintenance of the deep water previously se- (ured over the northern tongue of the Stone Horse Shoal. The bend in the channel at the Stone Horse Light Vessel is materially improved for vessels using the old channel. It is, however, thought that the width at the northeast end is not sufficient to warrant the general use of that part of the channel at present. The expendi- tures have been $398,166.82 for new work. Local cooperation.--None. Terminal f acilities.-None. Effect of improvement.-The effect of the improvement on freight ILates, if any, will not be known until the improvement is completed, but the widening of the channel near the Shovelful Light Vessel has made the sharp turn in the sailing course easier. Proposed operations.-It is proposed to discontinue this work during the war. No estimate for additional funds is submitted. 152 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Recommended modifications of project.-None Reference to published articles not previously reported.-None. Commercial statistics.--It is estimated that a commerce of over 20,000,000 short tons annually will be benefited greatly if it be prac- ticable to construct and maintain the proposed channel. It is im- practicable to estimate in detail the value of the commerce passing through this locality. During the calendar year 1917 the following vessels are reported as having passed Pollock Rip Slue Light Vessel: Steamers, 5,891; sailing, 1,619; barges, 6,601. The decrease in the number of vessels passing Pollock Rip Slue Light Vessel is probably due in part to the general effect of war conditions on coastwise traffic and the use by some vessels of the Cape Cod Canal. Comparative statement of vessels passing Pollock Rip Slue ibight Vessel. [No record available prior to 1914.] Calendar year. Steamers. Sailing Barges. Total. 1914... ...... .... ..........5,160 4,380 ............................................... 7,698 17,238 1915... ..................... . ...... .. .... ....... .... ...... 6,023 3,325 7,805 17,153 1916 ........................... ........................ 7,286 1,928 7, 994 17, 208 1917................................................... 5,891 1,619 6,601 14,111 Financialsummary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $1,282.78: New work ----------------- ----------- $398, 166. 82 Maintenance ------------------------------------ Total appropriations to date of this report--------------------400, 000. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work 1 ............. $101,667.29 $37, 010.76 $29, 926.84 $105, 600.34 $43, 491.00 Expended for maintenance ........................ ........................ ....... Appropriated or allotted......... ..... ........... ........................ 150, 000.00 ............. 1 Not deducting receipts from sales, etc. July 1, 1917, balance unexpended- --- $45, 324. 18 ___---------__ June 30, 1918, amount expended during fiscal year for new work___ 43, 491. 00 July 1, 1918, balance unexpended_- ------ ___------1, 833. 18 July 1, 1918, outstanding liabilities_----- ---------------- __- 1, 833. 18 2. HARBOR OF REFUGE AT NANTUCKET, MASS. Location and description.-The harbor of Nantucket is an indenta- tion in the coast line on the northerly side of the island of Nantucket. It is 32 miles east-southeast from the harbor of Vineyard Haven on the island of Marthas Vineyard, Mass., and 80 miles south from the harbor of Provincetown at the northern extremity of Cape Cod. The harbor'extends about 6 miles in a northeast and southwest direc- tion with a width of from one-half to 1 miles. It is practically RIVERS AND HARBORS--NEWPORT B. I., DISTRICT. 153 landlocked. There are about 48 acres 12 feet or more in depth and 750 acres 9 feet or more in depth. See U. S. Coast and Geodetic Survey chart No. 1107. Original condition.-The channel entrance to the harbor was ob- structed by a bar 1.5 miles in width over which was a limiting depth of 6 feet at mean low water. The channel was crooked and subject to changes in location and depth. Previous projects.-The original project was adopted by the act of March 2, 1829. The total expenditure under this project was $45,834.75. For further details of previous project see page 1747, Annual Report for 1915. Existing project.-This provides for securing a depth of 15 feet at mean low water without prescribed width over the bar at the en- trance by converging jetties and by dredging. The mean range of the tide is 3.1 feet, increased to 3.7 at time of spring tides; irregular fluctuations are occasioned by storms, at times amounting to 2 feet. The estimate of cost for new work, revised in 1907, is $475,000, ex- clusive of amounts expended under previous project.. The latest (1918) approved estimate for annual cost of maintenance is $5,000. The project was authorized by the following river and harbor acts: The act of June 14, 1880, authorized the construction of a single jetty (H. Doc. No. 18, 46th Cong., 2d sess., and Annual Re- port for 1880, p. 423); the act of August 5, 1886, provided for a second (eastern) jetty (Annual Report for 1885, p. 579); the acts of March 3, 1905, and March 2, 1907, provided for dredging in the channel between the jetties, the estimate for which had not been in- cluded in the 1885 estimate. For latest published map see Annual Report for 1916, page 1912. Operations and results during fiscal year.-No operations were in progress during the year. The total expenditures were $9.10 for maintenance and contingencies. Condition at end of fiscal year.-The existing project is about 95 per cent completed, resulting in a channel 300 feet wide and 14 feet deep at mean low water as determined in 1914 from the deep water in Nantucket Sound to the deep water in Nantucket Harbor, a dis- tance of 1.4 miles, with an additional width of 150 feet, over the greater part of which there is a 12-foot depth, except that near the end of the jetties and beyond them there is a tendency to shoal. To complete the project, the west jetty is to be extended, about 900 feet. The total expenditure under the existing project was $426,595.70 for new work and $101,927.25 for maintenance, a total of $528,522.95. Local cooperation.-None. Terminal facilities.-These consist of four piers privately owned but used by the public on payment of wharfage, affording a total of about 3,000 feet of docking space. Facilities are adequate for existing commerce. Effect of improvement.-So far as known the project has had no effect on freight rates, but the widening and deepening of the chan- nel gives the use of the harbor to vessels of larger size. Proposed operations.--The west jetty should be extended to a point opposite the outer end of the east jetty, but it is not proposed to undertake this work during the war. It is expected that the avail- 154 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. able funds will suffice for the necessary work of maintenance until June 30, 1920, and no estimate for additional funds is submitted. Recommended modifications of project.--None. Reference to published articles not previously reported.--None. Commercial statistics.-The commerce consists of fish, coal, lum- ber and other building materials, and general merchandise, all of which uses the improved section in vessels from 3 to 14 feet draft. About 46 per cent of the freight tonnage, having a value of about 85 per cent of the total of all freight, is carried in vessels of from 7 to 10 feet draft. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913................... 28,860 $1,475.908.00 1916 .................... 44,458 $2, 096,651. 00 1914 .................. 36,653 1,488,381.00 1917.................... 41,018 4,224,631.40 1915 ........... ........ 45,836 1,968,137.00 Financialsummary. Amount expended on all projects to June 30, 1918: New work -- --------------------------------------- $472, 430. 45 Maintenance________________________--------------- 101, 927. 25 Net total expended ------...... ---.-..........--. _ 574, 357. 70 Total appropriations to date of this report--------------------- 586, 473. 50 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work .................. $11,308.61 $29,005.94 61 ......... ........... Expended for maintenane .......... ; 1,250.00 9,668.65 165. 79 $5, 310. 86 .. .10 Total expended..................... 12,558.61 38,674.59 165.79 5,310.86 9.10 Appropriated or allotted........................ ................... .......... July 1, 1917, balance unexpended________- __-___ _ $12, 124. 90 June 30,1918, amount expended during fiscal year for maintenance__ 9. 10 July 1, 1918, balance unexpended------ 12, 115. 80 3. NEW, BEDFORD AND FAIRHAVEN HARBORS, MASS. Location and description.-New Bedford Harbor is an estuary of Buzzards Bay at the mouth of the Acushilet River, the east portion of the harbor being called Fairhaven Harbor. The anchorage is protected from the south by Palmer Island and from other directions by the mainland. The entire length of the harbor in a northerly and southerly direction is about 5 miles, the upper 2 miles being about three-fourths of a mile in width and the lower 3 miles being 1p miles in width. It is 21 miles by water southeasterly to the harbor of Vineyard Haven on the island of Marthas Vineyard, Mass., and about 42 miles to Point Judith Harbor, R. I., to the westward. See U. S. Coast and Geodetic Survey charts Nos. 1107 and 1108. Original condition.-The greater portion of the harbor was very shoal, and the channel through it had a minimum depth of only 12 RIVERS AND HARBORS---NEWPORT, R. I., DISTRICT. 155 feet at mean low water. The head of navigation was at Belleville, about 5 miles north of the entrance at Butler Flats. Previous projects.-The original project was adopted by the act of 1839, and modified and extended by the river and harbor acts of March 3, 1875, and August 11, 1888. The amount expended under this project was $170,700, for new work. For further details of pre- vious project see page 1748, Annual Report of 1915. Existing project.-This 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, 2.9 miles, a turning basin covering about 14 acres with a width of 700 feet above the bridge, and an anchorage below the bridge of about 114 acres between New Bedford and Fairhaven, all to be 25 feet deep at mean low water, the turning basin extending southward and the anchorage area northward, along the New Bedford front to the bridge; and a channel 100 feet wide and 18 feet deep at mean low water from the turning basin north of Fish Island to Belleville, a distance of about 2.15 miles, with a turn- ing basin at the upper end 300 feet wide. The mean range of the tide is 4 feet, increased to 4.8 feet at times of spring tides; irregular fluctuations are occasioned by storms, at times amounting to 2 feet. The estimate of cost for new work, revised in 1915, is $640,610, exclu- sive of amounts expended under previous projects. The latest (1912) approved estimate for annual cost of maintenance is $3,000. The existing project was authorized by the following river and harbor acts: The act of March 2, 1907, provided for the entrance channel, anchorage area, channel through the bridge and turning basin above it (H. Doc. No. 271, 59th Cong., 2d sess.); the act of March 3, 1909, provided for extending the 25-foot channel along the New Bedford wharf front near the bridge; the act of July 25, 1912, provided for extending a channel 18 feet deep up the Acushnet River to Belleville (H. Doc. No. 442, 62d Cong., 2d sess.). The latest pub- lished map is in the last-mentioned document. Operations and results during fiscal year.-No work was in pro- gress during the year. The expenditures were $1,016.97 for office expenses charged to maintenance. Conditionat end of fiscal year.-The existing project is 91 per cent completed, it being completed except at a few points on the southwest- erly edge of the anchorage area, which do not materially affect the use of the harbor and excepting the 18-foot channel extending from the turning basin above Fish Island up the Acushnet River to Belleville. That part of the project providing for 25 feet depth at mean low water has been .practically completed. The controlling depths at end of fiscal year were 24 feet to New Bedford and 7 feet to Belleville. The head of navigation is about 5 miles north of the entrance at Butler Flats. The amount expended under the existing project was $580,823.67 for new work and $2,786.33 for maintenance, a total of $583,610. Local cooperation.--The modification of the existing project au- thorized by the river and harbor act of July 25, 1912, imposed the condition that local interests construct a new bridge at Coggeshall Street with a draw opening of at least 100 feet and build a substan- tial wharf upon the city property at Belleville, the name given to 156 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. the northern part of the city. These conditions have not been met, and there is no present prospect of their being complied with. Terminal facilities.-These consist of piers and wharves with a total of about 16,280 feet of docking,space of which 2,050 feet are publicly owned, 2,850 feet privately owned but used by the public upon payment of wharfage and 11,380 feet privately owned and so used. The wharves on the New Bedford side of the harbor have or can easily secure railroad connection. One on the Fairhaven side is so connected. The facilities are considered adequate for the existing commerce. Effect of improvement.-The effect of the deep water on commerce is the use of deeper-draft vessels and larger cargoes. So far as known the improvement has had no effect dn freight rates. A new large coal-producing corporation has secured wharf property on the, city front and is making extensive improvements in coal-handling appliances, with a view to shipping direct from southern ports to New Bedford. Proposed operations.-Owing to war conditions it is proposed to defer the work of maintenance dredging with the funds appropri- ated by the river and harbor act of July 18, 1918. The project is completed except at a few points on the southwesterly edge of the anchorage' area which do not materially affect the use of the harbor, and excepting the 18-foot channel extending up the Acushnet River to Belleville. No estimate is submitted for further work on the channel to Belleville for the reason stated above for deferring the maintenance work and for the further reason that the cooperation required on the Belleville Channel has not been fulfilled nor is there any prospect of its early fulfillment. Recommended modifications of project.-None. References to published articles not previously reported.-None. Commercial statistics.-The commerce of the port consists chiefly of coal, cotton, lumber, and other building material; oil, including whale oil; and general merchandise. It is estimated that about 84 per cent of the tonnage of the harbor uses the improved portion, the remaining 16 per cent consisting chiefly of barges and schooners in the lower harbor waiting for tows or favorable winds for other points of destination. About 69 per cent of the tonnage is coal car- ried in steamers and barges with a loaded draft of 11 to 22.5 feet, of which 58 per cent is under and 42 per cent over 18 feet draft. The State of Massachusetts has completed during the year a large pier and storage shed at New Bedford for handling freights direct from points of shipment. Since its completion, several cargoes of sisal have been handled and it is proposed to receive here cotton direct from southern ports. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913............ ..... 1, 491,046.5 $46,360 64543 1916 ............... 1,526,924.0 $126,859,944.97 1914............... 1,460, 784.5 43,354, 028.60 1917 .................. 1, 264,881.0 148,615,227 19 1915............. 1,626,226.0 52,408,202.00 RIVERS AND HARBORS--NEWPORT, R. I., DISTRIOT. 157 ammu Financial ry. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $271.99: New work----------------------- ---------- $751, 523. 6 Maintenance ..--------------------------------------------- 2, 786. 33 Net total expended__-___ ____ ------------------- -__ 754, 310. 00 Total appropriations to date of this report-------------------- 769, 310. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work 1................. $11,128.46 .......... $6, 282.96 $50, 660.69 ............ Expended for maintenance ............ ................... $2,000.07 .. ..... ..... $.. 1,016.97 Appropriated or allotted .............................. 56,610.00 ......... . .............. July 1, 1917, balance unexpended-__________ -- ____-______-$786. 26 Receipts from sales, etc., during fiscal year 1918_ .___.. _____- 230. 71 1, 016. 97 June 30, 1918, amount expended during fiscal year for maintenance _ 1, 016. 97 Amount appropriated by river and harbor act approved July 18, 1918_ 15, 000. 00 Amount available for fiscal year ending June 30, 1919______________ 15, 000. 00 4. FALL RIVER HARBOR, MASS. Location and description.-Fall River Harbor is situated at the mouth of Taunton River, on the east side and at the head of Mount Hope Bay, which empties into the ocean through Narragansett Bay and Sakonnet River. It is the port of entry of the city of Fall River, the largest cotton-manufacturing city in the United States. There is but slight protection to the harbor from the southwest; from other directions it is practically landlocked. It extends about 11 miles in a northeast and southwest direction and is from one-fourth to five- eighths of a mile in width. It is about 18 miles northerly from New- port Harbor. See United States Coast and Geodetic Survey Chart No. 113. Original condition.-The approach channel through Mount Hope Bay had a ruling usable depth of about 21 feet at low tide, except for a distance of about 1 mile in the middle part of the bay, where the depth diminished to 15 feet. Along the water front in the reentrant in the wharf line above the Old Colony Steamboat Co.'s wharf the depth was only 6 feet, and a considerable area of the harbor, espe- cially at the north end, had a much less depth. Previous project.-The previous project was adopted by the river and harbor act of June 23, 1874. The total amount expended under this project was $30,000. For further details of this project see page 1749, Annual Report for 1915. Existing project.-This provides for securing a channel through Mount Hope Bay 300 feet wide and 25 feet deep at mean low water from the deep water of Narragansett Bay to Fall River Harbor and for the removal of a shoal occupying a central position in the harbor to the same depth and extending the area of that depth along the 1Not deducting receipts from sales, etc. 758 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. eastern side of the harbor. The mean tidal variation is 4.9 feet, in- creased to 5.9 feet at times of spring tides; the tidal planes are sub- ject to irregular fluctuations due to storms, amounting at times to 2 feet. The estimate of cost for new work, revised in 1910, is $318,412, exclusive of amounts expended under previous projects. The latest (1910) approved estimate for annual cost of maintenance is $6,000. The existing project was authorized by the following river and harbor acts: The act of March 3, 1899, provided for a channel in front of the city wharves (H. Doc. No. 56, 55th Cong., 1st sess., smaller project); the act of June 13, 1902, provided for extending the channel of the same dimensions across Mount Hope Bay (same document but the larger project); the act of June 25, 1910, provided for the removal of a central shoal in the harbor and extending the 25-foot depth to the eastern harbor line (H. Doc. No. 778, 61st Cong., 2d sess.). The last published map is in the last-mentioned document. Operations and results during fiscal year.-None. Condition at end of fiscal year.-The existing project is com- pleted. The maximum depth over the shoalest part of the locality under improvement is about 25 feet at mean low water. The ex- penditure under the existing project was $300,204.16 for new work and $50,707.33 for maintenance, a total of $350,911.49. Local cooperation.-None. Terminal facilities.-These consist of 18 piers having 9,650 feet of docking space and wharves, affording 3,250 feet additional dock- ing space. Three of the piers have direct railroad connection. One pier, belonging to the city of Fall River, is open to general public use. The facilities are considered adequate for the commerce of the port, Effect of improvement.-The increased depth in the approach channel and in the harbor permits the entrance of larger vessels and facilitates the handling of the large steamers of the Fall River Line to New York, but, so far as known, the improvement has had no effect on freight rates. Proposed operations.-No further work is proposed and no fur- ther reports on this work will be submitted. Recommended modifcatios of project.-None. References to published articles not previously reported.-None. Commercial statistics.-The commerce of the harbor consists chiefly of coal, cotton, lumber, and other building materials, oil, shellfish, and general merchandise. About 62 per cent of the total freight tonnage of the harbor was coal, carried in steam colliers and coal barges with a draft of from 7 to 24 feet. About 20 per cent of these vessels exceeded 18 feet draft. Cotton and general merchandise amounting to about 34 per cent of the total tonnage were carried chiefly in regular transportation lines in vessels of from 13 to 15 feet draft. About 8 per cent of the tonnage passes through the harbor to and from Taunton River. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913..... .......... 1,286,077 $50,714,675.77 1916 ................. 1,653,474 $1192,187,354.00 1914.............. ..... 1,426,853 49,880,290.87 1917....... ......... 1,469,750 228,249,185.00 1915................... 1,393, 654 57, 838, 257. 00 RIVERS AND HARBORS---NEWPORT, . I., DISTRICT. 159 Financial summary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $18.35: New work-------------------------- --------------- $330,204. 16 Maintenance -------------------------------------- 50, 707. 33 Net total expended_----___-_-------------- _......-380,911. 49 Total appropriation to date of this report-------------------- 380, 911. 49 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work 1........ $32,417.39.. Expended for maintenance 1.. ........ . $15, 746. 15 $13,478.66 ............ 1,653.16 ....... Appropriated or allotted...... ..... ............ ... 12,000.00 .. ...................... 1 Not deducting receipts from sales, etc. 4. TAUNTON RIVER, MASS. Location and description.-Taunton River rises in Norfolk Coun- ty, Mass., flows in a general south by west direction about 44 miles and empties into Mount Hope Bay, the name given to that part of Narragansett Bay which branches to the northeast, and at the head of which is the city of Fall River. The river has a drainage area of about 500 square miles with a mean fresh-water discharge of about 800 second feet. It is tidal for 21 miles above its mouth to East Taunton Dam. Dighton, the lower end of the improvement, is about 8 miles above the mouth of the river. Original condition.-That portion of the river under improvement had in places a width of about 100 feet and a minimum depth of 1 foot. The channel was crooked and obstructed in many places by bowlders. A vessel of 30 tons was as large as could go up to Taunton. The head of navigation was at Taunton, about 15 miles above the mouth of the river. Previous projects.-The original project was adopted by the river and harbor act of July 11, 1870. The total amount expended under this project was $63,000, for new work. For further details of pre- vious project see page 1748, Annual Report of 1915. Existing project.-This provides for a channel 12 feet deep at mean high water and 100 feet wide from the mouth of the river to Berkley Bridge, about 1 mile above Dighton (below Dighton the natural depth meets this requirement); thence the same depth and 80 feet wide, with enlargements at the bends to 100 feet, to Briggs Shoal; thence same width and 11 feet deep to the shipyard; thence same depth and 60 feet wide to Weir Bridge. The mean tidal varia- tion at the mouth of the river is 4.9 feet, increased to 5.9,feet at times of spring tides; the tidal planes are subject to irregular fluc- tuations due to storms, amounting at times to 2 feet. The mean variation at Dighton is 5.5 feet and at Weir Bridge, the upper end of the improvement, is 3.4 feet. The estimate of cost for new work, revised in 1894, is $125,000, exclusive of amount expended on pre- vious project. The latest (1918) approved estimate for annual cost of maintenance is $1,500. 160 REPORT OF ,CHIEF OF ENGINEERS, U. S. ARMY 1918. The existing project was authorized by the river and harbor act of June 14, 1880 (S. Ex. Doec. No. 61, 46th Cong., 2d sess.). The latest published map is in House Document No. 110, Sixty-fifth Congress, first session. Operations and results during the fiscal year.-No works of im- provement have been in progress during the year pending the result of an examination and survey with a view to further improvement. The wreck of a small schooner moved by ice from the shore to the channel just north of Berkley Bridge was removed in April, 1918, and the channel cleared. The total expenditure for the fiscal year was $218, all of which was for maintenance. Condition at end of fiscal year.-The existing project was practi- cally completed during the fiscal year 1900. The 11 and 12 foot chan- nels had been dredged their projected lengths, and those shoals of subsequent formation offering the greatest obstruction to navigation had been redredged several times. The channel has suffered some deterioration in depth and' width. It is claimed by those using the channel constantly that it can not be used safely by vessels drawing more than 9 feet intending to make the round trip on one tide. The head of navigation is at Taunton. The expenditure under the exist- ing project was $108,497.93 for new work and $29,942.40 for main- tenance, a total of $138,440.33. Local cooperation.-None. Terminal facilities.-These consist of wharves, privately owned but used to some extent by the public upon payment of wharfage, at Dighton, with docking space of about 480 feet; Church's wharf and Briggs's wharf, each 40 feet; North Dighton wharf, 180 feet; and Weir Village, 5,460 feet; a total of 6,200 feet. There is no railroad connection with any of these wharves. A trolley line runs near to and parallel with the wharf line in Weir Village. The facilities are considered adequate for the existing commerce. Effect of improvement.-The deepening and widening of the' chan- nel enables vessels of light draft to carry full cargoes to Taunton without, as previously, lightering at Fall River. So far as known the improvement has had no effect on freight rates. Proposed operations.-Owing to war conditions no work is pro- posed other than such emergency maintenance work as may arise. No estimate is submitted for additional funds, as those available are believed to be sufficient. Recommended modifications of project.-It is recommended that the channel be excavated up to the city of Taunton 100 feet wide and 12 feet deep at mean low water at an estimated cost of $534,500, of which local or other interests shall contribute $267,250 for first con- struction and $10,000 annually for maintenance, in accordance with the report published in House Document No. 110, Sixty-fifth Con- gress, first session. References to published articles not previously reported.-None. Comonercial statistics.-The commerce of the river consists chiefly of coal, bricks, molding sand, and general merchandise. Coal forms about 90 per cent of the freight tonnage and is carried in barges of from 7 to 9 feet draft, towed by tugs of 8 feet draft. Other freight is carried in motor freight boats and schooners of from 4 to 8 feet BIVERS AND tARBOBRS---NEWPORT, R. I., DISTRICT. 161 draft. The decrease in the 1917 tonnage is believed to be due to the closing of the river by ice and an increase in towing rates in the latter part of the year. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913.................. 107,156 $490,869.82 1916.................... 139,349 $632,839.00 1914 ................... 105,413 463,744.52 1917................. 128,251 844,923.00 1915.... . ..... ..... 107,968 454,011.00 Financia summary. U Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $2.25: New work--------------- -------------------------- $171,497. 98 Maintenance ----------------------------- 29, 942.40 Net total expended------- -------------------------- 201, 440. 33 Total appropriations to date of this report- ---- __------ 210, 189. 18 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work................... . ...... ....... .......... ............ ............ Expended for maintenance 1................ $170.99 $525.25 $7.16 $277.50 $218.00 A pp ro pria ted or al lot t e d .. .....N. ..... t ... d d . . . .. . t. i. . .gs. .. . . . .... . .. ... . .. ... .... . ........ . .. 1 Not dediucting receipts from sales, etc. July 1, 1917, balance unexpended ------------------------------- 8, 966. 85 June 30, 1918, amount expended during fiscal year for maintenance 218. 00 July 1, 1918, balance unexpended------------------------------- 8, 748. 85 July 1, 1918, outstanding liabilities 00 1----------------------- July 1, 1918, balance available, only for maintenance------------ 8, 633. 85 PROVIDENCE RIVER AND HARBOR, PAWTUCKET RIVER, NEWPORT HARBOR, HARBORS OF REFUGE AT POINT JUDITH AND BLOCK ISLAND, AND GREAT SALT POND, BLOCK ISLAND, R. I. (GROUP B). 6. NEWPORT HARBOR, R. I. (B1). Location and description.-Newport Harbor proper is at the main entrance to Narragansett Bay, with an inner harbor between Goat Island and the city of Newport. It is about 12 miles northeast of the harbor of Point Judith and 48 miles westerly from the harbor of Vineyard Haven, Mass. The inner harbor between Goat Island (on which is the United States Naval Torpedo Station) and the city is about 1.1 miles long with varying widths of from 1,500 to 2,000 feet, narrowing at the northern entrance to 750 feet; it is prac- tically landlocked and is formed by a deep indentation in the east- ern shore line of Narragansett Bay. It is protected from the west by Goat Island and from other directions by the shores of the island of Rhode Island. The outer harbor from " The Dumplings " to Gould Island, a distance of about 31 miles, has a width of from l1 to 11 miles, and over a greater portion, a'natural depth of from 6 81116-ENG 1918-1 162 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. to 28 fathoms. See U. S. Coast and Geodetic Survey charts Nos. 1107 and 1108. Original condition.--The capacity was limited by shoals, and the general business wharves could not be reached by vessels drawing more than 8 feet. Previous project.--The previous project was adopted by the act of March 3, 1873, and modified and extended by the river and harbor acts of March 3, 1881, July 5, 1884, July 13, 1892, and August 17, 1894. The total amount expended under this project was $234,695.71 for new work and $10,000 for maintenance, a total of $244,695.71. For further details of previous project see page 1751, Annual Re- port of 1915. Existing project.-This provides for a channel 750 feet wide and 18 feet deep at mean low water along the east side and around the southerly end of Goat Island and northward through the harbor; for an anchorage of the same depth to extend from this channel eastward to the harbor line, limited on the north by the city wharf and the east and west prolongations of the line of its south face and on the south by a line running in a general southwesterly direc- tion from Perry Mill wharf; for the removal to 18 feet depth of Nourmahal Rock, in Brentons Cove, off the Fort Adams shore; and the extension of the 13-foot anchorage area southward from the 18- foot contour to the harbor line over that portion of the harbor lying to the eastward of the city stone pier. The mean tidal variation is 3.5 feet, increased to 4.3 feet at times of spring tides; the tidal planes are subject to irregular fluctuations d4Ie to storms, amounting at times to 2 feet. The estimate of cost for new work, revised in 1910, is $483,900; exclusive of amounts expended under previous projects. The latest (1910) approved estimate for annual cost of maintenance is $5,000. The existing project was authorized by the following river and harbor acts: The act of March 2, 1907, provided for a channel 750 feet wide and 18 feet deep at mean low water around the southern end and along the eastern side of Goat Island (H. Doc. No. 121, 58th Cong., 2d sess); the act of May 27, 1908, provided for extending the 13-foot anchorage to the southerly harbor line and the removal of Nourmahal Rock to 18 feet depth (H. Doec. No. 438, 59th Cong., 2d sess.); the act of June 25, 1910, provided for dredging the an- chorage area north of the line running southwesterly from Perry Mill Wharf and an area south of Goat Island to 18 feet depth at mean low water (H. Doec. No. 610, 61st Cong., 2d sess.). The latest published map is in the Annual Report for 1915, page 2070. Operations and results during the fiscal year.-No operations of improvement were in progress during the year. The expenditures were for a survey for the extension of the harbor line and for other contingencies. The total expenditure for the year was $3,237.21 for maintenance. Condition at end of fiscal year.-The existing project was com- pleted during the fiscal year 1916. There has, however, been some slight deterioration of depth at a few points since the original dredg- ing. The controlling depths in the two anchorage areas are about 17 and 12 feet respectively at mean low water, which may be reduced 2 RIVERS AND IARBORS-NEWPORT, R. I., DISTRICT. 163 feet at times of extreme low tides. The expenditure under the exist- ing project was $445,329.81 for new work and $9,380.31 for mainte- nance, a total of $454,710.12. Local cooperation.-None. Terminal facilities.-These consist of 19 piers and wharves with a total docking space of 13,270 feet, of which one wharf with a frontage of 560 feet is owned by the city of Newport, about 1,900 feet of front- age is privately owned but open to public use on payment of wharf- age, 'and about 9,110 feet of frontage is privately owned and used. In addition to the, above is the Government landing, comprising 2 piers, 3 floats, ferry slips, and wharves with a total docking space of about 1,050 feet. On two privately owned piers there is direct railroad connections. No further rail connections are practicable without large railroad ex- tensions through high-priced business sections. These facilities are considered adequate for normal existing conm- merce. Effect of improvement.-The deeper and wider channel at the en- trance and through the harbor and the enlargement of the anchorage area have increased the number and size of the vessels using the inner harbor and greatly facilitates the passage of the large steamers of the New England Steamship Co. through the harbor. So far as known the improvement has had no effect on freight rates. Proposed operations.-Owing to war conditions no work is pro- posed other than such emergency maintenance work as may arise. No estimate is submitted for additional funds, as those available are believed to be sufficient. Recommended modifications of project.-None. References to published articles not "previously reported.-None. Commercial statistics.-The commerce of the port consists chiefly of coal, oil, lumber and other building materials, fish, shellfish, and general merchandise, all of which uses the improved portion of the harbor. The limit of depth in the harbor is about 12 feet and 17 feet, respectively, at mean low water, which may be reduced 2 feet at times of extreme low tide. The tonnage given is exclusive of that handled by the Navy Department. There has been a large de- crease in the amount of bituminous coal and oil, the latter probably due to the growing custom of auto-truck delivery from both Provi- dence and Fall River. The total arrivals and departures of vessels during the calendar year 1917 was 32,331, of which 16,136 were regu- lar ,line and excursion steamers, tugs, Government vessels, yachts, and fishing steamers, and 16,195 were small power and sailing fish- ing and pleasure boats. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913........... .. .. 220, 435 $6,606,097.89 1916.................... 332, 610 $6,914,907.00 1914..................... 245,928 7,845,781.15 1917.................... 204, 701 7,139,139.40 1915 ..................... 223,174 5,761,963.51 164 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Financial summary. Amount expended on all projects to June 30, 1918, after deduct- ing receipts from sales, etc., amounting to $414.85: New work--..------------------------------ --------- $680, 025.52 Maintenance ------------------------------------------ 19, 380. 31 Net total expended---------------------------------- 699, 405. 83 Total appropriations to date of this report-------------------728,,741. 67 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work ............. $8,681.05 $48, 069.57 $22, 840.12.. Expended for maintenance .............. . .. .. .......... 3,227.16 $3,132.01 $3, 237.21 Total expended..................... 8,681.05 48,069.57 26,067.28 3,132.01 3,237.21 Appropriated or allotted ......... ..................... .................. ........... July 1, 1917, balance unexpended--------------------------- $32,356.98 Receipts from sales, etc., during fiscal year 1918----------------- 216.07 32, 573. 05 June 30, 1918, amount expended during fiscal year for maintenance 3, 237. 21 July 1, 1918, balance unexpended ---------------------------- 29, 335. 84 July 1, 1918, outstanding liabilities------------------------------- 44. 00 July 1, 1918, balance available----------------------------- 29, 291.84 7. PROVIDENCE RIVER AND HARBOR, R. I. (B2). Location and description.-ProvidenceRiver is formed at the city of Providence by the junction of the Seekonk (Pawtucket) River and two small streams which rise in northern Rhode Island. It flows southerly from Providence about 8 miles and empties into Narragan- sett Bay and has a total drainage area of about 870 square miles and a mean fresh-water discharge of about 1,400 second-feet. Providence Harbor is in that part of the river north of Fields Point, and the length of the harbor section included in the project is about 1.6 miles in front of the city wharves. It is about 37 miles north of the Point Judith harbor of refuge at the entrance to Narragansett Bay. The river is tidal. Flats cover large areas on either side of the channel. The width between shores is from about 1,400 feet at Fields Point, the southern entrance to the harbor, to nearly 3 miles just above the mouth. See United States Coast and Geodetic Survey Chart No. 113. Original condition.-Providence River was obstructed by many shoals, and at one point in the channel near the head of navigation the minimum depth was but 4.5 feet at mean low water. Providence Harbor was a shallow tidal basin, with a channel of about 12 feet depth and of varying widths. The heads of navigation were at Providence, and at Pawtucket, through its main branch, the Paw- tucket-River. The navigable portion is about 8 miles in Providence River and 5 miles additional in Pawtucket River. Previous projects.-The original project \was adopted by the act of August 30, 1852, and modified and ext/nded by the river and harbor acts of March 3, 1873, June 18, 1878/August 2, 1882, August 5, 1886, June 3, 1896, June 13, 1902, March 2, 1907, and June 25, 1910. £ Not deducting receipts from sales, etc. RIVERS AND IARBORS---NEWPORT, R. I., DISTRICT. 165 The total amount expended under previous projects was $2,422,730.35 for new work and $58,538.96 for maintenance, a total of $2,481,269.31. For further details of previous projects see page 1750, Annual Re- port of 1915. Existing project.-This provides for dredging to a depth of 30 feet at mean low water all of the harbor, about 1.6 miles in length by from 1,300 to 1,800 feet in width, from Fox Point to Fields Point, limited on the east and west sides by the harbor lines, excepting the area formerly known as Green Jacket Shoal, and for dredging to the same depth an approach channel 600 feet wide southward from Fields Point to the deep water of Narragansett Bay at a point nearly op- posite North Point on Popasquash Neck. The total length of both the river and harbor included within this project is 10.4 miles. The mean tidal range is about 4.7 feet, increased to 5.7 feet at time of spring tides; the tidal planes are subject to irregular fluctuations, due to storms, amounting to 2 feet. The estimate of cost for new work, revised in 1915, is $1,112,600, exclusive of amounts expended under previous projects. The latest (1918) approved estimate for annual cost of maintenance is $25,000. The existing project was authorized by the river and harbor act of March 4, 1913 (H. Doc. No. 1369, 62d Cong., 3d sess.). The latest published map is in the Annual Report for 1915, page 2068. Operations and results during fiscal year.-Work under the ex- isting contract for dredging the 30-foot channel to Providence, in progress at the beginning of the fiscal year, was continued through December, when the unusual severity of the weather stopped all dredging. Dredging was resumed in March, 1918, and a small amount was done during that month to connect with private dredg- ing operations carried on by the largest coal-handling plant in the harbor. The dredging was done by plant of inferior capacity, as the larger plant which had been intended for use under the contract has been commandeered for war work of greater urgency. The area in- creased to 30 feet depth is slight and not continuous as the effort had been to add as far as possible to the facilities of the fuel-handling plants, and to secure the full depth along the city wall where certain Items of war manufacturing are being actively prosecuted. The ex- penditures were $29,012.98 for new work. Condition at end of fiscal year.-The existing project is about 70 per cent completed. There is an approach channel 600 feet in width from its southern extremity, opposite the North Point on Popasquash Neck 'to Fields Point, a -distance of about 9 miles, which has been dredged to 30 feet depth at mean low water, the limiting lines of the 30-foot deep channel in the upper part being the same as those of the 25-foot deep channel previously dredged between Gaspee Point and Fields Point. Above Fields Point the entire harbor up to Fox Point has been dredged to a depth of 25 feet and about 32 per cent of this area has been deepened to 30 feet. That portion of the harbor formerly occupied by the Green Jacket Shoal and not in- cluded in the existing project has a depth of from 21 to 26 feet of water. The total expenditure under the existing project was $767,457.92 for new work and $49,463.50 for maintenance, a total of $816,921.42. Local cooperation.-The river and harbor act of June 25, 1910, provided that: "No part of this amount ($459,000, estimated cost of the work then provided for) shall be expended until satisfactory 166 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. assurances that the city of Providence or other -local agency will expend on the improvement of the harbor front in accordance with said document [H. Doc. No. 606, 61st Cong., 2d sess.] above re- ferred to, a sum equal to the amount herein appropriated and au- thorized." The proper assurances were promptly given, and ap- proved by the Secretary of War September 6, 1910. The river and harbor act of March 4, 1913, provided as follows: 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 improveinents. This was modified by the river and harbor act of March 4, 1915 (Rivers and Harbors Committee Doc. No. 9, 63d Cong., 2d sess.), by the addition of the words- or shall have given to the Secretary of War assurance satisfactory to him that the expenditure of the $2,000,000 aforesaid will be completed within a time satisfactory to him and not later' than three years from the passage of this amendment. This assurance was given the Secretary of War and was approved by him June 11, 1915. The entire amount was expended by the State of Rhode Island and city of Providence prior to March 4, 1918. Terminal facilities.-These consist of piers and wharves with a total dockilg space of 29,250 feet, of which 4,800 feet is publicly owned, about 3,150 feet is open for general public use upon pay- ment of wharfage, and 21,300 feet is privately owned and used. All of these wharves and piers are or can easily be connected with rail- road lines which are in operation on all sides of the harbor. The facilities are considered adequate for existing commerce. Effect of improvement.-The deepening of the harbor has modi- fied to a considerable extent the character of the vessels using it. Large steam colliers are replacing some of the coal barges formerly bringing coal from southern ports, where the trip involved a con- siderable ocean voyage; four large oil-producing companies have provided themselves with terminal facilities and have taken advan- tage of the favorable situation of Providence for southern traffic by making it a distributing center for southeastern New England, bringing their products from the Gulf of Mexico and other points in tank steamers and barges drawing from 21 to 26 feet of water. Additional land adjacent to the new channel about l1 miles south of Kettle Point is now in course of development as one of the'most extensive oil-distributing plants on the North Atlantic coast. An extensive development of industrial plants is in progress at and near Fields Point. Proposed operations.--The recent development of war industries in Providence immediately on the harbor front has been such as to render urgent the completion of the 30-foot depth in that portion of the. harbor extending along the western harbor line for a width of about 400 feet as far north as the State pier, and the completion of the 30-foot depth on the east side of the harbor as far north as the wharf of the Gulf Refining Co. These industries include the fitting out and completion of vessels built under the Shipping Board, a large boiler plant operating on naval requirements, and the manufacture of coke and the toluol products in addition to large industries away from the direct water front. RIVERS AND HARBORS-NEWPORT, R. I., DISTRICT. 167 It is proposed to apply the available balance or as much thereof as may be necessary to completing the 30-foot depth by dredging at the above localities, the work to be done as soon as it is possible to secure the necessary plant. No estimate for additional funds is submitted as those available are believed to be sufficient to complete the work proposed, but not the project. Recommended modifications of the project.-None. References to published articles not previously reported.-"Port of Providence Alive With Business," in Providence Magazine, pub- lished by the Providence Chamber of Commerce, January, 1918. Commercial statistics.-The commerce consists chiefly of coal, oil, lumber, cotton, shellfish, and general merchandise, all of which uses the improved portions of the river and harbor. About 62 per cent of the total freight tonnage of the harbor was coal carried in steam colliers having a loaded draft of from 23 to 27 feet and in towed barges with a draft of from 8 to 29 feet, about 16 per cent of which exceeded 18 feet draft. The carriage of oil, an item of growing importance in the commerce of the port, is carried in tank steamers with a draft of from 21 to 26 feet. Lumber is brought in schooners with a draft up to 25 feet. Cotton and general merchandise are chiefly carried on regular lines of transportation with a draft of from 12 to 25 feet. Of the total commerce of the port, it is esti- mated that about 57 per cent, representing 33 per cent of the value, was carried in vessels of from 19 to 29 feet draft. The decrease in the commerce is chiefly due to the falling off in the quantity of coal, while there was a considerable increase in both oil and cotton. A new line of steamers between Providence and Philadelphia estab- lished during the preceding fiscal year, was discontinued after about three months of operation. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913........ 4,539,805 $111,146,764.62 ............ 1916.................... 4,222,391$415, 964, 807.47 1914................. 4, 104, 409 254, 014,50. 43 1917............ . 3,406,224 375,063,228.31 1915................ 3,739,546 290,654,307.50 Finanaial summary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc.:, amounting to $1,747.98: New work----------------------------------------$3, 190,188. 27 Maintenance---------------------------- 108, 002. 46 Net total expended------ ------------------------- 3, 298,190. 73 Total appropriations to date of this report------------------ 3, 593, 869. 31 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work 1............. 128,073.35 $266,192.06 $335,031.11 $61,237.06 $29,012.98 Expended for maintenance 1........... 2,538.82........................ 49,463.50 .......... Total expended 1 ......... ....... 130,612.17 266,192.06 335, 031.11 110,700.56 29, 012.98 Appropriated or allotted ................... 500,000.00 ........... ........ ........... ...... 1 Not deducting receipts for sales, etc. 168 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. July 1, 1917, balance unexpended __ ____-___ _----------- $324,374.03 Receipts from sales, etc., during fiscal year 1918_- ------------- 317. 53 324, 691. 56 June 30, 1918, amount expended during fiscal year for new work 29, 012.98 July 1, 1918, balance unexpended ____------ _________ ___ 295, 678. 58 July 1, 1918, outstanding liabilities- ____________ $16, 971.15 July 1, 1918, amount covered by uncompleted contracts_ 241, 716. 89 258, 688. 04 July 1, 1918, balance available_----_____---,--___--__---- 36,990. 54 8. PAWTUCKET (SEEKONK) RIVER, R. I. (B3). Location and description.-This river rises in the vicinity of Wor- cester, Mass., and flows in a general southeasterly direction for about 50 miles, emptying into Providence Harbor at Providence. Its up- per portion as far south as Pawtucket is known as the Blackstone River, and that between Pawtucket and Providence, a distance of 5.2 miles, as the Pawtucket or Seekonk River, within which lies the improved portion of the river. This portion is tidal. The total drainage area is about 547 square miles and the mean fresh-water discharge is about 885 second feet. The width between the shores varies from about 100 feet, between the wharves at Pawtucket, to about 2,700 feet in the widest portions. See United States Coast and Geodetic Survey Chart No. 353. Original condition.-That part of the river between Providence and Pawtucket was a shoal tidal basin, with a ruling depth of water in the channel of about 5 feet at mean low tide. The basin was wide, and the channel narrow and obstructed by two bridges with badly arranged draws. Navigation was difficult even for small vessels. The head of navigation was at Pawtucket Falls, about 5.2 miles above the mouth of the river. Previous projects.-The previous project was adopted by the act of March 2, 1867, and modified and extended by the river and harbor acts of July 5, 1884, and March 3, 1899. The total amount expended under this project was $334,444.91 for new work. For further de- tails of previous projects see Annual Report for 1915, page 1749. Existing project.-This provides for a channel from Red Bridge, Providence, to Division Street Bridge, Pawtucket, 3.4 miles, 16 feet deep at mean low water and 100 feet wide from Red Bridge up to the ledge rock between the wharves at Pawtucket, where the width is reduced to 50 feet, with the provision for the expenditure of any balance remaining after the completion of the above project in deep- ening the channel to 18 feet at mean low water and increasing the width at such places as would best serve the interests of commerce. The mean tidal range at the mouth of the river is about 4.7 feet, increased to 5.7 feet at times of spring tides; the tidal planes are subject to irregular fluctuations due to storms amounting to 2 feet at times. At the Division Street Bridge in Pawtucket the mean tidal range is about 5 feet with an extreme range -of 7 feet. The estimate of cost for new work, revised in 1905, is $237,875, exclusive of amounts expended under previous projects, which was later re- duced by the requirement that the State of Rhode Island or other 1 Not deducting receipts from sales, etc. RIVERS AND HARBORS---NEWPORT, R. I., DISTRICT. 169 agency should contribute $67,792 of the amount. The latest (1918) approved estimate for annual cost of maintenance is $2,000. The existing project was authorized by the following river and harbor acts: The act of March 3, 1905, provided for the 16-foot channel from Red Bridge in Providence to Division Street Bridge in Paw- tucket (H. Doc. No. 113, 56th Cong., 1st sess.); the act of March 2, 1907, required that the State of Rhode Island or other agency should contribute $67,792 toward the completion of the project; the act of March 3, 1909 authorized the expenditure of any balance remaining after the completion of the 16-foot channel in deepening it to 18 feet at mean low water, and increasing the width at such places as would best serve the interests of navigation. The latest published map is in House Document No. 1283, Sixty-fourth Congress, first session. Operations and results during the fiscal year.-No works of im- provement or maintenance were in progress during the fiscal year. The expenditures were $30.33 for contingencies in connection with the supervision of private and State improvements and are charged to maintenance. Condition at end of fscal year.-The project was completed dur- ing the fiscal year 1913. The channel between Providence and Phil- lipsdale had a usable depth of 16 feet, between Phillipsdale and Pawtucket 15 feet, and between the wharves at Pawtucket from 15 to 18 feet at mean low tide. The head of navigation is at Pawtucket Falls, about 5.2 miles above the mouth of the river. The expendi- ture under the existing project has been $164,573.40 for new work and $7,565.69 for maintenance, a total of $172,139.09. In addition there was expended $67,792 for new work from contributed funds, a grand total of both United States and contributed funds of $239,- 931.09. Local cooperation.-The river and harbor act of March 2, 1907, required that the State of Rhode Island or other agency should con- tribute $67,792, which was complied with. Terminal facilities.-Including the wharves at Phillipsdale, two in number, these cover about 4,540 feet of docking space, of which 700 feet is owned by the State of Rhode Island and 3,840 feet owned and used by private owners. Of the latter some portions are at times used by the public' upon payment of wharfage. The two wharves at Phillipsdale have near-by rail connections in the yards of the owners. The other wharves are not conveniently located for rail connection. The facilities are considered adequate for the existing commerce. Effect of improvement.-So far as known the improvement has had no effect on freight rates, but the increased width and depth in the channel enables vessels of larger size to reach Pawtucket, and has enabled one of the large manufacturing plants at Phillipsdale to bring its coal and raw material from New York points in its own vessels to Phillipsdale. Proposed operations.-Owing to war conditions it is proposed to defer the work of maintenance dredging with the funds appro- priated by the river and harbor act of July 18, 1918. The project has been completed. No estimate is submitted for additional funds, as those available are believed to be sufficient, Recommended modifications of project.-The widening of the channel 50 feet, making it 150 feet wide and 16 feet deep between the 170 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. ledge at Pawtucket and Red Bridge, Providence, at an estimated cost of $61,440, is recommended in the report published in House Document No. 1283, Sixty-fourth Congress, first session. References to published articles not previously reported.-None. Commercial statistics.-The commerce of the river consists of coal lumber, and other building material, oil, shellfish, and iron and steel products. About 86 per cent of the total freight tonnage was carried chiefly in barges with a draft of from 7 to 15 feet. Of the total ton- nage, 74 per cent is carried over the improved portion of Paw- tucket River. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913.......,........... 520,757 $6,196, 134.01 1916.................... . 510, 614 10, 856, 718. 16 914 ..................... 477, 413 6,568,853.56 1917..... .............. 490,594 12,548,054.02 1915..................... 458, 362 5, 677, 875.99 Financialsummary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $51.47. New work-------------------- --------------------- $499, 018. 31 Maintenance------------------------------------------- 7, 565. 69 Net total expended---------------------------------- 506, 584. 00 Total appropriations to date of this report------------------- 516, 584. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work....................................:......... ................... Expended for maintenance 2......... $1,754.17 $5, 424.01 $16.67 $340.51 $30.33 Appropriated or allotted......................................... .... ............................ July 1, 1917, balance unexpended 30. 33 $---------------------- June 30, 1918, amount expended during' fiscal year, for maintenance_ 30. 33 Amount appropriated by river and harbor act approved July 18, 1918- 10, 000. 00 Amount available for fiscal year ending June 30, 1919------------ 10, 000. 00 9. HARBOR OF REFUGE AT POINT JUDITH, R. I. (B4). Location and description.-PointJudith is the southern extremity of the township of Narragansett, R. I., and marks the southwestern entrance to Narragansett Bay. It is about 50 miles westerly from the harbor of Vineyard Haven on the island of Marthas Vineyard, and about 23 miles easterly from Stonington Harbor, Conn. See U. S. Coast and Geodetic Survey charts No. 1107 and No. 1108. The harbor is formed by a main detached breakwater in front of a curve in the shore line to the westward of Point Judith, and two shore-arm breakwaters, one to the east and the other to the west of the main breakwater. It is roughly triangular in shape and extends at its farthermost southerly point, about 6,600 feet from the shore. 1 In addition to this amount the sum of $67,792 has been expended from contributed funds. 'Not deducting receipts from sales, etc. RIVERS AND HARBORS-NEWPORT, R. I., DISTRICT. 171 Original condition.-The only protection to the site of the harbor was the mainland to the north. A long ledge, known as Squid Ledge, projects over a mile from shore in a direction south by east about 1.5 miles west of the point. This locality 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. Previous projects.-None. Emisting project.-This provides for a main breakwater to be built in part on Squid Ledge approximately in the form of the letter V, with its apex facing outward in about a south by west direction and lying from one-half to 14 miles from shore; for an easterly shore-arm breakwater to be built to the eastward of the main breakwater, leav- ing an entrance to the harbor 1,200 feet in width; and for a westerly shore-arm breakwater extending out from shore toward the west arm of the main breakwater, leaving an entrance to the harbor 1,500 feet in width. All breakwaters are of the rubble mound type, with the crest 10 feet above mean low water. The mean range of the tide is about 4 feet, increased to 4.7 feet at times of spring tides; the tidal planes are subject to irregular fluctuations due to storms amounting at times to 2 or 3 feet. The estimate of cost for new work, revised in 1910, is $2,485,000. The latest (1918) approved estimate for annual cost of maintenance is $12,000. The existing project was authorized by the following river and harbor acts: The act of September 19, 1890, provided for the main breakwater (H. Doc. No. 66, 51st Cong., 1st sess.); the act of June 13, 1902, provided for extending the eastern breakwater to the shore (II. Doc. No. 53, 55th Cong.,. 1st sess.) ; the acts of March 3, 1905, and March 2, 1907, provided for the extension of the east breakwater both shoreward and seaward (H. Doc. No. 60, 58th Cong., 2d sess.); the act of June 25, 1910, provided for a western shore arm (H. Doc. No. 911, 60th Cong., 1st sess.). The latest published map is in House Document No. 2001, Sixty-fourth Congress, second session. Operations and results during fiscal year.-No work has been in progress during the fiscal year. The total expenditures for the year were $1,592.28, all of which was for contingencies. Condition at end of fiscal year.-The project was completed dur- ing the fiscal year 1915. There had been created a harbor which is fairly suitable for sailing vessels, but has poor holding ground. A reef near the central part, over which there is a minimum depth of 13.5 feet, limits the area available for deeper draft vessels. The limited usable area of the harbor because of shoals, and the exposure of the eastern entrance to the east and south storms of Block Island Sound lessen the advantages of the harbor to commerce. The ex- penditure was $2,335,281.12 for new work and $232,971.19 was for maintenance, a total of $2,568,252.31. Local cooperation.-None. Terminal facilities.-None. Effect of improvement.-So far as known, the improvement has had no effect on freight rates, but the harbor forms a fairly good refuge for vessels during fogs and storms. Proposed operations.-It is proposed to use the available balance in repairs to the breakwater as may be required. The rate at which 172 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. funds will be used is dependent upon the amount of damage that may occur. No estimate for additional funds is submitted, as those on hand are believed to be sufficient to -complete such further repairs as may be required by another winter's storms. Recommended modifications of the project.-The removal of two shoal areas within the harbor to a depth of 18 feet at mean low water at an estimated cost of $35,000 is recommended in the report published in House Document No. 2001, Sixty-fourth Congress, sec- ond session. References to published articles not previously reported.-None. Commercial statistics.-During the calendar year 1917, the num- ber of vessels using the harbor was 531. No means are available for ascertaining the cargoes of these vessels, but their general char- acter was that of small freight schooners, fishermen, anti barges. Estimate of number of vessels using Point Judith Harbor. Sloops, Govern- Year. Schooners. Tugs. Steamers. Barges. catboats, yawls, ment Total. boats. etc. 1913...................... 442 26 22 60 235 21 811 1914 .......... ........ 374 16 19 37 213 18 677 1915 ............. ......... 405 11 18 24 274 24 756 1916 ...................... 293 46 21 184 417 16 977 1917 .................... 417 14 19 17 49 15 531 Financial summary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $521.84: New work ---------------------------------------- $2, 335, 281. 12 Maintenance --------------------------------------- 232, 971. 19 Net total expended-------------_ 2, 568, 252. 31 Total appropriations to date of this report__-__------ -- ___ 2, 588, 443. 35 year ending June 30. Fiscal 1914 1915 1916 1917 1918 Expended for new work' ................. $179, 512.96 $90, 411.15 .... .. ..... ........... ..... . Expended for maintenance 1........... 13, 516. 94 69, 808. 00 37, 780. 74 869, 378. 97 $1, 592. 28 Total expended 193,029.90 . ...................... 160, 219.15 7, 780.74 69, 378.97 1, 592.28 Appropriated orallotted.................... 75,000.00 ................................... July 1, 1917, balance unexpended______----------__-_____ $21, 771. 02 Receipts from sales, etc., during fiscal year 1918 ____________-- 12. 30 21, 783. 32 June 30, - 1918, amount expended during fiscal year, for mainte- nance . - - - - - - - - - - - - 1, 592. 28 July 1, 1918, balance unexpended_ -___ ___--- - -_____ 20, 191. 04 July 1, 1918, outstanding liabilities----------------------------- 232. 50 July 1, 1918, balance available, only for maintenance - 19, 958. 54 1 Not deducting receipts from sales, etc. RIVERS AND HIARBORS-NEWPORT, B. I., DISTRICT. 173 10. HARBOR OF REFUGE AT BLOCK ISLAND, R. I. (B5). Location and description.-Thisharbor is on the east side of Block Island, near the south end of the inner curve of the shore line, and varies in width from about 1,200 to 200 feet in an easterly and westerly direction in a length of about 1,800 feet north and south, and is protected from the southeast to north by breakwaters. It is 13 miles south by west from Point Judith Harbor and about 25 miles southeasterly from Stonington Harbor, Conn. See U. S. Coast and Geodetic Survey chart No. 1108. Originalcondition.-The site of the harbor was on the ocean shore, unprotected except by the shore line of the island, which formed a partial shelter from southerly and westerly storms. There was no natural harbor on the island, and the small boats used by the fisher- men were hauled up on the beach by oxen for safety during storms. Previous projects.-None. Existing project.-This provides for a harbor of refuge, on the easterly side of Block Island, protected on the east by a rubble mound stone breakwater extending out about 1,950 feet from shore, and on the west by a similar breakwater inclosing an area about 800 feet square designated as the inner harbor. The portion of the protected area outside of the western breakwater is designated as the outer harbor. A small area nearly 300 feet square in the southeastern cor- ner of the harbor is designated as the basin. The outer harbor and about 67 per cent of the inner harbor and of the basin are to be dredged to a depth of 15 feet at mean low water. The mean range of the tide is about 3 feet, increased to 3.6 feet at spring tides; the tidal planes are subject to irregular fluctuations, due to storms, amounting to 2 or 3 feet. The estimate of cost for new work, revised in 1912, is $596,174. The latest (1918) approved estimate for annual cost of maintenance is $2,000. The existing project was authorized by the following river and harbor acts: The act of July 11, 1870, provided Jor the construction of a breakwater (Annual Report for 1868, p. 785, and S. Misc. Doc. No. 81, 40th Cong., 2d sess.); the act of June 14, 1880, provided for dredging in the basin; and the act of August 2, 1882, provided for a jetty to the eastward of the main breakwater and a masonry wall to replace the original eastern crib (S. Doc. No. 26, 47th Cong., 1st sess.) ; the act of July 5, 1884, provided for filling a gap in the main breakwater; the act of August 5, 1886, provided for an enlarged in- ner harbor (S. Doc. No. 27, 48th Cong., 2d sess.) and (Annual Re- port for 1885, p. 610); the act of June 3, 1896, provided for raising the crest of the main breakwater and making it sand-tight (H. Doc. No. 3, 54th Cong. 1st sess.); the act of June 25, 1912, provided for rebuilding the old walls of the basin and in dredging the anchorage area (H.-Doc. No. 828, 60th Cong., 1st sess.) The latest published map is in the last-mentioned document. Operations and results during fiscal year.-These consisted of the removal of certain large bowlders in the vicinity of the entrance chan- nel, by hiring plant and labor. The total expenditures during the fiscal year were $2,990.36 for maintenance and contingencies. Condition at end of fiscal year.-About 92 per cent of the existing project had been completed. The breakwaters and harbor walls have all been built; there has been dredged a channel from the ocean 174 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. to the wharf owned by the town, 1,400 feet in length, 15 feet deep at mean low water, and from 60 to 130 feet in width, and the portions of the inner harbor and basin included within the project have been dredged to the same depth. The controlling depth is about 14 feet at mean low water. The expenditures are $574,400.36 for new work and $53,907.18 for maintenance, a total of $628,307.54. Local cooperation.-None. Terminal facilities.-These consist of one wharf publicly owned with about 500 feet of docking space and one privately owned and used with about 180 feet of docking space. In addition fishermen in small boats land their fares alongside the basin walls. Effect of improvement.-So far as known, no effect has been pro- duced on freight rates, but the deepening and widening of the chan nel allows vessels of greater draft and size to reach the wharves. Proposed operations.-It is proposed to retain the balance avail- able subject to any call for maintenance which is liable to occur at this harbor from severe storms. No estimate is submitted at this time for further funds, as it is believed that the work already done may. fully meet the demands of commerce. Recommended modifications of project.--None. References to published articles not previously reported.-None. Commercial statistics. The commerce of the island consists chiefly of fish, coal, oil, lumber and other building materials, and general merchandise. The total arrivals and departures of vessels of all kinds is estimated at 9,145, of which 3,957 were regular-line steam- boats, fishing vessels, freight schooners, and yachts, and 5,188 were small fishing and pleasure boats. The increase in the freight ton- nage is due to the discontinuance of some of the transportation lines to the Great Salt Pond Harbor and greater activity of the existing lines to this harbor. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913....................... 10,416 $500,573.25 1916.................... 5,129 $381,427.20 1914.............. ..... 7,661 399,667.75 1917................... . 8,282 992,920.00 1915.................... 5,976 236,986.50 Financial summary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $209.96: New work --- $574, 400. 36 $------------- Maintenance ------------ --------------------------- 53, 907. 18 Net total expended - - - - -- - - - - - - - - --- - - - - - - - - - - - - - - - - 628, 307. 54 Total appropriations to date of this report -635, 566. 74 6-------------- Fiscal year ending June 30. 1914 1915 1916 1917 1918 .. . . . . . . . . . . . Expended for new work 1 .. $20, 144. 65 $28,450. 52 $37,741.15 .. Expended for maintenance 1............... . ........ ..... 5,400.55 2,223. 53 2,990. 36 total expended.................... 20,144.65 28, 450. 52 43,141.70 $2, 223.53 $2, 990.36 ............................................. Appropriated or allotted................. 1Not deducting receipts from sales, etc. RIVERS AND HARBORS---NEWPORT, R. I., DISTRICT. 175 July 1, 1917, balance unexpended ------ --------------------- $10, 249. 56 June 30, 1918, amount expended during fiscal year for maintenance 2, 990. 36 July 1, 1918, balance unexpended---------------------------7,259.20 Amount (estimated) required to be appropriated for completion of existing project - -------------------------------------- 1 52,000. 00 11. GREAT SALT POND, BLOCK ISLAND, R. I. (B6). Location and description.-Great.Salt Pond is located near the central part of the island of Block Island and is 121 miles southwest- erly from the harbor of refuge at Point Judith and 20 miles south- easterly from Stonington Harbor, Conn. It is a body of water ap- proximately 1.25 miles long and about 0.6 of a mile wide. Its great- est depth is about 60 feet, and it has an area of about 150 acres exceeding 18 feet in depth. See U. S. Coast and Geodetic Survey chart No. 1108. Original condition.-It was a large pond with brackish water, separated from the ocean on the west side by a narrow strip of beach. Previous projects.-None. Existing project.-This provides for a channel from the ocean to the pond 600 feet wide with a central depth of 25 feet for a width of 150 feet, sloping gradually up to a depth of 12 feet in a width of 504 feet and thence up to the low-water level with a bottom slope of 1 on 4. The outer entrance of the channel is to be protected on the south by a jetty extending 350 feet beyond the 18-foot contour and on the north by a jetty about 1,200 feet long. The banks through the original beach are to be protected by stone revetments and sand fences. The mean tidal variation is about 3 feet, increased to 3.6 feet during spring tides; the tidal planes are subject to irregular fluctuations due to storms amounting to 2 or 3 feet. The estimate of cost for new work, revised in 1902, is $305,000. The latest (1918) approved estimate for annual cost of maintenance is $1,500. The existing project was authorized by the following river and harbor acts: The act of June 3, 1896, provided for dredging the channel and building jetties (H. Doc. No. 57, 54th Cong., 1st sess); the act of June 13, 1902, provided for an extension of the jetties and sand fences (Annual Report for 1900, p. 1276). The latest published map is in House Document No. 60, Fifty-eighth Congress, second session. Operations and results during fiscal year.-No works of improve- ment were in progress during the fiscal year pending the result of the reconsideration of the project. The expenditures were $669.18 for contingencies and survey. Condition at end of fiscal year-About 58 per cent of the general project has been completed, resulting in a channel 300 feet wide and 18 feet deep with a central depth of 25 feet over a width of 150 feet. The length of the channel from the pond to the ocean is about 3,000 feet. Some deterioration in depth and width of the channel has taken place, the minimum usable depth in the central part being about 23 feet at mean low water. The expenditure was $189,036.65 for new work and $22,468.16 for maintenance, a total of $211,504.81. Local cooperation.-The project was adopted without special con- ditions being imposed, but the State of Rhode Island and town of 1 Exclusive of available funds. 176 BRPORT OF CHIEP OF ENGIN , U.. ARMY, 1918. New Shoreham appropriated and expended $100,000 in the com- mencement of the work. Terminal facilities.-These consist of one privately owned wharf with a docking space of 575 feet for public use on payment of wharf- age and several small wharves, privately owned, around the shores of the pond. Effect of improvement.-So far as known, no effect has been pro- duced on freight rates by the improvement. The accessibility of the pond gives to vessels a harbor of refuge with an entrance channel of good, width and depth and has afforded means of reaching vessels in distress that could not have been reached from the open shore. Proposed operations.-Owing to war conditions no work is pro- posed other than such emergency maintenance work as may arise. No estimate is submitted for additional funds as those available are believed to be sufficient. Recommended modifications of project.-None. References to published articles not previously reported.-None. Commercial statistics.--The commerce of the harbor consists chiefly of fish, coal, oil, lumber, and other building material, and general merchandise. The total arrivals and departures of vessels was 8,148, of which 5,767 were vessels on regular lines, freight, oyster, and fish- ing vessels and yachts, and 2,381 small power and sailing vessels used in fishing and Government and pleasure launches. The decrease in the freight tonnage is due to the discontinuance of four steamboat lines, one each from New York and New London, and two from Providence, due to war conditions. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913................... 11,225 $766,490.20 1916.................... 17, 663 $1, 331, 963.20 1914................... 10,160 710,481.55 1917......................... 7,736 519,669.00 1915................... . 9,680 600,656.50 Financialsummary. Amount expended on all projects to June 30, 1918: New work ---------------------------- --------- $189, 036. 65 Maintenance------------------------------------------ 22, 468.16 Net total expended --------------------------------- 211, 504. 81 Total appropriations to date of this report -------------------- 38, 035. 63 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work ......................................................... --- Expended for maintenance................. $2,369.16............ $430.24 $0.60 $669.18 Appropriated or allotted. ........ ...... ......................................... July 1, 1917, balance unexpended __ ---------------- ------ $27, 200. 00 June 30, 1918, amount expended during fiscal year for maintenance__ 669. 18 July 1, 1918, balance unexpended_______--------------------- 26, 530. 82 Amount (estimated) required to be appropriated for completion of existing project --------------------------------------- 175, 000. 00 1 Exclusive of available funds. RIVERS AND HARBORS--NEWPORT, a I., DISTRICT. 177 CONSOLIDATED FINANCIAL SUMMARY FOR GROUP B. Amount expended on all projects to June 30, 1918, after deduct- ing receipts from sales, etc., amounting to $2,946.10: New work_--------------------------------------------- $7, 467, 950. 23 Maintenance --------------------------------------------- 444, 294. 99 Net total expended------------------------------------ 7, 912, 245. 22 Total appropriations to date of this report--------------------8, 301, 240. 70 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work 1.................. l336, 412.01 8433,123.30 $395,612.38 $61,237.06 $29, 012.98 Expended for maintenance ............ 20,179. 09 75, 232. 01 16,855.36 124,539.12 8, 519. 36 Total expended 1 .................... 356, 591. 10 508,355.31 412,467.74 185,776.18 37,532.34 Appropriated or allotted....... ............ 500,000.00 75,000.00 ......................................... July 1, 1917, balance unexpended------------------------------$415, 981.92 Receipts from sales, etc., during fiscal year 1918------------------ 545. 90 416, 527. 82 June 30, 1918, amount expended during fiscal year:1 For new work---------$------------------------ $29, 012. 98 For maintenance-------------------------------- 8, 519. 36 37,532. 34 July 1, 1918, balance unexpended--------------------------_---- 378, 995. 48 July 1, 1918, outstanding liabilities------------------17, 247. 65 July 1, 1918, amount covered by uncompleted contracts 241, 716. 89 258, 964. 54 July 1, 1918, balance available only for maintenance ------------- 120, 030. 94 Amount appropriated by river and harbor act approved July 18, 1918--------------------------------------------------------10, 000.00 Amount available for fiscal year ending June 30, 1919 ------------ 130, 030. 94 Amount (estimated) required to be appropriated for completion of existing project---------------------------- ---- 127, 000. 00 EXAMINATIONS AND SURVEYS REQUIRED BY THE RIVER AND HARBOR ACTS APPROVED JULY 27, 1916, AND AUGUST 8, 1917. The local engineer was charged with the duty of making prelimi- nary examinations and surveys provided for by the river and harbor acts of July 27, 1916, and August 8, 1917, as follows, and reports thereon will be duly submitted when received: 1. Buzzards Bay, Mass., and approaches to Cape Cod Canal. 2. Providence Harbor, R. I. 3. Pawtucket River, R. I., with a view to increasing the width of channel through the ledge near Pawtucket. The Division Engineer, Northeast Division, was charged with the duty of making a preliminary examination and survey, provided for in the river and harbor act of August 8, 1917, of Waterway con- necting Buzzards Bay and Cape Cod Bay, Mass. (Cape Cod Canal), and reports thereon will be duly submitted when received. 1 Not deducting receipts from sales, etc. * Exclusive of available funds. 81116---ENG 1918-----12 178 REPORT OF CHIEF OF ENGINEEBS, U. S. ARMY, 1918. IMPROVEMENT OF RIVERS AND HARBORS IN THE NEW LONDON, CONN., DISTRICT. This district includes the river and harbor improvements in Con- necticut, including the Pawcatuck River, Conn. and R. I., and the Connecticut River, Conn. and Mass. District engineer: Col. S. W. Roessler, United States Army, retired. Division engineers: Col. Frederic V. Abbot, Corps of Engineers, to October 11, 1917; thereafter Brig. Gen. William T. Rossell, United States Army, retired. IMPROVEMENTS. [The letters and figures in parentheses after the titles indicate the group and the nu- merical order in the group to which the respective improvements belong for purposes of appropriation.] Page. Page. 1. Pawcatuck River, R. I. and 11. Breakwaters at New Haven, Conn (Al)................. 178 Conn. (C4)............ ... 204 2. Stonington Harbor, Conn. (A2) 181 12. Milford Harbor, Conn. (C5) ... 205 3. Mystic River, Conn. (A3) ..... 182 13. Housatonic River, Conn. (C6). 208 4. New London Harbor, Conn. 14. Bridgeport Harbor, Conn. (C7). 211 (A4)....... .. ...... 184 15. Southport Harbor, Conn. (C08). 215 5. Thames River, Conn. (A5) .... 187 16. Westport Harbor and Sauga- 6. Connecticut River, above tuck River, Conn. (09). .. 217 Hartford, Conn. (Bi)....... 190 17. Norwalk Harbor, Conn. (C10).. 219 7. Connecticut River, below 18. Fivemile River Harbor, Conn. Hartford, Conn. (B2) ...... 192 (011).. . ...... -...... 221 8. Duck Island Harbor, Conn. 19. Stamford Harbor, Conn. (12). 223 (C1)........... ......... 196 20. Greenwich Harbor, Conn. (C13) 226 9. Branford Harbor, Conn. (C2).. 199 10. New Haven Harbor, Conn. (03)................... 200 FOR ADDITIONAL DETAILS OF WORK IN THIS DISTRICT DURING THE FISCAL YEAR, SEE PAGES 2009 TO 2094. STONINGTON AND NEW LONDON HARBORS, CONN., PAWCATUCK RIVER, R. I. AND CONN., AND MYSTIC AND THAMES RIVERS, CONN. (GROUP A.) 1. PAWCATUCK RIVER, R. I. AND CONN. (Al.) Location and description.-This river is formed by the junction of the Wood and Charles Rivers in southwestern Rhode Island and flows westerly and southerly 18 miles and enters Little Narragan- sett Bay about 13 miles east of New London Harbor. Its drain- age area is about 300 square miles. The discharge is not known. The lower 9 miles is the boundary between Rhode Island and Con- necticut. The river is tidal to Westerly, R. I., 5 miles from the mouth. See U. S. Coast and Geodetic Survey chart No. 52. Original-condition.-The minimum usable low-water depth was 44 feet through the bay; in the river the depth was 1 to 1 feet and the channel was crooked and obstructed by numerous shoals and rocks. The head of navigation was and is at Westerly, 5 miles above the mouth. Previous projects.-The original project was adopted by the river and harbor act of March 3, 1871, and modified by the river and harbor act of August 5, 1886. The amount expended prior to operations under the existing project was $97,500.01, all applied to new work. For further details of previous projects see page 1752 of Annual Report for 1915. Emisting project.-This provides for a channel in Little Narra- gansett Bay and in the river 10 feet deep and 200 feet wide from RIVERS AND'HARBORS-NEW LONDON, CONN., DISTRICT. 179 Stonington to Avondale, about 4 miles; 100 feet wide from Avon- dale to the lower wharves at Westerly, about-3 miles; and 40 feet wide between the lower and upper wharves of Westerly, about one-half mile; and for the removal of obstructions at Watch Hill, at the southeastern part of Little Narragansett Bay. The plane of reference is mean, low water, the mean tidal range beihg 2.6 feet at the mouth of the river and 2.3 feet at the head of naviga- tion; the maximum range due to the combined effect of wind and other causes is 7 feet or more. The estimate of cost for new work, revised in 1913, is $149,732.97, exclusive of amounts expended under previous projects. The latest (1917) approved estimate for annual cost of maintenance is $600, to be appropriated in sums of $3,000 at intervals of five years. The existing project was authorized by the following river and harbor acts: The act of June 3, 1896, provided for the present channel dimensions (H. Doc. No. 62, 54th Cong., 1st sess.); the act of March 3. 1905, provided for the removal of obstructions at Watch Hill. The latest published map is in the project docu- ment. Operations and results during fiscal yea.-Operations were con- fined to the removal of one snag from the channel at Westerly under open market agreement at a cost of $25. Expenditures amounted to $104.40, all applied to maintenance. Condition at end of fiscal year.-The existing project is 74 per cent completed. The channels have been dredged to project dimen- sions, except that the channel in the bay has a general width of 100 feet, the channel in the river at Pawcatuck Rocks a width of 80 feet, and there is a shoal in the vicinity of Rhodes Folly beacon due to bowlders deeply embedded in the bottom. The most ob- structive bowlders in the vicinity of Watch Hill have been removed, the work being completed in 1913. The controlling depths are 9 feet to Westerly. and 6 feet to Watch Hill. The work required to complete the project is the widening of the channel to 200 feet to Avondale and the removal of rock at Pawcatuck Rocks and in the vicinity of Rhodes Folly beacon. The expenditure under the existing project has been $82,529.62 for new work and $16,946.86 for maintenance, a total of $99,476.48. Local cooperation.-None required by law. Obstructive bowlders have been removed from the bay, at Watch Hill by the Watch Hill Improvement Association at a cost of $1,025. Terminal facilities.-This improvement serves 22 bulkhead and-pile wharves, of which one is owned by the town of Westerly and several others are open to public use. There are no physical connections be- tween the railroad and these terminals. The facilities are consid- ered adequate for the present commerce. Effect of improvement.--The improvement affords the town of Westerly the benefit of water transportation, which could not be carried on under modern conditions in the river in its natural state. The improvement has resulted in a reduction of the water rates on bulk commodities. Proposed operations.-Itis proposed to apply the available funds to maintenance dredging in Little Narragansett Bay and at West- 180 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. erly, and to the removal of bowlders from the channel in the vicinity of Rhodes Folly, in acordance with the following estimate: Dredging 11,000 cubic yards, at 50 cents---------- $5, 500 Administration, inspection, and contingencies-- --------- ------ 427 For maintenance---------- - ------------------ 5,927 'Removing 110 cubic yards of bowlders, at $20- ___- -- __--2, 200 Administration, inspection, and contingencies ---- __-------300 Total estimate_ __---_____________------------------------ 8,427 Due to war 'conditions it is proposed not to expend these funds until such time as normal conditions prevail unless the demands of navigation sooner justify the expenditure. No estimate for maintenance is submitted for the fiscal year end- ing June 30, 1920, for the reason that if the expenditure of the above funds is made necessary before that date the channel- will be placed in suitable condition to meet the reasonable demands of commerce dur- ing that period. Recommended modifications of project.-None. References to published articles not previously reported.--None. Commercial statistics.-The principal items of freight for the cal- endar year were coal, lumber, sand, and paving blocks, carried prin- cipally in canal boats and box barges drawing from 7 to 10 feet. Comparative statement. Calendar year. Short tons. Value. Passengers. Calendar year. Short tons. Value. Passengers. 1913.......... 56,400 $351,509.01 8,000 1916.......... 58,854 $607, 008.59 9, 800 1914.......... 47, 506 331, 949.25 7, 000 1917.......... .40,506 617,117.00 6, 500 1915.......... 39, 073 494, 752.69 9,800 Financialsummary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $631.27: New work _--- _$----------------------------------- 180,029. 63 Maintenance ---------------------------------------- 16,946.86 Net total expended----------------------------------196, 976. 49 Total appropriations to date of this report-------------------- 205, 500. 00 Fiscal year ending June 30. 1914 1916 1916 1917 1918 Expended for new work1............... $3, 846.21............2,429.99........ ... Expended for maintenance ............. 150.36 $211.07 714.67 $390.33 $104.40 Total expended1.................. 3,996.57 211.07 3,144.66 390.33 104.40 Appropriated or allotted...................l............1 1,000.00 1,000.00 ............ 4,500.00 1 Not deducting receipts from sales, etc. July 1, 1917, balance unexpended ---------------------------- $1, 627. 91 Amount allotted from river and harbor act approved August 8, 1917------------- --------------------------------- 4, 500. 00 6, 127. 91 June 30, 1918, amount expended during fiscal year, for maintenance_ 104. 40 July 1, 1918, balance unexpended----------------------------- 6, 023. 51 RIVERS AND HARBORS--NEW LONDON, CONN., DISTRICT. 181 July 1, 1918, outstanding liabilities ---------------------------- $95. 61 July 1, 1918, balance available only for maintenance------------- 5,927. 90 Amount allotted from river and harbor act approved July 18, 1918__ 2, 500. 00 Amount available for fiscal year ending June 30, 1919---------- 8, 427. 90 Amount (estimated) required to be appropriated for completion of existing project--------------------------------------- 164, 703. 27 2. STONINGTON HARBOR, CONN. (A2). Location and description.-This harbor is located on the north shore of Fishers Island Sound near its outlet to the ocean and about 9 miles east of New London Harbor, and is a small bay about 1 mile long and one-half mile wide, protected by two breakwaters. See U. S. Coast and Geodetic Survey chart No. 52. Original condition.-Originally exposed to southerly storms, the minimum usable depths were 17 feet at entrance, 12 feet midway up the harbor, and 6 feet opposite wharves. The head of navigation was immediately above the inner wharves, about 1 mile from the entrance. Previous projeats.-The original project was adopted by the. river and harbor act of May 23, 1828. The amount expended prior to operations under the existing project was $36,953.83, all for new work. For further details of previous project see page 1753 of An- nual Report for 1915. Existing project.-This provides for two riprap breakwaters, one about 2,000 feet long at the westerly side of the harbor entrance, and the other about half a mile long, extending from the vicinity of Bartletts Reef to the vicinity, of Middle Ground Shoal; for a sea wall around Stonington Point; for a channel about 500 feet long, 200 feet wide, and 17 feet deep across Noyes Shoal; and for the dredging of the inner harbor and its approaches to a depth of 12 feet. The head of navigation is about 1 mile from the entrance. The plane of ref- erence is mean low water, the mean tidal range being 2.7 feet, and the maximum range, due to the combined effect of wind and other causes, 7 feet or more. The estimate of cost for new work, revised in 1896, is $347,500, ex- clusive of amounts expended under previous projects. The latest (1917) approved estimate for annual cost of maintenance is $500, to be appropriated in sums of $5,000 at intervals of 10 years. The existing project was authorized by the following river and harbor acts: The act of March 3, 1873, provided for the dredging in the inner harbor (S. Doc. No. 23, 42d Cong., 2d sess.); the act of March 3, 1875, provided for a western breakwater (Annual Report for 1875); the act of June 14, 1880, provided for the eastern break- water (Annual Report for 1881); the act of August 18, 1894, pro- vided for the dredging across Noyes Shoal (Annual Reports for 1893 and 1895); the act of June 3, 1896, provided for the sea wall at Stonington Point (Annual Report for 1896, p. 664). For the latest published map see page 700, Annual Report for 1895. Operations and results during fiscal year.-None. Condition at end of fiscal year.-The project was completed in 1897 except that the channel across Noyes Shoal was made 160 feet Exclusive of available tand. 182 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. wide instead of 200 feet. The breakwaters are in fair repair. The controlling depths in the outer harbor are 15 to 18 feet and in the inner harbor about 11 feet. The total expenditure under the exist- ing project has been, for new work, $300,500; for maintenance, $6,000; total, $306,500. Local cooperation.-None. Terminal facilities.-There are seven pile wharves on the easterly side of the harbor. Two of these are open for public use. There is no publicly owned terminal. Direct rail connection is provided at two wharves. The facilities are adequate for the existing commerce. Effect of improvement.-The breakwaters serve a most useful pur- pose in providing a harbor of refuge for vessels passing through Fishers Island Sound. The effect of the improvement on freight rates can not be definitely stated. Proposed operations.-No estimate of funds is submitted and no operations are proposed, as the breakwaters are in fair repair and the channels satisfactorily meet the demands of commerce. Recommended modifications of project.-None. References to published articles not previously reported.-None. Commercial statistics.-The local commerce of Stonrington Harbor is small and not recorded, the harbor being essentially a harbor of refuge. During the calendar year 1915 473 vessels, mainly barges and schooners, drawing from 7 to 15 feet, sought refuge here; no such record was kept for the calendar year 1917. Financialsumnmary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $210.22: New work ----------------------------------------- $337, 453. 83 Maintenance ------------ ------------------------------- 6, 000. 00 Net total expended -------------- 343, 453. 83 Total appropriations to date of this report---------------------343, 453. 83 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work................................................................... ........ Expended for maintenance 1 .. . ......... ...... $4,284.18 $1,926.04 ... .. .. .......... Appropriated or allotted ........... . ..... . ......... ........................ 1Not deducting receipts from sales, etc. 3. MYSTIC RIVER, CONN. (A3). Location and description.-This river has its source in south- eastern Connecticut, flows in a southerly direction 8 miles and emp- ties into Fishers Island Sound at Noank, 5 miles east of New Lon- don; its drainage is about 27 square miles. No record of discharge is available. The portion under improvement is narrow, crooked, and tidal. See United States Coast and Geodetic Survey chart No. 52. Original condition.-The minimum usable low-water depth was 15 feet to about one-half mile below Mystic; thence 10 feet for 1.3 miles; and thence 6 feet for one-third mile farther to the head of navigation. RIVERS AND HARBORS--NEW LONDON, CONN., DISTRIOT. 183 Previous projects.-The original project was adopted by the river and harbor act of September 19, 1890, and was completed in 1900 at a total cost of $36,600, all for new work. For further details of original project see page 1753 of Annual Report for 1915. Existing project.-This provides for a channel 100 feet wide and 15 feet deep from Fishers Island Sound to the highway bridge at Mystic, about 21 miles, and the reducing of five bends in the nat- ural channel; and a channel having a general width of 100 feet and 12 feet deep from the highway bridge at Mystic northerly about one-half mile to a point 700 feet above the wharf of the Mystic Manufacturing Co. The plane of reference is mean low water. The mean tidal range is 2.5 feet, and the maximum range due to the combined effect of wind and other causes is 7 feet or more. The estimate of cost for new work, made in 1911, is $11,660, exclusive of amounts expended under previous projects. The latest (1917) ap- proved estimate for annual cost of maintenance is $400, to be appro- priated in sums of $2,000 at intervals of five years. The existing project was authorized by the following river and harbor acts. .The act of September 19, 1890, provided for the present channel dimensions up to the highway bridge at Mystic (original project) (Annual Report for 1889, p. 746); the act of July 25, 1912, provided for restoring and maintaining the original project (H. Doc. No. 858, 61st Cong., 2d sess.) ; the act of March 4, 1913, provided for the present channel dimensions above the highway bridge at Mystic (H. Doc. No. 637, 62d Cong., 2d sess.). For map see House Document No. 56, Sixty-fourth Congress, first session. Operations and results during fiscal year.-None. Condition at the end of fiscal year.-The existing project is 98.3 per cent completed. A channel of project dimensions has been secured up to the highway bridge, and of project depth, but slightly deficient in width, from the highway bridge one-half mile upstream, the work being completed in 1913. The controlling depth to the highway bridge is 14.5 feet, thence to the head of the improved channel, 11.5 feet. The work required to complete the project is the widening by from 5 to 10 feet of the channel above the highway bridge. The total expenditure under the existing project to the end of the fiscal year has been $11,525.50 for new work, and $134.50 for maintenance, a total of $11,660. Local cooperation.--None. Terminal facitities.-There are a number of small wharves on the west side of the harbor at Noank. and on both sides of the river at Mystic. These are the usual bulkhead and pile-apron construction. Cargo-handling devices on all are very simple and railroad connec- tions are lacking. There is a publicly owned wharf at Noank over which practically all of the water-borne traffic of the town passes. Three of the Mystic wharves are open to public use; the remaining are private. There is no publicly owned terminal. The facilities are considered adequate for the present commerce. Effect of improvement.-The effect of the improvement has been to facilitate navigation. The most recent improvement, that above the highway bridge, resulted in a reduction of 5 cents per ton in water freight rates. 184 REPORT OF CHIEF OF ENGINEERS, U. . ARMY, 1918. Proposed operations.-No estimate of funds is submitted and no operations are proposed, as the channels are in good condition and appear to satisfactorily meet the demands of commerce. Recommended modifications of project.--None. References to published articles not previously reported.-None. Commercial statistics.-The principal item of freight for the cal- endar year was coal, carried principally in barges drawing from 9 to 12 feet. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913....................... 50,888 $260,704.85 1916..................... 22,153 $120,523.43 1914 ....................... 50,983 130,929.60 1917..................... 26,193 214,069.00 1915. ................. 49, 668 144,412.17 Financial summary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $152.41: New work-------------------------------------------$48, 125. 50 Maintenance------------------------------------------- 134.50 Net total expended________-- -- _____---- 48, 260. 00 Total appropriations to date of this report _________________ 48, 260. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 . . . .. . . .. . ..... Expended for new work 1 1 . . . . . . . . . . ... . $7,922.77......................... Expended for maintenance , 78.41 $36.68 571.87..................... .... ......... 8, 001.18 Total expended 1........ ..... 136.63 71.87 .... .................... Appropriated or allotted.................................... ................................ 1 Not deducting receipts from sales, etc. 4. NEW LONDON HABOR, CONN. (A4). Location and description.-This harbor is on the north shore of Long Island Sound, at its eastern end, and about 14 miles east of the mouth of the Connecticut River. It comprises the lower 3 miles of the Thames River, including Shaws and Winthrops Coves, both lying on the westerly side near its head, and is from about one-fourth to 11 miles wide. See U. S. Coast and Geodetic Survey chart No. 52. Original condition.-The minimum usable low-water depth in the main channel to the head of the harbor was 26 feet for a width from about one-eighth to one-half mile; along the New London dock front, 10 to 15 feet; in Shaws Cove, 21 to 8 feet; and in Winthrops Cove, 7 to 14 feet. Previous projects.-The original project was adopted by the river and harbor act of June 14, 1880, as a part of the improvement of the Thames River, and as a separate project by the river and harbor act of March 3, 1881. A project for Shaws Cove, as a part of the im- provement of the Thames River, was adopted by the river and harbor act of July 13, 1892. The amount expended prior to operations under the existing project was $19,800 applied to new work in New London RIVERS AND HARBORS--NEW LONDON, CONN., DISTRICT. 185 Harbor and $21,000 applied to new work in Shaws Cove, a total of $40,800. For further details of previous projects, see page 1753 of Annual Report for 1915. Existing project.-This provides for an entrance channel 600 feet 'wide, 33 feet deep, and about 3J miles long from Long Island Sound to the natural deep water in the upper harbor; a channel 400 feet or more in width, 23 feet deep, and about 6,000 feet long skirting the water front of the city, and for dredging Shaws Cove to a depth of 15 feet. The plane of reference is mean low water, the mean tidal range being 2.4 feet. The maximum tidal range, due to the com- bined effects of wind and other causes, is 7 feet or more. The esti- mate of cost for new work, revised in 1914, is $487,000, exclusive of amounts expended under previous projects. The latest (1914) ap- proved estimate for annual cost of maintenance is $3,300. The existing project was authorized by the following river and harbor acts: The act of June 13, 1902, provided for the water-front channel (H. Doc. No. 392, 56th Cong., 1st sess.); the act of June 25, 1910, provided for dredging in Shaws Cove (H. Doc. No. 329, 60th Cong., 1st sess.) ; the act of July 27, 1916, provided for the en- trance channel (H. Doc. No. 613, 63d Cong., 2d sess.). The latest published map is in the last-mentioned document. Operations and results during fiscal year.-Work on the entrance channel, with Government plant, which was in progress at the be- ginning of the fiscal year, was suspended on July 14. Dredging was confined to the westerly half of the outer end of the channel. At the close of dredging a depth of 30 feet was available for a width of approximately 500 feet, except for a short length southeast of New London Light, where the width varies from 200 to 300 feet. A total of 76,753 cubic yards of material, hopper measurement, was removed at a cost, including administration and inspection, of ap- proximately $10,177. The expenditures were $52,880.62 for new work and $644.88 for maintenance, a total of $53,525.50. Condition at end of fiscal year.-The existing project is 71.5 per cent completed. The channels along the water front and in Shaws Cove were completed in 1913. The entrance channel is about 58 per cent completed. The controlling depths at mean low water are: Entrance channel, 30 feet; channel along the water front, 22 feet; Shaws Cove, 14.5 feet. The expenditures under the existing project have been $312,435.53 for new work and $3,069.45 for maintenance, a total of $315,504.98. Local cooperation.-Pursuantto a provision in the river and har- bor act of July 27, 1916, requiring local cooperation precedent to the expenditure of funds appropriated in accordance with the report in House Document No. 613, Sixty-third Congress, second session, the State of Connecticut has completed the essential portions of its terminal development consisting of a pier 1,000 feet by 200 feet, equipped with storage-warehouse, cargo-handling, and railroad facilities and approach channels and vessel berths affording depths of 35 feet at mean low water. Expenditure of funds appropriated by the above act was authorized by the Secretary of War September 8, 1916. The amount expended by the State for this development is approximately $1,000,000. Terminal facilities.-The wharves served by this improvement are, with a few exceptions, of pile and timber construction. On the west 186 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. side of the harbor there are several wharves directly connected with the railroads and nearly all provided with transfer facilities. The remaining wharves are generally smaller and are equipped to serve the business of the owner or operator only. The total developed shore frontage is about 1 miles. Of the total number, five wharves are publicly owned and five are open to public use. The facilities are considered adequate for the existing commerce. Effect of improvement. The effect of the improvement has been to materially reduce rates on water-borne freight. Proposed operations.-With the available funds it is proposed to complete dredging the entrance channel. It is expected that work will be done by Government plant as soon as suitable plant is avail- able for the purpose, in accordance with the following estimate: Operation and rental of seagoing hopper dredge for 9 months at $17,000 per month ---------------------------------------------- $153, 000 Administration, inspection, and contingencies---------------------- 16, 830 Total -------------------------------------- - 169, 830 No estimate for maintenance during the fiscal year 1920 is sub- mitted, is the water-front channel and Shaws Cove are in such condi- tion as to satisfactorily meet the needs of present and reasonably prospective commerce for at least two more years. Recommended modifications of project.-None. Reference to published articles not previously reported.--Con- necticut Shipping Terminal at New London. Alternative and adopted designs, with illustrations. Engineering News, vol. 74, No. 22. Commercial statistics.-The principal items of freight for the cal- endar year were general merchandise, coal, sand, gravel, stone, and lumber, carried principally in steamers, barges, and schooners draw- ing from 12 to 22 feet. Most of the commerce of this harbor is handled on a draft of about' 15 feet; however, schooners and large barges drawing 18 to 22 feet are not uncommon. Decreased tonnage is due to reduced traffic by steamboat lines. Comparative statement. Calendar Short tons. Value. Passengers. calendar Short tons. Value. Passengers. year. year. 1913...... 924,127$112,332,489.00 245,018 1916....... 849,746 $172,153,233.00 318,505 1914.. 824,095 102,871,515.53 261,945 1917....... 690,977 210,423,517.00 183, 982 1915....... 786, 551 117,779,117.02 354,901 Financial summary. Amount expended on all projects tb June 30, 1918, after deducting receipts from sales, etc., amounting to $2: New work ---------------------------------------- $353, 235. 53 Maintenance ......- , -- 3, 069.45 Net total expended----------------------- ---- 356, 304. 98 Total appropriations to date of this report- ------------------ 526, 200. 00 RIVERS AND HARBORS--NEW LONDON, CONN., DISTRICT. 187 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work ......... .................................... $107,224.36 $52,880.62 Expended for maintenance .............. $48.66 $383.75 $549.53 544.63 644.88 Total expended 1.................... 48.66 383.75 549.53 107,768.99 53,525.50 Appropriated or allotted .................. .. ....................... 170, 000.00 160,000.00 ' Not deducting receipts from sales, etc. July 1, 1917, balance unexpended_____- ____-------____ $63, 420. 52 Amount allotted from river and harbor act approved August 8, 1917 160, 000. 00 223, 420. 52 June 30, 1918, amount expended during fiscal year: For new work ---------------------------------- $52, 880. 62 For maintenance ___ - _ 6_________-- 644. 88 53, 525. 50 July 1, 1918, balance unexpended-------------------------------169, 895. 02 July 1, 1918, outstanding liabilities _________-_______________ 64. 18 July 1, 1918, balance available______________________________ 169, 830. 84 5. THAMES RIVER, CONN. (A5). Location and description.-This river is a tidal estuary varying in width from about 400 feet to three-fourths of a mile, and ex- tending from the junction of the Yantic and Shetucket Rivers at Norwich, Conn., 15 miles southerly to Long Island Sound at New London. The improvement includes the upper 12 miles,. the lower 3 miles being included under New London Harbor. The drainage area is about 1,465 square miles. The average discharge of the river at Norwich approximates 850 second-feet. See U. S. Coast and Geodetic Survey chart No. 52. Original condition.-The minimum usable low-water depths and widths were: New London to Bartletts Crossover, 4 miles, 26 feet deep and 250 feet wide; Bartletts Crossover to Allyns Point, 2 miles, 13 feet deep and 300 feet wide; and thence 6 miles to the head of navigation at Norwich, about 6 feet deep and generally narrow. Previous projects.-The original project was adopted by the river and harbor act of July 4, 1836. The amount expended prior to op- erations under the existing project was $157,300, of which $10,000 was for maintenance. For further details of previous projects see page 1754 of Annual Report for 1915. Existing project.-This provides for a channel 200 feet wide and 20 feet deep to Allyns Point; thence of same width and 14 deep to Norwich; the construction of five training walls, with their tops at mean high water, located, respectively, at Mohegan, pile and stone about 2'750 feet long, Trading Cove, riprap 2,325 feet long, Long Rock, riprap about 2,750 feet long, Rolling Mill, riprap about 3,300 feet long, and Norwich, riprap 1,050 feet long; and the removal of obstructions in the Shetucket River at Norwich. The plane of ref- erence is mean low water, the mean tidal range being 2.4 feet at New London and 3.1 at Norwich. The maximum range, due to the com- bined effect of wind and other causes, is 7 feet' or more. The esti- mate of cost for new work, revised in 1909, is $265,830, exclusive of 188 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. amounts expended under previous projects. The latest (1907) ap- proved estimate for annual cost of maintenance is $9,500. The existing project was authorized by the following river ana harbor acts: The act of August 2, 1882, provided for training walls and also finally for the present channel dimensions above Allyns Point (Annual Report for 1882, p. 606); the act of March 2, 1907, made final provision for the present channel dimensions up to Allyns Point (H. Doc. No. 265, 59th Cong., 2d sess.); the act of June 25, 1910, provided for the removal of obstructions in the She- tucket River (H. Doc. No. 397, 61st Cong., 2d sess.). The latest published maps are in the Annual Report for 1882, House Document No. 265, Fifty-ninth Congress, second session, and House Document No. 397, Sixty-first Congress, second session. Operations and results during fiscal year.-There were no opera- tions. Expenditures were for administration and inspection, and amounted to $629.39, applied to maintenance. Condition at end of fiscal year.-The existing project was com- pleted in 1912, the training walls having been completed in 1906, except the upper end of the Rolling Mill Dike, which is replaced by adjacent shore improvements. The controlling depths at mean low water June 30, 1918, are 20 feet to Allyns Point, thence to Norwich 13.5 feet, and 12 feet in the Shetucket River to the town dock. The expenditures under the existing project have been, $299,214.14 for new work, and $94,312.52 for maintenance; a total of $393,526.66. Local cooperation.-No conditions for local cooperation were pre- scribed by law at the time of the adoption or modification of the project. In 1835-36 the Merchants' Bank of Norwich expended $3,679 in dredging channels in the vicinity of Norwich. Terminal facilities.-Wharves along the river and at Norwich are mainly of the bulkhead type both with and without pile aprons. Of these, three along the river and one at Norwich, have direct railroad connection and transfer facilities. There is an improved municipal wharf at Norwich and eight or more of the privately owned wharves are open to the public on equal terms. The facilities are considered adequate for the existing commerce. Effect of improvement.-The work done has reduced the cost of transportation by increasing the available draft from 8 feet to 16 and 22 feet. The river commerce of the present day could not be carried except for the increased depths thus obtained. Proposed operations.-As soon as normal conditions prevail, un- less the demands of navigation require an earlier expenditure, it is proposed to apply the available funds toward the restoration of the channel at Bartletts Crossover and between Allyns Point and Nor- wich to project dimensions, in accordance with the following esti- mate: Dredging 42,000 cubic yards at 30 cents ------------------------- $12, 600 Administration, inspection, and contingencies ------------------- 878 Total ------------------------------------------------- 13,478 When the work is in progress it is expected that expenditures will be at the rate of about $,000 per month. No estimate is submitted for maintenance during the fiscal year 1920 as, unless the expenditure of available funds is delayed beyond RIVERS AND HARBORS-NEW LONDON, CONN., DISTRICT. 189 that time, the funds available are thought to be sufficient to accom- plish the restoration of the channel to project dimensions. Recommended modifications of project.-None. References to published articles not previously reported.-None. Commercial statistics.-The principal items of freight for the cal- endar year were coal, sand, and gravel, paper stock, general mer- chandise, petroleum products, and lumber, carried principally in steamers, barges, and schooners drawing from 12 to 21 feet. Above Allyns Point the bulk of the freight is carried in vessels of 12 to 13 feet draft; in the lower river the usual draft is 14 to 15 feet, with occasional cargoes up to 21 feet. The decrease in tonnage is largely due to coal shortage. Comparative statement. Calendar Short tons. Value. Passengers. Calendar Short tons. Value. Passengers, year. year. 1913........ 650,554 $9,114,246.54 66 651 1916......... 483,900 $11,436,713.29 25,637 1914........ 490,605 8 110,426.50 26,128 1917........ .328,188 13,043,737.00 4,602 1915........ 389,161 9,646, 479.75 29,200 Financialsummary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $861.64: New work ---------------------------------------------- $446, 514. 14 Maintenance---------------------------------------104, 312. 52 Net total expended_-- ___-- ______--____---550, 826. 66 Total appropriations to date of this report-------------------- 564, 400. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work.............. .... Expended for maintenance ............. $9, 801. 16 $8,185.56 $14,787.68 $297.27 $629.39 Appropriated or allotted............................... 19, 500.00 ............ 9 000.00 5,500.00 1 Not deducting receipts from sales, etc. July 1, 1917, balance unexpended$___________________---- $8, 702.73 Amount allotted from river and harbor act approved Aug. 8, 1917__ 5, 500. 00 14,202.73 June 30, 1918, amount expended during fiscal year for maintenance__ 629. 39 July 1, 1918, balance unexpended __----------------------------- 13, 573. 34 July 1, 1918, outstanding liabilities __ _____- 94. 85 July 1, 1918, balance available only for maintenance------------- 13, 478. 49 CONSOLIDATED FINANCIAL SUMMARY FOR GROUP A. Amount expended on all projects to June 30, 1918, after deduct- ing receipts from sales, etc., amounting to $1,857.54: New work----------------------------- ---------- $1, 365, 358. 63 Maintenance ---------------- -- ------------ 130, 463. 33 Net total expended -------------------------------- 1,495,821.96 Total appropriations to date of this report ----------- 1, 687, 813. 83 190 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work 1................. $11,768.98 _.... $2,429.99 $107,224.36 $52 880.62 Expended for maintenance ............. 10,078.59 $13, 201. 19 18, 049.79 1,232.23 1 378.67 1. . . . . . . . . . . . . . . . Total expended ... 21,847.57 13,201.19 20,479.78 108,456.59 54,259.29 Appropriated or allotted.......................... 20,500.00 1,000.00 179,000.00 170,000.00 July 1, 1917, balance unexpended_ _______ _______- _____ _ $73, 751. 16 Amount allotted from river and harbor act approved Aug. 8, 1917___ 170, 000. 00 243, 751. 16 June 30, 1918, amount expended during fiscal year: 243, 751.1 For new work_- ...... __..-________________ $52, 880. 62 For maintenance _______ ___________________ 1, 378. 67 54, 259. 29 July 1, 1918, balance unexpended______________________ ______ 189, 491. 87 .July 1, 1918, outstanding liabilities _______-_________________ _ 254. 64 July 1, 1918, balance available, including $19,406.39 available only for maintenance_ ...---- -------- ____- - -- _ 189, 237. 23 Amount allotted from river and harbor act approved July 18, 1918__ 2, 500. 00 Amount available for fiscal year Onding June 30, 1919________-- 191, 737. 23 Amount (estimated) required to be appropriated for completion of existing project_ __._____ _______-________ ____ ___ ' 64, 703. 27 CONNECTICUT RIVER ABOVE AND BELOW HARTFORD, CONN. (GROUP B). 6. CONNECTICUT RIVER ABOVE HARTFORD, CONN. (B1). Location and description.-This river has its source in Connecti- cut Lake, in northern New Hampshire, flows southerly 375 miles, and empties into Long Island Sound at Saybrook, Conn., 14 miles west of New London. Hartford, now the head of commercial navigation, is 51.9 miles by channel from the mouth. A dam at Holyoke, 34 miles above Hartford, completely interrupts navigation. The drain- age area is about 11,000 square miles, and the average discharge in second-feet: At Holyoke, low water, 2,600, high water, 71,000; at Hartford, low water, 5,000, 20-foot freshet, 101,000. On low stages tidal fluctuation extends a short distance above Hartford, with a mean rise and fall at Saybrook of 3.4 feet, and at Hartford, 1.2 feet. The average fall per mile is, Holyoke to Hartford, 1.2 feet; Hartford to mouth, 0.053 foot. The width at the mouth is about 3,000 feet; at Hartford, 1,000 feet; at Holyoke, 900 feet. See U. S. Geological Survey map of Massachusetts, Rhode Island, and Connecticut. Original condition.-The minimum usable low-water depth was about 2 feet for 101 miles from Hartford to the foot of Enfield Rapids, 51 miles long, where navigation was interrupted; thence 18 miles to Holyoke the available depth was about 5 feet. About 100 years ago commercial navigation extended to Wells River, Vt., 250 miles above the mouth, by means of locks and canals around the various rapids. Previous projects.-None. 1 Not deducting, receipts from sales, etc. 2 Exclusive of available funds. RIVERS AND HARBORS-NEW LONDON, CONN., DISTRICT. 191 Existing project.-No comprehensive project has been adopted. Improvement was authorized by the river and harbor act of July 11, 1870, and was prosecuted by the construction of wing dams, and, on one occasion, by dredging, under plans described in the Annual Re- ports of the Chief of Engineers for 1871, page 761, and 1881, page 565. The section of the river under consideration extends from Hart- ford, 51.9 miles above the mouth, to Holyoke, a distance of about 34 miles. The mean tidal fluctuation on low stages is 1.2 feet at Hartford, diminishing to zero near Bissells Ferry, about 7 miles upstream. The usual rise at Hartford due to spring freshets is be- tween 16 and 24 feet above mean low water and at Springfield 10 to 15 feet above mean low water. The maximum recorded freshet at Hartford (May, 1854) was 27.8 feet above mean low water and at Springfield about 25 feet above the ordinary summer stage of that year. Occasional freshets of short duration may occur during the remainder of the year. There are no approved estimates of cost for new work or for annual maintenance. For map see House Docu- ment No. 417, Sixty-fourth Congress, first session. Operations and results during fiscal year.-There were no opera- tions. The expenditures were for administration and inspection and amounted to $29.66, applied to maintenance. Condition at end of fiscal year.-Several wing dams were con- structed prior to 1886 and some dredging was done in 1873. One of these .wing dams became an obstruction to navigation and was re- moved in 1914. TWmo obstructive shoals at Springfield have been removed. The controlling depth is about 21 feet at low water in the section below Enfield Rapids. The expenditures, including sur- veys for a comprehensive project, have been $116,324.81 for new work; and $11,982.67 for maintenance; a total of $128,307.48. Local cooperation.-No conditions for local cooperation have been prescribed by law. About 1830 a dam 1,500 feet long and canal 5.3 miles long, with 4 locks, was built at Enfield Rapids by the Con- necticut River Co., at a cost reported as about $1,000,000. The canal is maintained by that company primarily for power uses. The locks are about 19.5 by 88 feet, with 3-foot depth at lower-lock sill at low water. During 1909 and 1914 bars between Hartford and Windsor Locks were dredged by the Springfield Navigation Co. to provide a channel about 3 feet deep and 35 feet wide, at a cost of $5,100. Between 1891 and 1914 the Commonwealth of Massachu- setts constructed about 5,050 linear feet of shore-protective works at West Springfield and Agawam, at a cost of $23,499.13. Terminal facilities.--In the absence of commercial navigation, ter- minal facilities are limited to a few small landings for excursion steamers in the pool above Enfield dam. Effect of improvement.-No permanent benefit has resulted from the work so far done by the United States, and none is to be antici- pated ntil a comprehensive project is adopted. Proposed operations.-Pendingthe adoption of a project for im- provement (see below), it is proposed to apply the available funds to expenditures for administration and inspection. Recommended modifications of project.--Under date of November 12, 1915, the Chief of Engineers recommended, subject to certain con- 192 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. ditions, providing a channel 12 feet deep and 100 feet wide from Hartford to Holyoke, at a cost of $1,870,000 for new work and $65,000 annually for maintenance. (H. Doc. No. 417, 64th Cong., 1st sess.) References to published articles not previously reported.-None. Comriercial statistics.-There is no commercial navigation above Hartford, except by two small passenger steamers which run excur- sions during the summer in the vicinity of Springfield. Financial summary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $3.50: New work ------------------------------------------ $116, 324. 81 Maintenance------------------------------------------11, 982. 67 Net total expended --------------------------------- 128, 307. 48 Total appropriations to date of this report---------------------131, 324. 81 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work..... ................................................ ..... Expended for maintenance 1.............. 328.12 $7,182.04 $674.53 $2, 291.46 $29.66 Appropriated or allotted................... ....... ................. ... ....................-- 1Not deducting receipts from sales, etc. July 1, 1917, balance unexpended-------- --------------- $3, 046. 99 June 30, 1918, amount expended during fiscal year for maintenance__ 29. 66 July 1, 1918, balance unexpended ----------------------- ---- 3, 017. 33 7. CONNECTICUT RIVER BELOW HARTFORD, CONN. (B2). Location and description.-See description under preceding report. Original condition.--The minimum usable low-water depth was 7 feet over the bar at Saybrook, thence about 5 feet to Hartford, 51 miles from the mouth. Previous projects.-The original project was adopted by the river and harbor act of July 4,1836, and a second project , which was modi- fied in 1872, 1881, 1887, and 1889, was adopted by the river and harbor act of July 11, 1870. The amount expended prior to opera- tions under the existing project was: $287,374.29 for new work and $366,348.47 for maintenance; a total of $653,722.76. For further details of previous projects, see Annual Report for 1915, page 1754. Existing project.-This provides for a channel 300 feet wide, 15 feet deep at mean low water, and about six-tenths mile long, across the bar at the mouth, and thence 100 feet wide and 12 feet deep at mean low water (2 feet on the Hartford gauge) for 51.3 miles to Hartford; the channels to be obtained by dredging and the construc- tion of dikes, training walls, and revetments; for two riprap jetties at the mouth of the river, the tops to be 5 feet above high water and 6 feet wide the easterly one about 2,300 feet, and the westerly about 2,250 feet in length; and for a training dike about 3,700 feet long at Hartford. The mean tidal range is 3.4 feet at the mouth and, on low water, 1.2 feet at Hartford. The maximum tidal range at the RIVERS AND HARBORS--NEW LONDON, CONN., DISTRICT. 198 mouth due to wind or other causes is 8 feet or more. The estimate of cost for new work, made in 1911, is $177,000, exclusive of amounts expended under previous projects. The latest (1911) approved esti- mate for annual cost of maintenance is $15,000 until the dikes and training wall are completed and $7,000 thereafter. The existing project was authorized by the following river and harbor acts: The act of June 10, 1872, provided for the jetties at the mouth (present dimensions approved by the Chief of Engineers Dec. 22, 1887) ; the act of March 3, 1881 provided for the Hartford Dike (present dimensions authorized by the Chief of Engineers in 1889); the act of February 27, 1911, provided for the present chan- nel dimensions and the construction of dikes, training walls, and revetments (H. Doc. No. 1294, 61st Cong., 3d sess.). For map, see Annual Report for 1913, page 1602. Operations and results during fiscal year.-The channels through the river bars were kept open for navigation by contract dredging. The total length of channel thus dredged was 15,500 feet, the width varying from 50 to 100 feet. A total of 67,118 cubic yards of material was removed at a total cost of $12,345. Minor repairs were made to the Cys Hollow revetment by hired labor and plant, using 133.4 long tons of stone at a total cost of $207.60. Under open market agree- ment, one large snag was removed from the river at Gildersleeve Is- land at a cost of $100. All of the above costs are applied to maintenance. The revetment of Press Barn reach was commenced and about 45 per cent of the work completed. Two thousand eight hundred and thirty- four linear feet of mattress was placed and 2,225 linear feet of bank graded and partially revetted. Expenditures for this work amounted to $20,989.23, and were charged to new work. The expenditure was $20,989.23 for new work and $12.114.90 for maintenance, a total of $33,104.13. Condition at end of fiscal year.-The existing project is about 89 per cent completed. The Saybrook jetties, training walls at Hartford, Clay Banks, and Sears Shoal, and the spur dikes at Press Barn were completed in 1915. The channel from the mouth to Hartford was completed in 1914. Cys Hollow reach and about 45 per cent of Press Barn reach have been revetted. The jetties, training walls, dikes, and revetment are in fair condi- tion except that the east jetty at Saybrook needs extensive repairs; some minor repairs are needed to the west jetty and some of the other structures named above. The channel widths are somewhat diminished. The controlling depths at mean low water are 14 feet across the bar at the mouth, thence 10.5 feet to Hartford. To complete the project requires the completion of the Press Bar revetment. The expenditures have been $160,020.12 for new work and $125,567.08 for maintenance, a total of $285,587.20. Local cooperation.-No conditions for local cooperation were pre- scribed by law at the time of the adoption of the project. On various occasions between 1884 and 1904, when funds for maintenance were lacking or insufficient, channels through the various bars, sufficient to pass a regular line of steamboats, were maintained by dredging 81116--ENG 1918---18 194 REPORT OF CHIEF OF ENGINEERS, U.' S. ARMY, 1918. by the Hartford & New York Transportation Co., at a cost of $28,384.18. Previous to 1868 dredging and regulation work were done by private and municipal interests at a cost in excess of $93,000. Terminal facilities.-There are two or three wharves of the bulk- head type at each of the river towns, one or more in each town being open to public use. At Hartford and at Middletown there is approxi- mately one-half mile of wharf frontage along the west bank of the river. The towns of Saybrook and Cromwell and the cities of Middle- town and Hartford each own or lease wharf property. Rail connec- tion and transfer facilities are available at Saybrook, Middletown, Portland, and Hartford. The facilities are considered adequate for existing commerce. Effect of improvement.-The work done has afforded the city of Hartford and other river ports the advantage of water transporta- tion and has effected a reduction in the water rates on bulk com- modities. Proposed operations.-It is proposed to apply the available funds to repairing the Saybrook jetties and other dikes and revetments; to maintenance dredging during the calendar year 1919, and to the completion of the revetment of Press Barn reach, in accordance with the following estimate: Repairing Saybrook Jetties, 11,200 long tons riprap stone, in place, at $2 -------------------- -------------------- $22, 400 Repairs to spur dikes and revetments 000 1--------------------- Dredging 60,000 cubic yards, at 20 cents-------------------------- 12, 000 Administration, inspections, and contingencies---------------------3, 892 For maintenance-------------------------------------- 39, 292 Completing revetment of Press Barn reach, including administration and inspection for new work ---------------------------------- 16, 111 Total--------------------------------------------- 55, 403 It is proposed to commence the repairs to the Saybrook jetties late in the summer of 1918, providing favorable prices can be obtained to expend the funds at a rate of $6,000 per month, completing the work before January 1, 1919. Maintenance dredging for calendar year 1919 will be begun after the spring freshets and funds used at the rate of about $4,000 per month. It is expected to commence the completion of Press Barn reach to the limit of available funds about August 1, 1918, using the funds at a rate of about $7,500 per month, completing work about October 15, 1918. The condition of the existing dikes in the upper river is such that repairs are not urgently necessary. It is proposed therefore to defer the work until after the spring freshets of 1919, to perform the work with hired labor and plant, exhausting the funds in about one month. Annual maintenance dredging is required for the accommodation of the present commerce. To this end, work should be commenced immediately after the subsidence of the spring freshets. The follow- ing estimate for maintenance during the fiscal year ending June 30, 1920, is submitted: Dredging 60,000 cubic yards, at 22 cents------------------------- $13, 200 Administration, inspection, and contingencies___----- - 1, 800 Total-.... _----_--_-_--_-- _--_-- 15, 000 RIVERS AND HARBORS-NEW LONDON, CONN., DISTRICT. 195 Recommended modifications of project.-Under date of May 5, 1917, the Chief of Engineers recommended a modification of the existing project to provide for additional dikes, training walls, revet- ments, and accessory works, at an estimated cost of $211,000 for new work, $15,000 per annum for maintenance until the permanent works are completed, and $10,000 thereafter. (See H. Doc. No. 132, 65th Cong., 1st sess.) Reference to published articles not previously reported.-None. Commercial statistics.-The principal items of freight for the cal- endar year were coal, general merchandise, fertilizer, cement, plaster, sand, and stone, carried principally in barges and steamers drawing 10 to 12 feet. The decrease in tonnage is due to a reduction in coal receipts. Increase in value is due to a general advance in the price of materials. Comparative statement. [Including Eightmile River.] Calendar Short tons. Value. Passengers. Calendar Short tons. Value. Passengers. year. year. 1913....... 644, 633 $38, 843, 681.52 66,451 1916...... 637, 192 $44,327,033.89 46,574 1914....... 559, 728 35, 193, 842. 88 59, 627 1917....... 602, 008 58, 940, 460.00 48, 647 1915....... 641, 562 39, 835, 837. 24 64, 515 Financialsummary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $977.14: New work ..----------------------------------------- $447, 394.41 Maintenance ----------------------- --- ------------ 491, 915. 55 Net total expended ---------------------------------- 939, 309. 96 Total appropriations to date of this report .___________-__ _ 1,007, 610. 69 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work 1................ 33,489.99 $30,512.25 $25,523.31 ............ $20,989.23 Expended for maintenance 1............... 28, 186.08 34, 855.18 13, 226.02 $15, 086.88 12, 114.90 Total expended 1.................... 61,676.07 65,367.43 38,849.93 15,086.88 33,104.13 Appropriated or allotted............ ...... ........ 30, 000.00............ 15,000.00 70,100.00 July 1, 1917, balance unexpended ----.. 16, 295. 36 $------------------ Amount allotted from river and harbor act aproved August 8, 1917_ 70,100. 00 Receipts from sales, etc., during fiscal year" 1918--------------- -9.50 86, 404. 86 June 30, 1918, amounted expended during fiscal year: 1 For new work-___ ------- $20, 989.23 _-------------------- For maintenance_ ------------------------ 12, 114. 90 33, 104. 13 July 1, 1918, balance unexpended---------------------------- 53, 300. 73 July 1, 1918, outstanding liabilities ----------------- $3,565.82 July 1, 1918, amount covered by uncompleted contracts__ 9, 332. 05 12, 897. 87 1 Not deducting receipts from sales, etc. 196 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. .Tuly 1 1918. balance available, including $24,292.59, available only for maintenance-------------------------------- $40, 403. 36 Amount allotted from river and harbor act approved July 18, 1918__ 15,000. 00 Amount available for fiscal year ending June 30, 1919_..------. 55,403. 36 Amount that can be profitably expended in fiscal year ending June 30, 1920, for maintenance_ --------------------------------- 15,000. 00 CONSOLIDATED FINANCIAL SUMMARY FOR GROUP B. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $980.64: New work----------- $563, 719. 22 ___ Maintenance-- ------- -_______-____ - -- 503, 898. 22 Net total expended ---------. _____------_ 1, 067, 617. 44 Total appropriations to date of this report-------------------1, 138, 935. 50 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work 2... .. .833, 489. 99 830, 512. 25 525, 523. 31........... $20, 989. 23 Expended for maintenance ......... 28,514.20 42, 037.22 13, 900.55 817,378.34 12,144.56 Total expended 2.................... 62,004.19 72, 549.47 39, 423.86 17,378.34 33,133.79 Appropriated or allotted ............... .......... 30,000.00 ............ 15, 000. 00 70,100.00 July 1, 1917, balance unexpended ------------------- $19, 342. 35 Amount allotted from river and harbor act approved August 8, 1917..----------------- -------------------------------- 70, 100. 00 Receipts from sales, etc., during fiscal year 1918 -------------- 9. 50 2 89, 451. 85 June 30, 1918, amount expended during fiscal year. For new work------------------ ----------- $20,989.23 For maintenance ------------------- 12, 144. 56 33, 133. 79 July 1, 1918, balance unexpended---------------- ---- 56,318. 06 July 1, 1918, outstanding liabilities------------------ $3, 565. 32 July 1, 1918,' amount covered by uncompleted contracts_ 9, 332. 05 12, 897. 37 July 1, 1918, balance available, including $27,309.92 available only for maintenance ------------ ----------------------------- 43, 420. 69 Amount allotted from river and harbor act approved July 18, 1918__ 15, 000. 00 Amount available for fiscal year ending June 30, 1919-------------58, 420.69 Amount that can be profitably expended in fiscal year ending June 30, 1920, for maintenance-------------------------------- 15, 000. 00 DUCK ISLAND, BRANFORD, NEW HAVEN, MILFORD, BRIDGEPORT, SOUTHPORT, NORWALK, FIVE MILE RIVER, STAMFORD, AND GREENWICH HARBORS, WESTPORT HARBOR AND SAUGATUTCK RIVER, BREAKWATERS AT NEW HAVEN, AND HOUSATONIC RIVER, CONN. (GROUP C.) 8. DUCK ISLAND HARBOR, CONN. (C1). Location and description.-Duck Island Harbor is a small bay, about 2 miles long and extending 1 mile inland, lying between Menun- 1Exclusive of available funds. Not deducting receipts from sales, etc. RIVERS AND HARBORS--NEW LONDON, CONN., DISTRICT. 197 ketesuck and Kelsey Points, on the north shore of Long Island Sound, approximately midway between New London and New Haven Harbors, and about 23 miles distant from each. Duck Island is in the outer and southeasterly part of the bay. (See U. S. Coast and Geodetic Survey chart No. 52.) Original condition.-The harbor afforded practically no shelter from the east around through the south to the west, but afforded good protection from all northerly winds. The usable low-water depth for anchorage was about 16 feet over a considerable portion of the bay. Previous projects.-The original project was adopted by the river and harbor act of September 19, 1890. The amount expended prior to operations under the existing project was $114,867.90 for new work, and $5,334.10 for maintenance, a total of $120,202. For further details of previous project see Annual Report for 1915, page 1755. Existing project.-This provides for the construction of three rip- rap breakwaters, viz, one extending northwardly from Duck Island 1,100 feet; one extending westwardly from Duck Island 2,697 feet; and one extending southwardly from Stone Island, just south of Kelsey Point, 3,750 feet--each breakwater 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 one extending westerly from Duck Island and the westerly side of the one extending northwardly from Duck Island, where the slopes are to be 1 on 1; and for dredging to a 'depth of 16 feet at mean low water a portion of the protected area back of the breakwaters at Duck Island. The mean tidal range is 4.2 feet and the maximum range, due to the combined effect of wind and other causes, is 9 feet or more. The estimate of cost for new work, revised in 1916, is $370,000, ex6lusive of amounts expended under previous projects. The latest (1916) approved estimate for annual cost of maintenance is $5,500, to be appropriated in sums of $25,000 at intervals of five years, with $5,000 additional every ten years. The existing project was authorized by the following river and harbor acts: The act of June 25, 1910, provided for the break- waters (H. Doc. No. 398, 60th Cong., 1st sess); the act of July 27, 1916, provided for the -dredging (H. Doc. No. 812, 64th Cong., 1st Tess.). For map see House Document No. 812, Sixty-fourth Congress, first session. Operations and results during fiscal year.-Contract dredging for restoring the depth in the area behind the Duck Island breakwaters, in progress at the beginning of the fiscal year, was completed. Except for some slight deficiencies, project depth was obtained over prac- tically the whole 65 acres of the area. The expenditures were $55,794.88, for new work. Condition at end of fiscal year.-The existing project was com- pleted in 1917, the breakwaters having been completed in 1914. The breakwaters are in fair condition. The controlling depth in the area behind the breakwaters is about 16 feet at mean low water. The expenditures under the existing project have been $352,502.85 for new york, and $6,660.34 for maintenance, a total of $359,163.19. Local cooperation.-None. Terminal facilities.-This harbor is entirely a harbor of refuge. There are no commercial wharves. 198 REPORT OF CRIEF OF ENGINEERS, U. S. ARMY, 1918. Effect of improvement.-The improvement affords shelter for the passing commerce of Long Island Sound, adding materially to the safety thereof, it being the only suitable harbor of refuge in a reach of 46 miles. A total of 808 vessels used the harbor as a refuge during the calendar year 1916. Proposed operations.-None. The breakwaters are in good con- dition and dredging was completed during the present fiscal year. It is proposed to retain the available balance and to apply it, together with funds for which estimates will be submitted, to maintenance dredging when such shall become necessary, probably in the fiscal year 1921. Recommended modifications of project.-None. References to published articles not previously reported.-None. Commercial statistics.-There is no local commerce, the harbor being entirely a harbor of refuge. The number of vessels reported as having sought refuge in the harbor is as follows: Calendar year: Vessels. 1913 -------------------------------------------------- . 905 1914 ----------------------------------------------------- 975 1915 ------- -------------------------------------------- 693 1916---------- ------------------------------------------ 808 1917 ------------------------------------------------ No record The above vessels are principally schooners, tugs with tows, and yachts drawing from 8 to 12 feet. Financialsum'nmary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $1,234.16: New work-- ...------------------------------------ $467, 370. 75 Mtintenance----- ------------------------------------- 11, 994. 44 Net total expended--- .------------------------------ 479, 365. 19 Total appropriations to date of this report-- ----------------- 490, 202. 00 Fiscal year ending June 30. 1914 1915 , 1916 1917 1918 Expended for new work 1........ ....... $85,135.63 $23, 095.29 .. . 4, 530. 88 $55, 794.88 Expended for maintenance 1....... .... 3, 856.44 3,438.22 593.09 .......... ... .. .. . . . . . . . .. . Total expended 1 85,135.63 26, 951.73 3,438.22 5,123.97 55,794.88 Appropriated or allotted................... ........ 7,000.00 .......... 71,000.00 .......... July 1, 1917, balance unexpended----------------------------- $66, 626. 69 Receipts from sales, etc., during fiscal year 1918------------------ 5. 00 66, 631. 69 June 30, 1918, amount expended during fiscal year1 for new work__- 55, 794. 88 July 1, 1918, balance unexpended ---------------------------- 10, 836. 81 July, 1, 1918, outstanding liabilities---------------------------- 117.00 July 1, 1918, balance available.......... ------------------------------- 10,719.81 1 Not deducting receipts from sales, etc. RiVERS AND HARBORS-NEW LONDON, CONN., DISTRICT. 199 9. BRANFORD HARBOR, CONN. (C2). Location and description.-This harbor is on the north shore of Long Island Sound, 5 miles east of New Haven Harbor. It includes an outer harbor about 1 mile broad, an inner harbor one-half mile in diameter, and the lower 11 miles of the Branford River, the latter being narrow and crooked. See U. S. Coast and Geodetic Survey chart No. 52. Original condition.-The minimum usable low-water depths were about 7 feet in the outer and inner harbors, 12 feet in the river to near the lower wharves, and thence less than 6 feet by a very narrow channel to the upper wharves at the head of navigation, about 3 miles above the mouth. Previous projects.-None. Existing project.-This -provides for a channel 81 feet deep and 100 feet wide through the shoals at the mouth of the harbor, about one-half mile, and of the same depth, width, and length between the lower and upper wharves in the river. The plane of reference is mean low water. The mean tidal range is 51 feet, and the maximum range, due to the combined effect of wind and other causes, is 10 feet or more. The estimate of cost for new work, revised in 1905, is $10,000. The latest (1917) approved estimate for annual cost of maintenance is $3,600. The existing project was authorized by the following river and harbor acts: The act of June 13, 1902, provided for dredging between the lower and upper wharves in the river (H. Doc. No. 100, 56th Cong., 2d sess., and Annual Report for 1901, p. 1188); the act of March 2, 1907, provided for the dredging at the mouth of the harbor. For map, see House Document No. 1292, Sixty-fourth Congress, first session. Operations and results during fiscal year.-None. Condition at end of fiscal year.-The existing project was com- pleted in 1907. The controlling depths at mean low water are 81 feet in the outer harbor, 7 feet in the inner harbor, and thence about 8 feet to the head of the improved channel. The expenditures have been $9,537.45 for new work and $8,679.08 for maintenance, a total of $18,216.53. Local cooperation-None prescribed by law. The upper part of the river at the head of the improved channel has been enlarged by the Malleable Iron Fittings Co. by dredging about 49,000 cubic yards of material, at a cost of $8,885.94. Terminal facilities.-Terminalfacilities are limited to 3 bulkhead and pile wharves near the head of the harbor. These are open at times to public use. There is no publicly owned terminal. The facilities are considered adequate for the existing commerce. Effect of invprovement.-The improvement has afforded the town and factories of Branford increased facilities for the water trans- portation of bulk commodities, and it is believed that it has effected a decrease in the freight rates. Proposedoperations.-None. No considerable amount of shoaling has taken place in the river and in view of the recommended modifi- cation of the project (see below) no maintenance dredging is now proposed in the inner harbor. 200 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Recommended modifications of project.--Under date of July 18, 1916, the Chief of Engineers recommended the modification of that part of the existing project pertaining to the inner harbor so as to provide for maintaining a depth not exceeding 71 feet at mean low water. (See H. Doc. 1292, 64th Cong., 1st sess.) Reference to published articles not previously reported.-None. Commercial statistics.-The principal items of freight for the cal- endar year were coal, iron, sand, and lumber, carried principally on scows, barges, and canal boats, drawing usually 8 to 9 feet, and on occasional schooners from 6 to 13 feet draft. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913 ..................... 43, 643 $242,187.76 1916...................... 30,375 $218,493.09 1914..................... 41,333 204,529.50 1917...................... 37,032 332,316.00 1915....... .............. 32,227 145,503.00 Increase in value is due to a general advance in the prices of materials. Financial swummary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $3.50: New work--....----...---------------------------------$9, 537. 45 Maintenance------------------------------------------8, 679.08 Net total expended- -----------------------.--- 18, 216. 53 Total appropriations to date of this report...-------------.-------- 22,000. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work Expended for maintenance ............ $6,188.29 179. 36 3268.97 349.16. Appropriated or allotted..... ........................ 4,00 00 ............ ............ .......... I Not deducting receipts from sales, etc. July 1, 1917, balance unexpended----------------------------- $3, 783. 47 July 1, 1918, balance unexpended----------------------------- 3, 783. 47 10. NEW HAVEN HARBOR, CONN. (C3). Location and description.-On the North Shore of Long Island Sound, about 71 miles to the east of New York City. The harbor consists of a bay about 4 miles long and from 1 to 4 miles wide, and the navigable portions of West River, entering the westerly side of the bay, and the Mill and Quinnipiac Rivers entering its northeast corner through a common mouth. The width of the lower harbor from Morgans Point to Oyster River Point is 41 miles, and its natural depths available for anchorage are from 20 to 28 feet at mean low water. See U. S. Coast and Geodetic Survey Chart No. 52. Original condition.-The minimum usable low-water depth in the harbor proper was 9 feet from the wharves to Cranes Bar, one-third of the way down the harbor, and 13 feet on the bar below Fort RIVERS AND HARBORS---NEW LONDON, CONN., DISTRICT. 201 Hale; in Quifinipiac River, about 4 feet; in Mill River, west branch about 5 feet, east branch nearly bare at low tide; and in West River, less than 3 feet. The heads of navigation for small unmasted craft in the Quinnipiac, Mill, and West Rivers were, respectively, about 8, 2J, and 2 miles above the mouths. Previous projects-The original project was adopted by the river and harbor act of August 30, 1852, and modified by the river and harbor act of June 10, 1872. A second project was adopted by the river and harbor act of March 3, 1871, and modified by the acts of 1875, 1878, 1879, 1882, and 1884. The original project for West River (consolidated with the main harbor by the act of Mar. 2, 1.907) was adopted by the river and harbor act of March 3, 1905. The amount expended prior to operations under the existing proj- ect was $331,625.66 for new work and $32,570 for maintenance, a total of $364,195.66. For further details of previous projects see Annual Report for 1915, page 1755. Existing project.-This 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 pile and riprap dike, total length about 4,200 feet, to contract the tidal flow at Fort Hale Bar; a channel 12 feet deep and 100 to 150 feet wide, from the southwest corner of the 16-foot anchorage basin via Oyster Point and the dock frontage of West Haven to Kimberly Avenue Bridge; thence 12 feet deep and prevailing width of 75 feet up West River approximately to the railroad bridge, and an anchor- age basin 6 feet deep in West River opposite Mars Dock; a channel 100 feet wide and 12 feet deep from the 15-foot anchorage basin to- ward Brewery Street, about 1,500 feet; a channel 200 feet wide and 12 feet deep up 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 junc- tion 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; and the removal of certain obstructive rocks in Morris Cove. All depths refer to mean low water, the main tidal range being 5.8 feet. The maximum tidal range due to the combined effect of wind and other causes is 10 feet or more. The estimate of cost for new work, revised in 1913, is $684,200, ex- clusive of amounts expended under previous projects. The latest (1917) approved estimate for annual cost of maintenance is $15,000. The existing project was authorized by the following river and harbor acts: The act of August 2, 1882, provided for the Sandy Point dike (plans approved by the Board of Engineers Oct. 2, 1882); the act of March 3, 1899, provided for the present depth of the main channel, and the dimensions of its lower end, and for the 20 and 16 foot anchorage basins; the act of June 25, 1910, provided for the Brewery Street channel and made final provision for the present dimensions of the 15-foot basin (H. Doc. No. 1159, 60th Cong., 2d sess.); the act of July 25, 1912, made final provision for the present 202 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. dimensions of channels in Mill and Quinnipiac Rivers (H. Doc. No. 26, 62d Cong., 2d sess.) and for the present dimensions of the West River channel and anchorage (H. Doc. No. 535, 62d Cong., 2d sess.) ; the act of March 4, 1913, provided for the present widths in the upper part of the main channel (H. Doc. No. 1258, 62d Cong., 3d sess.). For map, see House Document No. 497, Sixty-fourth Congress, first session. Operations and results during flcal year.-There were no opera- tions. Expenditures were for administration and inspection and amounted to $928.09, applied to maintenance. Condition at end of fiscal year.-The existing project was com- pleted in 1915, the dike at Fort Hale Bar having been completed in 1889. The controlling depths at mean low water are: Main channel, 19.5 feet; anchorage basins, 4, 10, 15, and 19 feet, respectively; West River, 12 feet to the shipyard, thence 10 feet to Kimberly Avenue, and thence 9 feet to the railroad bridge; Mill River, 12 feet; Quinni- piac River to Ferry Street, 12 feet, and thence to Grand Avenue, 8 feet; and Brewery Street channel, 10 feet. The dike at Fort Hale Bar is in fair condition. The expenditures under the existing project have been $489,524.94 for new work and $156,121.15 for maintenance; a total of $645,646.09. Local cooperation.-No conditions for local cooperation were pre- scribed by law at the time of the adoption of the project. One mu- nicipal wharf, with limited facilities, has been constructed at a cost of approximately $20,000. The upper portion of the West River channel had been improved by private parties at a cost of about $10,000 before its further improvement was undertaken by the United States. Terminal facilities.-The wharves and piers served by this im- provement are grouped near the head of the main harbor, on both sides of Mill River between Chapel Street and Grand Avenue; on both sides of Quinnipiac River throughout the greater part of its improved portion; at Oyster Point and along the westerly side of West River. The terminals at the head of the harbor are mostly piers, either solid-filled or open, ranging in length up to 2,300 feet and separated by slips. The total frontage occupied approximates nearly a mile. Several of these terminals have direct railroad and transfer facilities and nearly all are open to public use. One, City Wharf, is publicly owned. Throughout Mill, Quinnipiac and West rivers the wharves are usually of the bulkhead and apron type. At Oyster Point are several small timber piers used in the oyster in- dustry. The river frontage developed amounts to over three-fourths mile in Mill River, over 1 mile in the Quinnipiac, and about five- eighths mile in West River and at Oyster Point. Some of the West River wharves are open to general public use, but in the other branches nearly all are private and closed to the public. The facili- ties are not considered adequate and plans are in preparation by the municipality for extensive additions and improvements. Effect of improvement.-The improvement has secured for New Haven the benefit of very low water-freight rates, particularly on bulk commodities. The present commerce of New 'Haven could not be carried on without the improvements made. RIVERS AND HARBORS-NEW LONDON, CONN., DISTRICT. 208 Proposed operations.-It is proposed to apply the available funds to the restoration of the 15-foot anchorage, in accordance with the following estimate: Dredging 104,000 cubic yards, at 25 cents_--------------------$26, 000 Administration, inspection, and contingencies_-------------------- 3, 058 Total------------ ----------------- ----------------- 29, 058 It is proposed to commence the work in the summer of 1918, using the funds at a rate of about $6,000 per month and completing the work about January 1, 1919. No maintenance work has been done in the Brewery Street Channel or in the upper portions of the West River Channel since their com- pletion in 1911 and 1913, respectively. Considerable shoaling has taken place and the restrictions in depth, particularly in West River, are beginning to be felt. For the restoration of these channels the following estimate of funds, required during the fiscal year ending June 30, 1920, is made: Dredging 54,000 cubic yards, at 25 cents------------------------ $13, 500 Administration, inspection, and contingencies , 500 1---------------------- Total ------------------------------------------------ 15, 000 Recommended modifications of project.-None. References to published articles not previously reported.-None. Commercial statistics.-The principal items of freight for the calender year were general merchandise, coal, lumber, oysters, and sand. Except in the shallower branch channels, the coal, which com- prises about 70 per cent of the total commerce of the harbor, is handled on a draft of from 12 to 14 feet, with occasional cargoes drawing up to 22 feet. Oysters are handled in vessels of from 8 to 12 feet draft, and the bulk of the remaining commerce is handled in vessels drawing about 10 feet. A small amount of lumber is received in schooners drawing from 16 to 20 feet. Comparative statement. Calendar short tons. Value. Passengers. Calendar Short tons. Value. Passengers. year. year. 1913...... 2,096,135 $123,093,132.96 98,023 1916....... 2,263,804 $132,445,728.00 93,495 1914...... 1, 704,854 105,459,519.16 112,816 1917... 1, 868, 649 143,736,132.00 78,130 1915....... 1,792, 856 99,561,097.40 116,665 Financialsummary. Amount expended on all projects to June 30, 1918; after deducting receipts from sales, etc., amounting to $573.56: New work ---------- ------------------------------- $821, 150. 60 Maintenance -------------- -------------------------- 188, 691. 15 Net total expended_ - ------------ --------- 1, 009, 841. 75 Total appropriations to date of this report------------------1, 038, 940. 92 204 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Fiscal year ending June 30. 1914 1915 1916 1917 1918 ... . .... . . .. . Expended for new work 1 . ... $110,220.28 $19, 450. 80 $56, 512.92 Expended for maintenance 1................. 17, 359.95 5, 343. 41 11,651.40 $19, 757. 54 $928.09 Total expended 1................... 127, 580. 23 24,794.21 68,168.32 19, 757. 54 928.09 - I i i Appropriated or allotted .............. 86,000.00 ............ 14,000.00 - July 1, 1917, balance unexpended_______________- _____--$2, 004. 09 Amount allotted from river and, harbor act approved August 8, 1917 --------------------------------------------------------- 14,000.00 Receipts from sales, etc., during fiscal year 1918___________ 23.17 16, 027. 26 June 30, 1918, amount expended during fiscal year for maintenance 1 928. 09 July 1, 1918, balance unexpended_ -__-- - -_____ ____ 15, 099.17 July 1, 1918, outstanding liabilities ____________-----40. 55 July 1, 1918, balance available, including $14,000 available only for maintenance-------------------------------------------15, 058. 62 Amount allotted from river and harbor act approved July 18, 1918_ 14, 000. 00 Amount available for fiscal year ending June 30, 1919--- 29, 058. 62 Amount that can be profitably expended in fiscal year ending June 30, 1920, for maintenance___________________________ 215, 000. 00 11. BREAKWATERS AT NEW HAVEN, CONN. (C4). Location and description.-See New Haven Harbor, immediately preceding. Original condition.-Opposite New Haven, Long Island Sound is at its widest, about 19 miles, and the broad open mouth of the harbor was 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. Previous projects.--None. Existing project.-This provides for a harbor of refuge at the entrance to New Haven Harbor by constructing three riprap break- waters, one 3,450 feet long, extending from Southwest Ledge to Quixes Ledge; one 4,450 feet long across Ludington Rock; and one about 4,200 feet long extending northwesterly from a point 6,000 feet south 54° west from Ludington Rock; the cross section of these breakwaters to be 12 feet wide on top and 6 feet above mean high water, with outer slopes of 1 on 1j and inner slopes of 1 on 1. The mean tidal range is 6 feet, and the maximum range, due to the com- bined effect of wind and other causes, is about 10 feet. The estimate of cost for new work, revised in 1910, is $1,264,000. The latest (1915) approved estimate for annual cost of maintenance is $1,000, to be appropriated in sums of $5,000 at intervals of five years. 1 Not deducting receipts from sales, etc. 2 Exclusive of available funds. RIVERS AND HARBORS-NEW LONDON, CONN., DISTRICT. 205 The existing project was adopted by the river and harbor act of February 27, 1911 (Annual Report for 1910, pp. 124 and 125). Operations and results during fiscal year.-None. Condition at end of fiscal year.-The project was completed in 1915. The breakwaters are in good condition. The anchorage shel- tered by the breakwaters exceeds 2,000 acres, of which over 500 acres are from 20 to 28 feet deep and the remainder 9 to 20 feet deep at mean low water. Expenditures have been $1,242,246.09 for new work and $21,753.91 for maintenance, a total of $1,264,000. Local cooperation.-None. Terminal facilities.-None. The iniprovement is essentially a har-. bor of refuge only. Effect of improvement.-The commerce benefited by the improve- ment is mainly the passing commerce of Long Island Sound. The breakwaters also provide 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. There is no reliable record available of the number of vessels making use of the harbor as a refuge. The lighthouse keepers have reported from five to six thousand vessels as anchoring in this harbor annually. Proposed operations.-None. Recommended modifications of project.--None. References to published articles not previously reported.-None. Commercial statistics.--It is impracticable to estimate accurately the tonnage and value of the commerce benefited by the improve- ment, but it is certainly very large and practically amounts to the entire commerce passing through Long Island Sound. Financialsummary. Amount expended on all projects to June 30, 1918, after deduct- ing receipts from sales, etc., amounting to $3,244.31: New work --_ .--------------------------- $1, 242, 246. 09 Maintenance------------------------------------------ 21, 753. 91 Net total expended-------------------------------- 1, 264, 000. 00 Total appropriations to date of this report------------------1, 264, 000. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work 1.............................. $41,971.0 ..... ........................ Expended for maintenance ............... 241.71 608.99............. Totalexpended 1............... ..... 241.71 42,580.59 Appropriated or allotted ................................... .......... .......... 1 Not deducting receipts from sales, etc. 12. MILFORD HARBOR, CONN. (C5). Location and description.-This harbor is on the north shore of Long Island Sound, about 8 miles west of New Haven Harbor. It consists of an open bay about 1 mile in diameter and the tidal por- tion of the Wepowage River, a small, narrow stream entering the bay at its head and extending inland about 1 mile. See U. S. Coast and Geodetic Survey chart No. 52. 206 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Original condition.-The minimum usable low-water depth was less than 2 feet on the bar in the bay, and in parts of the river the channel was nearly bare. The head of navigation was 1 mile from the head of the bay. Previous projects.--The original project was adopted by the river and harbor act of June 23, 1874, and modified by the river and harbor acts of June 18, 1878, June 14, 1880, and August 2, 1882. The amount expended prior -to operations under the existing project was $42,340.44 for new work, and $3,159.56 for maintenance, a total of $45,500. For further details of previous projects see Annual Report for 1915, page 1756. Existing project.-This provides for two riprap jetties, 510 and 250 feet in length, respectively, on the east and west sides of the en- trance to the river; a channel across the bar and through the lower harbor 100 feet wide and 10 feet deep to Merwins Wharf, a distance of about 3,000 feet; an anchorage basin of same depth, of about 6 acres in area, on the east side of the channel, and a channel 90 feet wide and 6 feet deep through the river from Merwins Wharf to the Straw Works Wharf, a distance of about 3,500 feet. All depths refer to the plane of mean low water. The mean tidal range is 6.2 feet, and the extreme range due to the combined effects of wind and other causes, is 10 feet or more. The estimate of cost for new work, revised in 1905, is $25,000, exclusive of amounts expended under previous projects. The latest (1902) approved estimate for annual cost of maintenance is,$500. The existing propect was authorized by the following river and harbor acts: The act of June 23, 1874, provided for the east jetty at the mouth of the river (H. Ex. Doc. No. 107, 42d Cong., 3d sess., and Annual Report for 1873, p. 1042) ; the west jetty at the mouth of the river was authorized October 16, 1879 (Annual Report of 1879, p. 342) ; the act of June 13, 1902, provided for the present channel di- mensions and for an anchorage basin (H. Doc. No. 280, 56th Cong., 1st sess., and in Annual Report for 1900, p. 1357). For map see House Document No. 232, Sixty-third Congress, first session. Operations and results during fiscal year.-None. The expendi- tures were for administration, and amounted to $4.16, applied to maintenance. Condition at end of fiscal year.-The existing project is 90 per cent completed. The jetties were completed in 1880. The dredging of the anchorage basins and channels as they now exist was com- pleted in 1905. The entrance channel has been completed and the channel through the river has been dredged to a point 500 feet above the town wharf, ledge rock preventing its further extension at reas- onable cost. The head of navigation is one mile from the head of the bay. The anchorage area on the east side of the channel has been dredged 10 feet deep over an area of 2J acres, but could not be further extended at reasonable cost, as ledge rock was met; to compensate for the lack of anchorage area on the east side, a basin 1.6 acres in area has been dredged on the west side. The jetties are in fair- condition. The controlling depths at mean low water are 10 feet to Merwins Dock, thence 6- feet to a point about half way to the town wharf, thence about 6 feet to the town wharf; above the town wharf to the head of the channel the controlling depth is not over 5 feet and the RIVERS AND HARBORS-NEW LONDON, CONN., DISTRICT. 207 channel is very narrow. The average depth in the basins is about 8 feet. To complete the project requires the dredging of about 1.9 acres additional anchorage area and the extension of the 6-foot chan- nel about 560 feet. The expenditures under the existing project to the end of the fiscal year were $23,617.33 for new work, and $436 for maintenance; a total of $24,053.33. Local cooperation.-No conditions for local cooperation were pre- scribed by law at the time of the adoption of the project. Prior to 1896 about 85,000 cubic yards was dredged from the outer bay by oystermen, at a cost of about $15,000. Shore protective works were constructed by the citizens of Milford at the mouth of the harbor prior to 1872 at an unknown cost. A town wharf has been main- tained near the head of navigation for many years. Terminal facilities.-Two timber bulkhead wharves or piers are served by this improvement. One only, that owned by the town of Milford, is open to public use. The unloading facilities are inefficient. Enlarged and improved terminal facilities are desirable. Effect of improvement.-The improvement has afforded the town of Milford the benefits of water transportation for bulk commodities at rates cheaper than by rail. Proposed operations.-In view of the recommendation referred to in the following paragraph, which contemplates the use of the avail- able funds for the proposed modification, no operations are proposed. Recommended modifications of project.-Under date of September 8, 1913, the Chief of Engineers recommended a readjustment of the location of anchorage areas and the widening of the 6-foot channel, at a cost of $14,700 for new work and $5,000 every four years for maintenance, in accordance with a plan contained in House Docu- ment No. 232, Sixty-third Congress, first session. Reference to published articles not previously reported.-None. Commercial statistics.-The principal items of freight for the cal- endar year were oysters and shells, sand, coal, and fertilizer, carried principally in steamers, scows, and schooners drawing from 6 to 12 feet. Increase in tonnage is due to receipts of building material and fertilizer. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913.................. ........ 12, 570 $101, 578.96 1916....................... 10,816 3$65,004.40 1914 ..................... 18,464 184,739.85 1917...................... 19,123 80,141.00 1915 ...................... 13, 312 68, 325.94 Financialsuzmmary. Amount expended on all projects to June 30, 1918: New work ------------------------------------------ $65, 957. 77 Maintenance -------------------------------------------- 3, 595. 56 Net total expended ------------------------------- --- 69, 553. 33 Total appropriations to date of this report--------------------- 77, 500. 00 08 :REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work .... i"::::: ... ".... .................... i ................ Expended formaintenance 1.............. $3.10 $64.42 $&10 $18.66 $4.16 Appropriated or allotted.............................. ..................... July 1, 1917, balance unexpended__________________________ $7, 950. 83 June 30, 1918, amount expended during fiscal year for maintenance__ 4. 16 July 1, 1918, balance unexpended ______________________ 7, 946. 67 13. HOUSATONIC RIVER, CONN. (C6). Location and description--This river rises in northwestern Massa- chusetts, flows southerly 130 miles through Massachusetts and Con- necticut, and empties into Long Island Sound at Stratford, 5 miles east of Bridgeport Harbor. Its drainage area is about 1,930 square miles. The tidal section extends from the mouth 13J miles to Derby and Shelton, and 1.1 miles upstream is a power dam with a canal and locks by which craft of less than 3-foot draft may pass above the dam. At Derby the low-water discharge is about 600 second-feet; the high-water flow is not known. Average freshets reach a height of 12 feet, are of short duration, and occur mainly in the spring. The river is closed by ice for the greater part of January, February, and March. The low-water slope per mile from Shelton to the mouth is 0.14 foot; the width at the mouth is about 1,200 feet, and at Shel- ton 400 feet. See United States Coast and Geodetic Survey chart No. 52. Original condition.-The original usable low-water depth on the bar at the mouth and in the river was about 3 feet; the channel was narrow and crooked. The head of navigation was and is at Otter Rock, 3 miles above the dam at Shelton and 171 miles above the mouth. Previous projects.-None. Existing project.-This provides for a channel 7 feet deep at mean low water, 200 feet wide and one-half mile long across the outer bar, and thence 100 feet wide to Derby and Shelton, about 13 miles; a riprap breakwater at the mouth, consisting of an inner arm 3,250 feet long, 3 feet high above mean low water, top width 6 feet, side slopes 1 on 1, and an outer arm 2,500 feet long, 6 feet high above mean 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 riprap jetty 163 feet long at Sow and Pigs Rocks. The mean tidal range, exclusive of the winter season and freshets, is 6.4 feet at the mouth and 5.1 feet at Shelton; the extreme range due to combined effect of wind and other causes is about 11 feet at the mouth, diminishing toward the head. The spring freshets occasion- ally rise to a height of 18 feet or more above summer low water but only average about 12 feet above that datum. The estimate of cost for new work, revised in 1888, is $275,500. The latest (1917) ap- proved estimate for annual cost of maintenance is $6,000. The existing project was authorized by the following river and harbor acts: The act of March 3, 1871, provided for a jetty at Sow RIVERS AND HARBORS-NEW LONDON, CONN., DISTRICT. 209 and Pigs Reef and a channel of present dimensions across the outer bar (H. Doc. No. 95, 41st Cong., 3d sess., and Annual Report for 1871, p. 781) ; the act of August 11, 1888, provided for the breakwater at the mouth and the present dimensions of the river channel (S. Doc. No. 103, 50th Cong., 1st sess., and Annual Report for 1888, p. 554). The construction of the Stratford Dike, in accordance with the project submitted by the District Engineer Officer July 15, 1892, was authorized by departmental action. For map see House Docu- ment No. 970, Sixty-fourth Congress, first session. Operations and results during fiscal year.-Contract was entered into for maintenance dredging, but work was not begun. Opera- tions were limited to minor surveys. Expenditures amounted to $449.64, applied to maintenance. Condition at end of fiscal year.-The existing project is about 95 per cent completed. The channels were completed in 1893. The breakwater at the mouth is completed except that the outer arm has a top width of 8 feet and outer slope of 1 on 11 instead of the re- spective project dimensions; the Stratford Dike is 1,255 feet long; and the jetty at Sow and Pigs Rocks is completed. The breakwater, dike, and jetty are in good condition. The controlling depths at mean low water are, at mouth of river 7 feet, and thence about 6 feet to Shelton. To complete the project requires the enlargement of the outer arm of the breakwater to pro- vide a top width of 12 feet and an outer slope of 1 on 2, which is not required for permanence, and the extension of the Stratford Dike not more than 245 feet. The expenditures have been $234,364.92 for new work and $111,728.47 for maintenance, a total of $346,093.39. Local cooperation.-No conditions for local cooperation were pre- scribed by law at the time of the adoption of the project or its modi- fications. A considerable amount of dredging has been done by pri- vate parties at the outer bar to obtain material for oyster beds, the cost and exact extent of which are not known. Terminal facilities.-There are wharves at Stratford, Devon and at Shelton and Derby. The usual types are longitudinal, timber bulkheads and short, filled piers with landing spaces parallel with the stream. Of the four wharves at Stratford, one is open to pub- lic use. At Devon is a private wharf with railroad transfer facili- ties. The two wharves at Derby and two of the five at Shelton are open to public use. Freight transfer is to dray and warehouse only. There are no publicly owned terminals on the river. The facilities are considered adequate for the existing commerce. Effect of improvement.-The improvement has afforded the towns of Stratford, Derby, and Shelton the advantage of water transpor- tation of bulk freight, and has had the effect of materially reducing the freight rates to these points. Proposed operations.-Itis proposed to apply the available funds to restoring the bar channels to project dimensions, in accordance with the following estimate: Maintenance dredging 20,000 cubic yards, at 38 cents_ _____.. _.----$7, 600 Administration, inspection and contingencies----------------------_ 738 Total ------- ----------------------------------- 888 81116--rae 1918----14 210 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. It is expected that dredging will commence soon after the spring freshet of 1919 and that funds will be used at the rate of about $4,000 per month. The commerce of this river, which serves important industries in the Naugatuck Valley, is now reported twice as great as in 1915. Frequent dredging (usually annually) is necessary to maintain the capacity of the improvement. The extent of shoaling is dependent on freshets and ice jams and cannot be foreseen. The following esti- mate, based on past experience, is for dredging in the fiscal year end- ing June 30, 1920: Maintenance dredging 20,000 cubic yards, at 36 cents------------$7, 200 Administration, inspection and contingencies,_----------------- 800 Total ------------------------------------------------- 8,000 Recommended modifications of project.--Under date of March 28, 1916, the Chief of Engineers recommended a modification of the project to provide a channel 10 feet deep to Stratford, 200 feet wide through the entrance, and 100 feet wide in the river, and the ex- tension of the Stratford Dike for 200'feet, at an estimated cost of $35,000, in accordance with a plan printed in House Document No. 970, Sixty-fourth Congress, first session. References to published articles not previously reported.-None. Commercial statistics.-The principal items of freight for the cal- endar year are coal, petroleum products, sand and gravel, carried principally in steamers and barges, drawing from 6 to 9 feet. Increases in values and amounts are due to increased costs of items and the increased receipts of coal for transhipment up the Naugatuck Valley. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913............. ...... 114,183 $1 023,558.99 1916.......... ...... 169,340 $2,248,793.00 1914 ................... 114, 988 1,131 813.54 1917................. ... 300,047 3,644, 347.00 1915.................... 141, 583 1, 549338.10 Financial summary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $1,142.26: New work ------------------------------------------- $234,364.92 Maintenance ------------------------------------------ 111,728.47 Net total expended------------------------------ --- 346,093.39 Total appropriations to date of this report---------------------362,450.00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work 1.................. $6,182.34 6,288.00 ............ $5,700.66.. Expended for maintenance 1............. 11,040.49 2,901.25 $2,456.45 8, 845.61 $449. 64 Total expended1........ .. ..... 17,222.83 9,189.25 2,456.45 14,546.27 449.64 Appropriated or allotted....................... 7,000.00 ............ 12,000.00 8,000.00 1Not deducting receipts from sales, etc. ..... July 1, 1917, balance unexpended____---------- $806.25 Amount allotted from river and harbor act approved Aug. 8, 1917____ 8,000.00 8,806.25 RIVERS AND HARBORS--NEW LONDON, CONN., DISTRICT. 211 June 30, 1918, amount expended during fiscal year for maintenance _ $449.64 July 1, 1918, balance unexpended -------------- ----------- 8,356.61 July 1, 1918, outstanding liabilities ---- ----- __-- $18.12 July 1, 1918, amount covered by uncompleted contracts -- ___ 8,000.00 8,018.12 July 1, 1918, balance available only for maintenance--------------_ 338,49 Amount allotted from river and harbor act approved July 18, 1918__ 8,000.00 Amount available for fiscal year ending June 30, 1919------------- 8,338.49 Amount (estimated) required to be appropriated for completion of existing project---------- ---------------------- ------- 1 35,135.00 Amount that can be profitably expended in fiscal year ending June 30, 1920, for maintenance------------------------------------8, 000.00 14. BRIDGEPORT HARBOR, CONN. (C7). Location and description.-This harbor is on the north shore of Long Island Sound, about 57 miles east of New York City. It consists of. an outer main harbor about 3,500 feet long and 4,000 feet wide; an inner harbor about 1 mile long and 1,500 feet wide, decreasing in width to 500 feet at the head; the navigable portions of Poquonock River, 11 miles long; Yellow Mill Pond, two-thirds of a mile long, entering from the north; Johnsons River, three- fourths of a mile long, entering from the east; Black Rock Harbor, about one-half mile wide and 1 mile long, lying 21 miles west of the main harbor; and Cedar and Burr Creeks, 1. and one-half miles long, respectively, entering Black Rock Harbor from the north. See United States Coast and Geodetic Survey chart No. 52. Original condition.-The minimum usable low-water depths were: 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; in Yellow Mill Pond, generally bare; in Black Rock Harbor, 12 to 6 feet; in Cedar Creek, 2 to 4 feet; and in Burr Creek, nearly bare. The head of navigation in Poquonock River, Yellow Mill Pond, Johnsons River, Burr and Cedar Creeks was respectively, about 1, two-thirds, three-fourths, one-half and 1. miles above the mouth. Previous projects.-The original project for the main harbor was adopted by the river and harbor act of July 4, 1836. A second proj- ect was adopted by the river and harbor act of March 3, 1871, and modified in 1875, 1878, 1882, 1888,1892, 1894, and 1896. The original project for Black Rock Harbor, which prior to the adoption of the existing project was considered as separate from the main harbor, was adopted by the river and harbor act of July 4, 1836. A second project was adopted by the river and harbor act of July 5, 1884. The amount expended prior to operations under the present project was as follows: New work. Mainte- nance. Total. Bridgeport Harbor.................. ................... $311, 899.53 5,948.97 $317, 848.50 Black Rock Harbor... ............................. .... 66, 550.00 6,000.00 72,550.00 Total....................... .. ............... 378,449.53 11,948.97 390,398.50 1 Exclusive of available funds. 212 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. For further details of previous projects, see Annual Report for 1915, page 1756. Existing project.-This provides for: (1) Two riprap breakwaters: one about 3,190 feet long, on the easterly side, and one 2,110 feet long on the westerly side of the entrance to the main harbor. (2) The construction and maintenance of shore protection on Fayerweather Island, including a sea wall connecting the northerly and southerly portions of the island. (3) 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. (4) 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 immediately below the lower bridge. (5) 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. (6) Yellow Mill Channel, from the main channel to the head of Yellow Mill Pond, about 1 mile, 12 feet deep and 100 feet wide. (7) Johnsons River Channel, from the main channel to the head of naviga- tion, about 11 miles, 9 feet deep and 100 feet wide. (8) 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 2J miles, 12 feet deep and 100 feet wide, with additional width at the turns; also Burr Creek Channel from its junction with Cedar Creek Channel to the head of navigation in Burr Creek, about one-half mile, 9 feet deep and 100 feet wide. All depths refer to mean low water, the mean tidal range being 6.4 feet. The extreme tidal range, due to wind and other causes, is 11 'feet or more. The estimate of cost for new work, revised in 1910, is $697,470, exclusive of amounts expended under previous projects. The latest (1917) approved estimate for annual cost of maintenance is $12,000. The existing project was authorized by the following river and harbor acts: The act of July 4, 1836, provided for the Fayerweather Island sea wall; the act of March 3, 1899, provided for the shore pro- tection at Fayerweather Island, the 18-foot anchorage basin, the 12- foot basin west of the main channel, the 12-foot basin immediately below the lower bridge, the channels in Yellow Mill Pond, John- sons River, Burr Creek, and at the upper end of Poquonock River (Annual Report for 1899, p. 1173); theact of March 2, 1907, pro- vided for the west breakwater, the present dimensions of the east breakwater, the 22-foot channel, the 22-foot anchorage, and the 12- foot anchorage on the east side of the main channel (H. Does. Nos. 275 and 521, 59th Cong., 2d sess.) ; the act of June 25, 1910, provided for the Black Rock and Cedar Creek Channels and the 18-foot chan- nel in the Poquonock River to Black's coal dock (H. Doec. No. 751, 61st Cong., 2d sess.). For map see House Document No. 898, Sixty- third Congress, second session. Operations and results during fiscal year.-None. A public hear- ing was held and surveys made in reference to the estabhlishment and revision of harbor lines in Johnsons River and other portions of the RIVERS AND HARBORS--NEW LONDON, CONN., DISTRICT. 213 harbor. Expenditures were for administration, inspection and sur- veys and amounted to $2,556.73, applied to maintenance. Condition at end of fiscal year.--The existing project is 99 per cent completed. The breakwaters were completed in 1908 and the re- mainder of the improvement was practically completed in 1911. The channels have been dredged to project dimensions except at the inner ends of Johnsons River, Burr Creek, and Yellow Mill channels, where ledge rock exists, and in the Poquonock River at the East Washing- ton Avenue bridge, which is to be rebuilt. The breakwaters are in need of repairs; the shore protection works on Fayerweather Island are in good condition; and the Fayerweather Island breakwater and sea wall needs repairing. The controlling depths at mean low water are: Main channel, to just inside the inner breakwater, 21 feet, and thence 17 feet to the lower bridge; Poquonock River, 161 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 9 feet; Yellow Mill Channel, 12 feet to the south line of Willard Street, and thence 9 feet nearly to the head of the im- proved channel; Johnsons River, 9 feet to the turn above the ship- yard, and thence about 6 feet to the head of the channel; Black Rock Harbor, 101 feet to the head of navigation in both branches of Cedar Creek; Burr Creek, about 5 feet to its head. To complete the project would require dredging the inner ends of the channels in Johnsons River, Yellow Mill Pond, and Burr Creek, and at the East Washington Avenue Bridge. The expenditures under the existing project have been $491,239.64 for new work, and $80,906.76 for main- tenance, a total of $572,146.40. Local cooperation.-No conditions for local cooperation were pre- scribed by law at the time of the adoption of the project or its modi- fications. Dredging, totaling quite an extensive amount, has been done by private interests in various portions of the harbor, which has resulted in benefit to general navigation. The cost of this work is not known. Terminal facilities.-This improvement serves an extensive wharf frontage divided approximately as follows: In the main harbor, both sides at the head, about 1 mile; Poquonock River, both sides, 1 mile; Yellow Mill Pond, both sides, not continuous, one-fourth mile; Cedar Creek, nearly one mile; Johnsons River, Burr Creek, and Black Rock, a few small, scattered wharves. The general type of wharf in use is a stone or timber bulkhead with pile apron in front. There are but few piers and those small. The terminal and transfer facilities at the wharves of the larger manufacturing companies are efficient,- and except at Johnsons River, one or more wharves in each of the above groups have direct railroad connections. The city owns one small wharf in the main harbor and a larger one in the upper Poquonock. Except in Yellow Mill Pond, two or more wharves in each group are open to public use. Increased terminal and transfer facilities are desirable to serve the increased commerce to be expected by a rapidly growing municipality. Effect of improvement.-The effect of the improvement is to afford the city of Bridgeport the advantages of water transportation at greatly reduced rates. 214 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Proposed operation.--In view of the present adequate capacity of the improvement and due to war conditions it is proposed to retain the available funds until normal conditions prevail, or the demands of commerce justify the expenditure. Under the above plan, funds will be applied in accordance with the following estimate: Maintenance dredging, Black Rock and Cedar Creek Channel, 75,000 cubic yards, at 20 cents------------------------------------ $15, 000 Repairs to Fayerweather Island sea wall, mainly labor--------------1, 000 Repairs to breakwaters at entrance to main harbor, 3,000 long tons of stone in place, at $1.50 ----------------------------------- 4, 500 Administration, inspection, and contingencies---------------------- 1, 734 Total ------------------------------------------------ 22, 234 No estimate is submitted for maintenance during the fiscal year ending June 30, 1920, as it is expected that the completion of the above work, if necessary before the above date, will furnish adequate channels for the accommodation of the commerce of the harbor. Recommended modifications of project.--Under date of April 13, 1914, the Chief of Engineers recommended that the project be modi- fled to provide increased widths and depths in certain branches of the harbor, at an estimated cost of $175,300 for new work and $10,000 per annum for maintenance, in accordance with a plan contained in House Document No. 898, Sixty-third Congress, second session. References to published articles not previously reported.-None. Commercial statistics.-The principal items of freight for the cal- endar year were general merchandise, coal, sand and stone, iron and steel, and petroleum products, carried in steamers, barges and scows, canal boats, and schooners, drawing from 5 to 20 feet. Over 80 per cent of the commerce of this harbor is carried on a draft of about 14 feet. During the year an additional transportation line to New York was established. Comparative statement. Freight Calendar Freight Calendar Cadar(short Value. Passengers. (short Value. Passengers. year. tons). year. tons). 1913....... 1,083,047 $43,727, 073.50 153, 692 1916....... 1,548,225 $109,889,957.00 153,963 1914....... 1,039,398 67, 003,507.55 96,892 1917..... 1,588,056 124,522,773.00 1268,779 1915...... 1,135, 623 71, 061781.90 121,270 Fina7cialsummary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $26,353.76: New work---------------- -------- --------------- --- $869, 689. 17 Maintenance ----------------------------------------- 92, 855. 73 Net total expended---------------------------------- 962, 544. 90 Total appropriations to date of this report-------------------- 984, 831. 96 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work............................. Expended for maintenance 1............... 5, 450.09 7, 418.09 $2, 664.06 $9,773.21 $2, 556.73 Appropriated or allotted................. ..... ........ ................. . 24,000.00 1 Not deducting receipts from sales, etc. RIVERS AND HARBORS---NEW LONDON, CONN., DISTRICT. 215 July 1, 1917, balance unexpended---_---------------------- $679.79 Amount allotted from river and harbor act approved Aug. 8, 1917__ 24, 000.00 Receipts from sales, etc., during fiscal year 1918__-------------- 164. 00 24, 843. 79 June 30, 1918, amount expended during fiscal year for maintenance 1_ 2, 556. 7 July 1, 1918, balance unexpended_-------------------------- 22, 287. 06 July 1, 1918, outstanding liabilities----------------------------- 52. 92 July 1,, 1918, balance available only for maintenance_----------- 22, 234. 14 15. SOUTHPORT HARBOR, CONN. (C8). Location and description.-This harbor is on the north shore of Long Island Sound about 50 miles east of New York City. It con- sists of an outer bay about 1 mile wide, extending inland one-half mile, and the tidal portion of Mill River, about 1 mile long, narrow and entering the bay from the north. See U. S. Coast and Geodetic Survey chart No. 52. Original conditions.-The minimum usable low-water depth was 2 feet at the entrance. At the head of the harbor, about three- quarters of a mile above the entrance the bottom was bare at low water. Previous projects.-The original project was adopted by the river and harbor act of March 2, 1829, and modified in 1876 and 1881. The amount expended prior to operations under that portion of the ex- isting project adopted by the act of June 13, 1902, was $26,087.43 for new work, and $5,000 for maintenance, a total of $31,087.43. Existing project.-This provides for a stone breakwater about 1,320 feet long at the mouth of the harbor; for a dike about 1,350 feet long along the' easterly side of the harbor; for a channel 6 feet deep, 100 feet wide from the 6-foot curve in Long Island Sound to the second turn inside of the breakwater, thence 75 feet wide upstream as far as the docks and thence 60 feet wide along the dock front; for an anchorage basin 6 feet deep and 75 feet wide outside of the chan- nel; and for the removal of ledge rock to depth of 7 feet. The plane of reference is mean low water, the mean tidal range being 6.6 feet. The extreme tidal range, due to the combined effect of wind and other causes, is 11 feet or more. The estimate of cost for new work, revised in 1911, is $33,670.98, exclusive of amounts expended under previous projects. The latest (1917) approved estimate for annual cost of maintenance is $700. The existing project was authorized by the following river and harbor acts: The act of -March 2, 1829, provided for the breakwater and dike (Annual Report for 1871, p. 824); the act of July 25, 1912, provided for the present channel dimensions, the anchorage basin, and the removal of ledge rock (Annual Report for 1911, p. 1245). For map see Annual Report for 1886, page 648. Operations and results during fiscal year.-None. Expenditures were for administration and inspection, and amounted to $78.95, ap- plied to maintenance. Condition at end of fiscal year.-The existing project was com- pleted in 1917. The br ,akwaterand dike were completed in 1838, and the channels and basin, 95 per cent completed by the United 1 Not deducting receipts from sales, etc. 216 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. States in 1914, were completed by private interests in 1916 and 1917. The. breakwater and dike are in fair condition. The controlling depth is about 6 feet at mean low water. The expenditures under the existing project have been $33,125.60 for new work, and $2,604.12 for maintenance, a total of $35,729.72. Local cooperation.-No conditions for local cooperation were pre- scribed by law at the time of the adoption of the project. The breakwater was kept in repair at local expense in the interval between its completion, in 1837, and the resumption of operations by the United States in 1876. During 1916 hydraulic dredging for land reclamation to the extent of nearly a million cubic yards by the Country Club of Fairfield materially deepened and widened the channel from about 1,000 feet outside of the breakwater to the end of the upper docks and completed the anchorage basin. Terminal facilities,-Commercial wharfage is limited to about 100 feet of bulkhead wall, with very limited cargo handling facilities. This wharf is open to public use. Several other wharves are used as landings for pleasure craft. There are no publicly owned wharves. Direct connection with the railroad is not available. The facilities are considered adequate for the existing commerce. Effect of improvement.-The effect of the improvement has been to benefit the operations of those engaged in oyster fishery and pleasure boating rather than to reduce the freight rates. Proposed operations.-None. Recommended modifications of project.-None. Reference to published articles not previously reported.-None. Commercial statistics.-The freight for the calendar year was limited to a small amount of shellfish carried in a light-draft sloop. Decrease in tonnage was due to the completion of exten- sive private dredging operations. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913 ...................... 4, 998 $24) 505 1916.....3,381 $22,246 1914..................... 5,168 25,050 1917 ..................... 19 1,000 1915 .................... . 20 1,200 Financialsummary. Amount expended on all projects to June 30, 1918: New work ----------------------------------------- $59, 213. 03 Maintenance---_____---.----------------- 7, 604. 12 Net total expended ---------------------------------- 66, 817. 15 Total appropriations to date of this report ------------------- 66, 935. 94 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work ............... $14. 264.31 ............ * Expended for maintenance ............... ............ 123.70 $31.43 $192.51 $78.95 Appropriated or allotted..... RIVERS AND HARBORS--NEW LONDON, OONN., DISTRIOT. 217 July 1, 1917, balance unexpended------------------------------ $197. 74 June 30, 1918, amount expended during fiscal year, for maintenance_ 78. 95 July 1, 1918, balance unexpended--- ----------- --------------- 118. 79 16. WESTPORT HARBOR AND SAUGATUCK RIVER, CONN. (C9). Location and description.-SaugatuckRiver has its source in west- ern Connecticut, flows southerly about 20 miles, draining about 92 square miles and empties into Long Island Sound, 46 miles east of New York City. Discharge data are not available. The tidal and navigable portion of the river extends from Long Island Sound to Westport; the village of Saugatuck is located on the west side, about 1 miles below Westport. For about 2 miles below Westport the river is from 200 to 300 feet wide; thence to the mouth it is a broad, shallow bay with a narrow but comparatively deep channel along the westerly and southerly sides. See U. S. Coast and Geo- detic Survey chart No. 52. Original condition.-The minimum usable low-water depth was 9 feet in the channel in the bay, thence 5 feet to a point 3 miles above the mouth, above which the depth decreased to less than 1 foot at the head of commercial navigation at Westport, 4 miles above the mouth. Previous projects.-The original project was adopted by the river and harbor act of March 2, 1827, and modified by the river and har- bor act of July 4, 1836. The amount expended prior to operations under that portion of the existing project was: $16,944, for new work; and $2,500, for maintenace; a total of $19,444. For further de- tails of previous project, see annual report for 1915, page 1758. Existing project.-This provides for .a riprap breakwater about 540 feet long at Cedar Point; for a channel 4 feet deep and 60 feet wide up to Westport; for removing the ledge opposite Stony Point; and for removing bowlders from the channel. The plane of refer- ence is mean low water, the mean tidal range being 7 feet. The extreme tidal range due to the combined effects of wind and other causes is 11 feet or more. The. estimate of cost for new work, revised in 1896, is $18,000, exclusive of amount expended on previous project. There is no estimate for maintenance. The existing project was authorized by the following river and harbor acts: The act of March 2, 1827, provided for the Cedar Point breakwater; the act of June 13, 1892, provided for the channel in the river (H. Doc. No. 179, 51st Cong., 2d sess. and Annual Report for 1891, p. 840) ; the act of June 3, 1896, provided for the removal of bowlders and ledge (H. Doc. No. 67, 54th Cong., 1st sess., and Annual Report for 1896, p. 806). For map, see House Document No. 148, Sixty-third Congress, first session. Operations and results during fiscal year.-None. Condition at end of fiscal year.-The existing project is 70 per cent completed. The breakwater was completed in 1870, and the ledge opposite Stony Point removed in 1908. Some of the obstruc- tive bowlders have been removed and a channel 4 feet deep, but deficient in width, dredged to Westport. The breakwater is in fair condition. The controlling depths at mean low water are: Nine feet through the bay, thence 6 feet to Saugatuck, thence 24 feet to the lower wharves, and less than 1 foot to the upper wharves, at Westport. 218 REPORT OF OHIEF OF ENGINEERS, U. S. ARMY, 1918. To complete the project requires further removal of bowlders and dredging to full project dimensions in the upper portion of the channel. The expenditure under the existing project has been: $15,160.55, for new work and $860.44, for maintenance; a total of $16,020.99. Local cooperation.-None. Terminal facilities.- This improvement serves two wharves at Saugatuck, two on the river and four at Westport. These wharves are of the bulkhead and apron type. None of these wharves has direct railroad connections. Nearly all are open to public use. There are no publicly owned wharves. The facilities are considered adequate for the existing commerce. Effect of improvement.-The improvements made have not been sufficient to materially decrease freight rates, which are much higher in this harbor than in any other improved harbor in this vicinity. Proposed operations.-None. Recommended modifications of project.-Under date of July 10, 1913, the Chief of Engineers recommended, subject to certain condi- tions, the adoption of a new project to provide increased depth and width of channel at a cost of $21,000 for new work and $300 annually for maintenance, in accordance with a plan contained in House Docu- ment No. 148, Sixty-third Congress, first session; and under date of July 23, 1915, the Chief of Engineers recommended the abandonment of the existing project. (See H. Doc. No. 404, 64th Cong., 1st sess.) References to published article not previously reported.-None. Commercial statistics.-The principal item of freight reported for the calendar year was coal, carried in scows and barges drawing from 7 to 91 feet. Decreased tonnage due to curtailment of receipts of construction material for public and private works in this vicinity. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913. .................. 13,921 $70,510.23 1916................... 18,694 $83,002.00 1914..................... 15,612 60,879,55 1917..................... 10,513 59,042.00 1915..................... 6,033 25,857.30 Financial sumomary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $126.13: New work --------------------------------------- --- $32, 104. 55 Maintenance -------------------------------------- 3, 360. 44 Net total expended ----------------------------- 35, 464. 99 Total appropriations to date of this report_- 35, 464. 99 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work.................. .. ........ _ _ .. _......_............- Expended for maintenance 1................ 27.62 $222.38............................. Appropriated or allotted................... 1 Not deducting receipts from sales, etc. Amount (estimated) required to be appropriated for completion of existing project -- ------ $3, 000. 00 RIVERS AND HARBORS-NEW LONDON, CONN., DISTRICT. 219 17. NORWALK HARBOR, CONN. (C10). Location and description.-This harbor is on the north shore of Long Island Sound, about 44 miles east of New York City. It consists of a broad outer bay, also known as Sheffield Island Harbor; an inner harbor, about one-half mile wide and 1 miles long; and the tidal, portion of Norwalk River, 11 miles long, narrow and crooked. See United States Coast and Geodetic Survey chart No. 52. Original coridition.-The minimum usable low-water depth was 5 feet to South Norwalk, about 31 miles, and thence to Norwalk, about 1- miles, the river was nearly bare at low tide. The head of naviga- tion was at Norwalk. Previous projects.-The original project was adopted by the river and harbor act of June 10, 1872, and modified in 1880 and 1894. The amount expended prior to operations under the present project was $95,241.22 for new work; $2,838.78 for maintenance; a total of $98,080. For further details of previous projects, see Annual Report for 1915, page 1757. Existing project.-This provides for a channel 10 feet deep and 150 feet wide to South Norwalk, a distance of 2.55 miles; for widen- ing two bends (at Keyser's Island and Black Buoy Point) near the harbor entrance to make them 250 to 300 feet wide; for a channel 8 feet deep and generally 100 feet wide from South Norwalk to Nor- walk, a distance of 1.45 miles; and for a channel 6 feet deep, 2,900 feet long, and generally 75 feet wide to the docks at East Norwalk; and for the maintenance of these channels. The reference plane is mean low water, the mean tidal range being 6.8 feet. The maximum range due to the combined effect of wind and other causes is 12 feet or more. The estimate of cost for new work, revised in 1907, is $117,000, exclusive of amounts expended under previous projects. The latest (1917) approved estimate for annual cost of maintenance is $5,000. The existing project was authorized by the following river and harbor acts: The act of June 3, 1896, provided for the present channel dimensions up to South Norwalk and the widening of the two bends near the harbor entrance (H. Doc. No. 50, 54th Cong., 1st sess., and Annual Report for 1896, p. 813); the act of March 2, 1907, provided for the present channel dimensions from South Norwalk up to Nor- walk and to the docks at East Norwalk, and for the maintenance of the channels (H. Doc. No. 262, 59th Cong., 2d sess.). For map, see House Document No. 1143, Sixty-third Congress, second session. Operations and results during fiscal year.-Contract dredging for maintenance, in progress at the beginning of the fiscal year, restored to project depth one cut 2,225 feet long and 40 feet wide in the vicinity of Ferry Point at Norwalk, and an area about 40 feet square below the highway bridge at South Norwalk. The yardage removed during the fiscal year was: From below the highway bridge at South Norwalk, 155; from between South Norwalk and Norwalk, 12,049; total, 12,204. The expenditures, including administration and inspec- tion, were $8,196.41, applied to maintenance. Condition at end of fiscal year.-The existing project was com- pleted in 1908. The width of the channels is diminished, and the East Norwalk channel has shoaled considerably. The controlling depths at mean low water are: to Washington Street Bridge at 220 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. South Norwalk, 10 feet, thence to the railroad bridge, 9 feet, thence to Norwalk, 7 feet, and in the East Norwalk channel about 4 feet. The head of navigation is at Norwalk. The expenditures under the existing project have been $67,275.59 for new work; and $42,150.49 for maintenance; a total of $109,426.08. Local cooperation.-No conditions for local cooperation were pre- scribed by law at the time of the adoption of the project. Aside from minor dredging operations there has been no local cooperation. Terminal facilities.-The wharves in Norwalk Harbor line the west bank for over a half mile at South Norwalk and surround, with a frontage of over 2,000 feet, the basin at the head of navigation in Norwalk. There are also a few small wharves on the East Norwalk shore. The general type of construction is a stone or timber bulk- head with earth fill, in front of which is a narrow pile apron, except that the lower wharves at South Norwalk are narrow, open pile piers with slips 100 to 200 feet long between them. A majority of these wharves are private, but one or more in each group are open to public use. There is a municipal wharf at South Norwalk. Railroad con- nections without improved transfer facilities exist at the railroad wharves in South Norwalk and Norwalk. The facilities are con- sidered adequate for the existing commerce. Effect of improvement.-The improvement is essential to the water- borne commerce of the locality and has effected a material reduction in freight rates. Proposed operations.-It is proposed to apply the available funds to dredging for maintenance in the channel near South Norwalk and between there and Norwalk in accordance with the following estimate: Dredging 28,000 cubic yards, at 25 cents------------------------- $7, 000 Administration, inspection and contingencies----------------------- 838 Total ---- ------------------------------------------ 7, 838 Due to war conditions, it is proposed to defer the expenditure of the above funds until normal conditions prevail, unless the demands of navigation make imperative an earlier disposition. No estimate is made for maintenance dredging during the fiscal year ending June 30, 1920, as the expenditure of available funds, if made necessary before that date, will provide channel dimensions sufficient to meet the reasonable demands of the commerce of the harbor. Recommended modifications of project.--Under date of August 7, 1914, the Chief of Engineers recommended the adoption of a new project to provide for the straightening of the entrance channel, in- creasing the width and depth, the latter by 2 feet, to South Norwalk and Norwalk; dredging a 10-foot anchorage basin and maintaining a channel of existing project dimensions to East Norwalk at a total estimated cost of $206,000 for new work, and $8,000 annually for maintenance for the first three years and $4,000 annually thereafter, in accordance with a plan contained in House Document No. 1143, Sixty-third Congress, second session. References to published articles not previously reported.-None. Comimercial statistics.-The principal items of freight for the cal- endar year were general merchandise, coal, oysters and shells, car- ried in steamers, barges, scows, schooners, and sloops, drawing from RIVERS AND HARBORS---NEW LONDON, CONN., DISTRICT. 221 4 to 15 feet. Decreases in tonnage and value are due to curtailed receipts of all principal items and especially general merchandise. The bulk of this commerce is carried on a draft of about 12 feet; the oyster trade and an occasional deep-draft schooner furnishing the lower and upper limits above mentioned. Comparative statements. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913 ..................... 247,968 $22,568,126.89 1916.................. 247,419 31, 418,526. 00 1914................... 206, 467 11, 463, 619.10 1917.................... 194, 949 13, 904,860.00 1915 ................... 237,391 33,174,097.08. Financialswummary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $1,013.08: New work----------------------------------------- $162, 516. 81 Maintenance ------------------------------------------ 44, 989. 27 Net total expended--------------------------------- 207, 506. 08 Total appropriations to date of this report -- __ --- __- - 215, 413. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work.................. . ........... .............. Expended for maintenance 1............ 2, 978.02 976.26 1,817.96 1,130.19 8,196.41 Appropriated or allotted.................................... .......... 5,000.00 8,000.00 1Not deducting receipts from sales, etc. July 1, 1917, balance unexpended- - _ _---------------- -- $8, 103. 33 Amount allotted from river and harbor act approved Aug. 8, 1917___ 8, 000. 00 16, 103. 33 June 30, 1918, amount expended during fiscal year for maintenance_, 8, 196. 41 July 1, 1918, balance unexpended------ ----------------- 7, 906. 92 July 1, 1918, outstanding liabilities --------------------- 68. 87 July 1, 1918, balance available only for maintenance-__- -- 7, 838. 05 18. FIVEMILE RIVER HARBOR, CONN. (C11). Location and description.-This harbor is a tidal inlet about 1 mile long and from 100 to 1,000 feet in width, on the north shore of Long Island Sound, about 41 miles east of New York City. See U. S. Coast and Geodetic Survey chart No. 52. Original condition.-The minimum usable low-water depth was 3 feet at the mouth, the upper part of the harbor being bare. The head of navigation was about 1 mile from the harbor mouth. Previous projects.-None. Existing project.--This provides for a channel 100 feet wide, 8 feet deep, and 6,000 feet long. The depth refers to mean low water, the mean tidal range being 7.2 feet. The extreme tidal range due to the effect of wind and other causes is 12 feet or more. The estimate 222 REPORT OF CHIEF OF' ENGINEERS, U. S. ARMY 1918. of cost for new work, revised in 1894, is $45,000. The latest (1894) approved estimate for annual cost of maintenance is $1,000. The existing project was adopted by the river and harbor act of August 11, 1888 (Annual Report for 1887, p. 639). For map see House Document No. 1419, Sixty-third Congress, third session. Operations and results during fiscal year.-There were no opera- tions. Expenditures were for administration, and amounted to $7.33, applied to maintenance. Condition at end of fiscal year.-The existing project is 82 per cent completed. 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 to 75 feet. The head of navigation is about 1 mile from the harbor mouth. The controlling depth at mean low water through the improved channel is 8 feet for the first half mile, about 7 feet for the next 2,000 feet, and thence grad- ually diminishing to about 3 feet at the head. The work required to complete the project is the widening and extension of the inner end of the channel for a distance of about 700 feet. The expenditures have been $35,490.44 for new work, and $10,746.65 for maintenance; a total of $46,237.09. Local cooperation.-None. Terminal facilities.-Eight of the 10 or 12 wharves in this harbor are used in the oyster industry. The others are used as land- ings for pleasure craft. These wharves consist of solid filled bulk- heads and open-pile structures.- The unloading facilities are gen- erally inefficient. There is no physical connection with the railroad. Practically all of the wharves are open to public use at the owner's convenience. There are no publicly owned terminals. The facilities are considered adequate for the present commerce. Effect of improvement.-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. Proposed operations.-None, other than such maintenance with available funds as may be necessary to meet the current needs of navigation. Recommended modifications of project.--Under date of December 15, 1914, the Chief of Engineers recommended that the project be modified to omit all work above a point 3,800 feet from the inner end of the entrance channel. (H. Doc. No. 1419, 63d Cong., 3d sess.) References to published articles not previously reported.-None. Commercial statistics.-The principal items of freight for the calendar year were oysters and oyster shells, carried in vessels draw- ing from 2 to 7 feet. The tonnage, being dependent almost entirely on the oyster business, is variable. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913.. .................. 14,725 $171, 229.94 1916......... ........... 2,984 $44, 436.00 1914 .................. 10, 118 140, 316.58 1917........... ......... 1,435 19, 931.00 1915 .................... 2,498 31,399.60 RIVERS AND HARBORS--NEW LONDON, CONN., DISTRICT. 223 Financial summary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $105.11: New work ------------------------------------------ $35, 490. 44 Maintenance ------------------------------------------ _ 10, 746. 65 Net total expended---------------------------------- 46, 237. 09 Total appropriations to date of this report--------------------- 49, 140. 44 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work............. .................. ................ ... .......... ............ Expended for maintenance 1............... 118.66 18. 61.............. 22. 66 7.33 Appropriated or allotted................................ .......................................... July 1, 1917, balance unexpended_ - -_____------__ _____$2, 910. 68 June 30, 1918, amount expended during fiscal year for maintenance__ 7. 33 July 1, 1918, balance unexpended -____ __- __-----__ ___-2, 903. 35 Amount (estimated) required to be appropriated for completion of existing project ----------------------------------------- 9, 510. 00 19. STAMFORD HARBOR, CONN. (C012). Location and description.-This harbor is on the north shore of Long Island Sound, 36 miles east of New York City. It consists of a bay about 2 miles wide at its mouth and extending inland 11 miles, from which two tidal inlets, known as the east and west branches, 1J and 1 miles long, respectively, extend northerly into the city of Stamford. The east branch, known locally as the "Canal," is largely artificial; the west branch is the tidal portion of Mill River, a small fresh-water stream. See U. S. Coast and Geodetic Survey chart No. 52. Original condition.-The minimum usable low-water depth in the west branch was from 1 to 3 feet at the head, increasing in the bay to 12 feet; the depth in the east branch was small, but this branch' had been straightened and dredged about 6 feet deep and 60 feet wide by private enterprise before its improvement was begun by the United States. The head of navigation in the east and west branches was and is about 1l and 1* miles, respectively, above the head of the bay. Mill River is said to have been originally navigable by schoon- ers for a considerable distance above the Oliver Street Bridge, at the head of the existing west branch channel. Previous projects.-The original project was adopted by the act of August 5, 1886. The amount expended prior to operations under the existing project was $20,100, all for new work. For further details of previous project see Annual Report for 1915, page 1758. Existing prqoect.-This provides for a channel in the west branch 7 feet deep, 150 feet wide, and about 1* 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 about1 1,200 feet farther to the head of the harbor. The plane of Not deutn.rcit.fo.aes.t. Exlsv.o.viabefn. 'Not deducting receipts from sales, etc. 2 Exclusive of available funds. 224 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. reference is mean low water, the mean tidal range being 7.3 feet. The extreme tidal range, due to the combined effects of wind and other causes, is 12 feet or more. The estimate of cost for new work, made in 1893, is $123,500, exclusive of amounts expended on previous projects. The latest (1917) approved estimate for annual cost of maintenance is $5,000. The existing project was adopted by the river and harbor act of July 13, 1892'(Annual Reports for 1891, p. 848, and 1893, p. 955); a special report to the Chief of Engineers, approved February 12, 1901, provided for the increased width at the head of the east branch. For map, see House Document No. 1130, Sixty-third Congress, sec- ond session. Operations and results during fiscal year.-None. Expenditures were for obligations outstanding at beginning of year, minor sur- veys and administration, and amounted to $1,392.29, applied to main- tenance. Condition at end of fiscal year.-The existing project was com- pleted in 1911. The controlling depths at mean low water are: In the east branch, nearly 9 feet to the steamboat wharf, thence dimin- ishing to 3 feet at the extreme head, 1,200 feet above; in the west branch, 7 feet to the basin, in which project depth exists over about 50 per cent of its area, and in the remainder the available depth ranges from 5 to 7 feet. The channel widths in the west branch are seriously diminished, and those of the east-branch channel to a less extent. The expenditures under the existing project have been $115,042.85 for new work and $45,165.09 for maintenance; a total of $160,207.94. Local cooperation.-No conditions of local cooperation were pre- scribed by law at the time of the adoption of the project. Prior to the adoption of the original project, a channel 61 feet deep and 60 feet wide had been dredged to the head of the east branch by private interests, at a cost said to be about $250,000. Terminal facilities.-Practicallyall of the wharves served by this improvement are of the shore-line bulkhead type, either with or ,without pile aprons. In the west branch they surround the basin at the head of the channel. The total frontage developed is approxi- mately one-half mile. One wharf is open to public use, the others are for the owners' use exclusively. In the east branch the wharves are located on both sides of the channel within 3,000 feet of its head. The upper 1,300 feet of frontage on each.side is continuous. A very large part of this frontage is open to public use. Railroad con- nection exists at the head of the branch and along the wharves on the west side. There are no publicly owned terminals in either branch. The facilities are considered adequate for the existing com- merce. Effect of improvement.-The improvement has afforded the city of Stamford increased facilities for water transportation, with a con- sequent reduction in freight rates. Proposed operations.-It is proposed to apply the available funds to the restoration of the channels and a portion of the basin to project dimensions in accordance with the following estimate: Dredging 49,000 cubic yards, at 26 cents -------------------- $12, 740 Administration, inspection, and contingencies. ---------- _------- 1, 212 Total..-- --.----.--.--.. _-...-- -13, 952 RIVERS AND HARBORS--NEW LONDON, CONN., DISTRICT. 225 Due to existing war conditions it is proposed not to epend the above funds until the capacities of the channels and basin become evidently inadequate for the existing commerce. No estimate is submitted for maintenance during the fiscal year ending June 30, 1920, for the reason that the work to be done under the above estimate, if accomplished before that date, will leave the improvement in such condition that no further maintenance will be necessary during the fiscal year 1920. Recommended modifications of project.--Under date of July 17, 1914, the Chief of Engineers recommended the adoption of a new project to provide channels and an anchorage basin of increased depths and widths at a cost of $183,000 for new work and $5,000 annually for maintenance, in accordance with a plan contained in House Document No. 1130, Sixty-third Congress, second session. References to published articles not previously reported.-None. Commercial statistics.-The principal items of freight for the cal- endar year were general merchandise, coal, sand and stone, earths, and ores and lumber, carried in steamers, barges, scows, canal boats, and schooners, drawing from 6 to 15 feet. The bulk of the traffic in the east branch is handled on a draft of from 11 to 12 feet, and in the west branch on about 9 to 10 feet draft. Decrease in tonnage is due largely to a marked falling off in receipts of the first three items mentioned above. Comparative statement. Calendar year. Short Passen- Short Passen Value. Passen- Calendar year. Short Value. e 1913........... 332, 576 $15, 984, 034.84 33,779 1916............ 401, 359 $22, 708, 426.88 .......... 1914........... 263,331 10, 456, 050.03 11,450 1917........... 315,159 19,258, 529.00 .......... 1915.......... 356,768 17,843,810.04 11,110 Financialsummary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $420.45: New work ----------------------------------------- $135, 142. 85 Maintenance________________ 45, 165. 09 " Net total expended --------------------------------- 180, 307. 94 Total appropriations to date of this report------------------- 194, 360. 53 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work. ...........-................................................ Expended for maintenance 1.............. $607.73 $671.33 $474.53 $9,166.23 $1, 392.29 Appropriated or allotted........... ...................... .......... 14,000.00 1 Not deducting receipts from sales, etc. July 1, 1917, balance unexpended$---------------------------- $1, 444. 88 Amount allotted from river and harbor act approved Aug. 8, 1917- 14, 000. 00 15,444.88 81116---ENG 1918-----15 226 REPORT OF CHIEF OF ENGINEERS, 1T. S. ARMY, 1918.' June 30, 1918, amount expended during fiscal year for maintenance_ 1, 392. 29 July 1, 1918, balance unexpended __________________________ 14, 052. 59 July 1, 1918, outstanding liabilities_---- . -........... __.. 100. 09 July 1, 1918, balance available only for maintenance_ .... ___- 13, 952. 50 20. GREENWICH HARBOR, CONN. (C 13). Location and description.-This harbor is on the north shore of Long Island Sound, about 30 miles east of New York City. It con- sists of a shallow cove, varying in width 'from about 1,500 to 200 feet, and extending' northward about 3,000 feet from a broad outer bay known as Captains Harbor. See United States Coast and Geo- detic Survey Chart No. 52. Original condition.-The minimum usable low-water depth was 6 feet at the lower docks, decreasing to 2 feet at the head of the harbor, which was also the head of navigation, about 0.6 mile above the outer bay. Previous projects.-None Existing project.-This provides for a channel 90 feet wide from a point in the outer bay to the causeway at the head of the harbor, 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 plane of reference is mean low water, the mean tidal range being 7.5 feet. The extreme tidal range, due to the combined effects of wind and other causes, is 12 feet or more. The estimate of cost for new work, made in 1896, is $20,000. The latest (1917) approved estimate for annual cost of maintenance is $1,000. The existing project was adopted by the river and harbor act of June 3, 1896 (H. Doc. No. 25, 53d Cong., 3d sess., and Annual Re- port for 1895, p. 860). For map see House Document No. 289, Sixty- third Congress, first session. Operations and results during fiscal year.-None. Expenditures were for administration and inspection and amounted to $106.70, applied to maintenance. Condition at end of fiscal year.-The existing project was corm- pleted in 1905. The controlling depths at mean low water are 8J feet to the steamboat wharf and 7 feet to the head of the dredged channel; in the turning basin, 7 feet. The available channel width is in many places much reduced. The expenditures have been $17,017.19 for new work and $10,086.04 for maintenance, a total of $27,103.23. Local cooperation.-No conditions for local cooperation were pre- scribed by law at the time of the adoption of the project. A small amount of dredging has been done by private interests at an un- known cost that has provided additional anchorage space and has tended to reduce the cost of subsequent operations by the United States. Terminal failities.-There are eight commercial wharves of the bulkhead and apron type along the eastern side of the channel and at the head of the harbor, and also several landings for pleasure craft. Public use of these wharves may be had by special agreement. There is no direct physical connection with the railroad. The town RIVERS AND HARBORS--NEW LONDON, CONN., DISTRICT. 227 of Greenwich owns two small unimproved wharves, neither of which is accessible to commercial vessels. The facilities are considered ade- quate for the existing commerce. Effect of improvement.-The improvement has afforded the town of Greenwich added facilities for water transportation and has tended to reduce freight rates. Proposed operations.-Dredgingby private interests having re- stored the depths in the turning basin, it is proposed to apply the available funds to the restoration of the channel in accordance with the following estimate: Dredging 9,500 cubic yards, at 26 cents ------------------------ $2, 4701 Administration, inspection, and contingencies------------------------ 423 Total _________________ ---- _ --- 2, 893 Due to war conditions, it is proposed to delay the expenditure of the above funds until normal conditions prevail, unless the demands of navigation require earlier relief. No estimate is submitted for maintenance during the fiscal year ending June 30, 1920, as a prior expenditure of the available funds would provide all necessary requirements up to the end of that period. Recommended modifications of project.-Under date of November 25, 1913, the Chief of Engineers recommended the adoption of a new project to provide increased depth and width of channel, at a cost of $35,000 for new work and $2,250 annually for maintenance, in accordance with a plan contained in House Document No. 289, Sixty- third Congress, first session. References to published articles not previously reported.-None. Commercial statistics.-The principal items of freight for the calendar year were coal, general merchandise, sand and stone, and building materials, carried in steamers, scows, barges, canal boats, and schooners drawing from 6 to 13 feet. The larger part of the above commerce is handled on a draft of from 10 to 12 feet, the vessels grounding at their berths at low water. During the year one line of transportation was abandoned and one new line established. Comparative statement. Calendar year. tos Passen- Short Passen- Short Calenda tons. Value. Paen-Calendar gers. year. tons. Value. gers. 1913.............. 116, 570 $8,582,337. 00 50, 000 1916.......... 139,704 $5,239,121.47 8, 000 1914............ 119 677 6,550,723.00 40,000 1917........... 112,198 8, 397, 884. 0 40, 000 1915............ 96, 632 2,656,780. 58 27,900 Financial summary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $247.26: New work --------------------------- -------------- $17,017.19 Maintenance ---------------- ----------- 10, 086. 04 Net total expended------------------------- 27, 103.23 Total appropriations to date of this report---------- 29, 996. 5& 228 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work............... ........... . ................... .... Expended for maintenance 1 ........... 3,386.10 ..... .. ....... 106.70 Appropriated or allotted......................................................3,000.00 Amount allotted from river and harbor act approved August 8, 1917 ------------------------------------------------ $3, 000. 00 June 30, 1918, amount expended during fiscal year for mainte- nance ---------------------- - 106. 70 July 1, 1918, balance unexpended_____________________-__-__ 2, 893. 30 CONSOLIDATED FINANCIAL SUMMARY FOR GROUP C. Amount expended on all projects to June 30, 1918, after deduct- ing receipts from sales, etc., amounting to $34,463.58: New work -- ----------------------------------- $4, 151, 801. 62 Maintenance ---------------------------------------- 561, 249. 95 Net total expended ____________________ ________ 4, 713, 051. 57 Total appropriations to date of this report_ _________-_-____ 4, 831, 236. 31 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work 1........ ... $215, 802.56 $90, 805. 69$ $56, 512.92 $10, 231.54 $55,794.88 Expended for maintenance 1-............. 47, 401.76 22, 284.24 22, 808.12 49, 548. 86 13, 720. 30 Total expended 1................... 263, 204.32 113, 089.93 79, 321.04 59, 780. 40 69, 515.18 Appropriated or allotted.................... ........... 104,000.00 ............ 88,000.00 71,000.00 July 1, 1917, balance unexpended_________ _____$94, 507.75 Amount allotted from river and harbor act approved August 8, 1917_ 71, 000. 00 Receipts from sales, etc., during fiscal year 1918___________---- 192. 17 165, 699. 92 June 30, 1918, amount expended during fiscal year: 1 For new work_ _____ ____________---___ $55, 794. 88 For maintenance___--1__- ________ ____---1_ 3, 720. 30 69, 515. 18 July 1, 1918, balance unexpended____________________________ 96,184. 74 July 1, 1918, outstanding liabilities ______________ - __ 397. 55 July 1, 1918, amount covered by uncompleted contracts____ 8, 000. 00 8, 397. 55 July 1, 1918, balance available, including $74,943.30 available only for maintenance _------------ ------------------------------ 87, 787. 19 Amount allotted from river and harbor act approved July 18, 1918__ 22, 000. 00 Amount available for fiscal year ending June 30, 1919___________109, 787. 19 Amount (estimated) required to be appropriated for completion of ex- isting project____------------------------------------------ 47, 645. 00 Amount that can be profitably expended in fiscal year ending June 30, 1920, for maintenance ----- ------- ___-____ _ *23, 000. 00 ! Nod deducting receipts from sales, 2 Etclusive of available funds. etc. RIVERS AND HARBORS-FIRST NEW YORK, N. Y., DISTRICT. 229 EXAMINATIONS AND SURVEY MADE IN COMPLIANCE WITH THE RIVER AND HARBOR ACTS APPROVED MARCH 4, 1915, AND JULY 27, 1916. Reports on preliminary examinations and survey required by the river and harbor acts of March 4, 1915, and July 27, 1916, of the following localities within this district were duly submitted by the district engineer. 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: I Prelinminaryexamination and survey of Niantic Bay, Conn., with a view of making it a harbor of refuge.-Reports dated November 4, 1915, and October 2, 1917, with map, are printed in House Document No. 829, Sixty-fifth Congress, second session. The improvement of this locality by the United States is not deemed advisable at the present time. 2. Preliminary examination of QuinnipiacRiver, Conn., from New Haven Harborto Meriden.-Report dated January 29, 1918, is printed in House Document No. 1052, Sixty-fifth Congress, second session. The improvement of this locality by the United States is not deemed advisable at the present time. The local engineer was also charged with the duty of making other preliminary examinations and surveys provided for by the river and harbor acts of March 4, 1915, and July 27, 1916, as follows, and reports thereon will be duly submitted when received: 1. New Haven Harbor, Conn., with a view to cooperation with local interests for further developments. 2. Naugatuck River, Conn., between head of navigation at Derby and Waterbury, Conn. IMPROVEMENT OF RIVERS AND HARBORS IN THE FIRST NEW YORK, N. Y., DISTRICT. This district includes that portion of Long Island Sound and the harbors on its northern shore west of the Connecticut boundary line; East River from the head of Long Island Sound at Throgs Neck and its tributaries from the north to the Battery, New York City; Hudson River and tributaries to the head of navigation, about 250 miles north from the Battery; and Lake Champlain and tributaries from Whitehall, N. Y., to the Canadian border. District engineer: Maj. E. M. Adams, United States Army, retired, to December 31, 1917; Col. S. W. Roessler, United States Army, retired, since that date. Division engineer: Col. Frederic V. Abbot, Corps of Engineers, to October 11, 1917; Brig. Gen. William T. Rossell, United States Army, retired, since that date. 230 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, ?91 IMPROVEMENTS. [The letters and figures in parentheses after the titles indicate the group and the numerical order in the group to which the respective improvements belong for purposes of appropriation.] Page. Page. 1. Port Chester Harbor, N. Y. 11. Operating and care of lock and (Al)...................... 230 dam in Hudson River at 2. Mamaroneck Harbor, N. Y. Troy, N. Y................ 273 (A2) ................... .... 233 12..Tarrytown Harbor, N. Y. (B1). 274 3. Echo Bay Harbor, N. Y. (A3).. 236 13. Peekskill Harbor, N. Y. (B2).. 277 4. East Chester Creek, N. Y. (A4). 238 14. appingerties Harboreek, N. Y. (B4). 279 5. Westchester Creek, N. Y. (A5). 241 16. Rondout Harbor, N. Y. (B5)-.. 284 6. Bronx River, N. Y. (A6)....... 244 17. Narrows of Lake Champlain, 7. East River and Hell Gate, N. Y. and Vt. (Cl)...--.-----. 287 N. Y-...-.......... ...... . 249 18. Burlington Harbor, Vt. (C2) .. 290 8. Harlem River, N. Y.-.......... 257 19. Plattsburg Harbor, N. Y. (C3). 293 9. Hudson River Channel, N. Y.. 262 20. Port Henry Harbor, N. Y. (C4) 296 10. Hudson River, N. Y.......... 267 FOR ADDITIONAL DETAILS OF WORK IN THIS DISTRICT DURING THE FISCAL YEAR, SEE PAGES 2095 TO 2150. PORT CHESTER, MAMARONECK, AND ECHO BAY HARBORS, EAST CHESTER AND WESTCHESTER CREEKS, AND BRONX RIVER, N. Y. (GROUP A). 1. PORT CHESTER HARBOR, N. Y. (Al). Location and description.-This harbor, located at the boundary between the States of New York and Connecticut, and about 32 miles by water east of the Battery, New York City, consists of the Byram River and a shallow bay at its mouth, about 100 acres in extent, open- ing into Long Island Sound. About 1 mile above its mouth, at the head of navigation, the river is crossed by a fixed bridge. The source of the river is about 13 miles north of the bridge. Below the bridge the river is tidal and from 100 to 300 feet wide. The bay is protected from storms in the Sound by Manursing Island on the south and a breakwater extending out from Byram Point on the east. See United States Coast and Geodetic Survey chart No. 52. Original condition.-The river had 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 head of naviga- tion was and is at the fixed bridge, about 1 miles from Long Island Sound. Previous projects.-The original project for improvement, adopted June 10, 1872, was modified in 1884 and enlarged March 3, 1899, and March 2, 1907. There was expended under this project, prior to the commencement of work under the existing project in 1910, $74,995.10 for new work and $16,369.12 for maintenance, a total of $91,364.22. For further details of previous projects see Annual Report for 1915, page 1758. Existing project.--This provides- for a channel 12 feet deep at mean low water and 150 feet wide from Long Island Sound to the month of the river at the southerly point of Fox Island; thence 10 feet deep and 100 feet wide to 900 feet below the fixed bridge at Mill St reet, in Port Chester, including a turning basin opposite the steam- boat latl(ling; and thence 3 feet deep and 175 to 100 feet wide to 100 RIVERS AND HARBORS-FIRST NEW YORK, N. Y., DISTRICT. 231 feet below the fixed bridge. The length of the section included in the project is about 11 miles. Mean tidal range, 7.29 feet; the ex- treme range under ordinary conditions is about 9 feet. The estimate of cost for new work, made in 1908, is $188,000, exclusive of the amounts expended under previous projects. The latest (1918) ap- proved estimate for annual cost of maintenance after completion is $1,400. The existing project was adopted by the river and harbor act of June 25, 1910. (H. Doc. No..1165, 60th Cong., 2d sess.) The latest published map is in the project document, Operations and results during fiscal year.-Available funds were insufficient for the prosecution of work. The expenditures during the year amounted to $874.91 all for new work, and were in the payment of liabilities incurred in the prosecution of work prior to June 30, 1917, and in part payment of office expenses and contingencies. Condition at end of fiscal year.-About 64 per cent of the exist- ing project has been completed. On June 30, 1918, there was avail- able for navigation a channel of navigable width and 12 feet depth up to Fox Island; thence about 9 feet up to about 1,800 -feet above Fox Island; thence 8 feet to about 700 feet below the steamboat wharf; thence to Willet Avenue the channel and turning basin have been completed to full projected width and depth; above this no work has been done, and the existing depths are 2 feet or less. To complete the project the following work remains to be done: Widening the channel from the entrance at Long Island Sound up to the vicinity of Fox Island, and widening and deepening the chan- nel at and above Fox Island to about 700 feet below the steamboat landing. Also, no work has yet been done in the channel of 3 feet projected depth immediately below the fixed bridge. In the prose- cution of this work both dredging and rock removal will be re- quired. The total expenditures amounted to $121,689.98 for new work and $3,216.92 for maintenance, a total of $124,906.90. Local cooperation.-No conditions have been imposed by law re- quiring local cooperation. About 1893 the local authorities aided by private interests, expended $1,200 in dredging the channel above Fox Island previously excavated by the United States. Terminal facilities.-Water terminals, 22 in number, with a total wharf frontage of 4,385 feet are located on Byram River at and be- tween Fox Island and the fixed bridge; one of these is connected with the main line of railroad by spur track. Three of the terminals, with a total frontage of 325 feet, are publicly owned, 18 with a total frontage of 4,065 feet are privately owned, one of which, with a frontage of 200 feet, is open to the public, and one consists of an earth slope occupied by a trestle supporting a pipe line. Other details are as follows: 16 with a total frontage of.3,285 feet consist of solid fills behind stone bulkheads, 2 with a total frontage of 530 feet consist of 280 feet of solid fills behind stone bulkheads and 250 feet of open pile with solid fills behind stone bulkheads in rear, 1 with a frontage of 200 feet consists of a solid fill behind a timber bulk- head, and 1 consists of a pile trestle supporting a pipe line. 232 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. The existing facilities appear to be adequate for existing com- merce. Effect of improvement.-Transportation by water has been ren- dered easier and safer, while the draft and registered tonnage of the largest vessels entering the harbor have increased. The financial benefits to the locality are indicated by the amount saved through the use of water instead of rail transportation for building materials, coal and pig and scrap iron. This saving amounted to about $128,800 in 1917. Proposed operations.-The 'funds available on June 30, 1918, are to be expended in payment of such minor liabilities pertaining to this work as may be necessarily incurred. Further prosecution of this project is not deemed essential at this time, and no estimate for funds is submitted. Recommended modification of project.-None. References to published articles not previously reported.-None. Commercial statistics.-The commerce of the calendar year 1917 consisted mainly of building materials, coal and pig and scrap iron. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913.................... 195,605 $6,359,430 1916................. ... 208,897 $18,159,717 1914................. .. 199,128 5,055,017 1917.................... 210,614 18,686,375 1915................... 206,556 9,976;999 Passengers carried, none reported. The tonnage for 1917 was carried in vessels usually loaded to the drafts given in the following table: Usual limit Per cent of loaded Class of freight carried, of total draft of tonnage. vessel (feet). Building materials ........... .... ...... .... ..... .... .......................... 20 81-14 General merchandise.................. . .. ..... ............ .......... 32 8 -11 Petroleum and products................................. ...................... 1 9 -10 Financial summary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $27.52: New work----------------------------------------------- $196, 685. 08 Maintenance__--__________-1_______-___ -_ 19, 586. 04 Net total expended__________-___________________ 216, 271. 12 Total appropriations to date of this report ----- ______-__--216, 500. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work 1.. ... $26, 731.08 $14, 425.47 $9, 081.45 $33, 023.13 $874.91 Expended for maintenance 1......................... 870.76 797.54 1,548.62.. Total expended 1................... 26,731.08 15,296.23 9,878.99 34,571.75 874.91 Appropriated or allotted .................. 10,000.00 20,000.00 ........... 34,500.00 500.00 1 Not deducting receipts from sales, etc. RIVERS AND HARBORS-FIRST NEW YORK, N. Y., DISTRICT.' 233 July 1, 1917, balance unexpended --------------------------------- $603. 79 Amount allotted from river and harbor act of Mar. 4, 1915 - 500. 00 1, 103. 79 June 30, 1918, amount expended during fiscal year for new work__ 874. 91 July 1, 1918, balance unexpended___ -------------------------------- 228. 88 July 1, 1918, outstanding liabilities --------------- -9. 00 July 1, 1918, balance available----------------------------------- 219. 88 Amount (estimated) required to be appropriated for completion of existing project-------------------------- ------------------- 166, 081. 14 2. MAMARONECK HARBOR, N. Y. (A2). Location and description.--This harbor, situated on the north shore of Long Island Sound about 5 miles west of the Connecticut State line and about 27 miles by water east of the Battery, New York City, consists of a tidal inlet opening into a shallow bay about 1 square mile in area. Mamaroneck River, the source of which is about 7 miles north of the harbor, empties into the inlet at the head of navigation, which is marked by a fixed bridge at the Boston Post Road in the village of Mamaroneck, about 1 mile above the head of the bay. See United States Coast and Geodetic Survey Chart No. 52. Original condition.-A narrow winding channel passed, to the westward of Grassy Knoll, a rocky obstruction, situated about 1,000 feet south of Harbor (Hog) Island. It had a controlling depth of 4.6 feet at mean low water up to an old steamboat wharf on the island; above this to wharves near the head of navigation just below the Boston Post Road the controlling depth was six-tenths of a foot. A secondary channel passed to the east of Grassy Knoll and afforded a passage for a large part of the tidewaters. Outside the limits of these channels the harbor abounded in flats. Several rocks ob- structed the mouth of the harbor and caused the wrecking of a num- ber of vessels. Previous projects.-The original project for improvement was adopted August 2, 1882, and modified April 27, 1899. There was expended under this project prior to the commencement of work under the existing project in 1912, $40,000-$35,371.50 for new work and $4,628.50 for maintenance. For further details of previous proj- ects, see annual report for 1915, page 1759. Existing project.-This provides for a channel 7 feet deep at mean low water and 80 feet wide, with increased width at bends, from the head of the bay to a turning basin near the head of the proposed im- provement; 100 feet wide at the upper wharves; 50 to 40 feet wide just below thefixed bridge at the Boston Post Road; and 80 feet wide for a distance of approximately 300 feet east of the turning basin. The mean tidal range is 7.3 feet, and the extreme range, under or- dinary conditions, is about 9 feet. The estimate of cost for new work, revised in 1914, is $47,550, exclusive of amounts expended under previous projects. The latest (1918) approved estimate for annual cost of maintenance is $1,000. The existing project was adopted by the river and harbor act of July 25, 1912. (H. Doc. No. 1087, 61st Cong., 3d sess.) The latest published map is in the project document. 1 Exclusive of available funds. 234 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Operations and results during fiscal year.-There were no opera- tions during the year. Expenditures were in the payment of liabili- ties incurred in making an examination of the dredged channel and in the payment of office expenses and contingencies and amounted to $241.62-$124.78 for new work and $116.84 for maintenance. Condition at end of fiscal year.-About 98 per cent of the existing project has been completed, the incomplete portion being the channel extension immediately below the Boston Post Road. The controlling depth in the completed channel is about 7 feet. The total expendi- tures under existing project amounted to $53,751.46-$45,352.93 for new work and $8,398.53 for maintenance. Local cooperation.-The river and harbor act of July 25, 1912, required that easements for right of way and for the disposition of the dredged material on Harbor Island be furnished free of cost to the United States. The easement for right of way was approved by the Secretary of War May 20, 1913, and by July, 1913, the village authorities had completed the construction of a rubblestone wall around Harbor Island at a cost of about $10,000, inclosing about 12 acres of marshland and land under water for the reception of material to be excavated in improving the harbor. In the summer of 1916 the Orienta Yacht Club dredged a channel through the flats north of Harbor Island from deep water in the main channel up to its landing 60 feet wide, 6 feet deep, and about 600 feet long at a cost of $3,500. Terminal facilities.-Water terminals, 5 in number, with a total wharf frontage of 990 feet, are located at the head of navigation; one of these is connected by spur track with the electric trolley serv- ice; one of the terminals with a frontage of 70 feet is publicly owned; the remainder being privately owned, one of which, with a frontage of 180 feet, is open to the public. Other details are as follows: 2 with a total frontage of 330 feet consist of open pile construction with solid fill behind stone bulkheads in the rear. 1 with a frontage of 365 feet consists of 225 feet of solid fill behind a stone bulkhead and 140 feet of open pile construction with solid fill behind a stone bulkhead in the rear. 1 with a frontage of 70 feet consists of a solid fill behind a stone bulk- head. 1 with a frontage of 225 feet consists of a solid. fill behind a crib bulk- head. The terminal on the east side of Harbor Island has been aban- doned for commercial use; it is now used as a recreation pier. The existing facilities are not adequate for existing commerce; the village authorities have accordingly taken preliminary steps for the construction of an additional wharf to be open to the public and con- nected by spur track with the electric trolley service. Effect of improvement.-Navigation has been made easier, safer, and more direct from the bay to the wharves, while much larger car- goes are now carried to the harbor than formerly. Also bulk freight is now transferred to cars at the water front and carried to points in the interior. Lumber is unloaded direct from vessel to wharf with- out lightering. The financial benefits to the locality are indicated by the amount saved through the use of water instead of rail transporta- tion for building materials, general merchandise, and coal. This saving amounted to $36,800 in 1917. RIVERS AND HARBORS-FIRST NEW YORK, N. Y., DISTRICT. 235 Proposed operations.-Furtherprosecution of this project is not deemed essential at this time, and no estimate of funds is submitted. The small balance of funds available June 30, 1918, will be expended in maintaining the improvement as occasion may require. Recommended modification of project.-None. References to published articles not previously reported.-None. Commercial statistics.-The commerce of the calendar year 1917 consisted mainly of building materials, general merchandise, coal, and pumice stone. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913...................... 118,992 $970,164 1916.................... 36,007 $1,496,100 ...................... 1914 74,985 875,100 1917......................35,680 1,331,927 1915...................... 57,583 1,132,866 Passengers carried, none reported. There were also 1,000 visits of pleasure boats made to a local boat yard for repairs and refitting. The boats ranged in size from 18 to 43 feet in length and from 1 foot to 4 feet in draft. The tonnage of 1917 was carried in vessels usually loaded to the drafts given in the following table: Usual limit Per cent of loaded Class of freight carried. of total draft of tonnage. vessel (feet). Building materials .............................................. ................. 32 7--8 General merchandise ........................................................ 14 8 Pumice stone .......................... ........................................ 7 8-9 Financialsummary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $27.51: New work----------------------------------------------- $80, 724. 43 Maintenance ------------------ ----------------- 13, 027. 03 Net total expended-------------------------------------- 93, 751. 46 Total appropriations to date of this report __________ __________ 94, 300. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work 1.............. $18, 842. 80 7, 524.29 $10,401.23 $7,003. 20 $124. 78 Expended for maintenance 1.. ... .. 7, 861.08 179.70 240. 91 116. 84 Total expended 1 ................... 18,842. 80 15,385.37 10,580.93 7,244.11 241. 62 Appropriated or allotted.......... ............ 17, 800.00 ........... 7,000.00..... 1Not deducting receipts from sales, etc. July 1, 1917, balance unexpended_ __________________ -------- _ $790. 16 June 30, 1918, amount expended during fiscal year: For new work--- ------------ $124. 78 For maintenance - 116. 1----------------------------- 84 241. 62 July 1, 1918, balance unexpended- - -------- --- - 548. 54 236 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. July 1, 1918, outstanding liabilities------------------------_ ------ $9. 00 July 1, 1918, balance available--- ------------------------------- 539. 54 Amount (estimated) required to be appropriated for completion of existing project - --------------------------------------- _ 1, 648. 53 3. ECHO BAY HARBOR, N. Y. (A3). Location and description.-This harbor, on which lies the city of New Rochelle, is on the north shore of Long Island Sound about 8 miles west of the Connecticut State line and about 24 miles by water east of the Battery, New York City, and consists of a shallow inlet interspersed with islands about five-eighths of a mile long and 150 feet to 2,000 feet wide, with 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 the extreme outer end, while the bay, or outer harbor, is exposed to southeasterly storms. See U. S. Coast and Geodetic Survey chart No. 52. Original condition.-The channel leading from the bay 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 ex- posed at low water and the other two had not more than 1.6 feet and 2.2 feet of water over them, respectively, at mean low water. The head of navigation was at the head of the inlet about five-eighths of a mile north of the head of the bay. Previous projects.-The original project was adopted by river and harbor act of June 18, 1878, and modified June 13, 1902, and March 2, 1907. There was expended under this project prior to the com- mencement of work, under the existing project in 1910, $47,378.16- $47,367.75 for new work and $10.41 for maintenance. For further details of previous projects see Annual Report for 1915, page 1760. Existing project.-This provides for a channel 10 feet deep at mean low water and 100 feet wide, extending from the 10-fdot con- tour in Echo Bay to the city wharf at Beaufort Point (Hudson Park), and a turning basin of the same depth at the inner extremity of the channel. Mean tidal range, 71 feet; the extreme range, under ordinary conditions, is about 9 feet. The estimated cost for new work made in 1910 is $22,110, exclusive of amounts expended under previous projects. No estimate was made for annual cost of mainte- nance. The existing project was adopted by the river and harbor act of June 25, 1910 (H. Doc. No. 1118, 60th Cong., 2d sess.). The latest published map is in the project document. Operations and results during fiscal year.-An examination of the dredged channel made showed that the amount of deterioration by shoaling was small and that expenditures for maintenance were inad- visable. The expenditures were in part payment of office expenses, and amounted to $68.09 and were applied to maintenance. Condition at the end of fiscal year.-The existing project was com- pleted in 1911. With the exception of slight shoaling in small scat- tered areas the project depths are available. The controlling depth as far as Beaufort Point is about 10 feet, thence to the head of navi- gation about 3 feet. The head of navigation is at the head of the 1Exclusive of available funds. RIVERS AND HARBORS--FIRST NEW YORK, N. Y., DISTRICT. 237 inlet. The total expenditures under the existing project up to June 30, 1918, amounted to $19,325.96--$18,236.12 for new work, and $1,089.84 for maintenance. Local cooperation.-No conditions have been imposed by law re- quiring local cooperation. Prior to 1913 the local authorities of the city of New Rochelle expended about $27,500 in constructing a public wharf at Beaufort Point and about $50,000 in dredging, mainly at and in the approaches to this wharf. There was expended in 1913,. by private interests, in the construction of a public pier $2,500, and during and prior to 1913 private interests expended for dredging about $87,475, mainly in the excavation of a channel extending from the main channel at Beaufort Point to the head of navigation near Main Street, and from the same point up to and along the water front of the New Rochelle Coal & Lumber Co. property. Terminal facilities.-Water terminals, 10 in number, with a total wharf frontage of 3,050 feet are scattered along the waterfront at and between Beaufort Point and the head of navigation. Three of the terminals, with a total frontage of 700 feet are publicly owned, of which 550 feet are open to the public; five with a total frontage of 2,550 feet are privately owned, and two supporting pipe lines sup- ported on trestles are owned by corporations. Other details are as follows: 4 with a total frontage of 1,000 feet consist of solid fills behind stone bulk- heads; 2 with a total frontage of 200 feet consist of open pile construction; 1 with a frontage of 200 feet consists of 125 feet of solid fill behind a stone bulkhead, 250 feet of solid fill behind a crib bulkhead, and 550 feet of open pile with solid fill behind a stone bulkhead in rear; 1 with a frontage of 200 feet consists of 125 feet of solid fill behind a crib bulkhead and 75 feet of solid fill behind a concrete bulkhead; 2 consist of pipe lines supported on small trestles. The existing facilities appear to be adequate. The publicly owned terminal at Beaufort Point is inconveniently located with reference to the business center; insufficient depth of water precludes a more central location. Effect of improvement.-As the result of the improvement freight rates have been reduced, the tonnage of the vessels carrying this com- merce has been greatly increased, and a steamboat line for carrying passengers and motor vehicles has been established and is making several trips daily between New Rochelle and Sea Cliff, Long Island. The financial benefits to the locality are indicated by the amount saved through the use of water instead of rail transportation for building materials and coal, which amounted to about $53,900 in 1917. Proposed operations.-Itis proposed to expend the available funds in maintaining the improvement, as occasion may require. No estimate for additional funds is submitted, as the funds on hand are considered sufficient to provide for such maintenance work as may be required for the next two years. Recommended modification of project.-None. References to published articles not previously reported.-None. Commercial statistics.-The commerce of the calendar year 1917 consisted mainly of building materials, general merchandise, and coal. 238 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Comparative statement. Calendar year. Short tons. Value. Passengers Vehicles1 carried, carried. 1913. --- -------------------- -- _---..-.. 506,180 3,750.000 146. 212 4,117 1914 ..........--------------- ----------------------- 143, 766 1, 830,134 134,185 4,100 1915- . -...-- ....- ... ---. ...... ......... . 104, 518 2, 042, 530 93, 774 4.005 1916 ------------------------------------------- 87,628 3,881,395 64,017.. 1917.......... .. ----....... .............. - -.........---- 76,569 3,872,418 150,000 4,387 1 No record for 1916. Ferry company reorganized. The tonnage and value of the commerce for 1914 to 1917, inclusive, given in the above table are for Echo Bay Harbor only; for 1913 the commerce for New Rochelle Harbor as reported by the local associa- tions interested in the improvement is included. The tonnage for 1917 was carried in vessels usually loaded to the drafts given in the following table: Usuallimit Usual limit Per cent of loaded Per cent of loaded Class of freight carried. of total draft of Class of freight carried, of total draft of- tonnage. vessel tonnage. vessel (feet). (feet). Building materials......... 11 9 Coal........ .. ......... 57 6to 9 General merchandise....... 21 6 to 9 Petroleum products ....... 10 10 to 12 Financial summary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $50.34. New work ------------------------------------------- $65, 603. 87 Maintenance ______________--__ ___ -- -____ __.--- _-1, 100. 25 Net total expended__--- -------------------------- 66, 704. 12 Total appropriations to date of this report--------------- 69, 110. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work...........------ ------ ..... ------........-- ----- ......----........ Expended for maintenance 1.. ... 86. 47 46. 82 596.76 60.66 68.09 Appropriated or allotted................... July 1, 1917, balance unexpended__--------------------- $2, 472.22 Receipts from sales, etc., during fiscal year 1918_______________----------------1.75 2, 473. 97 June 30, 1918, amount expended during fiscal year for maintenance ' 68. 09 July 1, 1918, balance unexpended---------------------------- 2,405. 88 july 1, 1918, outstandingiabilities------------------------------ 9. 00 July 1, 1918, balance available_ ------------------------------ 2,396. 88 4. EAST CHESTER CREEK, N. Y. (A4). Location and description.-This creek, also known as Hutchinson River, empties into East Chester Bay, an indentation about 3 miles 1Not deducting receipts from sales, etc. RIVERS AND HARBORS----FIRST NEW YORE, N. Y., DISTRICT. 239 long and 1,000 feet to 1 miles wide, in the north shore of Long Island Sound, immediately east of Throgs Neck, 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 about 9 miles slightly east of north from the head of the bay. The navigable section of the creek, 100 feet to 1,000 feet in width, extends about 21 miles above its mouth. The approach through the bay is approximately 600 feet wide, with a controlling depth of 5 feet at mean low water. Four bridges cross the creek; two near the mouth, one a highway bridge and the other a railroad bridge; one highway bridge at Boston Post Road, and another at Fulton Avenue. See United States Coast and Geodetic Survey chart No. 52. Original condition.-The creek was navigable at high tide for vessels drawing 7 feet as far as a highway bridge at Lockwoods, at the Boston Post Road, about 2 miles above the head of the bay. Previous projects.-The original project, adopted March 3, 1873, was modified in 1891. There was expended under this project, prior to the commencement of work under the existing project in 1910, $115,500-$89,091.22 for new work and $26,408.78 for maintenance. For further details of previous projects, see Annual Report for 1915, page 1761. Existing project.-This provides for a channel 5 feet deep at mean low water and 150 feet wide for about 3,400 feet from the bay to about 700 feet above the New York, New Haven & Hartford Rail- road bridge, thence 100 feet wide for about 8,000 feet to about 1,200 feet below Lockwoods, and thence 70 feet wide for about 3,800 feet to about 300 feet above Fulton Avenue Bridge, a total length of about 3 miles. The mean tidal range is 7.1 feet, and the extreme range, under ordinary conditions, is about 9 feet. The estimate of cost for new work made in 1910 is $103,000, exclusive of amounts ex- pended under previous projects. The latest (1918) approved esti- mate for annual cost of maintenance is $1,500. The existing project was adopted by the river and harbor act of June 25, 1910 (H. Doc. No. 1250, 60th Cong., 2d sess.). For the latest published map of the locality see Annual Report for 1904, page 1017. Operations and results during fiscal year.-Government plant was employed on rock removal operations below Pelham Highway Bridge and between this bridge and the railroad bridge a short distance above, between November 12, 1917, and April 29, 1918, except from December 23, 1917, to February 13, 1918, during which period no work could be done on account of abnormal ice conditions. A num- ber of scattering points of ledge rock and bowlders totaling 681 cubic yards, loose measurement, were removed and disposed of at a cost of $6,927.86. This work resulted in completing the channel be- low Pelham Highway Bridge to project dimensions, and in nearly completing the removal of rock lying within projected channel limits between the above-mentioned bridges. Expenditures under the exist- ing project amounted to $7,252.68 for new work. Condition at end of fiscal year.-The existing project is about 81 per cent completed. The controlling depth in the channel is now 4 feet at mean low water up to about 250 feet below the Fulton Avenue Bridge; above this the depth gradually decreases to about 2 feet at 240 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. the bridge and to 1 foot and less above it. The total expenditures under the existing project amounted to $95,160.53-$91,445.86 for new work and $3,714.67 for maintenance. The following work re- mains to be done: Widening the channel by dredging and rock re- moval for short stretches between the Pelham highway and railroad bridges, and about 1,800 feet below the bridge at Boston Post Road; dredging about 700 feet of channel in the vicinity of Goose Island and 600 feet about one-fourth of a mile below Boston Post Road; and dredging the channel at and above the bridge at Fulton Avenue. Local cooperation.-There were no conditions imposed by law re- quiring local cooperation. In 1877 the lands necessary for a right of way, the value of which is not known, were secured to the United States by the State of New York. This right of way extended from a point some distance below the Boston Post Road up to a point about 3,000 feet above it. In 1894 a slip arid basin were excavated and bulkheaded in the west shore of the creek, immediately above the Boston Post Road, at a cost of about $50,000. Terminal facilities.-Water terminals, 10 in number, with a total wharf frontage of 2,950 feet, are located one about midway between the mouth of the creek and the head of navigation and the remain- ing nine in the upper 3,000 feet of the projected improvement; none has railroad connections. One of the terminals, with a frontage of 50 feet, is publicly owned; seven, with a total frontage of 1,825 feet, are privately owned, two of which, with a total frontage of 1,075 feet, are open to the public, and two are owned by corporations. Other de- tails are as follows: Eight, with a total frontage of 2,300 feet, consist of open pile construc- tion, with solid fills behind pile and timber bulkheads in rear. One, with a frontage of 600 feet, consists of solid fill behind a pile and. timber bulkhead. One, with a frontage of 50 feet, consists of solid fill behind a stone bulkhead. One of the terminals open to the public, with a frontage of 1,000 feet, is in poor condition and should be repaired. With this excep- tion the existing terminals appear to be adequate for the present needs of commerce. Effect of improvement.-There has been an appreciable increase in the loaded draft of vessels using the creek, and navigation has been made safer in the rock sections. The financial benefits to the locality are indicated by the amount saved through the use of water instead of rail transportation for building materials and coal. This saving amounted to about $174,400 in 1917. Proposed operations.-It is proposed to expend the funds avail- able in continuing the improvement and in dredging for mainte- nance. It is expected that these funds will be sufficient to complete all work of pressing need, and therefore no estimate of funds is sub- mitted. Recommended modification of project.-None. References to published articles not, previously reported.-None. Commercial statistics.-The commerce of the calendar year 1917 consisted mainly of building materials, coal, and petroleum products. RIVERS AND HARBORS-FIRST NEW YORK, N. Y., DISTRICT. 241 Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913..................... 194,956 $1,158,279 1916.................... 151,173 $1,020,971 1914.....135, 065 857, 827 1917................. .. 176, 121 1,128,839 1915..................... 139,798 776,331 Passengers carried, none. The tonnage in 1917 was carried in vessels usually loaded to the drafts given in the following table: Usuallimit Per cent of loaded Class of freight carried. of total draft of tonnage. vessel (feet). Building materials ... ................................................ 26 71to 8 Coal ............. ..................................................... 64 8 to10 Petroleum products.......... ....................................... ........ 9 7 to12 Financial summary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $34.01: New work ------------------------------------------ $180, 537. 08 Maintenance ------------------------------------------ 30, 123. 45 Net total expended--------------------------------210, 660. 53 Total appropriations to date of this report ____------___ 221, 500. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work ...... .... . $26, 203.88 $20, 472.08 $6, 679. 63 $951.36 $7, 252.68 Expended for maintenance 1...... ......... 3,608. 97 45.25 60.45 .. Total expended'.................... 26,203.88 24,081.05 6,724.88 1,011.81 7,252.68 Appropriated or allotted ............................ 25,000.00 ............ 6,000.00 11,000.00 July 1, 1917, balance unexpended -------------------- $-------- 7, 091. 10 Amount appropriated by river and harbor act approved Aug. 8, 1917_ 11, 000. 00 Receipts from sales, etc., during fiscal year 1918----- 1. 05 18, 092. 15 June 30, 1918, amount expended during fiscal year for new work 1 7, 252. 68 July 1, 1918, balance unexpended- ------------------ __-- _ 10, 839. 47 July 1, 1918, outstanding liabilities---------------------------- 947. 48 July 1, 1918, balance available--------- ---------- ---- __ 9,891. 99 5. WESTCHESTER CREEK, N. Y. (AS). Location and description.-This creek lies wholly within the limits of Greater New York and extends northward about 4 miles from an estuary in the north shore of the East River, N. Y., situated about 14 SNot deducting receipts from sales, etc. 81116---ENG 1918-16 242 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. miles by water east of the Battery, New York City. The estuary varies from about 500 feet to 3,000 feet in width and is about 1 mile long; the depths outside the dredged channel vary from 1 foot at the head of navigation, 1i miles above the mouth of the creek, to 6 feet at the East River. The navigable section of the creek is tidal through- out its navigable length, with high-water widths from 110 feet to 500 feet; a fixed bridge marks the head of navigation at Main Street in Westchester village, and a drawbridge crosses the creek at Union- port, about 1 mile below the fixed bridge. Original condition.-So far as now known, it was not navigable beyond the site now occupied by the fixed bridge at Main Street. The mean low-water depth available for navigation was 3 feet, through a channel varying in width from 20 feet to 80 feet. See U. S. Coast and Geodetic Survey Chart No. 52. Previous projects.-None. Existing project.-This provides for a channel 8 feet deep at mean low water and 100 feet wide across the estuary, about 1 mile; thence 80 feet wide to about 1,000 feet above Scrivens Wharf; and thence 60 feet wide to the head of navigation at Main Street Bridge, a total length of about 2.7 miles. The mean tidal range is 6.8 feet and the extreme range under ordinary conditions is about 8.5 feet. The esti- mated cost for new work, revised in 1913, is $91,280. The latest (1918) approved estimate for annual cost of maintenance is $1,800. The existing project was adopted by the river and harbor act of June 25, 1910 (R. and H. Com. Doc. No. 7, 61st Cong., 2d sess.). For latest published map, see House Document No. 111, Fifty-sixth Con- gress, first session. Operations and results during fiscal year.-There were no opera- tions during the year. The expenditures during the year, amount- ing to $83.26-$37.48 for new work and $45.78 for maintenance-were in payment of liabilities incurred prior to June 30, 1917, in making a minor examination of the dredged channel and in part payment of office expenses. Condition at end of fiscal year.-The existing project is about 95 per cent completed. The work required to complete it is the removal of a small area of ledge rock at Unionport Bridge and a few small points of ledge rock in the east side of the channel about 3,000 feet below this bridge. The controlling depth in the improved channel on June 30 is about 8 feet. The expenditures under the existing project amounted to $88,070.83-$77,181.64 for new work and $10,889.19 for maintenance. Local cooperation.-None. Terminal facilities.-Water terminals, 16 in number, with a total wharf frontage of 2,540 feet are located-3 between the mouth and Unionport, 6 at Unionport, 1 about midway between Unionport and Westchester village, and 6 in the upper 750 feet of the projected channel; none has railroad connections. Two of the terminals with a total frontage of 200 feet are publicly owned, 12 with a total front- age of 2,100 feet, one of which with a frontage of 100 feet is open to the public, are privately owned, and two with a total frontage of 240 feet are owned by corporations. Other details are as follows: 9 are of open pile construction, 1 consists of 200 feet open pile construction and 200 feet of open pile with solid fill behind a timber bulkhead in rear, RIVERS AND HARBORS-FIRST NEW YORK, N. Y., DISTRICT. 243 2 are of open pile construction with solid fills behind stone bulkheads in rear, 2 consist of solid fills behind timber bulkheads, 1 consists of a solid fill behind a stone bulkhead, 1 consists of a pipe line resting on a small trestle. The facilities appear to be adequate. Effect of improvement.-The draft of the largest vessels using the creek has increased, delays to water-borne commerce have been reduced, and part of the water-borne commerce of the Bronx River has been diverted to this stream pending the completion of the chan- nel at that place. The financial benefits to the locality are shown by the amount saved by the use of water instead of rail transporta- tion for building materials and coal. This saving amounted to about $447,200 in 1917. Proposed operations.-Upon the completion of a bridge at Union- port, now under construction by the city of New York and about 90 per cent completed, it is proposed to expend as much of the avail- able balance as may be necessary in completing the improvement, and to dredge for maintenance should this be found necessary in the interests of navigation. No additional funds appear to be neces- sary at this time. Recommended modification of project.-A further improvement of the creek recommended in House Document No. 370, Sixty-fourth Congress, first session, provides for a channel 10 feet deep at mean low water and 100 feet wide from the East River to Fort Schuyler Road in Westchester village, at an estimated cost of $208,000 for new work and $1,500 annually for maintenance, subject to the condi- tion that the necessary right of way across uplands be furnished free of cost to the United States. References to published articles not previously reported.-None. Commercial statistics.-The commerce of the calendar year 1917 consisted mainly of building materials, coal, and petroleum products. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913............. ........... 571,166 $1,531,161 1916 .......... .... ..... 150, 369 $499,271 1914..................... . 589,322 1,036, 984 1917..................... 238,405 879,945 19151 .................... 220,912 498,393 1 The decrease in the tonnage and value of the commerce for1915as compared with thatofprevious years isdue in part to failure on the part ofthree parties and inpart to toreply to requests forstatistics, a considerable reduction in the amount of coal, cellar dirt, and ashes carried. The decrease in 1916 is said to be due to conditions arising from the existing national emergency. Passengers carried, none. The tonnage for 1917 was carried in vessels usually loaded to the drafts given in the following table: Usual limit Per cent of loaded Class of freight carried. of total draft of tonnage. vessel (feet). Building materials.. .................................................... 51 7-14 Coal.......................................................................... 33 9-12 Petroleum products............ .............. ... ........ .................... 3 10-12 244 IIEPORT. OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Financialsummary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $20.30: New work_---------- ------------------------------- $77, 181. 64 Maintenance ---------------------------- 10, 889. 19 Net total expended 070. 83 8---------------------------- Total appropriations to date of this report --------------------- 91, 280. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work 1....... ....... 6, 430.07 $23, 502.62 $4, 637.97 .. $37.48 Expended for maintenance 1............... ... ... ... 666.54 10, 60.03 $117.64 45.78 Total expended 1.................. 6,430. 07 34,169.16 4,698. 00 117.64 83.26 Appropriated or allotted................. ........ 36500. ......... ..................... July 1, 1917, balance unexpended ---------------------------- $3, 288. 68 Receipts from sales, etc., during fiscal year 1918------------------ 3. 75 3, 292. 43 June 30, 1918, amount expended during fiscal year :1 For new work--------------------------------- $37.48 For maintenance -------------------------------- 45. 78 83. 26 July 1, 1918, balance unexpended-----------------------------3, 209. 17 July 1, 1918, outstanding liabilities ------------------------------- 9. 00 July 1, 1918, balance available-------------------------------3, 200. 17 Amount (estimated) required to be appropriated for completion of existing project ---------------------------------------- 210, 889.19 6. BRONX RIVER, N. Y. (A6.) Location and description.-This stream, about 15 miles long, flows in a general direction slightly west of south, and empties into a shallow bay, about 1 mile long and 300 to 4,500 feet wide, in the north shore of the East River, about 11 miles by water east of the Battery, New York City. See U. S. Coast and Geodetic Survey chart No. 52. The navigable portion,which is tidal, varies in high-water width from 60 to 300 feet and extends about 21 miles from the head of the bay to a dam at East One hundred and seventy-seventh Street, Bronx Borough, New York City. It is crossed by a highway bridge at Westchester Avenue, about 1 miles above its mouth, and by a railroad bridge some 600 feet farther upstream. Original condition.-The channel was narrow and tortuous, wind- ing through a mud flat and obstructed by rocky ledges and mud shoals. The available mean low-water depth was 3.3 feet to West- chester Avenue, thence decreasing gradually until from East One hundred and seventy-sixth Street to the dam the bottom was bare at low water. Previous projects.-The original project was adopted by the river and harbor act of June 3, 1896. There was expended under this I Not deducting receipts from sales, etc. SExclusive of available funds. RIVERS AND HARBORS--FIRST NEW YORK, N. Y., DISTRICT. 245 project prior to the commencement of work under the existing proj- ect in 1913 $95,957.05-$69,035.72 for new work and $26,921.33 for maintenance. For further details of previous projects see Annual Report for 1915, page 1762. Existing project.-This provides for a channel 10 feet deep at mean low water and 100 feet wide, 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 from the East River to Randall Avenue to a width of 200 feet; tlhence 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 140 feet; and above the bridge 100 feet, with increase at bends where permissible, including a turning basin at the head of the improvement. It also provides for main- taining the channel excavated under the project adopted June 3, 1896, until the channel provided for under the existing project is open to traffic to the railroad bridge. The length of the section in- cluded in the project is about 3j miles. Mean tidal range 7.02 feet in the estuary and about 6 feet at the head of navigation; the ex- treme range, under ordinary conditions, is about 8.5 feet. Irregular nontidal fluctuations, due mainly to wind direction and force, vary from about 3 feet below mean to about 11 feet above; while they are not of great frequency commerce is adversely affected to a very ap- preciable extent during the periods of low tides, which are most fre- quent during the winter months. The estimate of cost for new work made in 1913, is $930,000, exclusive of the amounts expended under previous projects. The latest (1918) approved estimate of annual cost of maintenance is $3,000. The existing project was adopted by the river and harbor act of March 4, 1913 (H. Doc. No. 897, 62d Cong., 2d sess.). For latest published map see Annual Report for 1912, page 1470. Operations and results during fiscal year.-There were no opera- tions during the year. On April 19, 1918, the president of the Borough of Bronx was authorized to secure lands needed for right of way; when transfer to the United States of these lands has been accomplished the work of channel improvement will be resumed. Expenditures were in the payment of liabilities incurred in the prose- cution of work prior to June 30, 1917, and in part payment of the purchase price of gasoline launches, expenditures for. care of prop- erty and floating plant, office expenses, and contingencies, and amounted to $4,173.53-all for new work. Condition at end of fiscal year.-About 16 per cent of the existing project had been completed. The work under all projects has re- sulted in a channel of the dimensions provided for under the existing project from deep water in the East River to Spofford Avenue, ex- cept at three points, where uplands project slightly into the channel limits; thence to the vicinity of Garrison Avenue the channel has been dredged to somewhat less than projected width and depth; thence to the gas works at One hundred and seventy-third Street it is 60 to 50 feet wide and 4 feet deep. The.controlling depth for navi- gation on June 30, 1918, was about 7 feet from the East River to the mouth of the river; thence to about 1,000 feet above Spofford 246 , REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Avenue 7.5 feet: thence to Garrison Avenue about 8 feet; thence to the gas works about 21 feet for widths varying from 35 to 50 feet; above this no dredging has been done. To complete the project re- quires the removal of small areas of upland which project into chan- nel limits at several points between the mouth and Spofford Avenue and deepening and widening the channel between Spofford and Gar- rison Avenues dredged during the fiscal year 1917; also, as yet no work under the existing project has been done above Garrison Ave- nue. The total expenditures under the existing project amounted to $149,158.15-$133,876.47 for new work and $15,281.68 for main- tenance. Local cooperation.-The existing project was adopted subject to the condition that any right of way necessary for the execution of the project should be furnished free of cost to the United States. Preliminary steps have been taken by the city authorities to secure the lands necessary for the right of way., The local authorities have expended $8,000 in the construction and maintenance of a public wharf, and local interests have expended $26,200 in removing from the vicinity of their wharves material from the channels included in the projects for improvement by the United States. Terminal facilities.-Water terminals, 18 in number, with a total wharf frontage of 4,975 feet are located,1 near the mouth of the river and 17 scattered along the west shore of the river between a point about 3,000 feet below the highway bridge at Westchester Avenue and the head of navigation; none has railroad connections. One of the terminals with a frontage of 75 feet is publicly owned; 15, with a total frontage of 4,475 feet, are privately owned, 2 of which with a frontage of 675 feet are open to the public, and 2 with a frontage of 425 feet are owned by corporations. Other details are as follows: 2 with a total frontage of 275 feet are of open pile construction. 2 with a total frontage of 385 feet consist of solid fills behind timber bulkheads. 3 with a total frontage of 825 feet consist of solid fills behind concrete bulkheads. 2 with a total frontage of 650 feet consist of solid fills behind crib bulkheads. 5 with a total frontage of 1,825 feet consist of solid fills behind stone bulkheads. 1 with a frontage of 225 feet consists of open pile with solid fill behind a concrete bulkhead in rear. 2 with a total frontage of 700 feet consist of open pile construction with solid fills behind stone bulkheads in rear. 1 with a frontage of 90 feet consists of a brick building with stone foun- dation directly on the water front. It is not used owing to insufficient depth of water. The terminal facilities are deemed inadequate; it is. probable the additional facilities needed will be provided when the improvement contemplated under the existing project has progressed sufficiently to warrant a reasonable return upon the capital invested. Effect of the improvement.-A reduction in the cost of transporta- tion and an increase in the amount of water-borne commerce has resulted from the work accomplished under the project adopted June 8, 1896. Work under the existing project has not been advanced sufficiently to benefit navigation to an appreciable extent. The finan- RIVERS AND HARBORS-FIRST NEW YORK, N. Y., DISTRICT. . 247 cial benefits accruing to the locality are shown by the amount saved through the use of water instead of rail transportation for building materials and coal. This saving amounted to about $626,600 in 1917. Proposed operations.-The expenditure of the available funds is awaiting the transfer of lands for right of way. (See under "Local cooperation.") When the right of way has been secured to the United States it is proposed to remove the areas of upland which project into the projected channel limits between the mouth and Spof- ford Avenue; to widen and deepen the uncompleted channel between Spofford and Garrison Avenues; and to continue the improvement by extending the channel upstream from Garrison Avenue. In the meantime it is proposed to expend so much of the available funds as may be necessary in maintaining the dredged channels. No estimate for additional funds will be made until the right of way is secured to the United States. Recommended modification of project.-None. References to published articles not previously reported.-None. Commercial statistics.-The commerce of the calendar year 1917 consisted mainly of building materials and coal. Comparative statement. Calendar year. Short tons. Value. Calendar year. Short tons. Value. 1913................ ..... ............ 658,473 $2,443,407 1916...................... 767,938 $1, 801,990 1914 ...................... 841,586 1,947,786 1917........... ........ 432,478 1,624,273 115 ................... 1,164,090 1,732,725 Passengers carried, none. The decrease in tonnage as compared with 1916 is due mainly to the removal from the locality of a dealer in building materials and to the nonreceipt of ashes and cellar dirt for land reclamation. The tonnage in 1917 was carried in vessels usually loaded. to the drafts given in the following table: Usual limit Per cent of loaded Class of freight carried. of total draft of tonnage. vessel (feet). Building materials...... ..................... ...... ............................... 32 6 -11 Coal.................................................. .......................... 68 7-10 Financialsummary. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $59.97: New work----------- --------------------- ------- $202, 912. 19 Maintenance--- -------------- ------------- 42, 203.01 Net total expended--------------------------------- 245, 115. 20 Total appropriations to date of this report------------- --- 576, 500. 00 248 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work 1.... .. $6, 591.62 $62, 912.97 $18, 849.06 $41, 387.51 $4,173.53 Expended for maintenance 1........... 3,931.05 400.20 10,950.43 .......... 4 Total expended 1..................... 6,591.62 66,.844.02 1912 9. 26 52, 387.94 $4,173.53, Appropriated or allotted................. 100,000.00 ............ .........250,000.00 ........... July 1, 1917, balance unexpended___________--__--- _____ _ $335, 548. 73 Receipts from sales, etc., during fiscal year 1918 ____-- - ______ -- 9. 60 335,. 558. 33 June 30, 1918, amount expended during fiscal year for new work 1 4, 173. 53 July 1, 1918, balance unexpended___--- - -__--------- 331, 384. 80 July 1, 1918, outstanding liabilities ___-----------------470, 97 July 1, 1918, balance available_________-__,_ ______-- -- -- 330, 913. 83 Amount (estimated) required to be appropriated for completion of existing project___________-_______ _________ _ 2464, 738. 73 CONSOLIDATED FINANCIAL SUMMARY FOR GROUP A. Amount expended on all projects to June 30, 1918, after deduct- ing receipts from sales, etc., amounting to $219.65: New work ------------------------------------------ $803, 644. 29 Maintenance-_________________------------- 116, 928. 97 Net total expended--- ------------------------------- 920, 573. 26 Total appropriations to date of this report--- 1, 269, 190. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work 1.................. $84, 799. 45 1$128,837. 43 $49, 649.34 $82, 365.20 $12, 463.38 Expended for maintenance ........... 86.47 26, 985.22 2,079.48 12, 978.71 230.71 Total expended.................... 84,885.92 155,822.65 51,728.82 95,343.91 12,694.09 Appropriated or allotted.................. 10,000.00 199,300.00 ........... 297,500.00 11,500.00 July 1, 1917, balance unexpended_________----___________________ 349, 794. 68 Amount appropriated by river and harbor act approved Aug. 8, 1917- 11, 000. 00 Amount allotted from river and harbor act of Mar. 4, 1915_....... 500. 00 Receipts from sales, etc., during fiscal year 1918-_-............. 16. 15 361, 310. 83 June 30, 1918, amount expended during fiscal year: 1 For new work-....... $12, 463. 38 For maintenance_ 230. 71 12, 694. 09 July 1, 1918, balance unexpended --- --------------- 348, 616. 74 July 1, 1918, outstanding liabilities ---------------------------- 1, 454. 45 July 1, 1918, balance available------------.. ------- 347, 162. 29 Amount (estimated) required to be appropriated for completion of existing project-------- ------------------------------- 544, 072. 26 1Not deducting receipts from sales, etc. 2 Exclusive of available funds. RIVERS AND HARBORS-FIRST NEW YORK, N. Y., DISTRICT. 249 7. EAST RIVER AND HELL GATE, N. Y. Location and description.-The East River is a tidal strait about 16 miles long and 600 to 4,000 feet wide, connecting Hudson River and the Upper Bay at the Battery, New York City, with Long Island Sound at Throgs Neck, New York City, and separating Long Island from the mainland. The stretch between the north end of Black- wells Island and Negro Point Bluff is known as Hell Gate. The Harlem River joins the East River at Wards Island, in Hell Gate; they are also connected by Little Hell Gate between Wards and .Ran- dalls Islands, and by Bronx (Harlem) Kills between Randalls Is- land and the mainland. Five bridges, having a vertical clearance at mean high water of 135 feet, cross the river between the Battery and Lawrence Point. From the Battery to Port Morris, a distance of 101 miles, both shores are occupied by wharves, practically continu- ously, except where shoals or currents prevent access. See U. S. Coast and Geodetic Survey chart No. 52. Original condition.-A channel through the East River for sea- going vessels existed but was rendered dangerous by rocks and reefs scattered throughout the section extending from the Battery to Bar- retto Point, the existence of many of which was not known until struck by vessels. In Hell Gate, navigators had the choice of three channels, all of which were very narrow and wound through numer- ous scattering rocks and reefs, and the tidal currents were exceedingly strong; these conditions rendered navigation through the Gate ex- tremely hazardous. The widths of these channels ranged from ap- proximately 100 to 200 feet, and their mean low-water depths from about 19 feet to 26 feet and over. Elsewhere in the river the channel' of 26 feet depth ranged in width up to probably 500 feet or more. The original depths over the rocks and reefs are given under " Con- ditions at end of fiscal year." Previous projects.-Priorto 1852 there was appropriated by other than river and harbor acts $13,861.59, which sum was expended in increasing the depth over various rocks in Hell Gate. On August 20, 1852, Congress appropriated $20,000 for the removal of " rocks at Hell Gate and Diamond Reef." A new project was adopted by the river and harbor act of July 25, 1868, which was subsequently modified in 1874 and at various times thereafter, and was enlarged by the river and harbor acts of March 3, 1899, and June 25, 1910. As modified and enlarged the project provided for the removal of obstructions to the former projected depths given in the table in the paragraph Condition at end of fiscal year. The total estimated cost of all work under previous projects prior to the commencement of work under the existing project in 1917 was $8,791,044.59, and the total expenditures amounted to $6,239,219.04--$6,201,555.09, for new work and $37,663.95 for maintenance. The work accomplished under these projects is stated in para- graph Condition at end of the fscal year. Existing project.-This provides for channels of the following di- mensions: From deep water in the upper bay to the Brooklyn Navy Yard 40 feet deep and 1,000 feet wide; from the Brooklyn Navy Yard to Throgs Neck 40 feet deep, with widths varying from about 550 feet to 1,000 feet, according to locality; east of Blackwells Is- 250 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. land 30 feet deep and from 500 to 700 feet wide; and between South Brother and Berrian Islands 20 feet deep and 300 feet wide; also for the removal of Coenties Reef to a depth of 40 feet, local interests paying the cost of the work below a depth of 35 feet; for the removal of Corlears Reef to a depth of 40 feet; of Rhinelander Reef to 26 feet; for giving access to wharves off the Battery and along the Brooklyn shore below Blackwells Island to a depth of 30 feet, and along the New York shore below Blackwells Island to a depth of 25 feet; and for the collection and removal of drift. The mean range of tides varies according to locality, from 4 feet at the Brooklyn Navy Yard to 7.2 feet at the eastern entrance at Throgs Neck. The extreme range under ordinary conditions is about 5 feet at the Bat- tery and about 8.5 feet at Throgs Neck. The irregular nontidal fluctuations, due mainly to wind direction and force, vary according to locality from about 4 feet below mean low water at the Battery and about 3 feet below at Throgs Neck to about 8 feet above at the Battery and about 12 feet above at Throgs Neck. Extreme fluctua- tions are infrequent and do not affect navigation interests adversely to a serious extent. The estimate of cost for new work, made in 1917, is $36,900,000, exclusive of amounts expended under previous projects. The latest (1918) approved estimate for annual cost of maintenance is $12,000. The existing project was authorized by the following river and harbor acts: Public resolution No. 67, Sixty-third Congress, third session, March 3, 1915, provided for the removal of Coenties Reef to a depth of 35 feet (H. Doc. No. 188, 63d Cong., 1st sess.), condi- tioned upon local cooperation increasing the depth to 40 feet; the acts of March 4, 1915, and August 8, 1917, provided for the main- tenance of New York Harbor and its immediate tributary waters by the collection and removal of drift, and authorized the Secretary of War to allot such amounts as may be necessary for this work from funds available for specific portions of New York Harbor and said tributaries; the act of July 27, 1916, provided for a channel 1,000 feet wide and 35 feet deep across Diamond Reef (H. Doc. No. 188, 63d Cong., 1st sess.); and the acts of August 8, 1917, and July 18, 1918, provided for a depth of 40 feet across Diamond Reef and through East River and Hell Gate (H. Doc. No. 140, 65th Cong., 1st sess.), and for the remaining items under the existing project (H. Doc. No. 188, 63d Cong., 1st sess.). For latest published map, see page 2116, Annual Report for 1915, and for map of Coenties Reef, see page 1964, Annual Repor for 1916. Operations and results during fiscal year.-Work under contract for the removal of Coenties Reef in progress June 30, 1917, was con- tinued; drilling operations are thought to be completed, and the re- moval of the blasted rock by dredging is about 75 per cent completed. The ' expenditures by the United States in the prosecution of this work amounted to $49,296.83. Because of unstable market conditions contractors did not respond to an advertisement dated November 19, 1917, inviting proposals for dredging and rock removal in the Diamond Reef section of the river. This contingency having been foreseen arrangements had been made, as reported by the district engineer in his report printed RIVERS AND HARBORS-FIRST NEW YORK, N. Y., DISTRICT. 251 on page 2105, for receiving informal proposals to do the work. A satisfactory proposal having been received under these arrangements in response to an advertisement dated December 31, 1917, contract was entered into January 29, 1918, but owing to unprecedented ice conditions in the harbor work was not commenced until March 30, 1918. The first work to be done consisted in making a channel 40 feet deep at mean low water and 400 feet wide except where pre- vented by ledge rock; on June 30, 1918, about 36 per cent of the area covered by this first work had been dredged; there had been removed 218,219.5 cubic yards, scow measurement, of material, and the ex- penditures connected therewith amounted to $141,806.22. Contract was. entered into March 18, 1918, for the excavation of an emergency channel in Hell Gate 35 feet deep at mean low water and 500 feet wide; this channel is intended mainly for the purpose of meeting naval requirements (see H. Doc. No. 140, 65th Cong., 1st sess., p. 3). To June 30, 1918, there were drilled and blasted 2.065 linear feet of holes covering an area of about 16,300 square feet; the total area to be deepened is estimated at 311,000 square feet. Dredging operations had not been commenced at the close of the fiscal year. The expenditures connected with this work amounted to $504.17. Rock excavated in the Harlem River at Macombs Dam bridge, amounting to 1,392.1 cubic yards, was utilized at Mill Rock as fill and in building sea walls. There was expended in this work $1,354.84. The area of upland at Mill Rock now owned by the United States is about 99,825 square feet, and the total length of sea wall built is about 1,449 linear feet. Other work consisted in the removal of 71,365 cubic feet of drift at a cost of $6,304.34. Investigations to determine tidal phenomena characteristic of the East River, so far as these may have a bearing on further improvements, were commenced in June, 1918; there was expended in this work $5,400. Surveys were made to locate reported obstructions; to secure data needed in preparing plans for the pro- jected channel of 40 feet depth and for approaches to piers in Shell Reef; and to locate and examine an unusually large number of vessels sunk by ice during the past winter, most of which have been re- moved by the owners; the expenditures in connection with this work, including part of the cost of six gasoline launches, amounted to $55,978.72. The total expenditures amounted to $269,810.39-$252,292.08 for new work and $17,518.31 for maintenance. Condition at end of fiscal year.-Under the previous project adopted by the river and harbor act of July 25, 1868, as modified and enlarged, about 63j per cent of the work contemplated therein had been completed up to the date of the adoption of the existing project, August 8, 1917. The construction of the dike at Mill Rock was completed by the United States in 1882, and the dike at Bread and Cheese Reef was completed by the city of New York in 1881. No further work thereunder is contemplated. Under the existing project drilling and blasting operations in Coenties Reef are thought to be completed, and about 75 per cent of the blasted rock has been removed; about 36 per cent of the dredging required in making a 252 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY; 1918. channel in the Diamond Reef section 400 feet wide has been com- pleted, and an area of about 16,300 square feet of an emergency chan- nel in Hell Gate 35 feet deep and 500 feet wide has been drilled and blasted. As a result of the work done under all projects, rocks and reefs have been removed to the depths shown in the following table: I I I I I Distance Least Least Former Present Locality. by water original present projected projected from depth. depth. depth. depth. Battery. Miles. Feet. Feet. Feet. Feet. 1. Battery Reef......................... 0 12. 8 26 26 30 18 18 2. South Ferry Reef...................... 0 17 19 26 30 3. Diamond Reef i. . 15.7 25 25 40 4. Reef off Diamond Reef1.. ... . 19 26 26 40 5. Coetities Reef 2.......... ... ........ 14. 3 32 26 40 6. Corlears Reef......................... 24 40 7. Third Street Reef....................... 3 15.9 19 40 8. Shell Reef. ............................ 2J-4 7.5 13 18 25 9. Pilgrim Rock .... ........................ 32 12 24 26 10. Twenty-sixth Street Reef ..................... 4 16.1 26 26 11. Charlotte Reef ............................... 14. 7 26 26 30 12. Isolated rocks.............. ............. ........ 4t 30 13. Ferry Reef.................................. 26 40 14. Man-of-War Rock .............................. 47 + 0.8 26 26 40 15. Rhinelander Reef......,............ .... 74 ........ 26 16. Middle Reef (includes Negro Head, Flood Rock, Hen and Chickens, and Gridiron)............ +6 26 26 40 17. Heel Tap Rock......................... 71 12.1 20.5 26 18. Hallets Point Reef....................... +4 26 26 19. Frying Pan Reef........ ............... 9 23.8 26 40 20. Pot Rock..................................... 8 26 26 40 40 40 21. Shell Drake Rock........................ 8 8 26 26 40 40 40 22. . Ways Reef......................... ..... 8 5 26 26 23. Rock off Negro Point ..................... 9 +3 26 24. Scaly Rock ............................ 94 ....... 26 25. Middle Ground............................. 10 15.6 26. Rocks off Port Morris ........................ 104 35 27. Port Morris Shoal..................... 11* ......... .26 30 28. Reef off North Brother Island.............. 104 16 .26! 40 29. nChannel between Nortn and Soutn Bsrotner Islands................... .............. 11 19 19 26 40 30. North Point of North Brother Island ............ 11 .............................. 35 31. Rocks off Barretto Point ................ ..... 11 ............. .......... 40 32. Barretto Reef............................... 11* 17 26 26 40 Only such parts of these reefs as project into the channel of 1,000 feet width from deep water in the upper bay to the Brooklyn navy yard are to be removed to the present projected depth. 2 Cost of removal to 35 feet depth to be paid by United States; local interests to pay for cost of work below that depth. The total expenditures under the existing project to June 30, 1918, amounted to $280,695.91, all for new work. Local cooperation.-Publicresolution No. 67 (63d Cong., 3d sess.), approved March 3, 1915, authorized the removal of Coenties Reef to a depth of 35 feet at mean low water on condition that the city of New York or other local interests provide for its further removal to a depth of 40 feet at mean low water. On February 4, 1916, the city of New York met this condition by adopting a resolution appropri- ating $240,000 for the removal of the reef as required; as much of this appropriation as may be necessary will be expended in the pay- ment of work required to be done at the expense of the city of New York. The work of removal is being prosecuted under contract. Prior to 1913 local interests expended unknown amounts in the partial removal of Coenties Reef and in the construction of a dike connecting Bread and Cheese Reef with Blackwells Island. Terminal facilities.-The following is a tabulated statement of the terminal and transfer facilities served by the improvement: RIVERS AND HARBORS-FIRST NEW YORK, N. Y., DISTRICT. .253 Number River Use. of termi- frontage Ownership. nals. (linear feet). I (a) Eastshore from Red Hook to Lawrence Point. General wharfage (open to public) ................... 5 360 City of New York. Do............................... .................... 12 2,520 Private. General wharfage, open to public and part leased........... 2 110 City of New York. City departments......... ..... .................. 15 3,275 Do. City departments and part leased..................... 5 590 Do. Public ferries... ...... ................... .... 9 1,860 Private, 8; railroad, 1. Public ferries, not in use .... .. .... .............. 3 330 Private. United States Navy ..... .......................... 2,700 United States. Barge canal terminals.......................... ... 750 State of New York. Railroad water terminals ............... .... ................ 7 4,950 Railroads. Manufacturing plants.................................... 15 8,740 Private. Coastwise commerce....................................... 17 8,350 Do. Transatlantic commerce............. .............. 3 2, 211 Do. Miscellaneous.......... ........................ 15,359 Do. Total east shore ..... ....... ......................... 52,105 (b) West shore from the Battery to Barretto Point. General wharfage (open to public) ..... .... ......... 20 2,090 City of New York. General wharfage, open to public and part leased......... 13 5,310 Do. City departments.... ............................ 13 3,600 Do. City departments and part leased ............ ......... 4 510 Do. Public ferries........................................................... 2 540 Do. Do....................................................... 13 1,980 Private, 12; railroad, 1. War Department ................. ................ 3 400 United States. Barge canal terminals ..................................... 1 390 State of New York. Railroad water terminals ................................ 14 3,120 City of New York. Do...... ... .............................. 4 2,160 Railroads. Manufacturing plants .... ........ ............. 3 570 City of New York. Do........................................ 11 3,270 Private. Local commerce ...... ........................... 11 1,450 City of New York. Coastwise commerce ........ ..... ............... 12 2,520 Do. Do............................... ......... ............ 1 720 Private. Transatlantic commerce............................ 1 210 City of New York. Miscellaneous..................... ............ 9,200 Private. Total west shore................................... .......... 38,040 Grand total .................................. .......... 90,145 Additional terminals are needed in the Hudson (North) River for deep draft vessels; to obtain these sufficient depth of water must first be provided in the East River along the Manhattan water front for access to piers between East Fifteenth and East Twenty-sixth Streets by boats employed in coastwise commerce and now occupying piers in the North River having sufficient depth in adjacent slips for steamships engaged in foreign trade; it is proposed to transfer these boats to the water front in the East River referred to as soon as sufficient depth for access to the piers is provided. Effect of the improvement.-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 im- provement is the increase in the number of vessels of large tonnage using the river, many of which can now use the river at high stages of the tide only, and others, owing to lack of sufficient channel depth complete their cargoes in the upper New York bay by lighter; also though the improvements made have rendered navigation through 254 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. Hell Gate safer for vessels up to about 20 to 22 feet draft, the shorter and safer inside route through Long Island Sound is not available for vessels of large tonnage because of insufficient depth over scat- tering rocks and reefs which obstruct the channel between the Bat- tery and Hunts Point. Proposed operations.-The District Engineer after consultation with navigators, naval and civilian, and with contractors recommends a program of procedure as expedient in the prosecution of work in this locality, namely, to secure first a practicable channel of 35-foot depth at Hell Gate and 40 feet elsewhere, the depth at Hell Gate to be later increased to 40 feet in accordance with the approved project. The improvement of the East River has not, for a number of years past, kept pace with the rapid growth of the commerce of New York Harbor and the increased size of vessels carrying it. Probably the most important factor to be considered at this time is the inability of large naval vessels to use this eastern channel because of inade- quate channel dimensions. The need of a channel through the East River for deep draft com- mercial vessels, all of whose terminals lie west of Hell Gate, has been apparent for a number of years past; the number of vessels of about 30 feet loaded draft entering and leaving New York Harbor is rapidly increasing, with the result that commercial interests have become more and more insistent in their demands for the excavation through the East River of a safe channel for this class of vessels. Until such a channel has been provided these vessels will necessarily use the longer route through the Lower Bay. The necessity for a 40- foot channel has been recognized by Congress in the river and harbor act approved July 18, 1918. It is estimated that in addition to the funds now available $3,000,- 000 will be required to continue work on this project to June 30, 1920, and an estimate for this amount is submitted. Recomrmended modiflcation of project.-None. Reference to published articles not previously reported.-Tidal movements in the East River, by Col. W. M. Black. Professional Memoirs, volume 5. Commercial statistics.-The commerce of the calendar year 1917 consisting mainly of all classes of commercial products and manu- factures is as follows: Comparative statement. Calendar "year. Short tons. Value. Passengers carried. 1914 ......................... ...... .......... ....... ...... . I 55, 218,678 $2, 156,096,181 1,222,532 1915. . .. ................... ................. ........ 74, 178,177 4,192, 206, 408 3,963,040 1916 ................. ........... .. ............... 70,128, 715 3, 878,101, 893 2,926, 479 1917 ............................................... 65,176,983 2,918,722,316 39,956,330 x The statistics for 1914 as printed in the Annual Report for 1915, p. 207, were not correct. Reliable statistics for years prior to 1914 are not available. The increase in the commerce since 1915 is probably due to in- creased receipts and shipments of war materials and supplies. RIVERS AND HARBORS FIRST NEW YORK, N. Y., DISTRICT. 255 The tonnage of 1917 was carried in vessels ranging in loaded draft from about 6 feet at all stages of the tide up to 28 feet at high water; greater draft than the latter is not deemed safe by navigators. Therefore vessels desiring to load to a greater draft than 28 feet frequently complete their cargoes by lighter in the upper bay. Financialsummary. REMOVING OBSTRUCTIONS IN EAST RIVER AND HELL GATE. Amount expended an all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $14,779.17: New work ------------------------- $6, 201, 555. 09 Maintenance------------------------ --------- 37, 663. 95 Net total expended------------------------------- 6, 239, 219. 04 Total appropriations to date of this report------------------6, 239, 219. 04 Fiscal year ending June 30. 1914 1915 1916 1917 1918 Expended for new work' .... . .. . . .. ... . $427, 176. 20 $251, 325. 70 $88, 811.85 ........... $20, 543.16 Expended for maintenance 1. . . . .. . 803.28 $21,573.13 17, 518. 31 Total expended 1................... 427, 176. 20 251,325. 70 89, 615.13 21,573.13 38,061.47 Appropriated or allotted ................. July 1, 1917, balance unexpended_____________ ____ $38,060.02 Receipts from sales, etc., during fiscal year 1918_ _- --- __-- 1.45 061. 47 38, 0-60. 02 June 30, 1918, amount expended during fiscal year:1 $38,7 For new work_______________________________ $20,543.16 For maintenance ------------------------ _ _ 17, 518. 31 38, 061. 47 EAST RIVER, N. Y. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $323.34: New work -- --------------------------------------- $205, 331.57 Maintenance --------------------------- Total appropriations to date of this report-__ _ 4, 285, 308. 03 Fiscal year ending Jmune 30. 1914 1915 1916 1917 1918 Expended for new work 1..... .. .. 23, 203. 07 $182, 451.84 Expended for maintenance.............................. Appropriated or allotted .......................... ... ......... .. ......... . 400,000.00 1,385, 308.03 July 1, 1917, balance unexpended -------------------------- $376, 796. 93 Amount appropriated by river and harbor act approved Aug. 8, 1917 ---------------- ------------------------------- 1,250, 000. 00 Amount transferred from Coenties Reef---------------------- 135, 308. 03 Receipts from sales, etc., during fiscal year 1918-------------- 323. 34 1, 762, 428. 30 1 Not deducting receipts from sales, etc. 256 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. June 30, 1918, amount expended during fiscal year for new work ------------------------------------------- $182, 451. 84 July 1, 1918, balance unexpended------ ___------------- -__ 1, 579, 976. 46 July 1, 1918, outstanding liabilities------------- $78, 880. 38 July 1, 1918, amount covered by uncompleted contracts_______ --------------------- 1, 438, 020. 77 516, 901. 15 -, July 1, 1918, balance available ------------------------------- 63, 075. 31 Amount appropriated by river and harbor act approved July 18, 1918 2, 200, 000. 00 Amount appropriated by sundry civil act approved July 1, 1918_ 300, 000. 00 Amount available for fiscal year ending June 30, 1919---------- 2, 563, 075. 31 Amount (estimated) required to be appropriated for completion of existing project---------------------------------- 32, 486, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1920, for new work- _____- _____------_____-23, 000, 000. 00 COENTIES REEF, N. Y. Amount expended on all projects to June 30, 1918, after deduct- ing receipts from sales, etc., amounting to $15.25: New work------------------------------------------- $75, 364. 34 Maintenance ------------------------------- Total appropriations to date of this report------------- 128, 691. 97 Fiscal year ending June 30. 1914 1915 1916 1917 1918 'xpended for new work 1... .... $2,8...499. 23 $23, 583.28 $49, 297.08 Expended for maintenance... ........................................................ Appropriated or allotted .................. ...... $236, 000.00 .. . July 1, 1917, balance unexpended ____- ___________--____ $237, 932. 49 Receipts from sales, etc., during fiscal year 1918________________ . 25 237, 932. 74 Deduction on account of transfer to East River_ -__-__--_____- 135, 308. 03 102, 624. 71 June 30, 1918, amount expended during fiscal year, for new work 49, 297. 08 July 1, 1918, balance unexpended ____-- __-______________ 53, 327. 63 July 1, 1918, outstanding liabilities________________ $5, 985. 56 July 1, 1918, amount covered by uncompleted contracts_ 18, 316. 69 24, 302. 25 July 1, 1918, balance available__________________ ________- 29, 025. 38 CONSOLIDATED FINANCIAL SUMMARY FOR EAST RIVER AND HELL GATE. Amount expended on all projects to June 30, 1918, after deducting receipts from sales, etc., amounting to $15,117.76: New work ----------------------------------------- 6, 482, 251. 00 Maintenance ------------------- _-___________ ______ 37, 663. 95 Net total expended-------- ------------------------- 6, 519, 914. 95 Total appropriations to date of this report-------------- ----- 10,653,219.04 xNot deducting receipts from sales, etc. 2 Exclusive of available funds. RIVERS AND HARBORS--FIRST NEW YORK, N. Y., DISTRICT. 257 Fiscal year ending June 30. 1914 1915 1916 1917 1918 i i"L-~--- Expended for new work 1.................. $427,176.20 $251,325.70 591,311.08 $46,786.35 $252,292.01 Expended for maintenance 1............... ...... 803.28 21,573.13 17, 518.3 -1 1 1 1 I I Total expended t.....4...7........ 427,176.20 261,325.70 92,114.36 68,359.48 269,810.31 Appropriated or allotted....................... 236,000.00 .......... 400,000.00 1,385,308.0 July 1, 1917, balance unexpended ____ $652, 789. 44 Amount appropriated by river and harbor act approved Aug. 8, 1917_-- ------------- ------------------ 1, 250, 000. 00 Amonet transferred between allotments .. _______..__ 135, 308. 03 Receipts from sales, etc., during fiscal year 1918_-------__ 325. 04 2, 038, 422. 51 Deduction on account of amount transferred between allot- ments_ -- --------------------- --------- 135, 308. 03 1, 903, 114. 48 June 30, 1918, amount expended during fiscal year : For new work __$_______--______..__ $252,292. 08 For maintenance ----- --- 17, 518. 31 269_,Vl810 ..... 39 J ly 1, 1918, balance unexpended_ 1, 633, 304. 09 ".uly 1, 1918, outstanding liabilities_ 84, 865. 94 July 1, 1918, amount covered by uncompleted con- tracts ---------------------- ------- - 1, 456, 337. 46 1, 541, 203. 40 July 1, 1918, balance available------------.... ---------------- 92, 100. 69 Amount appropriated by river and harbor act tpproved July 18, 1918-------------------------------------------- 2,200, 000.00 Amount appropriated by sundry civil act approved July 1, 1918- 300, 000. 00 Amount available for fiscal year ending June 30, 1919--------- 2, 592, 100. 69 Amount .(estimated) required to be appropriated for completion of existing project------- -------------------- ' 32, 486, 000. 00 Amount that can be profitably expended in fiscal year ending June 30, 1920. for new work------------------------- 3,000,000.00 8. HARLEM RIVER, N. Y. Location and description.-The Harlem River and Spuyten Duyvil Creek, both included in the project for the improvement of the Harlem Rivert are two tidal waterways of a joint length of about miles, which join at Kingsbridge. See U. S. Coast and Geodetic Survey chart No. 52. They lie wholly within the limits of Greaer New York and separate Manhattan Island from the mainland. The East River entrance is about 81 miles northeast of the Battery, New York City, and the Hudson River entrance about 13J miles north of the Battery. The Harlem River also connects with the East River by way of Little Hell Gate, between Wards and Randalls Is- lands, and by way of Bronx (Harlem) Kills, between Randalls Island and the mainland. These channels are not used by navigators, being shoal, rocky, and winding, with strong tidal currents. 1 Not deducting receipts from sales, etc. 2 Exclusive of available funds. 81116---NG 1918---17 $ 58 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, :191& Original condition.-The Harlem River varied in width from about 3,00 to 1,500 feet. It 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 Land- ing there.was a crooked channel 7 feet deep, and above the latter place the river could be used only by the smallest class of vessels. The width of Spuyten Duyvil Creek was about 150 feet at its head and about 1,000 feet near its mouth; it had a least mean low-water depth of about 4 feet from Kingsbridge to the Hudson River; above Kings- bridge the depth gradually diminished to less than 1 foot at the head of the creek. A narrow channel at the junction of the two streams was obstructed by a ledge of rock awash at low tide. In 1875 the mean tidal range at the mouth of Spuyten Duyvil Creek was 3.91 feet, and at Fordham Bridge, a short distance south of Broadway Bridge, it was 6.03 feet. Previous projects.-The original project for improvement was adopted by the river and harbor act of June 23, 1874. There was expended under this project prior to the commencement of work under the existing project in 1887, $21,000, all for new work. For further details of previous projects, see Annual Report for 1915, page 1762. Existing project.-This provides for a continuous channel 15 feet deep at mean low water and 400 feet wide from the East River to the Hudson River, except at Washington Bridge, where the adopted width is 354 feet, and at the rock cut through Dytkmans Meadow where it is 350 feet and the depth 18 feet. It also provides for straightening the channel at Johnson Iron Works by making a cut 15 feet deep and 400 feet wide, and for, the collection and removal of drift. The mean tidal range varies, according to locality, from 5 feet at Mill Rock to 3.7 feet at Spuyten Duyvil Bridge. The extreme range, under ordinary conditions, varies from about 8 feet at Hell Gate to about 7.5 feet at Highbridge and 6 feet at the Hudson River. The estimate of cost of new work revised in 1913 is $3,550,000. The latest (1918) approved estimate for annual cost of maintenance is $8,000. The existing project was adopted by the river and harbor act of June 18, 1878, in accordance ,with the report published in House Document No. 75, part 9, Forty-third Congress, second session. It was modified in 1879, 1886, and 1893, and enlarged by the river and harbor act of March 4, 1913, in accordance with the report published in House Document No. 557, Sixty-second Congress, second session. The act of March 4, 1915, provided for the maintenance of New. York Harbor and its immediately tributary waters by the collection and removal of drift and authorized the Secretary of War to allot such amounts as may be necessary for the work from funds available, for specific portions of New York Harbor and such tributaries. For latest published map, see page 1644 of Annual Report for .1913 atid House Document No. 402, Sixty-third Congress, second session. Operations and results during fiscal year.-Rock removal in the east draw channel of Macombs Dam bridge in progress .June ' .0, 1917, by the use of Government plant was continued until November 19, 1917, when the plant was withdrawn for the prosecution of press- ing work elsewhere. The work was confined to dredging rock previ- ously drilled and blasted; 1,392.1 cubic yards, loose measurement, RIVERS AND HARBORS-FIRST NEW YORK, N. Y., DISTRICT. 259 were excavated and disposed of by deposit on Mill Rock in the East iver at Hell Gate, where it was utilized as fill and in building sea walls on United States property. The cost of this work, exclusive of the cost of final disposal, was $7,022.73. There is now a channel through the east draw of Macombs Dam bridge 11 feet deep at mean low water and 100 feet wide. Arrangements have been about completed for dredging urgently needed within project limits along the east shore of the river at a shipyard opposite Sherman Creek to facilitate the construction of mine sweepers for the Navy Department. It is expected to begin work in a few days and to complete it within four or five weeks thereafter. Other work consisted in the removal of 670 cubic feet of drift material at a cost of $116.61. Tidal phenomena characteristic of the Harlem River are intimately connected with those in the East River; tidal and current investigations, so far as they may have a bearing on projected and contemplated improvements, were com- menced in June, 1918, concurrently with those in the East River. 'The cost of this work amounted to $742.59. A pro rata payment of the cost of six gasoline launches purchased for the purpose of prose- cuting the work of surveys at the various localities under improve- ment in the district was made from the funds appropriated for the Harlem River improvement. The expenditures during the year amounted to $23,748.53--$23,- 523.41 for new work and $225.12 for maintenance. -Condition at end of fiscal year.-About 58 per cent of the work proposed under the existing project has been completed. There had been excavated a channel 15 feet deep at mean low water and 400 feet wide from the East River to Putnam railroad bridge except at a few points where the channel is somewhat narrowed by shoals, and at Macombs Dam bridge, where the available depth is 12 feet in the westerly draw channel and 11 feet for a width of 100 feet in the easterly draw channel. From the Putnam railroad bridge to the Hudson River the chan- nel has been excavated to a depth of 15 feet and width of from about 15.0 feet to 350 feet. On June 30,. 1918, the available depth for navigation through the Harlem River was estimated at 15 feet at mean low water, except at Macombs Dam bridge, where it was not more than 12 feet. The widths of channels through bridge draws are 98 to 100 feet. Approximately .midway between the East and Hudson Rivers navigation is obstructed by the piers of High Bridge. These cause eddies and high current velocities; limit the horizontal clearance for vessels, measured on a line normal to the channel, to about 44 feet; render navigation through the bridge hazardous for the smaller class of vessels,; and for vessels of commercial size they render the stream practically useless as a through waterway. The larger commercial vessels using the section of .the river north of the bridge as a rule enter and leave by way of the Hudson River, and those using the section south of it enter and leave by way of the East River. To complete the improvement there remains some dredging to be done between Madison Avenue and Macombs Dam bridges, and a considerable amount of dredging and rock excavation remains to be done at Macombs Dam bridge and between Putnam Bridge 260 REPORT OF CHIEF OF ENGINEERS, U. S. ARMY, 1918. and the Hudson River. The total expenditures under the existing project amounted to $2,098,554.31-$2,058,727.26 for new work and $39,827.05 for maintenance. Local cooperation.-The river and harbor act of June 18, 1878, adopting the existing project, and the river and harbor act of March 3, 1879, provided that the necessary right of way should be provided free of cost to the United States before work was begun. This pro- Aision was compliedwiith by the State of New York, which procured the necessary lands and completed their transfer to the United States in May, 1887. A similar provision is contained in the river and harbor act of March 4, 1913, authorizing the straightening of the channel at Johnson Iron Works. The river and harbor act of March 4, 1915, provides for the cession to the State of the land occu- pied by the present channel at that point, after the right of way for the cut-off has been provided and the new channel completed. A description of the lands required, with map, has been furnished the State of New York. - The prosecution of the work of straightening the channel is awaiting the transfer of these lands. Terminal facilities.-The following is a tabulated statement of the terminal and transfer facilities served by the improvement: Number. River front. Use. of ter- age (linear Ownership. minals. feet). (a) Manhattan Borough shore. General wharfage (open to public) ......................... 1 750 Private. Do ......... ........................................ 22 3, 530 City of New York. Gneral wharfage open to public and part leased............ 4 930 Do. City departments..... ........................... 7 810 Do. 'eased by transportation interests ...................... 7 1,150 Do. Railroad water terminals........................... 1 390 Private. Ibtt uring plants...... ......................... 10 2, 495 Do. Miscellaneous................................................ """ 5, 440 Do. Total Manhattan Borough shore ........................... 15, 495 (b) Broas Boroughabore... General wharfage (open to public)........................ 1 300 Private. Do...................................................... 6 1,045 City of New York. City departments............... 1 . . . . . . ......................... . . . . . . . . . . . . . . . . . .. . . . . 2 270 Do. Be anal terminals .. 1 780 State of New York. Railroad water terminals........ ... ............... 4 3,240 Private. Coastwise commerce..... ..... ...... .... . . 2 540 Do. Manufacturing plants..................................... 4 1, 880 Do. Miscellaneous.............................................. ... ...... 6, 350 Do. Total Bronx Borough shore...................... ...... 14, 465 Grand total... ..................................... .......... , 960 1Under construction. Additional terminals are constructed by the city of New York as needed. Effect of improvement.-The opening of the Harlem River to navigation has resulted in greatly increasing the areas of Manhattan and Bronx Boroughs, to which heavy freight can be brought by water with a marked saving in cost. Proposed operation.--It is proposed to expend such amount of the available funds as may be necessary in maintenance, the balance then remaining to be held subject to expenditure in extending the improvement when deemed necessary or advisable. The through RIVERS AND HARBORS-FIRST NEW YORK, N. Y., DISTRIOT. 261 waterway of the Harlem River is obstructed by the piers of High Bridge (see under Condition at end of fiscal year preceding). It is believed that these piers should be removed before any further work of improvement is done between' Purtnam Bridge and the HUidsoi River. Accordingly -no estimate of funds for prosecuting work in the fiscal year ending June 30, 1920, is submitted. Recommended modifications of project.-None. Reference to published articles not previously reported.--None. Commercial statistics.-The commerce of the calendar year 1917 consisted mainly of general merchandise, building materials, coal, fruit and farm products, and ice. Comparative statement. Calendar year. short tons. Value. carrieer 1913....................... ........ 18,313,336 $704 984,490 1914........... .. . ...................... ............... 11,577,922 582,383,737 ....... 1915 15096169 1,538,506,583 454,199 1916........ ....... .... ......... 13,789, 723 ..... .... ................. 1,286,970, 462 614,489 191715,822,342 1, 788, 331,171 2, 646,908 1 None reported in 1913 or 1914 returns. The tonnage in 1917 was carried in vessels usually loaded to the drafts given in the following table: Usual limit Per cent of loaded Class of freight carried, of total draft of tonnage. vessel (feet). Building materials........................................... ................... .......... 19 8-14 General merchandise... ........................... .. .. .................. 42 9-11 ............ ............ Coal.................. .......................... ......... 37 6-15 Financial summary. Amount expended on all- projects' to June 30, 1918, after deduct- ing receipts from sales, etc., amounting to $5,633.29: New work $2, 079, 727. 26 Maintenance--------------------------------------------- 39, 827. 05 Net total expended-------------------- ---- 2, 119, 554. 31 Total appropriations to date of this report --------- 2, 318, 000. 00 Fiscal year ending June 30. 1914 1915 1916 1917 1918 . . . .. .. . . . . . . . . Expended for new work i $16,212.93 $205, 080.54 $80,607.22 $55,258.54 $23, 523.41 Expended for maintenance 1.. .. 12, 922.27 4, 734.16 19, 602.16 2,343.34 225.12 1. . . . . . .. . . .. . Total expended i ..... 29, 135.20 209, 814.70 100, 209 38 57, 601.88 23, 748.53 Appropriated or allotted.................. ............ 125,000.00 .. 25000000... 1Not deducting receipts from sales, etc. 262 REPORT OF CHIEF OF ENGINEERS, U' S. ARMVY, 1918. July 1, 1917, balance unexpended_-__--__ _ -___--____ $222, 037. 90 Receipts from sales, etc., during fiscal year 1918_. ---------------- 156. 32 222, 194.22 June 30, 1918, amount expended during fiscal year: 1 For new work---------------------------- $23,