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through of 200 feet in width. Estimates are also made for improvements of greater extent.

6. Harbor of Fall River, Massachusetts, for removal of rocks therefrom In addition to bowlder-rocks of all sizes up to several tons' weight, which require removal, the bottom along the water-front of Fall River will require dredging. The officer in charge of the examination proposes a channel 12 feet deep at mean low water, and 100 feet wide at the narrowest part, widening at each end, where it would join the main channel, and submits separate estimates, viz: For removing bowlders, $11,000; for dredging, $33,000; and for six dolphins to mark the channel, $600. Total, $45,000.

7. At the outlet of Point Judith Lake, Rhode Island.-To secure any artificial enlargement of the outlet of this pond or lake, extensive stone jetties would be required, which, unless of great extent, would be of doubtful utility, as the beach, which separates the lake from the sea, composed of shifting sand, is exposed to the full force of the oceanwaves. The expenditures for suitable works would be so much greater than the trade of Wakefield warrants that the officer in charge of this examination submits no estimates of their cost.

8. Galena River, from its mouth to upper bridge in city of Galena, Illinois. The improvement of the navigation of this river can only be by dredging, which will be necessarily expensive, owing to the long towage required to dispose of the material dredged, as, owing to the abruptness of the river-banks, and the great rise of water during floods, none of the material can be deposited in spoil-banks, but must be towed down and into the lower part of the stream. Dams of dry masonry backed with earth will also be necessary across the principal ravines to collect the wash of inflowing streams before it reaches the river.

The officer in charge of the survey submits estimates of cost of dredg ing to be done in order to give a channel-way from 100 to 150 feet in width and 6 feet deep, which amounts to $459,141, including masonry across ravines, &c. For a depth of 4 feet water, $233,233; and for a depth of 6 feet above and of 4 feet below Harris's cut-off, $377,000.

9. At East Pascagoula Harbor, Mississippi Sound.-The officer in charge of this examination recommends the dredging of a channel 100 feet wide and 7 feet deep at low tide across the bar now obstructing the gulf entrance of the harbor, the sides of this channel to be revetted to protect it from refilling. He estimates the cost of the proposed work to be $42,374.

As the State of Mississippi has appropriated $25,000 for this work, conditioned on the citizens of Pascagoula adding $5,000, and advertisements for contract having already been made, the officer in charge suggests that should the United States aid the work by appropriation it should be upon condition that the State adopts the plan of improvement decided upon by the War Department and obtains the lease of an exclusive charter which has been granted to an individual for making a similar cut.

10. Neches and Angelina Rivers, Texas.-The Neches is navigable for fifty-one miles above its mouth at all stages of water; beyond that point to its junction with the Angelina it is only navigable at high water. The principal obstruction to navigation at high stages is a bar at its mouth in Sabine Lake upon which there is a depth of only 3 feet. The officer in charge of this survey estimates that a cut of 80 feet in width and 5 feet deep dredged across this bar would cost about $26,000.

Angelina River is a tributary of the Neches, and only navigable during high water, which lasts but a small part of the year. As much

of the cotton, the principal product of the country drained by this stream, finds its way to market by rail before the annual rise, and be cause the limited trade of the river would not justify the heavy expense of improving it, no estimate of the cost of improvement is submitted by the officer in charge of the survey.

11. Elk River, below Elkton, Md.-An examination of this river was made in January last, and a preliminary report, with an approximate estimate of the cost of improvement, was submitted, in reply to a call for information from the Senate Committee on Commerce, which was printed in H. R. Ex. Doc. No. 124, March 25, 1873.

The estimates of the cost of improvement now submitted are based upon a more minute survey of the locality made during the past season. The improvement proposed by the officer in charge is to make, by dredging, a channel of 6 feet in depth at low water, or 8 feet at high water, from Cedar Point to Elkton, and in the Little Elk as far as Bennet's wharf. Such a channel, in both branches of the river, if 75 feet wide, would cost about $36,000, and if but 50 feet in width, $25,000. Cheap dikes would be required for regulating the banks, and to provide a place behind which to place the material dredged.

12. At Cleveland, Ohio, for the construction of a harbor of refuge.-The water-front of Cleveland is open to both eastern and western storms. The plan of protection submitted by the officer in charge of this examination is that of a breakwater of crib-work of 40 feet in width, resting in an average depth of water of 34 feet, to consist of two arms of 4,000 feet in length each, making an angle of about 138° with each other, and so placed as to form a shelter from prevailing storms; the apex to be about 3,000 feet in front of the ends of the present piers of entrance, and embracing an anchorage area of about 260 acres.

The bottom of the lake consists here of a loose deposit of soft blueclay, silt, and sand, no rock or firm foundation of any kind being found within a penetration of 25 feet. This condition of the bottom will se riously add to the cost of any structure which may be determined upon, and makes it difficult to estimate it with any degree of certainty.

An approximate estimate is nevertheless presented by Major Harwood of $4,000,000 as the probable maximum cost of the plan he submits. This is based upon the cost of the Buffalo breakwater, taking into account the greater depth of water at Cleveland, and consequent increase of the width of the work, and also its less favorable foundation. The magnitude and cost of this undertaking are such as to call for a still more careful study of its plan and location in the event of its prosecution being determined upon.

13. Santa Cruz, Cal.-This harbor is at the northwest extremity of the bay of Monterey. The land affords protection from northerly and westerly winds with good holding ground, but the harbor is open to winds and seas from the southward, the heaviest seas coming in during southerly gales in the winter.

An examination of this locality was made in 1871, in compliance with the river and harbor appropriation act of March 3 of that year. The legislature of California also, in 1870, appointed a commission to exam. ine the harbor for the purpose of ascertaining whether it could be made suitable by artificial means for a harbor of refuge. The commission projected a breakwater which they believed would protect a harbor of sufficient size for commercial purposes, the cost of which they estimated at about $6,000,000. (See annual report from this Office of October 20, 1871, printed in Ex. Doc. No. 1, 42d Congress, 2d session, part 2, vol. ii.)

In the position given for such a work by the officer in charge of this examination, the average depth of water at mean low tide is 7 fathoms, and the length of the breakwater proposed 2,300 yards, while that of the commission above mentioned is about 1,300 yards, and it is placed in 63 fathoms of water; hence the great increase of cost.

It is apparent that it is only by the building of a breakwater that this can be made a harbor of refuge, and the location and plan of a work which must cost millions would, of course, be thoroughly investigated in the event of a determination to undertake it.

Very respectfully, your obedient servant,

Hon. W. W. BELKNAP,

A. A. HUMPHREYS, Brigadier-General and Chief of Engineers.

Secretary of War.

1.-SURVEY OF AROOSTOOK RIVER, MAINE.

UNITED STATES ENGINEER OFFICE, Portland, Me., December 13, 1873. GENERAL: I have the honor to submit the following report on the survey of Aroostook River, Maine.

This survey was called for by act of Congress, approved March 3, 1873, "making appropriations for the repair, preservation, and completion of certain public works on rivers and harbors, and for other purposes;" and was made in August last by Mr. Sophus Haagensen, civil engineer, under my instructions. His report on the same, prepared under my direction, is also herewith submitted.

This survey, which was made for the purpose of ascertaining the prac ticability of improving the navigation of the river, embraced an extent of sixty-nine miles, commencing at the international boundary near the "falls," (about four miles above its junction with the river St. John, in the province of New Brunswick,) and extending upward to the mouth of the St. Croix or Masardis Stream. This river is navigable, in its present condition, only for about three months of the year, even for boats drawing but 2 feet of water, its navigation being obstructed for the remaining part of the year, when not closed with ice, by a great number of shoals or bars extending across the river, with a depth, during the low stages of summer, varying from 4 inches to 2 feet over their deepest parts. These occur at about ninety places, and generally consist of coarse gravel or shingle intermixed with loose boulders or rocks, varying in weight up to seventy tons.

In order to obtain sufficient water over these bars to make the river navigable in its lowest stages for boats drawing 2 feet of water, it will be necessary to excavate those bars and remove the rocks to the requisite depth, or else, where the river widens or is divided by islands into several channels, to build wing-dams, which will throw the water over the deepest part of the bar or close up the side channels.

The estimated cost of this work, as shown in the accompanying statement, is $50,000, being for making a channel 50 feet in width and 2 feet in depth in the lowest stages of the river, from the international boundary-line up to Masardis, a distance of sixty-nine miles.

The extent to which the commerce of the country would be promoted by this work would probably be limited, as, for several months of the year, the river is closed with ice; and as, moreover, the continuity of

water transportation would be, as it now is, broken by the "falls," which are in the province of New Brunswick, about one mile below the international boundary. Under these circumstances it is more than probable that the commerce on the river would continue to be merely local. Besides, the right of navigating this river, it is understood, has been conferred by an act of legislature of the State of Maine, upon a private company which would probably have the exclusive control over it, even if improved at the expense of the United States Government. Respectfully submitted.

GEO. THOM,

Lieut. Col. of Engineers, Bvt. Brig. Gen. U. S. A.

Brig. Gen. A. A. HUMPHREYS,

Chief of Engineers U. S. Army, Washington, D. C.

UNITED STATES ENGINEER OFFICE,
Portland, Me., December 9, 1873.

GENERAL: I have the honor to report upon the examination of Aroostook River from the "falls 99 near the international boundary-line to the junction of Aroostook River and the St. Croix or Masardis Stream in the town of Masardis, made in pursuance of your letter of instruction of July 23, 1873.

I left Calais, Me., July 31; arrived in Presque Isle, August 1, and after completing the examination, returned to Calais, August 12.

The sources of Aroostook River are in Piscataquis and Northern Penobscot Counties; soon after entering Aroostook County these streams unite and form the Aroostook River in township 9, range 8, about latitude 46° 15', longitude 69°. From thence it flows in a northeasterly direction through township 9, rauge 7, 9, range 6, or Oxbow Plantation, 10, range 6, Masardis, Ashland, Buchanan, Castle Hill, Wade Plantation, Washburn, Mapletou, Maysville, Lyndon, Forestville, and Fort Fairfield, all in Aroostook County; at Fort Fairfield on the international boundary-line, it enters New Brunswick; here are the Aroostook Falls, and four miles below the river flows into river St. John near Tobique village.

The principal tributaries to Aroostook River are: On the north side, Big Machias, Little Machias, Beaver Brook, Salmon Stream, Caribou Stream, and Little Madawaska; the Limestone Stream joins the Aroostook below the "falls" in New Brunswick. Ou the south side are: Umcolcus Stream, Masardis or St. Croix Stream, Squawpan Stream, Alder Brook and Presque Isle Stream, beside a great many smaller streams; the Aroostook River and its tributaries water about fifty townships or nearly eighteen hundred square miles.

The length of the Aroostook River from township 9, range 8, or its confluence with the river St. John, is ninety-six miles; the last four miles are beyond the international boundary-line.

The furthest settlements on the river are in Oxbow Plantation, a distance of eightythree miles from the boundary line, but the most important part of the river which at present is navigated is from the junction of Aroostook with the Saint Croix Stream in Masardis, a distance of sixty-nine miles by the river channel to the boundary-line, the part of the river embraced in the called-for examination.

The navigation of this river is at present limited to a very short time of the year, owing to the numerous obstructions in the river at its low-water stage. The contem plated improvement would consist in the removal of these obstructions, so as to enable small steamboats of about 50 tons burden and not over 2-feet draught to navigate the river, carrying merchandise and passengers, and towing lumber.

An unobstructed channel, with not less than 2 feet depth at the lowest summer waterlevel, and a width of at least 50 feet, will be required for that purpose, and for this channel the following estimates have been made.

The stage of the river when the examination was made was the lowest water observed during the last eight summers, and 1 foot below mean summer level; consequently favorable for observing and examining the various obstructions. Last year's (1872) summer water-level was very high, almost 2 feet higher than this summer. The summer water-level varies thus 1 foot above or below mean summer level.

The average level of the river at spring high-water is 10 feet above mean summer water-level. Last spring, which was the highest water observed for a long period, the river was 14 feet higher than when the examination was made, or 13 feet above mean summer water-level,

At present there will only be water enough during three months of the year to enable boats of 2-feet draught to navigate the river; with an improved channel, as that contemplated, navigation would be extended to six months of the year.

The river is settled along the whole line of proposed improvements on both sides; saw and shingle mills are worked by its numerous tributaries; the lumber business is already extensive. Without data the business cannot be computed, but it is believed that two or more boats would have constant employment, to the great development and advantage of the county. Goods now brought from Boston to the towns up the river, Ashland, Masardis, &c., are shipped to Calais; thence carried by rail to Houlton, and from there hauled by teams a distance of about seventy miles; the cost per ton of freight is $45 to $50, whereas if the contemplated improvements are made freight could be brought from Boston via St. John River to Tobique for $12 per ton; hauled round the "falls" from Tobique to Fort Fairfield for $1 per ton; and transported on the river steamboat for $5 per ton; and vice versa, in all, $18 per ton; a reduction in rates of transportation of 60 per centum.

Iron-ore is abundant along the river in Wade Plantation and Washburn; works will soon be started, and the further development of this industry will be proportionate to cheap rates of freight.

The nature of the existing obstructions are shoals or bars extending across the river, with a depth of water varying from 4 inches to 2 feet over the deepest part; they are all of the same description, consisting of coarse gravel or shingle; between these bars are reaches with water from 4 to 10 feet deep, often with an unobstructed channel, but frequently obstructed by loose boulders or rocks, varying in size from a few tons to 70 tons weight.

To obtain sufficient water over these bars, viz, 2 feet at the lowest stage of the river, it will either be necessary to excavate a channel through the bar, or, where the river widens or is divided in several channels by islands, to build wing-dams, which shall throw the water over the deepest part of the bar, or close up side-channels; the top of the dam is proposed to be 14 feet above lowest summer water-level; when the river rises to this level, there will be sufficient water over the bars and cuts and the wing-dam will allow the water to pass over it at this stage. It is proposed to build these dams of large boulders, which are found in abundance near most of the bars, and the cost per running foot of the dam is estimated at from $3 to $4.

The excavation of a channel through the various bars could be done best by an iron scraper, drawn by oxen or horses, and the cost of removal of material is estimated at $1 per cubic yard.

The removal of rocks obstructing the channel would be done by hauling the rocks out of the channel to the river-banks, in case the rocks are not too heavy to be started from their bed by horses and tackle; a great many would have to be drilled and blasted; and where the water is not deep enough to allow the fragments to remain where they fall, these will have to be hauled out of the channel.

On Davenport ledge, (obstruction No. 86,) a crib-work fender-pier would have to be built, the current setting right against the shore at this point.

The accompanying table gives the name of the various obstructions, in the order they are met with in going down the river, from Masardis to the boundary line. In the third and fourth columns the locality of each obstruction is given; the township in which they are found in the third column; the distance from the boundary line to the obstruction in the fourth; the nature of the proposed work to be done at each place is found in columns five to eleven, inclusive, as well as the separate cost of removing gravel, (column 6;) rock that can be moved without drilling and blasting, (column 7;) rock which must be broken up before removing, (column 8) the number of wing-dams to be built, (column 9;) their aggregate length at each obstruction, (column 10;) and their estimated cost, (column 11;) in column 12 the aggregate cost of the various work to be done at each place is found.

The total cost of the proposed improvements for procuring a navigable channel 50 feet wide, with not less than 2 feet of water in it at the lowest stages of the river, from the international boundary-line up to Masardis, where the Saint Croix or Masardis Stream flows into the Aroostook River, the whole length of said channel being sixty-nine miles, is estimated at $50,000, viz:

Cost of excavating channels in the gravel-bars.

Cost of removing loose rocks..

Cost of building wing-dams

Cost of fender-pier at Davenport ledge..

Contingences, say..

Total

$21, 355

5,875 17, 100

500

44,830 5,170

50,000

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