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43d Cokgsess, ) HOUSE OF REPBESENTATIVES. ( Ex. Doc. 1,
2dSe$Hon. ] ) pt.2,vol.lI.
9^('
ANNUAL REPORT
OK TUK
CHIEF OF ENGINEERS
TO
THE SECRETARY OF WAR
yoR
THE YEAR 1874.
IN TWO PAKTS.
PAR T I.
WASHINGTON:
aOVEBNXEKT PBINTINO OFFICE.
1874.
[Extract from tiik annual rkport of the Secretary of War.]
War Department, Xovemher —, 187:4.
• ••••• ft
ENGINEER DEPARTMENT.
Uuder the Chief of Engineers the works for the defense of the coast
have been prosecuted with vigor and as rapidly as the appropriations
in hand would permit, and in several of oar important harbors some of
the larger works are approaching completion. Generally, the works are
modifications of existing defenses, constracted for less powerful arma-
ments than those now used. The rapid advances that have been made
in power of modem ordnance, render it essential that these works
should be pushed forward to completion and properly armed.
The Battalion of Engineers, in its construction, drill, and efficiency
for service, has been kept to the high standard requisite for this arm
of service. Stationed at Willet's Point and West Point, they have prin-
cipally been employed in the trials and developments of our torpedo
system, and in the instruction of cadets, while small detachments have
assisted the officers engaged in western explorations. The appropria-
tions asked for its service are recommended to Congress.
The trials with torpedoes, which for some years past have been going
on at Willet's Point, have developed a system inferior, it is believed, to
none in use abroad, which will furnish us at small cost with a means of
barring our harbors against the inroads of iron-clad vessels, furnishing
us with one form of obstruction for holding them under the fire of our
guDs. The importance of this class of defenses is so obvious that the
necessity for making the appropriations asked for the collection of such
materiads as cannot be obtained speedily need not be urged upon Con-
Satisfactory progress has been made upon the works for the improve-
ment of rivers and harbors, and the surveys and examinations connected
therewith, in accordance with the provisions of the river and harbor
appropriation act approved March 3, 1873.
The report upon the practicability of bridging, consistently with the
interests of navigation, the channel between Lake Huron and Lake
Erie, required by the third section of this act, was submitted during the
last session of Congress, and printed, forming Executive Document
No. 64, House of Representatives, Forty-third Congress, first session.
The provisions of the second and third sections of the act approved
May 11, 1874, '^ providing for the payment of the bonds of the Louis-
ville and Portland Canal Company,^ so far as relates to the transfer of
all the property of said company to the United States, have been com-
plied with. This transfer of the canal was made on the 10th day of
June, 1874, from which date the reduction of tolls took effect. The
requirements of the act regarding the rate of tolls for the year 1875
will be complied with as soon after the close of the present calendar
year as practicable, when a special report will be submitted setting forth
IV EXTRACT FROM REPORT OF SECRETARY OF WAR.
the receipts and expenditures during^ the period of reduced tolls, i. e.,
from June 10 to December 31, 1874, and the condition of the canal at the
close of the year.
In compliance with the provisions of the act approved June 22, 1874,
autliorizing the construction of a substantial iron and masonry bridge
and of a causeway across the Anacostia, or Eastern Branch of the Po-
tomac River, at or near the site of the present Navy- Yard bridge, a
contract has been entered into with responsible parties for the construc-
tion and completion of the said bridge.
An act approved June 22, 1874, provided for the appointment of .a
commission of engineers to investigate a permanent plan for the reclama-
tion of the alluvial basin of the Mississippi Biver subject to inundation.
The commission has been organized, and the members are now engaged
upon the investigation and collection of the data necessary to the prep-
aration of a full report.
The amounts appropriated by the river and harbor act of June 23,
1874, are applied to the specific objects therein designated. Detailed
information in regard to the condition of each work of improvement,
and the progress made in the surveys provided for in the act, may be
found in the report of the Chief of Engineers.
The surveys upon which to base estimates for the improvements recom-
mended by the Senate Select Committee on Transportation Routes to
the Seaboard, inclading that for the extension of the Cheasi)eake and
Ohio Canal, are now in progress.
The board of engineers provided for in the third section of the act
has been organized, and the members are now engaged upon the iiives*
tigations, examinations, and sun^eys necessary to the preparation of a
report upon the best method of obtaining and maintaining a depth of
water sufficient for commercial and military purposes, either by canal
from the Mississippi Biver to the waters of the Gulf of Mexico or by
deepening one or more of the natural outlets of the river.
The survey of the lakes has been carried on during the year with its
acctisfomed energy and success. Tlie connection of the triangiilation
of Lakes Superior and Michigan, the in-shore and off-shore hydrography
and toi>ography, have been finished ; the Wisconsin triangulation lias
been carried seathward to the vicinity of Chicago, and the Keweenaw
base has been measut'ed. The surveys of the Detroit Biver and river
Saint Lawrence from the forty -fifth parallel have been completed, and a
map of the lower half of the former has been published ; the determi-
nation of several points in the interior of Michigan has been made in aid
of surveys by the State; the survey of Lake Ontario has been com-
menced, and much of the field-work has been reduced. The preparation
of Chart No. 1 of the Saint Lawrence, of Sandusky Harbor, and of the
mouth of the Detroit Biver, has been completed, and they are now in
the hands of the engravers. The need of the vigorous prosecution of
this important survey is shown by the number of copies of the various
finished charts called for now, from five to six thousand copies a year,
and by the constant demand for charts not yet completed. It has been
stated that a single survey made last year, viz, the survey of the mouth
of the Detroit River, will save from $50,000 to |lOO,Ot)U to commerce
this year.
The labors of the party engaged on the geological exploration of the
fortieth parallel have been mainly directed during the last year to the
preparation of the rei)ort and accompanying illustrations. The topo-
graphical maps, all of which have been completed, have been put into
the hands of an engraver, and the preliminary work for the report, con-
EXTRACT FROM REPORT OF SECRETARY OF WAR. V
sistJQ^ of chemical, paleontological, and microscopic studies, has been
carried on with success. Microscopic researches are also being made
with a promise of identifying American rocks with well-known types in
Earope. It is oonfidently expected that the reports of this important
survey will be brought to a close within the present fiscal year.
The geographical surveys and explorations west of the one hundredth
meridian in California, Nevada, Utah, Arizona, Colorado, ]^ew Mexico,
Wyoming, and Montana, have been carried on successfully since my last
report. At the commencement of the fiscal year the three main parties
engaged in this work had left their rendezvous at Salt Lake, Utah,
Denver, Colorado, and Santa F6, New Mexico. They moved south into
Arizona, connecting with the work of former years, and covering during
the surveying season about 75,000 square miles of territory. In addition
to its topographical work proper, the survey embraced the fixing of many
IK>ints astronomically, and investigations in geology, mineralogy, natural
history, and the natural resources of the country traverseil. It is ex-
pected that a large part of the results of this survey will be ready for the
press during the coming year.
Tbe officers of the Corps of Engineers who have been attached to the
bead(inarters of the military divisions and departments into which the
United States is divided have been engaged during the past year in
reconnaissances and explorations, in the collection of geographical and
topographical information required by tlieir commanding generals and
for the compilation of the map engraved and distributed by the Engineer
Department. Facilities have been furnished through these officers to
most of the interior posts for the plotting of the routes of scouting
and other military journeys, and an increased interest appears to have
been taken by the officers and men in adding to our present knowledge
of tbe interior of the continent, as is evidenced by the fact that in one
of the departments — the Department of the Missouri — 23,000 miles have
b3en covered by the military journals and sketches during the last year,
while in the preceding year there were but 9,000 miles recorded in the
department. Among the more important results during the last year
may be mentioned the discovery of a new wagon-route from the line of
tbe Union Pacific Railway to the Yellowstone Park and Montana ; a re-
coonaissance in the country of the Cte tribe of Indians; the construction
of a wagon-road from Santa Fe to Taos, New Mexico, and a survey o^
the Bhick Hills of Dakota by the engineer officers attached to the mili-
tary expedition which was sent into that interesting country during the
sammer of 1874.
Tbe commisaion of two engineer officers and one coast-survey officer,
organized under the act of Congress approved March 3, 1873, for the
purpose of examining and reporting upon a system of irrigation of the
8an Joaquin, Tulare, and Sacramento Valleys, have completed their in-
vestigations and have made their report, the principal points of which
are referred to in the report of the Chief of Engineers.
The estimates of the Chief of Engineers are submitted se])arately, as
presented by that officer, viz :
FortifioatioDS aDcl other works of defense ."^-2, 108,700 00
Poblic boildin^ and grounds, and Washington a(]ueduct 678, 410 &0
Sorveys 399,000 00
Engineer depot at Willet's Point, New York 9,000 00
Office expenses 35,000 00
ImproTement of rivers and harboi*8 - 12, 970, 500 00
Total 16.200,630 50
• • • • # « «
IlEI>ORT
or
THE CHIEF OF ENGINEERS
1 £
REPORT
OF
THE CHIEF OF ENGINEERS.
Office of the Chief of Engineers,
Washington, D, C, October 20, 1874.
Sib : I have the honor to present for your information the following
report upon the dnties and operations in the Engineer Department dar-
ing the fiscal year ending Jane 30, 1874.
OFFICERS OF THE CORPS OF ENGINEERS.
The nninber of officers holding commissions in the Corps of Engineers,
United States Army, at the end of the fiscal year, was 105 on the active
list-, and 5 on the retired list ; the latter, however, nnder the law of
January 21, 1870, not being available tor duty. In the duties devolv-
ing upon the corps by law, and its organization, the employment of a
namlMsr of scientists and assistant engineers has been necessary.
Since my last report the corps has lost by death and retirement three
officers, namely : First Lieut. Eugene A. Woodruff, who died at Shreve-
port, Louisiana, September 30, 1873, of the yellow fever, contracted
while devoting himself to the care of the sick during the epidemic of
that year; Brig. Gen. Richard Delafield, late Chief of Engineers,
(retired,) who died in Washington November 5, 1873; and Colonel
George W. Cullnm, who was retired, January 13, 1874.
On the 30th of June, 1874, the officers were distributed to duties as
folloirs :
On doty, Office of tbe Chief of Engineers, including the chief 4
Oo duty, projection and constrnction of forti ficatious 8
On doty, construction of fortifications and light-house dnty 2
On dnt^, constrnction of fortifications and ri ver and harbor works, and surveys for
same 28
On duty, constrnction of fortifications and river and harbor works, and light-house
doty, and surveys for same 4
On dnty, constrnction of river and harbor works, and surveys for same 15
On dnty, constxuction of river and harbor works, and light-house duty, and sur-
veys for same 5
On dnty, survey of northern and northwestern lakes 6
On dnty, explorations of connti^ west of one hundredth meridian :i
On dnty, with battalion of engineers ^ 10
On dnty, public buildings and grounds, District of Columbia I
Detached, on duty with the General of the Army, geni^rals commanding divisions,
departments, light-house establishments, Military Academy, survey of northern
boundary line under Department of State, superintendent of the IJnited States
Naval OljservatoTV, and the board of commissioners of the District of Columbia . . 24
Beoent graduates of the Military Academy on leave of absence 1
Total 105
The officers detached were on duty as follows :
Col. L C. Woodruff, engineer third lij^ht-house district 1
Lient. Col. William F. Raynolds, engineer fourth light-house district 1.
4 REPORT OF THE CHIEF OF ENGINEERS.
Lieut. Col. R. S. Williameon, engineer twelfth lij^ht-house district
Maj. O. M. Poe, on staff of the General of the Aruiy
Maj. H. M. Robert, engineer eleventh light-house district
Maj. F. Harwood, engineer fifth and sixth light-house districts
Maj. P. C. Hains, engineer-secretary to the Light-House Board
Maj. G. L. Gillespie, on staff of Lienteuant-Geueral conimaudiug military division of
the Missouri
Capt. Asa H. Holgate, on staff. of commanding general Department of Texas
Capt. William Ludlow, on staff of commandini^ general Department of Dakota...
Capt. William S. Stanton, on staff' of commanding general Department of Platte..
First Lieut. E. H. Ruffner, on staff of commanding general Department of the Mis-
souri
First Lieut. J. G. D. Knight, on staff of major-general commanding Military Divis-
ion of the Pacific
First Lieut. R. L. Hoxie, chief engineer of the District of Columbia, under the di-
rection of the board of commissioners
Capts. William J. Twining, J. F. Gregory, and First Lieut. F. V. Greene, on duty
under Department of State, upon joint commission for the survey of the bound-
ary line along the forty-ninth parallel 3
Capt. C. W. Raymond, First Lieuts. E. W. Bass, and 8. E. Tillman, on duty under
the superintendent of the United States Naval Observatory in connection with '
observation of the transit of Venus » 3
Capts. A. M. Miller, T. H. Handbury, First Lieut. J. C. Mallery, and Second
Lieut. C.F.Palfrey, on duty at the Military Academy 4
Total , 24
The following principal civil engineers and geologists were employed
on the 30th of June :
General J. H. Wilson, member of board of engineers upon improvement of the Des
Moines and Rock Island Rapids, and improvement of the Illinois River; Clarence King,
geologist, in charge of geological exploration of the fortieth parallel ; and S. Thayer
Abert, in charge of river and harbor improvements on Potomac River and Chesapeake
Bay.
SEA-COAST AND LAKE- FRONTIER DEFENSES.
Tlie progress during the past year, of tlie works for the defense of our
harbors from naval attacks, has been satisfactory, and some of the works
for the protection of the harbors of our principal cities, are approaching
compU^ion.
As has been mentioned in my previous annual reports, the class of
works now in j>rogre88 are mainly earthen barbette ami mortar batteries,
haying great thickness and heiglit of para[)ets, and thorough protec-
tion from enfilade and reverse fires, by massive traverses and parados.
The barbette-batteries for guns are being arranged for the new ordnance-
carriage of increased height, but will also be available for the depress-
ing-carriage when that shall have been provided.
Every step taken in the location, construction, or modification of our
sea-coast defenses is in accordance with the general conclusions and
principles agreed upon by the board of engineers in 18G9. which re-
ceived the approval of the Chief of Engineers, the General of the Army,
and the Executive, and which have rei)eatedly commended themselves
to the intelligence of Congress.
In comparison with the large number of harbors and anchorages
along our coasts, but a limited number are being fortified, and appro-
priations are asked only for those having sufiicient depth of water to
admit the entrance of the enemy in iron-clad vessels cairymg the pow-
erful rifled modern armaments, and where interests covering millions
of <l()llars would be sacrificed by a successful invasion.
IJut a small number of our works are what could be called new ; that
is, planned eniiivly in act^oidaiico witli the iv<iniKMnents for resisting
REPORT OF THE CHIEF OF ENGINEERS. 5
the modern heavy ordnance. Nearly all have been handed down from
former periods, when small guns and wooden ships only were to be
contended with, and the present operations at these works consist in
enlarging and strengthening the earthen portions to resist the heavy
rifled shot.
The eathem parts of modern fortifications have assumed such exten-
sive proportions that they are no longer caj)able of being thrown up and
constructed in short and limited periods, while the guns and armaments
are of so great dimensions, and so massive, that special machinery,
skilled labor, and considerable time are required to place them in posi-
tion.
Unlike the armaments used in them, no two sea coast works are of
the same model, plan, or tracd. Every work is a special one, which
must be adapted to the peculiarities of the site, of the harbor, the chan-
nel-ways, and of the interests involved in the defense. The prepara-
tion of the plan for each site requires careful surveys, investigation,
and study ; and the time required for construction renders it now im-
perative that our sea-coast works should be planned and built before
the sudden and decisive wars of modern times are either imminent, or
actually in progress.
The appropriations for mortar-batteries have been judiciously dis-
tributed for the erection of these valuable auxiliaries against ironclads
in five of our principal harbors, and a further appropriation is asked for
their continuance.
The trials with torpedoes, which have been in progi'ess at Willet's
Point for some years past, have developed a practical and efficient sys-
tem for the location and operation of this most valuable obstruction to
the entrances of our harbors, giving us a means whereby we can hold
the enemy's vessels under the fire of our guns, and prevent their rnu-
nmg past our battei'ies.
The system is described more in detail in the body, of this report, and
consists, as all systems for the defense of harbors should, of stationary
tori>edoes, both ground and buoyant, exploded either by the medium of
the contact of the vessel or by the judgment of the operator. Moving
toqiedoes, alone, will not answer the purpose of barring the entrances to
harbors. To operate this class of torpedo they must either be seen, or the
enemy must be in view, and so, just in those periods of fogs or darkness
when a daring commander would seek to penetrate a harbor, this class
of tor])edo would be of no avail against him.
To continue the [lurchase and storing of such portions of our torpedo
apparatus as could not, in event of war, be speedily obtained, the sum of
f 150,000 is asked.
No plans of iron Shields for casemated defenses have as yet been per-
fected. In several of onr important harbors this class of works will be
needed, but the cost of such structures renders it important that they
should be designed only for the most powerful rifled ordnance practi-
cable. And until this class of guns, with their carriages, shall have
been determined upon by the proper Department, the plans must be
delayed.
The progress made and anticipated upon the several works on the
coasts is given in detail in the following portions of the report. The
estimates submitted, based upon the estimates of the several officers
in charge, which have been carefully revised, i)resent those amounts
which, in the judgment of this Department, are necessary for the com-
pletion, continuance, or commencement of projects for the coming fiscal
year. v
6 REPORT OF THE CHIEF OF ENGINEERS.
FORTIFICATIONS.
Fort Wayne^ Michigan, in charge of Maj, F. Harwood, Corps of Engi-
neers,— This work was in good condition at the close of the fiscal year.
No operations were in progress during the year, and none beyond minor
repairs are contemplated during: the present year. The perishable
equipment and material on hand were sold at public auction, and the
watchman discharged. No preparations have been made or are in-
tended for any change in the armament of the work.
No appropriatiou was made for the fiscal year euding June 30, 1875.
No appropriation asked for next fiscal year.
Fort Porter, Black Rock, near Buffalo, New York, in charge of Maj, F.
Harwoodj Corps of Engineers. — This work remains as last reported, ex-
cepting additional adornment of the grounds by the city of Buffalo, under
act of Congress approved July 11, 1870. Nothing has been done upon
the fort during the past year, and nothing is proposed for the present
fiscal year.
No appropriation was made for the fiscal year ending June 30, 1875.
No appropriation asked for next fiscal year.
Fort Niagara, mouth of Niagara River, New York, in charge of Maj,
John M, Wilson, Corps of Engineers, — This work is situated at the mouth
of the- Niagara Eiver, commanding its debouch into Lake Ontario.
During the past fiscal year the operations in progress have been con-
fined to those necessary for the proper care and preservation of the work
and materials on hand.
During the present fiscal year it is proposed to relay the brick, where
necessary, in the coping of the scarp- wall, to repair the slope-wall pro-
tection of the sea-wall at the salient angle of the north bastion, and to
make the temporary repairs to the old shore-protection near the north-
west angle.
No appropriation was made for the fiscal year ending Jane 30, 1875.
No appropriation asked for next fiscal year.
'^ Fort Ontario, mouth of Osxcego River, New York, in charge of Maj, John
M. Wilson, Corps of Engineers, — ^This work protects the city of Oswego
from a sudden attack or coup de main, or the levy of a contribution by a
small force of an enemy on shipboard. The work in progress upon the
fort is the replacing of the old timber-scarp by more durable materials
and the modification of the barbette for the heavy modern ordnance.
During the past year the operations in progress have been confined to
those necessary for the proper care and preservation of the work and
materials on hand. No operations are proposed for the present fiscal
year other than are necessary for the preservation of the work.
No appropriation was made for the fiscal year ending Jane 30, 1875.
No appropriation anked for next fiscal year.
Fort Montgomery, outlet of Lake Champlain, New York, in charge of
lAeut. Col. John Newton, Corps of Engineers. — This work occupies an im-
portant strategic point, and commands the entrance to Lake Champlain
from Richelieu, or Saint John River.
No operations were carried on during the past fiscal year. Projects
for the modification of this work to suit its armament to heavy guns
have been prepared by the board of engineers for foi*tifications, and
should be carried out.
No appropriation was made for the fiscal year ending Jane 30, 1875.
No appropriation asked for next fiscal year.
Fort Knox, Bucksport, Penobscot River, Maine, in charge oflAeut Col. J,
C. Buane, Corps of Engineers. — During the past fiscal year no work other
REPORT OF THE CHIEF OF ENGINEERS. 7
thau that necessary for the care of the property having been performed,
the condition of this work remains the same a^ at the close of the fiscal
year previous.
No appropriation was made for the fiscal year ending June 30, 1875.
No appropriation itsked for next fiscal year.
Fort Pophaniy Kennebec River, Maine, in charge of Li^ut Col. J. C. JDuanCy
Corps of Bngineers.—DuriDg the past fiscal year no operations were
carried on, except for the care and preservation of the property, so that
the condition of this work remains the same as at the close of the fiscal
year previous.
Xo appropriation was made for the fiscal year ending June 30, 1875.
No appropriation asked for next fiscal year.
Fort Gorges,, Portland Harbor, Maine, in charge of Lieut Col. J. C. Buaney
Corps of Engineers. — During the past fiscal year the plastering of the
quarters and the iron- work for the balcony of the gorge were completed.
Stone and iron work for the barbette gun-platforms were well advanced.
No appropriation was made for the fiscal year ending Jane 30, 1S75.
No appropriation asked for next fiscal year.
Fort Preble, Portland Harbor, Mains, in charge of Lieut Col. J. C*
Duane, Corps of Engineers. — During the past fiscal year two permanent
platforms in the redoubt, one in the north battery, and one temporary
wooden platform in the south battery, were made ready for guns ; the
traverses and parapets, exclusive of the breast-height walls of the south
battery, were completed, and the concrete-magazine, parados, bomb-
proofs, breast-height walls, the greater part of the embankments, and
the roadway of the north battery were built.
Amount appropriated for the fiscal year ending June 30, 1875 |20, 000
Appropriation asked for next fiscal year 40,000
During the present fiscal year it is proposed to construct all the
breast-height w^lls of the south battery, and complete six additional
gun-platforms.
Fort Scammel, Portland Harbor, Mains, in charge of Lieut Col. J. O,
Ihutitej Corps of Engineers. — During the past fiscal year the concrete"
bomb-proof covering, three-fourths of the superimposed embankments,
the breast-height walls, and the long concrete communications of the
east and west bastions were completed. In the upper level of the main
work nearly all the slopes of traverses and parados upon fronts I, IV,
and VI were sodded, and all but one of the remaining positions made
ready for gun-platforms.
Amount appropriated for the fiscal year ending June 30, 1875 $.30, 000
Appropriation asked for next fiscal year 50, 000
During the present fiscal year it is expected to complete all but the
barbette gun-platforms of the east and west bastions, together with the
works in their rear, and to construct breast-height walls and platforms
for three guns in the main work.
Battery on Portlatid Head, Portland Harbor, Maine, in charge of Lieut,
Col. J. C. JJuane, Corps of Engineers. — This is a new work, upon the most
commanding site at the entrance to the main ship-channel to the harbor,
three miles below the city. . Operations were commenced early in the
past fiscal year. The parapet embankment for seventeen guns was
mainly filled in, and four of the concrete traverse-magazines, with a
greater part of their embankment, were built.
^o appropriation was made for the fiscal year ending June 30, 1875.
Appropriation asked for next fiscal year $50,000
8 REPORT OF THE CHIEF OF ENGINEERS.
During tbe present fiscal year it is expected to complete two breast-
height walls and gun-platforms.
Fort McClary^ Portsmouth ffarhor^ ^eic Hampshire^ in charge of Lieut
Col. J. C Duane, Corps of Mngineers. — During the past fiscal year three
temporary wooden platforms for heavy guns, with a sufiicieut parapet, ,
on the site of the old circular battery, were nearly com])leted. Other-
wise the condition of the work remains the same as at the date of the
last annual report.
No appropriation was made for the fiscal year ending Jane 30, 1875.
No appropriation asked for next fiscal year.
Fort Constitution, Portsmouth Harbor, New Hampshire, in charge of
Lieut Got J. (7. Duane, Corps of Engineers. — During the past fiscal year
a temporary position was prepared for one heavy gun in the southwest
angle of the old fort, and the platform partially laid.
No appropriation was made for the fiscal year ending June 30, 1875.
No appropriation asked for next fiscal year.
Battery on Oerrish's Island^ Portsmouth Harbor, New Hampshire, in
charge of Lieut, Col. J. C. Duane^ Corps of Engineers. — During the past
fiscal year the parapet was raised nearly to it« full height, and rock ex-
cavations for a part of the roadway in rear of the terrepleins and for
two of the six traverse-magazines were completed.
Amoant appropriated for the fiscal year ending June 30, 1875 f 15, 000
Appropriation asked for next fiscal year 35, 000
During the present fiscal year it is proposed to prepare the founda-
tions for all the traverse-magazines and to build three of them.
Battery on Jerry^s Point, Portsmouth Harbor, New Hampshire, in charge
of Lieut Col. J. C. Duane, Corps of Engineers. — During the past fiscal
year two-thirds of the parapet embankment has been raised to its full
height, and the earth and rock excavations for the foundations of all
the traverse-magazines completed.
«
Amount appropriated for the fiscal year ending June 30, 1875 ..,.. $15, 000
Appropriation asked for next fiscal year :^, 000
During the present fiscal year it is expected to complete the coifbrete
work of all the magazines and breast height walls, and make ready all
the positions for gun-platforms.
Fort Warren, Boston Harbor, Massachusetts^ in charge of Col. Henry
W. Benham, Corps of Engineers. — During the past fiscal year operations
in bastion A consisted in the completion of the five new 15-inch gun-
platforms and their breast-height walls, the completion of the masonry
of the two traverse magazines with the conneeting-i):irados arch, and
the necessary doorways, staircases, &c. ; about one-half of the earth-
cover has been put in place, and the new sand-parapet essentially com-
pleted from the salient of bastion A to include three-quarters of the curtain
front I. In bastion B, two of the four new 15incb gun-platforms have
been completed, and a third finished except the setting of the pintle
and the traverse rails. In the parade of this bastion tbe foundations
of the new arch-piers have been completed. In bastion E, the parados
arch has been built, connecting the two traverse-magazines, with
entrances, drains, &c., and from each extremity an arched covered stair-
way has been constructed leading to the flank casemates. An inclined
way, (with stationary engine,) from the wharf to the terreplein of this
bastion, has been built, to aid in the moving of material. In the demi-
lune, of the five new gun-platforms, one is ready tor its armament and
two others are ready except iron-work. The breast-height wall for the
REPORT OF THE CHIEF OF ENGINEERS. 9
whole battery bas been built, and considerable progress made with the
new sand-parapet.
No appropriation was made for the fiscal year ending June 30, 1875.
Appio:iriatiuD asked for next tiseal 3'ear $50, 000
Battery at Long Inland Head, Boston Harbor, Massaehusetts, in charge
of Col. Henry W. Benham, Corps of Engineers. — During the past fiscal
year, owing to the exhaustion of funds, work was confined to the latter
jiart of tbe season, and resulted in the completion of the center pintle
M-inch gun-[)latforin at the east salient of the battery, as also o*^^ the
masonry of the adjacent magazine and parados, excepting the doorways
coDDec^tiiig with the batteries and covered way.
Amount appropriated for the fiscal year ending June 30, 1875 $40, 000
Appropriation asked for next fiscal year 50,000
Fort Winthrop, Boston Harbor, Massaehusett'S, in charge of Col. Henry
W. BenhatHj Corps of Engineers. — During the past fiscal year fourteen
front-pintle platlorms, with their breiwit-height walls, in the east and
south batteries, were finished; two others, with their breast-height walls,
were completed, except iron-work, and four more finished except iron-
work and about half of tbe breast-height wall, thus completing the
platforms for forty -four 15-inch guns upon these works. The new sand-
parapet of the east battery was also completed, and much of the exca-
vation necessary for that of the south battery was executed. Two new
traverse-magazines in the south battery were entirely finished, and a
third advanced to the completion of its masonry and about one-half of
its earth cover.
No appropriation was made for the fiscal year ending June 30, 1875.
Appropriation asked for next fiscal year $50,000
Fort Independence, Boston Harbor, Massachusetts, in charge of Col.
Henry W. Benham, Corps of Engineers. — During the past fiscal year
one new 1.5-iuch platform for the enceinte, and the iron-work of four-
teen others were completefi, thus finishing, ready for armament, the
whole of the new barbette-battery. The new sand-parapet, the traverse-
magazines, and parados of fronts I and II, and the two traverse-maga-
zines on front III, were completed, as also the excavations for the sand-
parapet. In the east exterior battery, the most eastern gun-platform,
with its breast-height and sustaining walls, was completed as to its ma-
sonry.
No appropriation was made for the fiscal year ending June 30, 1875.
Appropriation asked for next fiscal year $45,000
Fort at Clarices Point, Xew Bedford Harbor, Massachtcsetts, in charge of
Maj. G. K. Warren, Corps of Engineers. — Nothing was done at this
work during the past fiscal year, except some needed repairs to the
buildings to protect them from decay.
N'o appropriation was made tor the fiscal year ending June 30, 1875.
No appropriation asked for next fiscal year.
Fort Phcenix, New Bedford Harbor, Massachusetts, in charge of Maj.
6. K. Warren^ Corps of Engineers. — No work was done during the past
fiscal year.
No appropriation was made for the fiscal year ending June 30, 1875.
No appropriation asked for next fiscal year.
Fort Adams, Netcport Harbor, Rhode Island., in charge of Maj. G. K.
Warren, Corps of Engineers. — During the past fiscal year the concrete
of six magazine-traverses, with their partitions, was*^ completed. The
parapet, in front of a space to contain fourteen guns, was carried up to
10 REPORT OF THE CHIEF OF ENGINEERS.
give a breast-height of seven feet, and the terreplein graded. A new
wharf, convenient to the work, and in <iuiet water, was constructed as
far as it was necessary to make it available, and a substantial roadway
made to connect it with the battery by means of rails and cars, as well
as by ordinary vehicles. A large culvert, suitable for electric cables,
was constructed under the terreplein and parapet, and a thorough sys-
tem of drainage completed.
The appropriation asked for the fiscal year ending June 30, 1876, con-
templates the completion of the emplacements for six more heavy guns,
building one set of quarters, and repairs to the present quarters, to the
main work, and to the permanent or north wharf.
Amount appropriated for the fiscal year ending June 30, ld75 $20, 000
Appropriation asked for nextiiscal year 30,000
During the present fiscal year it is proposed to complete the emplace-
ment-s for four heavy guns, and to lay the foundations for the platforms
.and breast-height wall of two more guns.
Dumplirufs Battery^ Canonicut Islatid, Rhode Inland^ in charge of Maj.
O. K, Warren^ Corpi of Engbieers. — No work has been done at this site
during the past fiscal year, no appropriation having been- made for the
work.
It is proposed to construct this battery for heavy guns on the site of
the ruins of an old casemated tower, built about the close of the last
century on Canonicut Island, opposite Fort Adams.
No appro) riation was made for the fiscal year ending June 30, 1875.
No appropriation asked for next fiscal year.
Defenses of Dutch Island, western entratwe to Narragansett Bay, Rhode
Island, in charge of Maj, 0, K. Warren, Corps of Engineers. — Duiing the
past fiscal year four magazine-traverses have been covered in with sand
and properly sodded. The parapet for a breast-height of seven feet, con-
necting them, has been completed. A scarcity of water compelled the
construction of a reservoir to store surface rain-water, one large commoa
well, and a drilled well on the summit of the island, which penetrates
one hundred and twenty feet below the surface. Brick drains with suit-
able man-holes and gratings have been nearly completed. Necessary re-
pairs to tools, boats, carts, cars, railroad track, and roads were made. The
rubbish, stone, &c., in rear of the new battery were removed, and the place
plowed and sowed in grass. Large quantities of bowlders were depos-
ited on the northwest shore to check further inroads of the waves. A
survey was made showing changes in shore-lines since survey of 1862,
and a complete set of records of Dutch Island was compiled, extending
from the first occupation of the island by the United States for military
purposes, in 1863, down to date.
The appropriation asked for the fiscal year ending June 30, 1876, con-
templates the completion of emplacements for four more heavy guns,
the building of two needed storehouses, and the construction of a road
around the island.
Amount approi)riated for the fiscal year ending June 30, 1875, :$20, 000
Appropriation asked for next fiscal year 40,000
During the ensuing fiscal year it is proposed to complete the platforms
and breast-height walls for four heavy guns, and raise the parapet eleven
feet above the terreplein.
Fort Trumbull, Sew London Harbor, Connecticut, in cimrge of Maj. O.
K. Warren, Corps of Engineers. — Nothing has been done here during
the past fiscal year, except some minor repairs. It is designed to mod-
REPORT OF THE CHIEF OF ENGINEERS. 11
ify the exterior batteries so as to moant heavy guns. It is desirable,
also, to alter the pintles aud chassis of the main work, so as to admit of
moanting 10 inch and equivalent rifle cannon.
Amount appropriated for the fiscal year ending June 30, 1875 ^5, 000
Appropriation asked for next fiscal year 40, 000
During the present fisciil year it is proposed to prepare for the bat-
tery of heavy gnns.
Fort Griswo^j New London Harbor, Connecticut, in charge of Maj, G.
K, Warren^ Corps of Engineers, — No work has been done here during
the past fiscal year. It is designed to modify this battery so as to mount
15-inch guns or equivalent rifle cannon.
No appropriation was made for the fiscal year ending June 30, 1875.
No appropriation asked for next fiscal year.
Fori Hale, New Haven Harbor, Connecticut, in cliarge of Maj, G. K
Warren, Corps of Engineers, — No work has been done here during the
past fiscal year. The jetty which was begun the year before at right
angles, nearly, with the shore, made of stone taken from Luddington
Bock, was designed to cause the beach material to close the breach in
the ditch of the fort. This it accomplished during the past winter. The
fort is abandoned.
No appropriation was made for the fiscal year ending June 30, 1875.
No appropriation asked for next fiscal year.
Fort Schuyler, Ea^t River, New York, in charge of Maj. H. L, Abboty
Corps of Engineers, — During the past fiscal year, in the main work, north
front, the earthen parapet has been embanked and exterior slope sod-
ded; two center-pintle platforms for 15-inch guns have been laid ) trav-
erse-magazine No. 1 has been completed, and sodded, except the portion
extending over parapet ] traverse-magazine No. 2 has been built, cov-
ered with mastic, and partly covered with sand ; a small part of breast-
height wall has been built.
On the northeast front, the parade-wall has been finished, and coping of
scarp-wall set ; the unfinished pier completed ; the casemate arches
have been covered with mastic, and partly with sand ; all the valley-
drains have been made ; traverse-magazine built and partly covered
with mastic.
On the southeast front, the abutment pier has been completed, two other
piers built, and the third raised to the sixth course. Two stone arches
have been turned ; the brick arches in east angle and one casemate-arch
have been built, and a second commenced. The old parade-wall, stone
parapet, and gun-platforms have been removed ; the scarp- wall has been
nearly prepared for the coping, all of which has been cut. Stone, brick^
and concrete-stone for completing the front have been purchased.
In the ten-gun battery, the parapet, traverses, epaulment, and parados
in rear of two west guns have been graded and sodded, and the maga-
zine doors prepared. About one-half the parapet has beeu built; a
short section of sea-wall, serving for the protection of the west angle,
ha.s been begun.
The wharf has been thoroughly re- covered with plank, and a drop
added.
Amount appropriated for the fiscal year ending June 30, 1875 J25, 000
Appropriation asked for next fiscal year 50, 000
During the present fiscal year it is proposed to devote all available
fands, after putting the ten-gun battery in a fit condition to await com-
pletion hereafter, to the main work. One front pintle-platform for
15-inch gun in the west angle of the north front will be laid, and
12 REPORT OF THE CHIEF OF ENGINEERS.
breast-height walls in front of it, and of the two center-pintle platforms
for 15-inch guns already laid, will be completed. As far as practica-
ble, the appropriation will be expended with a view to putting the
barbette tier into a condition for immediate service.
Fort at Willefs Pointy eastern entrance to Neic York Harbor^ in charge
of Major H. L, Abbot, Corps of Etigmeers. — During the past fiscal year,
in the west battery, concrete foundations have been laid for one 15-inch
front-pintle gun-i)latform, and the sea-wall has been completed.
In the middle battery, about 3,000 cubic yards of earth-filling in i)ara-
pet and about 1,000 superficial yards of sodding of exterior slopes have
Veen completed. Concrete foundations have been laid for four 15-inch
front-pintle gun-platforms and for two 15-inch center-pintle gun plat-
forms. Two of the four 15-inch front-pintle gun-platforms are nearly
ready for mounting the guns. The sea-wall has been completed. Four
concrete storage-casemates for torpedo cables in rear of the eastern
part of the battery and the extension of underground passage-way have
been completed.
In the east battery, about 6,000 cubic yards of earth have been placed
in the parapet. One traverse-niagazine has been built and covered
with earth to grade, and two others have been covered with earth in
part. The mortar battery has been completed, and platforms are nearly
ready for mounting the four 13-inch mortars on hand.
It is proposed to continue the construction of storage-casemates, and
to prepare platforms for three 15-inch guns and for the four 13-inch mor-
tars, and also to prepare the torpedo-casemate as planned by the board
of engineers and duly approved.
Amount appropriated for the fiscal year ending Jane 30, 1 875 $30, 000
Appropriation asked for next fiscal year 50, 000
Fart Columbus, Oovernor^s Islandj New York Harbor , in cliarge of Lieut,
Col, John Neicton, Corps of Engineers. — During the past fiscal year no
work has been done except the replacing of the floor of the drawbridge
at the entrance of the fort with new plank.
No appropriation was made for the fiscal year ending June 30, 1875.
No appropriation asked for next fiscal year.
Netv Barbette Battery at Fort Columbtis, Governor'^s Island, New York
Harbor y in charge of Limit, Col, John Neicton, Corps of Engineers, — No
work has been done here during the past fiscal year.
No appropriation was made for the fiscal year ending Jnne 30, 1875.
Appropriation a«ked for next fiscal year $50, 000
Castle Wlllium, Oovm'nor^s Island, New York Harbor, in cliarge of Lieut.
Col, John Netvton, Corps of Engineers, — Nothing has been done at this
work during the past fiscal year.
South Battery, Oovernor^s Island, New York Harbor, in cliarge of lA&ut,
Col, John Newton, Corps of Engineers, — Nothing has been done at this
work during the past fiscal year, except the extension of the permanent
drain to the beach.
Fort Wood, Bedlo^s Island, New York Harbor, in cluxrge of Lieut Col,
John Neivton, Corps of Engineers, — During the past fiscal year work has
been confined to grading and sodding the magazines, raising the para-
pet, and putting in drain.
No appro^mation was made for the fiscal year ending June 30, 1875.
No appropriation asked for next fiscal year.
Fort Hamilton and additional batteries. New York Harbor, in charge of
Lieut. Col, John Newton, Corps of Engineers, — During the past fiscal year
REPORT OF THE CHIEF OF ENGINEERS. 13
iu battery No. 1, magazines ^op. 1, 2, 3, and 4, have been completed and
sodded, the drains put in, the terreplein graded to its proper level, and
the parapet raised to an average elevation of reference, (18'.)
Id the 15-inch gun-battery all the 5-inch pintles have been taken out
and replaced with 6-inch pintles.
Amoant appropriated for the fiscal year ending June 30, 1675 $*26, 000
Appropriation aaked for next fiscal year 15, 000
Mortar Battery at Fort Hamilton^ Neic York Harbor, in charge of Lieut-
CoLJohn XeictoHj Corps of Engineers. — During the past fiscal j^ear the
main drain has been completed, the exterior slopes have have been
sodded, and three magazines supplied with dooriS. Five wooden i)lat-
forms have l)een laid, and concrete foundations for the remaining eight
platforms have been put down.
Fort Wadsworthj Staten Island, Keic York Harbor, in charge of Lieut,
Col. Q. A, Gilmore, Corps of Engineers, — During the past fiscal year, the
only operations carried on at this work consisted in re)>lacing the old
pintles with new 4-inch pintles in the six-barbette gun-platforms, Nos.
22 to 27, inclusive.
^o operations are contemplated during the present fiscal year.
One of the casemates of this work is to receive some alterations to adapt
it to the requirements of torpedo defense. The ditch on the land side
requires cleaning out, all the embrasure irons need painting, and a
large portion of the. masonry of the work requires pointing. It has never
been x>oiuted.
No appropriation was made for the fiscal year ending June 30, 1875.
Appropriation asked next fiscal year ^,000
Fort on site of Fort Tompkins, New York Harbor, in charge of Lieut CoL
Q. A. CHllmore, Corps of Engineers. — During the past fiscal year the ten
timber platforms, for the authorized armament of the channel front, have
been laid upon concrete foundations, and a masonry breast-height wall
for the same constructed; thirteen wooden ceilings have been put in
the second-tier casemates, and seven floors laid, thus completing the
interior finish of the casemate quarters in the sonth half of the work^
with the exception that eleven of them have yet to be glazed. Seven
second-tier casemates in north face have been furred off with brick. A
fiagged sidewalk of nine feet four inches wide, with bluestone curb and
gutter, and amacadamized road thirteen feet wide, with suitable cess-pools
and drains, have been constructed around the entire parade next the
parade wall, except on the channel front. Cast-iron conduct pipes have
been placed in the casemate piers of channel front to conduct the water
falling uiK)n the casemate roofs into the cisterns. Five solid doors
have been made and hung in service magazines. The glacis north-
west of the fort has been graded and seeded down ; the earth-filling of
cover-face on channel front has been finished with the exception of fifty
feet in length at each end, and the slope of the cover-face next the work
graded and sodded.
A large quantity of earth wiwhed down from the main slope between
the fort and the north-cliff battery, has been returned to the foot of the
slope where required.
Amount appropriated for the fiscal year ending June 30, 1875 $30,000
Appropriation aaked for next fiscal year 75,000
Daring the present fiscal year the side-walls of south sally-port will
he constructed, and the sally-port paved ; the solid gates of sally-ports
will be made and hung. All the magazine-doors and lamp-closets will
be completed, and a macadamized road constructed along the parade-
14 REPORT OF THE CHIEF OF ENGINEERS.
wall of channel-front. The parade will be graded and seeded down
during the present working-season. The brick furring of casemate-
quarters will be completed. The cover-face on channel front and the
macadamized road between it and the scarp-wall will be finished.
Amount required, in addition to the existing appropriation, to com-
plete Fort Tompkins, and North OHff and South Cliff batteries, in
accordance with approved plans, $100,000.
In this amount is included the sum of $25,000 to be applied to the
large casemates on the channel-front of Fort Tompkins, in paving them
with concrete and building fire-places, and parade and partition walls,
with doors, windows, &c., according to the official plan. Extensive re-
pairs to slopes have been necessary during the past spring, in Fort
Tompkins and in the Glacis gun battery, and the North Cliff battery.
Glacis OunBattery^ f north of fort on site of Fort Tompkins J Staten
Islands New York Harbor , in charge of Lieut. Col. Q, A. Oillmore^ Corps of
Engineers. — This battery was reported in readiness to receive its arma-
ment in the last annual report. The magazine-doors and lamp-closets
have not yet been entirely finished, but will be during the present work-
ing season.
No appropriation is asked.
Glacis Mortar-Battery^ f south of fort on site of Fort Tompkins J Staten
Island, New York Harbor, in charge of Lieut. Col. Q. A. Gilbnore, Corps of
Engineers. — This battery has received its armament. A little unfinished
work upon the lamp-closets and magazine-doors is now in progress, and
will be finished during the present working-season.
No appropriation is asked.
Battery Hudson^ Staten Island, New York Harbor, in charge of Lieut. Col.
Q. A, Gillmore, Corps of Engineers. — During the past fiscal year, six of
the guns forming the old armament on the east face were dismounted,
and their platforms removed, and in place thereof five permanent front
pintle-platforms, with low traverse rails, and the corresponding breast-
height wall for the approved armament, constructed. Two drains of
8-inch glazed pipes were built from the interior of the battery down to
the river to drain terreplein. The masonry in the five feet and in the four
feet arched passage-ways leading to the south and the north principal
magazines was finished, except the coping for the entrance retaiuing-
walls, and the earth cover over these magazines partially formed. Six-
inch pintles, with keys, have been inserted in all the permanent plat-
forms. In the south branch of the old battery, four timber front pintle-
platforms, with high traverse rails, for the approved armament, have
been laid, and all the magazine doors (except three grated doors) made
and hung. In the extension, five timber-platforms, with high traverse
rails, for the approved armament, have been laid, and the breast-height
in front of them temporarily revetted with sods.
AmoQD t appropriated for the fiscal year ending June 30, 1875 $13,000
Appropriation asked for next fiscal year 26,000
(The estimate of $26,000 for completing the work is designed to cover
the $17,500 covered intx) the Treasury, and the construction of stone
breast-height walls in positions for which temporary revetments were
formerly contemplated.)
During the present fiscal year Battery Hudson and its extension will
be finished, with the exception of five permanent platforms for large
guns on the east face, and the necessary breast-height wall for those guns,
and also for nine others on the south face where temporary revetments
were formerly contemplated, and some of which have already been built.
REPORT OF THE CHIEF OF ENGINEERS. 15
The new estimate includes the cost of permanent platforms for the new
ordnance carriage and masonry breast-height walls for all positions,
ani not included in any previous estimate.
South Mortur Battery^ (in rear of Battery Hudson extension^) Staten
Isiland^ Xew York Harbor^ in charge of Lieut. Col, Q. A. Gillmore^ Corps
of Engineers, — Daring the past fiscal year all the masonry and earth-
work of this battery were finished, and the area in rear graded and seeded
down. Two outer magazine-doors made and hung, and a strong picket-
fence erected along the road so as to inclose the rear of the battery.
The work yet to be done to finish the battery consists in constructing
asd laying eight timber mortar-platforms, upon concrete foundations
now in place, and the fitting up of two inner magazine-doors and two
lamp-cloaets.
North Cliff Battery, Staten Island, New York Harbor^ in charge of
Lieut. Col, Q, A. Gillmore, Corps of Engineers, — During the past fiscal
year the operations have consisted in completing the addition of masonry
and earthwork to the traverse-magazine south of the north principal maga-
zine, in laying four concrete foundations for timber gun-platforms, and
laying two of the platforms. The outer solid magazine-doors have all
been made and hung. A macadamized road leading to Fort Wadsworth
has been made and provided with suitable gntters. During the present
fiscal year the two timber gun-platforms not yet laid, in consequence of
their having been required elsewhere for experimental firing, will be put
down, and the temporary breast-height wall finished. The battery will
be in readiness to receive its entire armament during the present work-
ing season. The parapet will have to be thickened and the slope next
the river finished from some future appropriation.
No separate appropriation is asked for this battery.
South Cliff Battery, Stuten Island, New York Harbor, in charge of Lieut,
Col, Q, A, Qillmore, Corps of Engineers, — No work was done upon this
battery during the past fiscal year beyond that necessary to keep it in
good order. The authorized modification will be commenced as soon as
funds are provided for the purpose, the estimates being included in those
for fort on site of Fort Tompkins.
No §eparate appropriatiou is asked.
Fort at Sandy Hook, New Je^'sey, in charge of Lisut. Col, John Neicton^
Corps of Engineers. — A temporary battery for six guns was ordered to
be constructed, but the funds allotted therefor having reverted to the
Treasury auder the decision of the First Comptroller, nothing was done
beyond selecting the site and having the wooden platforms constructed.
Daring the past fiscal year one jetty, 109 feet long, was built, and
appearances are favorable for the preservation of the site, with occasional
attention to repairs of jetties.
No appropriation was made for the fiscal year ending June 30, 1875.
No ippropriation asked for next fiscal year.
Fort Mifflin, Delaware River, Pennsylvania, in charge of Lieut, Col,
J. J>. Kurtz, Corps of Engineers, — During the past fiscal year the south
battery of the demilune has been completed, and the platforms made
ready tor the guns ; thedike alongthe south boundary-line was completed.
Exterior battery embanked for three fourths of its length and partly
graded ; repairs made to the wharf, dike, large magazine on parade, and
to the roof of main gateway entrance.
Ko appropriation was made for the fiscal year ending Jane 3Q, 1875.
Appropriation asked for iiezt fiscal year $50,000
During the present fiscal year nothing can be done except to complete
16 REPORT OP THE CHIEF OF ENGINEERS.
tilt) embanking of the exterior battery, aud maiutaiu general care and
supervision over the dikes, bridges, and works.
During the next flscalyear it is proposed to complete the exterior bat-
tery, connnence battery on the north face and new storage magazine in
the demilune, and make necessary repairs to dikes, roads, and buildings.
Mortar Battery at Fori Mifflin^ Delaware River j Pennsylvania^ in charge
of Lieut Col. J. 1). Kurtz^ Corps of Engineers. — During the past fiscal year
repairs have been made to the mastic covering of the magazines, a sand-
traverse formed over each, a temporary <lrain dug, the flooring and door
of the north magazine placed, and a door fixed on the south magazine.
No appropriation was made ior the fiscal year ending June 30, 1875.
Site.foir^^ tJ^i defenses at Red Bank^ New Jersey^ in charge of Lieut. Col. J.
I). KurtZj €f(^2)s of Engineers. — During the past fiscal year repairs have
been made to the dikes, buildings, sluice, and fences, and general care
and supervision exercised.
No appropriation was made for tlie fiBcal year ending June 30, 1875.
Na Itppropriation asked for next fiscal year.
Fort Delaware^ Delatcare River, Delaware^ in charge of Lieut, Col. J, D.
Kurtz, Corps of Engineers. — This work is on Pea Patch Island, and, with
thb batteries at Finn's Point and on the Delaware shore, forms the outer
line of defense for the Delaware liiver.
During the past fiscal year the three remaining wooden platforms of
the barbette tier, for 15 inch guns, have been put down ; the breast-
height wail and parapet in front of them have been finished ; the doors
of the barbette service- magazines have been hung, and the floors laid ;
the steps and coping have been completed, and storm-sheds built over
the entrances ; a leak under one of the new platforms has been stopped ;
the iron balconies in rear of magazine-traverses have been commenced ;
the tops of four stair- towers have been removed to mnke room for
mounting gnus; a new flag-staff has been erected; the old pintle and
traverse rail of one of the barbette platforms for ten-inch guns has been
replaced with a keyed pintle and heavy rail; the iron shield used in
experimental firing has beeu-remove<l, and the rebuilding of the embras-
ure and closing of the breach commenced ; the thorough cleansing of the
ditches of the island, aud repairs of dike, have been completed ; the
wharves have been partially repaired, and preparations have been made
for building a stone top to upper eastern wharf.
Amount appropriate<l for the tiscai year ending Juno 30, 1875 $25, 000
Appropriation asked for next fiscal year,. 25,000
During the present fiscal year it is proposed tfo complete the iron
balconies, to rebuild embrasure: Xo. 17, and close breach in scarp ;
to repair the flagging of parade-walk, to build temporary sheds over
stair- towers, and to commence the stone superstructure of upper eastern
wharf.
Battery at Finn^s Point, Delaware River, New Jersey, in charge of Lieut,
Col. J, D. Kurtz, Corps of Engineers.'-rDwvmf:^ the past fiscal year the
wharf has been completed; the parppet of the battery has been em-
banked to the level of the terreplein for a distance of 300 feet south of
mortar battery ; the shelter room and magazine at intersection of gun
and mortar batteries have been commenced ; a retaining wall for exterior
slope of right wing has been built ; the dike at the upj)er part of the
United States land has been extended from the wharf south to the
boundary-line. Two wooden platforms for 15-inch guns, and three for
10-inch guns have been i)laced in temporary positions.
Amount appropriated for the fiscal year ending June iiO, 1875 $30,000
Appropriation asked for next fiscal year 40,000
REPORT OF THE CHIEF OF ENGINEERS. 17
During the present fiscal year it is proposed to complete the shelter-
room and magazine ; to construct one other magazine, and the traverses
of both ; to embank the parapet for 3o0 lineal feet from mortar-battery ;
to complete four platforms for 15-inch guns, and to build the breast-
height wall in front of t\YO of them.
Mortar Battery at Finn-s Point, Delmcare River ^ New Jersey , in charge
of Lieut. Col. J. D. KurtZj Corps of Engineers. — During the past fiscal
year the sea-wall supporting the exterior slope of parapet has been com-
pleted, and the embankment behind it has been brought to neaiiy the
level of the top ; the terreplein has been embanked ; the masonry of two
magazines has been finished 5 the mastic rooting put on, and their trav-
erses sufficiently embanked to protect the masonry from frost. The
positions of three of the platforms are temporarily occupied by 10-inch
guns.
No appropriation was made for the fiscal year ending June 30, 1875.
Fort opposite Fort Delaware, Delaware shore, in charge of Lieut Col. J.
D. Kurtz, Corps of Engineers. — During the past fiscal year the dike along
the river-front has been completed, a sluice-way built, and the ground
behind it partially graded ; the right wing of the battery has been com-
pleted to a little above the terreplein; two wooden platforms for ^5-
inch guns have been laid, one magazine built, and the breast-height
wall commenced. The front of the batterv has been embanked to an
average height ref. (10',) or six feet below level of terreplein. The fenc-
ing of the grounds has been finished, a shed for stone-cutting has been
bailt, and a crane erected. on the wharf.
Three wooden platforms for 10-inch guns have been constructed tem-
porarily on the terreplein of the mortar-battery.
Amount appropriated for the fiscal year ending Jane 30, 1875 $30,000
Appropriation asked for next fiscal year 40,000
During the present fiscal year it is proposed to complete the right
wing of the battery, including two gun-platforms; and, on the front, to
complete embankment for 250 lineal feet from mortar-battery ; to build
shelter- room and magazine with their covering traverse ; to put down
two wooden gun-platt'orms ; and to build the breast-height wall in front
of them.
Mortar-battsry near Delaware City, Delaware, in charge of Lieut. Col.
'7. D. Kurtz, Corps of Engineers. — During the past fiscal year the terre-
plein of this work has been formed ; two magazines have been nearly
completed, and their traverses sufficiently embanked to protect the ma-
sonry from the weather. The exterior slope of the battery has been
made and sodded up to 2 feet above the terreplein, and the body of the
parapet has been embanked to 7 feet above. The positions of three of
the platforms are temporarily occuiued by 10-inch guns.
No appropriation wajs made for the fiscal year ending June 30, 1875.
Fort JUcHenry, Baltimore Harl)or, Maryland, in charge of Maj. Ww. P,
Craighill, Corps of Engineers. — This work forms part of the inner line of
defense of Baltimore and its depehdent interests, and commands with
its fire the interior water of the harbor and the channel of approach
thereto.
During the working-season of 1873 and 1874, within the fiscal year, a
large force was employed on trout No. 4 of the new earthen battery,
building the parapet and the heavy embankment for the terreplein, be-
j^ides constructing the concrete work of three magazines and completing
the necessary drains for that portion of the work. At the close of the fiscal
year, when operations were closed for want of funds, the terrepleius had
2e
18 REPORT OF THE CHIEF OF ENGINEERS.
been brought up to grade, the parapet of sand, with sod revetment,
completed to a height of 11 feet above terreplein for a length of 400 feet
from angle 4-5, affording an excellent position and cover and magazine
accommodation for eight or ten 15inch or equivalent guns.
No appropriation was made for the fiscal year ending June 30, 1875.
Appropriation asked for next fiscal year $50,000
The appropriation asked for the fiscal year ending Jnne 30, 1876, con-
templates the continuation of the parapet and terreplein embankments,
and the construction of additional magazines, leaving the preparation
of gun-platforms until the earth- work has settled, as the subsoil is un-
stable.
Fort Carroll, Baltimore Harbor, Maryland, in charge of Maj. Wm. P.
Craighill, Corps of Engineers, — This fort is situated upon an exterior
line of defense, for the harbor of Baltimore. It is a casemated work,
and uutil the best method of arranging such defenses shall have been
devised no expenditures upon it are proposed other than for its preser-
vation. During the past winter one w^ooden center-pintle platform for a
loinch gun was laid at one extremity of front 6, and a temporary para-
pet erected in front of it. A second similar ])latform was framed, but
was not laid down. One 15-inch gun, on a center-piotle carriage, has
been added to the armament, and needed repairs have been made to the
work. The funds used were supplied from the appropriation for contin-
gencies of fortifications.
No appropriation was made for tbe fiscal year ending Jane 30, 1375.
No appropriation asked for next fiscal year.
Obstructions of the Potomac, iyi charge of Maj, Wjn. P, Craighill, Corps
of Engineers. — It has not yet been found practicable to make experi-
ments upon these obstructions, for which the co-operation of the Xavy
Department seems necessary. The material has continued in store at
Fort Foote.
Fort Foote, Potomac River, Maryland, in charge of Maj. TFwt. P. Craig-
hill, Corps of Engineers. — This work is on the inner line of defense of
the channel-approach by water to Alexandria, Washington, and George-
town. The site is high^ commanding, and unusually favorable. During
the past fiscal year the grading of the incline and the railway from the
wharf to the work has been completed. The earth-embankments of the
parapets of the center-pintle guns in the right salient and of the front-
pintle guns on the right front, have been made, and the exterior slopes
have been sodded. The embankment of the traverse magazines on the
left has been commenced. An engine has been placed in position, and
an engine-house aud cars have been built. The removal of the surplus
earth has been continued. The old drains from the right and river-
fronts have been reopened, and the former has been rebuilt. Drains
have been built to carry off the rain-fall from the center-pintle gun posi-
tion, and for the drainage of the magazines near the right salient. The
masonry of the magazines in the right salient has been commenced, and
that of the traverse-magazine on the left of the river-front has been
completed, except wing-walls to entrances. The wharf has been ex-
tended 110 feet to 10 feet depth of water. The foundations for four
front pintle gun-platforms have been completed, and the stones of two
of them have been set, and the pintle-blocks of the other two have been
placed in position. Steps were taken to open a communication to the
riscataway road for the convenience of the garrison. This object is
now nearly accomplished.
No appropriation was made for the fiscal year ending June 30, 1875.
Appropriation asked for next fiscal year ;f3o,000
REPORT OF THE CHIEF OF ENGINEERS. 19
Fort WasJiington, Potomac River ^ Maryland^ in charge of Maj. Wm. P.
Craighill^ Corps of Engineers, — This fort occupies a very important posi-
tion on the outer line of defense of the cities of Alexandria, Washing-
ton, and Georgetown, and their dependent interests. The site is an ex-
cellent one, but the line requires strengthening by the introduction of
guns of the heaviest calibre, for which the old fort was not suited.
Daring the past fiscal year work has been confined to the demi-
lune. The masonry of the traverse magazine has been completed
with the exception of the coping of wing-walls of entrances, and the
entrance from the center-pintle gun. The embankment and sodding
ot the traverse-magazines near the rear extremities of the faces have
heeu completed, as far as can be done till the construction of the
breast-height walls. The embankment of the traverse-magazines
near the salient, and of the central bomb-proof, has been partially made,
and the masonry of the central bomb-proof has been commenced. Tim-
bers for two wooden platforms hi^ve been stored at Fort Monroe. The
front pintle-platforms on the left face have been commenced ; the two
platforms between the traverse-magazines have been completed, except the
fiagging-stones, and the setting of the pintles. The platform on the
left of the traverse-magazine, at the rear extremity of the left face, and
the right platform of the set of two between the traverse-magazines on
the right face, were commenced and completed, with the exception of
the setting of the prop-stones next the breast-height, the flagging-stones,
and the pintles. An engine and a pump were purchased and placed in
position, and an engine-house was built. Proceedings are nearly com-
pleted for gaining the title to an adjoining tract of about 300 acres.
No appropriation was made for the fiscal year endin(( June 30, 1875.
Appropriation asked for next fiscal year, |35|000 $35, 000
Fort Monroe^ Old Point Comfort, Virginia, in charge of Maj, Wm. P.
Craighill, Corps of Engineers, — This extensive work occupies an impor-
tant position, covering the approach to Hampton Koads, the navy-yard
at Portsmouth, and the James liiver. During the past fiscal year, in
the place of arms, the sod, soil, and old breast-height were removed, and
this battery commenced ; the masonry of the magazine was completed ;
the foandations for two gun-platforms were completed, most of the
stones prepared, one of the pintle-blocks placed in position, and the
other plac^ on its foundation. The foundation for a third gun-platform
was commenced. In the redoubt, the hauling and placing of sand were
continued ; the masonry of the traverse-magazines has been completed,
and the left magazine almost completed. Stone and timbers for plat-
forms, and material of various kinds, have been received. A cistern
has been built with a capacity of about 13,000 gallons, and the cisterns
at the carpenter's shop and stable yard have been secured, repaired, and
supplied with pumps. A shed for the protection of timber and material
and a bin for coal have been built. An examination has been made of
the scarp- wall of front IV for the information of the board of engineers
for fortifications. .The small wharf opposite front VII has been extended,
and the draws of the north and east bridges have been rebuilt. A
stone-breaker has been purchased, about 900 feet of railroad-track has
been put down, 1,808 feet of fence have been built and painted, and
varioDS repairs made about the works.
A project for a battery of ten guns of the heaviest caliber, exterior
to fronts II and III, has been prepared by the board of engineers for forti-
fications, and approved by the Secretary of War. The project for a con-
tinuous battery on fronts I, II, III, and IV of the main work has been
20 REPORT OF THE CHIEF OF ENGINEERS.
rejected, and a new project for a battery of two gnns bas been made
and approved.
Attention is invited to the insufficient supply of water and to the need
of quarters for the troops.
Amount appropriated for the fiscal year endiDg June 30, 1875 ^0, WO
Appropriation asked for next fiscal year 50,000
Artesian tcell at Fort Monroe^ Virginia^ in charge of Maj, Wm. P. Craig-
hill, Corps of Engineers, — This well is now 900 feet deep, but no work has
been done on it during the past year from want of funds. It is proposed,
when funds are available, to increase the depth to 1,200 feet, at which
point, as competent geologists have stated, there is a reasonable prospect
of obtaining good water. The present supply of water at the fort is in-
sufficient and expensive, and it is a matter of grave importance to have
a supply of water which will be ample Jiud unfailing, especially in time
of war.
No appropriation was made for the fiscal year ending June :iO, lb75.
No appropriation asked for next fiscal year.
Fort Wool, Hampton Roads, Virginia, in charge of Maj. Wm. P. Craig-
hill. Corps of Engineers. — This casemated fortification unites with Fort
Monroe, in closing the passage to Hamx)ton Roads, crossing its fire with
the guns from that fort.
Until approved projects for its completion are devised, no further
work is contemplated than is necessary to preserve it from injury.
Three watchmen have been in charge since September, 1870.
Fifty-two iron-throated casemates of the first tier are ready for guns,
and in an emergency several 15-inch guns could be advantageously
and promptly mounted in barbette.
No appropriation was made for the fiscal year ending June 30, 1875.
No appropriation asked for next fiscal year.
Fort Macon, Beaufort Harbor, S'orth Carolina, in charge of Lieut. Col.
Q. A, Oillmore, Corps of Engineers, — The subject of the modification of
this work is still under consideration.
During the past fiscal year it has been found necessary for the protec-
tion of the site to construct a breakwater-dam west of the wharf, where
a breach had been made by the tide across the beach to the marsh.
Subsequently a crib-jetty was constructed east of the wharf to stop the
erosion of the shore there. Both of these works appear to answer the
purpose for which they were built. The wharf itself requires some re-
pairs. The casemates of the work require a thorough overhauling to
render them fit quarters for officers and enlisted men, for which they are
now used.
No appropriation was made for the fiscal year ending June 30, li75.
No appropriation asked for next fiscal year.
Fort Caswell, mouth of Cape Fear Hirer, North Carolina, in charge of
Lieut Col. Q. A. Gilhnore, Corps of Engineers. — This fort, at the mouth
of the entrances to Cape Fear River, is advantageoilsly located for the
defense of the city of Wilmington. It requires extensive modifications
to adapt it to the approved orduance of the present day. The subject
of its modifications is still under consideration.
No appropriation was mjide for the fiscal year ending June 30, 1875.
No appropriation asked for next fiscal year.
REPORT OF THE CHIEF OF ENGINEERS. 21
added to three other serrice-magazines, built the previous fiscal year,
between positions 4 and 5, 6 and 7, and 8 and 9, respectively. More
than three-fonrths of the earth-covering of the 1 st, 2d, and 4th of these
magazines have. been roughly filled in, and that of the third (between
positions 6 and 7) has been formed to the true slope and seeded down.
The concrete masonry of the bomb-proof gallery, east of the sally-port
gallery, has been completed, and for twenty feet west of it has been raised
to springing-line of arch. East of sally-port gallery the earth-filling has
been carri^ to ref. (5'-6"). The sallj^-port gallery has been raised to
(y 6") between the bomb-proof gallery and parade-entrance. The terre-
plein in rear of guns 5 and 6 has been graded to its proper reference,
as has also that of th^ X. E. bastion. The parados in rear of posi-
tions 9, 10, and 11 has been raised from (0') to (14'). The old breast-
height wall and sally-port on north face have been removed, and the
scarp-wall on that tWe and of the K W. and N. E. bastions raised to
required height and coped throughout with artificial stone, excepting
orer the break left for new sally-port.
Seven timber platforms for the approved armament have been laid in
l>ositions 1, 2, 3, 4, 9, 10, and II. The temporary breast-height wall of
sod for guns 9, 10, and 11 has been raised to its proper height, but the
parapet has been only partially filled in. A brick breast-height wall
has been built in front of gun ^o. 1. In rear of the fort, platforms for
fonr of oar largest sea-coast mortars have been laid on concrete founda-
tions, and the moitars mounted thereon.
Amoaot appropriated for the fiscal year ending June 30, 1875 $20, 000
Appropriation asked for next fiscal year 40,000
Daring the present fiscal year the masonry of the bomb-proof gallery
parallel to north face, and the sally-port and gallery on that face, will
be completed, and the earth-covering of the principal magazine on east
lace will be finished and seeded down, and all the magazine-doors will
be constructed and hung, except those for the old storage-magazine in
^ . W. bastion.
Tcrt Sumter^ Charleston Harbory South Carolina, in charge of Lieut. Col.
Q' A, Gillmorej Corps of Engineers. — During the past fiscal year repairs to
the nine casemates of the N. E. face, one in the pan coup^ of K E. and
^. faces, and one adjacent thereto in the X. face, have been completed,
and one retaining-wall built and earth-filling in rear of same finished.
The floors of these eleven casemates, and the scarp-walls and embra*
sares -pertaining thereto, have been repaired, and their armament of
eleven guns mounted. The piers of the four northerly casemates of N".
^. face have been re-inforced, the scarp-wall of same face has been re-
paired, and the old temporary sally-port bricked up and replaced by an
embrasure. The nine casemates retained in the !5f. W. face have had
their arches repaired and prepared for concreting and asphalting, and
retaining-walls have been built to five of them.
The masonry of the new sally-port gallery and connecting service
inagazines has been completed, with the exception of that of the barbette-
Magazine, (serving guns i^os. 1, 2, and 3,) and the two loop-holed
jambs adjoining casemates. The pld cistern under the sally-port case-
mate has been repaired and strengthened, and two casemates, one on
either side of sally-port, have been provided with open wood fire-places
ami chimneys. Outside, a substantial road has been constructed from
thencw sally-port to the wharf and extended to the old sally-port in gorge
lace.
The sicarp- walls of S. E. fiiee and the pan coup^ between S. E. and
22 REPORT OF THE CHIEF OF ENGINEERS.
gorge faces, and about twenty feet of that of gorge-face, have been coped
with artificial stone, the parapet formed, and its exterior slope set with
grass-plants.
The scarp-wall, N, B. face, has been raised to proper reference, and
coped for thirty feet from N. E. angle; the scfirp-well of X. W, face has
been raised to proper reference for coping for nearly its entire length.
The casement-arches, N. E. face, have been covered with concrete, and
drain-pipes put in leading to cistern of 20,700 gallons capacity, built iu
rampart at angle of JS". and N. E. faces.
The two barbette service-magazines at angle of N. and "S, E.
faces and on X. E. face have been built, and about three-fourths of
their earth-covering filled in. The foundations for storage-magazine
have been put in. The terreplein of N. E. face has been completed,
and its parapet filled in to the height of the scarp-wall. Timber gun-
platforms for fifteen-inch guns have been laid in positions Nos. 6, 7, and
8, and a brick breast-height wall built for Xo. 8. Temporary sod-revetted
breast-height walls for Xoa. 6 and 7 have been carried up to witJiin two >
feet of ultimate reference. The sit« of position No. 3 has been filled in
and packed ready for platform-foundation.
Amount appropriated for the fiscal year ending June 30, 1375 $20, GOO
Appropriation asked for next fiscal year 40,000
During the present fiscal year it is proposed to finish the new sally-
port on ^. W. face, to cover the casement-arches on that face with
concrete and mastic, to construct service-magazine for guns 1, 2, and 3,
and fill in adjacent traverses, to hang all the service-magazine doors,
repair cisterns, making pipe-connections therewith, and lay some addi-
tional gun-platforms. Platforms 1, 2, and 3 are yet to be laid, and
those at positions 9 and 10 require to be replaced by platforms for large
guns, before the work is in readiness for all of its approved armament'
Fort Johnson^ Charleston Harbor^ South Carolbia^ in charge of Lieut.
CoL Q. A. Qillmore^ Corps of Engineers. — No operations were carried on
at this work during the past fiscal year. Four mortar-platforms were pur-
chased from the contingent fund for fortifications, but they were not
laid. The approved projects for reconstructing and modifying this
old work contemplates making of it a battery for four mortars and four
guns, with the necessary parapets, traverses, and magazines.
No appropriation was made for the fiscal year ending June 30, 1875.
No appropriatiou asked for next fiscal year.
Castle Pinckney^ Charleston Harbor j South Carolina^ in charge of Lieut.
Col. Q. A. Oillmorej Corps of Engineers. — No operations have been car-
ried on at this work during the past fiscal year, and there are no avail-
able funds at the present time. An appropriation is needed to fit it for
the reception of 10-iucli smooth-bores or corresponding rifles to be
mounted en barbette.
No appropriatiou was ma<le for the fiscal year ending Jane 30, 1875.
No appropriatiou aaked for next fiscal year.
Fort Jackson^ Savannah River^ Georgia^ in charge of Lieut. Col. Q. A.
Oillmore, Corps of Engineers. — During the past fiscal year the parapet
and breast-height wall of the work have been finished, the parade-wall
has been raised to its proper height and concrete foundations for guns
1, 2, 4, and 5 built, and the gun-platforms laid thereon. Platforms 2, 3,
4, and 5 are for the approved armament, temporarily adapted to smaller
calibers. Platform 1 (constructed at the work) is for a 10-iuch gun. A
temporary armament of five guns has been mounted, 10-inch smooth-
REPORT OF THE CHIEF OF ENGINEERS. 23
bores in positions 1, 2, and 3, and one hundred pounder Parrott rifles in
positions 4 and 5.
No appropriation vcaa made for the fiscal year ending June 30, 1875.
Appropriation asked for next tiscal year $7,700
Fart Pulaski J mouth of Savannah Eiver^ Oeorgia^ in charge of Lieut.
Col. Q. A. Gilhnore, Corps of Engineers. — ^Tlie work has been confined to
the demi-lune. During the past fiscal year there have been finished the
breast-heigbt wall and concrete foundations of gun-platforms 8 and 9 ;
the masonry of service-magazine and passage-way between guns 7 and
8; the masonry of breast-height wall, foundation retaining- wall, the
sand filling and concrete foundation for guns 6 and 7 ) the piling and
masonry for service-magazine between guns 5 and 6 ; the piling, breast-
height wall, and sand and concrete foundation for gun-platform l^o. 5 ;
the piling, masonry of breast-height wall, foundation retaining- wall, and
sand and concrete foundation for gun-platforms Sand 4; the piling and
masonry of service-magazine between 3 and 4 ; the excavation for foun-
dation of storage-magazine, and the parapet for guns 8 and 9. For
gnns 6 and 7 the parapet is about three-fourths finished, and the para-
dos in rear of 8 and 9 is roughly formed. Center-pintle platform No.
5, and front-pintle platforms Nos. 3, 4, 6, 7, 8, and 9, (all timber platforms,)
have been laid, and two guns of the approved caliber mounted on 8 and
9. No more gnn-platforms are to be laid in the demi-lune. In the
water-battery, west of the north wharf, a new breast-height of timber
has been put up and the parapet and traverses repaired.
Amount appropriated for the fiscal year ending June 30, 1875 J20, 000
Appropriation asked for next fiscal year 50,000
During the present fiscal year it is proposed to confine the work to the
demi-lune, in constructing the storage-magazine, and the retaiuing-wall
west of demi-lune sally-port, in hanging all the magazine-doors, and in
continuing sand-filling and sodding of slopes.
yeic Fort on Tyhee Island, mouth of Savannah River, Georgia, in charge
of Lieut Col, Q, A. Oillmore, Corps of Engineers. — The plans for defen-
sive works on the north point of Tybee Island are still under consid-
eration. The land required by the United States has been surveyed,
bat has not yet been purchased, for the reason that the parties claiming
to own it, and who made an offer to sell, which was subsequently accepted,
have been unable as yet to show any title.
No appropriation for the work has yet been made.
Xo appropriation asked for next fiscal year.
Fort Clinch, Amelia Island, Florida, in charge of Lieut. Col. Q. A. Gill-
more, Corps of Engineers. — No operations have been carried on at this
vork during "the past fiscal year, and there are no funds available at the
present time, except the balance of a small sum allotted for hiring a
fort-keeper, from the appropriation for contingencies of fortifications.
The modification of this \^ork is still under consideration.
No appropriation was ma^le for the fiscal year ending June 30, 1875.
Xo ap[iropriation asked for next fiscal year.
Fort Marion, St. Augustine, Florida., in charge of Lieut. Col. Q. A.
CUlmore^ Carps of Engineers, — No operations have been carried on at
this work during the last and none contemplated during the present
fiscal year.
No appropriation asked for.
Fort Taylor and Batteries, Key West, Florida, in charge of Lieut. CoL
C. E. Blunt, Carps of Engineers, until January 29, 1874 ; since that date in
24 REPORT OF THE CHIEF OF ENGINEERS.
charge o/Maj. Jared A. Smith, Corps of Engineers. — During the past fiscal
year the fouudations of sea-faces of scarp-wall for south battery have
been excavated to the coral rock and filled with concrete complete.
The scarp or sea-wall on face running east has been completed 352 feet
from angle, and the remaining portion finished save coping. On face
running northwest the wall is completed 196 feet from angle, and an ad-
ditional distance of 165 feet finished, save coping. About one-half the
sand required to complete embankment and parapet on the easterly face
of battery has been procured and placed in position. Although looking
to emplacements for guns as an ultimate result, none have been finished
during the year. The extensive damages caused by the hurricane,
October 6, 1873, to buildings, railroad, and other portions of the work,
have been thoroughly repaired. A new locomotive has been purchased,
most of the freight-cars have been rebuilt, and much other work done
to facilitate future operations.
Amount appropriated for the fiscal year ending June 30, 1675 ^20,000
Appropriation asked for next fiscal year 50,000
During the present fiscal year operations will be confined principally
to completing the scari>-wail and collecting sand for parapet, &c., of
south battery.
Fort Jefferson, Garden Key, Tortvgas, Florida, in charge of Lieut Coh
C. JE7. Blunt, Corps of Engineers, until January 29, 1874: ; since that date in
charge of Maj. Jared A. Smith Corps of Engineers. — A considerable pail of
the work during the pastfiscalyear consisted in repairingdamages caused
by a destructive hurricane in October, 1873. Tliese damages have been
completely repaired ; the officers' quarters partially, and soldiers' bar-
racks entirely roofed with galvanized iron, and the work in both these
buildings brought comparatively near completion. A large quantity of
sand has been collected and the embankments and roofing of traverse-
magazines somewhat more than half completed. Five of the barbotte-
gun platforms have been fitted with 4-inch pintles for 10-inch Rod-
man guns, and the pintles procured and arrangements made for setting
them in the eight remaining platforms. Considerable work has been
done to put the temporary buildings, sewers, and other parts of the
work in thorough order.
No appropriation was made for the fiscal year ending June 30, 1875.
Ai)propriation asked for next fiscal year J50, 000
Fort Piclcens, Femacola Harbor, Florida, ifi charge of Capt. A. X. Dam-
rell, Corps of Engineers. — During the past fiscal year the cistern in the
S. W. bastion, two outer and six inner magazine-doors, two postern-
doors, store-houses, quarters, and kitchen for workmen, were repaired j
four 4iuch front-pintle masonry platforms with low traverse-stones,
and two of same with high traverse-stones, were constructed for ord-
nance on hand ; two of same with low traverse-stones were nearly com-
pleted. Thirty-three 4-inch pintle masonry platforms were taken up, pre-
paratory to constructing front-piutle platforms for ordnance on hand.
Fifty wooden embrasure-shutters for the casemates were made and put
up.
The old unserviceable railroad-track was taken up, and lumber pur-
chased and sent there to rebuild it.
No appropriation was made for the fiscal year ending June 30, 1875.
Appropriation asked for next fiscal year \ $50, 000
During the next fiscal year it is proposed to commence some of the
new exterior works, which have been approved, for the modification of
this work.
REPORT OF THE CHIEF OF ENGINEERS. 25
Fort Barrancas and BedoKht, Pensacola Harhor, Florida^ in charge of
€apt A. X. Damrellj Corps of Engineers, — During the past fiscal year
preparations for constructing four 4incb front-pintle platforms for two
lOO-pounder and two 200-pounder Parrott rifles were made, and the
necessary material sent there.
Xo appropriation was made for the fiscal year ending June 30, 1875.
No appropriation asked for next fiscal year.
Fort McRe€j Pe^isacola Harbor^ Florida, in charge of Capt A. N, Damrell^
Corps of Engineers. — The site of this work has been undermined by the
action of the sea to such an extent, that much of its scarp has fallen
down, leaving the casemates open, and it is generally in so dilapidated
a condition as to be beyond repair, and to possess no value beyond the
materials of which it is composed.
Projects bare been prepared by the board of engineers for fortifica-
tions, and approved, for the erection of barbette-batteries for heavy guns,
and a mortar-battery, to take the place of the old work, in rear of the
present site, and upon ground beyond the encroachments of the sea, for
which an appropriation of 850,000 is asked for the next fiscal year to
commence the work of construction.
Fort Morgan^ eastern entrance to Mobile Bay, Alaba^na, in charge of
Cnpi. A, X. Bamrell, Corps of Engineers. — During the past fiscal year
the sea-wall for the protection of the western or channel front of the fort
was completed; thirty-one running feet of the old drain were rebuilt:
the gate at the main entrance was repaired, the grass on the slopes and
in the ditch was cut, and the weeds removed ; ten 4-inch front-pintle
masonry platforms, with low traverse-stones, and two of same with
high traverse-stones, were constnicted for ordnance on hand.
No appropriation was made for the fiscal year ending June 30, 1S75.
Appropriation asked for next fiscal year $50, 000
Daring the present fiscal year it is proposed to maintain a watch orer
engineer iiroperty, and to make such slight repairs as may become neces-
sary.
A plan has been prepared for the modification of this work by the
construction of exterior batteries, with positions for thirty-seven guns of
the largest caliber, and by arranging emplacements for "mortars in the
old work, at a total cost of $370,000.
Fort GaineSj Dauphin Island, Mobile Bay, Alabama, in charge of Capt.
A. N. Damrellj Corps of Engineers. — During the past fiscal year four
palmetto pile-jetties, for the preservation of the shore and glacis on the
eastern front of the fort, were completed ; four front and four center
pintle platforms were taken up preparatory to constructing 4-inch front-
pintle platforms for ordnance on hand; four gun-carriages and chassis
were removed from the beach to the fort ; some slight repairs were made
to the engineer buildings, and the same whitewashed.
No appropriation was made for the fiscal year ending June 30, 1^75.
No appropriation asked for next fiscal year.
A plan has been prepared for the modification of this work, adapting
it to the use of more powerful artillery, the estimated cost of which is
^,000.
Fort on Ship Island, coast of Mississippi, in charge of Capt. A. N.
Bamrellj Corps of Engineers. — Daring the past fiscal year a temporary
bridge was erected across the drawbridge-well, so that ordnance could
be tran.sported into the fort. Two 15-inch Hodman guns and two 100-
I>ouuder Parrott guns were mounted by the Ordnance Department.
No appropriation was made for the fiscal year ending Juno 30, 1875.
^'o appropriation asked for next fiscal year.
26 REPORT OF THE CHIEF OF ENGINEERS.
Fort Pikej Rigolets Pass^ Louisiana^ in charge of Capf. C. W. Hoicell^
Corps of Engineers, — This work commaDds the passage by vessels draw-
ing 7 feet or less tbrougli the Eigolets into Lake Pontchartrain, and
to the wharves on the lake-front of Xew Orleans, Projects for its mod-
ification, in accordance with the approved system, were approved in
1870, and detailed estimates of the cost of the proposed modification
made oat.
During the past fiscal year operations have been confined to neces-
sary repairs for the preservation of the work.
No appropriation was made for the fiscal year ending June 30, 1875.
No appropriation asked for next fiscal year.
Fort Macomhj Chef Menteur Pass, Loxdsiana, in cliarge of Capt, C, W.
Howell, Corps of Engineers, — This work commands the passage by ves-
sels drawing 4J feet or less through the Bayou Chef Menteur into Lake
Pontchartrain, and the road along Gentilly Kidge to the city of New
Orleans. Projects for the modification of this work, to fit it for the re-
ception of the latest approved armament, were submitted in 1870, and
estimates of cost prepared. During the past fiscal year operations have
been limited to repairs necessary for the preservation of the work.
No appropriation was made for the fiscal year ending Jane 30, 1875.
No appropriation asked for next fiscal year.
Toicer Dupris, Lake Borgne, Lonisiana^ in charge of Capt, C, TT*
Howell^ Corps of Engineers. — During the past fiscal year repair of the
tower was completed and a keeper put in charge to prevent further
damage by malicious persons.
No appropriation was made for the fiscal year ending June 30, 1875.
No appropriation asked for next fiscal year.
Battery Bienvenue, Lake Borgne^ Louisiana, in cliarge of Capt, C, W.
Hotcellj Corps of Engineers, — Xo work was done during the past fiscal year ^
except for the care and preservation of the battery and building per-
taining to it. A fort-keeper was retained in charge.
No appropriation was made for the fiscal year endiug June 30, 1875.
No appropriation asked for next fiscal year.
Toicer at Proctorsville, Lake Borqnc, Louisiana, in charge of Capt C^
W, Hoicellj Corps of Engineers. — Xo work done during the past fiscal
year.
No appropriation was made for the fiscal year ending June 30, 1875.
No approx^riation asked for next fiscal year.
Fort Jackson, Mississippi River j Lotusiana, in charge of Capt. C. W^
Howell, Corps of Engineers. — This work, and Fort St. Philip, nearly oppo-
site, sixty-five miles below New Orleans, constitute the main defenses of
that city against hostile naval expeditions. The depth of water through
the bayous and lakes leading toward the city will only permit the ap-
proach of the smaller vessels carrying light armaments. The principal
channel-way to the city, through which a naval attack may be made, is^
the Mississippi Kiver.
Operations during the past fiscal year consisted in improving the*
drainage of the site of the fort; regrading and grassing new earth-
work ; keeping the slopes of old earth-work in good condition ; provid-
ing twenty wooden platforms for fifteen-inch guns; laying four founda-
tions for platforms ; providing material for sixteen foundations ; providin
iron for three iron bridges across moats ; constructing concrete piers for
these bridges ; providing means of transportation between New Orleans,
and the forts.
Amount appropriated for the fiscal year ending June 30, 1875 $30,000
Appropriation asked for next fiscal year 42,00U
S
REPORT OF THE CHIEF OF ENGINEERS. 27
Daring tbe present fiscal year it is proposed to put in position as
many platforms for guns as possible, with the appropriation available,
after patting np superstructure of bridges, making repairs to levees,
and providing for care of the work during the year.
Fort St. J^Mlip^ Mississippi Eivet'y Louisiana^ in charge of Capt. C. TT*
Hoicellj Corps of Engineers. — Operations during the past fiscal year con-
sisted in the construction of three magazine-traverses; the partial
constraction of two others ; the completion of the parapet and tem-
porary breast-height wall of the lower battery; grading and sodding
the slox>e8 of the upper battery ; the demolition of two old magazines
and thp redan on north front of main work ; the preparation of the ma-
terial obtained for use ; the reclamation of earth for future use from the
battnre in front of the fort ; providing eighteen wooden platforms for
fifteen-inch guns ; laying two foundations for platforms ; providing mate-
rial for sixteen foundations and for completing magazine-traverses; pro-
viding adequate means of transportation between New Orleans and the
forts.
AmoiiBt appropriated for tbe fiscal year ending Jnne 30, 1875 $30,000
Appropriation asked for next iiscal year 46,000
During tbe present fiscal year it is proposed to complete two magazines
in upper battery, place eighteen gun-platforms in position, and care for
the work.
Fort Livingston^ Barataria Bay^ Louisiana^ in charge of Capt. C. W.
Howell^ Corps of Engineers. — This barbette work is situated on the western
end of Grand Terre Island, at the entrance to Barataria Bay. It guards
the only approach to New Orleans by vessels drawing seven feet or less,
available on the west side of the Mississippi liiver. It also secures a
safe anchorage and harbor of refuge for our own light-draught coasters
in time of war. A project for its inodification and repair was devised
and approved in 1870. To carry to completion this approved project
there will be required an appropriation of $58,000.
During the past fiscal year no operations have been carried on except
for the care and preservation of the work.
No appropriation was made for the fiscal year ending June 30, 1875.
No appropriation asked for next fiscal year.
Fort at Fort Pointy entrance to San Francisco Harbor, California^ in
charge of Lieut. Col. C. S. Steicart, Corps of Engineers. — During the
past fiscal year four service-magazines have been built — one completed
firom height of two feet ten inches above its floor, three nearly half
finished, a concrete foundation for eight platforms for heavy guns
and for the corresponding breast-height walls put down to the level of
beds of pintle-blocks, making in all 2,025 cubic yards of masonry. Pin-
tles and rails have been placed on two platforms for fifteen-inch guns,
and four platforms for heavy mortars constructed. The embankment
of the right of the inner line of batteries has been completed to the
height originally designed, and for 690 running feet of parapets of ex-
tension of the outer line the earth- work is nearly half in place ; in all^
80ine 21,194 cubic yards. About 8,100 square yards of sodding have
been put in place on slopes. Asphaltic flooring has been placed in
eleven traverse-magazines. The wharf ha« been rebuilt, and much mis-
cellaneous work done.
Amoont appropriated for the fiscal year ending June 30, 1875 $30,000
Appropriation asked for next fiscal year 50,000
Fort at Lime Point j San Francisco Harbor , California, in charge of Maj.
George H. Mendell, Corps of Engineers. — During the past fiscal year
28 REPORT OF THE CHIEF OF ENGINEERS.
1,228 cubic yards of masonry were put in place ; 55,717 cubic yards of
excavation were made; 7,980 square yards of soil were hauled from a dis-
tance for parapets and magazine-coverings ; 7,480 square yards of sod-
dings were laid on the parapets and traverses. The battery at Point
Cavallo was completed with the exception of gun-platforms and breast-
height walls. The parapets and traverses in the Gravelly Beach Bat-
tery, having yielded under the winter-storms, they were filled with soil
to the proper level and partially sodded. The road to the new site near
Point Diablo was commenced, and 4,200 lineal feet completed. The
masonry- work at Point Cavallo was put upon two magazines and on the
necessary drains.
Amount appropriatod for tlie fiscal year ending June 30, 1875 $30,000
Appropriation asked for nextfiscal year 50,000
During the present fiscal year it is proposed to complete the road
begun, to build the advance battery at Point Cavallo, and to execute
such work at Point Diablo as proves practicable.
Fort on Alcatraz Island, San Francisco Harbor, Calif ornia, iii charge
of Maj. George H. Mendell, Corps of Engineers. — During the past fiscal
year 1,185 cubic yards of masonry were put in place, and 59,160 cubic
yards of excavation and filling were made. The south caponniere was
partially remodeled. Two magazines, with bomb-proofs, were built.
The breast-height walls for two guns were built and two stone platforms
laid. Parapets for four guns were made ; 6,300 square yards of sod-
ding were laid on parapets, magazines, and slopes. The timber-work
on the greater part of the old wharf was renewed. The wood revet-
ment in rear of the wharf was replaced by a substantial stone wall laid
in mortar. The retaining-wall in battery 1 was extended thirty-five feet.
Amount appropriated for the fiscal year ending June 30, 1875 $20, 000
Appropriation asked for next fiscal year 50, 000
During the present fiscal year the south caponniere and shell-room
will be completed. Magazines R and S will be covered and sodded.
The filling in battery 7 will probably be completed, and the excavations
on the south end of the island will be completed.
Batteries at Point San JosS, San Francisco Harbor , California, in charge
of Lieut. Col. C. S. Stewart, Corps of Fngineers. — Fast Battery. — The six
wooden front-pintle platforms are rotten and unserviceable. The tim-
bers of the magazine are so rotten that it has not been used for years.
West Battery. — ^The three platforms on the left are serviceable, the
three on the right unserviceable from decay of timber. The timber of
the magazine has not yet fallen in. Ko work has been done during the
past fiscal year and none contemplated during the i)resent year.
No appropriation was made for the fiscal year ending Jane 30, 1875.
No appropriation asked for next fiscal year.
Batteries on A ngel Island, San Francisco Harbor, California, in charge of
Lieut. Col. C. S. Stmcart, Corps of Engineers. — These three temporary earth-
works, constructed during the late war, are essentially unserviceable.
The platforms are decaj'ed, and most of the carriages have been con-
demned. It is proposed to postpone the commencement of batteries of a
X)ermanent character, projected to replace them, until more advanced
jioints are fortified.
No appropriation was made for the fiscal year ending June 30, 1875.
No appropriation asked for next fiscal year.
Fort at San Diego, California, in charge of Lieut. Col. C. S. Stewart, Corps
of Engineers. — During the past fiscal year work has been directed chiefly
to the completion of buildings and the construction of embankments.
REPORT OF THE CHIEF OF ENGINEERS. 29
The stable, 2-4 by 50 feet, has been finished, and a stone house, 24 by 50
feet, a carpenter's shop, 14 by 24 feet, and overseer's quarters, 24 by 34
feet, built. The site has been cleared, and 27,626 cubic yards of embank-
ment made along the right and left faces, and in the parade to about
reference (20.00). Concrete drains have been built for a length of 380
feet, and the foundations of one magazine laid, and its walls carried up
to the spring of main arch, requiring 313 cubic yards of concrete.
No appropriation was made for the fiscal year ending June 30, 1875. -
Xo appropriation asked fur next fiscal year.
Defenses of the mouth of the Columbia River^ Oregon^ in charge of
Maj. Henry M. Robert^ Corps of Engineers^ from July 1, 1873, to Octo-
ber 22, 1873 ; since that date in charge of Maj, N. Michler^ Corps of En-
pineer*.— These defenses consist of Fort Stevens, on the south side, and
three detached batteries at Cape Disappointment, Washington Terri-
tory, on the north side of the entrance. The works are in a very di-
lapidated condition, the entire wood-work of Fort 'Stevens, except the
magazine, which is sadly in need of repair, being rotten. The wooden
revetment of the interior slopes all around the fort is fallen, and sev-
eral traverses lying in a confused mass of earth and timber ; the sea
threatens the site of the fort. All the magazines at Cape Disappoint-
ment are in such a dilapidated condition as to be useless.
Xo appropriation wa« made for the fiscal year ending June 30, 1875.
Appropriation asked for next fiscal year $20,000
During the past fiscal year the operations were confined to making
the annual survey of Sand Island and Point Adams.
BOARDS OF ENGINEERS.
Hie hoard of engineers for fortifications^ stationed in New York City,
consisting of Col. J. G. Barnard, Col. Geo. W. Cullum, (until January 13,
1874,) Lient. Col. Z. B. Tower, and Lieut. Col. H. G. Wright, and, for the
time being, the ofiBcer in charge of the defenses under consideration, has
submitted daring the past fiscal year reports upon applications of the
Treasury Department for transfer of a portion of Presidio reservation,
known as Mountain Lake, for the erection of a marine hospital, and for
I)ermission to build a road through Fort Stevens military reservation,
Oregon, from the fort to the site of light-house ; in reference to manner
of finishing traverses and breast-height walls of batteries, showing a
method of securing thicker and higher traverse and greater security
to gunners serving the piece; upon project of Capt. C. W. Howell,
sabstituting for the proposed battery above Fort Jackson, La., a bat-
tery of like number of guns on the Fort St. Philip side of the river
and below that work; upon project of Maj. Wm. P. Craighill for
changing the advanced casemate battery of Fort Monroe into a barbette-
battery ; upon the subject of the introduction of the Gatling gun into
our service for flank-defense of fortifications ; upon question of expedi-
ency of using concrete in breast-height walls in northern climates; upon
House resolution of February 16, 1874, relative to the sale of Horn
Island military reservation, Gulf of Mexico ; upon application of Mr.
John V, Cockroft to purchase or hire the property at St. Augustine, Fla.,
known as Fort Marion ; upon proposed plan for mortar-battery at Fort
Johnson, S. C. ; upon proposed modification of Fort Pickens, and plans
for constnictiou of batteries exterior to that work ; also on opposite side
of channel, near Forts McEee and Barrancas; upon subject of defense
of harbors of New York and Philadelphia by torpedoes, the manner
of leading cables to shore, and construction of operating-rooms, &c..
30 REPORT OF THE CHIEF OF ENGINEERS.
and a preliminary report on project for the modification of Fort Pickens
and other worka of defense in Pensacola Harbor. It has likewise sub-
mitted reports on the purchase of land on northern extremity of Tybee
Island, Ga. ; on the establishment of batteries for defense of Tybee
Koads; on the construction of additional casemates to the rear of bar-
bette-battery at Willet's Point ; for storage of torpedo-cables, &c. ; on
the purchase of Cow Island and portions of Great Hog Island, Casco
Bay, Me. ; on establishment of batteries to command the Hussey
Sound entrance to Portland Harbor, Me., and to control the inner an-
chorage to the noHheast ; on the constructions of breast-height walls,
recommending that the masonry steps be omitted, and on -the taking
down of experimental targets at Fort Monroe and utilizing the material
in other works.
The board has likewise reported upon the question of a project involv-
ing the use of iron or its equivalent in the scarps of casemated works ;
upon proposed change, suggested by the Ordnance Department, in
lengthening the 12-inch rifle and 15-inch smooth-bore guns ; and has
examined and reported upon projects for various objects, among them
Major Baylor's design for an iron platform for 13inch sea-coast mortars,
Mr. Ed. Brady's project for construction of iron turrets, and Mr. Bobt.
G. Totten's design for an experimental target of chilled and cast iron.
It has also submitted a project for the expenditure of appropriation of
$125,000 for torpedoes for harbor defense.
Besides the subjects reported upon, the board has been engaged in
the consideration of defenses for the entrance of Cape Fear Eiver, N. C.,
defenses for Tybee Island, entrance to Savannah Eiver, Ga., modifica-
tion of Fort Clinch and batteries at New Bedford and New London,
which questions are still before it and for most of which plans are now
in progress.
TORPEDO-DEFENSE.
During the first three months of the year, Maj. IL L. Abbot, Corps of
Engineers, the member of the board of engineers in immediate charge
of the subject of the trials of torpedoes for harbor-deiense, was absent
in Europe on torpedo-duty, and the trials at Willet's Point were sus-
pended. Since his return they have been actively prosecuted, and much
has been accomplished in the way of preparing for the practical ai)pli-
cation of the system to the defenses of our harbors.
The electrical laboratory has received suitable additions, and the
building has been extended to comprise a model operating-room, in
which are placed all the parts of our own system, in their proper rela-
tions, for easy study.
The whole material of the service has received careful study, with the
following results: Satisfactory forms of buoyant and ground torpedoes,
with their buoys, have -been provisionally adoi»ted. They are designed
to be planted at — feet intervals, and are harmless to each other at that
distance with iiroper charges of dynamite; neither does the explosion
close the circuit-closers of neighboring mines.
After much experimental study, the circuit-closer has been perfected.
Its cost is trifling, and it seems to fulfill all requisite conditions. In the
investigation a ])lan was devised which enabled all the various patterns
to be accui;ately compared with each other, by making them print an
electrical record of their action under a concussion closely assimilated
to that of a vessel, but which could be repeated at will under identical
circumstances.
In order to make it more convenient to vary the number of mines at
REPORT OF THE CHIEF OF ENGINEERS. 31
\3ifferent stations, a box-form of operating-apparatus, adapted to seven
eables, has been perfected. It works admirably.
The discovery made last year, that induction in neighboring cables,
occasioned by electricity of high tension, could be overcome by a simple
device, baa been confirmed and extended to the multii)le cables, and an
improved form of apparatus for judgraentHring has been perfected.
Tests of cable imported two years ago, and stored in light sheds ex-
posed to variations of temi^erature, have been carefully made and shown
to have experienced no deterioration.
A device by which the tampering with a mine or its cable can be made
to discharge a volley of guns previously pointed along the liue, has been
perfected. Its value in the night, or in fogs, is apparent, especially as
the explosion is effected without exploding the torpedo itself.
As heretofore, much time has been devoted to fuse- testing, and after
a strict comparison of those to be had abroad or in this country with
our own, the result is all that can be desired. There are none better,
and but few so good as our own. This investigation has included cut-
off's as well as platinum and tension fuses.
After careful trials, extending over many months, a form of Le Clanche
battery has been adopted for both signal and firing batteries. Other
forms could be used if necessary, but it seems to combine every requi-
site for a good service-pattern.
The possession of an admirable collection of instruments in the labor-
atory, has enabled the co-eflficieuts of the galvanometers, stored for tor-
pedo-service, to be accm^ately determined, and thus the different stations
will be able to refer all results to a uniform standard, an advantage of
no shght importance. The tests of cables, joints, &c., have been ren-
dered easy and accurate by the construction of a 1,000-cell sal-ammoniac
battery, by the engineer troops, and a standard Clark battery by the
officers.
Trials with explosives have been continued, but not so extensively as
heretofore. Rendrock is the only new one added to the list, and it has
shown itself inferior to dynamite. An old barge, worn out in service,
was blown up last autumn, but it was too rotten to afford data of value.
Considering that the subject of torpedo-defenses has been suflftciently
discnssed to justify detailed plans for applying these new engines to the
closing of our more important harbors, the board of engineers has taken
up that subject for careful study. Projects for adapting the forts in the
harbors of New York and Philadelphia to receive the cables, electrical
apparatus, &c., have been already submitted, wjith diagrams of the pro-
IH)sed lines of torpedoes, and detailed drawings of the latter are in pro-
gress. Other haibors will be considered in turn.
Another very important investigation has been that reported upon on
the manner of leading cables from the forts to deep wat<4, accompanied
by model-plans, &c.
The board expresses the opinion that our torpedo-system is satisfac-
tory, and that moderate stores for applying it should be collected at the
depot at Willet's Point. These stores should be increased for the present
by large annual appropriations, as it is certain that no money devoted
to fortifications is more directly applied to preparing for sudden defense.
In this connection it must be understood that trained soldiers are abso-
lutely necessary in using the mines, and that the number of enlisted
men of engineers now authorized is entirely insufficient. At least three
times as many will be needed for protecting even a few of our more
important harbors.
The experimental target for determining the action of torpedoes on
32 REPORT OF THE CHIEF OF ENGINEERS.
the double bottoms of iron-clads is completed, and in readiness for the
tests to which it will soon be subjected.
An appropriation of $150,000 is respectfully recommended for the
next fiscal year, to be expended in the purchase of such parts of the
torpedo-apparatus and material as cannot be suddenly obtained in case
of need.
The hoard of engineers for the Pacific coasf^ consisting of Lieut. Col.
B. 8. Alexander, Lieut. Col. C. S. Stewart, and Maj. Geo. H. Mendell,
has been engaged during the past fiscal year in completing the project
for field-works for the protection of the rear of the permanent sea-coast
defenses at Fort Point, in maturing details for the permanent defensive
works at Fort Point, at Lime Point, and at Alcatraz Island, and in the
examination of San Diego Harbor, for the purpose of ascertaining the
amount of sediment brought into this harbor by floods in the San Diego
Elver.
The board has also reported on the question of water-supply and
roads in case a marine hospital be erected on the shores of MouQtaiu
Lake 5 on the necessity of San Clemente Island for purposes of defense ;
and on the application of the Light-House Board to place a fog-signal on
Yerba Bueua Island.
In addition to the regular duties of the board of engineers for the
Pacific coast, the members of the board have given a great part of their
time during the year to the study of other subjects; to making an ex-
amination of the Sacramento, San Joaquin, and Tulare Valleys, in Cali-
fornia, and making a report on the irrigation of these valleys ; and to
making an examination and report on the improvement of the harbor
of Oakland, San Francisco Bay.
BATTALION OF ENGINEERS AND ENGINEER DEPOTS.
Battalmi of Engineers^ commanded hy Maj. Henry L. Abbott^ Corps of
Engineers^ headquarters Willefs Point, eastern entrance to Xew York
Harbor.
The strength of the five companies of sappers, miners, and pontoniers^
coustitnting the Battalion of Engineers, on the 30th of June, 1874, wa*
10 oflicers and 318 enlisted men, 36 recruits being needed to complete
the organization, as determined by General Orders Xo. 122, series of
1870, from the War Department.
The companies of the battalion were stationed and commanded aa
follows : At Willet'S Point, Company A, Second Lieut. William T. Ros-
sell 5 Company B, Capt. W. R. King ; Company C, Capt. William R.
Livermore; Company D, (a skeleton organization,) under command of
the battalion diLijutant, First Lieut. James Mercur.
At West Point, Company E, Capt. O. H. Ernst, also instructor of
practical engineering and ex-officio member of the a<5ademic board.
During the year, and for limited periods, detachments from the bat-
talion served as follows : One sergeant and 5 first-class privates at
Jefterson Barracks, Mo., guarding and caring for the engineer property
there. This detachment left Jefferson Barracks and returned to the
battalion July 15, 1873. At headquarters Department of Missouri, 2
sergeants and 5 first-class privates 5 at headquarters Department of
Dakota, 2 sergeants and o first-class privates ; on field-duty under First
Lieut. George M. Wheeler, in Utah, Colorado, and Wyoming Territories.
1 first-class and 5 second-class privates.
Recruiting for the battalion has been carried^n during the past year 011
the same system as during the preceding; but one rendezvous, how-
KEPORT OF THE CHIEF OF ENGINEERS. 33
ever, that in ]S'ew York City, having been kept open. Daring the year
96 men were enlisted, 9 re-enlisted, 47 deserters were apprelieuded, and
57 men deserted.
The duties of the battalion generally have been confined to guarding,
receiving, and issuing the engineer-property at the depots; in iurnish-
ing instruction to cadets of the Military Academy, under the instructor
of practical engineering; in pontoniering, signaling, telegraphing, *and
practical engineering generally; the detachments serving at the several
headquarters in the field assisting the engiueer-oMcers in the duties
assifirued them.
At Willet's Point the troops have been employed in the construction
and repair of the buildings and grading the grounds, and in the vari-
ous drills and instructions necessary to keep them in a proper state of
efficiency and ready for active service. Good progress has been made
in Md fortification, pontoniering, military reconnoissance, photography,
and infantry tactics, while, in addition to the usual target practice fur-
nished by regulations, the men have been encouraged to compete at the
neighboring range. Theoretical instruction of the non-com missionetl
officers was had during the suspension of the drills in the winter, and the
school of enlisted men, directed by General Orders Xo..56, Adjutaut-
GeBeraPs OflSce, 1806, was open to voluntary attendance, under the per-
sonal supervision of the commissioned ofiicers.
The instruction of the officers has been extended, so as to include as
far as practicable preparation for and familiarity with duties upon
which they are liable to be ordered. By the authority of the Secretary
of War each officer was, during the winter, required to visit and report
upon some specified public work, selected with a view to obtaining in-
formation useful for the engineer service. These reports are of a cred-
itable character, and will be nsed by the officers when examined for
promotion.
The work of the torpedo-school has been actively prosecuted, and the
results obtained are of a satisfactory character. The investigations
necessary to discover the laws which govern the action of subaqueous
explosions, the perfecting of the electrical apparatus, and the trials de-
signed to determine the practical details of the mines, cables, fuses, &c.,
have all received careful attention. A system, believed to be superior
to any in use abroad, has thus been perfected. To render it available
in harbor defense, a body of trained officers and men is essential, and
the instruction of the Battalion of Engineers has been specially directed
to this end. The preparation of a torpedo manual has been commenced,
and it is tested page by page by practical use as it proceeds.
In torpedo-materials we have collected about six hnndred miles of
cable, some three hnndred mines, and electrical apparatus sufficient to
equip some twenty stations; in fine, great progress has been made dur-
ing the past year in reducing the theoretical system to a practical form
for actual use. To make use of our materials, however, a trained body
of men mast be at hand and ready upon any emergency for the several
torpedo-stations, but to this end the strength of the Engineer Battalion
should be increased.
I would respectfully recommend an appropriation of $1,000 for the
purchase of engineer-material to continue the present system of instruc-
tion of the battalion, and $10,000 for continuing the trials with torpe-
does, and for the instruction of the engineer troops in thoir application
to harbor and land defenses.
I would also renew my recommendation of former years, that the or-
ganization of the battalion be completed by the addition of two prin-
cipal fflosicians, allowed by law to troops of other arms.
3 S
34 REPORT OF THE CHIEF OF ENGINEERS.
Engineer post and depot at Willefs Point, New York Harbor, commanded
by Maj, Henry L. Abbot, Corps of Engineers,
The engineer-depot at Willet's Point contains the ponton-trains, siege
and mining tools, torpedo-materials, astronomical and surveying instra-
ments, &c,, pertaining to the engineer-service of the Army. It is gar-
risoned by a portion of the Engineer Battalion, which furnishes the need-
ful guard; and issues the stores to officers of the corps upon requisition
duly approved.
The public buildings are essentially completed, so that only a small
appropriation of $500 for repairs is needed.
For continuing the remodeling of the ponton-material to make it
conform with the patterns adopted at the close of the late civil war an
appropriation of $1,000 is needed. Most of the labor will be supplied by
the troops. Experience has shown that it is necessary, in order to avoid
loss of time in fitting surveying-parties for the field, to have at the
depot a small supply of the instruments in common demand. For this
purpose, and for repairing those returned in an injured condition, an
appropriation of $5,000 is asked.
For incidental expenses of the depot, such as coal, forage, stationery,
chemicals for use in the laboratory, extra-duty pay for soldiers employed
in mechanical work, in photographic and lithographic plans, and in
printing engineering blanks, torpedo-instructors, &c., $2,500.
RIVER AND HARBOR IMPROVEMENT.
The ''act making appropriations for the repair, preservation, and
completion of certain public works on rivers and harbors," aj^proved
March 3, 1873, furnished the means for continuing, during the past year,
operations at the several localities named therein, in accordance with
approved projects. A brief account of the work done at each locality,
and the present condition of the improvement, together with a money-
statement, is given below ; but for more detailed information a reference
to the reports of the officers having charge and immediate supervision
of the operations is respectfully suggested.
The annual estimates of the officers in charge of the separate works
have been carefully revised in this office, and in many cases reduced.
The surveys and examinations directed to be made by the second sec-
tion of the act, with but few exceptions, have been completed, and the
results of those received in time were reported during the last session
of Congress. These, together with such as have been completed since
the adjournment, are submitted herewith in the appendix to this report.
The provisions of the third section of the act, requiring the organi-
zation of a board of engineer officers " whose duty it shall be to inquire
into and report upon the practicability of bridging, consistently with the
interests of navigation, the channel between Lake Huron and Lake
Erie," &c., have been complied with, and the report of the board was
submitted to the Department and transmitted by you to Congress on the
22d January. A copy of the report is appended hereto.
The river and harbor act approved June 23, 1874, in addition to mak-
ing appropriations for continuing improvements heretofore begun, made
provision for some new works. With the amounts thus made available
operations have been continued during the present working season, and
the necessary preliminary steps have been taken for the execution of
the new work specified.
The act farther directed that surveys be made and estimates submit-
REPORT OF THE CHIEF OF ENGINEERS. 35
ted for the improvements recommended by the Senate Select Committee
on Transportation Routes to the Seaboard, upon the four routes indi-
cated by the report of said committee, and also upon a route indicated,
forming aa extension of the Chesapeake and Ohio Canal. These sur-
veys have been assigned to officers having charge of works in the dis-
tricts through which the proposed routes of communication pass. The
appropriation was allotted to these officers in proportion to tlie extent
and magnitude of the survey assigned each. Parties were organizes!
and sent into the field at as early a day as possible, and it is trusted
that sufficient data will be obtained to enable all the officers to submit
projects for the improvements recommended, together with approximate
estimates of cost of each, in time to be submitted before the close of the
next session of Congress. It should be borne in mind, however, that,
owing to the lateness of the passage of the act, the season favorable for
active field-work was well advanced before the parties could commence
0[»eTations. '
The examinations or surveys directed to be made at certain specified
localities named in the second section of the act of June 23, 1874, are
now in process of execution. It is expected that reports upon the
greater portion of these will be received in time for transmission during
the approaching session of Congress.
The third section of the act made provision for the organization of a
board of engineers, and directed that "said board shall make a survey
of the mouth of the Mississippi Eiver, with a view to determine the
best method of obtaining and maintaining a depth of water sufficient
for the purposes of commerce, either by canal from said river to the
waters of the Gulf, or by deepening one "or more of the natural outlets
of said river," &c. The board was constituted by General Orders Kn.
74 of the War Department, dated July 2, 1874, and a copy of the sec-
tion was incorporated in the order for the information and guidance
of the members. The board is now engaged in the prosecution of the
duties assigned, and will doubtless be able to comply with the require-
ment of the law as to the time of submitting the report.
In accordance with the requirements of the act approved June 22,
1874, *'to i^rovide for the appointment of a commission of engineers to
investigate and report a permanent plto for the reclamation of the allu-
vial biusin of the Mississippi Jtiver subject to inundation," a board of
commissioners was constituted by General Orders No. 73 of the War
Departmeut,of July 2, 1874. The board has been organized, and the
members are now actively engaged in making the investigations neces-
sary to a full understanding and a proper presentation of the matter
under consideration.
In connection with this subject, I have thought it advisable to include
in the present commnnication (Appendix M 4) a report on the levees of
the Mississippi, made by me to the Secretary of War in May, 18G6, in
porsnance of his instructions.
LAKE HARBORS AND RIVERS.
HARBORS ON LAKE SUPERIOR WEST OP KEWEENAW POINT.
Officer in charge, Maj. F. U. Farquhar, Corps of Engineers.
1. Improvement of the Bay of Superior fi*om the natural entrance to the
doeh of superior City and Du Luth^ and preservation of both entrances from
the lake thereto^ Minnesota and Wisconsin. — The work at these localities
during the fiscal year comprised the completion of the piers at the Du
36 REPORT OF THE CHIEF OF ENGINEERS.
Luth Canal, and a small amount of dredging in Du Luth Harbor ; the
opening and protection of a cut through the dike across Superior Bay ;
tbe near completion of the piers at the natural entry, with some dredg-
ing between them, and the dredging of a channel from the deep waters
of the bay to Quebec wharf, at Superior City.
The work during the fiscal year ending June 30, 1875, will be the com-
pletion of the piers at the natural entrance j some repairs to the piers
at the Du Luth Canal, and dredging at the entrance to the harbor of
Un Luth to give anchorage-ground and room for vessels to turn.
The completion of the plan for the improvement of the harbor of Du
Luth, so that it may be available a« a harbor of refuge, will require a
large amount of dredging, which is estimated by the officer in charge
at about 1,000,000 cubic yards, at the cost of about $270,000. An es-
timate of $100,000 is submitted for the commencement of this improve-
ment.
The officer in charge recommends that the dike across Superior Bay
be rebuilt so as to insure that no deterioration of the channel takes
place at the natural entry. The estimated cost of this is $87,199, which
could be most economically expended if included in one appropriation.
A fund of $10,000 should also be available for repairs at the natural
entry.
Balance in theTreasnry of the United States July 1, 1873 $79, 636 00
Amount iu hands of officer and subject to his check 51,715 75
Amount appropriated by. act approved June 23, 1874 : 10, 000 00
Amount expended during the fiscal year ending June 30, 1874 120, 112 08
Amount available July 1, 1874 21.239 67
Amount required for the fiscal year ending J For Du Luth 100, 000 00
Juno 30, 1876, (as revised in this Office,) I For natural entry 10, 000 00
(See Appendix A 1.)
2. Ontonagon Harbor, Michigan. — With the amount appropriated by
the act of June 23, 1874, it is proposed to repair the inner end of West
pier and prolong it inward 430 feet, and to make other repairs to the
structures now protecting the entrance to this harbor.
It is estimated by the oificer in charge that the cost of completing
the works for the improvement of this harbor will be $238,717.08, and
that $150,000 can be economically expended during the year ending
June 30, 1876.
This harbor would, were it properly improved, be of great importance
as a harbor of refuge, as it is the only harbor on a long stretch of coast.
Balance in Treasury of the United States July 1, 1873 $82 41
Amount appropriated by act approved June 23, 1874 23, 000 00
Amount available July 1, 1874 23,082 41
Amount required for the fiscal year ending June 30, 1876, (as revised in this
Office) 50,000 00
(See Appendix A 2.)
3. Uagle Harbor , Michigan, — The estimate submitted in the last annual
report for the excavation of a channel through the rock at the entrance
to this harbor to a depth of 14 feet and a width of 130 feet, together
with the building of a breakwater to cover the anchorage-ground, in all
$248,000, has been revised by the officer now in charge, and reduced to
$231,570, at the same time increasing the width of the breakwater from
20 feet to 30 feltet.
No work has been done here during the past year, owing to the small-
ness of the funds on hand.
The officer in charge states that, should it be determined to make
REPOET OF THE CHIEF OF ENGINEERS. 37
this improvement, in order to prosecute it economically, a sum of at
least $150,000 should be appropriated for the fiscal year.
Balance in Treasury of the United States July 1, 1873 $13,761 11
AmouDt in hands of officer and subject to his check 11, 047 57
Amount expended during the fiscal year ending June 30, 1874 1, 600 40
Amount available July 1, 1874 23,208 28
Amonnt required for the fiscal year ending June 30, 1876, (as revised in this
Office) 50,000 00
(See Appendix A 3.)
HARBORS ON LAKE SUPERIOR EAST OF KEWEENAW- POINT AND HAR-
BORS ON THE WEST AND SOUTH SHORES OF LAKE MICHIGAN — IM-
PROVEMENT OF THE FOX AND WISCONSIN RIVERS.
Officer in charge, Maj. D. C. Houston, Corps of Engineers, with Gapt.
J. W, Cuyler, Corps of Engineers, to March 11, 1874, and Capt. G.
J. Lydecker, Corps of Engineers, since May 11, 1874, under his imme-
diate orders.
1. Marquette Harhor, Lake Supei'ior^ Michigan, — During the year the
bieakwater, as far as completed, was entirely filled with stone ballast
and covered with a decking of tbree-inch plank.
The superstructure was completed over 5 cribs sunk in 1872, and 1
crib has been sunk in extension of the breakwater. About 180 cords of
stone has been placed as riprap on the exposed side of the work.
The length of the work, as it now stands, is 1,960 feet, all complete
except the. superstructure over two cribs. It is proposed this season to
extend the breakwater 50 feet, and complete the superstructure over the
two cribs placed last year.
To render this work secure, it should be still further protected on the
seaward side by a stone riprapping, for which an estimate is submitted.
This will complete the breakwater as designed, at a cost of $296,730,
or $88,390.58 less than the original estimate.
BalaDce in Treasury of United States July 1, 1873 S15,000 00
Amonot io hands of officer and fiubjeot to his cheeky (including $2,373.83
percentage due on contracts not yet completed) 24, 802 07
AniooDt appropriated by act approved June 23, 1874 15, 000 00
Amoant expended during the fiscal year ending June 30, 1874 39, 192 87
Amount available July 1. 1874 15,G09 20
Amoont required for the uscal year ending June 30, 1876 25, 000 00
(See Appendix B 1.)
2. Menonionee Harbor^ Michigan and W isconsin.-^jy wiing the year the
south pier was extended 720 feet and the north pier 352 feet. During
the present season it is proposed to extend each pier 128 feet and to
dredge a channel 14 feet in depth and as wide as funds available will
permit The estimated cost of completing this harbor according to the
plan adopted is $212,000. There has been appropriated $100,000.
The estimate submitted by the officer in charge for continuing this
improvement is $50,000.
Balance ill Treasury of United States July 1, 1873 $25,000 00
AmoQDt in hands oi officer and subject to bis check, (Including $1,254.84 per-
centage due on contracts not yet completed) 11, 350 01
AiDuant appropriated by act approved June 2:J, 1874 25, 000 00
Amoont expended during the fiscal year ending June 30, 1874 34, 837 69
Amonntavailable July 1,1874 , 26,512 32
Amonnt required for the fiscal year ending June 30, 1876, (as revised in this
Office) 25,000 00
(See Appendix B 2.)
3. Green Bay Harbor^ "Wisconsin. — During the year the deepening and
widening of the channel irom the mouth of the Fox River to Grassy
38 REPORT OF THE CHIEF OF ENGINEERS,
Island was carried out as contemplated, the appropriation of $20,000 in
1873 having been expended for this purpose.
The appropriation of this year, $10,000, will be expended in continu-
ing this work and in repairing the revetment to the cuts through Grassy
Island.
The sum of $45,000 is required to complete this channel, of which
$25,000 may be expended to advantage during the year ending June
30, 1876.
Balance in Treasury of United States July I. 1873 §10,000 00
Amount in hands of officer and subject to bis check 9, 726 00
Amount appropriated by act ap]>roved June 23, 1874 10, 000 00
Amount expended during the fiscal year ending June 30, 1874 19, 662 'SS
Amount available July 1, 1874 10,0(i3 62
Amount rt quired for the fiscal year ending June 30, m76 25, 000 00
(See Appendix B 3.)
4. Harl or of refuge at tlie entrance of the Sturgeon Bay Canal^ Wiacon-
sin, — This work was commenced about the beginning of the fiscal year,
an appropriation of $40,000 having been made for it in 1873.
During the year two pile-piers were constructed, each 762 feet in
length. The filling of the piers was not entirely completed.
The appropriation of 1874, $10,000, will be expended in completing
this filling and in extending each pier 32 feet, increasing the width of
the pier from 14 to 18 feet.
The estimate submitted by the oflScer in charge for the further exten-
sion of these piers is $60,000.
Balance in Treasury of United States July 1, 1873 |20,000 00
Amount in hands of ofBcer and subject to his check 19,936 00
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the fiscal year ending June 30, 1874^ 37,9d0 55
Amount available July 1, 1874 11,955 45
Amount required for the fiscal year ending June 30, 1876, (as revised in this
Office) 40,000 00
(See Appendix B 4.)
5. Ahnapee Harhor^ Wisconain. — During the season of 1873, the bal-
ance of the appropriation for this harbor, made in 1872, since which time
there has been no appropriation, was expended in extending the south
pier 175 feet, making its total length 620 feet.
The north pier is 352 feet in length. The failure of the appropriation
in 1873 left the work incomplete.
To make this harbor available for any purpose requires a channel to
be dredged between the piers into the river.
The officer in charge submits an estimate, for coutinuing the improve-
ment, of $50,000.
Amount in hands of officer and subject to his check $9, 380 11
Amount expended during the fiscal year ending June 30, 1874 8, 926 06
Amount available JuIt 1, 1874 454 05
Amount required for nscal year ending June 30^ 1876, (as revised in this
Office) 25,000 00
(See Appendix B 5.)
6. T\co Rivers Harbor, Wisconsin, — During the past year the super-
structure has been built over 1,031 feet of pile-foundation, and the piers
filled with brush and stone, making the north pier 900 feet in length,
and the south pier 965 feet. The dredge was enjployed in excavating a
channel for vessels of light draught. During the present season the
dredge will be employed in continuing the excavation. The piers will be
refilled where the filling has settled, and the north side of the channel
into the river revetted.
REPORT OF THE CHIEF OF ENGINEERS. 39
The appropriation of this year being but $16,000, and it being pro-
posed to expend a portion of this sum in using the dredge at Ahnapee
Harbor, (the cost of the dredge having been paid for equally out of the
appropriations for these two harbors,) it will not be practicable to extend
the piers this season, though such extension is necessary to the mainte-
nance of the channel.
An estimate is submitted by the ofiScer in charge, for the extension of
the piers and dredging, of $50,000.
Balance in Treaaury-of United States July 1, 1873 825,000 00
Amount included in expenditares of year ending June 30, 1873, to be de-
dncted from balance in Treasury ' 2,892 94
imoQDt appropriated by act approved June 23, 1874 15. 000 00
Atuount expended during tbe nscal year ending June 30, 1874 22, 055 70
Amount available July 1, 1874 15, 051 36
Amoant required for tiie fiscal year ending June 30, 1876, (as revised in this
Office) 25,000 00
(See Appendix B 6.)
7. Manitowoc Harbor^ Wisconsin, — The work daring the year has con-
sisted in extending each pier 100 feet. It is proposed this season to
make a farther extension of 100 feet to each pier. A still farther ex-
tension of 200 feet to each pier is necessary to carry them to a depth of
18 feet of water.
An estimate is sabmitted for a portion of this extension.
BalanceinTreasuryofUnitedStates July 1,1873 $20,000 00
Amount in hands of officer and subject to his check 3, 635 02
Ainouut appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the nscal year ending June 30, 1874 13, 794 24
Amount available July 1, 1874 , 19,840 78
Amount required for the fiscal year ending June 30, 1876 25, 000 00
(See Appendix B 7.)
8. Sheboygan Harbor^ Wisconsin, — During the year 288 feet of old
saperstructure have been removed and rephiced by new work. These
repairs will be continued, and the channel between the piers dredged
out The saperstructure over the two cribs sunk in 1873 will also be
built The repairs of the old superstructure must be continued, and an
estimate of $12,000 is submitted for the pnrpose.
Balance in Treasury of United States July 1, 1873 $10,000 00
Amount in hands of officer and subject to his check 17, 506 69
Amount appropriated by act approved June 23, 1874 10,000 00
Amoont expended dnring the fiscal year ending Jane 30, 1874 21, 496 09
Amonnt available July 1, 1874 16,010 SO
Amonnt required for the fiscal year ending June 30, 1876 12, 000 00
(See Appendix B 8.)
9. Port Washington Harbor j Wisconsin, — The work during the year has
consisted in extending each pier 100 feet, and in dredging 14,000 yards
of material between the piers aud in the basin.
The present appropriation of $10,000 will be applied to increashig the
size of the basin and revetting its banks as fast as completed.
An estimate is submitted by the officer in charge, for continuing this
improvement, of $50,000.
BaUncelnTreasury of United states .Tulyl, 1873 $15,000 00
Amount in hands of officer and subject to his check 7, 442 78
Amount appropriated by act approved June 23, 1874 10, 000 00
Amoant expended during the nscal year ending June 30, 1874 21, 804 64
Amount arailable July 1, 1874 10,638 14
Amonnt required for the fiscal year ending June 30, 1876, (as revised in this
Office) 25,000 00
(See Appendix B 9.)
40 REPORT OF THE CHIEF OF ENGINEERS.
10. Mihcaukee Harbor^ Wisconsin, — During the year the sum of
$10,000 was applied to widening and deepening the channel between
the piers, by dredging. The appropiiation of this year, $10,000, will be
applied to the same pnrpose.
This harbor may be regarded as completed at present, so far as the
extension of the piers is concerned. Periodical dredging will be required
to maintain the channel, amounting to an average of $5,000 per annup.
It has become necessary, however, to replace the old superstructure built
in 18o6 and 1857, and it is recommended that this be done with stone
masonry, as the cribs appear to have obtained a permanent settlement.
The total estimated cost of replacing 2,240 feet of superstructure is about
$300,000, and au estimate for $1(K),000 is submitted by the officer in
charge for the next fiscal year.
Amount in hands of oflBcer and Bnbject to his check f 10. 000 00
Amount appropriated by act approved June 23, 1874 10. 000 00
Amount expended during the hscal year ending June 30, 1874 9, 568 73
Amount available July 1, 1874 10,431 27
Amount required for the tiscal year ending June 30, 1876, (as revised in
this Office) 50,000 00
(See Appendix B 10.)
11. Bacine Harbor , Wisconsin. — During the year the north pier has been
extended by sinking two cribs, 50 feet long by 30 feet wide, making au
extension of 100 feet, and in dredging 16,773 cubic yards from the chan-
nel between the piers. It is proposed to expend the $10,000 appropria-
tion this year in placing one more crib in extension of this pier, and to
build the superstructure over the two cribs placed last year. There will
be required to copiplete this harbor for the present the completion of
superstructure over the crib to be placed this season and dredging about
25,000 yards in the channel, for which an estimate is submitted.
Balance in Treasury of United States July 1, 1873 $20, 000 00
Amount included in expenditure of year ending June 30, 1873, to be de-
ducted from balance in Treasury 88 00
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the fiscal year ending June 30, 1874 19, 520 40
Amount available July 1, 1874 10,391 60
Amount required for the fiscal year ending June 30, 1876 10, 000 00
(See Appendix B 11,
12. Kenosha Harbor^ Wisconsin. — During the year the balance of the
appropriation of 1872 was expended in building the superstructure over
the crib sunk in extension of north pier in 1872. There being no ap-
I)ropriation in 1873 no other work was accomplished.
The sum of $10,000, appropriated in 1874, will be applied to sinking
one crib 50 feet long and 30 feet wide, in extension of the north pier,
and in repairs, as far as possible, of damage caused to old work by the
storms of last winter.
There is necessary to the further improvement of this harbor an ad-
ditional extension of 50 feet to the north pier, superstructure over crib
to be snnk this season, repairs to old work, and dredging in the chan-
nel, for all of which an estimate is submitted.
Amount in hands of officer and subject to his check $507 94
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the fiscal year ending June 30, 1874 371 35
Amount available July 1, 1874 10,136 59
Amount required for the fiscal year ending June 30, 1876 30, 000 00
(See Appendix B 12.)
13. Chicago Harbor^ Illinois, — The work during the year consisted in
extending the breakwater southward 1,150 feet, with the exception of
REPORT OF THE CHIEF OF ENGINEERS. 41
the Sttperstmctare, and in repairing slight damages caused by collisions
and storms.
The work contemplate^l during the coming fiscal year is an extension
of the breakwater 150 feet farther south and the completion of the su-
})erstracture over the entire work. This will nearly, if not quite, com-
plete the breakwater.
It is proposed to defer the construction of the southern breakwater
nntil it is determined whether wharves are to be built on the west side
of the new harbor.
The work next proposed on the improvement of this harbor is the
extension of the north pier 400 feet, for which an estimate is submitted.
Balance in Treasury of United States July 1, 1873 90,000 06
AmoQDt iu bands of otScer and subject to his cheek, (including ^,866.^,
percentage dne on contracts not yet completed) 30, 423 47
Amount appropriated by act approved June 23, 1874 75, 000 00
Amount expended during the fiscal year ending June 30, 1874 107, 198 23
Anioout avaUable July 1, 1874 78,225 24
Amount required for the fiscal year ending June 30, 1876 78, 000 00
(See Appendix B 13.)
14. Calumet Harbor , Illinois. — The work during the fiscal year at this
harbor consisted iu extending the north and south piers each 200 feet,
with the exception of the superstructure, and iu building the superstruc-
ture over the cribs sunk in 1872.
37,405 cubic yards of sand were also removed from the channel be-
tween the piers.
At the close of operations in 1873 there was a dredged channel be-
tween the piers nearly 100 feet wide and 11 feet deep, iu the shoalest
place.
The appropriation of 1874, $25,000, will be applied in further exten-
sion of the piers and in dredging.
An estimate is submitted for continuing this improvement :
Balance in Treasury of United States July 1,1873 $20,000 00
AtDcmnt in hands of officer and subject to his check 19, 992 27
Amount appropriated by act approved June 23, 1874 25, 000 00
Amonnt expended during the fiscal year ending June 30, 1874 39, 273 05
Amonnt available July 1, 1874 25,719 22
Amonnt required for the fiscal year ending June 30, 1876 75, 000 00
(See Appendix £ 14.)
15. Michigan City Harbor, Indiana, — During the year the east pier of
the outer harbor has been extended 503 feet, and the west pier extended
oat to the line of the proposed breakwater.
It is proposed this season to commence the construction of the break-
water proper with the appropriation of 1874.
An estimate is submitted for continuing this improvement.
Balance in Treasury of United States July 1, 1873 ^50,000 00
AmooDt in hands of officer and subject to his cheok, (inclnding $1,499.41
percentage dne on contracts not yet completed) 30,294 94
Amonnt appropriated by act approved June 23, 1874 50, 000 00
Amount expended during the ilscal year ending June 30,1874 78, 241 93
Amonnt available July 1, 1874 52,053 01
Amonnt required for the fiscal year ending June 30, 1876 ; . , . 60, 000 00
(See Appendix B 15.)
16, Neic Buffalo Harbor, Michigan, — ^No work has been done on this
harbor, and none is proposed. There has been no appropriation made
sioce 1872, and the amount available is too small to produce any beneflti
to commerce.
As mentioned in former reports, no estimate is submitted for this bar-
42 REPORT OP THE CHIEF OF ENGINEERS.
bor, as it would be of no beuefit to general commerce, and the local
requirements are insignificant.
Balance in Treasury of United states July 1, 1873 $5,000 00
Amount in hands of officer and subject to his check 4,211 15
Amount expended during the fiscal year ending June 30, 1874 1, 131 00
Amount available July 1, 1874 8,080 15
17. Improvement of the Fox mid Wisconsin Rivers. — The improvement
of these rivers is being carried on in accordance with the plans hereto-
fore reported, and the results are given in detail in the accompanying
reports.
The work on the Fox River has been confined to the Lower Fox.
It has consisted of repairs to the old locks and dams, more or less exten-
sive according to their condition, and in deepening the levels so as to
obtain the maximum draught of water. The Old lower combined lock
at Little Ohnte, which was incapable of repairs, was torn out, and is in
process of replacement by a permanent lock of stone masonry. This
work is approaching completion. The old dam at Appleton was removed
and is being replaced by a permanent dam of stone masonry, which will
be finished this fall.
The completion of these two permanent works, the rebuilding of dam
at Kaukauna and a few additional repairs to the old work, is all that is
contemplated on the Lower Fox for the present.
On the Upper Fox nothing of importance, except surveys, was done
during the year.
Work has been commenced under the appropriation of 1874, as fol-
lows, viz :
The construction of a new stone-masonry lock, near Eureka; the
thorough repairs of Winnebago Lock 5 the deepening and revetting of
the Portage Canal, and complete surveys of the Upper Fox.
On the Wisconsin River, the construction of wing-dams has progressed
in accordance with the plan adopted for the improvement of the river,
resulting, wherever the works have been completed, in obtaining an
improved channel.
This work will be continued during the present working season.
Annual appropriations adequate to the magnitude of this work are
earnestly recommended.
Balance in Treasury of United States July 1, 1873 $200,000 00
Amount in hands of officer and subject to his check 27,837 13
Amount received from tolls for year ending June 30, 1873 1, 893 27
Amount appropriated by act approved June 30, 1874 300, 000 00
Amount expended during the hscal year ending June 30, 1874 229, 907 92
Amount available July 1, 1874 299,822 48
Amount required for the fiscal year ending June 30, 1876 750, 000 00
(See Appendix B 16.)
HABBOBS ON THE EASXEBN SHOBE OF LAKE MIGHiaAN.
Officer in charge, Oapt.(now Maj.) S. M. Mansfield, Corps of Engineers.
1, FranJcfort Harbor^ Michigan. — Daring the year the south pier has
been extended 160 feet, (3 cribs.) During the coming season this pier
will be further extended 50 feet, (1 crib,) the channel dredged through-
out, and some necessary repairs put upon the old work.
Thirty-six thousand dollars will be required to complete the improve-
ments.
Balance in Treasury of United States July 1, 1873 •. $15,007 97
Deduct amount expended last fiscal year 441 46
Amount appropriated by act approved June 23, 1874 10, 000 00
REPOKT OP THE CHIEF OF ENGINEERS. 43
AmofQDt expended during the flsoal year ending Jane 30, ld74 $12, 178 89
Amount available Jnly 1, 1874 12,387 6^
Amoont required for the iiscal year ending June 30, 1876, (as revised in
this Office) 26,000 00
(See Appendix G 1.)
2. Manistee Harbor , Michigan. — Three hundred and fifty feet of inside
revetment have been built here, after cutting off a sharp bend in the
river, on the south side.
Daring the next year 355 feet of revetment will be built on the north
side, facing a sand-bank which is much exposed to wash to the detri-
ment of the channel ; also 140 feet of revetment on the south side in
continuation of the work of last season.
To carry the piers into 4he lake to the depth of 16 feet water will
require the extension of the north and south piers 650 and 750 feet,
respectively, or the addition of 28 cribs, each 50 feet long; which, at
84,000 each, will amount to $112,000; of which sum $50,000 can be
profitably expended during the next fiscal year.
Balance in Treasury of United States July 1, 1873 $15,000 87
Deduct amount expended last fiscal year 3,313 OO
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expeuded during the fiscal year ending June 30, 1874 10, 945 74
Amoont available July 1, 1874 10,742 13
Amount required for the fiscal year ending June 30, 1876 50, 000 00
(See Api>endix G 2.)
3. Ludington Harbor j Michigan. — Six 50-foot cribs were placed in ex-
tending south pier 300 feet. During the winter the outer crib lightened
and rolled into the channel, leaving the pier extension 250 feet for the
year's work.
During this season it is proposed to remove the old slab-revetment
and sandbank on the south side, revetting the face exposed; and to
replace the crib mentioned above.
Ten thousand dollars is thought by the officer in charge to be neces-
Bary to dredge the channel and complete the improvements for some
time to come.
BaUnoe in Treasury of Uuited States July 1, 1873 J25,000 00
Amoont in hands of officer and subject to his check 3,864 17
Amoont appropriated by act approved June 23, 1874 20, 000 00
Amoont expended during the fiscal year ending June 30, 1874 19, 414 68
Amoont available July 1, 1874 27,866 83
Amoont required for the fiscal year ending June 30, 1876 10, 000 00
(See Appendix G 3.)
4. Penttcater Harbor^ Michigan. — The top timbers and entire filling of
the 300 feet of revetment left incomplete at date of last report have
been finished. Two cribs (100 feet) were placed in extension o*f north
pier, and the superstructure built over them. Some necessary repairs
will also be made this season to tj^e filling at several places in both
piers.
^0 appropriation is asked.
Balance m Treasury of United States July 1, 1873 $20,000 00
Amoont in hands of officer and subject to his cheok 10, 003 55
Amount expeuded during the fiscal year ending June 30, 1874 23, 639 51
Amoont available July 1, 1874 .* 6,364 04
(See Appendix C 4.)
5. While River Harbor j Miohigan^^^UvLring the last fiscal year the
^orkatthis harbor has. been limited to making repairs, filling piera
with brush, slabs, and stone ballast.
44 REPORT OF THE CHIEF OF ENGINEERS.
The present year the south pier will be extended 50 feet, (1 crib,) and
slabs and stone will be added to the filling in the old work, while a por-
tion of the appropriation will be held over for dredging the channel,
should such contingency occur.
To carry out the south pier into 16^ feet water and the north pier into
11 feet, which is requisite to secure a permanent improvement, will cost
$44,525.60, to which should be added $5,000 for dredging.
Balance in Treasury of United States July 1, 1873 $7, 003 53
Deduct amount expended last fiscal year 1, 907 91
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the nscal year eudinj; June 30, 1874 4, 449 73
Amount available July 1, 1874 10,645 89
Amount required for the fiscal year ending June 30, 1876 49, 500 00
(See Appendix C 5.)
6. Muskegon HarboVj Michigan. — Xo appropriation was made for this
harbor last year.
The work under a former appropriation, 350 feet of revetment on south
side and 250 feet on north side^ was completed September 30, 1873.
With the $10,000 appropriated by act of Jane 23, 1874, the south pier
will be extended 50 feet, (1 crib,) and about 135 feet of pile-revetmeut
will be added to the north side, eastward of the Government work, where
the old slab-pier was burned and where a breach threatened.
Forty-six thousand dollars is asked to continue pier-extension, which
^he large commerce of this place demands.
Amount in hands of officer and subject to his check $9, 778 40
amount appropriated by act approved June 23, 1874 10, 000 00
^mount expended during the fiscal year ending June 30, 1874 9, 698 43
Amount available July 1, 1874 10,079 97
Amount required for the fiscal year ending June 30, 1876 46, 000 00
(See Appendix 0 6.)
7. Grand Haven Rarhor^ Michigan, — Early in the past year some very
needed repairs were put upon the south pier. Two thousand one hun-
dred feet of pile- work for north pier and revetment was put under con-
tract and nearly completed.
The present year the north pier will be extended 300 feet, (six cribs) —
probably as far as it will need to go for some time to come^and 500
feet of pile-revetment will be constructed on the south side eastward of
the former work.
The harbor is by far the best on this shore. It is 400 feet wide, with
20 feet of water.
No appropriation is required for the next fiscal year.
Balance in Treasury of United States July 1, 1873 $75, 000 00
Amount \n hands oi officer and subject to his check 6, 305 76
Amount appropriated by act approved June 23, 1874 50, 000 00
Amount expended during the fiscal year ending June 30, 1874 51, 595 20
Amount available July 1, 1874 79,710 56
(See Appendix C 7.)
8. Blacic Lake Harbor J 3fichigan. — Four hundred feet of pile-revetmeut
have been constructed on the south side during the year, and much of
the filling of the old work renewed.
During the present season the piers will be extended, the south 100
feet and the north 50 feet, possibly 100 teet.
To secure permanency to the present good condition of this harbor,
the piers should be extended to 15 feet of water, and $35,000 is asked
to continue this work of extension.
Balance in Treasury of United States July 1, 1873 |12, 007 35
Amouut in hands of officer and subject to hischeck 1,042 38
REPORT OF THE CHIEF OF ENGINEERS. 45
Amount appropriated by act approvecl Jane 23, 1874 T. $15, 000 00
AmoQDt expendt^d dnring the fiscal year ending June 30, 1874 12, 720 76
Amount available July 1, 1874 15,328 97
Amount required for the fi-Hcal year ending June 30, 1876 35, 000 00
(See Api)eDdix C 8.)
9. Saugatuck Harbor^ Michigan. — The contract made under the last ap-
propriation was annulled for cause, and the work of building 400 feet of
north pier is progressing by hired labor. It la about one-half completed.
A wing-dam 243 feet long was built in the river to direct the current.
It is proving of great benefit, apparently removing the agency which
tended to undermine the revetment, and is depositing material where it
is so nmch needed, and where the revetment has almost given way.
This year it is intended to build about 400 feet of pile-work, connect-
ing the north pier with the shore.
Fifteen thousand dollars is asked to continue the improvements.
Bilancein Treasury of United States July 1, 1873 $20,000 00
Deduct amoont expended last fiscal year 906 18
Amount appropriated by act approved June 23, 1874 10, 000 00
Amouut expended during the fiscal year ending June 30, 1874 13. 818 08
Amount available July 1, 1874 15, 275 74
Auiount required for the fiscal year ending June 30, 1876 15, 000 00
(See Appendix 0 9.)
10. South Haven Harbor^ Michigan. — During the past year there were
sank in extension of the north pier two cribs, (50 feet each,) and in exten-
sion of the south pier one crib.
The coming season the superstructure will be completed, and about
300 feet of revetment on north side will be built.
To continue the improvement will require $40,000.
Balance in Treasury of United States July 1, 1873 $20,000 00
Amount in bands of officer and subject to his check 8, 280 50
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the fiscal year ending Juno 30, 1874 26, 190 52
Amount available July 1,1874 12,089 98
Amount reqaired for the fiscal year ending June 30, 1876 40, 000 00
(See Appendix C 10.)
IL Saint Joseph Harbor^ Michigan. — No appropriation was made last
year, and, beyond a survey made in June, nothing has been done during
the year.
The appropriation of June 23, 1874, will be applied to the filling and
ballasting of the present piers.
No appropriation is asked.
Amount in hands of officer and subject to his check $155 33
Amount appropriated by act approved .June 23, 1874 " 2, 000 00
Amount expended during the fiscal year ending June 30, 1874 34 76
Amount a vallable July 1, 1874 2,120 57
(See Appendix C 11.)
ENLARGEMENT OF ST. MARY'S FALLS CANAL, AND IMPROVEMENT OP
THE ST. MARY'S RIYER — HARBORS ON LAKES HURON AND ST. CLAIR —
ST. CL.AIB FLATS CANAL AND DETROXT RIVER.
Officer in charge, Maj. G. Weitzel, Corps of Engineers, with Capt.
A. N. Lee, Corps of Engineers, under his immediate orders.
1. St. Marjfs Falls Canal, — During the year the purchase of land re-
qaired for the enlargement of the canal has been completed. The win-
ter was very fiavorable for work, and much has been accomplished. The
excavation for the deepening and widening of the greater portion of the
46 REPORT OF THE CHIEF OF ENGINEERS.
old priam and the pier-revetment for the side of the same were nearly
completed, as also the lock-pit for the new lock.
It is extremely important and pressing that there should be no delay
in constructing the new locks, as if anything should happen to prevent
the use of the old ones, the effect on commerce would be ruinous.
The original estimate of the cost of these locks was $1,159,330. Of
this sum there remains $560,000 to be appropriated, and at least $300,000
of this should be made available for the fiscal year ending June 30,
1870.
Balance in Treasury of United States July 1, 1«73 $524,038 00
Amount in hands of officer and subject to his check, (including $20,472.52
percentage due on contracts not yet completed) 118, 584 59
Amount appropriated by act approved June 23, 1874 200, 000 00
Amount expended during the fiscal year ending June 30, 1874 261, 599 24
Amount available July 1, 1874 5:M,0(52 81
Amount required for the fiscal year ending June 30, 1876 300, 000 00
(See Appendix D 1.)
2. 8t, Mary^s River^ Mwhigan. — A survey of the Hay Lake Channel
has been made, to form an estimate of the cost of its improvement. By
this channel the distance to the Sault St. Mary's Canal is shortened
eleven miles, and vessels would be enabled to navigate it at all hours,
the Lake St. George Channel, now used, being only practicable by day.
The opening of this channel, however, involves the serious expense of
rock-excavation through West Neebish Eapids.
(See Appendix D 2.)
3. Cheboygan Harbor^ Michigan, — The operations here have consisted
in continuing the dredging of a channel 13 feet deep across the bar,
under the appropriation of March 3, 1873. Seventy-six thousand nine
hundred and fifty-five cubic yards were dredged during the fiscal year.
The work already done has been of much benefit to the general com-
merce of the lakes.
The officer in charge submits an estimate of $60,000 for the next fis-
cal year.
Balance in Treasury of United States July 1, 1873 $15,000 00
Amount in hands of officer and subject to his check, (including |773.29
percentage due on contracts not yet completed) 6, 984 80
Amount appropriated by act approved June 23, 1874 15, 000 00
Amount expended during the fiscal year ending June 30, 1874 21, 211 51
Amount available July 1, 1874 15,000 00
Amount required for the fiscal year ending June 30, 1876, (as revised in
this Office) .• 31^,000 00
(See Appendix D 3.)
•.
4. Mouth of Au SabU River^ Michigan, — ^The operations during the year
consisted in dredging a channel 10 feet in depth across the bar of the
river and keeping existing structures in repair.
Attention is again called by the officer in charge to the encroach-
ments upon the channel of the river by private parties, which tend to
neutralize the good effects of the Government work.
Balance in Treasury of United States July 1, 1873 $4,980 50
Amount in hands of officer and subject to his check r>, 039 40
Amount expended during the fiscal year ending June 30, 1874 6, 842 25
Amount available July 1, 1874 3, 177 65
(See Appendix D 4.)
5. Saginaw Riverj Michigan, — The main obstruction in this river is the
Carrolton Bar, where it is proposed to confine the water by means of a
doable row of piling, to be driven on the eastern side of the river. The
REPOET OF THE CUIEF OF ENGINEERS. 47
other obstractions are lesser bars, which it is believed maybe removed
by dredging. The cost of the whole improvement is estimated at
$56,000. The appropriation of June 23, 1874, will be applied to the com-
mencement of this work.
The location of certain private docks have undoubtedly had an in-
jnrions effect upon this stream, and the officer in charge of this improve-
ment calls attention to the necessity of such legislation as will enable
those in charge of river-improvements to prevent the injuries com-
plained of.
Balance in Treasury of United States Jnly 1 , 1873 $292 89
Amount appropriated by act approved June 23, 1874 ^ 15, 000 00
Amonnt available July 1, 1874 15,292 89
Amount required for the fiscal year ending June 30, 1676 45, 000 00
(See i^ppendixes D 5 and D 6.)
6. Harbor of Refuge^ Lake Huron. — During the fiscal year four cribs
of the breakwater were placed in position and made secure, and all pre-
liminary arrangements for prosecuting the work vigorously made, and
all the necessary boats, derricks, dredges, and machinery furnished.
The officer in charge reports the work so far done as good, with fair
prospects for good progress in future.
Balance in Treasury ofUnited States JuV 1,1873 $242,800 00
Amoant in bands of officer and subject to bia cbeck 15, 825 02
Amoant appropriated by act approved June 23, 1874 75, 000 00
Amoont expended during the fiscal year ending June 30, 1874 33, 716 26
Amonnt available July 1, 1874 299,908 76
Amount required for the fiscal year ending June 30, 1 876 200, 000 00
(See Appendix D 7.)
7. Saint Clair Flats Ship-Canal. — ^The work of deepening this canal to
16 feet, 200 feet wide, is nearly completed ; 194,657 J cubic yards of ma-
terial were dredged during the year, and it is expected that the whole
amount required will be dredged for less than the estimate. Bo further
appropriation is required.
BaUnce in Treasury of United States July 1,1873 $100,060 00
Amoant in hands of officer and subject to his check 547 19
Amoant expended durinji: the fiscal year ending June 30, 1874 45, 153 53
Amoant available July 1, 1874 55,393 66
(See Appendix D 8.)
8. Mouth of Black River, St Clair River j Michigan. — The bar at the
mouth of Black River has been dredged to the depth of 13 feet through-
out, and two cuts of 15 feet in depth have been completed. The appro-
priation of June 23, 1874, will be applied to the continuation of this
dredging to a depth of 15 feet.
Estimate submitted by the officer in charge for continuing the work,
815,000.
BalanceinTreasuryofUnitedStates July 1,1673 $15,000 00
Amoant in hands of officer and subject to his check, (including $1,377.95
percentage due on contracts not yet completed) * 1, 377 95
Amoont appropriated by act approved June 23, 1874 15, 000 OO
Amonnt expended during fiscal year ending Jane 30, 1874 15, 000 OO
Amonnt available July 1, 1874 15,000 OO
Amoant required for the fiscal year ending June 30, 1876, (as revised in
this Office) 10,000 OO
(See Appendix D 9.)
9. Improvement of Detroit River. — The act of June 23, 1874, appropri-
ated $25,000 for removing bowlders and rocks from Detroit River. At
the close of the fiscal year instructions had been given for the expendi-
ture of this appropriation.
43 REPORT OF THE CHIEF OF ENGINEERS.
<
A resolution of the House of Representatives of December 18, 1873,
calling for an approximate estimate of the expense of deepening and
widening the navigable channels of the rivers and waters connecting
Lake Huron with Lake Erie for practicable navigation for vevssels drawing
20 feet of water, was referred to Majors Comstock and Weitzel, Corps
of Engineers, for report thereon.
Their report will be found in Appendix D 10.
HARBORS ON LAKE ERIE.
OfiSeer in charge, Maj, Franklin Harwood, Corps of Engineers.
1. Monroe HarhoVj Michigan, — The harbor-piers were thoroughly
repaired during the year and the bends of the channel protected from
abrasion by piling and sheathing. The entire length of the canal-banks
needs like protection. This will be applied, during the coming year, as
far as practicable, with the appropriation of June 23, 1874. To complete
this work, $40,000, in addition, will be needed. A little annual dredg-
ing at the mouth of the harbor may also prove necessary.
Balance io Treasury of United States July 1,1873 $10,000 00
Amouut in bands of officer and subject to his check, (including $668 76
percentage due on contracts not yet completed) 7, 669 20
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the fiscal year ending June 30, 1874 « 17, ^y^iS 54
Amouut available July 1, 1874 10,100 (56
Amount required for the fiscal year ending June 30, 1876, (as revised in
thisOflice) ^0,000 00
(See Appendix E 1.)
2. Toledo Harbor^ Ohio, — The improvement, by dredging, of the ap-
proach to Toledo from Lake Erie, over the shoals in Maumee Bay, in
accordance /with the plan of a board of engineer-oflficers approved in
January, 1873, was continued during the year, and a channel 15 feet
deep and 100 feet wide (except for a distance of half a mile, where it is
only SO feet wide) has been opened from Toledo to the lake. Future
appropriations will be applied to the completion of this plan.
The officer in charge submits an estimate of $325,000 for completing
the work during the next fiscal year.
Balance in Treasury of United States July 1, 1873 $85,000 00
Amonot in hands of olficer and subject to his check 15, 536 34
Amount appropriated by act approved June 23, 1874 75, 000 00
Amount expended during the liscal year ending June 30, 1874 100,017 57
Amount available July 1, 1H74 75, 518 77
Amount required for the tiscal 3'ear euding June 30, 1876, (as revised In
this Office) 200,000 00
(See Appendix E 2.)
3. Port Clinton Harbor^ Ohio. — ^The catch-sand fence referred to in itiy
last annual report was built on the north spit at the mouth of Portage
Kiver to prevent its encroachment on the channel. It has answered its
purjmse excellently, but may possibly need extension from time to time.
No further improvement can be effected short of the extensive project,
referred to in previous annual reports, of a cut through the bar at the
river's mouth and the construction of piers to confine the waters of the
river to the new opening.
Amount in hands of officer and subject to bis check, (including $318.54
perceiit a«?e due on contracts not yet completed) $4, 674 62
Amount expended during the fiscal year ending June 30, 1874 4, 420 ^7
Amount available July 1,1874 253 65
(See Appendix E 3.)
REPORT OF THE CHIEF OF ENGINEERS. 49
4. SandusJcy City Harbor ^ Ohio. — A channel 15 feet in depth and 75
feet wide has been dredged through the shoal in the bay. A fnrtber
widening to 100 feet is advisable, but in order to render it accessible
extensive dredging will be required on the outer bar.
The appropriation of June 23, 1874, will be expended upon this.
The officer in charge submits an estimate for continuing the work
during the next fiscal year of $105,000.
Balance in Treaenry of United States July 1, 1873 $20,000 00
Amoant in liands of officer and subject to his check, (iuclading $719.61
percentage due on contracts not yet completed) 10, 0*23 78
Amoont appropriated by act approved June 23, 1874 25, 000 00
Amoant expended during the fiscal year ending June 30, 1874 30, 006 93
Amount available July 1, 1874 25,016 85
Amount required for the fiscal year ending June 30, 1876, (as revised in
this Office) 50,000 00
(See Appendix E 4.)
5. Huron Harbor^ Ohio. — The repairs mentioned in the last annaal
report have been completed, and the harbor is now in excellent condi-
tion. It only remains to rei)air the piers and dredge a shoal at the
base of the west pier, most of which will be done during the present
year.
A fnrtber appropriation of $1,000 will complete the work at this
barhor.
Balance in Treasury of United States July 1,1873 $3,300 00
Amoant in hands of officer and subject to his check 3, 049 21
Amount appropriated by act approved June 23, 1874 1, 500 00
Amount expended during the nscal year ending June 30, 1874 5, 123 26
Amount aval lable July 1, 1874 2,725 95
Amount reqa ired for the fiscal year ending June 30, 1876 1 , 000 00
(See Appendix E 5.)
6. Vermillion Harbor^ Ohio. — During the fiscal year the extension of
the piers was completed, as well as blasting and dredging in the channel,
so that now ready access is had* to the interior harbor. The appropria-
tion of June 23, 1874, will be applied to repairs of the older parts of the
Itiers, for the completion of which the sura of $3,000 will be required for
the next fiscal year.
As the commerce of this place is rapidly growing, the widening of the
channel to 100 feet, with an increase of its depth to 14 feet, is urged by
th«)8e interested in its trade. It is estimated that $10,000 will suffice
for this purpose, which sum is included in the estimate submitted below
of the amooDt required for the next fiscal year.
BahinceinTreaanry of United States July 1,1873 |9,000 00
Amoont in hands of officer and Hubject to his check, (including $149.60
percentage due on contracts not yet completed) 5, 083 83
Amount appropriated by act approved June 23, 1874 3, 000 00
Amount expended during the fiscal year ending June 30, 1874 14, 083 83
Amount available Jnly 1, 1874 3,000 00
Amount required for the fiscal year ending June 30, 1876, (as revised in this
Office) 13,000 00
(See Appendixes E 6 and E 7.)
7. Black River Harbor, Ohio. — ^The work of pier-extension was con-
tiuued during the yeai*, but with some delay, owing to tlie difficulty of
procnrinfj the proper timber.
During the open months of the past winter the work stood the test of
severe storms, carrying with them large masses of ice, and has suffered
comparatively slight damage, and that only above the water-line. Two
hundred and twenty lineal feet of superstructure remain to be laid to
4 £
50 REPORT OF THE CHIEF OF ENGINEERS.
complete the extension of 1873. The plan of improvement adopted is to
extend the piers to 15 feet water, and there permanently close the con-
struction ; otherwise the bar recently dredged will, in the course of time,
re-form, and will require annual dredging. With the piers thus ex-
tended the harbor will be for many years accessible to deepest-draught
vessels. The dredging on the bar was satisfactory, resulting in a depth
of 14 feet of water.
Balance in Treasury of the United States July 1, 1873 $14, 003 78
Amount in hands of officer and subject to his check, (including $1,566.53
percentage due on contracts not yet completed) 11, 092 08
Amount appropriated by act approved June 23, 1874 20, 000 00
Amount expended during the tiscal year ending June 30, 1874 25, 551 0*2
Amount available July 1, 1874 18,281 88
Amount required for the iiscal year ending June 30, 1876 10, 000 0^
(See Appendix E 8.)
8. Rocky River Harbor^ Ohio. — Three hundred and sixty feet of pier were
built at this point during the year, exhausting the appropriation. The
appropriation of June 23, 1874, is, by the terms of the act, to be ex-
pended in preserving and continuing the work upon the pier. The con-
struction of a permanent harbor will require a large outlay. If, however,
this harbor is to be established, it would be most economical to complete
it in one season, and the officer in charge submits an estimate of $240,000
therefor.
Balance in Treasury of United States July 1, 1873 |1,000 00
Amount in bands of officer and subject to his check 7, 722 37
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the fiscal year ending June 30, 1874 8, 722 37
Amount available July 1, 1874 10,000 00
Amount required for the fiscal year ending June 30, 1876, (afi revised in
this Office) 30,000 00
(See Appendix E 9.)
9. Cl€velai%d Harbor^ Ohio, — The most pressing repairs of the piers
have been attended to, exhausting the appropriation. The appropria-
tion of June 23, 1874, will be needed to put the piers in good order,
which can be done during the present fiscal year.
A survey "for the construction of a harbor of refuge" at this locality
was made in compliance with the provisions of the riv^er and harbor act
of March, 1873, and a report, with project and estimate of cost, was sub-
mitted to Congress January 24, 1874, and printed in Ex. Doc. No. 84,
H. E., Forty-third Congress, first session. The plan submitted by the
officer in charge of the survey 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 ea<5h, making an angle with
each other' of about 138°, the apex to be about 3,000 feet in front of the
ends of the present piers of entrance, and embracing an anchorage of
about 260 acres.
The ^bottom of the lake consists here of a loose deposit of soft blue
clay, silt, and sand, no rock or firm foundation of any kind being found
within a penetration of 25 feet. An approximate estimate was pre-
sented by the officer in charge, Major Harwood, of $4,000,000, as the
probable maximum cost of the plan he submits.
In view of the magnitude of the undertaking and the great cost of
the plan above referred to. Congress directed in the river and harbor
improvement act of June 23, 1874, a survey to be made for a breakwater
at Cleveland, with a view to obtaining a new estimate for four fathoms
water.
KEPORT OF THE CHIEF OF ENGINEERS. 51
The reiK)rt upon this latter survej' will be submitted to Congress
during its next session.
Balance iD Treasary of United States July 1, 1873 Sl.OOO 00
Amoant appropriated by act approved June 23, 1874 30, 500 00
Amount expended during the iiseal year ending June 30, 1874 1, 000 00
Amount available July 1, 1874 30,500 00
(See Appendix E 10.)
10. Grand River Harbor^ Ohio, — The extension of the piers was con-
tinued last season until the appropriation was exhausted, leaving to be
executed the building of 270 feet of superstructure and completion of
300 feet of same at west pier, the placing of the beacon-crib, the build-
ing of 209 feet at east pier, and the completion of 91 feet of its super-
structure. A ft-eshet made a breach at the base of the east pier, which
must be stopped by prolonging the pier across it. Sheath-piling is also
required to protect the shore-end of the west pier. The pier being
completed, the harbor will be an excellent one.
Balance in Treasury of United states July 1, 1873 $13,664 59
Amoant in hands of officer and subject to his check, (including $3,437.05
percentage due on contracts not yet completed) 9, 407 19
Amoant appropriated by act approved June 23, 1874 20, OOO 00
Amount expended during the fiscal year ending June 30, 1874 23, 071 78
Amoant available July 1, 1874 20,000 00
Amount required for the fiscal year ending June 30, 1876 15, 000 00
(See Appendix E 11.)
11. Ashtabula Harbor^ Ohio. — A channel 60 feet wide and 14 feet deep,
low stage, was completed from the harbor to the lake during the fiscal
year. It should be widened to 100 feet to allow vessels to pass each
other freely. Before this can be undertaken, in order to keep the pres-
ent channel open, it will be necessary to stop the influx of sand from
the west. To do this, the west pier must be extended lakeward to at
least 14 feet water.
Balance in Treasary of United States July 1, 1873 $10,000 00
Amount in hands of officer and subject to his check 5,997 10
Amoant appropriated by act approved June 23, 1874 35, 000 00
Amoant expended during the nscal year ending June 30, 1874 15, 973 63
Amoant available July 1, 1874 35,023 47
Amoont required for the fiscal year ending June 30, 1876 45, 000 00
(See Appendix E 12.)
12. Conneaut Harbor^ Ohio. — This harbor is in good condition, requir-
ing only minor repairs to piers, for which the present estimate is made.
Balance in Treasury of United States July 1, 1873 :... $400 00
Amoant appropriated by act approved Juue 23, 1874 , 1, 500 00
Amoant expended during the fiscal year ending June 30, 1874 399 55
Amoant available July 1, 1874 , 1,500 45
Amount required for the fiscal year ending June 30, 1876 1, 000 00
(See Appendix E 13.)
13. Erie Harbor^ Pennsylvania. — Dredging in the channel and at the
mouth of the harbor was continued during the fiscal year. The gales
of the antnmn and winter made serious attacks on existing protections
to Presque Isle and the harbor, to meet which there are needed a beach-
protection at the north spit at the entrance, a thorough repair of the
north pier, and a replanting of the neck of the peninsula with willow.
A small amoant of dredging is also annually required at the entrance
of the harbor.
The appropriation of June 23, 1874, will be expended in the above
vork, as far as it will admit.
Balance in Treasuiy of United States July 1, 1873 $8,000 00
Amoant in hands of officer and subject to his check, (including $327.81 per-
centage dae on contracts not yet completed) 2, 320 81
52 REPORT OF THE CHIEF OF ENGINEERS.
Amoant appropriated by act approved Jane 23, 1874 |20, 000 00
Amonnt expended during the hscal year ending Jane 30, 1874 10, 195 28
Amount available July 1, 1874 20,125 53
Amoant required for the fiscal year ending Jane 30, 1876 -80, 000 00
(See Appendix E 14.)
14. DunJcirJc Harbor, New TorJc» — At the close of the fiscal year the chan-
nel was partly dredged and the breakwater prolonged westwardly to its
edge, but not completely finished in superstructure. Sixty teet of
under-water work was added to the easterly end. The channel can be
completed and the breakwater, which is now 540 feet long, finished to
600 feet by the close of the present fiscal year. The harbor will then
be an excellent one, and will become better and better as the break-
water is prolonged to the eastward.
For continuing the work during the next fiscal year the officer in
charge submits an estimate of $100,000.
Balance in Treasury of United States July 1, 1873 830,000 00
Amount in bands of officer and subject to his check 8, 736 86
Amonnt appropriated by act approved June 23, 1874 35, 000 00
Amount expended during the fiscal year ending June 30, 1874 36, 130 56
Amount available JuJy 1, 1874 .* 37,606 30
Amount required for the fiscal year ending June 30, 1876, (as revised in this
Office) 50,000 00
(See Apiiendix E 15.)
15. Buffalo Harbor, Xeio York. — The damage to the breakwater by
the fall and winter gales of 1872 was repaired and the work continued
100 feet, making in all 2,499 feet of completed work. The severe gale
of December 4, 1873, injured the foundation of the new work, which has
settled to the water-level, having separated it from the work of 1872,
which was also damaged extensively in superstructure. Damages were
repaired as far as practicable. For want of funds no further progress
was made, and the work stood at the close of the fiscal year as the gale
had left it. The lakeward side of the breakwater was badly cut by float'-
ing ice during the winter, and will have to be iron-plated near the water-
level.
The gale of December 4, 1873, caused a large accumulation of sand at
the head of the south or light-house pier, which required removal before
the opening of navigation, and a special appropriation of $20,000 was
made by Congress February 25, 1874, for tins purpose. The sand was
accordingly removed in time to obviate all danger to the channel.
A board of engineers was convened at Buffalo to consider and report
upon a plan to prevent future encroachment of sand at the mouth of
Buffalo River, and upon examination approved the project of the officer
in charge of the work (Major Harwood) to build a catch-sand pier iu the
vicinity of the proposed south channel ; this to be a pile-pier 10 feet in
width covered by 6 feet of superstructure and extending to the 12-foot
curve ; thence prolonged in the same direction by crib- work 20 feet in
width, covered with 6 feet of superstructure to a designated i>oint. Iu
addition to the catch-sand pier, the board anticipated that other jetties
of slight construction, not to exceed 300 feet in length, might be needed
at different points between the site of the one proposed and the south
United States pier, to arrest the transfer of sand and prevent the abra-
sion of the beach during the period in which the breakwater was in
course of construction.
The board directed minute and careful examination and survey to be
made of the vicinitv of the breakwater, with a view to ascertain bv
iminent borings the exact character of the bottom, having in view a
REPORT OF THE CHIEF OF ENGINEERS. 53
possible change of direction of the present breakwater and the projec-.
tioD of a plan for additional protection, as recommended by the officer in
charge of the work. The survey and examination were delayed for
want of fands necessary to the prosecution, but are now in progress.
The ofiicer in charge submits an estimate, for continuing the work
during the next fiscal year, of $500,000.
Balance in Treasar^ of United states July 1, 1873 $45,000 00
Amount in hands of officer and sabject to bis cheeky (iucludiug $2,037.94 per-
centa|i^ doe on contracts not yet completed) 10,30183
Amount appropriated by acts approved February 25 and June 23, 1874. .. 95, 000 00
Amount expended during the fiscal year ending June 30, 1874 73, 000 68
Amount available July 1, 1874 77,301 15
Amount required for the fiscal year ending June 30, 1876, (as revised iu this
Office; 200,000 00
(See Appendixes E 16 aud E 17.)
EXAMINATIONS AND SURVEYS FOE IMPROVEMENT.
Major Harwood was instraeted, to comply with provisions of tbe act
of March 3, 1873, to make the necessary examinations and surveys for
the preparation of an estimate for the construction of a harbor of refuge
^t Cleveland. His report thereon was transmitted to Congress at its
last session.
(See Appendix E 18.)
HARBORS ON LAKE ONTARIO AND THE RIVER ST. LAWRENCE.
OflScer in charge, Maj. John M. Wilson, Corps of Engineers.
1. Olcott Harbor^ New York. — Operations were carried on during the
year both upon the construction of the piers and dredging the channel.
The superstructure upon 90 feet of the west pier was filled with stone
and decked over and entirely constructed upon 120 feet of the east pier.
Two thousand three hundred and eighty-six yards of red shale and rock,
13,428 cubic yards of clay, sand, gravel, and mud, one oKl crib, a large
bowlder, and the wreck of an old vessel were removed from the channel
by dredging.
Daring the present season it is proposed to open a channel 50 feet
wide between the piers by the removal of rock.
The officer in charge submits an estimate of $30,000 for continuing
the work during the next fiscal year.
Balance in Treasnry of United States July 1, 1873 $10, 200 00
Amoaat in hands of officer and subject to his check, (including $724.99 per-
centagedueon contracts not yet completed) 1,531 76
Amoant appropriated by act approved June 23, 1874 10, 000 00
Amount exi>euded daring tbe fiscal year ending June 30, 1874 11, 720 44
Amount available July 1,1874 10,011 32
Amount required fur the fiscal vear ending Julv 30, 1876, (as revised in this
Office) .' r 10,000 00
(Sije Appendix F 1.)
2. Oak Orchard Harbor, New York. — Operations during the fiscal year
"Were carried on with hired labor, drilling, blasting, aud excavating rock,
^., from the channel between the piers; 1,132 holes, amounting to
4t556 lineal feet, have been drilled and blasted under water, varying from
7 to 11 feet in depth ; 3,503 cubic yards of red shale and rock and
1,958.21 cubic yards of mud, sand, gravel, &c., have been removed by
dredging.
Daring the present season it is proposed to level up tbe piers where
54 REPORT OF THE CHIEF OF ENGINEERS.
settlement lias taken place, to continue drilling and blasting rock in the
channel, and to continue dredging.
The officer in charge sabmits an estimate of $15,000 for continuing
the work during the next fiscal jear.
Balance in Treasury of United States July 1 , 1873 ^10, 673 73
Amount in bands of officer and subject to bis check 16 97
Amount appropriated by act approved June 23, 1874 10, 000 00
Aniouut expended during the bscal year ending June 30, 1874 10, 623 06
Amount available July 1, 1874 10,067 64
Amount required for the fiscal vear ending June 30, 1876, (as revised in this
Office) " 10,000 00
(See Appendix F 2.)
3. Charlotte Harbor^ New Yorlc. — Operations have been confined dur-
ing the year to those absolutely necessary for the preservation of the
piers, and have consisted of minor repairs at various points.
There are no available funds for the present fiscal year.
Amount expended during the fiscal year ending June 30, 1874, from appro-
priation for examination, survey, &c.. act of 1870 $634 32
Amount required for the fiscal year ending June 30, 1876 5, 000 00
(See Appendix F 3.)
4. Pultneyville Harbor, New York. — ^Operations during the year have
been carried on under contract constructing the east pier, 212 lineal feet
of which have been built ; of this length 122 feet were in water 10 feet
deep and 90 feet in water 6 feet deep.
During the present season it is proposed to add 110 lineal feet to the
west pier, the cribs to be sunk in an average depth of 10 feet, and to
open the channel by dredging.
Tlie officer in charge submits an estimate for $19,000 for continuing
the work during the next fiscal year.
Balance in Treasury of the United States July 1, 1873 |10, 800 00
Amount in hands of officer and subject to his check 1, 788 2ti
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the fiscal year ending June 30, 1874 12, 588 28
Amountavailable July 1,1874 10,000 00
Amount required for the fiscal year ending June 30, 1876, (as revised in
this Office) 10,000 00
(See Appendix F 4.)
5. Oreat Sodus Harbor, New York, — Operations during the year com-
prised dredging the channel between the piers and repairing the east
breakwater ; 16,808 cubic yards of sand and gravel have been removed,
and 158 feet of the east breakwater completed.
During the present season it is proposed to remove sand, gravel, &c.,
from the channel between the piers, and to rebuild about 350 lineal feet
of the east breakwater.
The officer in charge submits an estimate of $20,000 for continuing
the work during the next fiscal year.
Balance in Treasury of United States July 1, 1873 $55 84
Amount in hands of officer and subject to his check, (including $666.32 per-
centage due on contracts not yet completed) 4,694 40
Amount appropriates! by act approved June 23, 1874 15, 000 00
Amount expended during the fiscal year ending June 30, 1874 4, 694 40
Amount available July 1, 1874.. .1 15,055 84
Amount required for the fiscal year ending June 30, 1876, (as revised in this
Office) 15,000 00
(See Api)endix F 5.)
6. Little Sodtis Harbor, Neic York. — Duriug the fiscal year operations
have been carried on under contract constructing the east pier and
REPORT OF THE CHIEF OF ENGINEERS. 55
breakwater. Two handred and forty-three lineal feet of pier complete
have been added to the east pier, and 60 feet of superstructure upon cribs
previously sunk. One hundred and ten feet complete of the east break-
water have been constructed, and 130 feet additional completed, except
oDe course of timber.
During the present season it is proposed to construct 540 lineal feet
of the east breakwater, to complete the filling of the east pier, and to
repair the decking upon about 600 feet of the west pier.
The officer in charge submits an estimate of $27,000 for continuing
the work during the next fiscal year.
Balance in Treasury of United States July 1, 1873 $15, 555 33
AoiouDt in hands of officer and subject to his check, (including $627.89,
percentage due on contnicts not yet completed) 4, 917 15
Amonnt appropriated by act approved June 23, 1874 15, 000 00
Amount expended during the fiscal year ending Juue 30, 1874 20, 417 15
Amonnt available July 1, 1874 15,055 33
Aioonnt required for the fiscal year ending June 30, 1876, (as revised in
this Office) 15,000 00
(See Appendix F 6.)
7. Oswego Harbor, New York, — The old pier was very badly'injiired by
tlie winters terms, and has required extensive repairs, involving the
almost entire rebuilding of a large portion of it. These repairs are
nearly completed. Four hundred feet of crib- work complete have been
added to the line of the new pier, and 90 feet placed in rear of it for
coonterforts^; 1,125 lineal feet of superstructure have been completed.
Doriug the present season it is proposed to complete the repairs of
the old pier and to add about 520 lineal feet to the new pier, 460 feet to
be upon the prolongation of the present line of the pier, and 60 feet in
rear as counterforts.
The oflScer in charge submits an estimate of $300,000 for continuing
the work daring the next liscal year.
Balance in Treasnry of United States July 1, 1873 $107, 156 24
Anionnt in bands of officer and subject to his check 5, 350 14
Amooot appropriated by act approved June 23, 1874 75, 000 0.0
AiDoont expended during the fiscal year ending June 30, 1874 112, 157 34
Amount available July 1, 1874 75,349 04
Amonnt required for the fiscal year ending June 30, 1876, (as revised in this
OflBce) 200,000 00
(See xVppendix F 7.)
8. Mouth of Black River, Xeic York. — Operations during the year have
consisted in dredging a chauuel 3,000 feet long, 20 feet wide, and 7 feet
deep through the bar at the mouth of the river, removing, in all, 11,500
cable yards of sand, mud, and sawdust. The heavy gales of September
caosed thi8 channel to till up again, as was anticipated.
There are no funds available for the present fiscal year.
Balance in Treasury of United States July 1, 1873 $4,600 00
Deduct this sum, expended in last fiscal year 24 29
Amonnt expended during the fiscal year ending June 30, 1874 4, 575 71
Amonnt required for the fiscal year ending June 30, 187G, if it is proposed
10 carry on the work 50,000 00
(See Appendix F 8.)
9. Ogdenshurgh Harbor, New York, — Operations have been in progress
dredging under contract the channel parallel to the line of docks, and
widening and deepening that over the bar near the light-house ; 6,130
cubic yards^of mud, sand, and gravel have been removed from the
former channel, and 3,000 cubic yards from the latter.
During the present season it is proposed to complete the channel in
56 REPORT OF THE CHIEF OF ENGINEERS.
the St. Lawrence Biver, parallel to the line of docks, to a width of 150
feet, and to widen and deepen the channel over the bar near the light-
hoase.
Balance in Treasury of United States July 1, 1873 |3,092 72
Amount in hands of officer and subject to his check 2, 644 97
Amount appropriated by act approved June 23, 1874 6,000 00
Amount expended during the fiscal year ending June 30, 1874 5, 737 69
Amount available July 1, 1874 6,000 00
Amount required for the fiscal year ending June 30, 1876 5,0U0 00
(See Appendix F 9.)
10. Waddingtan Rarhor^ New York. — During the fiscal year a channel
has been dredged through the bar at the head of Little Biver, the upper
entrance to the harbor of Waddington, by removing 8,728 cubic yards
of bowlders, cobble-stone, stiff clay, mud, &c. The channel was 400
feet long, 200 feet wide, and the depth of 11 feet at low water was
obtained.
Daring the present season it is proposed to widen and deepen the
inner end of the channel over the bar, and to widen and deepen the
channel near the ferry-docks below the dam.
Balance in Treasury of United States July 1, 1873 |6,700 00
Amount in hands of officer and subject to his check 3,270 25
Amount appropriated by act approved June 23, 1874 10,000 00
Amount expended during the fiscal year ending June 30, 1874 9, 957 94
Amount available July 1, 1874 10,012 31
(See Appendix F 10.)
HARBORS ON LAKK CHAMPLAIN — IMPROVEMENT OF OTTER CREEK,
VER3IONT.
Officer in charge, Lieut. Col. John Newton, Cordis of Engineers.
1. Plattshurgh Harbor^ Netc York, — During the year the superstructure
of the extension to the breakwater of 100 feet was completed, and the
crib- work for an extension of 50 feet was sunk and filled with atone,
and the superstructure will be completed between July 1 and Decem-
ber 31, 1874.
Under appropriation of June 23, 1874, it is proposed to repair the
south end of the old breakwater.
Balance in Treasury of Uuitwi States July 1, 1873 $10,000 00
Amount in bands of officer and subject to his check 5, 095 67
Amount appropriated by act approved June 23, 1874 5, 000 00
Amount expended during the liscal year ending June 30, 1874 H, 242 88
Amount available July 1, 1874 10,116 79
{8ee Appendix G 1.)
2. Burlington Harbor^ Vermont — During the year the superstructure
of the extention to the breakwater of 180 feet lias been completed, and
two cribs for an extension of 220 feet in a southerly direction have also
been sunk and filled with stone, the superstructure of which will be
completed between July 1 and December 31, 1874.
Under appropriation of Juue 23, 1874, it is proposed to extend the
breakwater about 137 feet from the north end in direction nearly north-
west.
Balance in Treasury of United States July I, 1873 $40, 145 09
Amouut in hands of officer and subject to his check 11, 440 51
Amount appropriated by act approved Juue 23, 1H74 25, 000 00
Amount expended dnriug the fiscal year ending Juue 30, 1874 39, 742 61
Amount available July 1, 1874 27, 460 8i»
Amount required for the fiwcal year euding June 30, 1^76 40, 000 0i>
(See Appendix G 2.)
I
KEPOET OF THE CHIEF OF ENGINEERS. 67
3. Swanton Harbor, Vermont — During the year one crib 110 feet long
for a breakwater has been constructed, and the superstructure will be
constructed between July 1 and December 31, 1874.
Under appropriation of June 23, 1874, for $8,000, it is proposed to con-
tinue the breakwater in the present northwesterly line.
The officer in charge submits an estimate of $249,100 for completing
the work.
Balance in Treasury of United states July 1, 1873 $15,000 00
Amouot appropriated by act approved Jnne ^, ld74 6, 000 00
AmoaDt expended during fiscal year ending June 30, 1874 8, 241 65
Amount available July 1, 1874 10,193 35
Amoont required for the fiscal year ending June 30, 1876, (as revised in this
Office) 20,000 00
(See Appendix G 3.)
4- Improving Otter Creek, Vermont, — Daring the year dredging has
heen done at the following points : Brick-yard, 3,200 cubic yards ma-
terial removed ; Smith's Bend, 6,000 cubic yards material removed ;
Ball Brook, 4,762 cubic yards material removed; Vergennes Basin,
5,T50 cubic yards material removed, consisting of clay, sand, gravel, silt,
stone, and saw-mill debris. This improvement enables vessels to reach
the wharves at any point on the east side of the basiu.
Briaoce in Treasury of United states July 1, 1873 $7,500 00
Amount in hands of officer and subject to his check 2, 074 00
Amount expended during the fiscal year ending Jnne 30, 1874 9, 346 86
Amount available July 1, 1874 227 27
Amount required for the fiscal year ending June 30, 1876, to complete the
improvement 48,000 00
(See Appendix G 4.)
WESTERN RIVERS AND GULF OF MEXICO.
PBESEHVATION OF THE FALLS OF ST. ANTHONY — CONSTRUCTION OF
LOCK AND DAM AT MEEKER'S ISLAND — IMPROVEMENT OF MINNE-
SOTA RIVER.
Officer ia charge, Maj. F. U. Farqahar, Corps of Engineers.
1. Preservation of the Falls of 8t Antliony. — Attention is invited to
tlie annual report of Major Farqahar, and to the report of the board of
engineer officers constituted to consider the subject of the preservation
of these falls, which will be found in the appendix to this communica-
tion; from Vrhich it will be seen that the longer the construction of all
the works necessary for the preservation of the falls is delayed the
greater will be their cost, as large sums have been expended in meet-
ing continually occurring emergencies, which would not have taken
place bad the means provided been sufficient to proceed at once with
the main works.
The work of the last fiscal year consisted in placing that which had
already been done beyond the danger arising from breaks under the
hme-rock into the tunnel near the head of the ledge. A contribution of
$17,157.50 from the citizens of Minneapolis was also used to the same
end.
The board of engineer officers recommend the following expenditures :
For diam on the surface of the rock, $24,420 ; repair and extension of
the aprons to protect the lower end of the falls, $65,000 ; completion of
the dike under the limestone-rock, $130,000; and construction of the
walls at the head of the limestone-rock, $200,000 : in all, $419,792. Of
this sum there was available on July 1, 1874, $125,000, leaving still re-
58 REPORT OF THE CHIEF OF ENGINEERS.
quired $294,792, of which there could be profitably used during the fiscal
year ending June 30, 1876, $200,000.
During the present fiscal .year it is proposed to commence the \yater-
tight wall or dike recommended by the board of engineers.
BalaDce in Treasury of United States J nly 1, 1873 $20,000 00
Amonnt in hands of officer, and subject to his check, (iDcludiug $5,244.6'.2
due on material not yet paid for) 21, 8K0 78
Amonnt appropriated by act approved J nne 23, 1874 150, 000 00
Amonnt expended during the fiscal year ending June 30, 1874 35, 147 63
Amount available July 1, 1874 151,488 53
Amount required for tne fiscal year ending June 30, 1876 200, 000 00
(See Appendixes H 1 and H 2.)
2. Lock and dam at Meekefs Island, Minnesota. — No work was done, as
the provisions of the act approved March 3, 1873, were not complied
with by parties holding the land-grant until the spring of this year.
Some borings will be necessary before a final estimate of the cost of
this work can be made. From known data it is estimated that the cost
of the lock and dam will be about $922,121.46, and if the work is to be
prosecuted a sum of not less than $300,000 should be appropriated for
the fiscal year ending June 30, 1870.
Balance in Treasury of United States Jul v 1, 1873 $25, 000 00
Amount available July 1, 1874 * 26,000 00
Amount required for tiie tiscal year ending June :J0, ISTH 300, 000 00
(See Appendix^H 3.)
3. Improvement of Minnesota River, Minnesota. — The work during the
fiscal year consisted in the removal of a large number of bowlders and
snags from the river and a small amount of rock in place, which nearly
exhausted the available funds.
It is proposed to use the appropriation of June 23, 1874, for a detailed
survey of the river, in order to plan and estiuiate the cost of improving
the river by means of dams and locks. It is recommended that $60,000
be appropriated for a lock and dam at Little Rapids.
Balance in Treasury of United States July 1, 1873 |5, 000 00
Amount in hands of officer and subject to his check 6, 379 72
Amount appropriated by act approved June 23, 1874 10, 000 00
Amonnt expended during the tiscal year ^ending June 30, 1874 9, 975 25
Amount available July 1, 1874 '. 11, 404 47
Amount required for the fiscal year ending June 30, 1876 60, 000 00
(See Appendix H 4.)
EXA>nNATIONS AND SURVEYS FOR IMPR0VE3IENT.
Major Farquhar was charged with and has reported upon the follow-
ing surveys provided for in the act of March 3, 1873 :
1. Galena River, from its mouth to Galena, Illinois.
(See Appendix H 5.)
2. Red River of the ^orth, from Moorehead to Pembina.
(See Appendix H 6.)
To comply with a request from the Board of Trade of Minneapolis, an
examination was made in December last, under the direction of Major
Farquhar, of the Mississippi lliver between St. Cloud and the falls of
St. Anthony, with the view of forming an approximate estimate of
the cost of improving the river between those points.
For the result of this examination see Appendix H 7.
REPORT OF THE CHIEF OF ENGINEERS. 59
nrPEOVE3IENT OF THE UPPER MISSISSIPPI BETWEEN ST. PAUL, MIN-
NESOTA, AND GRAFTON, ILLINOIS. — IMPROVEMENT OF DES 3IOINES
AJTD BOCK ISLAND RAPIDS OF THE MISSISSIPPI RIVER, AND IMPROVE-
MENT OF THE ILLINOIS RIVER.
OflBoer in charge, Col. J. X. Macomb, Corps of Engineers, having under
his immediate orders Capt. Amos Stiekuey, Corps of Engineers.
1. Improvement of Upper Mississippi River, — The steamer Montana, in
charge of Capt. J. B. Davis, a river-captain of experience, was employed
as heretofore in dredging sand-bars and rendering temporary aid to the
navigation in advance of the permanent system to be projected for im-
proving this section of the river.
Dntil the plans for permanent improvement can be perfected in pur-
snance of surveys now in progress, it is recommended that the plan of
temporary aid be continued as asked for by the engineer in charge.
Balance in Treasury of Uniteil States July 1, 1873 $-^,000 00
]>edoct amoant expended in last tiscal year 2,527 30
Amoant appropriated by act approved June 23, 1874 25, 000 00
Amoont expendecl dnrin;; the tiscal year ending Jnne 30r, 1874 22, 656 62
Amoant available July 1, 1874 25,019 99
Amount required for the tiscal year ending June 30, 1876 .25, 000 00
(See Appendix 1 1.)
2. Improving Des Moines Rapids, Mississippi River. — Daring the past fis-
cal year the work of improvement has consisted of earth and rock exca-
vation from the prism of the canal, riprapping canal-bank, building
dike, and making the excavation for the foundation of the guard-lock,
and excavations of channels at entrances of the canal ; this work having
been done by Messrs. J. W. Kittle & Co., under their contract dated
30tb August, 1873. Owing to diCQculties under which this work was
prosecuted, the time for completing the work embraced in this contract
was extended to October 31, 1874. The contracts with Messrs. Dull
and Williams for the lower lock, and Willard Johnson for the middle
lock, were completed soon after the commencement of the year.
Cofter-dams tor excavations at the entrances to the canal, services at
the middle and lower locks, repairing leak under the embankment, and
the general finishing of the lower and middle sections, were in progress
dariug the year by hired labor, and the pui^chase of materials in open
market, under the direct superintendence of the engineer in charge,
with the most satisfactory results.
BalanceinTreasaryof United States July 1,1873 8400,000 00
Amonnt in hands of officer and subject to his check, (including $18,230.12
percentage due on contracts not yet completed) 66, ^0 00
Amount appropriated by act approved June 23, 1874 400, 000 00
Amoant ex^iended dunug the fiscal year ending June 30, 1874 344, 987 18
Amoant available July 1, 1874 505,807 10
Amoant required for the fiscal year euding June 30, 1876 480, 000 00
(See Appendix I 2.)
3. Improving Roeh Island Rapids, Mississippi River, — The improve-
ments at Lower Chain, Duck Creek Chain, and under the head of at
" various places " have been effected. Owing to the sinallness of the
last appropriation and the increased prices of excavation but 3,330 cubic
yards can be removed, leaving 3,809 cubic yards to be taken out at the
foot of Moline Chain, at various places on the rapids, and probably still
a small amount at Lower Chain, for the final accomplishment of which,
and for meeting all probable contingencies in completing the work, the
officer in charge most earnestly asks an appropriation of $80,000.
Balance in Treasury of Unitetl States July 1, 1873 $50,000 00
Amoant in bands oV officer and snViject to his check, (including $2,999 per-
centage due on contracts not yet completed) 4, 034 74
1
60 REPORT OF THE CHIEF OF ENGINEERS.
Amount appropriated by act approved June 23, 1874 $50, 000 00
AmoQut expended daring the fiscal year ending Jane 30, 1874 51,694 04
Araonut available Jnly 1, 1874 52,340 70
Amoant required for the fiscal year ending Jane 30, 1876 80, 000 00
(See Appendix I 3.)
4. Improving Illinois River. — Owing to the earnest request of the
governor of Illinois, and others interested in continuing this improve-
ment in accordance with the approved project of a lock and dam navi-
gation, some four-fifths of the last appropriation were set apart for put-
ting in the lock-bottom for the second lock ; this is just below Copperas
Creek. The remainder of the appropriation was devoted to dredging
at those points most in need of such improvements, in advance of extend-
ing the lock and dam system below Copperas Creek.
The amount of $150^000 is asked to be applied to this work in coming
fiscal year.
Balance in Treasury of United States Jnly 1, 1873 : $95,000 00
Amount in hands of officer and subject to his check 3, 71U 19
Amount appropriated by act approved Jnne 23, 1874 75, 000 00
Amount expended during the hscal year ending June 30, 1874 52, 796 75
Amount available July 1, 1874 118,104 44
Amount required for the fiscal year ending June 30, 1876 150, 000 00
(See Appendix I 4.)
IMPROVEMENT OF MISSISSIPPI RIVER BETWEEN THE MOUTHS OF
THE ILLINOIS AND OF THE OHIO, AND IMPROVEMENT OF OSAGE
RIVER, MISSOURI.
Officer in charge. Col. J. H. Simpson, Corps of Eagineers, having
under his immediate orders Capt. Charles J. Allen, Corps of Engineers.
1. Improvement of Mississippi River between the mouths of the Illinois
and Ohio Rivers, SiVork between the Illinois and Missouri Rivers has
been limited to the completion of the dam closing the slough behind
Ellis Island, opposite Alton, to the height of 8 feet above h>w water.
The materials were purchased in open market and the work done by
hired labor.
No specific appropriations are asked for the fiscal year ending June
30, 1870, the amount required being included in general estimate for
improvement of Mississippi River between the Illinois and Ohio Rivers.
Amount in hands of officer and subject to his check $3, 021 82
Amount appropriated by act approved June 23, 1874 15, ODD 00
Amount expended dnring the fiscal year endiuf June 30, 1874 3, 021 82
Amountavailable July 1,1874 15,000 00
Between the Missouri and Ohio Rivers work has been continued at
Sawyer's Bend, of which 5,445 lineal feet is now sufficiently protected.
The protection will be extended COO feet the present year, leaving 4,515
feet to be done.
At Venice, what is known as Long Dike has been raised to the height
of 14 feel above low water, and the dike extended westwardly 600 feet.
Work on the extension was incomplete at the close of the year, but its
early completion w'as assured.
Work was begun at Horsetail Bar, and at the close of the year a de-
cided improvement was obtaiued, though the incomplete state of the
works did not then assure a permanence of decided results. A dike
1,171 feet in length had been completed on the Missouri side, and two
dikes on the Illinois side were in an advanced state of progress. The
experience gained during the last two years renders the construction of
KEPORT OF THE CHIEF OF ENGINEERS. 61
dikes in the Mississippi a certainty at moderate cost compared with the
ralae of the results attained. The system of construction is no longer
experimental, bat can be applied generally with assurance of success if
skill, care, and forethought be exercised in the location of works and
management of construction.
Having passed the experimental stages, the improvement of the Mis-
sissippi can hereafter progress as rapidly as the means furnished will
permit. The officer in charge estimates that $600,000 will be required
for the year ending June 30, 1876, the appropriation of which sum is
recommended.
The triangulation of the river-bed from the Missouri to the OhiOy which
was in progress at the beginning of the year, has been continued, and at
the close of the year was nearly completed. In addition to the triangu-
lation special surveys were made at the several points where work is
contemplated^the present year. The extension of the triangulation to
cover the vallej' proper, mentioned as important last year, is again recom-
mended. The estimated cost is $50,000.
Balance in Treasury of United States July 1, 1873 $239,000 00
AmoDDt in bands of officer aud subject to his check, (inclndiog $*2,712.35
percentage due on contracts not yet completod) 17,531 33
Amount appropriated by act approved June 23, 1874 195, 000 00
Amount expended during the fiscal year ending June 30, 1874 215, 347 62
Amount available July 1, 1874 23*), 18:? 71
Amount required for the fiscal year ending June 30, 1876 600, 000 00
(See Appendix K 1.)
2. Improvement of Osage Riner^ Missouri, — Operations upon this river
were carried on at Dixon's, Eound Bottom, Bard's, Lockett's Island,
Lockett's, General Bolton's, and Shipley's Shoals, the mode of improve-
ment being the same as that followed during the preceding year, namely,
the contraction of the stream by cross-dams, training-dikes, &c., and by
excavating the channel. The materials used in the dams and dikes
were logs, brush, and stone, and were purchased in open market. The
work was performed by hired labor.
Work thns far has resulted in an improvement of the river at the
points named, a depth of 2 feet and more at low water having been ob-
tained at most of them.
The further sum of $25,000 was appropriated by the act approved
Jane 23, 1874. It is proposed to expend the greater part of this amount
in continuing the work upon the plan now in progress, using the bal-
ance, (say, $5,000, or so much of the whole as may be necessary,) for
the thorough survey from Tuscnmbia — to which point it had been car-
ried and suspended — up the river toward Boscoe, a distance of 173
miles, with a view to the permanent improvement of the river by locks
and dams, if such method should be found practicable.
Estimates for the further prosecution of the work are delayed until
the completion of the survey referred to for slack- water navigation.
Balance in Treasury of the United States July 1, 1873 $40,000 00
Amount in bands of officer and subject to bis check 10, 594 74
Amount appropriated by act approved June 23, 1874 : 25, 000 00
AmouDt expended during Che fiscal year ending June 30, 1874 47, 332 77
Amount available July 1, 1874 28.201 97
(See Appendixes K 2 and K 3.)
IMPROVEMENT OF THE OUACHITA AND YAZOO RIVERS.
Officer in charge, Capt. W. H. H. Benyaurd, Corps of Engineers.
1. Improvement Ouachita River in Louisiana and Arkansas. — Certain
amonnts of lamber, &g.j intended for the foundations of locks at Buifalo
62 REPORT OF THE CHIEF OF ENGINEERS.
Flats and Jack's Island, in Arkansas, and at Rock Row, in Louisiana,
have been delivered. The crane-boat Ouachita was refitted and repaired
and operated during the low-water season in removing the most danger-
ous obstructions to the navigation of the stream, though the frequent
rises interfered somewhat with the work.
During the coming season it is proposed to build and operate a new
snag-boat.
Applied to Louisiana,
Balance in Treasury of United States July 1, 1873 $81,000 00
Amount in bands of officer and subject to bis cbeck 11,254 07
Amount expended during tbe fiscal year ending June 30^ 1874 30, 7rA 15
Amount available July 1, 1874 61,498 92
Amount required for the fiscal year ending June 30, 1876 13, 000 00
Applied to Arkansas.
Balance in Treasury of United States July 1, 1873 $35,000 00
Amount in bands of officer and subject to his cbeck, (including $460.50
percentage due on contracts not yet completed ) ^ 13, 573 05
Amount expended during tbe fiscal year ending June 30, 1874 30, 486 49
Amount available July 1, 1874 18,086 56
Amount required for tbe fiscal year ending June 30, 1876 13, 000 00
(See Appendix L 1.)
A resurvey of the river from Camden, Arkansas, to Trinity, Louisi-
ana, was made during the year, and a report thereon submitted to Con-
gress at its last session, and printed in Ex. Doc. H. E. 259.
(See Appendix L 2.)
2. Improvement of Yazoo River^ 3iississippi. — During the fiscal year
nine wrecks were removed from the channel under contracts made with
the New Orleans Wrecking and Salvage Company. Eleven more yet re-
main, together with many beds of sunken logs, forming serious obstruc-
tions to the safe navigation of the river.
Balance in Treasury of United States July 1, 1873 $35,000 00
Amount in bands of ofScer and subject to iiis cbeck 5»000 00
Amount expended during tbe fiscal year ending June 30, 1874 39, 023 06
Amount available July 1, 1874 976 94
Amount required for tbe fiscal year ending June 30, 1876 75, 000 00
(See Appendix L 3.)
niPROVEMENT OF THE MISSISSIPPI, MISSOURI, AND ARKANSAS RIV-
ERS, AND OF THE WHITE AND ST. FRANCIS RIVERS.
Officer in charge, Maj. Charles E. Suter, Corps of Engineers.
1. Mississippi, Missouri, and Arkansas Rivers, — The snag-boats em-
ployed on this improvement have worked during the past year in the
Missouri Eiver from Kansas City, Missouri, to the month, three hundred
and eighty-five miles, in the Mississippi Eiver from Keokuk, Iowa, to
Yicksburg, Mississippi, one thousand and five miles, and for five days
by special detail in the Ohio Eiver. The season of field-work was very
short, and quite inadequate to the requirements of commerce. This was
owing to the small size of the annual appropriation and to the neces-
sity of applying a portion of it (act of January 23, 1873) to paying for
a new iron-hulled snag-boat. Owing to along and unusually high stage
of water in the Ohio Eiver, the contractor for this boat has not yet been
able to complete it. For this reason no work was done in Arkansas
Eiver, which is not accessible to the large deep-draught boats hitherto
REPORT OP THE CHIEF OF ENGINEERS. 63
employed. It is hoped that this boat will be completed in time to take
the field before winter.
The officer in charge renews his recorameadation that iron hulls be at
ODce built for the machinery of two of the present wooden boats, which
have so deteriorated that they can only be fitted for further effective
service at a great cost, and are, moreover, of entirely too great draught
for the service required of them 5 that, after this is done, the remaining
wooden boat be fitted up for wrecking purposes, and that, after the
iron boats have been fairly tested, two more of a smaller type be built.
Operations during the coming season will be as extensive as the lim-
ited appropriation will admit of.
Balance in Treasury of United States July 1, 1873 t^l20, 988 00
Amonnt in Lands of officer and subject to his check 57, 301 23
Amount appropriated by act approved June 23, 12:^74 100, 000 00
Amount expended during the fiscal year ending June 30, 1874 149, 389 34
Amount avaUable July 1, 1874 1 106,399 89
Amount required for the fiscal year ending June 30, 1876 373, 000 00
(See Appendix M 1.)
2. White and St Francis Rivers, — Snag-boat operations in these rivers
were commenced in January, 1874, and carried on for two months.
They extended on White River from the mouth to Jacksonport, three
handred and forty miles, and on the St. Francis from the mouth to Witts-
hargh, one hundred and thirty miles. Work was suspended sooner
than intended, owing to the great floods which prevailed along the
southern rivers during the spring of the present year.
Much snagging- work is still required, especially during low stao^es of
water. For this purpose a light, powerful iron-hulled snag-boat is re-
quired, which can also, if necessar}^, be used on other streams. An
estimate ibr such a boat is submitted by the oficer in charge.
As the improvement of White River above Jacksonport has been ap-
propriated for, it will be necessary to keep up the improvement of the
lower river.
The officer in charge submits an estimate of $194,000 for continuing
the work during the next fiscal year.
Balance in Treasury of United States July, 1873 $41,000 00
Amount in bandn of officer and subject to ibis check 5, 566 79
Amount expended during the fiscal year ending Juue 30, 1874 42, 595 12
Amount available July 1, 1W4 3,973 67
Amount required for the fiscal year ending June .30, 1876, (as revised iu this
Office) 64,000 00
(See Appendix M 2. ) ^
3. Whit€ River^above Jacksonportj Arkansas. — It is proposed to employ
the ^m appropriated in removing obstructions from the streams, such as
snags, leaning trees, loose bowlders, &c. The amount available is deemed
ample for the puri^ose, and no further appropriation is asked for unless
it be decided to undertake the radical improvement of the river, with a
view of obtaining an Increased navigable depth. Shoidd this be the
case, at borough survey, which will cost about $13,000, will be necessary
before any definite project can be matured.
Amount apnropriated by act approved June 23, 1874 $50, 000 00
Amount available July 1, 1874 50,000 00
EXAMINATIONS AND SURVEYS FOR niPROVEMENT.
Major Suter was charged with the survey of Forked Deer Eiver, below
Dyersburgh, Tennessee, provided for by act of Congress approved March
3, 1873. The rei>ort thereon was transmitted to Congress at its last ses-
sion, and printed in H. R. Ex. Doc. No. 192.
(iSee Appendix M 3.)
64 REPORT OF THE CHIEF OF ENGINEERS.
IMPROVEMENT OF THE OHIO RIVER. — IMPROVEMENT OF MONONGA-
HELA, GREAT KANAWHA, AND WABASH RIVERS. — WATER-GAUGES
ON THE MISSISSIPPI AND ITS TRIBUTARIES.
Officer in charge, Maj. W. E. Merrill, Corps of Engineers, having
under his immediate orders Lieut. F. A. Mahan, Corps of Engineers.
1. Improvement of the Ohio River, — Of the contracts outstanding at the
commencement of the fiscal year, those for dams at Chartiei-'s Creek,
Wheeling, Marietta, Buflington Island, and Cumberland Island have
been completed. The work on the dike at Evansville has progressed
satisfactorily. It has not, however, been considered advisable to pdsh
the work, because it was thought best to give the river time to accom-
modate itself gradually to its new channel. The bar at the Evansville
Landing has already been reduced several feet in height, and the engi-
neer in charge is very confident that the current thrown upon it by the
dike will eventually complete its removal, l^o trouble is now experi-
enced here, except at very low stages of the river. The removal of the
Bacon Rock, at the mouth of the river, was begun near the close of the
year, and it will probably soon cease to be an obstruction.
During the year contracts have been made for the construction of a
dam to close Duck Chute, at the head of Brunot's Island ; for the re-
pair of the old dikes at French and Henderson Islands ; for the baild-
ing of a new dredge and dump-scows, and for the construction of an
iron hull for a new snag-boat. The Duck Chute dam was finished last
season, but the water has since cut new outlets around its ends, which
may require closing at some future time. The dike at French Island
has been completed since the close of the fiscal year, and that at Hen-
derson is progressing rapidly, and will be completed during the season.
These are both substantial improvements. The dredge and scows were
finished last season. The snag-boat is still in process of construction.
The dredge Ohio, after completing work on the bar at Captina, where
she was on the first of July, proceeded to Bnffington Island and remained
there until the end of the season. Work was resumed the present sea-
son by the Ohio, together with the new dredge Oswego, on the bar at
the foot of Brunot's Island, and at the close of the fiscal year the re-
moval of this bar had been nearly completed. The amount excavated
during the year is as follows: By the Ohio, 260 cubic yards at Captina
Island, and 40,336 cubic yards at Buffington ; by both dredges, 38,038
cubic yards at Brunot's Island.
A great many obstructions have been removed from the channel this
year by special contracts. Among these are the wreck of a dry -dock,
near Cincinnati ; the wreck of the steamer McCullough, near Madison,
lud. ; the wrecks of several coal-barges at Vevay, Ind. ; a large number
of rocks near Mustapha Island and at the Parkersburgh Railroad bridge,
and about half of the wreck of the steamer Missouri, near Evansville,
Ind. Many snags and smaller wrecks have also been removed.
The officer in charge gives a description of the difficulty of improving
the Lower Ohio on account of the great masses of sand and gravel that
are constantly moving down in this part of the river, and concludes his
report by presenting a plan for radically improving the Upper Ohio,
between Pittsburgh and Wheeling. He recommends the construction
of movable dams, similar to those in use in France on the Seine, the
Yonne, the Marne, the Meuse, and the Moselle. Of the many systems
in use in France he recommends the adoption of the "Chanoine," so-
called after its inventor. Bv this svstem dams can be built which will
BEPORT OF THE CHIEF OF ENGINEERS. 65
raise the water-sartace to a height of from 12 to 14 feet above the bed
of the river, bat which can be thrown down in a few minates when there
is a sufficient natural supply, leaving the river entirely open to naviga-
tion. Connected with these movable dams are locks, for use when the
(lams are up. For the convenience of cosd-fleets, he recommends locks
630 feet between gates and 75 feet wide. Extra gates in the middle
will divide the lock into two shorter ones, for the benefit of packet-steam-
boats.
The approximate estimate of the cost of this improvement from Pitts-
burgh to Wheeling is $7,474,623. It is believed, however, that this
estimate can be reduced when the detailed surveys, now in progress,
are finished.
Estimate for tJte next fiscal year by the officer in charge.
For constmcting 13 looks, between Pittsburgh and Wheeling, $200,000
each 12,300,000
For eDgineering and contingencies of lock-constmction, 5 per cent 130, 000
To complete iron snag-boat 35,000
RttDDing expenses of two dredges 27,000
RnoDiog expenses of snag-boat 18,000
BnildiDg dikes on Lower Ohio - 170,000
Office expenaea 20,000
Total 3,000,000
Estimate for the next fiscal year as revised in this Offi4)e,
For constmcting one dam and lock and one weir and gate near Pitts-
bargh $632,000
For wlng-dama, dredging, and removing snags and bowlders 270, 000
Total , 902,000
Bilance In Treaanry of United States Jnly 1, 1873 230,000 00
Amonnt in hands of officer and subject to his check, (including $4,620.30
percentage due on contracts not yet completed) 26,675 96
Amonnt appropriated by act approved June 23, 1874 150, 000 00
Amoont expended during the tiscal year ending June 30, 1874 207, 286 47
Amount available July 1, 1874, ($199,389.49— $4,525.65) 194, 863 84
Amount required for the fiscal year ending June 30, 1876 902, 000 00
(See Appendixes N 1 and N 2.)
Hydraulic gates and movable dams. — The board of engineer officers
constituted to examine and report upon the plan of Mr. F. E. Brnnot
for movable hydraolic gates for chutes and locks, its applicability to the
improvement of the Ohio and other rivers, and to estimate the cost of its
coDgtmction, to which duty was subsequently added the general con-
sideration of the whole subject of movable hydraulic gates and of all
other proposed plans for this object, submitted their final report, which
was transmitted to Congress at its last session, and printed in H. R. Ex,
Doc. No, 127,
(See Appendix 2f 3.)
• 2. Improvement of Monongahela River, — The progress thus far made in
the construction of the lock at Hoard's Bocks has been slow, and it is
not probable that it will be finished this season, although the first and
most difficult courses of the walls will be laid.
Two additional locks and dams will be required to connect this im^
provement with the slack-water already established on the lower river.
Of these the officer in charge recommends that the United States should
build the upper one, leaving the other to be built by the Monongahela
Navigatfon Company.
•1 £
66 REPORT OF THE CHIEF OF ENGINEERS.
The estimate submitted by the officer in charge for the next fiscal
year is $132,000 to complete the improvement in progress at Hoard's
Kocks, and in addition to construct a lock at or near Cheat River Ripple.
Balauce in Treasury of the United States Jnly 1, 1873 $90, 000 00
Deduct amount expended in last fiscal year 409 14
Amount appropriated by act approved June 23, 1874 25, 000 00
Amount expended during the hscal year ending June 30, 1874 G, 120 13
Amount available July 1, 1H74, ($108,470.73 — $403.84) 10w,066 89
Amount required for the fiscal year ending June 30, 1876, (as revised in this
Office) 22,000 00
( See Appendix N 4.)
3. Improvement of Great Kanawha River. — The officer in charge reports
the condition of this improvement up to August 15, at which date the
work was transferred to the charge of Maj. W. P. Graighill, Corps of
Eugineers.
The contracts outstanding at the commencement 6f the fiscal year for
works of improvement at Elk Shoal and at Two-mile Shoal have been
satisfactorily fulfilled. The contractor has been released from his obli-
gation to construct a dike at Cabin Creek Shoals; a careful examination
of the river at this point having satisfied the engineer in charge that
the proposed work would not answer tbe purpose for which it was in-
tended.
A crane-boat, fitted out with a large grapple and towed by a small
steamboat, worked fourteen days last fall and thirt3'-one days the present
season in removing rocks and snags from the channel of this river. This
work has given great satisfaction to the navigation interests.
As the navigation of this river will doubtless ultimately be improved
by the use of locks and dams, the officer now in charge of its improve-
ment. Major Craighill, suggests that to commence this system an appro-
priation of not less than (150,000 should be made for the year ending
June 30, 1S76.
Should Congress, however, decide to defer entering upon that method
of improvement, but to continue the unsatisfactory and insufficient pro-
cess now pursued of operating upon the shoals, the sum of $15,000 is all
that will be required.
Balance in Treasnry of United States July 1, 1873 $25,000 00
Deduct amount expended in last fiscal year 352 9r?
Amount appropriated by act approved June 23, 1874 25, 000 00
Amount expended during tbe fiscal year ending June ^30, 1874 14, 322 21
Amount avaUable July f, 1874, (S35,:^24.8l— $800.54.) 34, 524 27
Amount required for tbe fiscal year ending June 30, 1876 150, 000 00
(See Appendix If 5.)
4. Improvement of Wabash River. — The contracts for snagging and
dredging in the lower river, and for rock-excavation and wing-dam at
Coftee Island Chote, have been completed.
A contract was entered into in August, 1873, for 23,000 cubic yards
of rock-excavation at the Grand Chain, thirty-eight miles from the
mouth of the river. This work has been prosecuted satisfactorily thus
far, and will probably be completed by December 1, 1874, as conten^
plated by the terms of the contract.
The oiiicer in charge deems it indispensable that the lock and dam at
Grand Kapids should be reconstructed. A survey of the river in the
vicinity of these rapids, completed since the close of the fiscal year,
proves this point to be the best site for the rebuilding of the lock and
dam, since the lowness of the banks of both the Wabash and White
Rivers renders it inexpedient to place them at White River Shoals, a site
which it was hoped would be found eligible, inasmuch as a dam here
REPORT OF THE CHIEF OF ENGINEERS. 67
wonld materially improve the navigation of the White Eiver, and at the
same time obviate the necessity of further improvement of those shoals.
The estimate of the amoant required for the next fiscal year includes
the clearing oat of the chute east of the Little Chain.
Negotiations have been commenced with the Wabash Navigation
Company looking to the purchase of all their rights over the free nav-
igation of this river, as contemplated by the proviso attached to the last
appropriation for continuing this improvement. After the extinguisb-
ineut 9f the rights of this compsCny it is hoped that sufficient funds will
be left of this latter appropriation to construct a dam to close the cut-
off at New Harmony.
BalaDceinTreaenry of Uni ted States July 1,1873 $65,000 00
AiDoaDt in hands of officer and subject to his check (including $2,772.63
percentage dne on contracts not yet completed) July 1, 1873 5, 542 40
Amonnt appropriated by act approved Jnne 23, 1874 25, 000 00
Amoant expended during the necal year ending June IM, 1874 47, 558 35
Amount available July 1, 1874, ($47,984.05 — $2,647.80) 45, :«6 25
Amount required for the fiscal year ending June 30, 1876 130, 000 00
(See Appendix N 6.)
5. Water-gauges on the Mississippi and its tributaries. — One new gauge,
that on the Cumberland Biver at Nashville, has been added to the sys-
tem during- the year, and the gauges at St. Louis and Cairo have been
thoroughly and permanently reconstructed. The lower Louisville gauge
has also been recut upon the walls of the lower canal-lock, the original
gHHluatioQ of this gauge having been erroneous.
It is deemed advisable to reconstruct all these gauges in a permanent
manner, as rapidly as the available funds will permit, whenever the
banks are sufficiently stable to warrant such a construction.
The records of the flood of 1874, collected this year, will be of great
importance iu the discussion of the problem of reclaiming the alluvial
lands of the Mississippi. These have been placed in the hands of the
commission appointed for that purpose.
BalanceinTreaBuryof United States July 1,1873 •$5,000 00
Amonnt in hands of officer and subject to his check 813 37
Imoont aUotted from appropriation of June 23, 1874, for examinations and
^orveys 5,000 00
Anioant expended during the fiscal year ending June 30, 1874 5, 787 16
Amount available July 1, 1874 5,026 21
(See Appendix ]^ 7.)
EXAMINATIONS AND SURVEYS FOR EVIPROVEMENT.
The exploration of routes for the extension of the OJiesapeaJce and Ohio
Caml to the Ohio River by the north and south branches of the Poto-
mac, directed by the act of March 3, 1873, was completed under the di-
rection of Major Merrill, and the report thereon transmitted to Congress
at \U last session, and printed iu H. E. Ex. Docs. Nos. 208 and 265.
(See Appendix N 8.)
The survey of the Youghiougheny River^ Pennsylvania, also provided
for by the same act, has likewise been completed under the* direction of
Major Merrill. For the report thereon see Appendix K 9.
IMPROVEMENT OP THE NAVIGATION AT THE FALLS OF THE OHIO RFVER,
AND ENLARGEMENT OF THE LOUISVILLE AND PORTLAND CANAL.
Officer in charge, Maj. G. Weitzel, Corps of Engineers, having Gapt.
H. B. Adams, Ck)rps of Engineers, under his immediate orders.
The officer in charge reports that, as stated in his last annual report,
the sam of $100,000 is still needed to complete this work as originally
68 REPORT OF THE CHIEF OF ENGINEERS.
designed. The delay in the execation of this portion of the work has
already done harm to the unfinished parts, and will continue to do so.
This sum is required to complete the rock-excavation at the head and
foot of the canal, to complete the dam on the crest of the falls, and to
.raise the protection-wall at the upper end of the canal.
The past season wa« short and unpropitious for work, but all the work
under contract wad completed during the year, and in addition 3,100
cubic yards of rock were taken from the ledges at the head and foot of
the canal by hired labor.
Balance in Treasury of United States July 1, 1873 $149,989 00
Amount in hands of officer and subject to his check, (including $20,8d9.17
percentage due on contracts not yet completed) 31, 501 \^
Amount expended during the fiscal year ending June 30, 1874 154, 273 7S
^Amount available July 1,1874 27,216 40
Amount required for the fiscal year ending June 30, 1876 100, 000 00
(See Appendix O.)
To carry out the provisions of the second and third sections of the act
of Congress of May 11, 1874, " providing for the payment of the boQds
of the Louisville and Portland Canal Company,'' Major Weitzel was in-
structed to confer with the president and directors of the company with
a view to making the necessary arrangements for receiving and taking
possession of the canal, ^^ and all the property, real and personal, of
said company as the property of the United States.'' The transfer was
duly made and the canal delivered into the possession of the United
States on the 10th June, 1874, from which date the reduction of the
tolls took efitect.
IMPEOVEMBNT OF TENNESSEE RIVER, OF CUMBERLAND RIVER BELOW
NASHVILLE, TENNESSEE, AND OF THE TOMBIGBBE RIVER WITHIN
THE STATE OF MISSISSIPPI.
OflBcerin charge, Maj. Walter McFarland, Corps of Eagineera, with
Capt. L. C Overman, Corps of Engineers, under his immedate orders.
1. Tennessee River above Cliattanooga, — Operations have been confined
almost exclusively to the works which were in progress at the close ot
the last fiscal year, namely, Sandy Shoals, Watts's Bar, White's Creek
Shoals, Half-moon Shoals, Caney Creek Shoals, between Chattanooga
and Kingston ; and Long Island Shoals, Seven Islands Shoals, Wilson's
Island Shoals, Bogart's Shoals, and Sweetwater Shoals, between Kings-
ton and Loudon. A small amount of work was done besides at Kelly's
Shoals, just below Watts's Bar, and at Turner's Bar, just below Caney
Creek Shoals, but it is not designed to attempt other improvements in
this part of the river until those now in progress are finished.
At Sandy Shoals, White's Creek Shoals, and Caney Creek Shoals the
work as originally designed has been completed, and the success of these
improvements is gratifying. Sandy is no longer an obstruction, steamers
passing regularly all through the spring and summer ; but to make the
lower end of the channel perfect another dam is needed.
At White's Creek Shoals there are now from three and a half to four
feet water where formerly at the same season there were but eighteen
inches or two feet. This, which was formerly the first place to obstruct
navigation as the river fell, is now no longer an obstacle. An additional
dam will, however, be required hereto perfect the improvement.
At Caney Creek Shoals also the improvement is completed, except
fcr the construction of a dam, and the gain of depth is twelve inches,
which is to be increased eight more.
At the other points mentioneil the improvements are in general from
REPORT OF THE CHIKF OF ENGINEERS. 69
one-half to two- thirds finisbecl, as at first designed, and there is every
reason to anticipate successful results from them when completed.
All the work done in this improvement during the year has been done
by hired labor and is of the most substantial character. Three miles in
length of these dams have been subjected to the action of last winter's
heavy freshets, and yet the damage is so slight that two hundred cubic
yards of stone will repair it all.
The available balance will be exhausted by the close of the calendar
year.
Balance in Treasury of the United Statee July 1,1873 $25,000 QO
Amoant in hands of officer and sabjeot to bis check 19,537 60
Amount appropriated by act approved June 23^ 1^4 25, 000 00
Amount exi>ended during the fiscal year ending June 30, 1674 45, 389 03
Amount available July 1, 1874.^. 24, 138 57
Amount required for the fiscal year ending June 30, 1876 65, 000 00
(See Appendix P 1.)
2. Tennessee River ielow Ckaitanooga^ including the Muscle Shoals. — The
only work done in this part of the river during the year was at Boss's
Towhead, Tambling Shoals, and Colbert Shoals.
At Boss's Towhead seven hundred lineal feet of the dam at the head
of the island, intended to throw the current into the left chute, have
been bnilt.
At Tumbling Shoals over three hundred Cubic yards of rock have
been removed from the channel.
At Colbert Shoals the work of channel excavation and construction
of dams, as ordered in the original specifications, was completed, and
iDDch rock in addition was removed from the channel above Hoop-pole
Beef. Daring the winter a part of the dam bnilt under contract at the
head of Colbert Island was carried away, making the passage of the
channel dangerous. The repair of this, and the reconstruction of the
other dams bnilt by contract, are necessary to insure success in this im-
provement. The dams built by hired labor have withstood the winter
ireshets without injury, although quite as much exposed to the rush of
water as that which gave way, and furnish a marked contrast to the
latter in solidity and neatness of construction.
Muscle Shoals. — It was expected that the last appropriation, in addi-
tion to the balance of the one which preceded it,i would have enabled
the commencement of the work of repair and enlargement of the old
canal between Lamb's and Campbell's ferries long ere this; but the un-
fortunate destruction of the result of seven months' work upon the de-
tailed surveys and estimates made for laying out this work by the burn-
ing of the United States engineer office at Chattanooga has disap-
pointed this expectation, and compelled the awaiting of the collection
and preparation of additional data. A party is now engaged in this,
and the officer in charge exi)ects to be able to report substantial pro-
gress in this work before the close of the calendar year.
He desires to call especial attention to the inadequacy of the appro-
priations for this work. It will be impossible to attain satisfactory or
economical results by beginning a work of this magnitude with so com-
paratively small a sum as is now available for it. He thinks the appro-
priation should not be less than $500,000.
Balance in Treasury of United States July 1, 1873 $130,000 00
AmooDt in hands of officer and subject to his check 16, 233 :^
Arootint appropriated by act approved June 23, 1874 100, 000 00
Amoaot expended daring the flscjd year ending June 30, 1874 60, 835 41
Amount available Jnly 1,1874 185,397 92
Amount recinired for th« fiscal year ending June 30. 1 876 750, 000 00
(See Ap|)eudix PI.)
70 REPORT OF THE CHIEF OF ENGINEERS,
3. Improve)nent of Cumberland Eiverhelotc Kashville. — Theimprovenieut
of this river has, so far, been restricted to that part of it which lies
below Nashville. During the past fiscal year operations have been car-
ried on at Harpeth Shoals — the most serious obstruction below Nash-
ville— both by contract and by hired labor. The contra<5tor, who should
have had his work finished by the 1st of January, 1873, applied for and
received two extensions of time of one year each to enable him to fulfill
his contract. This led to the conclusion to do the additional work, for
which an appropriation had been made, by hired labor, and work by
that system was begun in November, 1873, and by the close of the fiscal
year twelve thousand cubic yards of stone had been quarried and moved
to the river-bank in readiness for boating to the sites where the dams
were to be built. Preparations were also made for the beginning of
channel-excavation and the construction of the dams. In the mean-
while the contractor was carrying on his work, and at the close of the
fiscal year there remained only about a quarter of his work to be done,
which since then has been completed.
By the close of this ciilendar year it is expected that the work so far
ordered for Harpeth Shoals will be completed and the appropriation
exhausted.
No appropriation has yet been made for the improvement of the
Cumberland Eiver above Nashville, but a survey for the purpose of
ascertaining the probable cost of this improvement was ordered by Con-
gress, and was ma*de in 1871. The improvement appears to be of so
much importance to the welfare of the States of Tennessee and Kentucky
that an appropriation of $100,000 for the purpose is recommended.
Balance in Treasury of United States July 1, 1873 |35,O0O00
Amount in bands of officer and subject to bis check, (including |319.66
percentafi^e due on contracts not yet completed) 15, 912 76
Amount expended during the fiscal year ending June 30, 1874 21, .^06 04
Amount available July 1, 1874, (excluding ^1,416.92 retained percentage). 27, 989 80
Amount required for the fiscal year ending June 30, 1876 175, 000 00
(See Appendix P 2.)
4. Improvement of Tomhi^bee River. — Under the act of Congress ap-
proved March 3, 1873, the remainder of the appropriation of Jane 10,
1872, for the improvement of this river, was to be expended within the
State of Mississippi., An examination of the needs of the river com-
merce within the limits of this State led to the conclusion that this
money could be best expended above Aberdeen. A force of men, there-
fore, was set to work removing drifts, logs, stumps, overhanging trees,
&c., which impeded the navigation of this part of the river during high
water, and carried their operations from Aberdeen to a point about iive
miles above Cotton Gin Port, where the winter rise put an end to fur-
ther operations for the season. During the present season the same
method of improvement will be carried up to Barr^s Ferry, on the road
from Smith ville. Miss., to and across the Tombigbee, which will exhaust
the balance of the appropriation.
No attempt is to be made to improve the low- water navigation of this
part of the river, as it would be too expensive, if not impracticable.
To complete the improvements according to the surveys which have
been made will take 846,500.
Amount in hands of officer and subject to his check %A, 667 05
Amount expended during the fiscal year ending June 30, 1874 2, itoO 77
Amount available July 1, 1874 2,316 "i^
Amount require<l for the fiscal year ending June 30, 1876 46, 500 00
(See Appendix P 3.)
Examination of Oostenaida River ^ Georgia, — The examination and sur-
I
REPORT OF THE CHIEF OF ENGINEERS. 71
vey of this river, which was made in compliance with provisions of the act
of March 3, 1871, extended only to the mouth of the Goosawattee. At
the request of one of the Representatives in Congress from the State of
Georgia, Captain Overman was instructed, in the absence of Major Mc-
Farlaod, to extend this examination from Eesaea to Carter's Mill.
For his report, which contains an approximate estimate for the im-
provement of the navigation between those two points, see Appendix
BRIDGING THE NAVIGABLE WATERS OF THE UNITED STATES.
1. Brifige across the Oenesee River at Charlotte^ Keic Yorlc, — An act of
Cougre^ approved March 3, 1873, authorized 'Hhe construction of a
railroad draw-bridge across the Genesee River, in Monroe County, !New
York," and required that the bridge <' shall be built and located under
and subject to such regulations for the security of navigation of said
river as the Secretary of War shall prescribe."
A board of engineer officers was convened at Charlotte to examine
and rei)ort upon the plans submitted by the bridge company, and its
report will be found in Appendix Q 1.
2. Bridging the channel between Lakes Huron and Erie. — Section 3 of
^^An act making appropriations for the repair, preservation, and com-
pletion of certain public works on rivers and harbors, and for other pur-
poses," approved March 3, 1873, "authorized and required" the Secre-
tary of War "to detail from the Engineer Corps one or more engineers,
whose duty it shall be to inquire into and report upon the practicability
of bridging, consistently with the interests of navigation, the channel
between Lake Huron and Lake Erie, at such points as may be needful
for the passing of railroad-trains across said channel, and also its effect
upon the navigation of the same; and, further, to inquire into the num-
ber and character of the vessels navigating said channel, and the num-
ber of trips made by each, and, if said bridging be practicable, to re-
port what extent of span or spans and elevation above the water will
be required in the construction of such bridge or bridges so as not seri-
oosly to injure the navigation of said channel."
A board of engineers was accordingly organized, by orders from the
War Department, for the purpose indicated, and its report will be found
in Appendix Q 2.
3. 8L Louis and Illinois bridge across the Mississippi River, — ^Congress,
by acts approved July 25, 1866, and July 20, 1868, (Statutes at Large,
vol. 14, pp. 245, 246 ; vol. 15, p. 123,) authorized the St. Louis and Illi-
nois Bridge Company to build a bridge across the Mississippi Biver at
St. Louis, Mo.
Bepresentations having beeu made by parties interested in preserv-
ing the free navigation of the river that the bridge, when completed,
would materially obstruct and injuriously modify that navigation, a
board of officers was convened by the War Department August 20, 1873,
to examine and report upon the same.
The report of the board, together with its supplementary report, are
printed in Appendix Q 3.
To comply with the request from the chairman of the Senate Com-
mittee on Commerce of April 9, 1874, an examination was made, under
the direcdon of Colonel Macomb, of the ponton railway bridge OfCross the
Mimjfsippi at Prairie du Ohien^ witli the view of procuring information
K^aring upon H. R. bill 2588, to legalize and establish said bridge.
Colonel Macomb's report will be found in Appendix Q 4.
72 REPORT OF THE CHIEF OF ENGINEERS.
IMPROVEMENT OF THE MOUTH OF THE MISSISSIPPI RIVER— REMOVAL
OF THE RED RIVER RAFT — IMPROVEMENT OF TONE'S BAYOU AND
OF CYPRESS BAYOU, RED RIVER, AND CONSTRUCTION OF DAMS AND
DREDGINO AT THE FOOT OP SODA LAKE — IMPROVEMENT OF CAL-
CASIEU PASS, LOUISIANA ; AND OF ENTRANCE TO GALVESTON HAR-
BOR, AND OF RED FISH BAR, TEXAS.
Ofl&cer in charge, Capt. 0. W. Howell, Corps of Engineers, having
under his immediate orders the following officers of the Corps of En-
gineers, viz : Lieut. H. M. Adams, from July 1, 1873, to June 1, 1874;
Lieut. E. A. Woodruff, from July 1, 1873, to September 30, 1873 ; Lieut.
C, E. L. B. Davis, from July 1, 1873, to June 30, 1874 ; Lieut. James B.
Quinn, trom July 1, 1873, to June 30, 1874.
1. Improvement of the mouth of the Mississippi Biver^ Louisiana, at
Pass d, VOutre. — From June 30, 1873, to June 30, 1874, a channel from
17 to 20 feet deep was available each day at high tide at Pass k I'Ontre.
The act of Congress, passed a|; its last session, giving the Secretary
ot War control over the use of the channel in course of improvement,
though not yet enforced, has had a beneficial effect Eegulations, pro-
vided for by the act, will be established and enforced during the pres-
ent year, and, it is thought, will result in preventing blockades.
In connection with the improvement of the mouth of tlie river, whether
by canal, jetties, -or dredging, numerous surveys, borings, and meas-
urements have been made, the results of some of which have beea re-
ported from time to time as the work progressed. This field-work has
not yet been completed.
During next year the dredge-boat Essayons, which will then have
been in active service seven years, will require extensive repairs, for
which $100,000 will be required in addition to the appropriation of
$150,000 for running expenses.
Balance in Treasury of the United States Jaly 1, 1873 |85,083 00
Amount in bauds of officer and subject to his check 7,748 55
Amount appropriated by act approved April 3, 1874 30, 000 00
Amount appropriated by act approved June 23, 1874 130, 000 00
Amoant expended during the nsoal year ending June 30, 1874 117, 503 40
Amount available July 1, 1874 135,328 15
Amount required for the fiscal year ending June 30, 1876 :
Running exi)en8e8 $150,000 00
Repair of dredge 100,000 00
250,000 00
(See Appendix E 1.)
2. Removing the raft in Red River, Louisiaria. — A navigable channel
through the whole length of the raft was obtained in November, 1873,
since which time work has been directed to the removal of the remain-
ing portions of the raft and to clearing the banks of the river, where
necessary, to prevent the re-formation of raft and the deposit of new
obstructions from caving banks.
Balance in Trea«ury of United States July 1, 1873 $54,000 00
Amount in hands of officer and subject to his check 40, 141 47
Amount appropriated by act approved June 2:3, 1874 50, 000 00
Amount exjiended during the nscal year ending June 30, 1874 94,068 72
Amount available July 1, 1874 50,072 75
Amount required for the fiscal year ending June 30, 1876 '. 20, 000 00
(See Appendix E 2.)
3. Improvement of Ton^s Bayou, Louisiana. — The raft-dam reported
in course of construction last year was completed and remained in place
during the year, but produced no apparent useful effect ; the bajou
REPORT OF THE CHIEF OF ENGINEERS. 73
nnder it deepening and permitting quite as great discharge as before
its introdaction. It appears that the total closure of this bayou will
alone effect the end desired — that of improved navigation in Ked River
below Tone's Bayou, the cost of which is estimated at $20,000.
Amoant in hands of officer and sabject to his check $1,007 63
AmouDt exi>ended during the fiscal year ending June 30, 1874 989 00
Amoant available July 1, 1874 18 63
Amannt reqaired for the fiscal year ending June 30, 1876, (as revbied in tbis
Office) 20,000 00
(See Appendix E 3.)
4. Improvement of Cypress BayoUj and construction of dams and dredg-
ing at the foot of Soda Ldke^ Texas and Louisiana, — ^Work on the former
was coutiuued throughout the year when rendered practicable by the
stage of water in the bayou, and resulted in widening, deepening, and
straightening the channel from Jefferson to a point below Smithland.
Farther examination was made at the foot of Soda Lake, and a plan
for improvement projected, which, from its character, could not be com-
meoced with the insufficient appropriation available.
The officer in charge submits estimates for the next fiscal year
amounting to $372,580.
BiJ*nce in Treasury of United States July 1, 1873 $38,000 00
Amoant in liands of officer and subject to his check 14,794 38
AjBoont ex|9ended dnring the fiscal year ending Jane 30, 1874 $28, 368 M
Amount available July 1, 1W74 1 ti4,426 04
Amoant reqaired for the fiscal year ending June 30, 1876, (as revised in this
Office) 238,000 00
(See Appendix B 4.)
0. Improvement of Calcasieti Pass, Louisiana. — This work was com-
pleted January 13, 1874. It has benefited a large lumbering interest
in Sonthwestern Louisiana.
Amoant in baDds of officer and subject to his check $9,287 51
Amount expended dnring the fiscal year ending J une 30, 1874 9, 2 LO 96
Amoant available July 1, 1874 76 55
(See Appendix R 5.)
6. Improvement of the harbor of Galveston, Texas, — Captain Howell
submitted a report upon the results of the survey he had been directed
to make for the purpose of determining and estimating the cost of some
plan of improvement calculated to give an eighteen-foot entrance to this
harbor.
As the method of construction proposed by him is in some degree new,
and involves a large expenditure, it was deemed advisable to refer his
report to a board of engineer officers for opinion thereon. These reports
vere transmitted to Congress at Its last session, and printed in H. R.
Ex. Doc. No. 136.
The appropriation of June 23, 1874, will be expended in accordance
with the recommendation of this board, but only so far as to test the
merits of the plan. It is hoped a result may be presented early in the
next session of Congress, when estimates for the prosecution of the
^ork will be submitted.
Amoant in hands of .officer and subject to his check $3, 608 31
Amoant appropriated by act approved June 23, 1874 60,000 00
AmooDt expended daring the tiscal year ending Jane 30, 1 874 3, 606 54
Amoant available July 1, 1874 60,001 77
(See Appendixes B 6 and B 7.)
7. Improvement of Red Fish Bar, in Galveston Bay, Texas, — This work
74 REPORT OF THE CHIEF OF ENGINEERS.
•
contemplates widening, deepening, and lengthening the cut through Hed
Fish Bar to meet the growing wants of commerce.
The appropriation of June 23, 1874, is not deemed sufficient to com-
plete the work.
Amount in hands of officer and subject to his check ^d 41
Amount appropriated by act approved June 23, 1874 10, 000 (K)
Amount expended during the fiscal year ending June 30, 1874 50 00
Amount available July 1,1874 10,018 41
Amount required for the fiscal year ending June 30, 1876, (as revised in this
Office) 5,000 00
(See Appendix R 8.)
8. Survey for the location of the terminuft of the Fort St. Philip Canal
under the lee of Sable Island. — The survey of 1871 and 1872 gave the
data for considering the location, except, Ist, borings and soundings
along the line of probable location of the trunk of the canal ; and, 2d,
for inclosure of Grand Bay. These are now given by Captain Howell.
(See Appendix E 9.)
EXAMINATIONS AND SURVEYS FOR IMPROVEMENT.
Captain Howell was charged with and has completed the following:
In compliance with provisions of the act of June 10, 1872 —
1. Of the Nechea and Angelina Rivers^ Texa^. — This was transmitted
to Congress at its last session, and printed in H. E. Ex. Doc. No. 84.
(See Appendix E 10.)
In compliance with the act of March 3, 1873 — •
2. Pascagoula Harbor^ Mississippi, — Transmitted to Congress, and
printed in H. E. Ex. Doc. No. 84. (See Appendix E 11.)
3. Entrance of Matagorda Bay and the channel of Indianolaj Texas. —
Transmitted to Congress, and printed in H.* E. Ex. Doc. No. 174. (See
Appendix E 12.)
4. Bayou Lafourche^ Louisiana^ from Lafourche Crossing to the
mouth. (See Appendix E 13.)
6. From the mouth of Red River doicn Atchafalaya River to Brashear^
Louisiana. (See Appendix E 14.)
The survey for connecting the inland waters aUng the margin of the Gulf
of Mexico from Donaldsonville^ Louisiana^ to the Rio Grande^ Teaas^ in
compliance with the provisions of the act of March 3, 1873, is in prog-
ress, but owing to its great extent, not yet completed.
SHIP CANAL TO CONNECT THE MISSISSIPPI WITH THE GULF OF MEXICO.
To comply with a resolutioft of the House of Eepresentatives of March
14, 1871, Captain Howell was charged with the surveys for the location
and plan of this work. His results and accompanying drawings wei^
referred to a board of engineer officers for examination, whose report,
together with that of Captain Howell, with explanatory remarks from
members of the board and from this office, was transmitted to Congress
at its last session, and printed in Ex. Doc. H. E. No. 220, and will be
found in the appendix to this communication, as also a brief account of
the application of the jetty -system to the mouth of the Ehone, recently
received from Mr. E. Mal^zieux, engiueerin-chief in the corps of Pants
et Chaussees.
(See Appendixes E 15 and E 16.)
REPORT OF THE CHIEF OF ENGINEERS. 75
DIPROVEMENT OP THE HARBOR OF MOBILE — REMOVAL OF THE BAR
AT THE ENTRANCE TO THE HARBOR OF CEDAR KEYS, FLORIDA — IM-
PROVEMENT OF THE NAVIGATION OF THE CHOCTaWHATCHIE, APA-
LACHICOLA, CHATTAHBOCHEE, AND FLINT RIVERS.
Officer in charge, Capt. A. ^N", Barorell, Corps of Engineers.
1. Improvement of Mobile Harbor, -'^Thm has been continued in ac-
cordance with the plans recommended by a board of engineer-officers in
1872 and 1873. The cut throngh Dog Kiver Bar has been widened
through its whole length (7^ miles) to 120 feet, one mile of this to 150
feet, and one mile«to itiS contemplated width of 200 feet, with 13 feet of
water at meai^ low tide. One of the wrecks in this channel has been
taken oat, and the removal of another nearly completed.
The re-opening of Choctaw Bar *Channel, which was commenced in
January, 1874, was interrupted by an unusually high freshet on the
river, which caused another partial filling up, although part of the dike
across Pinto Pass, and of the jetty at Pinto Point, had been removed.
Dredging iu this channel was resumed again in June, and at the close
of the year a cut of 120 feet iu width, 13 feet deep at mean low water,
through the new bar was nearly completed.
With the unexpended balance, and the appropriation of June 23,
1874, this work will be brought so near completion that an appropria-
tion of only $26,000 is asked for the fiscal year ending June 30, 1876.
Balance in Treasury of UDited States July 1, 1873 $110,287 34
AmoQiit iu hands of officer and subject to his check, (including $7,823.94
percentage due on contracts not yet completed) , 24,186 22
Amonnt appropriated by act approyed June 23, 1874 100, 000 00
Amount expended during the fiscal year ending June 30, 1874 96, 945 35
Amount available July 1, 1874 123,185 12
Amoant required for the fiscal year ending June 30, 1876 26, 000 00
(See Appendixes S 1 and S 2.)
2. Improvement of the harbor of Cedar Keys, Florida. — During the year
proposals for dredging were advertised for, but the bids received were
too high to secure, with the funds available, ($7,500,) sufficient work to
be of service. The bids, therefore, were not accepted, and the work is
postponed until further appropriation is made, unless kiore reasonable
offers can be received.
Balance in Treasury of United States July 1, 1873 $7,500 00
Amount expended during the fiscal year ending June 30, 1874 44 41
Amonnt available July 1, 1874 7,455 59
Amount required for the fiscal year ending June 30, 1876 30, 000 00
(See Appendix 8 3.)
3. Improvement of Choctatchatchee Biver, Florida and Alabama. — No
appropriation was made for the improvement of this river for the last
fiscal year.
It is proposed to apply the appropriation of June 23, 1874, to the re-
moval of snags and overhanging trees, beginning at the mouth of the
river, and working up as far as the appropriation will allow.
In estimation of this work during fiscal year ending June, 30, 1876,
ilO,0(K) could be profitably expended.
Amount appropriated by act approyed June 23, 1874 ^5, 000 00
Amount available July 1, 1874 5,000 00
Amount required for the fiscal year ending June 30, 1876 10, 000 00
(See Appendix S 4.)
■L Improvement of Apalachicolu River, Florida. — Ko appropriation was
made for the last fiscal year. By act of June 23, 1874, $10,000 were
76 REPORT OF THE CHIEF OF ENGINEERS.
appropriated for this improvement. It is proposed to apply this amount
to the removal of dangerous snags, and any remaining balance to im-
proving Moccasin Slough on this river.
Twenty thousand dollars could be profitably expended upon the im-
provement of this river during the next fiscal year.
Amnnnt appropriated by act approved June 23, 1874 |10, 000 00
Amount available July 1, 1874 •- 10,000 00
Amount required for the fiscal year ending June 30, 1876 20, 000 00
(See Appendix S 5.)
5. Improvement of Ghatiakoochee and Flint EiverSj Georgia, — ^!N^o appro-
priation was made for the last fiscal year. It is proposed to apply the
appropriation of June 23, 1874, to the removal of wrecks and snags,
and the improvement of the worst of the bars on these rivers as far as
the appropriation will allow, from *their mouths to Columbus on the
Chattahoochee, and to Albany on the Flint.
The amount asked for continuing these improvements during the
year ending June 30, 1876, could be profitably expended during that
year.
Amount appropriated by act approved June 23, 1874 J25, 000 00
Amount available July 1, 1874 2r>,000 00
Amount required for the Gmoal year ending June 30, 1876 50, 000 00
(See Appendix S 6,)
ATLANTIC COAST.
IMPEOYEMENT OF RIVERS AND HARBORS ON THE COAST OP SOUTH
CAROLINA, GEORGIA, AND THE ATLANTIC COAST OF FLORIDA.
Officer in charge, Lieut. CoL Q. A. Gillmore, Corps of Engineers^ hav-
ing under his immediate orders Gapt. D. P. Heap, Corps of Engineers,
until December 19, 1873, First Lieut. F, A. Mahan, Corps of Engineers,
from December 10, 1873, to April 24, 1874, Capt. J. W. Cuyler, Corps
of Engineers, after March — , 1874, and Capt. J. C. Post, Corps of En-
gineers, after June 17, 1874.
!• Improvem^t of ship-channelin Charleston Harbor , South Carolina. —
The original project for this improvement comprised the removal of
sundry wrecks sunk during the civil war, the removal of 125 feet from
the outer end of Bowman Jetty, projecting from Fort Moultrie into
Beach Channel, and dredging in that channel to 15 feet at mean low
water. A subsequent further shortening of the jetty was left ctmtingent
on the results secured by the first reduction of 125 feet in its length.
During the last fiscal year^the depth attained over the section of 125
feet was in no place less than 11 J feet. Only 738 cjibic yards of stone
were removed during the year. There were also removed from the east
side of the jetty, and lying close to it, the wrecks of the Stono, the
Prince of Wales, and the Juno. The wreck of the monitor Keokuk was
removed from the main ship-channel abreast of Morris Island. No
dredging was done in Beach Channel.
During the present fiscal year it is contemplated to remove the 125
lineal feet from the outer end of Bowman Jetty, upon which work is now
in progress, to a depth of 16J feet below meap low water, and to begin and
possibly finish the necessary dredging in Beach Channel to a depth of
15 feet at mean low water, A further reduction of 50 feet in the length
of Bo wman Jetty is indicated as desirable by the results already attained.
Balance in Treasury of United States July 1,1873 $26,700 00
Amount in hands of officer and subject to his check 9, 142 44
REPOBT OF THE CHIEF OF ENGINEERS. 77
Amount appropriated by act approved Jane 23, 1874 |18, 000 00
AmoiiQt expended during the tiscal year ending June 30, 1874 20, 018 57
Amount available July 1, 1874 30,573 87
Amount required for the fiscal year ending Jnue 30, 1876 10, 000 00
(See Appendix T 1.)
2. Improvement of Savannah Harbor^ Georgia, — During the pa«t fiscal
year the operations have cousisted in deepening the channel at various
points by dredging and by the removal of wrecks, as specified below.
55,369 cnbic yards of material ha\ e been dredged from the shoal north-
east of Fort Pula«ki, which obstructs tlie passage of vessels from Tybee
Roads into the channel nearest the fort on the north side. The channel
thus secured over the shoal is 13 feet deep at mean low water, and
nearly 200 feet wide. 57,688 cubic yards of inaterials were dredged
from the long shoal abreast of Elba Island, giving a channel 13^ feet
deep and 100 feet wide ; 2,436 cubic yards were dredged from the shoal
known as the ^' Wrecks," opposite the lower end of Fig Island, this
amount being the deposits that had taken place in this channel the
previous year.
The wrecks of two large wooden vessels were removed from the
diannel near the oyster-bed beacon, opposite Fort Pulaski, where they
vere sunk as obstnictions during the civil war. A loaded lighter was
abo removed from the channel near Fort Pulaski. No dredging was
done opposite the lower end of Elba Island, nor opposite the upper end
of Long Island, and none on Garden Bank, near the city of Savannah.
Daring tne present fiscal year it is contemplated that the work of
improvement will be carried on substantially as follows :
1. In dredging the shoal northeast of Fort Pulaski, in order to estab-
lish a channel 13^ feet deep and 150 feet wide at mean low water. It is
probable that the width will exceed 150 feet.
2. In dredging at " the Wrecks," opposite the lower end of Fig Island,
so as to secure a channel 13^ feet deep and 125 feet wide at mean low
water.
3. In dredging the shoal abreast of Elba Island, so as to secure at
that point a channel 13^ feet deep and 125 feet wide at mean low water.
4. Id dredging ^' Oardeu Bank," opposite the lower portion of the
city of Savannah, so as to establish along the city- wharves a channel
13f feet deep and not less than 125 feet wide in that locality.
5. In removing a crib sunk during the civil war in the channel at the
entrance from the Savannah Biver into St. Augustine Creek.
These operations will be in furtherance of the project submitted last
year by the engineer in charge, in the extension of which it is intended
to establish a channel of such capacity that vessels drawing 22 feet of
water can ascend from Tybee Beads to Savannah City on the flood-tide,
and lay at the Savannah wharves at all stages of the tide without
gronnding. An essential feature of the project is a defiecting-jetty or
slaice-dam at '* cross-tides," four miles above the city, the object of
which is to increase the volume and the velocity of the water flowing past
the city on the ebb-current and augment its scouring efl'ects upon the
shoals. It is believed that the efl'ect of this jetty or sluice-dam would
be to increase the scouring effect of the ebb-current upon the shoals
below, and therefore diminish the cost of dredging and of longitudinal
jetties for contracting the water-way. To provide for its construction
and continue the dredging, the engineer in charge recommends an
appropriation of $175,000.
ftJAnceinTreasiiry of United states July 1,1873 $70,000 OO
AmoaDt in hands of officer and subject to his check 1,805 64
78 REPORT OF THE CHIEF OF ENGINEERS.
Amount appropriated by act approved June 2:J, 1B74 $50, 000 00
Amount expended during the fiscal year ending June 30, 1874 71, 149 55
Amount available July 1, 1874 50,656 09
Amount required for the fiscal year ending June 30, 1876 175, 000 00
(See Appendix T 2.)
3, Improvement of the bar at the mouth of the 8t. John^s River ^ Florida. —
The operations here consist in dredging upon a bar which is constantly
changing in its location and magnitude, as well as in the position, direc-
tion, and depth of the channel over it. The dredging is carried on with
a centrifugal inimp and suitable suction -hose, placed on board an ordi-
nary side-wheel steamer. The improvement has always been regarded
as temporary in charaeter.
During the past fiscal year dredging was carried on between the 29th
of September, 1873, and the 10th of January, 1874, resulting in the
removal of 14,649 cubic yards from the bar, at an average cost of 26^^
cents per cubic yard. Work was confined to the channel north of Peli-
can Bank, it having been found that the channel previously dredged
south of that bank had shoaled to such a degree, and had become so
long and crooked, that the north channel offered the best promise of use-
ful results with the small sum available for the purpose. The work done
did not result in any material improvement of the channel, the weather
having been so exceptionally stormy that the increased depth attained
from time to lime was always filled in again by succeeding storms.
The engineer in charge doubts the wisdom of expendii^ any more
money in dredging upon this bar, and as the act approved June 23, 1874,
appropriated $10,(H>0 for the improvement of the bar, with a distinct
proviso that the money may be used in dredging out the inside passage
between the St. John's River and Nassau Inlet, it is proposed to make
no definite project for expending this money until the survey of this in-
side passage, also provided for in the same act, shall have been made.
The object in either case is to improve the entrance into St. John's
River.
The improvement of the inside passage, if carried far enough, will
result in making Femandina, where an excellent harbor exists, the sea-
port for the St. John's River. It is not now contemplated to render
this passage accessible to ocean-going vessels.
Balance in Treasury of United States July 1, 1873 |10,000 00
Deduct amount expended during last fiscal year 77 (>3
Amount appropriated by act approved June 23, 1874 10,000 00
Amount expended during the fiscal year ending June 30, 1874 9, 922 37
Amount available July 1,1874 10,000 00
A mount required for the fiscal year ending June 30, 1876 15, 000 00
(See Appendixes T 3 and T 4.)
IMPROVEMENT OF THE SUSQUEHANNA, NORTHEAST, ELK, CHESTER,
PATAPSCO, AND WICOMICO RIVERS, AND THE HARBORS OF WORTON,
QUEBNSTOWN, AND CAMBRIDGE, IN MARYLAND ; OF THE HARBORS OF
WASHINGTON AND GEORGETOWN, D. C. ; OF THE OCCOQUAN, RAPPA-
HANNOCK, JAMES, APPOMATTOX, ELIZABETH, AND NANSEMOND RIV-
ERS, AND OF ACCOTINK, AQUIA, AND NOMINI CREEKS, VIRGINIA, AND
OF THE ROANOKE AND CAPE FEAR RIVERS, IN NORTH CAROLINA.
•^.Officer in charge, Maj. William P. Graighill, Corps of Engineers, who
has under his immediate orders Capt. C. B. Phillips, Corps of Engineers,
and Lieut. Thomas Turtle, Corps of Engineers.
1. Improvement of Susquehanna River ^ near Havre de Orace, Maryland, —
The old wooden deflector has continued to stand as well as could be ex-
REPORT OF THE CHIEF OF ENGINEERS. 79
pectedjand, accordiDg to the testimony of persons navigating the river,
has beea falfilliug its object of concentrating the flow of the water below
the bridge and maintaining a better depth in the channel over the shoals
below Havre de Grace
It has not been possible^ for want of fands, to make a survey of the
locality.
The deflector was seriously injured and breached by the extraordi-
nary ice-gorge of March, 1873. A small amount of money, as much as
was available, has been expended in closing the breach, as far as practi-
cable, by sinking old hulks, (canal-boats,) twelve in number, filled with
8toDe. This expedient, which has proved successful, has oeen found
cheap, owing to the nearness of the canal debouching near that point,
as well as of the quarries at Port Deposit.
It is believed there can be no reasonable doubt of the advantageous in-
floeDce of the work already built there, and the opinion is still held that
it should be replaced by a permanent structure, which might be built for
«.jO,000.
Amoaot reqnired for the fiscal year ending June 30, 1676 $50, 000
(See Appendix U 1.)
2. Improvement of Kartheaat River^ Maryland. — Nothing has been
done at this place since April, 1873, when Morris and Oumings com-
pleted their dredging. The results of their operations were the follow-
iDg: a channel ^ feet wide at the bottom, with a ruling depth of 5 feet
at mean low water, leading from the 5-toot curve in the Northeast liiver
to the wharf at Northeast ; a basin about 120 feet long and 121) feet
wide in front of the wharf; and a channel 25 feet wide, and 3 feet deep
at low water, leading from the wharf to Alexander's mill.
A special report was made May 28, 1873, by the officer in charge, ac-
companied by a sketch which showed the condition of the channels at
that time. No money has been since available for an examination of
the channels. The effect of the improvement has been to increase the
trade of the town and enable a steamer to run regularly between it and
Baltimore, as well as sailing-vessels to aid in the trade.
It was estimated this improvement would cost $10,000, the whole of
which was appropriated in one sum and the work done for it. No more
mone}' is now required.
It is not improbable some Ailing may hereafter gradually take place
where Stony Kun empties into the channel. In time of freshets more
or less sediment will be necessarily deposited from that stream.
Amount in hands of officer and snbjeot to bis check $2 74
Amount expended dnrin^ the fiscal year ending June 30, 1874 2 74
(See Appendix Q 2.)
3. Improretnent of Elk River, below Elkton^ Maryland. — An examination
of this river was made in January, 1873, and a preliminary report by the
officer in charge, with an approximate estimate of the cost of the im^
provement, was submitted in reply to a call for information from the
Senate Committee on Commerce, which was printed in House Ex. Doc.
No. 124, March 24, 1873. See, also, pages 77 and 815 of lieport of Chief
of Engineers for 1873.
The estimates of the cost of the improvement now presented are based
upon a more minute survey of the locality made in October, 1873. See
pages 4 and 63 of House Ex. Doc. No. 84, Forty-third Congress, first
session.
The improvement proposed by the officer in charge was to make, by
dredging, a channel 6 feet in depth at low water, or 8 feet at high water,
80 REPORT OF THE CHIEF OF ENGINEERS.
from Cedar Point to Elkton, and in the Little Elk as far as Bennett's
wharf. Such a channel, in both branches of the river, if 75 feet wide,
will cost about $36,000, and if but 50 feet in width, $25,000. Cheap
dikes will be required for regulating the banks, and to provide a place
behind which to deposit the material dredged.
An appropriation of $5,000 was made by the act of June 23, 1874,
which will be expended at the worst place, viz, near El]:ton, between
the first and second guts, where the bar is nearly dry at low water. A
cheap dike will be built, about 900 feet long, on the right bank of the
river, opposite the mouth of the first and second guts, above and below
them, at a cost, it is estimated, of about $2,000. The remainder of the
small appropriation will be spent in dredging and depositing the ma-
terial behind the dike. The channel can be probably made 50 feet
wide. The depth will depend on the price per cubic yard at which the
work can be done.
It is deemed proper here to call special attention to the following
quotation from the report of November 18, 1873 : " Should it be decided
by Congress to appropriate for this work, it is a case where true econ-
omy requires the whole amount to be available in one sum for continu-
ous and prompt expenditure. It would not be expedient to commence
the improvement unless at least $20,000 were available. To this it
may be added, that if the work is to be carried through with inadequate
appropriations, the cost will unquestionably be more than the amount of
the original estimate.
ArnouDt appropriated by act approved Jane 23, 1874 $5,000
AmonDt available Jnly 1, 1^74 - 5, <MW
Amonnt required for the fiscal year ending June 30, 1876 20,000
(See Appendix U 3.)
4. Improvement of Worton Harbor^ Maryland, — ^N'othing was done in
the year past, except in July, 1873, to drive a few piles to aid in. tbe
navigation of tbe channel, the dredging of which was completed tbe
previous months. A channel 100 feet wide at bottom was made, con-
necting the wharves in use with deep water of the creek. A basia was
also excavated at the head of navigation, about 150 feet long and of the
same width.
The estimate for this improvement was $12,000, which was appro-
priated in one sum, and the work was finished in one season, ^o more
money is required.
Amount in hands of officer and subject to his check |222 85
Amount expended during the fiscal year ending Jane 30, 1874 222 85
(See Appendix U 4.)
5. Improvement of Queenstotvn Harbor^ Maryland, — Nothing has been
done at tbis place since December, 1872, when work ceased, upon the
exhaustion of the appropriation, and the excavation of a channel from
the town to Chester River, at tbe mouth of the creek. This channel
was 100 feet wide at the bottom, and about 8 feet deep at low water.
The work is stated by those interested to have been of great value to
the trade of the place. ^^"^^^^
The estimated cost of this work was $9,500. The appropriations
were— March 3, 1871, $5,000 ; June 10, 1872, $6,000 ; total, $11,000. If
the whole amount of the estimate had been given in one sum, and tbe
operations not interrupted between the expenditure of one appropria-
tion and the grant of another, tbe cost would not have exceeded the
estimate. No furtber appropriation required.
(See Appendix U 5.)
REPORT OF THE CHIEF OF ENGINEERS. 81
•
6. Improvement of Chester River at Kent Island Narroics^ Maryland, —
\ mirvey of this locality was made in October, 1872, ami a report sub-
raitted. It was estimated that toexcav^ate a channel from Eastern Bav
to Chester Kiver, 100 feet iu width, would cost 823,000, if 7 feet deei) at
mean low water.
An appropriation of $15,000 was made March 3, 1873. Some le^al
questions having arisen as to the right of the United States, in the i)rog-
ress of the work, to remove a causeway which has been sUinding under
the authority of the State of Maryland for more than tirty years, across
the channel separating Kent Island from the mainland, it was decided
by the Secretary of War, after consulting the Attorney-General of the
United States, to defer operations until the laws of the State relating to
the subject shouhl be repealed or properly moditied. By an act ap-
pmved April 11, 1874, the State of Maryland consented to the removal
of the causeway, but with tlie provision that '-before said causeway
shall be cut or opened, there shall be built a bridge'' with a draw of not
less than 00 feet in width. In consideration of this provision, the Sec-
retjiry of War decided further that the improvement would not be begun
until the bridge was built, when the causeway could be removed, and
the dredging of the channel may be done at the same time.
The money available may thus be most advantageously and econom-
ically expended. A further appropriation of $5,000 was contained in
the act of June 23, 1874 ; making a total of $20,000.
Balance in Treiwury of United States July 1, 1873 §15, ()00
Auionnt appropriated by act approved June 23, 1874 />, Ottp
Amonnt available July I, 1874 20,000
Amount required for the fiscal year ending June 30, 1876 5, OOO
(See Appendix U 6.)
7. Improvement of the entrance to the City of Baltimore, — The object of
this work has been to make a channel 24 feet deep at mean low water,
for the approach to the city of Baltimore, at any ordinary stage of the
tide, of vessels drawing 22^ or 23 feet, a great step forward, as twenty
years ago vessels could not enter drawing more than 16 or 17 feet.
Dredging has continued during much of the year, funds being sup-
plied i)artly by the United States and partly by the city of Baltimore.
Th«* contracts were completed about May 1, 1874.
During June, 1874, a thorough reaurvey sliowed the channels to be
jreuerally in excellent condition, though requiring widening iu some
parts iu order to completion as the necessities of the increasing com-
meree of this important port demand, and to give the dimensions con-
templated by the present project.
The officer in charge again calls attention to the necessity for fixing
aud maintaining a i)roper port- warden's line, beyond which the building
of wharves and other structures should not be permitted. This channel,
like other artificial highways, requires an annual expenditure to keep it
iu proper condition.
For the fulfillment of the estimate of $700,000 for the completion of
the work, and to provide for the expense of annual reparations, includ-
ing 1S7G, the sum of $235,000 is required for year ending June 30, 1876.
fialauc«Mri Treasury of United States July 1, l.-^73 §200,000 00
Anjoiint in bauds of officer aod subject to his check '. 6, 913 5c>
Auioiiiit appropriutc'd by act approved June 23, Off 4 75, 000 00
A'lioant expended during the fiscal year euding June 30, 1874 20(5, 306 07
Aaionnt available July 1, 1874 75,607 51
Ainuuut reijuired for the fiscal year ending June 30, 1870 235, 000 00
{ike Appendix U 7.)
6£
82 KEPORT OF THE CHIEF ' OP ENGINEERS.
8. Improvement of Cambridge Harbor^ Maryland, — On the 30tb of June.
1873, Mr. Dodge, the contractor, was dredging at this place. By his
operations, which were brought to a close in August, 1873, the entrance
to the inner harbor was widened to 125 feet, anil the sharp curve at the
turn into the outer channel was eased by cutting off the projecting point
on the convex side.
Some of the commercial interests are desirous to have the channel
widened to an extent not contemplated by the original project, which
was for a minimum improvement. The widening would doubtless be
advantageous.
The estimate for this improvement was $21,600 for a channel and
basin of 8 feet depth, and $36,000 for a depth of 10 feet at low water.
Congress appropriated $10,000 March 3, 1871, $10,000 June 10, 1872, and
$5,000 March 3, 1873 ; total, $25,000. If the whole of the estimate,
$21,600, had been appropriated in one sum, the work which cost $25,000
would have been done for $21,600. No further appropriation is asked
unless Congress should feel inclined to make the addition to the chan-
nel referred to above.
Balance in Treasnry of United States July 1, 1873 $5,000 00
Amount t zponded during the fiseal year ending June 30, 1874 4» 874 11
(See Appendix U 8.)
9. Improvement of the Wicomico River j near Salisbwry^ Maryland, — A
survey of a portion of this river was made in 1871 and a report submitted.
It was found that the improvement needed was the opening of a channel
oy tiredging from the existing 7-foot water to the bridge, about 75 feet
in width and 7 feet in depth at mean low water, at a cost of about
820,000.^ The inhabitants offered and agreed to construct such bulk-
heads as might be necessary to receive the material excavated from the
river and give proper banks to the stream, which it was altogether
proper they should do, as they would thereby be greatly improving their
own property'.
Congress appropriated $5,000 June 10, 1872, which was expended iu
1872 in making a channel of reduced dimensions, the width being about
25 feet. The channel thus excavated was in length about four-lifths of
a mile, extending from the bridge at Salisbury through the shoalest part
of the river. About one-fffth of a mile of this channel had a depth of 5
feet at mean low water, the remainder a depth of 7 feet. This was iu
itself a valuable improvement. The dikes, however, were not built when
the dredging began, and it was promised they should be placed as soon
as the dredging was completed, before the ice of winter and the freshets
of spring should have degraded the banks of dredged material. The
consequence (as developed by a survey made in March, 1873) was what
might have been expected — a considerable filling of the dredged channel,
due, in great part, to the causes mentioned above.
A new appropriation of $5,000 was made March 3, 1873. The under-
standing with which the appropriations were made being that the com-
munity interested were to construct the necessary bulk-hends, it has been
thought proper to defer further attempts at improvement until these
structures shall have been placed. There is now a fair prospect of their
being shortly built. An additional appropriation of $5,000 was made
by the act of June 23, 1874.
This channel should receive annual repairs to keep it in proper condi-
tion. For that purpose the sum of $2,500 should be provided. The
original estimate was for completion $17,000, which was based upon the
expectation of continuous and rapid work.
BEPORT OF THE CHIEF OF ENGINEERS. 83
The appropriations have been $5,000 June 10, 1872, expended, and
85,000 Jnne 23, 1874, now available. To complete the estimate and pro-
vide for filling for four years, the two sums of 87,000 and $10,000 are
rwjnired to carry the work through 1876, or a total of $17,000.
Balance in Treasary of United States July 1, 1873 $5,000 00
Amonnt in hands of officer and subject to his check 98 14
Amount appropriated by act approved June 23, 1^74 5, 000 00
Amount expended during the fiscal year ending June 30, 1874 290 35
Amonnt available July 1, 1874 9,F07 79
Amonnt required for the tiscal year ending Jnne 30, 1876 17, 000 00
(See Appendix U 9.)
10. Improvement of the harbors of Washington and Georgetown^ District
of Columbia. — Under authority of Con^'ess, a commission, designated by
that body, considered the subject of the further improvement of the
river, and submitted a report, which was printed in 3Iis. Doc. !No. 15,
Senate, Forty-second Congress, third session.
An appropriation of $50,000 was made March 3, 1873, which it was
proposed to expend in 1873 in dredging in the Virginia or principal
cbaoDel to h depth of 14 feet at low water, and along a part of the
Washington front to a depth of 12 feet at low water, the main idea be-
ing so to use the money as to effect an immediate benefit to commerce,
while conforming, as far as practicable, to the plan of improvement rec-
ommended by the commission.
Favorable proposals for carrying out this proposition were received in
August, 1873, but, from causes unexpected and beyond control, they
could not bo accepted. The money is still available, and it is supposed
may be expended shortly, inasmuch as the will of Congress has beeu
iudicated by special legislation contained in the appropriation bill pf
June 23, 1874.
The officer in charge estimates that if it should be decided by Con-
gress to carry out the plan of improvement suggested by the commission
not le^s than $2,000,000 should be appropriated for the first year's work,
otherwise that $50,000 will be required to continue the dredging and re-
move certain dangerous rocks in the harbor of Georgetown.
Balance in Treasury of United States, July 1, 1873 $50, 000 00
l)f:dQct amonnt exjieiided in fiscal year 1872-73 730 29
Amoant expended daring the fiscal year ending June :J0, 1874 * 50.S 76
Amonnt avaiUble July 1,1^74 48,760 95
Amount required for the fiscal year ending Jnne 30, 1876, (us revised in this
Office) 50,000 00
(See Appendix U 10.)
11. Improvement of AccotinJc Creek^ Virginia, — Under a contract dated
September 14, 1872, operations were begun at this place October, 1872,
and finished April 3, 1873. A channel about 40 feet wide at bottom,
and from 2^ to 3 feet deep at low water, leading from the 2i-foot water
in Accotink Bay to a point about 200 yards within the mouth proper
of the Accotink Creek, and a channel about 4 feet deep and 25 feet
wide from that point to the village, were completed.
Xo re-examination of this creek has been made for a year for want of
funds, but it is understood that the work stands quite well, and that
those interested in the improvement have been planting willows on the
banks to prevent their degradation.
Amoant in bands of officer and Bubject-to bis check $23 04
Amoant expende<l during tlie tincal year euduig Jnne 30, 1874 , 2^) 04
Anioant required for the tiscal year ending June 30, lti76 14,000 00
(See Appendix U 11.)
12. Improvement of Occoquan CreeJc, Virginia, — At the close of the last
84 REPORT OF THE CHIEF OF ENGINEERS.
fiscal year Mr. A. A, Dodge was engaged in dredging a channel through
Lower Mud, under his contract dated May 17, 1875. Operations
were suspended August 12, after completing two cuts. A channel about
60 feet wide and 5 feet deep at mean low water through the entire width
of Lower Mud was the result of the season's work.
A re-examination of the excavated channel was made in June, 1874,
demonstrating the fact that very little filling had taken place during the
time which had elapsed since the cessation of work.
Balance in Treasury of United States July 1, 1873 $5,000 00
Deduct amount expended in fiscal year 1872-73 1, 870 f2
Amount appropriated by act approved June 23, 1874 5, 000 00
Amount expended during tbe fiscal year ending June 30, 1874 2, 019 29
Amount available July 1, 1H74 6,109 H)
Amount required for the fiscal year ending Jane 30, 1876 8, 000 00
(See Appendix U 12.)
13. Improvement of the Rappahannock River heloic Fredericksburgh^ Yir-
ginia, — In the latter part of the summer and in the autumn of 1873, some
dredging was done on the Fredericksburgh Bar, the extent of the work
being the removalof about 17,500 cubic yards. A portion of this matter
w as placed behind the dikes near Fredericksburgh, and aportion dumped
down the river in places where there was little probability of its return-
ing into the channel. The same contractor took out some logs and snags
below Spottswood Bar. The object of these operations was to repair
the damage done to the channel by the freshets of the spring and early
summer, and to give again the depth of 8 feet at low water. A survey
made in November and December, 1873, showed that the river was in a
better condition for navigation than it had been for many years t)efore.
The object of the operations since 1870 had been fully attained, viz, to
give 8 feet at low water as high up as Fredericksburgh, wliereas pre-
viously (since the war) only 4J were found at more than one place. This
depth seems as much as the existing commerce of the river requires.
To maintain it an annual appropriation of 87,500 should be made. The
officer in charge presents an estimate for giving a 10-foot channel to the
town of Fredericksburgh.
Balance in Treasury of United States July 1, 1873 $15,000 00
Deduct amouut expended in fiscal year 1872-73 1,913 9*2
Amount appropriated by act approved June 23, 1874 7, 0(K) 00
Amount expended during the dscal year ending June 30, 1874 7, 107 H>
Amount available July 1, 1874 12,978 89
Amount required for the fiscal year ending June 30, 1876 44, 000 00
(See Appendix U 13.)
14. Improvement of Aquia CreelCj Yirginia. — A survey of this creek
was made in 1871 under the personal supervision of Capt. C. B. Phillii)s,
Corps of Engineers. A report was submitted in January, 1872, in which
an estimate was embodied of $18,000 for giving a channel from tbe G-
foot water near the mouth of the creek to the *' narrows" above, about
40 feet in width at bottom and 6 feet deep at mean low water.
An appropriation of $1,500 was made June 10, 1872, and proposals
were at once invited for its expenditure in giving a channel of reduced
dimensions, 20 feet in width and 4 feet in depth. The proposals received
were entirely uusatisfactory, and it was decided to defer operations until
an additional appropriation should, be made. Congre^^s gave 82,000
more in the bill of March 3, 1873. The work was re-advertised, but the
bids received were such that they could not be a<jcepted. No apprecia-
ble result of any value can be attained at that place by the expenditure
of 83.500, at the lowest price at which any one has yet offered to go
there.
REPORT OF THE CHIEF OF ENGINEERS. 85
The work shpnld not be commenced nnlesa the whole amount of the
ori<riQal estimate is available for nninterrupted ox)erations.
BalanceinTreasiirr of United States, July 1,1873 §2,900 00
Amount in bands of officer aud subject to his check 400 45
Amount expended daring the fiscal year oudiu^ June 30, 1874 1;.7 3'J
Aiuottut available July 1,1874 3,'2,iy 0()
A'liouut required for the fiscal year ending June 30, 1876 14, 500 00
(8ee Appendix U 14.)
15. Improvement of Noniini CreeJc, Virginia. — On the 30th of June,
1.S73, Mr. G. H. Ferris was engaged in excavating a channel through
the bar at the mouth of the creek. After completing two cuts connect-
ing deep water in Komini Creek with that of the bay, operations were
suspended September 17. The examination made immediately after the
dose of the work showed a channel about 50 feet wide at bottom, with
a ruling depth of 7 feet at meiin low water. A re-examination of the
artificial channel, made in June, 1874, disclosed the fact that the chan-
r.el maintained quite well its former dimensions, although some filling
bas taken place.
Cost of improving creek, as per original estimate, $20,000. Appro-
I»riated March 3, 1873, $10,000, and June 23, 1874, $6,000 ; total, $16,000.
To complete the estimate rigorously, 84,000 are needed, but this is a
case where the whole appropriation should have been made at once.
Interruption of the work has caused it to be more expensive ; hence
?fi,(K)0 are asked for year ending June 30, 1876.
Kalance in Treasury of United States July 1,1^73 $7,500 00
iMlnct amoniit expended in fiscal year l872-*73 boO 4(5
Ammnt appropriated by act approved Juno 2:3, 1874 6, 000 00
Amount expended during the fiscal year ending June 30, 1874 5,619 94
Axount available July 1,1674 7,029 60
AmiouiU n'quired for the fiscal year ending June 30, 1876 C, 000 00
(See Appendix U 15.)
IC. Improvement of the James River, Virginia, — The operations of the
year have been of the same character as ot the previous year, aud may
lie described in general by the language used in the last annual report,
viz: "Removing rocks from the channel near the city of Kichmond,
e'^i^ecially at the Rockett's lieef, dredging on the bars, and depositing
the material behind dikes constructed partly for that purpose and
partly to rectify the banks and contract the water-way in s>me places
where needed."
The work has been exceedingly unfortunate in the loss of Mr. N. B.
ILiudolph, clerk and general assistant, and of Mr. W. G. Tnrpin, who
was assistant engineer on the part of the United States and the engi-
neer of the city in the joint operations for the improvement of the river.
Both died from the effects of typhoid fever, the former in February,
1>>T4, and the latter in June, 1874.
The channel through the reef at Rockett's has been greatly improved,
Wng 125 feet in width and 15 feet deep at high water. Much dredging
has been done on the worst bars, and a considerable length of dikes
Imilt. For details, reference is requested to the rei)ort of the officer in
charge, as also for a revised estimate for giving cliauuels respectively
of 15 and 18 feet at high water, each 180 feet in width. The less depth
i^ ('4)U8tdered sufficient for the present wants of the trade of the river,
and the operations of the year ending June 30, 1875, will be directed to
the attainment of that depth, and to as great a width as the funds will
allow.
A careful survey of the river was necessary, and has been made from
86 REPORT OF THE CHIEF OF ENGINEERS.
tlie ship-lock at the city as fiir down as Trent's Eeach, including the
Dutch Gap cutoff. This was necessary in order a proper determination
of the chang^es made in the river by nature and by art in the past four
years. It siiould be observed that the river is subject to annual fresh-
ets, sometimes violent in their effect. An annual sum of $15,000 is
deemed necessary to repair the damages caused by these freshets.
Balance in Treasury of United States July 1, 1873 |115, 000 00
Deduct amount expended in fiscal year 1872-73 8,358 23
Amount appropriated by act approved June 23. 1874 50, 000 00
Amount expended dnrinjj tbe fiscal year ending June 30, 1874 93, 596 46
Amount available July 1, 1874 63, 045 :U
Amount required for the fiscal year ending June 30, 1876 87, 000 00
(See Appendix U 16.)
17. Improvement of the Appomattox River^ Virginia. — Ou the 30th of
June, 1873, the cut through the south channel was report.ed completed,
with a width at the bottom of about 60 feet, and a depth of about 10 feet
at mean low water. Tlie dredging of a similar channel through the
Puddledock Marsh in prolongation of the south channel was in progress.
A deflector 250 feet in length had been nearly complet^ed of timber,
with the object of turning a portion of the water from the old into the
new channel.
At the ena of June, 1874, this deflector had been securely flnishcd ;
the cut through Puddledock had been completed, and the dredged chan-
nel had been brought within 3,500 yards of the city line, operations
having, however, closed May 16, 1874, from want of funds. The new
appropriation of $30,000, of June 23, lS74, will enable the work to be re-
sumed at an early day, and the minimum channel brought to the city line.
This channel of 60 feet in width is insufficient ; but in its incomplete
condition its use is greatly preferred by navigators to that of the old in-
tricate and circuitous one. The officer in charge presents an estimate
for increasing the M'idth to 80 feet and giving a character of permanence
by protecting the banks.
This estimate amounts to $153,000. He calls attention also to the
fact that in every stream like this, subject to copious sediment- bearin 12:
freshets, repairs will be always necessary for an artificial channel. It is
estimated that $20,000 per annum will be needed for the Appoin attox
for such repairs.
Balance in Treasury of United States July 1, 1873 S30, 000 00
Amount in hands of officer and subject to his check, (including $286.44
percentage due on contracts not yet completed) 8, 993 33
Amount appropriated liv act approved June 23, 1874 30, 000 00
Amount expended during the fiscal year ending June 30, 1874 38, 347 12
Amount available July 1,1874 30,646 21
Amount required for tbe fiscal year ending June 30, 1876 y 123, 000 00
(See Appendix U 17.)
Improvement of the south branch of the Elizabeth River^ Virginia. — ^The
improveujent proposed was the excavatiou of a channel, 60 feet wide at
bottom and 7^ feet deep at mean low water, through the numerous
bars and shoals between the lock of the Albemarle and Chesapeake
Canal and Deep Creek, three and a half miles below ; also the cutting off
of one or two ])oints where tlie bends in the river were very abrupt.
Such a channel has been excavated nearly continuously for 5,400 yards
from the lock down, and below that distance at intervals through the
shoals, as far as the funds would allow. There are still two shoals, known
as Nicaraugua Bar and the Deep Creek Bar, through which dredging is
required before the work already done will be available to the full extent.
The work has been done under two contracts. The first was with
REPORT OP THE CHIEF OP ENGINEERS. 87
Mr. G. H. Ferris, of Brooklyn, who removed 29,500 cubic yards of ma-
terial from the river between October 13 and December 24, 1873. The
second was with Mr. Marshall Parks, who, between March 4 and June
18, 1874, removed 11,855 cubic yards, of which 7,118 cubic yards were
deposited on the banks of the river at various points, and 4,737 yards
^ere thrown off lighters in coves where there was little danger of its
retani into the channel. The matter removed by Mr. Ferris was also
damped in coves.
The canal which is the continuation of this river is somewhat pecu-
liar in character, having but a single lock, one of the finest in the coun-
try; and having no towing-path, steam is tha only artificial motor used
upon it. The communication, of which the Elizabeth Eiver and this
canal are parts, is a highly important one.
This improvement was estimated to cost $25,C00. The appropriations
by Congress have been $15,000, March 3, 1873, and $10,000, June 23,
1874; total, $25,000. Some of the work by oontraet has cost considera-
bly more than was expected, owing to the unusual difficulties found in
disposing of the material removed by the dredges, and the inability to
procure and control reliable labor in that section of country, amounting
at times nearly to a suspension of work. What has been stated, and
the non-continuity of operations which always adds to expense, make
it necessary to ask for $5,000 for the year ending June 30, 1876.
Balance in Treasury of United States July 1, 1873 $15, 000 00
Dedoct amount expended in fiscal year 1872- 73 20 00
Amoont appropriated by act approved Jn ue 23, 1874 10, 000 00
AmoQQt exi>ended during the fiscal year ending June 30, 1874 14, 281 73
Amount available July 1, 1874 10,H98 27
Affloant required for the fiscal year ending June 30, 1876 5, 000 00
(See Appendix U 18.)
19. Improvement ofNansemond River ^ Virginia, — During the month of
Jnly, 1873, the snags and sunken trees in the bed of the river and over-
hanging trees and branches on its banks, which were obstructing navi-
gation, were removed.
The construction of the proposed regulating and retaining dike was
commenced August 6, and suspended January 13, 1874, when 2,156
lineal feet of it had been completed.
During the months of October and November all the artificial obstruc-
tions in the channel-way of the river were removed by blasting, hoisting,
and dredging. They consisted of the wrecks of a schooner and a sloop,
and 41 piles near Western Branch Bar, and 19 piles in Lower Blockade,
ahont four miles from the mouth of the river. An examination of the
bar at the Western Branch and its vicinity was made in April, 1874,
and it was found that (owing to the contraction of the river-bed by the
dike) the river had commenced cutting deeper the channel at the uj)-
stfeam end of the bar.
Proposals for dredging were invited, and a contract made with Messrs.
Morris and Gumings June 1, 1874.
The contractors commenced operations June 5, and it is expected that
they will finish their contract about July 15. A channel about 75 feet
wide at bottom and 7 feet deep at mean low water will then be available.
The estimate for the improvement of this river was -830,000. There
have been appropriated by Congress $ 15.000 March 3, 1873, and $ 10,000
June 23, 1874 ; total, $25,000, leaving $5,000 to be appropriated to fill
the estimate and complete the work.
BalanceinTreaauryof United states July 1,187.3 $12,500 00
Amount in haads of officer and Bubjeot to his check 2,037 30
88 REPORT OF THE CHIEF OF ENGINEERS.
Amount appropriated by act approved June 23. 1874 $10,000 00
Amount expended during the liscal year ending Jnne 30, 1874 9, 175 93
Amomit available July 1, l>r74 15,411 31
Amount required for the fiscal year ending June 30, 1876 5, 000 00
(See Appendix U 19.)
20. Improvement of the Roanoke River ^heloic Weldon^ North Carolina. — A.
second snag- boat of greater capacity bas been worked,in conjunction with
the smaller one, overtheriver from \Veldon to its mouth, about ouehnndred
and thirty miles, removing snags, rafts, overhanging trees ; and trees
have been cut down on banks which threatened to slide, thus diminishing
the probability of slides of (iarth, and the consequent introduction into
the river of the trees growing thereon. The gi'eat prevalence of freshets
has made some delay.
The cut-off known as DeviPs Gut, which was lately passable by only
a small boat, lias been cleared, so that a steamer of moderate size can
use it. Thedistance between Jamesvilleand Williamston is thus shortened
six miles. In January, 1874, the snag-boats assisted in raising a tug-
boat, which was sunk in the river by accident, and otherwise would
probably have been a total loss, as well as become a serious detriment
to the regimen of the stream. There have also been removed or so
broken up that the debris are no longer an" obstruction to navigation
several vessels, viz, a light-boat at Broad Creek, a steamboat near
Jamesville, and a light-boat and three schooners at Willow Bend. These
were the last of the wrecks that obstructed the navigation.
Some progress has also been made in removing rocks near Weldon,
but the contractor has been retarded by freshets. All his blasting: is
done, and he expects to complete his work in the summer of 1874. The
results have been in general satisfactory, and of decided benefit to the
navigation of the river, in which a large and fertile country is interested.
Its products of cotton, lumber, and shingles are important.
In the estimate contained in the annual report for 1872, it was stated
that the sum of §270,000 was necessary for giving 5 feet at low water
from Weldon down. The appropriations by Congress have been $20,000
JMarch 3, 1871 ; $10,000 June 10, 1872; $10,000 March 3, 1873 ; $5,000
June 23, 1874; total, $45,000. On the 30th of June, 1874, the sum of
$15,227.94 was available tor this river. Up to this time operations have
been confined to removing wrecks, snags, rafts, overhanging trees,
sunken logs, and some rocks near Weldon, which, except the last, should
be continued. Unless it is determined to enter systematically upon the
improvement of the river in the attiiinment of a low- water depth of 5
feet, no appropriation is needed for year ending June 30, 1876. If that
work is to be carried out, the sum of $100,000 should be provided for
the first year.
Balance in Treasury of United States July 1, 1873 $20,000 fO
Amount in bands of oftlcer and Hubject to his check 4,073 41
Amount approx>riated by act approved Juno 23, 1874 5, 000 00
Amount expended during the tiscal year ending June 30, 1874 13, HG2 22
Amount available July 1,1874 15^2*27 94
Amount required for the fiscal year ending June 30, 1876 100, 000 00
(See Appendix U 20.)
21. Improving Gape Fear River ^ heloic Wihningtonj North Carolina, — The
sand has continued to accumulate around the closing work between
Smith's and Zeke's Islands in a very encouraging manner. The deflecting
jetty from Federal Point has been extended to a length of 500 feet. The
Point has grown by the accumulation of sand along the jetty, and Zeke's
Island has been also enlarged in the same way. The channel has deep-
REPORT OF THE CHIEF OF ENGINEERS. 89
ened over tbe Baldhead Bar, and an effort is to be made to assist this
effort of the river to resume its old regimeu by working a suction-dredge
u|>ou this bar. A cut will be made by dredging behind the Horseshoe
Shoal, in the direction of the channel which existed there before the
o|)euing of New inlet. The object of this operation is the same as that
of the others mentioned above, to direct the ebb and fluvial currents
from New Inlet into their former and natural course down the river di-
r«;tly. Efforts will also be made to increase the depth of water between
New Inlet and Wilmington.
XoTE. — From a report received from the officer in charge of this
work, October 8, 1874, it appears that the depth of water continues to
increase in the channel over Baldhead Bar, which has become the en-
tmnce and used almost exclusively. Cargoes were, until lately, light-
ered below the Fort Caswell rip,* or inner bar of the western channel.
This is now done at Smithsville, at a reduction in cost of nearly one-half.
This change is due to the use of the Bulkhead Channel.
If the dredging behind the Horseshoe Shoal has successful results, and
the channel is completed through the "Logs," 12 feet at low water can
he taken up to Wilmington, and the use of lighters dispensed with. It
is expected to accomplish this end with the present appropriation and
iu a few months.
Balance in Treasury of United States, Jaly 1, 1873 $100, 000 00
I>w]nct amount exiiended in fiscal year 1872-73 9, 0C3 32
Amonnt appropriated by act approved June 23, 1874 150, 000 00
Amount expended during tbe fiscal year ending June 30, 1874 92, 985 13
Amoimtavailable July 1,1874 147,951 55
Amount required for tbe fiscal year euding June 30, 1876 200, 000 00
(See Appendix U 21.)
SURVEYS, EXAMINATIONS, AND ESTEVIATES FOR LVIPEOVEMENTS.
Major Craighill was charged with, and has, during the fiscal year, sub-
mitted to this Office reports upon surveys of tlie following localities:
1. Elk Kiverj Maryland^ belotc Elkton. — The chairman of the Committee
on Coninierce of the Senate ot the United States having inclosed to tlie
Secretary of War, December 19, 1872, a petition from citizens of Cecil
County, Md., for an appropriation for the improvement of Elk Eiver,
in that St \te, and liaving asl^ed for information on the subject, an ex-
amination of the river was made, and a report submitted which was
printed iu the report of the Chief of Engineers for 1873. See page 815.
A further survey was directed in the appropriation bill of March 3,
1S73, which was made in October, 1873. For the report see pages 4 and
03 of House Document No. 84, Forty- third Congress, first session.
(See Appendix U 22.)
2. Old-House Channel to main channel of Pamlico Sound^ North Caro-
lina,— A survey or examination of this locality was directed iu the ap-
propriation biU of March 3, 1873. A great pressure of other duties
caused it to bo deferred until December, 1873. A report was submitted
Fehrnary 24, 1874, which was printed in H. K. Ex. Doc. No. 174, Forty-
third Congress, first session.
(See Ap[)endix U 23.)
3. James River a^id Kanawha Water-Unej cfcc. — A board of engineers
^as constituted by Special Orders 17,' War Department, Adjutant Gen-
f^ral'8 OflBce, January 27, 1874, to examine and report upon the James
Kiver and Kanawha Canal project. This board was organized with the
addition of an eminent civil engineer of Baltimore, Mr. B. H. Latrobe,
90 REPORT OF THE CHIEF OF ENGINEERS.
at tbe reqaest of the Hon. H. G. Davis, a member of the Senate Com-
mittee oa Transportation-Boates to the Seaboard, to comply with the
desire of those interested in the proposed water-line, to secure such ad-
ditional evidence in regard to the cost of the entire canal, the water-
supply of the summit-level, the probable time required to complete the
work, and other qnestions involving its practicability, as would place all
of these matters beyond doubt in the public mind.
The report was printed in H. R. Ex. Doc. No. 219, Forty-third Con-
gress, first session, but some corrections and emendations have been
given in the reprint in this volume.
(See Appendix U 24.)
CONSTRUCTION OF PIER AT LEWES, DELAWARE— HARBOR IMTROVE-
MENTS ON DELAWARE RIVER AND BAY — IMPROVEMENT OP THE
NAVIGATION OF DELAWARE AND SCHUYLKILI* RIVERS — OF BROAD-
KILN RIVER, DELAWARE— OF SOUTH AND SHREWSBURY RIVERS — AND
OF COHANSEY CREEK, NEW JERSEY.
OflBcer in charge, Lieut. Col. J. D. Kartz, Corps of Engineers, with
Capt. M. E. Brown, Corps of Engineers, under his immediate orders.
1. Construction of pier near LeweSj Delaxcare, — During the year the
superstructure of the pier has been extended 105 feet, and all the piles
have been inserted to 1,281 feet from the abutment in 15.5 feet depth of
water. Nearly a corresponding number of braces have been adjusted.
The appropriation was nearly exhausted early in November, and
active work suspended. A keeper has remained in charge of the build-
ings and other property.
It is proposed, during the present year, to place in position the thirty
piles now on hand and finish the corresponding bracing and super-
structure, if it can be done, and perhaps to drive a few temporary fender
piles to make the pier available for vessels.
Amount required to 'complete the work, $176,500.
BalaDce in Treasury of United States July 1, 1873 $8,000 00
Amount in hands of offlo^r and subject to his check, (including $32,377 ])er-
centage due on contracts not yet completed) '. . 39, 26S 1*2
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during tbe fiscal year ending June 30, 1874 47, 268 12
Amount available June 1, 1874 10,000 00
Amount required for tbe fiscal year ending June 30, 1876 176, 500 00
(See Appendix V 1.)
2. Construction and repair of Ice Harbor Piers at New Castle^ Delaware.
— The remains of the old pier in the middle of the harbor and a quan-
tity of stone accidentally dropped from vessels employed in building piers,
have been removed ; the wood- work of an old pier has been sheathed
and protected with iron plates; and a new pier has been built up to low-
water level.
It is proposed to apply the appropriation of the present fiscal year to
the removal of obstructions from the harbor and the commencement of
a new pier.
Amount required to complete the work, $40,500.
Balance in Treasury of United States July 1, 1873 $34,000 00
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount ex|)ended during fiscal year ending June 30, 1874 22,000 15
Amount available July 1, 1874 14,947 65
Amount required for the fiscal year ending June 30, 1676 30, 000 00
(See Appendix V 2.)
REPORT OF THE CHIEF OF ENGINEERS. 91
3. Harbor at Marcus Hook^ Pennsylvania. — The ice-piers at this harbor
were completed in 1871. Last year foar iron ladders have been attached
(one to each pier) to give access to the top. The piers require some
repairs, which can be made daring the present season from the existing
appropriation.
Balance IB Treasnry of United States July 1, 1873 810,462 12
Amount available July 1. 1874 -• 10,462 12
(See Appendix V 3.)
4. Wilmington Harbor, Delaware — During the fiscal year the rock
excavation above Third-street bridge was completed. Local surveys
have been made at different points along the river, as far up stream as
Third-street bridge, and the information derived therefrom has been
added to the chart of the Christiana Eiver in course of preparation.
The removal of abonj; 100 cubic yards of rock from the channel just
below Third-street bridge is in progress under contract.
With the appropriation of June 23, 1874, it is proposed to remove
about 135 cubic yards of fast rock from the channel below Third-street
bridge, at the locality where work is now being done.
For the fiscal year ending June 30, 1876, it is proposed to improve
the river and harbor by dredging the channel so as to afford tw elve feet
depth of water with the increased width of 120 feet at ordinary low tide,
asfollowsy viz: along the channel just above the buoy depot; opposite
and below Brandywine Creek ; near Third street and Market street
bridges. This improvement will require the removal of 53,000 cubic
yards of material; 6,000 cubic yards of this amount will be loose gravel
and sand, and the remainder soft mud. An appropriation of $20,000
is required to do this.
Amount required to complete the work, $46,000.
Balance in Treasury of United States July 1, 1873 Jo, 000 00
Amount in hands of officer and subject to bis check 1, 895 6 >
AmouD t appropriated by act approved June 23, 1874 6, 000 00
Amount expended during the fiscal year ending June 30, 1874 1, 739 15
Amount available July 1, 1874 11,156 51
Amount required for the fiscal year ending June 30, 1876 20, 000 00
(See Appendix V 4.)
5. Improvement of Schuylkill River, Pennsylvania, — During the fiscal
year 07,493 cnbic yards of material were removed from the bar just
above Penrose-Ferry bridge; 7,500 cubic yards from the bar near Gib-
sou's wharf; 434 cnbic yards of rock from the channel near Locust-
street wharf, and 172 cubic yards of rock from the channel- way at and
near South-street wharf. The depths of water attained at the several
localities named, at ordinary low tide, are, 20, 18, 19, and 16 feet, respec-
tively.
The present season it is proposed to continue dredging operations at
the bar above Penrose-Ferry bridge.
Next year it is proposed to complete the cut through the bar above
Penrose-Ferry bridge, and to remove fast and loose rock and gravel
from the channel at Gibson's wharf; also to increase the excavations so
as to afford 20 feet depth of water at mean low water up to this point.
Amount required to complete the work, $174,700.
Balance id Treasury of United States Joly 1, 1873 $51,500 00
Amoont in bands of officer and subject to bis cbeck 5, H07 05
Amonnt appropriated by act approved June 23, 1874 20, 000 00
Amount expended daring tbe fiscal year ending J une 30, 1874 54, 975 17
Amount available July 1, 1874 20,000 00
Amoont required for the fiscal year ending June 30, 1876 40, 000 00
(See Appendix V 5.)
92 REPORT OF THE CHIEF OF ENGINEERS.
6. Improvement of Delaware River at Fort Mifflin Bar. — During tbe
fiscal year 140^000 cubic yards of material have been removed. A cut
300 feet in width on the eastern portion of the bar, affording 20 feet
depth of water at low water, has been excavated from the New Jersey
channel on the south to the Pennsylvania channel on the north. And
on the west a cut of the same extent in length has been made, with a
width of 225 feet, affording the same depth of wat^r. The locality of
the improvement is eight and a half miles from the navy-yard, the width
of the Delaware River at this point being about one mile.
During the present working season it is proposed to continue the
dredging under the present contract, so as to increase the width of the
excavation through the bar to 800 feet, with 20 feet depth of water at
ordinary low tide. This will require the removal of about 70,000 cubic
yards more material, which will complete the work under the existing
contract.
With the appropriation of June 23, 1874, it is proposed to remove, dur-
ing the present season, 70,000 cubic yards of material from the bar; next
season to remove 103,000 cubic yards of material, increasing the width
of the excavation to 1,200 feet, with a depth of water of 22 teet at ordi-
nary low water.
For the next fiscal year, to continue the improvement, increasing tbe
general width of the excavation to 1,500 feet, with side slopes and open-
ings up and down stream of 2,000 feet. This will require an additional
lemoval of 140,000 cubic yards of material, and a further appropriation
of $50,000.
Balance in Treasury of United States July 1. 1873 $50,000 00
Amount appropriated by act approved June 23, 1874 50,000 00
Amount expended during the fiscal year ending June 30, 1874 27, 189 03
Amount available July 1, 1874 66,981 62
Amount required for.tlie fiscal year ending June 30, 1876 50. 000 00
(See Appendix V 6.)
7. Improvement of Delaware River at Horse-Shoe Shoals. — It was recom-
mended last year, in view of the expense of the proposed improvement,
that it be deferred until it was found that, from further experience, ice-
boats cannot keep the channel open at this point.
The last winter having been very mild, no special experience on this
point was obtained.
Balance in Treasury of United States July 1, 1873 $49, 500 00
Amount in hands of otBcer and subject to his check 154 80
Amount expended during the fiscal year ending June 30, 1874 154 80
Amount available July 1, 1874 49,500 00
(See Appendix V 7.)
8. Improvement of Delaware River between Trenton and Bordentown^
Xew Jersey. — Work has progressed steadily on this improvement. A
channel, with a depth of G feet at low water and a width of 75 feet, has
been carried through the shoal from deep water above to deep water
below.
It is proposed next year to widen and straighten the channel to facili-
tate its easy passage by steamers, vessels, and boats.
Amount required to complete the work, $40,000.
Balance in Treasury of the United States July 1, 1873 $22,500 00
Amount in hands of otficer and subjwt to his check 2, 057 45
Amount apjiropriated by act approved June 23, 1874 10, 000 00
Amount expen<U'd during the fiscal -year ending June 30, 1874 9,708 00
Amount aviiilablo July 1, 1874 14,949 27
Amount required for the fiscal year ending June 30, 1876 25, 000 00
(See Appendix V 8.)
REPORT OF THE CHIEF OF ENGINEERS. 93
9. Improvement of BroadJciln Eiver^ Delaware. — A channel of 5 feet
depth at low water, with a rainimniii width of 35 feet, has been made
through the shoals from Miltou to Oyster -Kock Shoals, near the mouth
of the river.
The appropriation having been exhausted the work has been sus-
l)ended, to be resumed should Congress make a further appropriation.
Amount r^uired to complete the work, $70,500.
Balance in Treasury of United States July 1, 1873 $10,000 00
AmoQDt expended during the fiscal year ouding June 30, 1874 10, 000 00
Amount required for the fiscal year eudiog June 30, 1876 30, 000 00
(See Appendix V 9.
10. Ifnprovement of South River j Neio Jersey. — Tlie appiopriation made
for this place was expended in removing the shoals existing in the canal
joining the South and Raritan Rivers.
Balance in Treasury of the United States July 1, 1873 §5, 000 00
Amount expended during the fiscal year eudiug Juue 30, 1874 5, 000 00
(See Appendix V 10.)
11. rmproveinent of the north and south branches of Shrewsbury River j
New Jersey. — The appropriation made for this work was expended at
the upper end of the Rocky-Point Channel and at other points where
shoaling had occurred. A careful survey is required before further
work upon the improvement of this river.
Balance iu Tn^isury of United States July 1, 1873 $5,000 00
Amount expended during the fiscal year ending June 30, 1874 5, 000 00
(See Appendix V 11.)
12. Improvement of Gohansey Creek, New Jersey. — The appropriation for
this work has been expended in opening a channel of 75 to 80 feet in width
and 3 feet in depth at low water along the wharves of the city of
BridgetoD, and for a distance of half a mile below Broad street to deeper
water.
No appropriation was made for the year ending 30th June, 1875.
Amount required to complete the work, $20,000.
Balance in Treasury of United States July 1, 1873 $10,000 00
Amount expended during the fiscal year eudiug June 30, 1874 10, 000 00
Amount required for the fiscal year ending Juue 30, 1876 20, 000 00
(See Appendix V 12.)
13. Port Wardenh Line, Philadelphia, Pennsylvania. — In view of the
conclusions of a board of engineer officers, constituted to examine into
the subject, that the convenience of commerce as well as the improve-
ment and maintenance of navigation imperiously demand a thorough
examination of the questions involved, the report of the board was sent
to the mayor of Philadelphia, with the view of inviting the attention of
the government of the State to the destrableness of suitable legislation
for determining these lines, and by him laid before the city councils. No
action is known to have been as yet taken by them.
(See Appendix Y 13.)
EXAMINATIONS AND SURVEYS FOB IMPROVBMENT.
In compliance with provisions of the act of March 3, 1873, Lieut. Gol.
Kurtz was charged with and has completed the survey of ^^Crow ShoaU,
near Cape May light, for an artificial harbor or breakwater.^ His report
thereon was transmitted to Congress at its last session, and printed in
H. li. Ex. Doc. No. 174.
(See Appendix V 14.)
94
REPORT OF THE CHIEF OF ENGINEERS.
IMPROVEMENT OF HUDSON RIVER — REMOVAL OF OBSTRUCTIONS IN EAST
RIVER, INCLUDING HELL-GATB — IMPROVEMENT OF EAST CHESTER
CREEK AND HARLEM RIVER, AND THE HARBORS OF PORT CHESTER
AND RONDOUT, NEW YORK — PASSAIC RIVER AND THE CHANNEL BE-
TWEEN STATEN ISLAND AND NEW JERSEY.
Officer in charge, Lieut. Col. John Newton, Corps of Engineers, who
has ander his immediate orders Ccipt. W. H. Heaer and Lieut. J. H.
Willard, Corps of Engineers.
1. Improvement of Hudson Rivet', Xew York. — The operations daring
the fiscal year have comprised repairs of existing dikes and the construc-
tion of new dikes near Albany, of which there were in all 5,028J feet in
process of construction and nearly completed at the close of the year.
Balaucein Treasury of United States July 1, 1873 $49,500 00
Amount in bands of officer and subject to his check 11, 278 H9
Amount appropriated by act approved June 23, 1874 40, 000 00
Amount expended during the fiscal year ending Juue 30, 1874 29, 634 63
Amount available July 1,1874 40,134 87
Amount required for the fiscal year ending June 30, 1876 102, 000 00
(See Appendix W 1.)
2. Removing obstructions in East River, including HellOate. — The tun-
nels and galleries at Hallett's Point have been extended to the lengths
given in the following table :
Heading.
Feet
No. 1 296.36
No. 2 185.76
No. 3 199.98
No. 4 194.53
No. 5 191.25
No. 6 224.08
No. 7 230.58
No. 8 213.92
No. 9 225.59
No. 10 257.65
No. 2* 163.27
Heading.
Feet
No.2b 102.04
No.2« 143.07
No.2d 48.40
No.2« 116.10
No.3* 75.88
No.5«» 129.51
No.5»> 66.25
No.5**- 50.25
No.6* 207.58
No. 6», (branch) . . 15. 75
No.e^ 146.80
Heading.
Feet
No. 6<= 172.44
No. 6«» 50.60
No. 6« 44.55
No. 6^ 27.1K)
No. 7» 75.75
No.lO* lrtO.85
No.lO»> 184.28
No.lOc 130.65
No.lO^ 16.25
No.lOff 19..50
GaUeries 2, .390. 20
Total 6,780.67
From July 1, 1873, to the middle of November, when work was sus-
pended for want of funds, the following work was done :
Lineal feet of tnnnels and galleries driyen 896. .35
Cubic yards of rock removed 4,648.00
Lineal feet of holes drilled by Burleigh driU 43,742.00
Lineal feet of holes drilled by hand 618.00
Pounds of nitro-glycerine used 4,850. 00
Pounds of giant powder used 506^
Pounds of black powder used 1,406.00
Operations of the steam-drilling scow, Coenties^ Reef. — Work was com-
menced at the first of the fiscal year and continued until December lo,
1873; during this time 307 holes, amounting to 2,629 linear feet, were
drilled and blasted, and 39 surface- blasts w^ere made, 17,127 pounds of
nitroglycerine having beeq used.
The amount of stone grappled and removed was 2,805 cubic yards.
REPOET OF THE CHIEF OF ENGINEERS. 95
This does not innlade the amount (which is unknown) raked from the
surface into the deeper water on the sides of the reef.
Balance in Treasury of United States, July 1, 1873 |180,000 00
Less anioant expended in fiscal year ending Jnne 30, 1873 233 95
Amount appropriated by act approved June 23, 1874 225, 000 00
Amonnt expemled daring the fiscal year ending Jane 30, 1874 175, 843 77
Amount available July 1, 1874 228,922 28
Amonnt required for the fiscal year ending June 30, 1876 600, 000 00
(See Appendix W 2.)
3. Improvement of Harlem River^ New TorJc, — The appropriation of
Jnne 23, 1874, will be applied during the present fiscal year to the re-
moral of the piers of the old bridge, and of the rock off East One Ilun-
dred and Twenty-fifth street, New York.
(See Appendix W 3.)
4. Improvement of Passaic River, New Jersey. — Belleville Bar : The
contract for this work was extended from December 31, 1873, to June
30, 1874, bat owing to the many difficulties met with the work had not
been completed at the close of the fiscal year. Up to that date 9,627
cubic yards of material had been removed. A great deal of bed-rock
baring been encountered by the contractors, a scow with machinery
suitable for drilling was put to work, and the rock broken up so as to
be removed by the dredgiugmachine.
Rutherford Park Bar: The contract for a cut through this bar 2,900
feet long and 50 feet wide on the bottom was not entirely completed at
the close of the year, some little inequalities having been found which
required removal. Bed-rock was aldo found in this section of the river,
and some surface-blasts were made, and the rock broken for removal.
Balance in Treafiary of Uuited States July 1, 1873 $45,000 00
Amoont appropriated by act approved June 23, 1874 20, 000 00
Amonnt expended dnring the tiscal year ending Jane 30, 1874 21, 231 70
Amount available J uly I, 1874 23,e)09 68
Amount required for the fiscal year ending June 30, 1876 54, 000 00
(See Appendix W 4.)
5. Improvement of East Chester Greek, New York. — 'So work has been
done during the year, except some surveys made at the entrance to the
creek. A commission appointed by the State legislature to condemn
and purchase certain lands, through which there was some difficulty in
obtaining a right of way for the improvement of this creek, now have
the matter in hand and expect shortly to report the result of their
labors ; until then no work can, with advantage, be undertaken.
Balance in Treasurv of United States July 1, 1873 $25,000 00
Amount expended during the fiscal year ending June 30, 1874 4, 461 60
Amount available July 1, 1874 20,538 40
Amonnt required for the fiscal year ending June 30, 1876 35,000 00
(See Appendix W 5.)
6. Improvement of Port Chester Harbor, New York, — No work was
done, except the finishing of some drawings of surveys.
Balance in Treasury of United States July 1, 1873 $2,200 00
Amount in bands of officer and subject to his check 852 69
Amount expended during the fiscal year ending June 30, 1874 815 99
Amount available Jnly 1, 1874 2,236 70
Amount reqnired for the fiscal year ending June 30, 1876, to complete the
removal of sunken rocks 60,000 00
(See Appendix W 6.)
7. Improvement of Rondout Harbor, New York, — During the year an
extension of 1,282 feet has been added to the north dike, and on the
96 REPORT OF THE CHIEF OF ENGINEERS.
extremity of this extension a crib 100 feet long was sank. Eepairs were
also made to that portion of the dike built the season previous, consid-
erable damage having been occasioned by ice during the winter.
It is necessary for the success of the improvement commenced at this
place that the south dike and dredging of channel-way between the
dikes should be undertaken with the least possible delay.
Balance ia Treasury of Unitetl States July 1, 1873 $22, 500 00
Amount in hands of officer and subject to bis check 6, 1H>7 31
Amount expended duriug the tlscal year ending June 30, 1874 15,675 13
Amount available July 1, 1874 8:J9 71
Amount required for the fiscal year ending June 30, 1876 60, 000 UO
(See Appendix W 7.)
8. Improvement of channel between Staten Island and Neic Jersey, —
Under appropriation of June 23, 1874, it is proposed to commence the
construction of the south dike.
Amount appropriated by act approved June 23, 1874 $50,000 00
Amount available July 1, 1874 50,000 0')
Amount required for the tiscal year ending June 30, 1876 145, 000 00
(See Appendix VV 8.)
EXAMINATIONS AND SURVEYS POE IMPROVEMENT.
In compliance with provisions of the act of March 3, 1873, Lieutenant
Colonel Newton was charged with and has completed the following. His
reports thereon were transmitted to Congress at its last session, and
printed in Ex. Doc. H. E. No. 174 :
1. At Harlem River ^ near Ea^t River ^ Neic YorJc^for removal of rods
therefrom. (See Appendix W 9.)
2. At Raritan Eiver^ New Jersey. (See Appendix W 10.)
IMPROVEMENT OF RIVERS AND HARBORS IN THE STATES OP CONNEC-
TICUT AND RHODE ISLAND, AND PART OF MASSACHUSETTS, AND ON
a HE SOUTH SHORE OF LONO ISLAND SOUND.
OflQcer in charge, Maj. G. K. Warren, Corps of Engineers.
1. Hyannis Harbor, Massachusetts. — Daring the past fiscal year 220
feet of the parapet at the west end, all that required rebuilding, was
completed, and the slopes under water in this i>ortion strengthened by
riprap. The under- water slopes of the other parts of the breakwater
need strengthening with riprap to prevent the parapet from being under-
mined by storms. It is estimated that 810,000, in addition to the
amount on hand, will do this and render the work secure.
From a survey made of the anchorage protected by the breakwater,
it is found that this space is not filling up, and that no dredgin*^ is
required. When the ripraj) slopes are streugthened, as recommended,
it is believed that this valuable work will long remain intact.
The lighthouse should be removed to the east end of the break-
water.
Balance in Treasury of United States. July 1, 1873 810, 000 00
Auiou nt appropriated by act approved June i^, 1874 -. 5, 0(H» OO
Amount expended duricg the tiscal year eudiug June 30, 1874 9, t^^o 16
Amount available July 1, 1874 5, 114 84
Amount required for the tiscal year ending June 30, 187G 10, 000 00
(See Appendix X 1.)
2. Edgartown Harbor, Massachusetts. — The attempt to make an artifi-
cial opening through Cotamy Beach to unite Cotamy Bay directly with
the ocean was in progress at the time of the last aunual report.
REPORT OF THE CHIEF OF ENGINEERS. 97
DariDg the season of 1873 a cut at least 60 feet wide and 6 feet deep at
mean low water was carried entirely through the beach and the shoals in
the bay. The \rork was done at periods when winds from the north and
east mostly prevailed, it being deemed the most favorable time to the
8access of the work. Adverse winds and tides, however, caused the
ocean tide to break through the barrier into the cut. The sea rushed in
as long as the tide rose, but when it fell the ocean waves closed the en-
trance to the cut. Two attempts were afterwards made to reopen the
cat, but the waves closed it again on the ocean side. The work, there-
fore, has failed of its object. It was carried on with energy and hope-
fulness, and, perhaps, with very favorable conditions of the tides and
waves, might have proved successful.
The report of the engineer officer in charge of the work, here appended,
treats of the questions upon which this engineering experiment arose
and depends, and his experience and views regarding it.
There are reasons for doubting whether the depth on the bar at the
northern entrance to Edgartown Harbor was ever dependent upon the
southern one for any favorable influence, and It is proposed, with the
Tinex))ended balance of the appropriation, to determine by survey what
the effect of this closure of the beach from 1869 till 1874 has been upon
the northern entrance. Such injuries as may have resulted to the inner
harbor of Edgartown may possibly be more easily remedied by dredg-
ing than by opening the Cotamy Beach.
No sippropriation for this work was made by Congress at its last ses-
sion, and none is asked till the result of the new survey is known.
Balance in Treasury of United States July 1, 1873 $15,000 00
Amonnt inhands of oflBcer and subject to bis check 4,364 81
AmooDt expended during the fiscal year ending June 30, 1874 17, 989 33
AiDouni available July 1, 1874 1,375 48
(See Appendix X 2.)
3. Wareham Harbor, Massachusetts. — The dredging for straightening,
widening, and deepening this port and its entrance was carried on dur-
ing the working season of 1873 as long as funds would admit. It
is designe<l to deepen the channel to 9 feet at mean low water. It has
been made 200 feet wide at Quahaug Bar ; 120 feet wide at the upper
bar, and widened thence upward to the wharves so as to be nowhere less
than 60 feet wide.
The farther improvement of this harbor will require an expenditure
of about $20,000 to make it commensurate with the interests involved ;
of this $10,000 were appropriated by the act of June 23, 1874, leaving
810,000 to be provided by future appropriation.
Balance in Treasury of United States July 1, 1873 $15, 000 00
Amount in bauds of officer and subject to liis check, (including $152.09 per-
centage due on contracts not yet completed) 2, 251 03
Auioant appropriated by act approved June 23, 1874 10, 000 00
Amunot expended during the fiscal year ending June 30, 1874 17, 157 11
Amount available July 1, 1874 10,093 92
Amount required for i l^ie fiscal year endiug J une 30, 1876 10, 000 00
(See Appendix X 3.)
4. Taunton River, Massachusetts. — Under the appropriation of Mareh
3, 1873, 224.} cubic yards of rocks and stones have been taken from the
river, and 3,443 cubic yards of material dredged from the shoals. A
channel 9 feet deep at mean high water has been made through Blake's,
Table Kock, and Sheep-Pen ^hoals, and one cut, about 25 feet wide and
^^ feet long, has been made through Chabbot Rock Shoal.
A survey has been made of the obstructions near Dighton. The cost
98 REPORT OF THE CHIEF OF ENGINEERS.
of completing this improvement, from Tannton to Dighton, so as to
give a 9-feet draught between these places at high water is estimated
at $22,000, less $10,000 appropriated by act ot June 23, 1874; the
balance required, $12,000, can be profitably expended during a single
season.
Balance in Treasury of United States July 1, 1873 $10,000 00
Amount in bands of officer and subject to his cbeck 484 53
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the fiscal year ending June 30, 1874 10, 387 58
Amount available Julv 1, 1874 10,096 95
Amount required for the fiscal year ending June 30, 1876 12, 000 00
(See Appendix X 4.)
5. Fall River Harbor^ Mdssdchusetts. — A survey of tbis barbor was
made last seasou, and a plan for its improveineDt, witb estimate, sub
mittcd to Congress at its last session. The officer in charge estimates
for the removal of bowlders and dredging a channel 100 feet wide at its
narrowest part, widening at each end where it would join the main
channel, to be 12 feet deep at mean low water. For removing bowlder
$11,000; for dredging, $33,400; and for 6 dolphins to mark the channel,
$600 ; total, $45,000.
The act of June 23, 1874, appropriated $10,000 for the removal of
bowlders. This will be done during the present year.
Amount appropriated by act approved June 23, 1874 $10, 000 00
Amount available July 1, 1874 10,000 00
Amount required for the fiscal year ending June 30, 1876 35, 000 00
(See Appendix X 5.)
6. Nemport Harbor^ Rhode Island, — The work during the last fiscal
year consisted in dredging a cut, 50 feet wide and 15 feet deep, across
the shoal near Lime Kock light ; in cutting off a submerg'ed sandy
point that projected into the harbor from the south end of Goat Island,
so as to give a depth of 12 feet over it, and in building a jetty at right
angles to the shore of Goat Island to arrest the sand and x)revent the
shoal point extending again.
The appropriation of June 23, 1874, will be expended in dredging
within the harbor, so as to improve the anchorage and entrance to the
wharves where most needed.
Balance in Treasury of United States July 1, 1873 $8,500 00
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the fiscal year ending June 30, 1874 7, 555 81
Amount available July 1, 1874 10,d44 19
Amount required for the fiscal year ending June 30, 1876 15, 000 00
(See Appendix X 6.)
7. PaictucTcet (SeeJconJc) River, Rhode Island, — The channel of this
river, where dredged, being in good condition at the commencement of
the last fiscal year, it was determined to confine operations during the
year to making a careful survey, including the bridges. This was done,
and the report and map transmitted to Congress and printed. The
object of doing this was to call attention to the injurious effect of the
bridges upon navigation, which there seems to be no authority for tlie
War Department to correct. Since that time another bridge across this
river has been authorized by the legislature of Rhode Island, entirely
independent of auy control by the officers of the Engineer Corps in
charge of this improvement. The officer in charge thinks that the
bridge companies should be compelled to remove the obstructions they
have created in the vicinity of the bridges.
He draws attention to the obstruction to navigation and to the free
REPORT OF THE CHIEF OF ENGINEERS. 99
flow of the tide, caased by the three bridges on the Pawtucket, and
desires to be informed whether there is not a legal remedy to compel
the bridge companies to restore the water-way to a proper natural width,
and to control the bridging of the river in the interests of commerce.
One of these bridges, a^ present a serious obstruction to commerce, is
about to be rebuilt, and its future location and plan should be subject
to the control of the United States.
It is proposed to expend the funds on hand the present year in dredg-
ing at the parts where it will be most beneficial. No further appro-
priation is recommended.
Balance in Treasury of United States Joly 1, 1873 $10,000 00
Amonnt exjiended clnring the "fiscal year ending Jnue 30, 1874 6S6 55
AjBoaat available July 1, 1874 9, 313 45
(See Appendix X 7.)
8. Providence River^ Rhode Island. — The appropriation of March 3,
1873, was expended in removing the point of Long Bed, and in taking
out the remains of an old pile-dolphin found in the channel.
The channel here is now 800 feet wide, the dred'ging having increased
it to this width from that of 400 feet.
No further appropriation is required.
Balance in Treasury of United States July 1, 1873 |10, 000 00
Amoant in hands of officer and subject to his check 178 24
Amount expended during the fiscal year ending June 30, 1874 10, 101 26
Amount available July 1, 1874 .^ 76 98
(See Appendix X 8.)
9. Wickford Harbor j Rhode Island, — The work during the past year
consisted in dredging so as to lessen the sharpness of the turn in the
channel, and in removing a rock from the channel.
With the appropriation of June 23, 1874, further dredging will be
done and some rocks removed.
No further improvement is required here for the present, except to
baild a beacon on James Ledge.
Balance in Treasury of United States July 1, 1873 $5,000
Amount appropriated by act approved June 23, 1874 5,000
Amount expended during the fiscal year ending June 30, 1874 5, 000
Amount available July 1, 1874 5,000
(See Appendix X 9.)
10. Block Island^ Rhode Island. — The main breakwater was extended
about 330 feet during the fiscal year, with a considerably less cross-
section than that pf the pjirt before built, in order to obtain shelter
sooner than could be done by carrying out the full dimensions at once.
It is expected to increase the thickness of this portion during the pres-
ent year, to bring it to the proper proportions for permanence. This,
with an extension of about 100 feet to where the water is 15 feet depth,
will exhaust the appropriation of June 23, 1874.
Baring the past year 446 tons of bowlders were removed from the
bottom within the protected area, and deposited in the breakwater.
There is a sufficient amount left of the former appropriation to free all
this sheltered anchorage, where the depth is as great as 6 feet, and this
will be done. There will also be an improvement made for the discharge
of cargoes in the inner basin.
An estimate of $00,000 is submitted for the next season's operations,
60 that in one year there can be put in a detached piece of breakwater
north of the harbor to protect it from northeast storms, which are the
only ones that now cause any trouble. It is necessary to do this all at
100 REPORT OF THE CHIEF OF ENGINEERS.
once, so that it may not, in an incomplete state, be a dangerous ob-
struction.
This breakwater has been an improvement, the beneficial effect of
which is most apparent.
Balance in Treasury of United States July 1,1873 * $60,000 00
Amount in hands of officer and subject to 'his check, (including $857.32 per-
centage due on contracts not yet completed) 6,551 55
Amount appropriated by act approved June 23, 1874 20, 000 00
Amount expended during the fiscal year ending June 30, 1874 50, 572 30
Amount available July 1, 1874 35,979 25
Amount required for the fiscal year ending June 30, 1876 1 . 60, 000 00
(See Appendix X 10.)
11. PattcatucJc River^ Rhode Island and Connecticut — The appropria-
tion of March 3, 1873, was expended in dredging during last season.
A channel- way 40 feet wide and from 5 to 5^ feet deep at mean low
water is now finished to the wharves in Westerly. It is designed to
make the channel 75 feet wide in its narrowest part, and ^i feet deep at
mean low water. The estimate for completing this is $21,000. The act
of June 23, 1874, appropriated $10,000 for this work, leaving $11,000 to
be appropriated.
The beneficial effects of this improvement are shown in the dimin-
ished cost in freights to Westerly.
Balance in Treasury of United States July 1, 1873 $10,000 00
Amount in hands of officer and subject to his check, (including $800.17 per-
centage due on contracts not yet completed) 1,858 42
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the nscal year ending June 30, 1874 11, 66H 72
Amount available July 1, 1874 10,189 70
Amount required for the fiscal year ending June 30, 1876 11, 000 00
(See Appendix X 11.)
12. Sionington Harbor^ Connecticut — Operations during the past fiscal
year were confined to dredging in the harbor between the breakwater
and the steamboat-dock, to make this space available as an anchorage-
ground.
The work already done has given a depth of 12 feet from the channel
as near to the wharves as it is thought advisable to carry this work. It
is proposed, with the appropriation of June 23, 1874, and with what
remains from the previous one, to dredge off the upper end of Penguin
Shoal.
The engineer in charge of the improvement during the past fiscal
year recommends that, if any further improvements' be made here, a
breakwater should be built on the outer part of Penguin Shoal, for
which he submits a plan, with an estimate of $96,000.
Balance in Treasury of United States July 1, 1873 |25,000 00
Amount appropriated by act approved June 23, 1874 20, 000 00
Amount expended during the fiscal year ending June 30, 1874 21, 047 21
Amount available July 1, 1874 23,952 7H
Amount required for the fiscal year ending June •^, 1876 96, 000 00
(See Appendix X 12.)
13. Connecticut River heJoic Hartford, and Sayhrook Bar^ Connecticut. —
The work done during the fiscal year left a channel from 50 to 70 feet
wide and 9J feet deep at low water over the bars at Hartford, Pratt's
Ferry, and South Glastenbury ; the jetty at Saybrook Bar was carried
out to a total length of 1,600 feet. With the appropriation of June 23,
1874, it is designed to dredge in these channels, wherever examinations
REPOET OF THE CHIEF OF ENGINEERS. 101
show that they have shoaled daring the winter, and to continue the
jetty as far as the remaining funds will allow.
BalanceinTreasaryofUnitedStates July 1,1873 $45,000 00
Anioant in hands of officer and subject to his check, (including $281.20
percentage due on contracts not yet completed) 1, 730 43
AfflonDt appropriated by act approved June 23, 1874 20, 000 00
Amount ex|>enaed daring the fiscal year ending Jnne 30, 1874 42, 713 37
Amount available July 1,1874 24,017 06
Amount required for the fiscal year ending June 30, 1876 80, 000 00
(See Appendix X 13.)
14. Connecticut River^ above Hartford^ Connecticut^ and below HotyoJcej
Massachusetts. — A survey and map of the whole of this portion of the river
have been completed. A channel was dredged through Barber's Landing
Bar, about three and one-third miles above Holyoke, which was the only
improvemefit needed. The act making the appropriation of 1872 limited
its application to the part above the foot of Enfield Falls. About half
of this has been spent in surveys and investigations. There is no place
found abov^e the falls where improvement is now required, and the bal-
ance is too small to accomplish anything at the falls. As the wing-dams
built between Hartford and the falls have been found beneficial, it is
proposed to continue this work, where needed, with the funds on hand.
Connecticut River from Enfield Falls to Holyole.
Balaoce in Treasury of United States July 1, 1873 $25,000 00
Amount expended during the fiscal year ending June 30, \^A 12, 391 45
Amount available July 1, 1874 12,608 55
Connecticut River above Hartford and beloic Holyoke.
BalanceinTreasury of United States July 1,4873 825,000 00
Amount in hands of officer and subject to his check 1, 606 65
Amount expended during the fiscal year ending June 30, 1874 4, 834 34
Amount available July 1, 1874 21,772 31
(See Appendix X 14.)
15. New Haven Harbor^ Connecticut — Durin^j the past fiscal year the
dredging consisted in completing a 15-foot channel to 200 feet width
through the bar between Fort Hale and the light-house, and in widening
the 13 foot channel, from Long Wharf to Belle Dock, to 115 feet. A
beginning was made upon the removal of Ludington Rock, but before
work was fairly under way the favorable season closed.
The remainder of the appropriation for the fiscal year ending June
30, 1874, will be expended in prosecution of the removal of Luddington
Hock. Under the existing contract the rock must all be removed before
any money is paid.
Balance in Treasury of United States July 1, 1873 J40,000 00
Deduct amount expended in fiscal year 1872-73 854 11
Amount expended during the fiscal vear ending June 30, 1874 18, 252 58
Amount a vaUable July 1, 1874 20,893 31
(See Appendix X 15.)
16. Milford Harbor^ Connecticut — A survey made in 1872 showed
that prominent among the causes of the formation of a bar in the upper
part of the harbor was the erosion of the east bank, caused by the action
of southerly storms. The object of the work during the present year
will be to prevent further action of this kind by constructing jetties be-
tween high and low water, at intervals of 100 feet, along the shore.
Amount appropriated by act of June 23, 1874 §5,000 00
Amount available July 1, 1874 5,000 00
Amount rei^uired for the fiscal year ending June 30, 1876 13, 000 00
(See Appendix X 10.)
102 REPORT OF THE CHIEF OF ENGINEERS.
17. Hoiisatonio RiveVy Connecticut — ^During the last fiscal year the
dredging was confiDed to the removal of an obstraction, '^ the ballast,^
near the mouth, and to dredging at Mill Bar, Drew's Bar, Grofnt's Bar,
and Two-mile Island Bar, at all of which places a depth of 7 feet at
mean low water was made. The width of this channel varies from 40
to 150 feet, and needs widening in the narrower portions. JS^o work was
done at the bar at the mouth. A resurvey was made of portions of the
river, to ascertain changes and results of operations, and to make con-
nected maps.
Tt^e average mean rise of the tide being 5 feet, no greater depth than
7 feet at mean low water is required, which has been gained at all points
except the bar at the mouth, where the depth is only 5 feet. The im-
provement of this is such a serious matter that it is not at present rec-
ommended. The appropriation for the fiscal year ending June 30, 1875,
will be used in widening the channel at the narrow places already im-
proved, and in removing shoals which may have reformed.
Balance iu Treasury of United States July 1. 1873 $10,000 00
AmouDt in hands of officer sabject to his check, (includiug $104.24 percent-
age due on contracts notyet completed) 3, r^ 54
Amount appropriated by act approved June 33, 1874 10, 000 00
Amount expended during the fiscal year ending June 30, 1874 13, 169 61
Amount available July 1, 1874 10,226 93
Amount required for the fiscal year euding June 30, 1876 5, 000 00
(See Appendix X 17.)
18. Bridgeport Harbor, Connecticut. — The work during the past year
has been confined almost wholly to dredging, the requisite protection of
the breakwater for immediate wants having previously been secured.
The mean rise of the tide here is 665 feet, and the least depth of the
improved channel is 9 feet at mean low water.
On the outer bar the channel is 10 feet deep, 150 feet wide. At the
inner bar it is 400 feet wide, with a depth of 9 feet. Thence upward to
the bridge the channel has been much widened and straightened, and a
wreck removed. This harbor now affords many facilities to commerce.
The means on hand will be used to widen and straighten the channel.
An estimate of $20,000 is made to provide for a probable extension of
the breakwater, or additional dredging, which the action of storms may
render necessary.
Balance in Treasury of United States July 1, 1873 $30,000 00
Amount in hands of officer and subject to his check, (including 91^}747.86
percentage due on contracts not yet completed) 7, 120 59
Amount appropriated by act approved June 23, 1H74 20, 000 00
Amount expended during the fiscal year ending June 30, 1874 33, 197 61
Amount available July 1,1874 2:^,922 9?^
Amount required for the fiscal year ending June 30, 1876 20, 000 00
(See Appendix X 18.)
19. NortcaJk River, Connecticut, — The work of dredging in progress at
the date of the last annual report under the appropriation of March 3,
1873, was continued until the available funds were exhausted. The
channel, 60 feet wide and 6 feet deep at mean low water, dredged in 1872,
has been continued to within 600 feet of the Norwalk docks. With the
appropriation of June 23, 1874, it is proposed to complete this channel,
and, if any funds remain, to excavate the channel both above and be-
low the Washington bridge to a depth of 6 feet and width of 80 feet.
To realize the full effect of the work done and to carry out the entire
project based upon the survey of 1871, requires the completion of a
channel 60 feet wide and 6 feet deep at mean low water from Gregory's
EEPORT OF THE CHIEF OF ENGINEERS. 103
Point to Norwalk. The estimated cost of this is $10,000, which amount
is recommended for the fiscal year ending June 30, 1876.
BakiDce in Treasary of United States July 1, 1873 $5,000 00
Anoant in hands of officer and snbject to his check 5,006 41
Amoant appropriated by act approved Jane 2t{, 1874 10, 000 00
Amonnt expended daring the fiscal year ending June 30, 1874 10, 006 41
Amoant available July 1, 1874 10,000 00
Amoant required for the fiscal year ending June 30^ 1876 10, 000 00
(See Appendix X 19.)
20. Port Jeffer%on Harbor^ Long Island^ New Yorlc. — On account of
the small amonnt of funds available, no work was done the past fiscal
year. At its close a survey was made, which shows that what has been
done has ro far answered its purpose, and that the entrance has now be-
come so permanent in its conditions that the time when dredging could
be made with reasonable certainty of the channel not being filled up has
now arrived.
An appropriation of 835,000 is recommended for continuing the work.
Amoant in hands of officer and subject to his check (1, 713 95
Amoant expended during the fiscal year ending June 30, 1874 204 01
Amount available July 1, 1874 1,509 94
Amoant required for the fiscal year ending June 30, 1876 35,000 00
(See Appendix X 20.)
21. Peconic River^ Long Island^ Neio TorJc, — Daring the past fiscal
year the channel was continued for a distance of 8,520 feet up the river,
making it 5o feet wide and 6 feet deep at meau low water. This left a
length of about 2,500 feet improved, which has since been worked upon
under an appropriation of the State of Xew York.
No further improvement on the part of the United States is called for
at present.
Balance in Treasury of the United States July 1, 1873 $10, 000 00
Amonnt in hands of officer and subject to his check, (including $522.50 per-
centage dae on contracts not yet completed) 4,471 68
Amoant expended during the fiscal year ending June 30, 1874 14, 061 24
Amcunt available July 1, 1874 410 44
(See Appendix X 21.)
EXAMINATIONS AND SURVEYS FOR I^VIPROVEMENT.
Major Warren was charged with, and has completed, the following,
directed to be made by act of March 3, 1873, viz :
2. At Wood's Holey in Buzzard's Bay, MassaektisettSj for removal of
rocks therefrom.
2. Harbor at Fall River^ Massachusetts^ for removal of rocks therefrom.
3. At the outlet of Point Judith Lake, Rhode Island.
His reports upon these were duly transmitted to Congress at its last
session, and printed in H. R. Ex. Doc. No. 84.
(See Appendixes X 22, X 23, and X 24.)
IMPROVElfENT OF RIVERS AND HARBORS IN THE STATES OF MAINE
AND NEW HAMPSHIRE.
Officer in char^re, Lieut. Col. George Thom, Corps of Engineers, who
had under his orders Capt, William S. Stanton, Corps of Engineers, in
the prosecntion of works in Massachusetts. The harbor- works in Mas-
sachusetts were assigned June 11, 1874, to Lieut. Col. J. G. Foster,
Corps of Engineers. Subsequently, upon the death of this oflBcer, Lieu-
tenant'Coloiiel Thom was directed to resume their charge.
104 REPORT OF THE CHIEF OF ENGINEERS.
1. Saint Croix River^ above the ^^Ledge^^ Maine. — The following appro-
priations have been made for the improvement of this river :
By act of Congress approved March 2, 1867 $15, 000
By act of Congress ap proved March 3, 1873 10,000
By act of Congress approved June 23, 1874 10,000
Total 35,000
The act of March 2, 1867, contains a proviso that " the province of
New Brunswick contribute and pay to the proper disbursing officer a
like sum for said purpose ; said payment being made on condition that
in no event shall the province of New Brunswick be called upon for
more than half the sum actually expended for said purpose.'^ In July,
1873, information was received from the minister of public works of the
Dominion of Canada that the sum o^ $25,000 had been appropriated by
Parliament, and the work was accordingly intrusted to Lieut. Col.
George Thom, Corps of Engineers, and Henry F. Perley, esq., engineer
department of public works. An accurate survey was made of this
river from the " Ledge " up to the bridge at the head of navigation, a
distance of about five miles, with a view to deciding upon a definite
plan for its improvement by the two governments. But information
-was subsequently received from the minister of public works that he
would not consent to the expenditure of any portion of the sum which
had been voted by his government until thoroughly satisfied that there
would be no further deposition of slabs and sawdust from the mills on
the St. Croix, because if the river were cleared out as proposed, there
is no gnarantee that it would remain in a state of efficiency, but would
soon be closed again and require further expenditure. Similar views
were expressed by the United States engineer in charge of this work in
his first report on this subject, as well as in his reports upon other
works, to which attention was asked in order that some general law
might be passed to protect from injury and obstruction this and other
navigable waters, for the improvement of which Congress has made or
may make appropriations. Under the existing circumstances it will be
necessary to postpone the improvement of this river until some guarantee
can be had as to its future protection and preservation.
Balance In Treasury of United States July 1, 1873 $24,000 00
Amount in hands of officer and subject to his check 983 25
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount exi>ended during the fiscal year ending June 30, 1874 797 ()7
Amount available July 1, 1874 34,185 58
(See Appendix T 1.)
2. Machias River, Maine. — The improvement projected for this river
consists in the removal of a very large and dangerous ledge, (known as
Middle Rock,) which lies in mid-channel near the wharves of Machias;
and in the enlargement of the channel through the several shoals
formed of slabs, edgings, &c., so as to obtain a channel 150 feet wide
and 6 feet deep at mean low water (or 19.3 feet at ordinary high water)
from deep water, near the East Machias bridge, np to the wharves at
Machias, a distance of three miles. This work requires about 1,500
cubic yards of rock excavation, and 50,000 cubic yards of dre<iging, the
cost of which is estimated at $48,000.
A contract was made June 18, 1873, for the removal of Middle Rock,
and on the 28th of July, 1874, it was completed down to an average
depth of about one-half a foot below the plane of mean low water.
The appropriation of June 23, 1874, will be applied to the deepening
of the channel through the middle ground.
REPORT OF THE CHIEF OF ENGINEERS. 105
BalaDce in Treasary of United States July 1, 1873 $11,000 00
Amount in hands of officer and subject to his check 950 84
Amonnt appropriated by act approved June 23, 1874 10, 000 00
Amoant expended daring the hscal year ending June 30, 1874 5, 504 44
Amount avaUable July 1,1874 14,758 90
Amount required for the fiscal year ending June 30, 1876 26, 000 00
(See Appendix Y 2.)
3. UfarrcLguagus River, Maine. — The navigation of this river has hith-
erto been much obstructed by several ledges and a very large number
of sankeu bowlders, and by bars composed of slabs, edgings, and saw-
dust. The following appropriations have been made for its improve-
ment:
ByactofMarch 3, 1871 $12,000
Byactof June 10, 1872 10,000
Total 22,000
Daring the past year the following work has been done: 1,335 tons
of sunken ledge and bowlders removed from the falls, from Freeman's
Point, and between there and the bridge at Cherry field ; about 5,0t>0
cubic yards of slabs, edgings, &c., removed at and below Freeman's
Point," and between there and Cherry field bridge, making altogether a
total of over 3,000 cubic yards of sunken ledges and bowlders, and 7,000
cubic yards of slabs, edgings, and sawdust, removed from the channel
of the river.
In addition to this work, a large wroaght-iron (9-inch) spindle with
day-mark has been placed upon Half tide Bock at Millbridge. Two
spar-baoys have also oeen placed on the ledges on each side of the nar-
row channel near Small's Point, and two more on the ledges below the
falls. This completes all the work that has been projected for the im-
provement of this river.
By this work the navigation of this river has been greatly improved
in its safety and depth of channel ; so much so that coasting- vessels of
light draught, with center-boards, have of late, for the first time, been
running to and from the wharves at Cherryfield, taking out lumber and
other products of the country, and returning with coal and general mer-
chandise, without transshipment, as formerly, at Millbridge.
BalanceinTreasury ofUnited States Jaly 1,1873 >. $3,000 00
Amooot in hands of oflScer and subject to his check 1,763 89
Amoant expended during the fiscal year ending June 30, 1874 4,763 89
(See Appendix Y 3.)
4. Sullivan River and Sullivan Falls, Maine. — This river is navigable
^m its mouth up to Franklin, a distance of about nine and a half miles.
Hitherto it has been seriously obstructed, and its navigation endangered
by Hatcher's Rock and numerous other sunken ledges in the falls, and
by the stone foundations of several bridge-piers one mile above the falls.
For the improvement of this river and the falls the following appropria-
tioDs have been made :
By «ct of March 3, 1871 810,000
By act of Jane 10, ltf72 f 25,000
Total 35,000
During the past fiscal year the work on Hatcher's Rock and the point
of ledge near it in the falls has been completed; a very accurate survey
of the falls has been made ; and a contract made for the removal of three
newly discovered sunken ledges. The progress that has been made in
the improvement of this river and falls up to the 1st of July, 1874, there-
fore consists —
106 REPORT OF THE CHIEF OF ENGINEERS.
1. In the removal of Hatcher's Eock and the point of ledge near it,
together with 85 cubic yards of sunken ledge in the falls, to a depth of
7 feet below mean low water, or 11^ feet at mean high water.
2. The removal to a depth of 10 feet below mean low water of three
bridge-piers above the falls, affording a channel for that depth 350 feet
in width.
3. Wrought-iron spindles with day-marks have been placed upon Half-
tide Kock and Low-water Eock, about one mile below Sullivan, and a
spar-buoy on Crabtree Ledge, near the month of the river. Two spar-
buoys have also been placed to mark the new chanael opened through
the bridge-piers.
In addition to the foregoing work, a contract has been made for the
removal of all the remaining dangerous sunken ledges from the channel
of the falls to a depth of 7 feet at mean low water.
This comprises all the work that is projected for the improvement of
this river and the falls, for doing which the available funds are sufficient.
Balance in Treasury of United States July 1, 1873 $16,000 00
Amount in bands of officer and subject to bis check, (including $1,200 per-
centage on contracts not yet completed) 1, 852 03
Amount expended during the fiscal year ending June 30, 1874 13, 921 30
Amount available July 1, 1874 3,930 73
(See Appendix Y 4.)
5. Penobscot River , Maine. — The navigation of this river is much ob-
structed by shoals and sunken rocks, between Bangor and Crosby-s
Narrows, about three and a half miles below. The shoals below Bangor
are chiefly formed of slabs, edgings, and sawdust thrown into the
river from the mills above; while the principal shoal in the harbor of
Bangor is composed of gravel, sand, and bowlders. The sunken rocks
are all in the harbor of Bangor, and are known as Independence Kock,
Steamboat Wharf Ledge, ledge off Dole's x>laning*mills wharf, Green's
Pier Ledge, &c.
The work projected for the improvement of this river consists —
1. In enlarging and straightening its channel through the several
bars and shoaTs, so as to have a width of not less than 200 feet and a
depth of 12 feet below the plane of low water (or 25 feet at high water)
in the lowest stages of the river ; and
2. In breaking up and removing all the sunken rocks down to a level
of the general bed of the river, so as to have not less than 7 feet of
water over them at low water in the lowest stages of the river, which
will give about 9 feet in its ordinary summer stage; except from Green's
Pier Ledge, which is to have but 5 feet over it at mean low water.
The progress made in this work up to July 1, 1874, is as follows, viz :
broken up and removed from Independence Rock, about 880 tons ; from
Steamboat Wharf Ledge, about 1,000 tons; from Green's Pier (outer)
Ledge, about 115 tons; and Gulliver's Bock (containing about 80 tons)
wholly removed ; altogether about 1,000 cubic yards of sunken rocks^
which were removed prior to July 1, 1872. Gn the 26th of August^
1872, a contract was made for removing thexemaining portions of these
ledges. Under this contract the removal of Steamboat-wharf Ledge
was completed in September, 1873, to the depth called for ; the removal
of the ledge off Dole's planing-mlll wharf and of Independence Rock
is nearly completed, with a probability that both will be completed be-
fore the close of the present season. A contract was also made on the
21st of June, 1873, for the removal of the remaining ledge at Green's
Pier. Contracts have thus been made for removing all the sunken
ledges ; some of which have already been removed, and the remainder
REPORT OF THE CHIEF OF ENGINEERS. 107
probably will be before tbe close of the present season, with the excep-
tion of the ledge at Green's Pier, on which some progress is soon to
be made with a probability of its completion early next season. Con-
tracts have also been made for the removal, to the extent contemplated,
of all the ahoals composed of slabs, edgings, and sawdust, so that the
only work that now remains to be provided for, in order to complete all
the improvements projected for this river, consists in the excavation of
a channel through the gravel-bar in the harbor of Bangor, so as to have
a depth of 12 feet of water in the lowest stages of the river. The ap-
propriation of June 23, 1874, will be applied to the improvement of this
bar, to complete which $50,000 additional will be required.
Ilie officer in charge again states' that the throwing of sawdust into
this river is still continued to a very great extent, and to the serious det-
riment of its' navigation.
In view of this and that several other navigable rivers in his district,
now being improved by the Government, are also being injured and ob-
structed by the throwing in of slabs, edgings, &c., by the building
of piers and bridge-draws in improper places and otherwise, he sug-
gests the passage of some general law for the protection and preser-
vation of navigable waters for the improvement of which Congress has
made or may make appropriations.
BalADce in Treasary of United States July 1,1873 $60,000 00
Amonnt in hands of o£Scer and subject to his check 12, 810 00
AmoQDt appropriated by act approved Jane 30, 1874 20, 000 00
Amonnt expended during the fiscal year ending June 30, 1874 9, 795 08
Amount available July 1, 1874 81,814 99
Amount required for the fiscal year ending June 30, 1876 50, 000 00
(See Appendix Y 5.)
6. Camden Harbor^ Maine. — The work for the improvement of this
harbor consists in the opening of a channel to a width of 100 feet and
to a depth of 7 feet below the plane of mean low water (or 16J feet at
mean high water) np to the head of the wharves on the eastern side of
tbe harlKiT, and a second channel to a width of 60 feet and a depth of
4 feet at mean low water ap to the head of the wharves on the western
side of the harbor, and in regnlating the entrance into those channels.
The estimated cost of this work was $33,000. By act of March 3, 1873,
the 8am of $10,000 was appropriated for it, which was applied to open-
ing the eastern channel to a depth of not less than 7 feet at mean low
irater for a width of not less than 50 feet.
This was completed in October, 1873. The amonnt appropriated by
act Jane 23, 1874, will be applied to opening the western channel for a
width of 50 feet and to regnlating the entrance to it from below.
Balanoe in Treasury of United States July 1, 1873 $9,000 00
Amount in hands of officer and subject to'his check 948 6S
Amount appropriated by act approved June 33, 1874 10, 000 00
Amount expended during the fiscal year ending June 30, 1874 9, 948 63
Amount available July I, 1874 10,000 OO
Amonnt required for the fiscal year ending June 30, 1876 13, 000 00
(See Appendix Y 6.)
7. Kennebec River, Maine. — All the projected improvements of this
river above Kichmond were completed prior to June 30, 1873, as de-
scribed in the annual report for the fiscal year ending that date, and a
safe and unobstructed channel, not less than 100 feet in width and 10
feet in depth at mean low water, (or 15^ feet at mean high water,) in
its low summer-stages, completed from Bichmoud up to Gardiner, and
thence to Augusta, a channel 100 feet in width and not less than 6^ feet
98 REPORT OF THE CHIEF OF ENGINEERS.
of completing this improvement, from Taunton to Dighton, so as to
give a 9-feet draugbt between these places at high water is estimated
at $22,000, less $10,000 appropriated by act ot Jnne 23, 1874; the
balance required, $12,000, <;an be profitably expended during a single
season.
Balance in Treasury of United states July 1, 1873 |10,000 00
Amount in bands of officer and subject to his cbeck 484 53
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the fiscal year ending June 30, 1874 10, 387 58
Amount available July 1, 1874 10,096 95
Amount required for tne fiscal year ending June 30, 1876 12, 000 00
(See Appendix X 4.)
5. Fall River Harhor^ Massachusetts. — A survey of this harbor was
made last season, and a plan for its improvement, with estimate, sub
mitted to Congress at its last session. The officer in charge estimates
for the removal of bowlders and dredging a channel 100 feet wide at its
narrowest part, widening at each end where it would join the main
channel, to be 12 feet deep at mean low water. For removing bowlder
$11,000; for dredging, $33,400; audfor 6 dolphins to mark the channel,
$600 ; total, $45,000.
The act of June 23, 1874, appropriated $10,000 for the removal of
bowlders. This will be done during the present year.
Amount appropriated by act approved June 23, 1874 $10, 000 00
Amount available July 1, 1874 10,000 00
Amount required for the fiscal year ending June 30, 1876 35, 000 00
(See Appendix X 5.)
6. Newport Harbor^ Rhode Island, — The work during the last fiscal
year consisted in dredging a cut, 50 feet wide and 15 feet deep, across
the shoal near Lime Kock light ; in cutting off a submerg'ed sandy
point that projected into the harbor from the south end of Goat Island,
so as to give a depth of 12 feet over it, and in building a jetty at right
angles to the shore of Goat Island to arrest the sand and prevent the
shoal point extending again.
The appropriation of June 23, 1874, will be expended in dredging
within the harbor, so as to improve the anchorage and entrance to the
wharves where most needed.
Balance in Treasury of United States July 1, 1873 ^,500 00
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during tlio fiscal year ending Jane 30, 1874 7, 5u5 81
Amount available July 1, 1874 10,944 19
Amount required for the fiscal year ending June 30, 1876 15, 000 00
(See Appendix X 6.)
7. PaictucJcet {SeeJconlc) River ^ Rhode Island. — The channel of this
river, where dredged, being in good condition at the commencement of
the last fiscal year, it was determined to confine operations during the
year to making a careful survey, including the bridges. This was done,
and the report and map transmitted to Congress and printed. The
object of doing this was to call attention to the injurious effect of the
bridges upon njivigation, which there seems to be no authority for the
War Department to correct. Since that time another bridge across this
river has been authorized by the legislature of Rhode Island, entirely
independent of auy control by the officers of the Engineer Corps in
charge of this improvement. The officer in charge thinks that the
bridge companies should be compelled to remove the obstructions they
have created in the vicinity of the bridges.
He draws attention to the obstruction to navigation and to the free
REPORT OF THE CHIEF OF ENGINEERS. 99
flow of the tide, caused by the three bridges on the Pawtucket, and
desires to be informed whether there is not a legal remedy to compel
the bridge conapanies to restore the water-way to a proper natural width,
and to control the bridging of the river in the interests of commerce*
One of these bridges, a1> present a serious obstruction to commerce, is
about to be rebuilt, and its future location and plan should be subject
to the control of the United States.
It is proposed to expend the fnnds on hand the present year in dredg-
ing at the parts where it will be most beneficial. No further appro-
priation is recommended.
Balance in Treasury of United States July 1,1873 $10,000 00
Amonnt exi>ended during the 'fiscal year ending Jane 30, 1874 6*i6 55
Amount available July 1, 1874 9,313 45
(See Appendix X 7.)
8. Pravidence River, Rhode Island. — ^The appropriation of March 3,
1873, was expended in removing the point of Long Bed, and in taking
ont the remaiiis of an old pile-dolphin found in the channel.
The channel here is now 800 feet wide, the dredging having increased
it to this width from that of 400 feet.
^o further appropriation is required.
Balance in Treasury of United States July 1, 1873 $10,000 00
Amount in hands of officer and subject to his check 178 24
Amount expended during the fiscal year ending June 30, 1874 10, 101 26
Amonnt available July 1, 1874 .^ 76 98
(See Appendix X 8.)
9. WicJcfard Harbor^ Rhode Island, — The work during the past year
consisted in dredging so as to lessen the sharpness of the turn in the
channel, and in removing a rock from the channel.
With the appropriation of June 23, 1874, further dredging will be
done and some rocks removed.
No further improvement is required here for the present, excei)t to
build a beacon on James Ledge.
Balance in Treasury of United States July 1, 1873 $5,000
Amonnt appropriated by act approved June 23, 1874 5, 000
Amount expended during the tiscal year ending June 30, 1874 5, 000
Amount available July 1, 1874 5,000
(See Appendix X 9.)
10- Block Island, Rhode Island. — The main breakwater was extended
about 330 feet during the fiscal year, with a considerably less cross-
section titan that pf the part before built, in order to obtain shelter
sooner than could be done by carrying out the full dimensions at once.
It is expected to increase the thickness of this portion during the pres-
ent year, to bring it to the proper proportions for permanence. This,
with an extension of about 100 feet to where the water is 15 feet depth,
will exhaust the appropriation of June 23, 1874.
During tlie past year 446 tons of bowlders were removed from the
bottom within the protected area, and deposited in the breakwater.
There is a sufficient amount left of the former appropriation to free all
this sheltered anchorage, where the depth is as great as 6 feet, and this
will be done. There will also be an improvement made for the discharge
of cargoes in the inner basin.
An estimate of $60,000 is submitted for the next season's operations,
so that in one year there can be put in a detached piece of breakwater
north of the harbor to protect it from northeast storms, which are the
ooly ones that now cause any trouble. It is necessary to do this all at
108 EEPORT OF THE CHIEF OF ENGINEERS.
in depth at low water, (or 11 feet at high water,) in its lowest summer-
stages. The work that remains to be done for completing all the pro-
jected improvements of this river consists in the removal of several
dangerous sunken ledges lying in its channel in *^ the narrows'' below
Richmond. Contracts have been made for the removal of all these, with
the exception of Dry Eock, and it is probable that their removal will be
completed before the close of the present season. Dry llock contains,
down to the 12-foot plane below mean low water, about 1,850 cubic
yards, the removal of which it is estimated will cost about $40,500. Of
the funds heretofore appropriated there will be available for removing
Dry Eock the sum of about $14,500, but it is not deemed advisable to
expend any portion of this sum upon that work until the additional
sum required for its completion is appropriated.
Balance in Treasury of United States July 1, 1873 §14,000 00
Amount in hands of officer and subject to his check 1, 482 80
Amount appropriated by act approved June 23, 1874 12, 000 00
Amount expended during the fiscal year ending June 30, 1874 9, 495 05
Amount available July 1, 1874 17,987 75
Amount required for the nscal year ending June 30, 1876 26, 000 00
(See Appendix Y 7.)
8. Portland Harbor, Maine. — On the 1st of July, 1873, the following
work had been done for the improvement of this harbor, viz :
1. The capping of the breakwater extended for a length of 733^ feet,
leaving 217 linear feet more to be done ;
2. A channel dredged through the Middle Ground Bar to a width of
500 feet and to a depth of 21 to 22 feet at mean low water, or 31 feet
at ordinary high water ; and
3. A channel dredged through the *' Spit," opposite the Grand Trunk
wharves.
During the fiscal year ending June 30, 1874, the following additional
work has been done under the several contracts previously made there-
for, viz : The breakwater-extension, completed in October, 1873, for a
length of 217 feet, and the old portion of tbe breakwater repaired
throughout the granite pier at the outer end of the breakwater, also
completed in October, 1873 ; 24,938 cubic yards of dredging done in
Black Bay, by which a channel has been opened up to the " Stone-shed
wharves ^ to a width of 100 feet and a depth of 8 feet at mean low
water ; the sunken wreck lying in the main ship-channel off Fort Scam-
mel broken up and scattered into deep water ; and 49,609 cubic yards
x>f dredging done below Central whaif, in the inner harbor, in front of
the harbor commissioners' line/ All the work projected for the improve-
ment of this harbor has therefore been completed, with the exception of
about 200,000 cubic yards of dredging in front of the harbor commis-
sioners' line in the inner harbor. The contract of May 10, 1873, provides
for about 100,000 cubic yards of this, of which about 80,000 cubic yards
are above Central wharf. But, for reasons stated by the officer in charge,
it has not been deemed advisable to continue this work aiove that wl^arf
until several projecting wharves above shall have been shortened, steps
for doing which, it is understood, are now being taken by the municipal
authorities. As soon as this matter is accomplished, dredging opera-
tions will be continued above Central wharf under the existing contract,
and a contract will be made for additional dredging under the appro-
priation of June 23, 1874.
Balance in Treasury of United States Jnly 1, 1S73 $S0, OOO 00
Amount in hands of officer and subject to his check, (including $7^-07 per-
centage due on contracts not yet completed) 9« 439 19
REPORT OF THE CHIEF OF ENGINEERS. 109
AmoDDt appropriated by act approved June 23, 1874 $20, 000 00
AmoDDt expended during the fiscal year ending Jane 30, 1874 41, 113 20
Amonnt available July 1, 1H74 64,816 37
Amonnt required for the fiscal year ending June 30, 1876 30, 000 00
(See Appendix Y 8.)
9. BichtnoncPs Island^ Maine. — The improvemeDt projected for this
place consists in making a harbor of refuge by means of a rubblestoue
breakwater, to connect the island with the mainland. The length of
tbe proposed breakwater is about 2,000 feet, with an average thickness
of 30 feet, and a height of 13 feet above mean low water. Under the
three contracts for furnishing the stone for this breakwater, 33,330 tons
of stone were delivered during the fiscal year ending June 30, 1874,
making a total delivered to that date of 43,189 tons, in completion of
two of the contracts, and leaving about 4,000 tons to be furnished under
the other contract. This contract has, since that date, been reported
completed, and the appropriation for the work is exhausted. About
13,000 tons of additional stone will be requiretl for completing this
work, the estimated cost of which is $25,000.00.
Balance in Treasury of United States July 1, 1873 (65,000 00
Amonnt in hands of officer and subject to his check, (including (2,561.55
percentage due on contracts not yet completed) 4, 972 36
Amoant expended during tbe fiscal year ending June 30, 1874 60, 708 49
Amonnt available Jnly 1, 1874 8,568 53
Amount reqnired for the fiscal year ending June 30, 1876 25, 0^ 00
(See Appendix Y 9.)
10. Saeo Riverj Maine. — The stone breakwater at the mouth of this
river has been completed to the extent at present contemplated, and all
the piers io the river have been rebuilt or repaired, where necessary.
The channel has also been improved by the removal of several sunken
rocks near Little Islands, and some dredging has been done in the har-
bor of Saco and Biddeford. These are all the improvements that have
hitherto been projected for this river.
Balance in Treasury of United States Jnly 1, 1873 $5,000 00
Amonnt in hands of officer and subject to bis check 896 20
Amoant expended during the fiscal year ending June 30, 1874 ^ 5, 896 20
(See Appendix Y 10.)
11. 'Wells HarhoVy Maine. — The improvement projected for this har-
bor consisted in the repairs of an old Governraeut pier at the mouth of
Webhannet Kiver. This pier was built from thirty to forty years ago for
tbe purpose of straightening and deepening the channel over the bar at
the entrance to this harbor. It was made of crib-work, ballasted with
stone, and was about 250 yards iu length. By act of June 10, 1872, the
sum of $5,000.00 was appropriated for this work. The projected repairs
were commenced with hired labor in the latter part of September, 1872,
and were completed on the 30th of June, 1873, aud in September, 1873,
they were entirely finished.
Amennt in hands of officer and subject to his check $324 93
AmouQt expended during tbe fiscal year ending June 30, 1874 324 93
(See Appendix Y 11.)
12. Cocheco River^ New Hampshire. — This river has a good navigable
channel, with 6 feet of water at mean low- water (or 13 J feet at high- water) in
its lowest summer stages, from the harbor of Portsmouth up to the lower
narrows, distant one and a half miles below the bridge at the head of
navigation in Dover. Previous to 1871 its navigation at and above the
lower narrows was much obstructed by ledges, bowlders, and shoals.
110 REPORT OP THE CHIEF OF ENGINEERS.
having but 6 iuches to 2 feet of water over them at mean low- water, so
that freight destined for Dover by water had to be transshipped at Ports-
mouth and forwarded in scows to Dover. The Average rise and fall of
the tide at the lower narrows is 6.8 feet. The improvement projected
for this river consisted in widening and deepening the channel through
the several ledges and shoals, so as to have, in the lowest summer-stage,
a depth of 4 feet at low water (or lOf feet at high- water) for a width of
not less than 40 feet, a« &ir up as the landing, and thence up to the
bridge a depth of 2 feet at low water for a width of not less thau 30
feet.
The progress made in this work up to the 1st of July, 1873, consisted
in opening a channel through the ledge at the lower narrows to a width
of 75 feet and a depth of 4 feet at mean low- water, and in the removal
of all sunken rocks from the channel between the lower and upper nar-
rows. Since the 1st of July, 1873, a channel has been opened for a
length of about 300 feet through theiedge at the upper narrows to a
depth of 4 feet and a width of 40 feet at mean low- water, leaving about
130 lineal feet more to be done for its completion. Under the appropria-
tion of June 23, 1874, a contract has been made for this work, by which
it will be nearly if not quite completed before the close of the present
season.
To complete all the other improvements projected for this river, the
estimates for which are given in the last annual report, will require the
additional sum of $65,000.
Balance in Treasnry of United States July 1, 1873 $17,000 00
Amount in hands of officer and subject to his check 3, 563 8*2
Amount appropriated by act approved June 23, 1874 10,000 00
Amount expended during the fiscal year ending June 30, l':$74 20, 563 82
Amount available July 1, 1874 10,000 00
Amount required for the fiscal year ending June 30, 1876 65, 000 00
(See Appendix Y 12.)
13. Merrimac River and Newburyport Harbor^ Massachuftetts. — All the
work projected for the improvement of this river and harbor (including
that already done) consists of the following, viz :
1. The removal of North and South Gangeway Bocks in Newbury-
port Harbor.
2. The removal of the rocks known as The Boilers, near the custom-
house wharf, ill Newburyport Harbor.
3. The removal of the wreck of the schooner Globe, a coal- vessel, sunk
near Newburyport light-house.
4. Work for improving the navigation of the river between Newbury-
port and Haverhill.
5. Excavating and removing obstructions at Hazeltine Rapids and at
the Upper and Lower Falls, above Haverhill, Mass., so as to have a
channel 60 feet wide and 4 feet deep in the lowest stages of the river.
Up to the 1st of July, 1873, the work done under the appropriations
of 1870, 1871, 1872, and 1873 was as follows, viz :
1. The main (south) Gangeway Eock, in Newburyport Harbor, was
broken up and removed in 1870 to a depth of 9J feet at mean low-water,
and a commencement was made upon North Gangeway Kock.
2. The wreck of the schooner Globe removed in 1870.
3. Four hundred and seventy-five cubic yards of clay, bowlders, &c.,
excavated and removed in 1870 from the channel of the Lower Falls,
above Haverhill, Mass.; 2,100 cubic yards in 1871, and 156 cubic yards
in June, 1873, making a total of 2,731 cubic yards, by which the work
done in these falls had been about half completed.
REPORT OF THE CHIEF OF ENGINEERS. Ill
4. The following contracts had also been made under the appropria-
tions of June 10, 1872, and March 3, 1873, viz : September 9, 1872, for 4,400
cabic yards of excavation in the Lower Falls and Hazel tine Rapids, and
May 30, 1873, for 5,000 cubic yards of excavation in the Upper Falls.
In Jane, 1873, 156 cubic yards were excavated in the Lower Falls, as
stated above, under the contract of September 9, 1872; after which
work was commenced (July 4) at the Upper Falls, under the contract
of May 30, 1873. This work was continued at the Upper Falls until the
2l8t of October, when, owing to the high stage of the river, it was sus-
pended until the 2oth of July, 1874. The dredging up to the 21st of
October, 1873, done at the Upper Falls amounted to 3,755 cubic yards,
leaving about 2,800 cubic yards yet to be done for its completion.
Additional amount required for completing the work projected for the
improvement of this river, 841,000.
Balance in Treaflury of United States Julv 1, 1873 $45,000 00
Amonnt in hands of officer and subject to his check, (inclading f 154.62 per-
centage due on contracts not yet completed) 3,694 47
Amoant appropriated by act approved June 23, 1874 10, 000 00
Amonnt expended during the fiscal year ending June 30, 1874 15, 665 50
Aaiount available July 1,1874 39,471 09
Amoant required for the fiscal year ending June 30, 1876 41, 000 00
(See Appendix Y 13.)
14. Gloucester Harbor, Massachusetts. — Under the appropriation of
Jane 10, 1872, the removal of the following sunken rocks has been com-
pleted, viz : Clam Eock, Pinnacle Bocks, rocks off' J. Friend's wharf,
rock off Pew's wharf, and Babson's ledge, to the extent projected.
Amount in hands of officer and subject to his check $9, 470 64
Amount expended during the fiscal year ending June 30, 1874 8, 783 80
Amount available Jul J 1, 1874 686 84
(See Appendix Y 14.)
15. Salem Harbor, Massachusetts. — The work projected for the im-
provement of this harbor consists of the excavation of a channel 1,730
feet long and 300 feet wide, to a depth of 8 feet at mean low- water or
173 feet at mean high-water, from deep water to the entrance of Sonth
Kiver, and for the construction of a sea-wall and breakwater for the
protection and preservation of Long Point, at an estimated cost of
1^48,000.
Under the appropriation of March 3, 1873, 31,496 cubic yards of
dredging was done by contract, whereby the channel was opened to the
required depth of 8 feet at mean low-w^ater, from deep water to the
entrance of ^uth River, for an average width of 160 feet.
The appropriation of June 23, 1874, will be applied to the completion
of this channel.
The additional amount required for the completion of the projected
improvements, as estimated by Lieutenant-Colonel Thorn since the trans-
mission of the estimates from this office, in August last, is $23,000.
Balance in Treasury of United States July 1, 1873 $8,000 00
AmoQQt iu hands of officer and subject to his check, (including $815.54 per-
centage due on contracts not yet completed) 3, 455 51
Amoant appropriated by act approved June 23, 1874 10,000 00
Amoont expended during the fiscal year ending June 30, 1874 11, 455 51
Amonnt available July 1, 1874 10,000 00
Amount required for the fiscal year ending June 30, 1^76 23, 000 00
(See Appeudix Y 15.)
16. Bost4m Harbor, Massachusetts. — ^The several works projected and
in progress for the preservation and improvement of this harbor are as
follows, viz :
112 EEPORT OF THE CHIEF OF ENGINEERS.
1. The sea-wall for the protection and preservation of Point Allerton.
2. The sea-wall for the protection and preservation of Great Brew-
ster's Island.
3. The sea-walls for the protection and preservation of Lovell's Island..
4. The sea-wall for the protection and preservation of Gallop's Island.
5. The sea-wall for the protection and preservation of the north head
of Long Island.
6. The sea-walls for the protection and preservation of Deer Island.
7. Straightening, widening, and deepening the main ship-channel ia
the Narrows,
(a.) At the west end of Great Brewster Bar ;
(b,) At the southeast point of Lovell's Island ; and
(c.) At the southwest point of Lovell's Island.
8. Widening and deepening the channel through the Upper Middle
Bar.
9. Removal of Xash's Rock.
10. Completing the removal of Kelly's Rock.
11. Removal of a sunken ledge situated iij the Narrows, between
George's Island and Great Brewster Spit.
. 12. Removal of State and Palmyra Rocks on the southern spurs of
the Lower Middle.
13. Surveys of sunken rocks.
The following is a statement of the progress made upon these several
works, and their condition, during the fiscal year ending June 30, 1874,
viz :
1. Seawall on Point Allertmu — This wall was completed by contract,
in May, 1874, the work done since July 1, 1873, being as follows, viz:
132 linear feet of granite wall built, (including facing, concrete founda-
tion, backing, and coping ;) 595 cubic yards excavation for the founda-
tion; 3,351 cubic yards of earth back-filling; 1,905 superficial yards of
granite paving ; whereby the sea- wall was entirely completed to its pro-
jected length of 1,202 feet. For the protection of the concrete founda-
tion of this sea-wall from injury by the storms and currents to which it
is exposed, 1,005 linear feet of stone apron was laid in front of its faces,
and eight stone jetties built at the angles and elsewhere, where most
necessary.
2. Seatvall on Great Brewster^ s Island. — This work was completed in
1870. It is in good condition, and does not require repairs.
3. Sea-walls on LovelVs Island. — There are two sea-walls on this island,
one of which was built thirty years ago, for the protection of the north
head, and the other in 18G7-'68, for the protection of the southeast bluff,
for a length of about 800 feet. During the past year all the projected
apron-work has been built, and all the necessary repairs made on these
walls, (they were completed in August, 1873,) as follows : The stone
jetty at the southern end of the north head, taken down and relaid in.
concrete, and a stone apron built for the protection of the shore south
of it, for a length of 620 feet ; also a stone apron, 110 feet in length,
built for protecting the shore south of the wall, at the southeast bluft.
4. Sea-wall on Oallop^s Island. — This wall was completed in September,
1871. The violent storms and currents to which it is exposed, having
laid bare its concrete foundation in places, with a probability of still
greater injury occurring, it was decided to build for its protection and
preservation a rubble-stone apron, with jetties, where necessary. This
work was commenced in August, 1873, and completed in April, 1874.
The apron extends along the faces of this wall for a length of 1,055 feet,
BEPOBT OF THE CHIEF OF ENGINEERS. 113
and the jetties, eight in number, are built perpendicularly thereto, at
and near the most exposed angles.
5. Sea-wall on north head of Long Island. — Work upon this wall has
been continued during the past year under a contract made May 8, 1873,
for its completion. Since the 1st of July, 1873, 380 linear feet of granite
wall (including facing, coping, concrete foundation, and backing) have
been built, and 776 cubic yards of excavation for the foundation have
been done, whereby the granite wall proper was completed in Septem-
ber, 1873, to its projected length of 2,080 feet; and up to the close of the
fiscal year ending June 30, 1874, 3,770^ cubic yards of earth back-filling
were placed behind this sea-wall, and 3,038 superficial yards of granite
paving laid upon the back-filling, leaving to be done for the entire com-
pletion of the sea-wall 550 cubic yards of back-filling and 353 superficial
yards of granite paving, which were completed in July, 1874. For the
protection of the concrete foundation of this sea-wall from injury by the
storms and currents to which it is exposed, 975 linear feet of stone apron-
work and 10 stone jetties have been built on its most exposed faces and
angles. This apron-work was commenced in April and completed about
the 1st of August, 1874.
S. Sea-walls on Beer Island. — The three sea-walls on this island were
built about thirty-five years ago, for the protection and preservation of
the north, middle, and south heads. These walls have from time to time
been repaired and in part built. During the autumn of 1873 the lower
coarsesof the north-head wall were repaired in numerous places, and
the granite paving in rear of the wall laid and repaired where necessary.
7. Straightening^ widening^ and deepening the main ship-channel in the
yarrows. — This improvement consists in the removal of portions of
Brewster's Spit and Lovell's Island, so as to obtain a depth of 23 feet at
mean low water for a width of 600 feet. Work was commenced in 1867
on the southwest point of Lovell's island, but for want of funds was sus-
pended in 1869. A re-survey of this locality, made in 1872 under the
direction of the engineer-officer in charge, showed that the channel at
the seat h west point of Lovell's Island has not changed to any consider-
able extent since the dredging operations were suspended in 1869 : that
the flats off the southeast point of Lovell's Island have advanced so
much toward the main channel as to materially impede and endanger
navigation ; also that the extreme westerly end of Brewster's Spit ha»
contjnned to extend in a westerly and southwesterly direction, so that
the present 18-foot curve is 168 feet from that of 1860. This channel
will be improved, as projected, at the western extremity of Brewster's
Spit and at the southeast point of Lovell's Island, with the appropriation
ol June 23, 1874.
8. Widening and deepening the channel at the Upper Middle Bar. — This
work consists in the excavation of a channel 600 feet wide, for a depth
of 23 leet below the plane of mean low-water and for an average length
of 2,200 feet. On the 1st of July, 1873, the work then done amounted
to the excavation of 46,425 cubic yards, by which one entire " cuf and
half of a second " cut '' were completed, each for a width of 40 feet, and
to the required depth. Under a contract made March 5, 1874, for 75,000
cubic yards of dredging, in continuation of this work, 8,476 cubic yards
of dredging was done up to the 30th June, 1874, whereby the channel
was enlarged to an average width of about 80 feet. On thelstof Septem-
ber, 1874, still another contract was made for about 50,000 cubic yards of
dredging, in continuation of this work, under the appropriation of June
23, 1874, to be completed in August, 1875. On the completion of these
contracts about 110,000 cubic yards of additional dredging will be re-
8 £
114 REPORT OF THE CHIEF OF ENGINEERS.
quired for completing this work, the estimated cost of which, incladiog
contingencies, is $100,000. The great importance of this work makes
it desirable to have it completed at as early a day as practicable.
9. Removal of Nash*8 Rock. — This is a shoal lying in the entrance to
Boston Harbor, about one- third of the way over from Brewster's Spit to
Point Allerton. A survey made in the autumn of 1873, under the di-
rection of the engineer-officer in charge, shows that this shoal has an
area of about 9 acres, over which there is less than 23 feet of water at
mean low->vater, of which only about 640 superficial yards have a depth
of less than 21 feet at mean low-water. As the cost of increasing the
depth over this shoal to a depth of 23 feet at mean low-water would be
greatly disproportionate to the benefit that would arise therefrom, an
estimate is submitted for a dei)th of 21 feet, at $5,000.
10. Completing the re^noval of Kelleifs Rock. — This rock lies in the
main ship-channel, distant about 700 yards in a direction southeast by
south from Bug Light (at the Narrows) and in the line of Entrance-buoy
No. 1 and Bug Light, and is a very dangerous obstruction to navigation.
Its removal to a depth of 23 feet at mean low-water was commenced in
1869, and continued with intervals up to the close of the year 1870, but
not completed. About 118 tons of stone were also removed from it in
June and July, 1873, leaving about 80 cubic yards more to be removed
in order to obtain the projected depth of 23 feet over it. This work
will be undertaken at once, with a view to its completion at an early
day, with the appropriation of June 23, 1874.
11. Removal of sunken ledge in the Narrows^ between Georges Island and
Great Brewster^s Spit — This ledge was discovered in September, 1872, in
a re-survey of the Narrows, made under the direction of the engineer-
ofiicer in charge. It lies in the main ship-channel, distant 317 yards in
a direction west by south from Bug Light, and has but 19 feet of wat/cr
over it at mean low-water. To obtain a depth of 23 feet at mean low-
water requires the removal of about 16 cubic yards of ledge, for which
a contract has been made.
12. Removal of State and Palmyra Rocks. — An accurate survey was
made of these rocks in August, September, and October, 1873, in order
to ascertain their extent and location, and with a view to the removal
of such as might be deemed necessary. By this survey several sunken
ledges and bowlders were discovered on southern spurs of the Lower
Middle, of the position and character of which but little had pi^evionsly
been known, except that ocean-steamers and other vessels had occasion-
ally struck upon them. The removal of these rocks to the extent recom-
mended by the engineer-officer in charge, it is estimated, will cost about
$1,500, for which a contract has been made. He also states that the suit-
able placing of buoys Nos. 8 and 9 would greatly iipprove the navigation
of this part of the harbor.
13. Surveys of sunken rocks. — During the past year examinations have
been made of the shoals east of Great and Little Faun, in Broad Sound,
in order to ascertain the locality of certain dangerous rocks, the exist-
ence of which had been reported, and surveys have been made in the
narrows for a similar purpose; but no rocks have been discovered which
require further attention.
Balance in Treasury of United States July 1, 1873 $151, 442 15
Amount in hands oi (>fficer and subject to bis cbeck 4, 321 UO
Amount appropriated by act approved June 23, 1874 100, 000 00
Amount expended dnrfug the iiscal year ending June 30, 1874 93, 041 4(i
Amount available July 1. 1874 151,710 70
Amount required for the fiscal year ending June 30, 1876 120, 000 00
(See Appendix Y 16.)
REPORT OP TUB CHIEF OF ENGINEERS. 115
17. Duxbury Harbor, Massachusetts. — The work projected for the im-
provement of this harbor consisted in straighteuiiig: and widening south
channel at Splitting-Knife Bar, and the spit next below, so as to obtain
a width of 200 feet for a depth of 8 feet at mean low-water. Under the
appropriations of June 10, 1872, and March 3, 1873, contracts were made
for the required dredging, which was commenced in June, 1873, and
completed in May, 1874, so that no further appropriation is required for
this work.
BalanceinTreasiiry of United States July 1, 1873 $11,976 00
Amoant in hands of officer and subject to his check, (iucludiog $258.52 per-
oeutage dae on contraots not yet completed) 6, 663 54
AmoQDt expended duri ng the fiscal year ending Jane 30, 1874 18, 639 54
(See Appendix Y 17.)
18. Plymouth Harbor, Massachu^setts. — The work projected for the im-
provement of this harbor consists in the construction and repair of bulk-
heads, jetties, and groins built for the protection and preservation of Long
Beach, which serves as a breakwater, and affords to the harbor inside the
only shelter it has from easterly storms. These bulkheads and jetties
arebailt either of stone or else of crib- work and brush ballasted with
stone, and the groins of stone and of brush, and sometimes of the two
eombined.
This work has been carried on at intervals during the past year with
results as follows, viz : Built twenty-three groins of brush and stone, hav-
ing an aggregate length of 3,000 feet, ten groins of brush alone, having
an aggregate length of 534 feet; over 10,000 hills of beach-grass planted,
and repairs made where necessary ui)on the bulklieads and jetties. This
work will be continued with the appropriation of June 23, 1874
Balance in Treasury of United States July 1, 1873 $3, 000 00
Amonnt in bands oV officer and subject to his check 1, 28H 85
Amoant appropriated by act approved June *43, 1S74 5, 000 00
AniOQut expended during the fiscal year ending June 30, 1874 3, H60 90
Amoant available July 1,1874 5,427 92
Arnount required for the fiscal vear eudlug June 30, 1876, (as revised in this
Office) 28,000 00
(See Appendix Y 18.)
19. WeUfleet Harbor, Massachusetts. — By act of June 10, 1873, the sum of
$5y000 was appropriated for removing the sunken rocks at the entrance
of this harbor. All the most dangerous rocks have been removed, in-
dading Channel Bock, Mayors Bock, Bay Bock, Lobster Bock, and Lump-
fish Rock, the removal of the last three having been completed in
July, 1873 ; in addition to which other sunken rocks, not provided for
by contract, have been removed by hired labor, one lying about 70 feet
from Channel Bock and nearer the mid-channel, and others near Bay
Bock, altogether containing about 50 cubic yards.
Amount in hands of officer and subject to his check $4, 179 69
AmooDt expended during the fiscal year ending June 30, 1874 4, 179 69
(See Appendix Y 19.)
20. Provincetoion Harbor, Massachusetts. — Under the several appropria-
tions heretofore made for the preservation and improvement of this har-
bor the following work had been done on the 1st of July, 1873, viz :
1. Bulkheads and jetties of various descriptions built, from time to
time, along Beach Point, for its preservation and protection, both by
the CTnitetl States and b^^ the local authorities.
2. A dike built in 1868 and 1869, by the State of JVlassackusetts,
across the outlet of East Harbor Creek.
3. A dike built in 18U8 and 1869, by the United States, across E ist
116 REPORT OP THE CHIEF OP ENGINEERS.
Harbor Greek, at the Wading Place, near High Head, about two miles
above the outlet of the creek.
4. Wooden bulkheads and jetties, built at different times, for the pro-
tection and preservation of the beach on Long Point.
5. A stone bulkhead commenced for the protection and preservatiou
of the outer end of Long Point, opposite the light-house and 3-guQ4)at-
tery.
6. A substantial dike, (272 feet in length,) built in 1871-'72, across
the head of Lancey's Harbor, near Abel Hill.
7. Beach-grass planted on Beach Point, Long Point, Abel Hill, Cove
Section, and Oblique Section, and at the last two places brush had also
been laid for their further protection.
8. The projected extension of the several jetties on Beach Point and
State Dike nearly completed ; and,
9. Accurate re-surveys made (in 1871, 1872, and 1873) of Cove Sec-
tion, Oblique Section, Beach Point, and Long Point, together with elab-
orate soundings atid current observations in the inner harbor.
Of the several appropriations made for the improvement of this har-
bor there was, on the 1st of July, 1873, an unexpended balance of
12,368.82, which has been applied as follows, viz :
1. To the completion of all the jetties on Beach Point and State Dike
to the extent projected, and of brush and stone groins connecting the
outer ends of the jetties.
2. To the repairs of the bulkhead and jetties on Beach Point and State
Dike, and beach-grass planted where most necessary.
3. To rebuilding and strengthening the outer end of the stone bulk-
head on Long Point ; and,
4. To building at Cove Section a bulkhead of timber and brush, bal-
lasted with stone, 190 feet long, rendered necessary for the protection
and preservation of the beach at that place, from the fact that by the
extraordinary gale of November 1(), 1873, the crest line of the shore,
for an extent of about 200 feet, had been carried 30 feet inward and
lowered about 3 feet, so as to have a height of only about 10 feet above
the plane of ordinary high- water. This bulkhead was completed about
the middle of January, 1874.
Balance in Treasury of United States July 1, 1873 $.% 000 00
Amoant appropriated by act approved June 23, 1874 6, 000 00
Amount expended daring the iiscal year ending June 30, 1874 2, 2H3 14
Amount available July 1, 1874 6,103 48
Amount required for the fiscal year ending June 30, 1876 5, 000 00
(See Appendix Y 20.)
EXAMINATIONS AND SURVEYS FOB IMPBOVEMENTS.
Lieutenant-Colonel Thorn was charged with, and has completed
during the past fiscal year, the following examinations and surveys
provided for by act of March 3, 1873:
1. Aroostook River, Maine, for improvement of the channel.
2. Fefwbscot River, from Oldtotcn to Medway and vicinity ^ Maine,
3. Portsmouth Harbor , New Hampshire^ for a breakwater between Ger-
risWs Island and Wood Island,
4. Ipswich Bay, Massachusetts, at Hodgkinh Gove, to ascertain the
practicability of a harbor of refuge by building a breakwater there.
The sev^^ral reports upon these surveys were transmitted to Congress
at its last session, and printed in Ex. Doc. H. K., No. 84.
( See Api>endixe8, Y 21, Y 22, Y 23, and Y 24.
REPORT OF THE CHIEF OF ENGINEERS. 117
To comply with a resolution of the House of Eepresentatives of De-
eember 10, 1873, Lieutenant-Colonel Thoin was directed to make an
examiDation of Plymouth Harbor, Massachusetts, with a view to its
/ffl/irorernerit. His report thereon was also transmitted to Congress,
Bnd was printed in Ex. Doc. H. E., Fo. 161.
(See Appendix Y 25.)
PACIFIC COAST
IMPROVEMENT OP RIVERS EN OREGON.
Officer in charge Maj. N. Michler, Corps of Engineers, since October
22,1873, previous to which time these improvements were in charge of
Maj. H. M. Robert, Corps of Engineers.
1. Improvement of Lower WUlamette River, Oregon. — A new dredge
was completed shortly after the commencement of the fiscal year, and
was subsequently employed upon the bar at the mouth of the river, and
at Post-Office Bar. At the mouth a channel-way was reopened for a
length 1,800 feet and width 120 feet. At Post-Office Bar a cut was made
of 1,552 feet in length, with a width of 30 feet and depth 17 feet At
Percy's Slough, near the mouth, a dam is being built. The appropria-
tion for the present fiscal year will be applied to keeping the channel of
the Willamette open. A survey of Willamette Slough will be made.
2. i8*. Helenas Bar, Columbia River, Oregon. — Surveys of the bar will
be continued, and the channel kept open by dredging.
3. Mouth of the Columbia River, Oregon. — The survey and soundings
at the " Hog-back,^ between Tongue Point and Woody Island, were
completed by the close of the fiscal year. A new channel was dredged
or scraped out, marked by an iron beacon and black and white buoys.
It is proposed during the present fiscal year to continue similar opera-
tions at this locality.
Balance in Treasury of United States Jnly 1, 1873 :
Lower Winamette Sl0,793 36
Obstructions 9,206 64
20,000 00
AmoQDt appropriated by act approved Jane 23, 1874 20, 000 00
Amoant expended during the fiscal year ending June 30, 1874 14,678 15
Amount available Jnlv 1. 1874* 5,321 85
Amount required for the fiscal year ending June 30, 1876 20. 000 00
(See Appendixes Z 1 and Z 4.)
4. Improvement of the Willamette River above Oregon City, Oregon. — The
operations consisted in the removal of dangerous suags and other serious
obstmctions. Two hundred and eighty snags were removed daring the
season, among them at Luckamutte, the " Big Pine,'' with those adjacent.
In addition to the continuation of the work of removal of snags during
the present fiscal year, the construction of wing-dams will be under-
taken at certain points.
BaUnce in Treasary of United States July I, 1873 $1,500 00
Ainoant appropriated by act approved June 23, 1874 7, 500 00
Ainoant expended during the fiscal year ending June 30, 1874 1, 500 09
Amoant required for the fiscal year ending June 30, 1876 25 000 00
(See Appendixes Z 2 and Z 4.)
5. Improvement of tlie Upper Columbia River, Oregon. — The removal
of rock in John Day, DeviPs Bend, and Umatilla rapids of this river
*0f the amount available July 1, 1874, must be deducted $4,800 for building dam
across Percy's Slough, which is not yet completed.
118 REPORT OF THE CHIEF OF ENGINEERS.
has been coDtiimed. Bocks were removed from Devil's Bend and Uma-
tilla rapids during the working season to the amount of 465 cubic
yards. The total quantity of rock removed by contract is 1,425 cubic
yards.
The work proposed for the present fiscal year is the widening of the
channel of the Uiiper Umatilla Kapids, and the removal of rock ftx)ni
Homly Kapid, Squally Hook Rapid, Owyhee Rapid, and Rock Creek
Rapid, 80 as to give the same depth of water as that already obtained
on the above-named points.
Balance iu Treasury of United States July 1, 1873 $9, 000 00
Amount in hands of officer and subject to bis check 19, 183 76
Amount appropriat-ed by act approved June 23, 1874 20, OOO 00
Amount expended during the tiscal year ending June 30, 1874 28, 085 11
Amount available July 1, 1874 9S %
Amount required for the fiscal year ending June 30, 1876 40, 000 00
(See Appendixes Z 3 and Z 4.)
6. Umpqim River^ Oregon. — No additional work was done toward the
improvement of the navigation of this river duriilg the fiscal year.
There is a balance remaining of the appropriation of March 3, 1871,
$4,685.89.
EXAMINATIONS AND SURVEYS FOE IMPROVEMENT.
Provision was made in the act of March 3, 1873, for a ^^Survey or ex-
amination of the mouth of Coquille River^ Oregon^ and upon investiga-
tion of its object, instructions were given to Major Michler to extend
the examination so as to embrace the general question of a navigable
outlet to Coquille Eiver. His report thereon was transmitted to Con-
gress at its last session, and printed in Ex. Doc. II. H., No. 216.
(See Appendix Z 5.)
BEEAKWA'l'EB AT WILMINGTON, CALIFORNIA — REMOVAL OF BINCON
ROCK IN THE HARBOR OF SAN FRANCISCO.
Officer in charge, Maj. G. H. Mendell, Corps of Engineers, with Lieut.
C. B. Sears, Corps of Engineers, under his immediate orders.
1. Breakwater at Wilmington, California, — At the date of the last annual
report the timber construction was completed and about two-thirds of the
stone line was finished. The stone line is 2,000 feet long. It was com-
pleted in the jiast year.
The double-piled work, which is 1,000 feet in length, and which stood
in 5 feet of water, was filled with stone to the height of 3 feet above
mean low-water, and ballasted on both sides with gravel and stone to
half tide. The single line of piled w ork was ballasted to the same height
for a distance of 2,200 feet.
Two stone jetties, aggregating 980 feet in length and rising from 2 to
4 feet above the lowest stage of the tide, were built, with the object of
directing and (controlling the action of the current. They had the effect
to increase the depth of water on the bar.
A number of short jetties, aggregJiting 700 feet in length, were built
along the main line, for the double purpose of preventing the work from
undermining and to favor tbe accumulation of t^and along the line.
These works, as mentioned, consumed 25.778 tons of stone and gravel.
A careful hydrographic survey of the lower part of the estuary was
made and proposals issued for excavating a channel. No bids being
REPORT OF THE CHIEF OF ENGINEERS. 119
offered, Dew proposals, td dredge by the cubic yard, were issued. A
favorable bid bas been accepted since tbe close of the fiscal year.
It is now expected that the funds on hand will be sufficient to provide
a channel 2(H) feet wide and 10 feet deep at mean low-water, and, in ad-
dition, to build some training-walls for the better security of the chan-
nel when excavated. These results will probably be attained in the
next fiscal year.
The amount asked for the next year is intended for the protection of
the timber-work.
Balance in Treasury of United States July 1, 1873 |145, 647 07
Amount expended during the fiscal year ending June 30, 1H74 71, 025 08
Amoimt available July 1, lr<74 74, 621 99
Amount required for the fiscal year ending June 30, 1876 30, 000 00
(See Appendix A A 1.)
2, Removal of Rincon RocJc, harbor of San Francisco, California, — A con-
tract was made in September, 1873, for the removal of this rock to the
depth of twenty-four feet at mean low-water, before June 1, 1874, for
143,000, but an extension of time to October 1, 1874, ha^ been granted.
The work was begun in October, and to the 30th June, 1,050 cubic
yards of rock were removed, leaving 3,150 cubic yards yet to be re-
mored.
No appropriation is asked for the coming year.
Balance in Treasury of United States July 1, 1873 $48,500 00
Amount in bands of officer and Bubject to liis check, July 1, 1873 221 71
Amonnt expended during the tiscal year ending June 30, 1874 8, 147 44
AmooDt available July 1, 1874 33,632 65
(See Appendix AA 2.)
HARBOR OF SAN DIEGO, CALIFORNIA.
In my annual report of October 19, 1872, it was stated that Lieut. Ool.
B. S. Alexander, Corps of Engineers, hacl called the attention of this
office to the probable filling up of the upper portions of this harbor, and
that be had aecordingly been directed to determine, if possible, the
caase and extent of this filling. In addition to facts previously pre-
sented he reports the effects of the flood in San Diego River during
the past winter, with suggestions as to the proper means to be applied
to prevent the threatened injury, and recommends an appropriation of
180,000 for the purpose of turning the course of the river into False
Bay.
(See Appendix A A 3.)
EXAMINATIONS AND SURVEYS FOR IMPROVEMENT.
The examination at Santa Cruz, California^ required by the act of
March 3, 1873, was assigned to Lieut. Col. C. S. Stewart, Corps of Engin-
eetR, whose report thereon was transmitted to Congress at its last session,
and printed in H. B. Ex. Doc. No. 84.
(See Api>endix A A 4.)
A hoard of engineer officers was constituted in March, 1873, for the
purpose of making an examination and survey and the plan for a harbor
at Ban Antonio Creek^ San Francisco Bay, as directed by the act of
March 3, 1873. Its report thereon was transmitted to Congress at its
last session, and printed in H. R. Ex. Doc. No. 174.
(See Appendix AA 5.)
120 REPORT OF THE CHIEF OF ENGINEERS.
IMPROVEltfENT AND CARE OF THE PUBLIC BUILDINaS AND GROUNDS IN
THE DISTRICT OF COLUMBIA.
Officer in charge, Col. O. E. Babcock, Oorps of Engineers.
The condition of the pablic reservations in the city of Washington,
and the character of the improvementa made on them during the fiscal
year closed, will be found in the detailed report of the officer in charge.
The estimates for the fiscal year ending June 30, 1876, are as follows:
For improYement and care of the pablic buildings and grounds $344, 816 50
For compensation to persons employed on and around public buildings and
grounds .'id, 016 00
$397,832 50
(See Appendix B B.)
SURVEYS AND EXAMINATIONS WITH A VIEW TO THE IMPROVEMENT
OF RIVERS AND HARBORS.
■
For examinations and surveys of rivers and harbors, and for inci-
dental repairs at harbors for which there is no special appropriation, an
appropriation of $150,000 should be made.
SURVEY OF NORTHERN AND NORTHWESTERN LAKES.
Officer in charge, Maj. 0. B. Gomstock, Corps of Engineers, who has
under his immediate orders the following officers of the Corps of Engi-
neers : First Lieuts. H. M. Adams, D. W. Lockwood, E. Maguire, C. F.
Powell, and Second Lieut. T. N. Bailey ; and the following assistant
engineers : J. R. Mayer, O. B. Wheeler, A. C. Lamson, E. S. Wheeler, G.
T. Wisner, A. B. Flint, G. A. Marr, H. Custer, and F. M. Towar.
Progress of the loorkduring theyear. — The field-work of the connection of
the triangulations of Lake Superior and Lake Michigan has been com-
pleted ; the topography, in-shore hydrography, and off-shore hydrography
of Lake Michigan have been finished.
The Wisconsin triangulation has been completed southwardly to the
vicinity of Chicago. The Keweenaw base has been remeasured.
The survey of the Detroit River has been completed and a map pub-
lished of its lower half.
The triangulation, topography, and hydrography of the St. Lawrence
River, from the 45th parallel to Lake Ontario, have been completed.
The positions of several points in the interior of Michigan and Wis-
consin have been determined in aid of State surveys.
The survey of Lake Ontario has been begun ; much of the field-work
has been reduced.
Charts No. 1, of the St. Lawrence, of Sandusky .Harbor, of Chicagfo,
and of mouth of Detroit River, have been completed.
It is proposed during the present fiscal year to complete the triangnla-
tion at south end of Lake Michigan, to continue the determination of points
in the interior of Michigan, to continue the survey of Lake Ontario, and to
commence the triangulation connecting Lake Michigan and Lake Erie.
The need that the survey of the Lakes should be vigorously prosecuted
is best shown by the number of charts required by the commerce of the
lakes, now five or six thousand a year, and by the constant inquiry and
pressure for charts not yet completed, or for which not even the surveys
have, a« yet, been made.
It is judged that the single survey made last year of the mouth of De-
REPORT OF THE CHIEF OF ENGINEERS. 121
troit River and of a part of Lake Brie will save from $50,000 to $100,000
to commerce this year.
Amonnt expended dnring fiscal year 1873-4 $175, 000
Amount available for fiscal year 1874-5 175, 000
AmoQut Teqaired for survey of northern and northwestern lakes for fiscal
year ending June 30, 1^6 :
For continnation of surveys of Lakes Ontario and Erie, determination of
points in Michigan in aid of State survey, extension of triangulation south
from Chicago, and miscellaneous 219, 000
Estimate of funds far conUnuanoe of the survey of the northern and north-
western lakes for the fiscal year ending June 30, 1876.
Continuance of survey of Lake Ontario and reduction of the work.
Trimgnlation, six parties $30,000
Topography, four parties 52,000
Hydrography, two steamer parties 30,000
Survey of Lake Erie, and reduoUonof the work.
Triaognlation, four parties $20,000
Topography, two parties 26,000
fiydrof^aphy, one steamer-party 15,000
Swteyof Lake Michigan. — Reduction of previous work, determination of points
in iuterior of Michigan in aid of State survey, and extension of triangulation
aonthfrom Chicago 25,000
MkceUaneous. — Water-level and meteorological observations and redactions
t5,000 ; transportation of parties, quarters and fuel for officers $6,000 ; office-
rent, fiiel, stationery aud instruments $5,000 ; completion of unfinished work
$5,000 21,000
Total 219,000
(See Appendix C G.)
MILITARY MAPS.
The sarvey of the battlefields in the valley of the Shenandoah, by
3/aj. George L. Gillespie, acting under the orders of Lieutenant-General
Sheridan, which was mentioned in my last annaal report as in progress,
was completed in October, 1873, and arrangements have been entered
into for printing the maps. On the completion of the field-work the
oflBice of the survey was transfi^rred from Winchester, Virginia, to the
headquarters of the LieutcDant-Oeneral.
(See Appendix D D.)
The map of the battle-field of Gettysburg, in charge of Maj. G. K.
Warren, has been completed in regard to the engraving of its topogra-
phy, and an agreement has been entered into with Mr. J. B. Baehelder
to prepare sets of three maps, eaeh to be in three sheets, showing the
positions of both armies on the mornings and evenings of July 1, 2,
and 3,
Id this ofiftce :
Of the Atlanta campaign maps, which are being recompiled in this
office, one sheet is nearly completed, and on two sheets considerable
progress has been made.
A map of the battle-field of Franklin has been published. A new ad-
dition of General Sherman's campaign has been printed and will form
ODe of a series of campaign maps similar to those of the operations of
the armies of the Potomac and James. A map of the battle-field of
Chickamaaga (in two sheets) is in preparation for publication. The
railroads shown on the map of the Territories of the United States west
122 REPORT OF THE CHIEF OF ENGINEERS.
of the Mississippi Biver were corrected to Jane, 1873, and an edition has
siuce been published. The military map of the United States has been
revised and a new edition has been printed. This map shows the bouad-
aries of the military departments and all of the military posts in the
United States.
The final chart No. 3, of Lake Superior, and a chart of the harbor of
Sandusky, are now being engraved.
A chart of the river St. Lawrence from Strawberry Island to St.
Kegis, a chart of Lake St. Clair, and a lake-survey map of the city of
Chicago will be engraved as soon as a preliminary edition has been
photo-lithographed. Sheet No. 2 of Nebraska, in the Military Depart-
ment of the Platte, and a campaign map of that department, in four
sheets, embracing parts of Nebraska and Wyoming, and derived from
surveys by Capt. W. A. Jones, of the Engiheers, have been published
GEOLOGICAL, EXPLORATION OF THE FORTIETH PARALLEL.
Mr. Clarence King, United States civJl engineer, in charge.
The only field-work undertaken during the past year was a geological
reconnoissance over parts of Western Nevada and adjacent California,
made especially to study certain developments of the Achaean forma-
tions and for the purpose of obtaining data bearing on the classification
of mining districts. The reconnoissance was made by the geologist in
charge unaccompanied, and extended from September 2, 1873, to De-
cember 13, 1873.
The party has been in office during the entire year, preparing the re-
port and accompanying illustrations. The series of topographical maps
have been completed and put in the hands of the engraver. The pre-
liminary work for the reports, consisting of chemical, paleontological) and
microscopical research, have been carried on with success.
Analyses sufficient to determine many important chemical questions
have been made, referring chiefly to waters, alkaline and saline deposits,
and those of ores and rocks are now progressing. Microscopical research
has been and is now being pursued with the promise of systematically
identifying American rocks with known European types, a labor now
attempted for the first time. The paleontology, already delayed by Pro-
fessor Meeks' ill health, is now uearing completion, under^ Hall and
Whitfield, of Albany. Illustrations for the two geological volumes are
progressing. It is confidently expected by the officer in charge that the
labors of this exploration party will be brought to a close within a year
from this time.
(See Appendix EE.)
GEOaRAPHlCAL EXPLORATIONS AND SURVEYS WEST OF THE ONE
HUNDREDTH MERIDIAN IN CALIFORNIA, NEVADA, UTAH, ARIZONA,
COLORADO, NEW MEXICO, WYOMING, AND MONTANA.
Officer in charge. First Lieut. George M. Wheeler, Corps of Engi-
neers, having under his orders First Lieuts. R. L. Hoxie, W. L. Mar-
shall, S. E. Tillman, and P. M. Price, dorps of Engineers, Second Lieut.
A. H. Russell, Third United States Cavalry, and, during portion of the
field-season, Lieuts. H. R. Brinkerhoff and L. H. Walker, Fifteenth
United States Infantry,as escort officers, Acting Assistant Surgeons J.T.
Rothrock,H. C. Yarrow, and C. G. Kewberry, United States Army, who,
in addition to their professional duties, were engaged in botanical, or-
nithological, and natural-history labors.
REPORT OF THE CHIEF OF ENGINEERS 123
Active tield-operatious were \u progress at the coaiiiieQceinent of the
fiscal yeai% the three main divisions of tbe expedition having departed
from their reudezvons at Salt Lake City, Utah, Denver, Colorado, and
Santa F6, Kew Mexico, moving south into Arizona, connecting with
work of former years, covering during the season an area of about
75,000 sqnare miles, and disbandipg at the close of the iield-season in
November and December.
Following the disbanding a sufficient number of the members to pre-
pare the matured results returned to Washington, where they were en-
gaged daring tbe winter months, and where a small force of draughts-
men and computers are continuously engaged in elaborating the material
gathered in the field.
In addition to topographical work proper tbe survey combines the
establishment of numerous points astronomically ; (an iu)iK>rtaut feature
io relation to many public and private interests ;) observations in mete-
orology and hypsometry ; investigations in geology, mineralogy, and
natural history ; and the gathering of many other tacts upon subjects
bearing u|K)n the industries and resources of the regions traversed. A
mass of useful information and results is thus constantly being accumu-
lated and made available to the Government and the public.
By experience and improvements in methods and instruments, the
value of the results is annually enhanced and the cost of the work am-
ply repaid.
Final results in the astronomical and other branches of the work have
appeared, and additional will be ready for the press and engravers
before the close of the present year.
The expedition for the present field-season is well organized and
equipped, and the officer in charge is sanguine of most satisfactory re-
sults. The field of operations lies in southern and southwestern Colo-
rado, northern and northwestern New Mexico, and northwestern Ari-
zona. Several primary astronomical stations will be cletermined in
addition to astronomical observations in the field, and the astronomical
observatory at Ogden, Utah, will be well advanced toward completion.
Lieutenant Wheeler submits estimates —
For coDtinoing the exploration $95,000
For engmving aud printiug the plates 'and atlas-sbeetH accompany ing the re-
ports of the geographical ezploratious and surveys west of the. lOOth meri-
dian .1 25,000
His annual report and estimates are appended.
(See Api)eudix FF 1 and FF 2.)
Lieutenant Wheeler has also submitted a rei)ort of Prof. E. D. Cope,
paleontologist, from his camp, on Galinas Creek, in the Rio Grande
basiu, including a description of new species of vertebrate fossils, aud
of an extensive series of deposits of the Eocene age, indicating the
existence, in earlier geological time, of an extensive lake of fresh water
in that part of New Mexico.
Tbe collections made and to be made by this special party are likely
to prove of unnsual interest.
(See Apiiendix FF 3.)
BECONNOISSANOES AND EXPLORATIONS.
Officers of the Corps of Engineers have been on duty during the last
year at most of the headquarters of the military divisions and depart*
ments, where they have been charged with the preparation of detailed
maps and sketches, required by the generals commanding, and with the
124 REPORT OF THE CHIEF OF ENGINEERS.
collection of the topographical information required in the compilation
of the maps engraved and distributed by the Engineer Department.
The following officers have been thus sening : Maj. O. M. Poe, aid de-
camp with the rank of colonel, at the headquarters of the Army; Maj.
J. W. Barlow, at the headquarters of the Division of the Missouri ; Gapt.
G. J. Ly decker, until the i6th of March, 1874, and Lieut. J. G. D. Knight
since that date at the headquarters of the Division of the Pacific ; Gapt.
W. A. Jones, at the headquarters Department of the Platte; Gapt
Wni. Ludlow, at headquarters Department of Dakota; Gapt. A. H.
Holgate, at headquarters Department of Texas; and Lieut. E. U. Buff-
ner at headquarters Department of the Missouri.
Maj. J. W. Barlowj on duty with the LieutenantGeneral of the Army,
commanding the Military Division of the Missouri, was employed iu the
compilation of the results of labors of the engineer officers on duty at
the headquarters of the departments of the division.
Astronomical observations formed an important part of these surveys,
and they served to correct the positions of several points. Maps of all
the reservations of the division and plats of the posts, about 60 in num-
ber, have been made, of a uniform size, to accompany printed outline
descriptions of these reservations and posts.
The longitude of Bismarck on the Missouri, the present terminus of the
Northern Pacific Railroad, was determined by telegraph ; the latitudes
of Bismarck, and Fargo, an important town in the northwest, were
also determined.
(See Appendix G G.)
Gapt. W. A. Jones, on duty at headquarters Department of the Platte,
was, at the beginning of the last fiscal year, engaged in a reconnoissance
of the country lying about the headwaters of the Yellowstone, Snake,
Green, Wind, Big Horn, Gray Bull, Glark's Fork, and Stinking Water
rivers, an extremely mountainous area in the northwestern part of
the Territory of Wyoming, and which had previously been to a great
degree unexplored.
The outlines and character of a remarkable range of mountains, the
Sierra Shoshone, lying between the valleys of the Yellowstone and the
Big Horn, were ascertained. This range, which was previously almost
unknown, was crossed for the first time by Captain Jones, who found
there were four passes through it, two of which were discovered by
him. One of the most important of the results of this expedition was
the discovery of a new wagon-route leading from the southeast to Yel-
lowstone Park and Montana. Captain Jones's report was transmitted
to Congress June 16, 1874, and printed in H. Ex. Doc. No. 285, 43d
Gong., 1st sess.
(See Appendix H H.)
Lieut. E. H. RuflFner, on duty with the commanding general Depart-
ment of the Missouri, has been engaged in the organization of the means
of collecting and arranging the information derived from the various
scouting parties which have been in the field during the last year. He
reports that a gratifying improvement has been made in the number
and character of the journals and sketches which have been received
from the officers and men ; the total number of miles covered by their
journals during the last year having been 22,903 against 9,085 in the
year preceding. Surveys of the military and Indian reservations at Fort
Tulerosa, New Mexico, have been commenced ; a survey of Pike's Peak,
lor the signal-service ; a resurvey of the military reservation at Fort
REPORT OF THE CHIEF OF ENGINEERS. 125
Leavenworth, and a survey of a direct wagon-route from Fort Garland,
Colorado Territory, to Fort Wingate, New Mexico, have been made. In
my last annual report I made mention of a military recounoissanee of
the country about the headwaters of the Kio Grande in Southwestern
Colorado, which had been commenced in May, 1873, by Lieutenant Euii-
Der, under the orders ol the general commanding the department. The
party snccessfally accomplished its purpose, and also examined Gunui-
sou's or Grand River, and tbe Arkansas and their approaches. Azimuth
and stadia lines were run over an aggregate length of about 1,500 miles,
crossing five high mountain-passes, with great success.
Lieutenant RuflFner's valuable report under the title ^'Reconnoissance
of the Uie Country^ and the accompanying map were transmitted to
Congress March 17, 1874, and printed in H. Ex. Doc. No. 193, 43d
Cong., Ist sess.
A manuscript volume, exhibiting the roads and scouts in New
Mexico, which were reported in 1873, and numerous other results
of tbe industry of the officers and men of the Department of the Mis-
soori, which have been received at this office from time to time during
the last year, evince tbe zeal for geographical and topographical work
which has been inspired in the department by its commanding general
and Lieutenant Rutfner.
Lieutenant tiuffner was also placed in charge of the completion of the
military road from Santa F6 to Taos, New Mexico, which was author-
ized and appropriated for by act of Congress approved 3d March,
1873. He was assisted in this work by Lieut. O. C. Morrison, Sixth
Cavalry, and the road was fully completed during the last season,
except for a short distance, for which the funds were not sufficient.
The location of the road is in the cahon of the Rio Grande, between
the villages of La Joya and Cienigilla, being the same as proposed by
Capt. J. N. Macomb, of the Engineers, in 1859.
(See Appendix 1 1.)
Capt. G. J. Lydecker, to March 16, 1874, and Lieut. J. G. D. Knight,
for the remainder of the fiscal year, were on duty with the general com-
manding the Military Division of the Pacific.
During the year the following maps were commenced and completed^
viz : Military map of the Territory of Washington ; outline map of the
Department of California, showing lines of transportation between dif-
ferent points in the department; outline map of the Military Division
of tbe Pacific ; map of Idaho, and revised map of Oregon. Map of Ari-
zona has been commenced and is well under way.
Capt. Wm. Ludlpw at the headquarters Department of Dakota, was
employed dniing the year in the examination of the reports of journeys
in the department, and in plotting the trails, when any information
could be obtained from the itineraries of the officers, but most of the
journals proved less valuable than could have been desired.
It is proposed to provide instruments for the posts so that the geo-
graphical and topographical work can be done by intelligent enlisted
men suitiibly instructed and especially detailed for the purpovse.
In accordance with orders from the department commander. Captain
Ludlow accompanied the expedition, commanded by Lieut. Col. G. A.
Custer, into the Black Hills, during the last summer. His detailed re-
port, and the reports of the scientific gentlemen who accompanied him,
will be found in the appendix.
Captain Ludlow reports that this interesting and hitherto unknown
region is admirably adapted for settlement, that it abounds in timber,
126 REPORT OF THE CHIEF OF ENGINEERS.
grass, flowing streams, and springs ; that tbe valleys are of gentle slope,
the soil is of wonderful fertility, and that the climate is entirely differ-
ent from that of the plains, it being much cooler in summer and there
being evidences of b^ing more moderate in winter.
In regard to the mineral resources of the Hills, Professor Winchell's
report gives full information. No coal was found, but extensive beds of
iron, gypsum, and building-stone exist. Traces of plumbago were found
and specimens of gold in the soil near Harvey's Peak, as well as in
quartz in bed and bowlder, were visible in considerable quantities.
The timber is mainly red pine and spruce of large size, while hard-
woods, oak, ash, and elm, were found on the slope of the hills. Game,
including bear, elk, and deer, (the latter of two kinds,) was found, and
on the prairies antelope was found in large numbers.
(See Appendix K K.)
ESTIMATES OF AMOUNTS REQUIRED FOR MILITARY AND aEOaRAPHICAL
SURVEYS, EXPLORATIONS, AND REOONNOISSANCES.
For reconnoissances and surveys for sea-coast defenses and in the
military divisions and departments, $60,000 will be required; and for
feographical surveys of Territories west of the one hundredth meridian,
95,000 will be required.
For engraving and printing the plates and atlas-sheets accompanying
the reports of the geographical surveys west of the one hundredth
meridian, $25,000 will be required.
€OMMISSION ON THE IRRIGATION OF THE SAN JOAQUIN, TULARE, AND
SACRAMENTO VALLEYS OF CALIFORNIA.
This commission, organized by virtue of an act of Congress, and com-
posed of Lieutenant-Colonel Alexander and Major Mendell, of the Corps
of Engineers, and Professor Davidson, of the Coast Survey, has com-
pleted its labors and made a report, which was transmitted to Congress
and printed in H. Ex. Doc. No. 290, 43d Cong., Ist sess.
After a careful preliminary survey and a full investigation of the sub-
ject as treated in reports on the irrigating works of foreign countries,
the conclusions arrived at by the commission are that there are large
bodies of land in the great valleys of California, particularly in the San
Joaquin and Tulare Valleys, which require irrigation ; and that, while
there is an abundance of water for the purpose on the east side of those
valleys, there is a scarcity of it on the west side ; that, while the cost
of a comprehensive system of irrigating-canals would be very great, the
productions and the value of the irrigable lands, which embrace vast
tracts of soil composed of the most fertile elements, would be increased
many times ; that experience in other countries shows that the exten-
sive works required by a general plan of irrigation must be built either
by the Government or by an association of capital; that in the latter case
the franchise granted by the Government should, after a term of years,
lapse in favor of owners of the irrigated lands, and, in any case, the
State should establish a system of inspection by which a proper con-
struction should be assured; it should fix the water-rates, appoint or
control the persons who administer the water and collect the amounts
paid by consumers, and it should see that the water-rights of the miners
do not conflict with the irrigation of the plains, particularly in regard
to returning the water used by them above the points at which the
canals are fed.
REPORT OF THE CHIEF OF ENGINEERS. 127
The commissiou suggest that extensive irrigating- works cannot prob-
ably be built at the present time without aid from the General or State
Government.
Before any scheme is begun, a careful instrumental survey should be
made of the country to be irrigated, which survey should embraoe the
sources of water-supply and the points at which the canals should be
fed; the gauging of the flow of the rivers and streams, and the detin-
log of the boundaries of the natural districts of irrigation into which
the country is divided.
The relation of the General Government to such a survey depends
somewhat upon the fact that it still owns many thousands of acres in
the southern part of the valleys under consideration which are capable
of irrigation, but which are of no value now, and upou the national
benefits that would accrue from the settlement and improvement of the
whole of the iiTigable areas in the interior of the country.
There is so little practical knowledge in this country, either on the
part of engineers or of farmers, upon the sut)ject of irrigation, that it is
very desirable to pro<;ure from foreign countries all information relating
to modem systems in those countries, and to disseminate this informa-
tion throughout the country.
OFFICE OF THE CHIEF OF ENGINEERS.
In the labors of the Office I was assisted on the 30th of June by the
following officers in charge of the several divisions:
FiBST AND SECOND DIVISIONS. — Fortifications^ batialionj a7id engineer
depot, lands, armaments^ personnel^ <&c., Maj. T. L. Casey.
Thibd division. — Biver and harbor improvements, &c., Maj. J. G.
Parke.
Fourth and fifth divisions. — Property accounts, estimates, funds,
survey of the lakes, explorations, maps, instruments, &c., Lieut. Col. J. G.
Foster until June 1, 1874; from and after that date, Maj. G. H. Elliot.
Very respectfully, your obedient servant,
A. A. Humphreys,
Brig, Oen., Chief of Engineers,
Commanding Corps of Engineers*
Hon. Wm. W. Belknap,
Secretary of War.
t
APPENDIXES
TO THE
REPORT OF THE CHIEF OF ENGINEERS.
9 E
APPENDIXES
TO THE
REPORT OF THE CHIEF OF ENGINEERS.
APPENDIX A,
ANNUAL REPORT OF MAJOR F. U. FARQUHAR, CORPS OP EN-
GINERRS, FOR THE FISCAL YEAR ENDING JUNE 30, 1874.
United States Engineer Office,
Saint Faulj Minn.^ July 25, 1874.
Genebal. : I have the hoiior to transmit herewith my aimual reports
of operations at the several works under my charge during the year
ending June 30, 1874.
Very respectfully, your obedient servant,
F. U. Fabquhar,
Major of Engineers,
Brig. Gen. A. A. Humphreys,
Chief of Engineers^ U, 8. A.
A I.
DREDGING OUT THE BAY OF SUPERIOR FROM THE NATURAL ENTRANCE
TO THE DOCKS OF SUPERIOR AND DU LUTH, AND PRESERVING BOTH
BNTRANCKS FROM THE LAKE THERETO. *
III this bay and the entrances thereto there are two localities at which
the United States have been doing work, viz :
1st. In the viciuitv of Da Lath, at northwest end of bay.
2(1. At the natural entry, and in the vicinity of Superior City, at
southeant end of the bay.
I. For the improvements in the vicinity of Du Luth the following
specific appropriations have been made :
By act approved March 3, 1871 $60,000
Bj act approveclJ line 10, 1872 50,000
110,000
This sum of money was expended iu extending for 750 feet a break-^
water, commenced by the railroad company to make an out^r harbor,
and repairing the inner 143 feet of the same after the storms of Novem-
Iw, 1872.
132 REPORT OF THE CHIEF OF ENGINEERS.
Under the act approved March [3, 1873, the following work was done,
viz:
The piers on each side of the canal have been rebuilt and the revet-
ments repaired. An opening was made through the dike and cribs
placed to protect the same ; and some dredging was done in the inner
harbor, near the head of the canal, at the following cost:
Rebuilding and repairing piers ^"23, 114 'M
Dredging ifi inner harbor . . . .• 3, 325 61
Opening through dike 5, 24.5 2r>
Contingencies, &c 364 (H)
•
32, 049 -20
In addition there will be about $4,000 more expended from the appro-
priation in continuing thedreilging in the inner harbor.
The condition of the harbor of Du Luth is such that it gives no
anchorage for vessels, owing to its shallowness, save in th© dredged
channels. The dike is almost entirely gone for from 3 to 10 feet below
the surface. The revetment to the canal, which was built bv the city
of Du Luth, will need some repairs on account of damage done bv
vessels.
The amount ($10,000) appropriated by act approved June 23, 1874, for
this harbor will be expended in dredging on north side of channel, from
canal to Northern Pacific Hailroad docks, thus allowing v^essels to turn
around in the harbor, and in the slight repairs to the piers. To give the
proper anchorage, and to make this harbor one of refuge, considerable
dredging will have to be done. The accompanying sketch shows the
areas to be dredged.
That marked A will be three-fourths dredged with existing api>ropria-
tion. The total amount of material to be removed is, as shown by the
survey of the Hay of Superior for a space included by the dock-lines
and a line parallel to and 2,000 feet from the north dock-line, 1,078,957
cubic yards, (measured in scows,) the removal of which will cost
$269,739.25. There will be dredged with funds now available 52,(KK>
cubic yards.
I would recommend that the dredging be done gradually, and that
$100,000 be asked for that purpose, ami for the maintenance of the
canal for the fiscal year ending June 30, 1876.
IL For the improvement at the natural entrance to the Bay of
Superior, the following specific appropriations have been made,* viz:
Bv act approved March 2, 1867 .^^,000 0(i
Allotted from act approved April 10, 18<)9 15,000 <H)
By act approved July 11,1870 40, OIK) 00
By act approved March 3, 1671 60, (HK) IH)
By act approved June 10,1872 oO,<MK) 00
Total specifically appropriated *2r>8. 0<H) (>»
From the act approved March 3, 1873, there has been and will be ex-
peuded on the natural entry $63,950.80, of which amount th*»re was
spent on pier-construction and dredging between the piers (all that was
contemplated in the original plan) $41,322.64, making the total ainount
expended at the natural entry $299,322.64, and in dredging from the
natural entry to the docks of Superior City, 822,628.16. For the above
sum ($299,322.64) the following work has been done : The wide o])en-
ingof the outlet was closed by a rock-embankment oh Minnesota Point.
A pier on the Minnesota side of the outlet has been finished to a length
of 2,856 feet, and on the Wisconsin side 2,656 feet more than completing
REPORT OF THE CHIEF OF ENGINEERS.
133
the original plan of improvement, which was estimated to cost $309,716 .
lor buikliug 4,300 feet of piers and doing the necessary dredging. There
is now an excellent channel of 12 fefet in depth across the bar and in
the eutrj. The only work necessary in the future is the maintenance
of the channel across the bar and the repairs of the piers. I would
recoiumend that an appropriation of $10,000 be asked for for the above
work. As yet there has been no deterioration of the channel- way due
to the opening of the Du Luth Canal, but if an unusually dry season
occurs, accompanied by any great amount of northeast winds, a bar may
form, and it would be well to be prepared for such a contingency. The
opening through the dike made last June has not benefited navigation
from Superior City to Du Luth, as a bar has formed on the Du Luth side
on which there is only a depth of about 3 feet of water, while in the
opening itself there is a depth of 31 feet. At the time of making the
cat through the dike there was only 10 feet, showing that a current of
considerable force passes through it. Now the small steamer has to
paiss through the deep oi)eniug at the west end of the dike, thus length-
ening the distance sailed between Du Luth and Superior City.
I am still of the opinion that the dike should be rebuilt, when what
remains of it is carried away. 1 have no doubt that the water of the
St. Louis River will be for the greater part diverted toward the Du
Lath Canal, to the detriment of the natural entrance.
My estimate of the cost of rebuilding the dike, as given in my last an-
nual report, was $55,000; but since then the ice has carried away a deal
of the old stracture, and but very little of it remains that can at all be
utilized in making a new one.
A dike made of gravel, 12 feet Wide at top, with side slopes of 2 hori-
zontal to 1 vertical, riprapped along zone of wave action, would cost
not more than $87,199, and might cost less if any part of the old dike
can be used. If this is to be built, the appropriation should be made
specifically for it, and it should be made in one lump.
The openiujj: made last year could still be left in the new dike, and
i^hould it prove necessary to close it at some future time, it could be fit-
ted with llood-gates.
ArriraU and departures of vessels during the year ending December 31, 1873.
ArriralM.
Departures.
V»-i«iiel«.
,>»o. Tonnag^^ Crew».,Xo. Tonnage. Crews. '
Value of
imports.
'*t»^Bi«»n«
228 130, 50-2 5, 1 17 229 12i>, 954 5, 121 ^24, 35ti 75
31
20.380 412
52
20, 766 411
Value of
duties.
15,090 49
Bemarks.
Value of bonded
floods, $307,630.
Dutif« of bonded
goods, 1131,176.94.
Financial statement
lUUuce iu Treasury of I'uited States July 1, 1873 $79, 636 00
Auiounc in hands of oflElcer and subject to his check 51, 715 75
.Amount appropriated by act approved June 23, 1874 10, 000 00
Ainoont expended during the tiscal year ending June 30, 1874 120, 1 12 08
Aroount available July 1, 1874 21,239 67
i For Du Luth . . 100, 000 00
Atnoant re<iuired for the fiscal year eudiug June 30, 1876 < For naVl entry 10,000 00
( For dike 87,199 00
134 REPORT OF THE CHIEF OF ENGINEERS.
Abstract of prop:>8als for furnhhin^j delivering^ and leveling stone at the natural-entry j>jVr*.
Superioi' City, JVis.y opened June 20, 1B74.
Names. Residence. ^^. ,f* ,
per cord.
I
C. Fletcher and H. C. Henry ; Minneapolis, Minn. $i:i !•.'>
William Willard and James Mercer < Ontonagon, Mich . . 5 15
Ludwig Hegardt and Nils Hall Dn Lntn, Minn 5 7i>
D. Schutto and W. L. McLellan Du Lnth, Minn 5 74
A. M. Banium Du Luth, Minn | fi 09
Henry W. Wheeler Oneota, Minn r> 4<)
A 2.
ONTONAGON HARBOR, MICHIGAN.
There being no funds available for this harbor, no work was done dar-
ing the year.
With the amount appropriated by the river and harbor appropriatiou
bill, approved June 23, 1874, it is proposed to repair the inner end of the
west pier and prolong it inward 430 feet, and some repairs and planking
on the east pier.
This work was commenced in 1867, and the estimated cost of completinji;
the improvement, consisting of two piers, each aboat 2,500 feet long, and
dredging between them, was $363,770 0<>
In 1867 there was appropriated *. $97,600 00
In 1870 there was appropriated 10,000 00
Total appropriated 107,600 Oi^
Leaving still to be appropriated 256, 170 lH>
The total amount already appropriated has been expended, except
$82.41, and the following is the work accomplished :
East pier extended 1,350 feet.
West pier extended 224 feet.
West pier rebuilt 270 feet.
445 piles removed from channel.
To finish the improvement as planned will necessitate a further pier-exten-
sion of 3,425 tee t, which would cost $2:W,717 <t-<
The repairs necessary now will cost 23,000 00
261,717 0'^
It will be seen that the original plans for improvement can be com-
pleted within the estimated cost, but unless the work of pier-extension
can be pushed faster than the advance of the bar, the cost of making h
permanently good harbor will be much in excess of the above estimate.
I would, therefore, renew my recommendation of last year, that
$150,000 be appropriated in one sum, so that the piers may be pushed
out beyond the crest of the present bar.
There has been no appropriation for this harbor since 1870, and the new
piers have suffered from storms, as they were not finished.
The advantages of a harbor of refuge at this point has so often beei)
dwelt upon in previous reports, that it is unnecessary to repeat them.
It is in the collection-district of Marquette, Mich., and there is a light-house near tbr
harbor.
REPORT OF THE CHIEF OF ENGINEERS.
135
ArriraU and departures of vessels during the year ending December 3], 1873.
Arrivals.
VesselB.
No.
Tonnage.
Steamers 1 9
Sailiog-vesflels 2
5,033
100
Crews.
174
8
Financial statement.
•
Depart ares.
No.
Tonnage.
Crews.
8
2
4,948
100
169
8
Balance in Treaanry of United States July 1, 1873 |82 41
AmooDt appropriated by act approved June 23, 1874 23, 000 00
Amount available July 1, 1874 23,082 41
Amoont required for the fiscal year ending June 30, 1876 150, 000 00
A3.
EAGLE HARBOR, MICHIGAN.
No work bas been done at this hatbor daring the year. Plans for
machinery to excavate the rock have been drawn, and are all ready for
the machinist, as soon as an appropriation is made to continue the work.
The history of this work is as follows :
In October, 1866, an estimate was submitted for improving this harbor amount-
ing to—
For breakwater 15 feet wide $45,172 86
For excaTating 1,803 cubic yards of rock 146,016 00
191, 188 86
There was appropriated by river and harbor bill approved &£arch 2, 1867. . . 65, 000 00
After a carefal survey, made on the ice during the winter of '67 and
*(»8, it was fonnd that the above estimate of amount of rock to be re-
moved was too small ; that, for a channel 130 feet wide and 14 feet deep,
it would be necessary to excavate 3,372.22 cubic yards, which made the
amount neceasary for completing this work $261,293.76.
Under this estimate the breakwater was to be 20 feet wide instead of
15 feet.
From experience gained since then it has been. deemed expedient to
increase the width of the breakwater to 30 feet. Under contracts made
in 1867 and ^69 some 470 cubic yards of rock were removed, but for '
9ome reasons the contractors failed to fulfill the conditions of their con-
tracts, and the contracts were annulled.
The following is the estimated cost to complete this work:
For excavating 2,843 cnbic yards of rock, at |50 $142,150 00
For building breakwater 30 feet wide .' 68,368 77
210, 518 77
l«percent 21,051 87
231, 570 64
136
REPOET OF THE CHIEF OF ENGINEERS.
Estiiuato made alter resurvey in 1868 |261, *2iK{ TO
Appropriation in 1867 65,000 Ou
196 293 76
Present estimate 185231,570 64
Amount on hand 23,208 28
Amount to be appropriated » 208,362 26
Diflerence between estimates of cost 12, 06b TtU
Dilt'ereuce in cost of breakwater 20 feet wide and 30 feet wide 21, 332 93
Making the xiresent estimate a tritle les8, con8ideriug tbe difiereuce of
cost of breakwater, than tbe one iu annual report of 1868.
If this work of improvement is to be pushed to completion, a sum of
not less than $150,000 should be appropriated in one lump, as from it
the plant to do the whole work must be bought.
The work of rock excavation should be done by machinery, to be
owned by the United States, and hired labor.
Ka^le Harbor is in tbe collection-district of Marquette, Michigan. The nearest light
is at Copper Harbor.
At present there is not much commerce at this place, but there would be much more
if the condition of the harbor was better.
Arrivals and departuren of vessels during the year ending December 31, 1873.
Arrivals.
Vessels.
Departures.
No.
Steamers , 20
Sailing-vessels ' 1
Tonnage.
9,730
254
Crews.
No.
346
20
1
Tonnage.
9,730
254
Crewb.
:346
Financial statement.
Balance in Treasury of United States July 1, 1873 .§13,761 11
Amount in hands of officer and subject to his check 11, 047 57
Amount expended during the fiscal y^ar ending June 30, 1674 1, 600 40
Amount available July 1, 1874 23,208 2-
Amount required for the fiscal year ending June 30, 187H 150, 000 iw
APPENDIX B.
ANNUAL REPORT OF MAJOR D. C. HOUSTON, CORPS OF
ENGINEERS, FOR THE FISCAL YEAR ENDING JUNE 30,
1874.
United States Engineer Office,
Chi<;ago^ ///., September 8, 1874.
General: 1 have the honor to transmit herewith annual report for
the works in my charge for the fiscal year ending June 30, 1874.
I am, general, very respectfully, your obedient servant,
D. C. Houston,
Major of Engineers^ V. S. A.
lirig. (;en. A. A. Humpiikevs,
Chief of Eugineerif, U, IS. A,
REPORT OF THE CHIEF OF ENGINEERS. 137
B 1.
IMPROVEMENT OF MARQUETTE HARBOR, MICPIIGAX.
The ojiorations at this harbor are reported as follows by Assistant
Engineer W . H. Hearding, in immediate charge of this harbor :
From the records of Capt. J. W. Cayler, Corps of Engineers, I find that daring the
|«a!*t year the whole of the crih-work which forms the breakwater for this harbor has
Wu covered witli a decking of 3-inch plank, spiked to the cribs, as far as crib No. 37,
which is the third crib from the outer or southern extremity of the structure. That
the riH^aisite ipiantity of stone ballast has b«en placed in to refill the sections of the
pier from which stone had been swept by the sea, previous to the cribs being covered
aD<l M'cured with plank ; and that superstructure has been built and completed over
iTihH Xu6. 33, 34, 3o, 36, and 37 since the date of the last annual report ; and that crib
Xo.39, which was reported at that time as being built, has been sunk in place at the
present extremity of the breakwater. Also that about 180 cords of stone have been
placed a» a riprap on the east side of the breakwater as a protection to the work.
The recent appropriation by Congress of $15,000 will be applied to the construction
•if one crib of 50 feet in length by 30 feet in width, which will complete the breakwa-
WT sw originally proposed, and to building the necessary superstructure over cribs Nos.
> and 39.
From experiouce obtained when formerly in immediate charge of this work I am in-
tluoed to state respectfully that no efforts or expense should be spared in its protection
W placing stone of the largest obtainable size to the seaward of the structure, and
baviug in view its stability beyond a question. I respectfully recommend that an effort
I» made to obtain a further appropriation of $20,000 for the purpose, in addition to
tbe»nm of $5,000 necessary for the completion of the superstructure over the crib
vhich it is proposed to build and sink this season, making together the sum of $'^,000
fur the completion and protection of this work.
The ii-on interests generally have suffered severely from the effects of the stagnation
in trade, cansed by the panic which occurred last year; but in proportion as confidence
iiinf«toi>Ml the demand for iron will be increased, and this great market of supply will
niore largely than ever contribute in quantity to the demands of the country for this
indiApeosabie article.
This seasou it is proposed to place one more crib ia extension of the
bivakwater, and to build the saperstructure over the two cribs sunk in
1873. Tbis will make the total length of the breakwater 2,010 feet,
which is 10 feet longer than the original design. It will be necessary
next season to complete the superstructure over the crib to be placed
this srasun, to make a substantial pierhead to protect the breakwater
irora collisions, and to thoroughly riprap the exterior of the work.
Tbe original estimated cost of this work was $385,129.58, and there
lias been exi>ended up to date $276,730, leaving an excess of $108,399.58.
It is probable that the increasing trade of this port will demand en-
larged harbor facilities. The great depth of water (over 30 feet in pro-
longation of the breakwater) is an objection to its further extension,
though this i)lan would probably produce the best results.
Another plan would be to build another breakwater, commencing at
a \miit 500 or 600 feet southwest of the end of the present breakwater,
aud extending southward parallel to the shore.
This vork, being in less depth of water, would cost much less than
the extension of the present work.
No estimate is submitted for this work, but it is suggested here in case
tbe demands of commerce should call for it.
The number of arrivals and departures of steamers and sailing- ves*
^Is daring the past year are as follows :
Arrivals: Of steamers, 755 ; of sail-vessels, 673.
Ijfpartares: of steamers, 755 ; of sail-vessels, 673.
pu: tounage-capacity of these vessels was 738, 265 tons.
Tlie ()iiaiitity of iron-ore exported was 5V2, 295 tons.
[ ^1" pig-iroD exported .»...- 26, 584 tons.
J^tediity collected on imports, tonua<re-tax, marine-hospital tax, steam-
i^-ats, &c., was $15,060 25
138 REPORT OF THE CHIEF OF ENGINEERS.
Financial statement
Balance in Treasury of United States Jnly 1, 1873 $15, 000 00
Amount in hands of officer and subject to his check, (including $2,373.83
percentage due on contracts not j'et completed) 24, 802 <)7
Amount appropriated by act approved June 2ii, 1874 15, 000 0^
Amount expended during the fiscal year ending June 30, 1874 tJ9, 192 87
Amount available July 1, 1874 .....' 15,609 20
Amount required for the fiscal year ending June 30, 1876 25, 000 flO
B 2.
IMPROVEMENT OF MENOMONEE HARBOR. MICHIGAN AND WISCONSIN.
The operations at this harbor are reported as follows by Assistant
Engineer W. H. Hearding, in immediate charge :
The length of the extension which was built to the south pier of this harbor during
1873, was 720.1 feet. The length of the extension which was added to the north pier
was :^1.9 feet. Each of these piers is 14 feet in width.
The work is of a substantial character, and was done by Mr. Abner Kirby, ander h{t^
contract of date May 26, 1873. With the exception of three sections at the extremity
of the south pier, together forming a length of 96 feet, the whole of the work was filled
with edgings ballasted with stone.
The fiVliug in the north pier, for a length of 256 feet, has settled to a depth of 4^ feet
below the top of the superstructure, and will require refilling. The slab pier built in
1872, and of which the above is an extension, should alsd be ballasted with 50 cords of
stone to insu|:e its stability. A plot of the soundings recently taken by Mr. F. C.
Bradley, shows that a depth of 13.1 feet of wat<er exists at the eastern extremity of the
north pier, and 4.6 feet at the outer end of the south pier. At a distance of 165 feet to
the eastward, on the aligument of the south pier, the water is shown as being 13 feet
in depth.
By act of Congress of date June 23, 1874, the sum of $25,000 was appropriated for the
contiunation of the improvement of this harbor. During the present season, $10,000 of
this amount will be applied to deepening the channel by dredging. A contract wa^
entered into by the Menomonee Dredging Association on the 26th day of the present
month, to remove 40,000 cubic yards of material from the channel at the rate of 'J'v
cents per cubic yard.
The rest of the appropriation will be applied to the extension of the piers, and fur-
nishing the requisite quantity of stone ballast for perfecting the work done in 1872 and
1873. The amount available after the refilling of stone is completer], will constract 12^
feet in length, for the extensiou of the north pier ; and in equal leugth for the exten-
sion of the south pier, making a total length of 256 feet of finished work.
A summary of the work proposed to be done under the available appropriatioa is mk
follows, viz:
For 70 cords of stone ballast to refill the vacancies caused by subsidence of
material in north pier, at $10 $700 00
For 50 cords of stone to secure slab pier, at $10 500 00
For completing three outer sections of south pier 2, GOO 00
For removing 40,000 cubic yards of material from channel, at 25 cents 10, 000 <M)
For constructing 4 sections, 32' by 18S extension of north pier, at $1,182.73. 4, 730 92
For constructing 4 sections 32' by 14', extension of south pier, at $1,045.50. 4, 182 (Hi
22. 112 92
Leaving for expense of superintendence, &c 2, 887 0"^
Amount of appropriation 25, 000 0»)
pin order to carry out the piers to a depth of 15 feet of water, and provide a channf"'
of snch width and depth as will meet the requirements of the commerce of the p]»(M'.
an appropriation of $50,000 should be made to be expended during the season of 1875.
A great improvement to this harbor would probably be effected by cutting off a por-
tion of the point which projects into the channel fn)m the north side, which was origi-
nally the outer point on the north side of the mouth of the river, and by filling up th»^
REPORT OF THE CHIEF OF ENGINEERS. 18D
angle formed by the slab pier-work of 1872, and the original clock of R. Stevenson &
Co., at the month of the river.
The number of arrivals and departures of steamers and sailing-vessels during the
year are as follows :
Jrrira/s.— Of steamers, 210; of sailing-vessels, 4()8.
Dfparlures. — Of steamers, 209; of sailing-vessels, 468.
Of tJportk there have been as follows: Lnmber, 122,OOS,529 feet, (B. M. ;) lath,
22,154,400; pickets, 604,953; posts, 72.;iril ; general merchandise, 88 tons; pig-iron,
:U)0Utou8; tish, 11,500 packages.
/■ijM»-f».— Hay, 3,000 tons; oats, 88,500 bnsbels; com, 26,400 bushels; malt, 1,000
boHbels; bran, 4,(X)0 bushels ; potatoes, 5,500 bnshels ; general merchandise, 1,31 O|tons;
bricks, 100,000 ; salt, 4,000 barrels ; coal. 700 tons; quarry-stone, 300 cords; mess pork,
6,'?00 barrels; mess beef, 1,200 barrels; dried beef, 505 barrels; smoked hams, 1,075
iMrrelB; simp, 500 barrels; whmky, 230 barrels; beer, 250 barrels; onions, 600 bar-
rels; Ilonr, 17,.^00 barrels; corn-meal, 1,450 barrels; oatmeal, 150 barrels; crackers,
4.500 barrels ; dried apples, 2,300 barrels ; green apples, 4,500 barrels ; beans, 2,500 bar-
rels ; peas, 500 barrels ; lime, 3,000 barrels ; sugar, 4,500 barrels ; plaster Paris, 100 bai*-
rels ; cement, 200 barrels.
The plan adopted for the improvement of this harbor was not fixed
antil after the first appropriation of $25,000 in 1871 was made. Con-
seqaently no original estimate was made. It is estimated that the total
00^ of the plan now being carried ont, t. e,^ extending the piers to a
depth of 16 feet in the bay and dredging out a channel 14 feet deep
from the month up to a point in the river now crossed by the ferry, is
1212,000. There has been appropriated up to date, $100,000.
Financial statement.
Balance in Treasury of United States Jnly 1, 1873 ♦25,000 00
Amoont in hands of officer and subject to his check, (including 91;254.84 per-
oentage due dn contracts not yet completed) 11, 3.50 01
Amount appropri ated by act approved June 23, 1H74 .' 25, 000 0(^
Amount expended during the fiscal year ending June 30, 1H74 34, 837 69
Amount available July 1, 1874 26,512 32
Amount required for the liscal year ending Jnne 30, 1876 50, 000 00
B3-
IMPROVEMENT OF GREEX BAY HARBOR, WISCONSIN.
The o|)erations at this harbor are reported as follows by Assistant
Engineer W. H. Bearding, in immediate charge :
By act of Congress March 3, 1H73, the sum of $20,000 was appropriated for the im-
provement of this harbor, and a contract was made with Mr. Albert Conro of Mil wan-
Kee, Wis., on the 30th of May, 1873, for widening and deepening the channel, com-
mencing at the angle formed by the first and second reaches outside of the mouth of
Fox River.
The shape of this section, which was improved by dredging, was triangular, the ver-
tex of the triangle being situated at the angle miide by the reaches as above stated,
the base of the tigure extending from the elbow near the mouth of the river to a dis-
tonee of 1.50 feet to the westward of the original channel bank.
The lengths of the legs of this isosceles triangle were each 2,350 feet. The average
depth of excavation was 6^ feet.
Besides the acconpplishment of this work, about 5,000 cubic yards of material were
removed from the channel immediately to the eastward of and adjoining this improved
sectioo. The total quantity of material excavated and remove<l wms 49,833 cubic
yards. Piles were driven to mark the alignment of the channel and for establishing
the datum for governing the depth to which excavation was made.
The recent appropriation made by Congress of $10,000 will be applied to the improve-
ment of the channel by dredging and in repairs to the revetment of the east pier across
Gfaasy Island.
By yonr orders a survey of the channel was made during the latter part of February
140 REPORT OF THE CHIEF OF ENGINEERS.
and the beginning of March last from the mouth of Fox River to a point 2.862 feet to
the northward of the northern extremity of the revetment across iGraBsy Island. The
method adopted for taking the soundings was by cuttjng holes through the ice upon
lines of cross-sections, which were established at parallel distances of 30 feet apart.
The soundings were taken upon the cross-section lines at distances of 20 feet apart.
This survey shows that an extensive bar has been formed across the channel at a point
commencing at a distance of about 1,600 feet to the southward of the south end of the
^ier revetment across Grassy Island. It covers a section of the channel about 400 feet
in length, the depth of water over it beiug about ll^^o feet. This part of the channel
should receive attention as soon as practicable. To provide a channel 100 feet in
width, having a depth of 14 feet across the bar, will require the removal of about
12,000 cubic yards of material. One cut of th& dredge 25 feet in width should next be
made parallel with the range of the stations erected at the time of the survey, the posi-
tions of which formerly governed the west bank of the inner reach of the channel.
This cut shoul^ be made to a depth of 16 feet below the established datum, and at a
parallel distance of 40 feet to the eastward of the produced range line.
The average depth of required excavation upon this line is about 3^ feet ; its length
is 2,200 feet ; the (|uantity of material to be removed is 9,.500 cubic yards, scow meas-
urement.
The pier forming the revetment, to the east side of the channel, across Grassy Island,
was seriously injured by the ice during the past winter, the whole section to the north-
ward of the island, 480 feet in length, having been twisted and ruptured to such an
extent as to require immediate attention and repairs, as well as to be provided ^th
protection for the future.
The size of the vessels trading at this port has increased since the improvement has
been commenced, and the demands of the increasing commerce are urgent for vessels
of still greater capacity than are at present employed. To provide a channel of 14
feet in depth, and 200 feet in width for its entire length, would require the removal of
140,000 cubic yards of material, which would involve a further expenditure of about
$45,000, provided it is considered expedient to give such facilities to the commerce of
the place.
The number of arrivals and departures of steamers and sailiag- vessels during the
past years is as follows : ^
Arrivals. Departures
Of Steamers '. 244 259
Of sailing-vessels 154 156
Total 398 415
Tonnage of vessels and steamers arriving 128, 503 tons.
Tonnage of vessels and steamers departing 137, 472 tons.
A list of the imports and export-s at this harbor, as taken from the books of the cus-
tom-house officer, is as follows, viz :
/triporte.— Merchandise, 81,512 packages; iron-ore, 26,382 tons; flour, 1,082 barrels;
coal, 15,111 tons; salt, 28,604 barrels ; carbon-oil, 2,641 barrels; liquor, l.&M packages;
fish, 1,405 barrels; lard, 4,320 barrels; shingles, 450,000; tire-wood, 616 cords; rail-
road-iron, 8,658 tons; lumber, 300,000 feet, (B. M.;) meat, 2,809 barrels; stone, 391
cords ; plaster, 3,000 barrels ; apples, 3,035 barrels; cement, 3,410 barrels; powder/ 30
tons ; paints, 58 packages; hardware, 4,573 packages; drugs, lliS packages; vinegar,
148 barrels ; lime, 200 ban'els ; tish, 100 barrels.
Exporlh. — Merchandise, 10,617 packages; pig-iron, 13,344 tons; wheat, 307,432 bushels;
flour, 39,693 barrels; empty barrels, 3,910; flsh-kitts, 29,779; salt, 590 barrels; oak
staves, 969,187 M; shingles, 102,153 M; lumber, 990,000 feet, ( board- raeasu re ;) fish,
2,275 barrels; fish-barrels, 450; pork, 10 barrels; liquor, 10 ban*els, and 1,278 half bar-
rels; oats, 300 bushels; lime, 100 barrels ; meat, 51 barrels ; barrel-heads, 475,040 M.
All estimate of $155,416.77, for coinpletiDg the improvement of thus
harbor, was made iu 1867 by Maj. J. B. Wheeler, Corps of Engineers.
Tbis contemplated a cut through Grassy Island and revetment of the
same. This work was completed within the estimate in 1871.
There was appropriated in 1871 the sum of $17,500, which was applied
to dredging the channel between Grassy Island and the mouth of the
Fox River. In 1872 I estimated that $50,000 would be required to
deepen and straighten this channel to a depth of 13 feet at ordinary
low water and a width of 200 feet. The sum of $20,000 was approprl-
at4Ml and expended in 1873. The sum of $10,000 was appropriated this
year. Owing to the increasing importance of this port it is considered
best to make the channel 14 feet deep at low water. This will involve
REPORT OF THE CHIEF OF ENGINEERS. 141
RD expenditare of $45,000, in addition to what has already been ex-
l)eDde<l. After this is expended, a small annual expenditure will be
necessary for maintaining the channel.
Financial statement
Balance in Treasnry of United States July 1, 1873 |10,000 00
Amount in bands of officer and subject to his check 9, 726 00
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the fiscal year ending June 30, 1874 19, 662 38
Amount available July 1, 1874 10,063 62
Amount required for the fiscal year ending June 30, 1876 25, 000 00
B 4.
IMPROVEMENT OF THE HARBOR OF REFUGE AT ENTRANCE OF THE
STURGEON BAY CANAL, WISCONSIN.
The operations at this harbor are reported as follows by Assistant
Engineer W. H- Hoarding, in immediate charge:
By act of Congress approved March 3, 1873, the sum of $40,000 was appropriated for
tbe protection of the entrance of the projected canal, which is in process of construc-
tion across tbe peninsula, and which divides the southern section of Green Bay from
Lake Michigan.
Tbe plan adopted for this protection is by constructing two piers, one on the north
and tbe other on the south side of the proposed canal. Each of the points of the com-
mencement of these piers is situated at a distance of 425 feet from the axis of the
canal, making a distance between them of 850 feet, and which forms the base of a
triangle. The angles of convergence, which the piers make with this base, are renpect-
ively 76^ 41' for the north pier, and 73° 53' for the south pier; the point of the base
lined for the commencement of the north pier being a little in advance or eastward of
a Hoe drawn at a right angle with the axis of the canal.
Earh of tliese piers when completed will extend into the lake upon the described
aof^Ies, about 1,200 feet from the shore, to reach a depth of 18 feet of water.
The width of the channel between the eastern extremities of the piers when com-
pleted will be 250 feet.
Tbe operations during the year 1873 resulted in the construction of 1,524 linear feet
of pile-pier work, of 14 feet in width, or a length of 762 feet of each pier.
Tbe piles forming the sides of the in-shore sections, each 100 feet in length, are driven
at a distance of 4 feet apart, and are provided with cap-timbers. For the next outer
sections, each of 150 feet in length, the piles are driven as near together as practicable,
and are provided with cap timbers and ties. The remainder of the work is close-piling
cot down to within a distance of one foot from the water-snrface, and finished with
SQperatructnre.
There is but little stone left over the brush-filling in the sections nearest to the
sbore, particularly in the north pier, where the piers were not driven in juxtaposition.
Tbe piers themselves have withstood the action of the water and ice during the past
winter very satisfactorily, scarcely any change being perceptible in their alignment, and
00 displacement having occurred.
Two of the sections of the south pier, the fourth and fifth from its eastern extremity,
remained through the wint^^r without a filling of either brush or stone, and the average
depth of water over the stone filling in the outer or eastern section is A^(^ feet. The
average of the depths by careful measurement from the upper plane of the superstruc-
ture timbers to the top of ballast is 4-/^ feet. The piers will require to be filled to within
1 foot of tbe top of the superstructure, with stone of the largest obtainable size, owing
to tbe exposed position of the piers. This will be done under the recent appropriation
^f ^10,000 allotted by Congress for securing and improving the work at this harbor ;
»nd also in view of the depth of water (about 15 feet) whiph prevails at the present
extremities of the piers, one section of pier of an increased width, 32 feet in length, will
^ bnilt in addition to each of them, and from the shoulders formed outside by this
iDcieaae in width, guard-piles will be driven to cover and strengthen the present outer
f^etioDs, aud secured to the original structure with iron bolts.
No accretion has been formed along the shore, either to the northward or south-
142 REPORT OF THE CHIEF OF ENGINEERS.
••
ward of the piers, which is contrary to the effect usually produced by the construction
of such works.
The loss of this effect is partially attributable to the admission of the wa'er between
the comparatively open pile-work, the ballasting of stone having been washed by the
waves through the apertures between the piles, and for this rea^wn I respectfully re-
commend that bowlder-stones only, of large dimensions, be used in refillini^
the piers, particularly at or near their intersections with the shore-line. The cost of
procuring this character of stone is, of course, greater than that incident to the par-
chase of stone of a smaller size, but the importauciB of the object to be attained is more
than commensurate to an increase in the cost of 1;he material.
It is assumed that as soon as the action of the water through the piers near the shore
is checked, that a sedimentary deposit, to a greater or less extent, will be made in the
angles formed by the piers at their intersections with the shore-line, both at the north-
ward and the southward of the work.
That a constant action of detrition and deposit takes place upon this section of the
lake-shore, as at all other points which are exposed to the action of the waves where
the material forming it is of sand or of material capable of being removed, is evident
from the fact that on the inner side or between the piers an accretion has formed since
they have been constructed, which is of a curvilinear shape, the greatest ordinate of
concavity being at a center point of the shore between the piers, and it is also assumed
that this accretion is not entirely due to the action of the waves confined within the
limits of the basin after their admittance to the basin from the lake.
It is possible you may consider it best to finish this work of improveme it by chang-
ing the method of construction from pile-work to crib-work, now that a depth of 15
feet of water has been reached, in which case an outlay of $90,000 will be involved to
complete the piers, $60,000 of which could be advantageously expended daring the
working season of 1875.
During the month of January last a commission was appointed by the legislature of
Wisconsin to examine the work which has been accomplished by the Sturgeon Bay
Canal Company upon the canal, and to report upon the same, in which report the com-
missioners were re<iuired to state what proportion of the work was done. Th^ir report
shows that more than one-fourth of the entire work of excavation has been accom-
plished.
The total estimated cost of this improvement, iuchiding dred^ug be-
tween the piers, is $180,000, and there has been appropriated up to aate
$00,000. The amount appropriated this year was $10,000, which will
complete the work of last year, and extend each pier about 32 feet. The
object of the improvement is to protect the lake-entrance of the canal
now in course of construction from the head of Sturgeon Bay to Lake
Michigan, a distance of 6,000 feet, which will make Sturgeon Bay a har-
bor of refuge easily accessible from Lake Michigan.
During the season of 1873 considerable progress was made on the
canal, it being estimated by the State authorities that one-fourth of the
excavation required was completed. The greater part of the work is
dry excavation above the water-level. The wet excavation, or canal
proper, ia from the head ot Sturgeon Bay, a distance of about 1,000 feet
towjird Lake Michigan. No work has been done the present season,
owing to financial difficulties, but it was expected to commence work at
the lake end.
The utility of the work being done by the Government depends en-
tirely upon the completion of the canal. Unless the latter is completed
the piers now under construction will be useless, and consequently it
would not be advisable to appropriate more money unless the continued
progress of the canal work is assured.
Financial statement.
Balance in Treasury of United States July 1, 1873 $20, (KKl 00
Amount in hands of officer and subject to his check — . 19, 936 IM)
Amount appropriated by act approved June 23, 1874 10, 000 (>>
Amount expended during the Uscal year ending June 30, 1874 37, 9H0 5r^
Amount available July 1, 1874 11,955 4:>
Amount required for the fiscal year ending June 30, 1876 60, 000 0<>
I
REPORT OF THE CHIEF OF ENGINEERS. 143
B 5.
IMPROVEMENT OF AHNAPEE HARBOR, WISCONSIN.
Th« operations at this harbor are reported as follows by Assistant
Engineer W. H. lleardiug, in immediate charge :
Tbe piles which were driven m 1872 iu ext^^as on of the aoutb ]>ier, forming a section
ofi^feet iu leufi^th, siud which reiuaiued during the winter of 1672 and 1873 without
Mi[ier8trncCure or filliiij^, were provided with both superstrncture and tilling. In the
»>^iiBg of 1K73, a pile-driver was built by the Government for use at this harbor, and
an additional length of liry feet was built iu extension of the same pier. The work
wan done by^ hired labor, in a siibstautial manner, the whole of the pier being filled
with brash and hlabs, ballast-ed with stone.
Dnrmg the latter part of October and beginning of November, 1873, a portion of the
lilliDg was washed out of the outer sections of tl^e i>ier, but the pier itself remains in-
tact. The entire length of this ]»ier is 620^^ feet. No addition has been made to the
Dorth pier. The quantity of material used tor tilling in 1873 were, of slabs, 247^ cords ;
ct'bnish, 133i'^|'„ cords; and of stone balhist, 99^ cords. A small portiou of this tilling
vail applied to the filling of the section of pier built in 1872, where the material had
•iettled, and to protect tue western extremities of the piers. The tilling used iu 1871
and 1872 was of slabs exclusively, ballasted with stone. From a survey which I made
of this h<irbor, on the 31st day of August, 1873, the width of the channel-way at the
vt^r end of the piei's was found to be 23UiV ^^^t. ; at the eastern extremity of the north
t^ifr. which is :i4>Z3 feet in length, the width of the same is 230^^o ; so that the piers may
Im* cuusidf red as being parallel.
The spit of satid and urift-wood, which at times nearly or quite closes the river,
cbauoel at the west end of the piers, where they commenced, varies in extent and
)»lace according to tlie influence of storms and freshets; sometimes the channel being
o"or 60 feet iu width, with a depth of from 4 to 5 feet of water; at others it is not
iiKin* than 10 or 20 feet wide, with depth of from 1 to 2 feet.
^hnog to the probability of there being no appropriation ma<1e for the improvement
of this harbor in 1874. tbe citizens of Ahnapee joined in a petition to you for permis-
sion to construct a temjKU-ary pier between the piers proper, in order to con tine the
nvtr-corrent within the limits of a channel of about 50 feet in width, so that a peruia-
Ufnt channel of nuiforni depth and width may be maintained which will admit of the
(•a««age of vessels of light draught, until such times as means are provided by Congress
for carrying ont the piers to such a depth of water iu the lake as will insure a perma-
ijt-nt channel of sufficient capacity for the trade of the place.
This pier is to be constructed in such a manner as will admit of its being removed
without difficulty or expense to the Government, and will not be detrimental to the
work already accomplished by the Government.
Kifty thousand dollars will extend the piers and dredge the channel (as far as the
<'i»Ddition of tbe site will admit) sufficient for the re([uiremonts of the trade of the
place.
There haH been do appropriation for this harbor since 1872, which
would seem to indicate an intention to abandon the improvement. The
original design, made by me in 1870, was an outside harbor, at an esti-
mated cost of $370,000. The sum of $25,000 was appropriated in 1871,
and the same amount iu 1872. This was applied to the construction of
two piers at the mouth of Wolf River, for the purpose of protecting the
rhaunel which it was propo.sed to exciivate from the lake into the river.
Tbe north of these piers would form a portion of the work required for
tlie outer harbor.
By the construction of the other pier and opening the river-mouth
the wants of local commerce would be met, and accommodations be
afforded for the constructioi^ of cribs required for the outside harbor.
As H large amount of dredging would be necesvsary, a dredge was con-
^t^ucted in the winter of 1872 and 1873, the cost of which was divided
Wjually between the appropriations for Two Rivers and Ahnapee.
The failure of the appropriation in 1873 left the work incomplete and
Hot available for any purpose. It is proposed now to use a portion of
the appro[>natiou for Two Rivers Harbor at Ahnapee in dredging, thus
144 REPORT OF THE CHIEF OF ENGINEERS.'
re-imbursiug, in part, the harbor of Ahuapee for money expended in the
construction of the dredge.
Financial statement.
Amount iu hunds of officer and Hubject to bin cbeck $9, 3^50 U
Amount expended durin^r tbe fiscal year ending June 30, 1874 8, ftW) (Hi
Amount available July 1, 1874 454 '>•'»
Amount required for tbe fiscal year ending June 30, 1876 50, 000 tH)
B 6.
IMPROVEMENT OF TWO RIVERS HARBOR, WISCONSIN.
The operations at this harbor are reported on as follows by Assistant
Engineer W. H. Ilearding, in immediate charge:
At tbe date of report, June 30, 1873, tbe whole of the piles were driven which were
requisite for the extension of the piers at this harbor, as far as the available inean^
wonld admit of finishing the superstructure. Tbe length of the extension of the east
pier, for which tbe piles were driven, was 485iV feet. The length of the extension of
the west pier, having piles simply driven, was 546iVrT ^©^t — showing a total length of
extension to both piers, which have been provided with superstructure filled with brush
and stone-ballast, since the date of last annual report to be 1,031t^ feet. The dredge
which was built by the Government during the winter of 1872 and 1873 commenced
operations at tliis harbor on July 14, 1873. The quantity of material excavated by it
from the channel alongside the west pier was about 23,000 cubic yards, and IB.G^K) cubic
yards were dredged and removes! from the point w^hich projected into the channel
at the north end of the west pier, making a total amount excavated by the dredge of
39,680 cubic yards.
By your directions, at the request of the citizens of Two Rivers, I estahlished the
lines for governing the work of the construction of docks by private parties on the
north side of the branches of the rivers on September 3, 1873, and about 190 feet of the
dock-frontage has been substantially revetted by close and sheet- piling. At tbe close
of the working-season of 1873 a channel into the river alongside the west pier, averag-
ing from 30 to (50 feet in width, was provided for vessels drawing 9 feet of water.
The channel-^'ay between tbe piers, being 270 feet wide, admits the heavy seas from
the lake which are engendered by southerly winds.
The action of the sea upon the undredged section of the channel on the east side has
been marked, the sand having been carried thereby into the dredge<l section of the
channel and filling it to such an extent as to debar the entrance of vessels drawing
more than 6 feet of water. The dredging-machine is at tbe present time undergoing
slight repairs, which, as soon as comjileted, will enable her to be put into commission,
and operations will be resumed under the recent appropriation made by CongreKs.
The filling of the piers has settled in all the outer sections of the piers t-o a considerable
extent.
An appropriation of ^,50,000 for continuing the improvement of this harbor is respect-
fully recommended as being necessary to eilect the work economically.
The number of arrivals of steamers, 454 ; tbe nnmber of departures the same : the
number of arrivals of sailing-vessels, 83 ; of departures, 85.
Three schooners have been built, the tonnage-register of which is 1,220 tons, and one
tug-boat of 3,3 tons register. The building of a propeller of 600 tons is under contract.
The exports, as per list furnished by the Two Rivers Manufacturing Company, have
been : Of leather, 294,203 pounds ; hair, 49,160 pounds ; pails, 3,240 dozen • tubs,
1,064^ dozen; churns, JiS dozen; clothes-pins, 388 boxes; kannikins, 195 racks: half-
bushel measures, 130 dozen ; keelers, 56 nests ; barrel-covers, 38 dozen ; broom and mop
handles, 37,300 pieces;' fish-kits, 250 pieces; chairs, 2,061 dozen ; bedsteads, lO.'S^V dozen';
cribs, li-j^V dozen; fish, half-barrels, .583; fresh fish, 891 boxes; fresh fish, 89 barrels;
sundries, 1,740 barrels; sundries, 1,823,363 pounds ; hoops, 79,800 ; grain, 1,079 bushel ?< :
furniture, 302 pieces; hay, 311 tons; lumber, 6,.500,00() feet, board-measure ; lath.
1,750,000; ties, 5,100; cedar posts, 3,000; cord-wood, 1,800 cords; slabs, l,70f) conls:
bricks, 250,000.
Imports. — Merchandise, 1,309,261 pounds; merchandise in barrels, 363,450 pounds;
dry hides, 59,640 pounds; green hides, 272,100 pounds; black-walnut lumlier, 32..'>0<»
feet, board-measure ; pine, 340,000 feet, board-measure ; white- wood, 300 cords.
The original estimated coat of this improvement, based on a survey
made nnder my direction in 1870, was $265,588.80. There was appro-
I
REPORT OF TFIE CHIEF OF ENaiNEERS. 145
priat€d in 1871 $25,000; in 1872, $25,000; in 1873, $25,000; and in 1874,
815,000; making in all, $90,000.
In m}' last annual report on this harbor I called attention to the dif-
ticalties and want of economy resulting from carrying on works of this
character with such small appropriations, compared with the total cost
of the work. If the amount estimated for an improvement could be
appropriated at once, to be expended in a certain number of years,
much better results would be obtained.
Financial statement
BaUnce in Treasury of United States July 1, 1873 $25,000 00
AoioQDt included in expenditures of year ending June 30, lt:J78, to be
dedncted from balance in Treasury 2, 892 94
Amonnt appropriated by act approved June 23, 1874 15, 000 00
.ImouDt expended daring the fiscal year ending June 30, 1874 22, 055 70
Anioant available July 1,1874 15,051 36
Amount required for fiscal year ending June 30, 1876 50, GOO 00
B 7.
IMPROVEMENT OF MANITOWOC HARBOR, WISCONSIN.
The operations at this barbor are reported as follows by Assistant
Engineer W. H. Hearding, in immediate charge:
Under his contract of date June 5, 1873, Mr. H. Freeman built and sunk four cribs,
npoD foundations of stone, each foundation comprised of about 25 cords of that mate-
rial. The dimensions and positions of the cribs were as follows : 2 cribs in extension
of the north pier, of dimensions 50 feet by 24 feet by 14^ foot, and in extension of the
sooth pier, one crib 50 feet by 24 feet by 15^ feet, the other 50 feet by 24 feet by 14^
feet ; making a total work of crib-construction to the water-surface in length 200 feet
by 24 feet in width, protected at the outer ends by fender- timbers.
The total cost of three cribs and foundations, independent of contingencies for super-
iDt^nding the work, was $11,206.30.
The itemn forming the account were as follows :
For 240 Itoear feet of pine timber, 12 by 18 inches, at 25 cents $60 00
For 160 linear feet of hemlock timber, 12 by 18 inches, at 15 cents 24 00
For 4,579 linear foet of pine timber, 12 by 12 inches, at 18 cents 824 22
For 11 662 linear feet of hemlock timber, 12 by 12 inches, at 15 cents 1, 749 30
For 864 feet (board-measure) of oak timber, at $24.00 20 73
For 24,870 |*,7i, pounds of iron drift-bolts, at 8 cents 1,989 61
For447r,A.^> cords of stone ballast, at $9.00 4,031 49
For 16,713 linear feet of framing, at 15 cents 2, 506 95
11,206 30
The {veneral alignment of the cribs is fair; the outer crib of the south pier settled,
liowever, 18 inches outwards, or to the southward, which is somewhat unfortunate,
fiir the reason that if any deviation from the general alignment of the piers was desira-
ble, it would have been better to have contracted rather than to have increased the
width of the channel. The general tendency of all the cribs at this harbor (as is
oiiial elsewhere) is to settle outwards and widen the channel. With the exception of
the above-mentioned slight displacement the work is satisfactory, the cribs having
««affered no farther displacement from the storms of the past winter.
The balance remaining of the appropriation of 1873 will be applied to building su-
perstructure over the above-mentioned cribs, and the remaining surplus will be ailded
to the recent appropriation of $10,000 and applied to the construction of four cribs of
the same character and dimensions as wore built in 1873, which will give an additional
Wngth to each of the piers of 100 running feet. The distance from the present eastern
^extremities of the piers to the line of 18 feet of water is 300 feet. Under the present
appropriation, the- distance will be shortened to 200 feet, which will involve the con-
10 £
146 REPORT OF THE CUIEF OF ENGINEERS.
strnctiou of eight cribs, each 50 feet in length. The estimated cost of building and
sinking these cribs in the increased depth of water is 8^)8,000, and for building the su-
perstructure over the cribs to be sunk this season, and protection to the ends of the
piers $7j000, making a total of $45,000, which could be well expended during the year
1875.
The effect of the recent panic was of serious importance to the ship-building inter-
ests which are centered at this point. For the time being, that effect, coupled with the
extreme low rates offered for the freight of grain, has partially paralyzed that interest,
so much so that at the present date there is but one vessel upon the stocks in process
of building, while at the date of report June 30, 1873, there were seven. There has
also been a stagnation in the lumber-market. The bountiful harvest of last year has
somewhat increased the quantity of products exported, and manufactures are also on
the increase. The number of arrivals and departures of steamers aud sailing-vessels
during the fiscal year has been —
Of steamers arriving, 621 ; of departures, 621.
Of sailing-vessels arrived, 604 ; of departures, 614.
Of vessels finished building, which were on the stocks at date of last report, 7.
Of vessels built entire since that date, 1 ; of vessels repaired, 23.
Exports,— Whe&t, 328,650 bushels; flour, 29,400 barrels; feed, 1,000 tons; hay, 6,540
tons ; peas, 31,000 bushels; potatoes, 13,500 bushels; butter, 84 tons ; eggs, 28,000 dozen;
fire- wood, 16,400 cords; telegraph-poles, 12,800; posts, 115,000 ; railroad-tiea, 64,000;
lumber, 3^ million feet (board-measure;) lath, 110 millions; leather, 3,120 rolls.
It Is impracticable to obtain an account of the quantity of merchandise imported.
The benefit of this harbor to the general commerce of the lalses was fully demon-
strated during the severe gales of October aud November last, as many as 150 ves-
sels of all sizes having sought -shelter in it during the prevalence of one storm.
The original estimate for this harbor, as appears from the report of
the Chief of Engineers for 1866, was $141,747.82, and a subsequent ad-
dition of $31,000, (see Report of Chief of Engineers for 1869, page 26,)
making in all $172,747.82. According to this estimate the piers were to
be extended to a depth of only 12 feet of water.
There was appropriated in 1866 $52,000
There was appropriated in 1867 . 45,000
Allotted from appropriations for 1868 17,500
Allotted from appropriations for 1869 18,000
Appropriated in 1870 20,000
Appropriated in 1871 11,000
163,500
In 1872 I submitted an estimate of $75,434.72 for extending the
piers to a depth of 18 feet. In 1873 an appropriation of $20,000 was
made, and in 1874 of $10,000, leaving $45,000 to complete the work,
$25,000 of which may be expended to advantage during the fiscal
year ending June 30, 1876,
Financial statement.
Balance in Treasury of United States July 1, 1873 $20,000 00
Amount in hands of officer and subject to his check 3,635 02
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the hscal year ending June 30, 1874 13, 794 24
Amount available July 1, 1874 19,840 78
Amount required for the fiscal year ending June 30, 1876 25, 000 00
B 8.
IMPROVEMENT OF SHEBOYGAN HARBOR, WISCONSIN.
The operations at this liarbor are reported as follows by Assistant
Engineer W. H. Hearding, in immediate charge :
At the date of report, June 30, 1873, Mr. Edward Gillen, of Raciue, under his con-
tract of date January 15, 1873, had completed the 8ux)erstructure oTer the five cribs of
REPORT OF THE CHIEF OF ENGINEERS. 147
^ the north pier, wbich were sunk by Mr. Knapp, ander his contract of date June 17,
1871, and bad also bailt and sank the 50 feet by 30 feet crib at the extremity of the
north pier.
Sabeeqnently to the date of that report Mr. Gillen bnilt and sunk the 50 feet by 30
feet crib at the extremity of the south pier, and built the superstructure over the two
cribs sank, in extension of this pit>r in 1871.
Both of the outer cribs were set upon foundations, each formed of about 25 cords of
stone. These foundations have produced the desired effect of keeping the cribs in
tbfeir proper alignment and position, the cribs not having moved since they were first
placed. The workmanship upon these cribs and the material used in their construction
were of the best quality and character.
Under the same contract Mr. Gillen removed 5,000 cubic yards of material from the
bed of the channel between the piers by dredging, so that a channel of from 50 to 75
feet in width and 13 feet in depth was provided for vessels entering this harbor in 1873.
Bot on comparing a plat of sonndin|^s which were taken between the piers by Mr.
J. 0. Thayer, United States engineer foreman, on the 7th day of April, 1874, with a plat
of the soundings which he took iu the channel on the 11th of October, 1873, it was
found that an unfavorable change had been effected in the depth of the channel. It
is assumed that this change must have been caused thronj^h the action of the sea upon
the channel-bed between the piers at their outer extremities and upou the banks which
remained on either side of the cut when the dredging iu 1873 was completed, for the
depth of the water. at the outer points is now greater than when the soundings were
taken in October, and the channel-banks have deeper water over them, but the channel
itself which was dredged is now almost obliterated. The inference is that the sand
forming the bed at the outer end of the channel has been removed by the sea and car-
ried and deposited in the west section of the channel, the sand also having run into
the channel from the banks on the sides of the cut.
A part of the $10,000 made available under the appropriation of March 3, 1873, was
applied to cutting down below low-water mark 288 feet of the old superstructure of
the north pier, near itS western extremity, and rebuilding the same. This work was
done by hired labor and purchase of materials.
The cost of doing the work in this manner contrasts favorably with the sum which
it would have cost provided it had been done by contract at the prices paid under
former contracts.
To have done the work by contract, at the prices paid to Mr. Gillen, the cost
wonld have been 1 $5,205 56
The actual cost of the work done by hired labor and purchase of materials
3,670 97
So that a saving was effected of 1,534 59
The total expenditure at this harbor during the working-season of 1873, besides con-
tingencies for superintendence, &c., was therefore —
For work and materials under contract of Mr. Gillen $15, 571 24
For work and materials by hired labor and purchase 3, 670 97
Total 19,242 21
The balance of the funds available from the appropriation of 1873 will be applied to
bailding the superstructure aud protecting the same over the cribs which were built
and sank under the contract of Mr. Gillen in 1873, and in the purchase of stone ballast
to complete the filling of the rebuilt superstructure.
The appropriation of $10,000 recently made available will be apjilied to deepening
tbe channel, by dredging, to a depth of 16 feet of water.
The timbers of the superstructure of the older sections of tbe piers are becoming
tender, and in a year or two will require to be cut down and rebuilt for a length of
500 feet. This would cost, with the requisite quantity of stone filling, (the stone hav-
ing cettled to the water-surface,) approximately, $12,000, which sum should be appro-
pnated for this purpose, to be used in 1875.
In this connection it may not be improper to remark that the pine timber which
was nsed for suiJerstrncture at this harbor iu 1868 is already showing signs of decay,
while the oak timber which was used for the superstructure over the section of pier
bnlltby the county of Sheboygan in 1856 (twelve years previous) is yet doing duty,
altbongh of course decayed and needing replacement.
From this fact, as well as from observations elsewhere, it is to bo inferred that oak
timber for any purpose, and under almost any circumstances, is a superior tiuiber to
pine in large structures.
The onmber of arrivals and departures of steamers and sailing-vessels during the
pact year is as follows :
148 REPORT OF THE CHIEF OF ENGINEERS.
Arrivals. DcpnrtiircK.
Of steamers 718 717
Of sailing-vessels 312 322
Totals 1030 1039
Of sailing-vessels built or rebuilt during the year, 5 ; of steamers, (tugs,) 2. Total
number of vessels built or rebuilt, 7.
By such information as can be derived from the transportation companies and mer-
chants, the following is a list of the imports and exports :
Imports, — Tan -bark, 670 cords ; salt, 12,000 barrels ; cement, 500 barrels ; coal, 6,K?0
tons ; lumber, 7,500,000 feet, board-measure ; iron, 670 tons ; plaster, 6,400 tons ; hides,
112,000 pounds ; merchandise, 37,000 packages.
£arj)orr«.— Wheat, 408,500 bushels ; packing-barrels, 33,000 ; peas, 47,000 bushels ;
chairs, 98,721 ; fish, 570,000 barrels ; brick, 2,5W),000 ; lime, 17,000 barrels ; eggs, 75,000
dozen ; cheese, 152,000 pounds ; wool, 1:32,000 pounds ; flour, 54,611 barrels ; potatoes,
1,000 bushels ; hay, 470 tons ; cattle, 420 head ; leather, 247,000 pounds.
The original estimate for this harbor, in the Report of the Chief of
Engineers for 1866, was $57,956.83, for an extension of the north pier 128
feet, the south pier 320 feet, and dredging to a depth of 12 feet.
There was appropriated in 1S66 ^ $47,598 91
There was appropriated in 1867 8,000 00
Allotted from appropriation of 1869 15,000 00
70, 598 91
In 1867 (see Report of Chief of Engineers for 1867, page 22)
a further improvement was recommended to extend the piers
across the bar, at an estimate of $49,000, making toial esti-
mate $106,956.83.
There was appropriated 1870 15,000 00
There was appropriated 1871 15,000 00
There was appropriated 1872 18,000 00
There was appropriated 1873 10,000 00
There was appropriated 1874 10,000 00
Total amount appropriated 138,598 91
To explain this excess of expenditures over the estimate, amounting
to $31,642.08, there has been built 1,188 feet of pier and 64 feet over-
cribs, that were carried away in the fall of 1869, instead of 864 feet, as
estimated by Colonel Wheeler in the two estimates above referred to. In
addition, there have been repairs to old work, amounting to nearly
$4,000. The end crib of the pier at this harbor is large, 30 feet wide
and 50 feet long. My estimate of last year, of $20,000, was designed to
complete this harbor for the present, and as but $10,000 was appropri-
ated, and the contingent expenses are the same for a small as a large
appropriation, I submit an estimate of $12,000.
This is a very troublesome locality, the bottom of the lake being com-
posed of fine, loose sand, constantly changing.
When the pier-exten?ion was commenced there were 17 or 18 feet of
water at the present harbor-mouth ; now there are only 14J feet, and
outside a bar has formed with but 13 feet. This bar may be removed
by some future storm. It seems now that no future extension of the
piers will be necessary, but that the bar which may form at the harbor-
mouth should be removed by periodical dredging.
Financial statement.
Balance in Treasury of United States July 1, 1873 $10,(XM1 <><►
Amount in hands of officer and subject to his check 17, 5(H> K>
• Amount ai>proi)riated by act approved June 23, 1H74 10, 0(H) 00
Amount expended during the Gscal year ending June 30, 1874 21, 496 (H>
Amount available July 1, 1874 16, 010 m)
Amount required for the liscal year ending June 30, 1876 12, 000 0(>
REPORT OF THE CHIEF OF ENGINEERS. 149
B 9.
IMPROVEMENT OF PORT WASHINGTON HARBOR, WISCONSIN.
The operations at this harbor are reported as follows by Assistant
Engineer W. H. Harding, in immediate charge :
Under a contract entered iato by Mr. Albert Conro on the 30th of May, 1873, four
cribs were built and placed in extension of the piers, one crib of dimensions 50 by 14 by
15^ feet, and one of 50 by 20 by 16^ feet, forming ^e north pier extension, and two
crtUs of like dimensions forming the south pier extension.
This work was done in a satisfactory manner. The crib-picra are each in length 420
feet. Flfty-stx piles were driven for the dock- alignment upon the north side of the
basin. The town authorities finished the dock across Franklin street in a creditable
manner, and the whole dock is finished with superstucture to a distance of 160 feet
westward of the street. Two hundred and six feet of sheet-pile dock were built in ex-
tension of the south pier, running west and parallel with the north dock of the basin.
An agreement was also made with Mr. Conro, under which he furnished a dredging-
macbine, two dump-scows, tug-boat, fuel, labor, and all appliances necessary to do the
work of dredging, and for the removal of the material dredged, at the rate of $150 per
diem, often hours' actual work. This machine took out 13,992 cubic yards from the ba-
sin and between the piers, and in preparing the lake and river beds for the reception
of the cribs and sheet-piling. With the stage of water at mean lake-level, a channel of
abont 50 feet in width was made available for vessels drawing more than 9 feet of water
by keeping close to the north pier. It was considered advisable not to throw up a bank
to prevent the vrater of the Sauk River from making its debouchure from between the
piers, 80 that the effect of the deposit by river-freshets might be ascertained, and, in
conse<iueuce, a deposit has been made in the basin, and also an obstruction by deposit
has been formed in the channel, so that at the present time the presence of one or two
banks prevents vessels having a draught of over abont 6 feet of water from obtaining
access to the inner docks.
A deposit of sand has been made upon the lake-bed to the eastward of the piers,
in the direction of the channel, there being a depth of but S^^ feet of water upon the
alignment of the northern pier, at a distance of 100 feet from its outer end, where a
depth of 10 feet was found at the time of the snrvey in 1869 ; and upon the south pier
alignment, at a distance of 150 feet to the eastward of its present extremity, a depth
of 8{^ feet, where 11| feet was found in 1869, showing that a sand-deposit of 1^ feet
in thickness has been made on the alignment of the north pier, and more than 3 feet
upon that of the south pier, the stage of water being referred to the original datum.
The total cost of these three characters of work was as follows :
For 200 running feet of crib-pier extension $9, 429 36
For 56 piles, and driving the same on line of north pier dock 498 40
For 206 running feet of sheet-pile dock, south side basin 2, 465 33
For o2f j\f,T days' work of dredging-machine, tug, scows, &c 7, 910 25
Total .• 20,303 34
The recent appropriation of $10,000 will be applied to the construction of 200 feet of
pile-revetment in continuation of the south dock of the basin, and in dredging the
channel and basin in preparing for the construction of the proposed extention of south
dock.
In order to do this work economically, the sum of $50,000 should bo made available
in one appropriation.
This amount would enable the three characters of work to be constructed at the
same time, aud the result of such an expenditure would afford the citizens of the
place all necessary accommodation to meet the requirements of trade for several
years.
Nnmber of arrivals of steamers, 680 ; of sailing-vessels, 264.
Number of departures of steamers, 680 ; of sailing-vessels, 263.
Of exports there have been : Quarry-stone, 258 cords ; shooks, (hogsheads,) 6,2.30 ;
fire-wood, 2,500 cords; hay, 400 tons; lime, 3,400 barrels; brick, 600,000 ; pork, 8,500
barrels ; wheat, 249,250 bushels ; flour, 3,000 barrels ; malt, 50,000 bushels ; potatoes,
'4^,(JOO bushels ; butter, 1,500,000 pounds ; eggs, 7,000 barrels ;] peas, 400 bags ; white-
clover seed, 32 bags ; smut-machines, 6 ; fresh fish, 236 boxes ; salt fish, 336 packages ;
hauu, 50 barrels ; cows and calves, 300.
/M/M>rto.— Lumber, 8,500,000 feet, board-measure ; lath, 2,250,000 ; shingles, 1,500,000 ;
salt, 500 barrels ; bark, 350 cords ; coal, 400 tons ; iron, .'SOO tons ; molding-sand, 1.50
tons ; land-plaster, 50u tons ; reapers, 225 ; seeders, 68 ; horse-rakes, 41 ; stoves, 325 ;
merchandise, $46,000.
150 REPORT OF THE CEIEF OF ENGINEERS.
*
There have been 44 bnildlDgs of all kinds erected. Commerce^ including all
branches of bnsiness, has increased. Real estate is steadily increasing in value.
The original estimate for this harbor was $154,527.17, and there has
been appropriated up to date $70,000, not exceeding $15,000 in any one
year.
Although the work is very satisfactory, it is done at a great disad-
vantage on account of the small appropriations.
Financial statement
Balance in Treasury of United States July 1, 1873 $15,000 00
Amount in hands of officer and subject to his check 7, 44*2 78
Amount appropriated by act approved Jnne 23, 1874 10, 000 00
Amount expended during the fiscal year ending June 30, 1874 21,804 64
Amount available July 1, 1874 10,6:58 14
Amount required for the fiscal year endiug June 30, 1876 50, 000 00
B 10.
IMPROVEMENT OF MILWAUKEE HARBOR, WISCONSIN.
The operations of this harbor are reported as follows by Assistant
Engineer W. H. Bearding, in immediate charge:
The piers at this harbor beiug carried out to a sufficient depth of water for the
present requirements of navigation, the sum of $10,000, which was appropriated by act
of Congress of March 3, 1873, was applied to dredging between the piers, and from the
sarvey made in November, 1872, it was estimated that this sum would be sufficient to
provide a channel of 200 feet in width, having a depth of 17 feet of water for the
entire length of the straight cut. In making this estimate no allowance was made
(as it could not well be; for a further accumulation and deposit of sand or other
material from extraneous sources, but was simply confined to an estimate of the qaan-
tity of mateiial then in place between the piers, and which required removal in order
to provide a channel as described. It is highly probable that periodical dredging will
be required at this harbor to free the channel from sedimentary deposit. The chief
source from which this deposit is derived is from the beach to the northward of the
piers, and the operation of deposition is effected during seasons of dry weather.
The sand forming the beach being dry is readily taken up by northwest winds, and
carried over the north pier and deposited in the channel ; this action has often lieen
observed and commented upon by persons frequenting the vicinity.
The second source of supply is from the action of the sea upon the lake-bed outside
of the piers, the sand being distributed thereby and carried into the channel.
The third source is that of the sewage-matter which is produced in no inconsiderable
quantity from a manufacturing city containing 100,000 inhabitants or thereabouts.
The soundings which were taken in the channel during the latter part of November,
1873, at a low stage of water, after the dredging was completed, revealed the presence
of a bank having but 14 feet of water over it in mid-channel, at a distance of
about 100 feet to the eastward of the light-house, and upon which several heavily-
laden vessels struck when entering the harbor. The plac of soundings which were
taken in April, of this year, shows a good depth of water in the channel, excepting
the presence of the before-mentioned bank, and as the stage of water is higher this
season than it was last year, I have heard no complaints of the shallowness of the
water.
The appropriation of $10,000, which is now available, will provide a sufficient depth
of water for the purposes of navigation at present.
The depth of water in the channel at the present time contrasts very favorably
with that which existed in 1869, before the extension of the piers was completed.
At that time a bank extended entirely across the mouth of the channel which car-
ried less than 12 feet of water over any portion of it, and over a large section of its
area but lO-^v feet of water existed. This fact shows the benefit which the city of
Milwaukee, and commerce in general, has derived from the expenditure which has
been made by the United States Government at this point.
Were the channel to revert to the condition in which it was during 1869, and
REPORT OF THE CHIEF OF ENGINEERS. 151
preyions to that date, the whole commerce centering at this point would hecome par-
alyzed.
Having in view the necessity for rebuilding the superstructure of the inner sections
of the piers at an early date was one reason for not recommending an appropriation to
be made for the year 1874.
The necessity of this reconstruction is now imperative, and, having in view pro-
spective economy and permanent durability, I respectfully submit a plan, with hill of
materials required for rebuilding the superstructure over the inner sections of the piers
with *' cnt-stone masonry.*'
These sections of piers were built during the years 1856 and 1857, and the cribs form-
ing them may be considered as having effected as permanent a settlement as thev will
assame ; but as all works of this character are periodically exposed to storms oi such
extraordinary violence as to be capable of disturbing stone which has been simply used
and thrown in the cribs as ballast, and '^hich may have remained immovable in their
positioos in the cribe daring the preceding storms of many years, I have provided a
base of solid timbers for the side and cross walls of the superstructure to rest upon,
and to which the lower courses of stene are to be fastened by means of bolts, so that
dismptioD to the masonry may be averted, even though the loose ballast should be dis*
tnrbed by such extraordinary action.
The Dpper plane of these timbers is intended to be at a depth of 1 foot below the
plane of low water.
The method of constrncting the base for the masonry to bo as follows :
As soon as the old work is cut down and leveled for their reception, the timbers form-
ing the base can be fastened together in sections with screw-bolts, and floated to and
oTer the positions which they are to occupy upon the substructure, and securely fast-
ened with drift-bolts to the same. This can be done with facility.
It is expected that the timbei-s forming the base will impart additional strength to
the Bobstnictare.
The following is an estimate of the rebuilding with cut stone one section of pier of
^ feet in length by 20 feet in width :
For catting down 1,100 linear feet of old timber, and removing stone bal-
last in cribs, at 6 centa 66C 00
For 352 linear feet of framed timber, at 40 cents 158 40
For9cord8of stone ballast, at $1 1 99 00
For 2,934^j ponnds of wrought-iron drift-bolts, cramps and dowel's, at 5
cents , 146 71
For 194 pounds of screw-bolts, at 10 cents 19 40
For 67*2 pounds of lead, at 5 cents ;» 60
For2,12«cabiofeetof cut stone, (laid,) at $1.50 3,192 00
For 13 liarrels of cement in bdtou of top course, dimensions 26' X 12' X li)
at $2.25 29 25
For 4 vards of sand and gravel, at 80 cents 3 20
For labor of laying b^ton for one section 10 00
Cost of one section 3,757 56
Nomber of cribs in old work of north and south piers 70
263, 029 20
Add 10 per cent, for contingent expenses 26,302 92
Estimated cost of 70 sections 289,332 12
The number of arrivals of steamers and sailing-vessels during the past year has
been 8,447, having a tonnage register of 3,109,189 ; of departures, 8,331, w^ith a ton-
nage register of 3,023,422 tons.
The amount of duty collected during the fiscal year has been $192,442.63.
This harbor may be regarded as completed at present, so far as the
extension of the piers is concerned. Periodical dredging will be required
to maintain the channel, amounting to an average of $5,000 per annum.
It is necessary-, however, to replace the old superstructnre built in
1856 and 1857, and it is recommended that this be done with stoiie ma-
sonry, in accordance with the plan submitted herewith.
The total estimated cost of replacing 2,240 feet of superstructnre is
#300,000, and an estimate of $100,000 is submitted for the next fiscal
year.
In 1867 an estimate was submifted to extend the piers at this harbor
300 feet each, at an estimated cost of $65,872.80.
152 EEPORT OF THE CHIEF OF ENGINEERS.
It was fouQd necessary to extend tbe piers much farther and in greater
depth of water.
There was appropriated in 1866 $48,283 17
Allotted iul8(>9 35,640 00
Appropriated in 1870 40,000 00
Appropriated in 1871 :«,000 00
Appropriated in 1873 10,000 00
Appropriated in 1874 10,000 00
181,92:i 17
The cost of the pier-extension, 600 feet to each pier, in from 16 to 18
feet depth of water, 25 feet wide, except the 50 feet at the outer end,
which is 30 feet wide, and including some repairs caused by collisions,
&c., is $161,923.17. The sum of $10,000 was applied to dredging last
year, 1873, and the present appropriation of $10,000 will be applied to
the same purpose.
Financial statement
Amount in hands of officer and subject to his check $10, 000 00
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the fiscal year endiu ji^ June 30, 1874 9, 568 73
Amount available July 1, 1874 10,431 27
Amount required for the fiscal year ending June 30, 1876 100, 000 Oq
B XI.
IMPROVEMENT OF RACINE HARBOR, WISCONSIN.
The operations at this harbor are reported as follows by Assistant
Engineer W. H. Hearding, in immediate charge :
During the working-season of 1873 the north pier at this harbor was extended 100
feet into the lake by building and sinking two cribs upon foundations of stone, each
being of dimensions 50 by 30 by 18^ feet, which brought them to a height of 1 foot
above the water-surface at the time of setting. This work was done by Mr. F. M.
Knapp, under his contract of May 29, 1873.
The direction in which the cribs are set is due east from the former extremity of the
pier. The materials used and work done upon them are of the best character. Soou
after they were sunk they were covered with a decking of 3-inch plank, firmly spiked
to the cribs, to act as a preventive against the washing-out of the stone by the sea.
During the past winter the greater part of this covering was carried off from the
outer crib by the sea and ice. The covering of the inuer crib was but little distarbed.
As at other points, the stone foundations have performed the duty of keeping the cribs
from tilting to a serious extent.
The direction of the outer reach of tbe north pier, built previous to 1873, was east
by north, so by sinking the two cribs ux)on an east and west alignment, an angle was
formed at the jointure of the new work with that previously built. The opening made
at this jointure on the outer side of the pier by the change in direction, was closed by
the insertion of a frame of timber sheeted with plank and bolted to both the old and
new work.
The interval between the cribs was filled with brush ballasted with stone, a« was
also the interval at the angle between the old and new work. Timbers were bolted to
the extremity of the outer crib to protect it from rupture through collision.
A mat made of 2^ cords of brush, having 6 cords of stone ballast placed upon it, was
put into the crib next to the westward of tne light- house crib, where the stone formerly
put in as ballast had run through the grillage- work into the channel-bed, leaving one
section of the crib entirely witliout ballast.
An agreement was also made with the Racine Dredging Company to dredge and re-
move material from between the piers. The price paid for doing this worlc was 27^
cents per cubic yard, under which agreement 16,773 cubic yards of material were re-
moved, resulting in the providing of a channel of 14 feet in depth and about 120 feet
in width for the whole of the distance between the piers. The total amount paid for
materials and labor in doing the above work was $17,4.52.87.
The appropriation of $10,000 was made by Congress in Juuc, 1874, will be applied to
finishing the two cribs built last year with suxierstructure and HUiug the same with
stone ballast, and in building and sinking one crib in extension of the north pier to the
water- surface.
KEPORT OF THE CHIEF OP ENGINEERS. 153
It is assomed that, with the addition of this crib, the piers will not require further
extension at present. Dredging to the extent of 25,000 cubic yards should be done to
provide a sufficient depth of water for the entire length and width of the channel,
which, at 27| cents per yard, would cof?t $6, 875 00
And for building superstructure over the crib to be built this season 2, 000 00
8,875 00
To which add 10 per cent, for superintendence, &c 887 50
Will make a sum necessary to be expended 9, 762 50
io 1875, and which amount is respectfully recommended as an appropriation.
Number of arrivals of steamers, 410 ; departures the same. Number of arrivals of
saihng- vessels, (>00; departures the same. Aggregate tonnage, 323,709.
It has been impracticable to obtain an account of the manufactures and general com-
merce of the place, so that but a partial list of exports and imports is appended as
furnished by Mr. H. Griswold, deputy collector of customs.
Marine imports for the fiscal year ending June 30. — Lumber, 30,067,000 feet, board-
measare ; laths, 1,S^,000 ; shingles, 4,477,000 ; fire- wood, 13,137 cords ; slabs, 336 cords;
tao-bark, 1,780 cords; coal, 32,594 tons; cedar posts, 56,095; salt, 15,738 barrels ; rail-
road-ties, 31,208 ; pig-iron, 900 tons.
Marine import —Wheat, 138,521 bushels; flour, 533 barrels; oats, 4,808 bushels;
pork, 191 barrels ; potatoes, 216 bushels ; hay, 567 tons ; corn, 1,600 bushels.
The above list does not show one-fourth of the trade of the city of Raciue.
One manufacturing establishment alone doing an annual business of $1,500,000.
The original estimate for this harbor, made Id 18G6, was $108,082.48.
It was proposed with this sum to extend the north pier 400 feet and the
soath pier 656 feet, and dredging to the amount of $11,040.70. .
There has been in 1866 $23,910
lnl?«7 45,000
Allotted in 1869 22,500
In 1870 10,000
In 1871 10,000
In 1^3 20,000
In 1^4 10,000
141,410
In 1869 1 see that the estimate for completion was increased to
^131,410, owing to the loss of a crib and repairs not estimated for. It
has been foand necessary to extend the north pier 134 feet farther than
originally designed, and to increase the size of the cribs.
The estimate of $15,000, submitted last season, was designed to com-
plete the pier- work at this harbor for the present. The appropriation
being only $10,000, the sum of $5,000 more is required for this purpose.
The sum of $5,000 is also estimated for dredging to put the harbor in
good condition.
Financial statement,
BalanceiuTreasnry of United States July 1,1873 120,000 00
Amount included in expenditures of year ending June 30, 1873, to he de-
dacted from halauce in Treasury. 88 00
Amount appropriated hy act approved June 23, 1874 10, 000 00
AmoQut expended during the hscal year ending June 30, 1874 19, 520 40
.Amount available July 1, 1874 10, .391 60
Amount required for the ascal year ending June 30, 1876 10, 000 00
B 12.
IMPROVEMENT OF KENOSHA HARBOR, WISCONSIN.
The operations at this harbor are reported as follows by Assistant
Eogineer W. H. Bearding, in immediate charge :
During the month of July, 1873, superstructure was huilt over the 50 hy 30 foot crih,
which was sunk in extension of the north pier, in 1872, by Mr. Knapp, under his con-
tract of date August 10, 1872.
154 REPORT OF THE CHIEF OF ENGINEERS.
Tliere being no appropriation made for this harbor in 1873, the above-mentioned
■work was all that was done, with the exception of the purchase of 29 cords of stoue
necessary to be placed in the section of repaired superstractare at the east end of
north T>ier, and which exhausted the available means, the expense involved being
^,159.98.
llie recent appropriation of $10,000 will be applied to the constrnction and sink-
ing of one crib of dimensions 50 by 30 feet to a height of 1 foot above the water-sur-
face, in extension of the north pier. The storms which occurred in March last effected
a good deal of damage to the old work immediately to the westward of the beacon-
light, and whatever surplus remains after the crib is built and sunk will be applied to
the purpose of arresting, as far as possible, further damage to this section of the pier.
The city authorities have dredged in the channel between the piers to a certain ex-
tent, and have somewhat iucreas''d the depth of water, but in order to x)rovide a chan-
nel of sufficient capacity to admit of the passage of vessels of a larfre class, which are
now debarred an entrance to the harbor, a further appropriation of S$14,000 is requisite,
which will provide a depth of 16 feet of water.
It is also desirable that an additional crib of 50 feet in length and 30 feet in width
bo placed in extensiou of the north pier, and that repairs be made to the older section:;
of the piers.
An estimate of the cost of doing this work is as follows:
For superstructure to crib to be built under the present api)ropriation $3, 500 00
Dredging to provide 16 feet of water 14,000 W)
For one crib in extension of north pier 10, 000 00
For repairs to old work 2, 500 00
30,000 00
This siun is respectfully recommended for appropriation, to be used in the improve-
ment of this harbor during the year 1875.
The following list of exports and imports, &c., has been kindly furnished me by Mr.
Wallace Mygatt, former United States engineer, foreman at this place :
The number of arrivals of sailing-vessels during the fiscal year has been 328; the
number of departures, 351. The tonnage-register of vessels belonging to Kenosha is
9,859 tons.
Exports, (marine.) — 33,991 bushels oats; pork, 352 barrels; flour, 1,029 barrels:
hams, 17 barrels, and 6,000 pounds loose; corn-meal, 3| tons in bulk. and 15 barrels :
feed, 52 tons; potatoes, 1,280 sacks; butter, 342 firkins and 5,000 pounds; gravel,
76 yards; .steam-boilers, 3; steam-pumps, 1; salt, 84 barrels; lumber- wagons, 13;
tmcks, 10; corn, 71 bushels; eggs, 11 cases and 15 barrels; coal, 10 tons; cheese,
952 boxes and 2,000 pounds; bricks, 450,000; cows, 1; yokes of oxen, 11; wagon-
skeins, 77 sets; malt, 107,000 bushels; stoneware, 3,000 pounds; rags, 408 sacks;
scrap-iron, 17 tons ; apples, 119 barrels ; iron castings, 1,108 tons; tubing, 193 pieces;
pumps, wooden, 123 ; crackers, 403 barrels ; cedar posts, 6,000 ; leather, 1,952 rolls ; ice,
25 tons; neck-yokes, 632 ; matches, 1,428 cases; barley, 221 bushels; hair, 62 sacks;
blankets, 1 bale; wool, 120,110 pounds; flaxseed, 3,530 bags ; hemp, 517 bales and 510
pounds ; fresh fish, 1,247 tons ; hay, 1,350 tons ; pig-iron, 66 tons ; nuts, 158 sacks ; tallow,
67 barrels ; pianos, 2 ; sheep-skins, 53 bales ; cider-barrels, 103 ; lumber, 174,000 feet,
(board-measure).
Imports. — Iron axles, 9 tons ; wagon-springs, 10 tons ; wagon-hub9, 169 packages ; fire-
brick, 1,000; hides, 586 packages ; hides, 4,725 pounds ; salt, 2,217 barrels ; cement, 71
barrels; water-lime, 290 pounds; building-stone, 189 cords; dressed stone, 40 tons;
scrap-iron, 95 tons; flour, 1,105 barrels ; pig-iron, 1,732 tons ; lumber, 13,5t36,000 feet,
(board-measure ;) hard wood for wagon-manufacture, 1,897,.')00 feet, (board-measure;)
coal, 8,244 tons; bar-iron, 871 tons; bricks, 35,000 ; barley, :W,000 bushels; shingles,
2,375,500 ; staves and heading, 10,000 pieces ; feed, 80 tons ; tire-wood, 5,507 cords ; tan-
bark, 1,250 cords ; cedar posts, 15,000 ; sheet iron, 11 tons ; lath, 950,000 feet ; griud-
stones, 2 tons ; piano-fort'Cs, 1 ; ap])les, 150 baskets ; pears, 150 baskets ; grapes, 220 bas-
kets ; peaches, 790 baskets ; hay, 6 bales.
In tbe Report of the Chief of Engineers for 186G, Ex. Doe. No. oG,
Part 2, House of Representatives, Thirty-ninth Congress, second ses-
sion, page 118, 1 find an estimate for pier extension and dredging of
$55,150.55. There was at that time an appropriation of $75,461.41.
In 1867 there was asked an additional appropriation of $40,U00 for
dredging and repairs to piers.
In 1868 a further estimate was submitted of 870,000 for additional
piers, extension, and dredging.
REPORT OP THE CHIEF OF ENGINEERS. 155
In 1869 the estimate for 1867 w^s reDewed.
There has been appropriated in 1866 $75,461 41
Allotted from appropriation for 1«69 5,346 00
Appropriated in 1870 10,000 00
Appropriated in 1871 10,000 00
Appropriated in 1872 10,000 00
Appropriated in 1874 10,000 00
110,807 41
It would appear that the original estimate is obtained by adding to
the appropriation of 1866 the estimate submitted in 1868, which would
be $140,461.41. It appears that there was one crib lost in 1867 after
being paid for. Another crib was broken and lost in 1871.
The estimate now submitted of $30,000 is to be applied to extending
the north pier 50 feet, repairing the old work on the north pier, and in
dredging. This will not exceed the above estimate, and it is believed
to be necessary for the preservation of old work and the proper mainte-
nance of the harbor. Future appropriations will be necessary from time
to time.
Financial statement.
Amonnt in hands of officer and subject to his check $507 94
AinooDt appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the fiscal year ending June 30, 1874 371 35
Amount available July 1, 1874 10,136 59
Amoant required for the fiscal year ending June 30, 187G 30, 000 00
B 13.
IMPROVEMENT OF CHICAGO HARBOR, ILLINOIS.
The operations at this harbor are reported as follows by tbe assistant
in immediate charge, First Lieut. F. A. Hiuman, Corps of Engineers:
United States Engineer Office,
MobiUf Ala.f May 13, 1874.
Sir: The operations at Chicago Harbor, from the close of the fiscal year ending Jane
30, 1873, to December 19, 1873, (the date of my being relieved from dnty nnder your
orders,) were as foUows :
Beplacing a few protection piles carried away by the ice at the northeast corner of
the breakwater ; repairing damages done to the breakwater by vessels, and also in ex-
ti^ndin^ the breakwater southward 1,100 feet, excepting the snperstructure, as contem-
plated ID my last annual report. This work was done by Messrs. Fitzsimmons &, Cor-
nell, of Chicago, lU., nnder contract dated May 27, 1873. The contract for this work
▼oald have expired Angust 1, 1874 ; it was closed December 5, 1873, the money appro-
priated for the work being nearly exhausted. In less than six months the above-named
firm built and sunk 22 cribs, each 50 by 30 feet. Nine of these cribs were of the usual
height, 18^ feet ; the remainder were built 2 feet lower, the stone foundations having
been correspondingly raised. In December last the latter cribs stood quite as well as
tbe former. Their cost, in round numbers, including cost of foundation and filling,
was po less per crib than the same for the others.
To complete tbe outer harbor as designed will require a farther extension of the
breakwater of 150 feet, and the building of the superstructure over 2,050 feet, besides
tbe construction of a south pier (about half a mile in length) from the southern end of
of the breakwater to the shore. For the reasons given in your last annual report, it is
still a question whether the south pier should be built.
During July and Angust the harbor was very accurately resurveyed by assistant
John Pierpont and myself, assisted by Mr. K. S. Littlefield, the United States engineer
foreman. Tbe survey embraced that portion of the harbor lying within the prolonga-
tion of Van Boren street, (the line of the proposed south pier,) tne line of the lake tnn-
oel, tbe 25-foot carve, the shore line, and a line drawn across the river near the Illinois
Central Railroad elevators.
156 REPORT OF THE CHIEF OF ENGINEERS.
' The survey disclosed few important changes, except that the shore line north of the
north pier was advancing. It is believed that vessels find plenty of water in that por-
tion of the river covered by the survey.
During the survey two wrecks were discovered and located. They consisted of a
dump-scow and a schooner, and were lying in the basin near the return of the break-
water, with 8 feet of water over them. Estimates for the removal of these wrecks, for '
the completion of the breakwater, and for the extension of the north pier 400 foot, were
submitted in vonr last annual report.
Extensive aredging is still being carried on here and there in the outer harbor, by
private parties, for sand for building purposes, and also for material for filling the
piers now being built by the Illinois Central Railroad Company north of Randolph
street.
Respectfully submitted.
F. A. HlXMAN,
First Lieutenant of Engineers fU. 5. A.
Miy. D. C. Houston,
Corps of Engineers yU» S, A,
I was relieved from the charge of this harbor by paragraph 2, Spec-
ial Orders No. 140, War Department, Adjutant-General's OflSce, dated
Washington, Jnne 26, 1874.
The original estimate for the work now under construction, viz, an
outside basin or harbor, was $867,095.73. See Report of Chief of Engi-
neers for 1870, page 103, as follows :
For the eastern breakwater, 4,000 feet in length $602,2.52 00
Outer half of southern breakwater, 1,700 feet in length 167, 418 ^"^
Inner half of sonthern breakwater 97,425 35
867, 095 73
And for dredging , 30,000 00
In round numbers 900,000 00
There was appropriated in 1870 $100,000 00
There was appropriated in 1871 100,000 00
There was appropriated in 1872 90,000 00
There was appropriated in 1873 90,000 00
There was appropriated in 1874 75,000 00
455, 000 00
/
•
This will complete the eastern breakwater, including 300 feet of re-
turn on north end, at about three-fourths of the estimate.
The question of building the southern breakwater was discussed in
my last annual report. It should not be undertaken until the question
of occupying the lake-front for wharves is definitely settled.
In my last annual report I submitted an estimate for extending the
north pier, which I consider of more immediate importance to this har-
bor than any other work. The estimate for this purpose is $78,000.
The following statements concerning the commerce of Chicago, kindly
furnished me by Mr. John Hitt, special deputy collector of the port, are
respectfully submitted :
CusTOM-HousE, Chicago, III.,
Collector's Office^ August 21, 1874.
Sir : I have the honor to transmit herewith the statement of the number of vessels
entered and cleared at this port; also, the amount of leveuue collected during the fis-
cal year endiu|( June 30, 1874.
I am, very respectfully,
JNO. Hitt,
Special Deputy Collector,
Maj. D. C. Houston,
Erevt. CoL V, 8, Engineer i.
REPORT OP THE CHIEF OF ENGINEERS. 157
Staiewuni of the amount of revenue collected at the port of CIticago during the fiscal year end-
ing June 30, 1874.
Duties 11,353,441 25
Tonnage 9,599 25
Hospital-money 8, 214 56
Steamboat in8|>ection 6, 640 97
Total 1,377,896 03
Statement of resseh clearing to foreign ports from the port of Chicago during the fiscal year
ending June 30, 1874.
July
August . . .
September
October
November.
December .
January .
February
March . . .
April
May
Jane
Mouth.
1873.
1874.
Number of i
vessels. '
Tonnage.
57
101
67
88
23
15, 891
29, 182
18,953
25,921
7,481
Number of
crew.
656
1,059
770
994
288
Total
20
54
06
5,675
16,658
19, 754
476
139, 515
171
610
704
5,252
^tement of the number of vessels arrired from foreign ports to the port of Chicago during
the fiscal year ending June 30, 1874.
July
August ...
September.
October. ..
November.
December.
Jaouary.
February ,
March ...
April
May ....
Jnne
Month.
1873.
1874.
^^Sa'r' f Tonnage.
Number of
crew.
26
25
42
47
12
1
6,905
6,909
12, 000
14, 056
3, :«i
356
410
425
585
606
172
19
Totol
35
24
212
10, 823
6, 930
61,300
376
365
2,958
158
REPORT OF THE CHIEF OF ENGINEERS.
Statement of the numbir of vessels arriving coastwise to the port of Chicago^ during the fiscal
year ending June 30, 1874.
Month.
Number of
vessels.
1873.
July
August . -^
September
October
November
December
1874.
January
February
March
April
May
June
Total
1,813
1,793
1,840
1,412
746
37
5
.5
43
681
1,551
1,706
11,632
Tonnage.
482,361
486, 270
505,286
413, 451
261, 185
18,371
2,495
2,501
9,130
119, 420
437, 340
493,983
3, 231, 793
Number of
crew.
16,260
15,921
16, 576
13,182
7,579
550
115
115
433
5,188
13, 614
15,386
104, 919
Statement of the number of vessels clearing coastteise from the port of Chicago, during the
fiscal year ending June 30, 1874.
July
August
September.
October ...
November .
December ,
January..
February ,
March
April
May
Juue
Total
Month.
1873.
Number of
vessels.
1874.
1,779
1,723
1,694
1,362
574
15
5
6
96
898
1,542
1,611
11,305
Tonnage.
480,535
468, 718
458, 998
417, 161
215, 187
5,726
2,405
2,607
26, 742
180, 513
433,548
460, 062
3, 142, 292
Nnmber of
crew.
15,956
15,497
1.^ 125
1.3, 052
6,158
. 246
115
122
787
6,888
13,768
14,591
102,305
Financial statement
Balance in Treasury of United States July 1, 1873 $90, 000 00
Amount in bands of officer and subject to his check, (including $6,866.32 per-
centage due on contracts not yet completed) 20, 423 47
Amount appropriated by act approved June 23, 1874 75, 000 00
Amount expended daring the iiscal year ending June 30, 1874 107, li)8 23
Amount available July 1,1874 78,225 24
Amount required for the fiscal year ending June 30, 1876 78,000 00
REPORT OF THE CHIEF OF ENGINEERS. 159
B 14.
IMPROVEMENT OF CALUMET HARBOR, ILLINOIS.
The operations at this harbor are reported as follows by the assistant
in immediate charge, First Lieut. F. A. HiDman, Corps of Engineers :
Unfted States Engineek Office,
Mohiley Ala. J May 14, 1874.
Sir: The work at Calamet Harbor for that portion of the fiscal year ending Jane 30,
l!f74, daring which I was in immediate charge, i. e., from June 30, 1873, to December 19,
Wi, was as foUowa :
The north and south piers were each extended 200 feet, excepting the shperstmctnre.
The dlmeasions of the cribs of the former pier were 50 by 20 by 14^ feet, those of the
latter pier being 50 by 20 by 10^ feet. The total extension of both piers, excepting
the soperstrncture, daring the working season of 1873 was 750 feet.
A number of the spaces between the ends of cribs were filled with brash and stone,
the brash being obtained for the catting of it.
The BDperstructure over the cribs sunk in extension of the north pier in 1872 was
commenced and virtually completed.
Thirty-seven thousand fonr hundred and sixty-five cubic yards of material were exca-
vated from the channel and crib-beds and damped into the lake.
The soandings taken just before the close of operations for the season showed an
improved channel of 11 feet, due to dredging.
The above work was done by hired labor, the materials being furnished by contract.
A light'keeper has been appointed, and a light is now regularly showu at the harbor
dariog the season of navigation. It is understood that during the present season cer-
tain parties contemplate replacing the rope ferry over the river just above the entrance
to the harbor, with a draw-bridge; also that the Lake Shore and Michigan Southern,
and Pittsburgh, Fort Wayne, and Chicago Railroad Companies intend to rebuild their
bridges over the Calumet River, putting in wider draws.
tepectfuUy submitted.
F. A. HmMAN,
I^'9t lAeuteiant of EntfinterSy i, S. J,
ilaj. D. C. Houston,
Corps of JCngineei'8, U. S, A,
I was relieved from the charge of this harbor by paragraph 2, Special
Orders ISo, 140, War Department, Adjutant-General's OflBce, dated
WashiDgtoD, Jane 26, 1874.
The above report comprises all the work done during the year. The
original estimate for this harbor was $300,000 in round numbers.
(Se^ Report of Chief of Engineers for 1871, page 104.)
There was appropriated in 1870 $50,000
There was appropriated in 1871 50,000
There was appropriated in 1872 40,000
There was appropriated in 1873 40,000
There was appropriated in 1874 , 25,000
205,000
It is considered that the cost of the harbor as originally designed will
not exceed the estimate. The sum of $75,000 can be profitably expended
during the present fiscal year ending June 30, 1876.
The number of arrivals of vessels of all kinds at this harbor during the past year
^as 1.^, with a tonnage of 16,129 tons. Departures the same.
Financial statement
Balance in Treasury of United States July 1, 1873 §20, 000 00
AmoQnt in bands of officer and subject to his check 19,992 27
Amoant appropriated by act approved June 23, 1874 25, 000 00
Amount expended during the fiscal year ending June 30, 1874 39, 273 05
Amount available July 1, 1874 25,719 22
Amount required for the fiscal year ending June 30, 1876 75, 000 00
160 REPORT OP THE CHIEF OF ENGINEERS.
B 15.
IMPROVEMENT OF MICHIGAN CITY HARBOR, INDIANA.
The operations of tbis harbor are reported as follows by the assistant
ia immediate charge, First Lieut. F. A. Hinmau, Corps of EDgiueers;
UxiTED States Engineer Office,
Mobile, Ala,y May 16, 1874.
Sir : I Te8pect<fal1y submit the following statement of work done at Michigan City
Harbor during that portion of the fiscal year ending June 30, 1874, of which I was in
immediate charge:
For the east pier of the outer harbor 240 piles were delivered and driven ; 10,920
lineal feet of 12 by 12 inch pine timber were delivered and framed for superstructure;
13,632 feet, board-measure, 3-inch pine plank were delivered and laid for decking; the
necessary stone and brush-filling and enough bolts and spikes were furnished to com-
plete the same, acconling to the plan, for a distance of 503 feet from the end of the
bridge. The above work was done by Messrs. Fox and Howard, of Chicago, 111., under
contract of date August 9. 1872. This contract has been closed.
The extension of the pier west of the entrance to the harbor was commenced last
June by Mr. James H. Ledlie, of Chicago, 111., under contract dated June 15, 1873. The
work was completed before the expiration of the contract, December 1, 1873, and the
contract closed. In the prosecution of this work 1,738 piles were delivered and driven ;
13,706 lineal feet 12 by 12 inch pine timber were delivered and framed for superstruc-
ture ; 14,304 feet, board-measure, 3-inch pine plank were delivered and laid for deck-
ing; the necessary brush and stone was put in for filling, and the amount of bolts and
spikes needed was furnished.
The exposed portion of this pier was (luite heavily riprapped with stone. It is rec-
ommended that a permanent beacon be placed on the end of it. As it was thought
that the brush and stone below the superstructure would settle considerably into the
sand during the severe gales, the lower cross-timbers of the superstructure were occa-
sionally omitted in both of the above-mentioned piers in order to allow stone from
above to fall below and fill up the vacant spaces. The consequence was that the su-
perstructure had to be filled with stone several times. It is likely that they will re-
quire refilling this spring.
The crib at the end of the pier east of the entrance to the harbor was repaired, as
contemplated in my last annual rexM>rt.
The above-named piers were located by me last November, and a map of the same
submitted to you.
To complete the outer harbor according to the plan will require the construction of
a breakwater and a short extension of the east pier. For a dist-ance of 250 feet from
the shore line this harbor is quite shallow, there being about 3 feet of water. La8t
fall the steam barge Eureka, loaded with stone, was wrecked in a gale between the
two piers. She lay a total wreck about 300 feet cast of the beacon pier.
No dredging has been done since June, but it may become necessary to do a little, as
the soundings at the close of the operations for last season showed a scant 12-foat chan-
nel opposite the iron-ore dock. The docks belonging to private parties should be re-
paired in some places.
As directed by you, the foreman of each of my harbors have forwarded throuj^b me
monthly progress sketches, showing the work done during the month ; in case of pier-
work, there was forwarded a tracing of an outline-plan and elevation of each pier, com-
mencing at the shore-line on a scale of 1 inch to 100 feet, showing (in red ink) the plan
and the elevation of the work done during the month ; in case of pile-piers, there wa>
furnished, in addition to the above, a plan and elevation of the work done dnrin;; the
month on a scale of 1 inch to 10 feet, on which was shown in plan each pile driven,
and in elevation the condition of the work ; in case of dredging, the cut was It/cated on
a map of the harbor and a tracing of the same forwarded to you.
Respectfully submitted.
F. A. HlNMAX,
Fimt Lieut, of Engineers^ l\ S. J.
I was relieved from the charge of this harbor by paragraph 2, Special
Order No. 140, War Department, Adjutant-General's Office, date<l
Washington, June 26, 1874.
The only work done since the above report was a small amount of
dredging between the old harbor piers during the spring of 1874. The
REPORT OF THE CHIEF OF ENGINEERS. 161
original entimate for tliis harbor (see Beport of the Chief of Engineers
for 1870, page 126) was $324,421.40.
There basbeeu appropriated in 1872 $50,000
There has btMsu appropriated in 1873. ., 50,000
There has been appropriated in lti74 50,000
4
150, 000
It is estimated that the work can be completed within the estimate.
The estimate for the fiscal year ending June 30, 1876, is $80,000.
The following is a list of marine arrivals and imports at this harbor
for the year :
ArriTals 430
Lamber, feet, board-measure 36,500,000
Shingles 45,300,000
LstiM 37,500,000
Iroo-ore, tons 6,200
Pij^-iruo, tons 307
Coal, tons 600
. IHnancial statement
Balaooe in Treasury of United States July 1, 1873 $50,000 00
Aiuoaot in bands of officer and subject to his cbeck, (inclading $1,499.41
percentage due on contracts not yet completed) 30,294 94
Amount appropriated by act approved June 23, 1874 50, 000 00
Amount exfieuded dnriug the fiscal year ending June 30, 1874 78, 241 93
Anrount available July 1, 1874 52,05:3 01
Amoant required for the fiscal year ending June 30, 1876 80, 000 00
B i6.
IMPROVEMENT OF THE FOX AND WISCONSIN RIVERS.
The improvement of these rivers has been prosecated during the year
in acronlance with the general plan submitted in my last annual report.
Tbe accompanying reports of the assistants in immediate charge show
the work done in detail. It is propos d to continue this general plan
this season, completing the work of last season on the Lower Fox and
commencing the work on the Upper Fox.
The work on the Upper Fox will be on the new lock near Eureka ;
dredging the bars from Berlin and below; repairs and alterations of
k»cks at Fort Winnebago and Governor's Bend, and deepening the canal
at Portage City.
The work on the Wisconsin will be continued on the plan heretofore
pansued.
A survey is now in progress to carry out tlve requirements of the har-
bor and river appropriation bill of June 23, 1874, in regard to the "north-
ern route," recommended by the Senate Select Committee on Transpor-
tation KouteH to the Seaboard.
Owing to the late date of the appropriation of this year a large portion
of the working-season has been lost.
Tue estimate made by me last year for completing this improvement
aecordiiig to tbe plan adopted was $3,000,000, since which time $300,000
has been appropriated. A revisetl estimate and report based on the
sarvey above mentioned will be submitted in time for action at the next
aeisidon o1 Congress.
The e»tiiuated amount which could be profitably expended during
the year ending June 30, 1876, is $750,000.
The amoant of tolls collected during the year ending June 30, 1874,
II £
162 REPORT OF THE CHIEF OF ENGINEERS.
is $1,239.17, required to be reported annually by act of Congress
proved July 7, 1870. This is no criterion of the amount of busiDess
which might be done on the route, as it was closed during most of the
year and the tolls are derived from local business.
The plan which has been adopted has been subjected to much criti-
cism from parties interested in the route. *
On the 24th of June, 1874, a convention was held at Oshkosh, Wis,,
composed of delegates from the various cities and towns on the roate,
at which the following resolutions were adopted :
Besolredf That we regard the improvement of the Fox and Wisconsin Rivers as an
inter-State highway to be a work of very great and increasing im];>ortance ; that the
interests of the Northwestern States demand the construction of the work in accord-
ance with the highest scale of measurements approved by General Houston in his re-
port of June 30, 1873, and that appropriations for carrying on the work should be made
by Congress, that the entire work may be well and fully completed within three years.
Jteeolvedf That a committee be appointed by the chair, whose duty it shall be to act
as a committee to present the wishes of the people, from time to time, in all matters
pertaining to the manner of completing the improvement, and whose further duty it
shall be to press upon the attention of Congress the necessity and the importance of
the work ; to make such suggestions to the authorities, from time to time, as they may
deem advisable and expedient ; and that the chairman of the convention be designated
the chairman of said committee.
From this it will be seen that the plan recommended by me in my
last annual report Wcis indorsed.
I can but repeat that the appropriations heretofore made are dispro-
portionate to the magnitude of this work, and inadequate to its com-
pletion, either with economy or reasonable rapidity.
It will require, according to present estimates, ten years to complete
the work at this rate of appropriation.
There was appropriated in 1873, $300,000, and the same amount ia
1874.
The papers accompanying this report are as follows :
No. 1. Letter of Capt. Lydecker, dated August 12, 1874, transmitting report of Assist-
ant Engineer Edwards on Fox River improvements.
No. 2. Report of Assistant Engineer Edwards, dated August 10, 1874.
No. 3. Letter of Lieutenant Hinman, dated July 25, 1874, transmitting report ot
Assistant Engineer Nader on Wisconsin River improvement.
No. 4. Report of Assistant Engineer Nader, dated July 24, 1874.
No. 5. Report of Assistant Engineer Nader, dated December 15, 1873.
Financial statement
Balance in Treasury of Uniti'd States July 1, 1873 $200,000 00
Amount in hands of officer and subject to his check 27, K{7 Li
Amount received from tolls for year ending June 30, 1873 1, 893 27
Amount appropriated by act approved June 23, 1874 300. 000 00
Amount expended during the fiscal year ending June 30, 1874 229, 907 U2
Amount available July 1, 1H74 299,822 4rt
Amount required for the liscal year ending June 30, 1876 750, 000 00
FOX RIVER.
Letter of Capt. G. J. Lydecker^ Corps of Engineer's,
Unffed States Engineer Office, Fox River Improvement,
Appleton, Wis., August 12, 1874.
Sir : I have Just received the annual report of N. M. Edwards, assistant engineer on
the Fox River improvement, for that portion of the fiscal year ending June 30, 1874,
during which he was in charge of the work.
There remains but little for me to add on the operations of that year. Very little
work was done from the time I assumed charge, owing to the appropriation having
been so nearly exhausted that we could not venture upon operations on an extensive
scale until the new appropriation was assured to us.
REPORT OF THE CHIEF OF ENGINEERS. 163
DnriDg the month of May the only permanent force at work on the Lower Fox was
tbateugaged in stone-cutting at Kaukaana qnarries, for the lower combined lock at
Little Chate.
In Jane commenced a general repair of boats, dredges, scows, &c., preparatory to
eoninieacement of active operations for this year. Temporary dams, which bad been
coDgtracted last faU at Little Cbnte and the Cedars, were graveled and tightened np.
8ii)zht repairs were also made to the canal-banks at various points between De Pere
and Kaakanna, where leaks appeared, threatening serious damage unless immediately
atteoded to.
On the Upper Fox River no works of construction or repairs were in progress. On
the 20th of May a small snrveying party under N. E. Russell, assistant engineer, re-
6nued work near Eureka, and continued the survey, which had been commenced last
Ul\, np as far as JBerliu. This was completed during the early part of Juue, after
which the force was reduced to a leveling party of three men, charged with running a
line of levels from the Wolf River np as far tis Princeton.
For the fiscal year ending Juue 30, IU7.5, the amount allotted from the appropriation
for the Fox and Wisconsin Rivers for use on the Fox River is $200,000.
The plan of operations under which we are now working will expend this sum as
follows :
Lower Fox River S75,000 00
rpper Fox River, including survey 110, 000 00
i Office, superintendence, and contingencies 15, 000 00
Total 200,000 00
The principal works to be accomplished under the above plan are the completed con-
tiniction of the new stone lock at Little Chute, and stone dam at Appleton, building
a new dam at Kaukanna, and such repairs to locks, dams, &c., as may be required on
the Lower Fox.
The construction of new lock and canal near Eureka, and possibly part of dam ; the
thoroogh repair of Winnebago lock, and to put the Portage Canal in good order for a
depth of 5 feet and a width of 75 feet at low water, are the principal works contem-
plated on the Upper Fox during the present year.
Oar two dredges will be constantly employed, one on the lower the other on the
tipper river. It is expected to obt>ain a complete and detailed survey of the Upper Fox
Biver daring this year. We will then be able to decide detinitely upon the works re-
({uire<l for its improvement.
My time has been so fully occupied since assuming charge here, that I have had little
chance to study the works required for the complete improvement beyond those already
Id process of construction or repairs, and I shall not venture, therefore, to suggest what
new works will be required until the survey of the upper river now in progress is com-
pltted. There is no doubt, however, that the proper prosecution of the work requires
a large appropriation — much larger than heretofore.
Working under these small sums requires more or less suspension of navigation every
year, which, under the present system, will be continued for several years to come,
^Teating thereby much dissatisfaction all along the route. Besides, much of the money,
m gmalT sums, is necessarily frittered away in temporary repairs, which, with larger
appropriations, could be increas««d and applied to permanent work.
To carry on this improvement in a satisfactory and economical way an appropriation
of at least $500,000 is needed for the fiscal year ending June 30, 1876.
In the transfer of the work from the old Canal Company, their rights and franchises
«ith reference to the water-power were retained; and, as you have before reported,
we have here a source of conflict with the best interests of navigation, and one which
will seriously iuterfere with the work of improvement, unless Congress, by the neces-
^Tj legislation, vests in the United States engineer in charge, or some other Govern-
ment officer, the sole right to control the use of water by these water- powers.
Very respectfully, your obedient servant, .
G. J. Lydecker,
Captain of Engineers,
Maj. D. C. Houston,
Corps of Engineers, U. S. A.
Report of Mr, N. M, Edwards, Assistant Engineer,
Appleton, Wis., August 10, 1874.
Sir: I wonld respectfully present the following report upon the progress of work
1 the Fox River improvement from July 1, 1873, to April 30, 1874 :
There being no authority from Congress for the purchase of lands for cut-ofTs or loca*
164 REPORT OF THE CHIEF OF ENGINEERS.
tioQ of locks, and the amonnt of money appropriated being limited, I was ordered to
confine my estimates mainly to the Lower Fox River.
With the exception of an accurate sarvey of the locality of the proposed lock near
Eureka by Mr. Russell, assistant engineer, and slight repairs to the works at Montello
and Gov. Bend, no work was done on the Upper Fox River; that is, the river from
Portage City to Lake Winnebago. Upon the Lower Fox, beginning at De Pere and
passing up the river, only very slight repairs were made upon locks until reaching that
at Rapid Crocbe. This stone lock was pumped out and repaired as follows :
A large quantity of gravel and clay was excavated, the floor partially relaid, and a
sill, weU secured by sheet-piling, was replaced from wall to wall below lower gates,
for the purpose of putting in at any time, expeditiously and economically, a tempo-
rary dam. On account ofrelying upon a sill of this kind not sheet-piled, we were un-
successful in pumping out this lock three months earlier. The lower miter-sill, which
had raised, was well secured, and the masonry, lift-wall, and the gates repaired. Tbe
Rapid Croche dam was graveled and a few broken spars replaced, and flush-boards
put on to keep up level so as to affect depth of water at the Kaokanna quarry lauding.
Dredge No. 2 worked about three weeks in dredging clay, broken stone, and bowld-
^ ers from the channel, within half a mile below the Rapid Croche lock.
Passing up to Kaukauna, a tool-house, 20 by 40 feet, was built at 'the second lock.
The work of quarrying upon the islands was given up, as the Grignon quarry had been
pumped out ready for working. This latter quarry, by reason of a more convenient
access to a boat-landing, will be more available to our work.
A wooden track, which, in connection with an elevated track, car, and windlass,
make expeditious and economical arrangements for loading boat with large blocks of
stone.
At this quarry fine layers of blue limestone, very solid and strong, 12 to 30 inches
thick) and free from seams, in places for 100 feet, were found. The balance of the stone
from the lower combined lock was quarried during the fall, and the stone was cut for
the lock during the year. The coping-stone for this lock is yet to be quarried and cut.
Nearly 1,900 cubic yards of stone were quarried, the larger proportion of which is in
blocks.
There were slight repairs made about thie upper works of the locks, gates, capstans,
&c. At Kaukauna the dam wae graveled and slightly repaired. This dam is the
poorest on the river, and hardly fit to expend money upon it fcr repairs. There is solid
rock for a foundation, and a dam can be placed -below the present one, requiring a
height of dam of 12 to 13 feet. The length of this dam should be about 600 feet.
Tne fourth lock at Little Chute (the lower of the combined) was torn out at quit« a
large expense, the necessary excavation made, dam and pumping arrangements put
in, together with an elevated traveling engine for unloadiog boat« and replacing the
stone in the wall of the lock. Th^ were in working order late in the fall, and the
south wall of the lock started, about 100 cubic yards of masonry being laid. Masonry
work ended November 15.
The traveling engine on an elevated track 26 feet high and 90 feet gauge, by ita steam-
power hoists the stone from the boats below the dam, runs up the track, and, moving
sideways, can lay in the wall, at any height or position, a block of five or six tons. This
machine which you brought to my notice, and which by your directions waa tried,
works very successfully, and is the most expeditious way of handling heavy stone and
laying cut-stone masonry I have ever seen used.
The stone for face of this lock has been taken out of *quarry and cut for alternate
courses of 2 and 3 feet depth and of from 4 to 7 feet in length and from 11 to 19 inches
thick. The lock is to be in clear 160 feet by 35 feet, and to have a lift of 12 feet. The
mitersill to be at least 7 feet below top of Kaukauna dam or low-water level.
The waste-weir was constructed at Little Chute, third level, containing 160 cnbic
yaids of masonry, built upon rock-bed 12 feet high. This has a water-way of €0 feet at
the canal water-level, and a sluice-way 4 feet wide, extending below bottom of canal to
the ruck. Equal parts in paste of fat lime and Akron cement were used in the mortar.
A ctilvert of masonry was also constructed through the bank of second level Little
Chute, with bottom below bottom of canal, 'S^ feet square opening and 58 feet long.
Four hundred and fifty yards of rock excavated from bottom of canal in the same level,
within 150 feet of first lock.
A bmall amount of repairs and graveling was done on Little Chute dam. Upon the
first and second locks at this point there was considerable carpenter- work expended in
repairs of wood-work above water-line. At upper end of Little Chute level along
the canal just below Cedars Lock, the banks wei-e raised with earth-filling to the extent
of 1,200 yards, and temporary dams put in, and water pumped out of about 700 feet of
canal and the lock. There was excavated, before closing the work for winter, 600 cubic
yards of gravel and 100 cubic yards of rock.
From De Pere to and including the Cedars lock and dam, Mr. Leonapd Martin, as-
sistant engineer, has charge ; thence to mouth of Wolf River, Mr. W. J. Brysou, assist-
ant engineer, has charge ; thence to canal, at Portage City, is the section assigned to
N. £. Russell, assistant engineer.
REPORT OF THE CHIEF OF ENGINEERS. 165
At tbe bead of the Cedars level, extending from the foarth look, at Appleton, for
about 2,000 feet below, the chaDnel has been in past time shallow, and tbe hard-pan
bottom in places being so hard that it was thought necessary to inclose and pump it
«ut; hot this has been avoided by removing the dipper from the handle-beam of the
dredge, and replacing with a very heavy steel-pointed iron pronff, with which the bot-
tom was plowed to 2 feet in depth before excavating by the dipper. At this point
dredge No. 2 excavated, over a length of 1,500 feet and an average width of 70 feet,
6,r)ii0 cnbic yards of bard material during the latter part of the season.
Tbe fourth lock was inclosed by temporary dam, and the lower section roplanked
and thoiongbly put in repair below water-level.
The first lock at Appleton was pumped out, and during the fall the work below
water-line was put in complete repair. The lift-wall and upper-wing wall, containing
about 110 cubic yards, were relaid with face-joints in cut-stone masonry in a suitable
maoner, to incorporate in a new cut-stone lock, and may be put under the head of oon-
«tniction. The lower right-wing wall was laid in dry wall, and a slope- wall of about
GO feet io length was laid below the lower right wing.
The long pier extending above the first locK to the dam, 800 feet long, and from 14 to
^ feet high, was retinibered above low-water mark on the basin side ; also double-
plaoked to the rock-bottom. This planking of two courses, planed and tightly-Jointed,
was scribed to the rock and banked with gravel to a depth of 3 to 6 feet. I see no
reason why the face of this planking and crib-work below water should not last and
be practically tight for twenty years or more.
Tbe lower, or river-face of this pier, after removing the timber, I would advise,
shoold be faced with a dry wall of heavy stone ; the stone can be excavated in river
near foot of pier.
The upper dam at Appleton was partially removed in September of last year, and
the new dam tx^gou. Masonry-work on this dam was closed for the season November
22, 1^3, 315 feet in length being entirely completed, and 23 feet partially. The dam is
laid npon a heavy course of very hard limestone-rock in its natural bed. Both the upper
ind lower faces were lard in courses of cut-stone taken from the river-bed at this point.
The lower course on lower face was doweled to rock, the top consisting of heavy block
ooly, being brought from quarry at Kaukauna. These coping-stones were 4 feet square,
13 to 19 inches thick, thoroughly clamped together. The abutment at the south end
of dam, 25 feet in length, was nearly completed, being laid in courses, and carried up a
Uttle higher tban dam. The masonry in dam and abutment contains 975 cubic yards.
Aboot 73 cubic yards of face-stone for finishing the dam were cut during the winter
iDoatbs, having "been qnarried during the fall.
A temporary dam, in ftom 8 to 10 feet of water, 450 feet in length, was thrown across
from the old dam near its center to the south bank of river, to allow the construction
of the south half of the stone dam to repair the first lock, and reface the long pier.
It was ooDstmcted of 16 cribs, so made as to receive horizontal stringers from 24 to
28 feet long, one set two feet fr^m bottom and another at water-snrface, placed to
receive 3-inch plank at angles oT 50^ with horizon. This dam enabled us to work a
Rood quarry of^ stone in the bed of the river-basin above the stone dam, from which
were taken* 660 cnbic yards of stone for cutting, and 950 cubic yards of rubble. There
is on hand, quarried as this point, for finishing dam, nearly enough coping-stone from
Kaukauna — 73 cubic yards of stone cnt for face, and 900 cubic yards oi ruoble.
In the river, three-fonrtha of a mile above the upper dam at Appleton, through what
was known as the "Appleton Rapids," dredge No. 1, assisted by the United States steamer
Crawford dredged a channel from 60 to 80 feet wide, leaving a depth of from 5 to 7
feet at low water. An estimate gives from 2,000 to 2.200 cubic yards, and from 40 to 50
cords of bowlders having been removed. The material was clay, gravel, and bowlders,
rti^airing to be plowed ; this was done in the latter part of September and during
Oetober and part of November.
In August, the same dredge excavated from Menasha lock 940 feet Into Little Lake
Bottes des Morts, 60 feet wide, and to a depth averaging 5 feet at low water. Tbis ro-
qniffd 1^ feet depth of excavation, 2,800 to 3,000 yards ueing excavated, the material
being gravel and clay. At the outlet of Lake Winnebago, Menasha Channel, this
dredge worked during July and a few days in August, increasing the width of 6-foot
channel to about GO feet. The material has been deposited on the shore side, and I
voald recommend the excavation and removal by dump-scows so as to give a channel
of at least 150 feet in width.
The accompan>iog statement will show the expenditures for labor, and bills which
bave passed through this office, from July 1, 1873, to April 20, 1874.
Statement of expenditures from Julyl, 1873, to April 30, 1874.
E#*T>aini $17,468 58
CouMniction 75,mj :«
Cunt uf boats, tools, tool-liouse, and machinery 14, 72i 82
166 REPORT OF THE CHIEF OF ENGINEERS.
Outfit, additions, repairs, and fael of dredges, boats, and scows |6, 920 85
Surveys 1,827 86
Engineering i. 7,00000
Operating canal 2,240 40
Office 1,877 12
Total 127,42101
An accurate survey was made by Mr. Russell of the North or Menasba Channel, to-
gether with the soundings for a width of one-half to two-thirds of a mile along over
three miles of the north shore of Lake Winnebago. Examinations and surveys weT«
made some miles east and went of the two outlets of this lake for better canal outlet,
and no route, so far as economy is concerned, can be constructed to compare with either
of these channels.
So far as water-powers are concerned, I do not think that the use of what water will
probably be available on the North Channel, with proper restrictions as to the aniount
of water used to the cross-section of canal, will materially obstruct navigation.
They are all secondary to the interests of navigation, and the rights of the Govern-
ment to prohibit the use of the water after being drawn down to a certain point, to the
top of all new dams, or a datum at the locks, for instance, (the Government works Dot
unnecessarily wa^^ting water,) would seem to be clear.
Of the two channels or outlets of the lake, the North or Menasha Channel offers the
least difficulties, and is the more economical to improve to a'depth of 6 feet. At the
outlet into the lake at this channel there is over 6 feet over the rock in place at low
-water, and the rock met with below can be readily and cheaply excavated by closing
the channel by a dam, as has been done before. The Government should, in my opinion,
fix and regulate the standard of heights of water in the various lakes, and a law be
passed to effect that object. The questions of land-flowage and wat^r-powers are get-
ting to be of greater and greater magnitude, and some definite standard now will ob-
viate many difficulties in the future.
By a greater width, or (what might accomplish the object) depth of discharge during
the rainy season, thus preventing the extreme high water, and arranged so that by
closing part or the whole of the discharge, the water can be kept back to level above,
former low-water mark.
This will obviate much injury to lands overflowed in the months of May and June,
and give greater depth for navigation in dry seasons, without further injury to lands.
By your instructions of May 8, 1874, Capt. G. J. Lydecker, Corps of Engineers, U. S. A.
assumed charge of the works May 12, and, by your orders, I reported to him as assistant.
Very respectfully, your obedient servant,
N. M. Edwards,
Assistant Engineer.
Maj, D. C. Houston, ^
Corps of Engineers, V. S, A.
Through Capt. G. J. Lydecker.
I
WISCONSIN RIVER.
Letter of Lieut, F, A, Hinman, Corps of Engineers.
Unitbd States Engineer Office,
Madison, Wis,, July 2&, 1874.
Sir: I have the honor to transmit herewith Assistant Engineer John Nader's report
of operations on the Wisconsin River improvement, for the fiscal year ending June
30, 1«74.
In approving of the aforesaid report, I would state that I favor Assistant Nader's
first project for the future conduct of the improvement, for the reasons set forth by
him.
Maps of surveys of the bridge sites, referred t-o in his report, will be forwarded to
yon as soon as completed ; also plans of changes in the bridges that may become neces-
sary.
A plan and estimates of a dredge and snag boat will also be submitted. It is pro-
posed to build this boat by contract, as suggested by you.
As I have but very recently assumed charge of this improvem^t, I have not yet had
an opportunity to inspect it, and would therefore respectfully refer you in connection
with this to my detailed report (dated September IH, 1873) of an inspection made by
me that covered the whole of the river then improved.
Very respectfully, your obedient servant,
F. A. HiNMAN,
First Lieut, of Engineers, U. S. A.
Miy. D. C. Houston,
Corps of Engineers, U, S, A,
REPORT OP THE CHIEF OF ENGINEERS. 167
Report of Mr, John Nader , Assistant Engineer.
Mapisox, Wis., July 24, 1874.
Snt : The operations were continned at the commencement of the fiscal year accord-
ing to the plan adopted and prosecuted daring the two previous years, i. e., the im-
proremeDt of the river proper by means of wing-dams oonstrncted of brnsh and stone.
The cost and amoant of work done appears in my report of operations for the season
eodiDg December 31, 1873, to which report I would most respectfully refer you. Since
that time there has been no work done, the work being practically closed on October
15, 1873^ for want of funds ; and no appropriation being made so as to be available be-
fore the end of the fiscal year, the works necessarily remained in the same condition
as at the end of the season of 1873.
It was hoped to increase the thirty-nine miles of improved river to at least fifty miles,
bat the forgoing remarks will explain why the same was not done.
Annexed is a detailed monthly statement of expenditures during the fiscal year.
168
BEPORT OF THE CHIEF OF ENGINEERS.
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Cost of work.
The coBt of work, includiDg equipineot and repairs, has remained practically the same
as for previuas work.
From Jaly 1 to November 1, 1873, the total expenditure, as will be seen from the
foregiiio); detailed statement, was 946,*298.09. The work done in the mean time was
twenty-three dams of a total length of 12,891 feet, whence the cost of dams eqnals a
small fraction over $3J)9 per lineal foot ; this, I believe, can now be reduced at least 10
rMDt., as the parties are all well equipped, and both overseers and men have learned
^ experience to work at better advantage.
Condition and general results of the work.
The dams, with few exceptions, have stood well, both against high water and ice.
Ib two cases they bavn gone out, the canse of which will be mentioned farther on.
When built in three or four feet of water the dams have remained just as they were
built, except the sagging of the bmsh ; wherever they were built in five feet or over,
the nagging amounted to considerable, and always caused au overflow more or less ex-
tensive, requiring the raising of the dam.
In closing of lateral branches it often happened that the dam had to be built over a
middle bar; in each case a settling would take place at the juncture of the bar and
tbe deeper water; in a few cases this amounted to as much as 8 feet.
Id the two cases where the dams went out as above mentioned, it happened that a
diy bar was IcMsated in the line of the dam, and it wan considered sufficient to excavate
a trench, lay down the successive layers of brush, and load them with sand ; the head
of tbe dam was, like the other dams, built of brush and stone ; the sand-loaded por-
tion went out, but the head remains sound but isolated, forming an island.
A piece of bank-protection of 2,475 lineal feet was built at Portage City in July,
1873, at a total coet of 11,285.30. The same was built as follows : Tbe bank was first
graded to a slope of 40^ from the horizontal ; from two to three rows of brush-mats
(depending upon the depth) were laid along tbe slope from the bottom to about ordi-
nary low water, and the whole covered with coarse gravel to the top of tbe bank, the
rnvel beiog less than 6 inches in depth. This protection, costing about 50 cenrs per
lioeal foot, bas withstood high wat'Cr, ice, and landing of rafts, is now in bett r condi-
tion than when completed, and at tbe same time clearly demonstrates the proper
BMtbod of bank-protection, wherever the same may be necessary along the line of the
ioiprovement.
The gHneral resnit of tbe work has been all that could be desired.
The condition of the river is not as good, as a general thing, at the present date as it
was at the end of last season, owing to the slight spring rise, which was insufficient to
deposit the sand in the eddies formed, simply moving the same a short distance, and in
some eases leaving a flat bed with from 2^ to 3 fe<?t of water. In every case where
work has been done tbe effect is very apparent ; tbe river has assumed more regularity
in its Gourae ; the bars are rapidly disappearing, and a general deposit is slowly going
on above and below the dams, so far as their influence extends. Tbe changes have
been very slow, owing to the failure of the usual freshets, which alone can clear the
desired channel. From 1870 the only rise of importance was in June, 1673, amonnting to
from 5 to 6 feet ; the remainder of the time water was so low as to make it difficult to
get about, and tbe action of the dams was thereby much retarded.
Tbe worst places operated upon give the best results, as they were necessarily more
vigorouMly attacked.
Duek Creek Flata has now a defined channel never before known, but the same is yet
incomplete, the dam forming the same having been the last of the season of 1873.
Merrimac Flat-a, never known to have more than 1.50 feet at low water before the
improvement, has now a channel of full 5 feet.
Allen's Flat has gradually adjusted itself from above downward to not less than 4
feet of water, excepting the lower end, where the current has not had time to remove
tbe sand, and there remains a bar with about 2 feet of water.
Muscoda Flat has a 4 -foot channel, which is yet somewhat crooked, but gives every
indication of a permanent channel.
For the greater part of the improved river there is a depth of from 4 to 7 feet, and
this will easily be maintained if the water is forced to maintain a permanent location.
Projects of operations for ike fiscal year ending June 30, 1875.
One of two projects may be adopted. Tbe first is to progress as rapidly as possible
without attempting to complete the improvement, but simply to close all lateral chan-
nels in order to get the ri^rer permanently into one channel, and also to construct occa-
nonal win^-dams where it is very wide ; this would give the river an opportunity of
adjusting its regimen more gradually, and to adopt the most natural course.
170 REPORT OF THE CHIEF OF ENGINEERS.
The second is to fiDisb np the work as it progreiBses. This project wonld be more
tedious than the first, and would probably require more dains than the first project
would ultimately require.
By carryini; out the first project the parties now at work wonld advance about thirty
miles, with au expenditure ^f (75,000, making the whole distance worked over sixty-
nine miles.
With one additional party another five miles could be pretty thoroughly improved at
an additional expense of $15,000, making thirty-five miles at a cost of $90,000.
By the second, the present working parties would make about twenty miles at the
same cost, $75,000 ; the work and expenditnre for an additional party would be the same
as in the first project, making twenty-five miles at same expenditure as above, $90,000.
The firsr. project would probably be the most dt-sirable, as it. would afterward greatly
facilitate the moving of materials; the brush in thovicinity of the work would then bis
sufficient to do the required work, whereas now the same must sometimes be carried
several miles after the islands and bottom-lands in the vicinity have been cut over ; the
second growth would furnish the necessary brush to complete the work.
Another advantage would be, that the raft-channel would be improved for a longer
distance, which would be an advantage to the lumberiog interests.
In this connection it would be advisable, if funds would permit, to do some prelimi-
nary work on the following plats : Honey Creek, Blue Mound Prairie, Helena Crossing,
Briubois Slough, and Jones Dale. If these places were improved only to two feet, it
would be of great benefit to the Yellow River lumbering business. The lumber mer-
chants of the Yellow River district already recognize the benefits derived from what
has already been done on the river, and are thinking seriously of improving the worst
places between Portage City and Yellow River, a distance of forty miles, at their own
expense, and on the same plan adopted on the improvement, being confident of thereby
being enabled to run out lumber on low water, wheu the up* liver lumber is unable to
pass the falls.
The obstruction rendered by the upper and middle railroad bridges must be removed
next winter, as it is impossible to pass a boat through even at high water. The officers
of the Milwaukee and St. Paul Railroad Company seem perfectly willing to make
the change as soon as called upon, but expect to be excused until the change was a
real nec<rssity. This it now is, and they should at an early date be called upon to pre-
pare fur next winter.
The bridges are now composed of spans of 100 feet, and I understand their plan to
be to take out two spans and cover this interval by a swing- bridge, which will give
about tiO-feet openings on both sides of the center pier.
The benefits already derived from the improvement have been : That rafts, having
once arrived at Portage City, have run over the improvement without hinderance or
delay ; the same also when they reached the lower work, from Richland City to Port
Andrew ; also, that the steamer Ellen Hardy has been carrying grain at au expense
of 2 cents per bushel from Sauk* City to Portage, until the depth of water below the
improvement was insufficient to run the boat.
One very important fact in connection with the improvement is, that the work
should be commenced as early as possible in the spring ; the water is then at a fair
stage, and laborers can be had in abundance ; also, teams and materials.
The appropriations heretofore available have been entirely too small to prosecute the
work to a degree compatible with the scheme.
The purchase of a dre<lge and snag boat is again earnestly recommended.
Respectfully submitted,
John Nader,
Assistant Engineer,
Lieut. F. A. Hinman,
Corps of Engineers J U, S, A,
Report of Mr, John Kader, Assistant Engineer,
Madison, Wis., Decemher 15, 1873.
Sir : The operations wera resumed in April of the present season at the points left
off in the previous year.
The upper party at Merrimac, and the lower party at Muscoda. A third party was
organiztMl and commenced operations at Portage City, on the unimproved five miles
above the operations of 1871.
The following is the amount of work done during the season :
Portage party 14 dams, 4,649 linear feet-
Merrimac party It dams, 6,732 linear feet-
Muscoda party 14 dams, 6,996 linear feet-
Total 38 dams, 18, 377 linear feet.
BEPOBT OP THE CHIEF OP ENGINEERS.
171
Buik-protection at Portage City 2,475
SeowB built, 45 feet loDg 4
Steam-flcows built - 3
One of the latter was bnilt to replace the hull of the old steam-scow ; the old hull
▼ae applied to the United States qaarter-boat, which had beea used on the survey in
1^.
The steam-scows are flat-bottom boats, 75 feet long, 16^ feet beam, and 44 inches
deep, with pointed bow, square stem, stem- wheel, and draw, light, 12 inches aft, and
3 inches forward.
Saiumary statement of work done to December 1, 1873 :
Total oarober of dams built 94
Total Dumber of linear feet 38,517
To'alnamberof linear feet — ^bank-protection 2,475
Scows boilt, 70 feet long 4
}^W8 built, 45 feet long 6
Steam-scows built 4
Quarter-boat bnilt 1
Biver-scrapers built , . 3
1 qaarter-boat hull, replaced by hull of first steam scow. *
The following will show the amount of rock and brush used in construction of
dams per 100 feet length :
Length of dam.
Depth of water.
Rock.
Brush.
Feet.
Feet.
Corda,
Cords.
250
2.50
8
25
195
2.50
U
22
339
3.50
lOi
27.5
102
3.50
10
27
300
4.00
14
32
Maximum
14
8
11
32
Minimum. ..--.
22
Avense .--.
27
Fascines made per day x>er man
Mats made per day per man
Mate sunk per day per man
25
20
10
Three mate will average 1 cord of brush.
172
EEPOBT OF THE CHIEF OF ENGINEEBS.
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REPORT OF THE CHIEF OF ENGINEERS. 17?
The appended sketch A allows the progress of the improvements. The dark portions
repreoeDt that portion of the river which is practically completed, and needs bnt little
additiooa] worK ; the shaded portions represent the work contemplated to July 1, 1874.
Sketch B shows the work done at I^ortage City, giving location of dams, their
leojt^h, and date of bnilding.
SketcJi C shows the work of the Merriroac party.
Sketch D shows the work of the Muscoda party.
Tb« Portage party has worked over a space of three and one-half miles during the sea-
ion with great success ; the steamer Granite State, which was engaged on this section,,
ran ovrr the whole distance in October, the water being at one foot above lowest
koowD, and the boat drawing over three teet.
The llerrimac party has worked over a space of four and one-half miles with equal
Mccefls, forming a 3-foot channel as rapidly as the work progressed. This pai'ty had
the task of improving Merrimac Flats, which previously never had over 1.5 met at
low water, whereas, now, an apparently permanent channel of 3^ feet exists over the
flats.
The Mnscoda party has worked from Muscoda downward, a distance of seven miles,,
completing the season's work by closing Tiger Slongh, and returning to Mnscoda on
October 16, for winter quarters. The Wiuneconne, drawing 34 inches, made the trip
Lack over the work of the season, with scows and quarter- boat in tow without any
difliculty.
The work, thus far, extends over a space of thirty-nine miles, or nearly one- third of
the river, which will require very little more work to perfect the same. There will be
required two dams in the vicinity of Dekorra, seven miles below Portage City, and the
raising of several of the dams of 1871. Several of the dams on Allen's Flats, nine miles,
leluw Portage, require lengthening ; at the lower end of these flats there was an accu-
niolation of sand which turned the channel into a side branch of the river, which,
auder the circumstances, it will be advisable to preserve, unless the channel originally
d4»igDed will be found clear, after the opening of next season. About 900 feet of dam
will secare the desired eflect. A settling of No. 8 of 1872, 100 feet long, leaves a doubt-
ful channel for about one-half mile; the repairs of this dam will secure over 4 feet over
this space. Between here and the end of this season's work (seven miles) very little
Ifflproveraent will be necessary ; three dams and some bank-protection will probably
ewnpl«te the channel.
From Richland City to Port Andrew, a distance of thirteen miles, the channel is over
S feet and improving, with the exception of three bars, which will require four dams
to eurrect the same.
Borings were made at Orion and Port Andrew to bed-rock, which was found to be
■ot le« than 6 feet below low water; it was hence determined to turn the channel in.
both eases into the north branch of the river, thereby securing one substantial rock-
haok, a d giving the towns the benefit of the improvement. At Port Andrew this was
doae in October by closing Little and Big Tiger Sloughs ; at Orion this can only be
doue at a fair st-age of water when rafts prefer Orion Slough, and will be less likely to
interfere with the operations. The work mentioned will probably be the first work of
the Mnscoda party next spring.
The amount of work probably completed by the end of the present fiscal year (June
30. 1874,) will be fifty miles.
lo order to carry on the improvements as rapidly as desirable during the next season,
an available appropriation of $175,000 will be required. The purchase of a snag-bout is
ncommended to hv operated next season. Aocompauying this report is a diagram of
vater-gauges of ltf73.
Respectfully submitted.
John Nadkr,
Assistwit JSngineer,.
Col. D. C. Houston,
United States Corps of Engineers.
174 REPORT OF THE CHIEF OF ENGINEERS.
APPENDIX C.
ANNUAL EEPORT OF CAPTAIN S. M. MANSFIELD, CORPS
OF ENGINEERS, FOB THE FISCAL YEAR ENDING JUNE
30, 1874.
United States Engineer Office,
Detroitj Mich.j August 3, 1874.
General : I have the honor to forward herewith my annnal reports
relating to the works of harbor improvements under my charge for the
fiscal year ending June 30, 1874.
Very respectfully, your obedient servant,
S. M. Mansfield,
Cajptain of Ungineers and Bvt Lieut. CoL, U. S. A.
Brig. Gen. A. A. Humphreys,
Chief of Engineers^ U. 8. A.
C I.
FRANKFORT HARBOR, MICHIGAN.
The original plan of improvement of this harbor embraced, as esti-
mated,
400 feet sheet-piling |3,259 50
320feet pier-work 13,191 60
800 feet pier-work 52,305 50
1, 520 rnnninK feet 68,756 60
Dredging 64|080 cubic yards, at 25 cents per yard 22,743 10
Total 91,499 70
and contemplated a new cut and two parallel lines of pier- work, with a
width of 200 feet between the cut through the strip of land which
separated the river basin or pond from Lake Michigan ; the length of
north pier 720 feet, and of the south pier 800 feet. The new cut to be
750 south of old outlet.
From a resurvey (August, 1867,) a change in plan required an ex-
tension of the piers iurther into the lake, which increased the estimate
for close-piling and dredging; the north pier to be 672 feet, (21 cribs.)
south pier, 832 feet, (26 cribs ;) 550 feet close-piling and 85,000 cubic
yards dredging; estimated as follows :
For pier- work, 47 cribs $103,400
For close-piling, 550 feet 13,000
For dredging 30,000
Total 146.400
Appropriated 1866-'67 98, 541
1867 and 1868. Work commenced July 1, 1807, and up to June 30,
1868, there was constructed 384 running feet of pier, (12 cribs;) 525
running feet of close-piling, and 117,573 cubic yards of sand, earth, and
clay removed.
Allotted June 30, 1868 $10,000
1868 and 1869. During this fiscal year 12,641 cubic yards of earth
was removed from between the piers ; 114 cords brush put in piers ; 382
cords of stone placed, and 165 cubic feet timber furnished.
AUotted June 30, 1869 |31,500
REPORT OF THE CHIEF OF ENGINEERS. ' 175
To make a good liarbor of refuge, it was recommended that both
piers be carried out to the 12foot curve, 390 feet, aud chaunel dredged
to 14 feet; cost, $60,000.
1869 and 1870. — During this year the north pier was extended 320
feet; channel dredged to 11 feet of water, aud e^ist end of channel re
vetfflents protected by wings.
Transferred to Grand Haven ||pl,885
Appropriated July 11,1870 10,000
Former recommendation, that the piers be extended 390 feet, renewed.
1870 and 1871. — The wings on east ends of north aud south piers ex-
teoded 210 feet; 1 crib (Gi feet) sunk in extension of north pier, aud
cbanuel dredged to 12 feet water.
Appropriated March 3, 1871 (^10,000 00
Lix» aoioant covered into Treasury, (act July 12, 1871) 5, 721 50
4, 278 ftO
Recommendation for extension of piers reiterated ; the north pier 264
feet and south pier 328 feet. Also, that channel be dredged to 14 feet.
Work to cost $56,000.
1871 and 1872. — Two cribs, (64 feet,) one on each, were placed in ex-
teDsion of the piers and superstructure built over them ; also over the
crib sunk in 1871. The north pile revetment was reballasted with stone.
Appropriated Jone 10, 1872 $10,000
A further addition of 264 feet to each pier was recommended, to cost
the estimate of 1871, less $10,000 appropriated, $46,000.
1872 and 1873. — The south pier was extended 65 feet, (1 crib.)
Appropriation March 3, 1873 $10,000
To dredge the channel, it was estimated that $10,000 would be re-
quired, in addition to the $36,000 for construction of the remaining 378
feet of piers, 214 on south and 164 on north side.
1873 and 1874. — Work accomplished in the year ending June 30, 1874
Three cribs were sunk in prolongation of south pier, extending it 150
feet, and saperstructure placed over them, under contract of May 10,
1873, with William Nicolls.
Appropriated June 23, 1874 $10,000
During this season it is intended to sink one crib (50 by 30 by 26 J feet)
in extension of the south pier, to do necessary dredging in channel, aud
close intervals between cribs in the present work, through which a
large quantity of sand finds its way into the channel, aud make some
necessary repairs to the filling.
The recommendations of last year arc here renewed, as well as the
estimate, less $10,000 just appropriated.
From the above review, it appears that the original plan of iniprove-
meut adopted (1866-'67) contemplated an expenditure of $146,400,
which, in June, 1869, was increased by an additional estimate of
«60,000.
There have been appropriated aud allotted for this harbor the follow
iog soms :
Inl866-'67 $9^541
lolsPJ? 10,000
la 1^69, f31,.'i00, less $1,885 transferred to Grand Havea 29, (J 15
lDlr<70 10.000
Inl?-7I 10,0()U
InlJff2 10,000
lnlK73 10.000
lalW4 10,000
Total 188,166
176 EEPORT OP THE CHIEF OP ENGINEERS.
Financial statement
Balance in Treasnry of United States July 1, 18TS |15,007 97
Deduct amount expended last fiscal year 441 46
Amount appropriated by act approved June 23, 1874 10,000 00
Amount expended during the nscal year ending June 30, 1874 12, 178 89
Amount available July 1, 1874 12,387 62
Amount required for the fiscal year ending June 30, 1876 36, 000 00
Statement of vessels entered and cleared at Frankfort Harbor from July 1, 1873, to July I,
1874.
Tonnage. Crews.
Entered 321 53,349 3,190
Cleared 32Q 51,848 3,197
An increase of about 10,000 tons over last year.
Ca.
MANISTEE HARBOR, MICHIGAN.
1866. — The original estimate for the improvement of this harbor was
$180,949, to be expended in 960 lineal feet crib-work on each side of the
channel, which would, at that time, carry the pier-ends into 12 feet
water.
1866 and 1867.--In the spring of 1867, 24 cribs, equal to 768 lineal
feet, were contracted for.
Allotted $60,000
1867 and 1868. — During this fiscal year there were 448 lineal feet of
pier- work built, and 18,326 cubic yards of earth and sand removed from
channel. The pier- work was composed of 14 cribs, (32 feet long,) 4 ou
south and 10 on north pier. The superstructure over cribs in north
pier was completed and filled with stone.
No appropriation given this year.
1868 and 1869. — Daring the year the south pier was extended 256 feety
and the north pier 96 feet. It was then suggested by Col. F. C. Far-
qnhar that to complete the improvement of this harbor both piers
should be extended, the north 512 feet and the south 608 feet, at a
probable cost of $70,000. He. also recommended the removal of the
angle on the south side of channel and the bank revetted ; estimated cost,
$9,000. '
No appropriation ^ven this year.
1869 and 1870. — Some repairs were made on the north side of chan-
nel, at the inner end of north pier, where a breach appeared imminent.
To guard against this the city authorities had some piles driven and
furnished slabs, &c., the United States paying for labor. One crib (64
feet by 20 feet) was built, but not sunk.
Appropriated July 11,1870 $20,000
1870 and 1871. — ^Bach pier was extended 158 feet, (two cribs of 64 feet
by 20 feet, and one of 30 feet square.)
Appropriated March 3, 1871 $9,000
The large Are, which consumed the greater part of the city, destroyed
10,755 cubic feet of pine timber, and some oak, belonging to the United
States, as well as burned the superstructure of 115 feet of south pier.
REPORT OF THE CHIEF OF ENGINEERS. 177
After the fire, the contractor (Tharber) failed to go on with his con-
tract, and in the following spiing (1872) the work was finished by hired
labor.
1871 and 1872. — ^The snperstmctare on the six cribs, sunk last season,
was completed daring this year, and the 115 feet of burned superstruc-
ture replaced, as well as 600 feet of revetment begun on the north side
of the channel.
Appropriated Jane 10, 1872 ^10,00<3
The citizens in the lumber interest purchased a dredge and scows, and
succeeded in deepening the river between lake and lake. Their efforts
will be fatile unless the piers are carried out into deeper water ; there-
fore an additional estimate was made, to carry pier-ends into 10 feet
water, of $112,000.
1872 and 1873.— -The 600 feet of revetment on north side of channel
was finished early in the season, and a contract let for dredging off the
point or angle on south side of channel and revetting bank exposed.
Part of this work was done, but being late in the season, and work hav-
ing to be done in an exposed position, the work progressed xcvy slowly,
and vas not completed by the time the contract expired.
Appropriated March .3, 1873 $10,0lK)
1873 and 1874. — Three hundred and fifty feet of revetment was finished
at the end of May, to which time above-mentioned contract was extended.
The angle or point on the south side having been cut off, allows a heavy
swell to drive against the river-bank just inside the end of the 600 feet of
revetment on the north side, causing quite a wash of sand into the chan-
nel. To obviate this, 355 feet of revetment will have to be added to the
revetment of 1872-73, terminating at a sandy i)oint, but above where the
sea from without or the current down the river will strike. It is pro-
posed to do this work this season. It will require still 140 feet of revet-
ment to completely protect the bank on south side where the point or
angle was removed. This 495 feet of revetment, it is expected, will be
tinished this season.
To carry out the recommendation contained in my last report, viz,
to carry the piers past all shoaler water into a depth of 16 feet, will re-
quire north and south extensions of 650 and 750 feet, respectively ; 28
crihs, 50 feet long, which, at $4,000 each, would cost $112,000.
It appears that the original plan of improvement was estimated to
cost $180,974. There has been appropriated and allotted to this work :
iniaer $6o,ooo
In 1870 20,000
In 1871 9,000
InJ«^2 ! 10,000
In LOT 10,000
In 1874 10,000
Total 119,000
Financial statement
BikUnce in Treasury of Uuited States July 1, 1873 $15,000 87
Dednet amoant exi>eDded in last fiscal year 3,313 00
Amount appropriated by act appToved June 23, 1874 10,000 00
looont expepded dnring the fiscal year ending June 30. 1874 10, 9 15 74
Amount available July 1, 1874 10,742 13
Amount required for the fiscal year ending June 30, 1876 50,000 00
MaUment of ve$9eU entered and cleared at Manistee Harbor, Michigan, from July \, 1873, to
July 1, 1874.
Entered: number, 1,705; tonnage, 337,000; men, 15,120.
Cleared: number, 1,755; tonnage, 3:19,720; men, 15,530.
An increase of about 75,000 tons over last year.
12 B
178 REPORT OF THE CHIEF OF ENGINEERS.
C3.
LUDINGTON (PllRE MARQUETTE) HARBOR, MICHIGAN.
There were two propositions for improving tbis harbor; one estimated
to cost $270,682.16, at the first or present entrance, the other, distant
abont a mile, to cost (new cut) $269,136.49.
These amounts were very nearly equal, but it was thought the money
could be expended to greater advantage at present entrance.
Appropriated 1867 $50,000
1867 and 1868. — Duiing the year 19 cribs were built and sunk, mak-
ing 608 feet of pier, 17 cribs on the south and two on the north side.
The piers were built to the surface of the water.
The plan adopted for the improvement here was, to build a south
pier, commencing at a point 20 feet south of the slab-pier, extending
into Lake Michigan 640 feet ; to build a north pier, in extension of the
present (1867) pier, 450 feet long ; to remove old slab-pier on south side,
and cut down slab-work on north side, replacing it by timber super-
structure. The direction of piers to be 3° north of west, and the chan-
nel 200 feet wide.
1868 and 1869. — The superstructure was put on south pier, and four
cribs (128 feet) added to the north pier, as well as 8,900 cubic yards of
earth and sand removed from the channel.
Allotted $31,500
1869 and 1870. — The north pier was extended 384 feet, (12 cribs;) a
superstructure was put over cribs sunk in 1868.
'*It is urgently recommended th<at the old slab-pier on south side be
removed, and the bank revetted ; estimated cost, $52,000."
Appropriated July 11, 1870 , |10,0tH)
1870 and 1871. — ^The superstructure over the entire north pier was fin-
ished this year, and the piers thoroughly ballasted.
Appropriated March 3, 1871 $10,000
1871 and 1872. — A crib 30 feet square was placed at outer end of
north pier, and 135 feet of pile-pier built east from south crib-pier; and
dredging from the channel and the old slab-pier by United States ma-
chinery.
Appropriated June 10,1872 $10, CM
1872 and 1873. — Two hundred feet of south slab-pier and bank were
dredged away and revetted at side and end. A channel was left with
llj feet of water.
Appropriated Maroh 3, 1873 t25,00#
1873 and 1874. — Six cribs of 60 feet each were built and sunk this
season, and a small part of the superstructure placed thereon. Od«
crib (the outer) lightened up late in the fall of 1873, and rolled over into
the channel. There was 6,520 cubic yards of dredging acoomplished,
mostly of sand and slabs from eld pier, with a little from the cbannel-
way.
The escaped crib has not yet been replaced. Most of the superstruc-
ture has been put on the five remaining cribs of last season.
Appropriated JaoeSS, 1874 $20,00t
Twenty-five thousand four hundred and forty was estimated to com-
plete the interior work, of which $2050(ti[) is now appropriated. To con-
struct the remaining 200 feet of pier-extension will cost the unappro •
REPORT OF THE CHIEF OF ENGINEERS. 179
priatcd balance, $15,000. This, with the $5,440 for interior work, will
suffice to complete the estimated improvement.
Channel-dredging will be necessary, and $10,000 m^y be required for
that parpose.
Parties at this point are very anxious to have a channel-way with 13
to 13J feet of water, to accomplish which it will be necessary to extend
the crib-piers.
It is thought that, with the use of the Government machinery now at
work here, the entire removal of the south bank and the revetment of
the exposed face will be accompl|shed with the available funds.
The original estimate for this work was $270,682.12. There was
appropriated —
In 1867 • $50,000
In 1868 31,500
InlrfTO 10,000
InlH71 10,000
Inlc«7a 10,000
Inl-i^rs 25,000
la 1574 20,000
Total 156,500
Financial statement
Halance in Treasury of United States July 1, 1873 $25,000 00
Amonnt in hands of officer and sabject to bin cbock 3, 864 17
Amount appi-opriated by act approved June 23, 1874 20, 060 00
Amount expended during the fiscal year ending June 30, 1874 19, 414 68
AmouDt available July 1, 1874 27,866 83
AmuQut required for the fiscal year ending June 30, 1876 10, 000 00
•
f^latement ofreHstIs entered and cleared at Ludington Harhor, Mkhiganj from July 1, 1873,
to Jitly 1, 1874.
Kntered : number, 746 ; tonnage, 86,101 ; men, 3,9S2.
Cleared : number, 743 ; tonnage, 96,146 ; men, 4,063.
Ad increase over last year of about 30,000 tons.
C 4.
PENTWATEE HARBOR, MICHIGAN.
'' The original plan adopted:Toincrease width of outlet from 76 feet to 150
feet, and dredge to a depth of 12 feet throughout, involving the removal
of 127,028 cubic yards earth and sand ; to construct 2,120 running feet
pier-work, (1,280 feet on each side.) Estimated cost, $327,713.40.
Appropriated for 1867 $55,006
1867 and 1868. — ^Work commenced latter part of July, 1867, and during
the year 320 feet of pier was built (10 cribs) in extension of the south
pier, and 15,944 cubic yards of earth removed from channel.
1868 and 1869. — During this fiscal year the south pier was farther
extended 256 feet, and 22,632 cubic yards earth removed from between
piers.
Appropriated in 1869 $18,000
To complete improvements an estimate of $40,000 was made, and
recommended to dredge away slab-revetment on the south side of en-
trance.
1869 and 1870. — A north pier (600 feet) was built daring the year.
%
180 REPOKT OF THE CHIEF OF ENGINEERS.
The recommendation of last year, viz., to dredge away slab-revetment,
$40,000 estimated, was renewed.
Appropriated July 11, 1870 $10,000
1870 and 1871. — During the year the superstracture over north pier
was finished and south pier fully repaired. Two hundred and sixty-one
dollars and seventy-three cents was covered into the Treasury by act
July 12, 1870.
Appropriated March 3, 1871 $10,000
1871 and 1872. — A pier-head, 30 feet square, for north pier, was sunk,
and 95 feet of pile-work connecting the south pier with the shore con-
structed, and channel dredged to 12 feet of water.
Appropriated June 10, 1872 130, OOU
1872 and 1873. — During the year the whole of old slab revetment
(south) was removed a length of 1,382 feet, with dredging along the
face exposed, increasing least width from 75 to 115 feet. Removed a
large quantity of sand from channel (62,882 cubic yards) and built 1,042
feet pile-revetment on south side, except a portion of top timbers of last
300 feet, and the filling incomplete.
Appropriated March 3, 1873 $20,000
The contract with T. Stewart White, September 2, 1872, was com-
pleted August 19, 1873. The top timbers and entire filling of the 300 feet
of revetment left incomplete at date of last report was finished that date.
Under the second contract (May 15, 1873) with the same party, two
cribs for north pier were placed (100 feet) in extension of the north pier,
and superstructure built over them, which still requires an additional
weighting of stone.
In the last report 150 feet of pier extension was said to be required,
to be added to either pier as might be found necessary.
No appropriation is asked this year.
The original estimate called for $327,713. There was appropriated —
In 1867 $55,000 00
Inl8G9 18,000 (Hi
In 1870 10,000 00
In 1871 10,000 00
In 1672 30,000 00
In 1873 20,000 00
Total 143,000 Oti
Less amount covered in Treasury 261 73
142,738 ^
Financial statement.
Balance in Treasury of United States July 1, 1873 $20,000 Ou
Amount in hands of officer and subject to his check 10, 003 55
Amount expended during the fiscal year ending June 30, 1874 23, 639 51
Amount available July 1, 1874 6,364 04
Statement ofvesseU entered and deared Pentwater Rarhor from July 1, 1873, to July 1, 1^4.
Entered : number, 453 ; tonnage, 48,467 ; men, 3,460. ^
Cleared : number, 470 ; tonnage, 45,077 ; men, 3,556.
A falling off of about 40,000 tons the last year.
C5.
WHITE RIVER HARBOR, MICHIGAN.
The plau adopted for the improvement of this harbor was to make a
new cut about 1,200 yards south of the (present) small entrance. At the
REPORT or THE CHIEF OF ENGINEERS. 181
proposed point only a very narrow strip of laud, with but slight eleva-
tion, separated the two lakes, leaving but 1,250 feet between the 12-foot
carves of each lake. To cut this out 200 feet wide and 12 feet deep, pro-
tect the banks with sheet-piling, and for pier- work, it was estimated the
cost would be $170,530.80.
Appropriated 1867 $57,000
1867 and 1868. — Dredges commenced work in July, 1867, and up to
close of the year 105,377 cubic yards of earth and sand was removed,
and about 1,000 running feet of close piling built.
1868 and 1869. — ^Xo work, except the driving of a few piles, was done
during this fiscal year.
1869 and 1870. — One thousand five hundred and sixty-two feet of pier
was built and 64,067 cubic yards of earth dredged, leaving a channel
of 84 feet and over, where the preceding year was but 3 feet.
Allotted $45,000
1870 and 1871. — Two hundred and fifty-six feet was added to the north
pier and saperstructure continued thereon, as well as piles driven for
^ feet more pier. A channel of 10 feet water was obtained.
Appropriated July 11, 1870 |20,000
Appropriated March 3, lb71 20,000
1871 and 1872. — The superstructure of north pier, over the 64 feet of
piling mentioned in previous report, was put on and carried on a farther
distance of 96 feet on piles driven since then. Piles were also driven
tor a 40-foot square section intended for a pier-head.
On the south side the pier was prolongated 6S feet, beyond which the
piles were driven for a further extension of 28 feet. The filling in the
piers about the shore-line was thoroughly overhauled.
Appropriated June 10, l!=^2 |10,000
REMARKIS.
To make tbe piers complete, as originally designed, the south pier should be extended
1% feet, even with the north pier, at a cost of ^6,940.
»
1872 and 1873. — The work accomplished this year consisted of super-
stnictnre on 28 feet of piles, ballasting bot h piers with brush and stone,
carrying a fender-strip along channel-face of north pier, and dredging
the channel. No pier-extension was made, owiug to the imperative need
of dredging.
Appropriated March 3, 1873 !|!7,000
KECOM^I ENDED.
A |»ermanent improvemeut demands that the south pier shall be extended 450 feet,
to \^ feet water, at a cost of $48,000.
The sooth pier lacks 104 feet of completion^ as designed in 1870.
Tlie United States dredging-apparatus removed 20,680 cubic yards of
sand, &c., from the channel during the year.
1873 and 1874. — During the year tbe work at this harbor has been
limited to making repairs, filling i)iers with brush, slabs, and stone-
ballast.
Appropriated June 23, 1874 |10,000
With this last appropriation it is intended to put out a crib, 50 by 24
^wt, in prolongation of the south pier ; obtain 300 cords of slabs and
-00 cords of stone for filling and ballast. A portion of this appropria-
182 REPORT OF THE CHIEF OF ENGINEERS.
tion will be held over for dredging should such contingency occur, as
appears likely.
To carry out the permanent improvement suggested in 1873, that is.
pushing the south pier into 16J feet water and the north pier into 11
feet, $44,525.60 will be required, which, together with $5,000 for dredg-
ing, (mentioned in last report,) will make $49,525.60, which amount
could be profitably expended during next fiscal year.
The original estimate for this harbor was $170,538.80. Amounts ap-
propriated as follows:
In 1867 ^57.000
In 1869 45,001)
In 1870 '20,000
In 1871 t>0,00ii
In 1872 10,000
In 1873 7,0(M>
Id 1874 10,0(K>
Total 169,000
Financial statement.
Balance in Treasury of United States July 1, 1873 .^,003 o^*
Deduct amount expended in last fiscal year 1, 907 91
Amount appropriated by act approved June 23, 1874 10, 000 tK)
Amount expended during the nscal year ending June 30, 1874 4, 449 7^
Amount available July 1, 1874 10,645 «»
Amount reqi4red for the fiscal year ending June 30, 1876 49, 525 <iO
Statement of vessels entered and cleared at White River Harbor from Juhf 1, 1873, to JnU
1, 1874.
Entered : number, 927 ; tonnage, 111,744 ; men, 4,506.
Cleared : number, 926 ; tonnage, 111,617 ; men, 4,500.
An increase over last year of about !}6,000 tons.
C 6.
MUSKEGON HARBOR, MICHIGAN.
Original plan : It was recommended that an extension of the piers be made in a line
of direction parallel to the inner face of south pier, (south 61^ 31' west,) commeucin*;
at the present extremities, until a depth of 17 feet is reached.
Requiring 700 feet of pier- work j estimated cost, $58,450.
Appropriated March 2,1867 «59JK»»k
1866 and 1867. — Nothing done during fiscal year.
Engineer in charge recommends:
That upper portion of present slab-piers be replaced by a crib-superstructure, stone-
ballast, to cost $64,000.
But there appeared no necessity therefor, and no appropriation was
asked
1867 and 1868.— Daring the year 384 feet of pier was built, (12 cribs,)
work having commenced in July, 1867.
Ten thousand dollars was asked for the next fiscal year to build upper
part of a portion of the old piers.
1868 and 1869. — During the year two cribs, 32 feet each, were placed
in extension of the north and one in extension of the south piers, ami
superstructure on all completed. Twenty-eight thousand dollars was
estimated to replace superstructure (crib) over slab-work in repairs to
interior of crib pier.
REPORT OF THE CHIEF OF ENGINEERS. 183^
1869 and 1870. — The north pier was extended 320 feet and south pier
reballasted, and repairs to breach between east end of south pier and
old slab-pier repaired.
Appropriated July 11,1870 |;10,000
The estimate of $28,000 recommended.
1870 and 1871.— The superstructure over cribs sunk in 18C9 was fin-
ished, and one crib, 32 feet square, placed as pier-head on north pier,
and the nerth and south piers repaired ; the south pier reballasted.
Appropriated March 3, 1871 $15,000
The estimate, $28,000, again put forward ; also for $4,000 to purchase
stone to reballast north pier.
1871 and 1872. — ^The construction of a pier-head, 32 feet square, with
saperstructare over it, and the two cribs sunk in 1869-'70, left the north
pier complete. A breach through slab-pier, where it joined south Gov-
ernment pier, was closed with 34 feet pile-pier.
Appropriated June 10, 1872 $10,000
5o further appropriation was asked.
1872 and 1873. — Under contract with Bird & Mickle the superstructure
of north pier-head was rebuilt in October, 1872. During fiscal year there
was accomplished under this contract: Piling, two rows, complete, for
2.iO feet south pier; waling and binder on channel-row and first course
of timber complete for 160 feet of pier.
An extension of the south pier 400 feet into the lake, at a cost of
$56,000, was strongly recommended.
1873 and 1874. — The work under contract with Bird & Mickle was
completed September 30, 1873, by converting old slab-piers into pile-
piers, 350 feet on south and 250 feet on north side of channel, with
necessary repairs.
In last report $56,000 was asked to extend south i)ier out into the lake
to 18 feet water ; and of this amount $10,000 was appropriated, which
will be expended the coming season in extending the south pier 50 feet,
(one crib,) and making certain needed repairs, especially necessary on
north side, east of work of last year, where old slab-pier was burned
and where a threatened breach is imminent.
Amount required $46,000, which can be profitably expended in fiscal
year ending June 30, 1876.
The original estimate called for $58,450. There has been appro-
priated—
In 1867 159,000
InlWO 10,000
Inl871 15,000
In 1872 10,000
In 1^4 10,000
Totar. 104,000
Financial statement
Amoont in bauds of officer and subject to bis check $9, 778 40
AoioQiit appropriated by act approved Jane 23, 1874 10, 000 Ot>
Amoont expended during tbe fiscal year ending June 30, 1874 9, 698 43
Amount available July 1, 1874 10,0/9 97
Amount required for the fiscal year ending June 30, 1876 46, 000 00
Statement of vesseis entered and cleared ai Muskegon Harbor during the year.
Entered, number, 2,479; tonnage, 460,386; men, 19,700.
Cleared: number, 2,570; tonnage, 462,443 ; men, 20,001.
An increase of about 30,000 toud over the last year.
184 REPORT OF THE CHIEF OF ENGINEERS.
C7.
GRAND HAVEN HARBOR, MICHIGAN.
Appropriated in 1852, $20,000, as per copy of letter to Senator Ferry^
dated Office Chief of Engineers, June 23, 1873. As given in tabular
statement accompanying report of Chief of Engineers, 1866, $2,000.
Plan of improvement, (Colonel Graham, 1857 :)
To defend the concave bend in the sonthem shore of the river below the town by a
close-piling, and to build two parallel piers out into the lake in prolongation of tba
river-channel ; the south pier by cribs for 600 feet.
Appropriated June 23, 1866 $65,00f
Of this amount, $11,241.22 was expended in repairing 309 feet of pile-
pier on south side, (built by railroad company in 1857.)
The following estimates were given :
1. To include close-piline and repairs of piers $31, 967 4*2
2. For extension of south pier 61, 902 57
93,869 99
Deduct balance of appropriation 53, 758 77
40, 111 22
3. For construction of north i>ier 258, 900 48
Total 299,01170
1866 and 1867. — Work commenced in June, 1867. Six cribs, each 32
feet, were placed in extension of south pier, and 500 feet close-piliug
constructed.
Appropriated March 3, 1867 $40,000
It was recommended that the building of north pier be not deferred.
Estimated cost, $200,000.
1867 and 1868. — During this year 1,943 feet of close-piling was finished,
and two cribs, 32 feet each, placed in extension of south pier.
1868 and 1869. — ^The south pier was extended 100 feet, and old pile-
work, interior to that part of same pier, (D. and M. railroad,) repaired in
1866, repaired for a distance of 465 feet.
Allotted April 10, 1869 $l,86l»
Transferred from Frankfort 1, 881
It was recommended —
To complete the improvement a pier on north side is necessary, and repairs to old pile-
pier continued for an additional length of 600 feet. The north pier to be 1,700 feet
long, to cost .^200,000 ; and coat of repairs to old slab-pier, $14,000.
1869 and 1870. — 461 feet of old pile-pier was repaired, inward from work
of 1866. A crib, 32 feet by 20 feet, was placed to protect the shoulder
made by the pile- pier where it joined the crib-work.
Appropriated July 11, 1870 $10,00#
Recommendation for north pier again made.
1870 and 1871. — During this year about 200 feet of old pier was re-
paired.
Appropriated March 3, 1871 |6,00#
Additional estimates were made as follows : Additional repairs and
reballastinnj necessary to crib- work, $5,300; repairs to pile-revetmeut,
(of July, 1867,) $36,000; also, a pierhead to south pier, $7,000.
Kecommendatious for north pier a^ain put forward.
1871 and 1872. — During season 460 feet of repairs were completed.
Appropriated June 10, 1872 $15,009
REPORT OF THE CHIEF OF ENGINEERS. 185
The recomiDendatious made in former reports: for a pier-head, $7,000 ;
north pier, $200,000; and repairing and replacing inner revetment,
which would need a further appropriation of $26,300; total, $233,300,
were again renewed.
1872 and 1873. — During this year 700 feet pile-revetment, 14 feet wide,
was constructed, to replace old work built by the railroad company ;
aod repairs put upon south pier, consisting of overhauling and replacing
of filling and ballast, which ^a4 become displaced by heavy seas, put-
tiog in additional filling, and protecting pier-head crib with upright tim-
bers, and piling and leveling superstrncture.
A break in pier under bell-house and another at shore-line were also
repaired.
Appropriated March 3, 1873 1^75,000
It was suggested that old revetment be repaired and maintained, a
new work be constructed, cutting off bend in river-bauk in a line with
work of 1872.
1873 and 1874. — The United States dredging-apparatus had removed
safiicient sand on the line of proposed north pier to enable the con-
tractors, Messrs. Squier and White, to commence driving piles on the
7th July, 1873, under contract dated May 15, 1873, providing for the
construction of the first three sections of north pier, 21 feet.
The weather throughout the entire season was most favorable for out-
side work, and on the 29th November the last pile of the revetment
and close- piling (1,506 linear feet of pier) was driven, much of the super-
strncture plac^ thereon, 700 feet of the work filled with slabs to the
required height above water, and a cargo of stone placed on the filling
at the pier-head, as completed, to hold the filling in place through the
winter.
On the 8th of April, 1874, dredging was commenced on the line of
the proposed 20-foot pile-pier or outer section of north pier, and was
completed June 18. On the 19th June the apparatus left this harbor
for Ludington, having removed 45,488 cubic yards of sand in connec-
tion with this entire work.
The contractors, on May 4, commenced driving the piles for the out-
side work, and have pushed matters so that only 250 piles remain to be
driven to complete that part of the work.
Much of the filling has been placed in this work to the water-surface,
and some stone placed thereon to secure it.
The superstructure is well advanced and nearly completed for one-
half the section, viz., 300 feet.
The alignment of the whole work, considering the very aw'kward ac-
tion of the piles in driving, is very good, and the work is certainly sub-
i*tantial, as the avei-age depth of the dredge-cut was about 16 feet, and
the average depth of driving a trifle over 13 feet.
The extremely rough and continuous northwest weather of last fall
caused the formation of a bar on the prolongation of the north-pier line,
upon which bar, for the first 200 feet from the pier, there was not to ex-
ceed 3 feet of water. This bar was also driven over into the channel-
way, 80 as to leave only about 200 feet of water-way available during
the winter and early spring. It has, however, gradually worn away, so
that with the dredging and the action of the current it is so reduced as
to no longer interfere with navigation.
The same rough weather carried out the filling from the open pile-
work at the "bell-house" (south pier) for a space nearly 100 feet in
length, leaving a depth of from 1 to 4 feet of water through the pier.
186 REPORT OF THE CHIEF OF ENGINEERS.
This, with the loss of smaller amouuts of filling at diflferent poiuts far-
ther east ill the work, is about the extent of the damage done.
Some repairs in the shape of overhauling and refilling were put upon
this pier immediately after the last fiscal year.
The machinery of the United States dredge and tug received some consid-
erable repairs at this harbor during the winter months, and the dump-
ing scows were hauled out and received repairs amounting nearly to a
rebuild. These repairs were very much needed, as the hulls had been iu
use four seasons, during which time they had not been overhauled.
The new dump-doors were furnished with a hinge, which so com-
pletely confines sand in the hoppers that not the least escape can l>e
detected.
The present season opened very late, and lias been productive of
more rough weather than is common to the early months. The prog-
ress of the work has been much impeded in consequence,
AH materials are on hand, however, and bad weather is the only
cause of delay.
In May last I directed snch survey and examination of Grand Haven
Harbor as would develop any changes which might have taken place
since the survey of 1871.
A comparison of the two surveys shows some very marked changes
both as to depth of water and shore-lines.
As will be seen by reference to sketch accompanying my project for
this season's work, June 30, 1874, the shore- line on the north side makes
the pier at a point 12 feet east from the outer angle of the work, and
extends to the northward in a regular line, giving a good beach, from
which the water deepens gradually as on the south side.
This shore-line has been and is advancing very rapidly, and has
nearly reached the general line of beach, as prolonged from the north-
ward of the harbor.
The sand is rapidly filling in behind the north revetment, and will
undoubtedly bear against the work soon after all the filling is placed
and settled.
The depth of water developed outside the piers shows a water-way
averaging nearly 350 feet in width, in which not less than 20 feet depth
is found, and which holds good on the ground but lately occupied by
a 16-foot bar, which is certainly satisfactory, and especially so wbeu
he fact is considered that there had been no freshet worth}' of note, in
fact scarcely any at all, prior to the time at which this survey was
made.
This increased de])th of water may be fairly considered as the direct
consequence of confining the ordinary volume of discharge of Grand
River to a 400-foot width of way by means of a north pier.
At a point on the north side of Grand River, at the old railroad dock,
just opposite the town, sand has blown over in such quantities that
quite a bank has foriped, projecting more than a foot above the
level of the water. Although there is but little, if any, current at this
place at present, in times of freshets the whole bar or bank might l>e
carried off into the channel.
About half a mile above the town, on the north side of the river, the
constantly accumulating sands have assumed the character of a land-
slide, which is about to force into the stream the revetment iiloug the
line of the deserted track of the Detroit and Milwaukee Railroad. Sev-
eral breaks already exist in this rcv^etment, and should it give way alto-
gether, which it must soon do, it may cause some annoyance to naviga-
tion.
The lands on the north side, for a distance of a mile above town, are
REPORT OF THE CHIEF OF ENGINEERS. 187
entirely in disnse, and there is consequently no incentive for private
enterprise to nndertake a protection of the bank of the river at this
place.
It would seem that something should be done to protect the harbor
from encroachments of sand from this source.
This year the north pier will be extended 300 feet, terminating it op-
iwsite a point about 100 feet short of the end of the south pier. On
the south side 500 feet of revetment, eastward of and on a line with
the work of 1872, will be built, cutting off the point where the water-
way is contracted some 75 feet.
The original estimate for this harbor (18GG) amounted to $290,011.70.
There has been appropriated as follows :
InlS52 120,000 00
Inl.*J66 65,000 00
him 40,000 00
Inl^69 I,8(i6 00
In 1870 10,000 00
In 1^71 6,000 00
In 1872 15,000 00
In 1873 75,000 00
lnl!^4 50.000 00
282, 866 00
Tranafrered in 1870, Frankfort 1,885 00
Total... 284,751 00
Financial statement.
BaUoce in Treasury of United Statea July 1, 1873 $75,000 00
Affloontin hands of officer and subject to his check 6,305 76,
Affioant appropriated by act approred June 23, 1874 50,000 OO'
Affioant expended during the fiscal year ending June 30, 1874 51, 595 20
Amoant available July 1, 1874 79,710 56
Stafemeni of vessels entered and cleared at Grand Haven Harbor during the year.
Entered: number, 1,350; tonnage, 443,114.
Cleared: number, 1,341 ; tonnage, 439,522.
C8.
BLACK LAKE HARBOR, MICHIGAN.
The plan of improvement for this harbor was to extend north pier 250
feet, and soath pier 275 feet, to bring them into 12 feet of water. At
the entrance to Black Lake the channel to be close-piled for 1,125 feet on
north and 425 feet on south sides, to reach 12-foot carve. The channel
between the piers (bnilt by the citizens of Holland) and extensions to
be dredged to a depth of 12 feet, reqniring the removal of about 80,000
cubic yards, to include removal of point of marsh through which sheet-
piling will pass.
Amount required to complete harbor, estimated :
For dredging J28,935 33
Forpiering , 43,220 48
For cloBe-piling 15,745 23
For sheet-piling 18,337 00
Total 106,238 04
%ropriatcd in 1866 ' 55,615 31
188 REPORT OF THE CHIEF OF ENGINEERS.
1866 and 1867. — ^Dredging was commenced August 6, 1867, and dar-
ing seasoD aboat 15,000 cubic yards material removed. Up to June 30,
1868, 81,945 cubic yards sand was dredged in making required channel,
and 352 feet pier built.
Appropriated in 1867 $51,000 00
No- further appropriation was asked.
1867 and 1868. — Four cribs were placed on north side, and 22,650
cubic yards sand dredged.
1868 and 1869.— During this fiscal year 5 cribs, 32 feet by 20 feet
each, were placed on line of south pier, extending it 160 feet, and 1
crib of same dimensions on north pier, with the superstructure fiuished.
1869 and 1870. — ^The north and south piers were repaired, and a pier-
head (32 feet square) placed to protect south pier ; 575 feet of revetment
was constructed to protect channel bank on north side of upper end of
the cut.
AppropriatedJaly 11, 1870 tlO.OOO 00
It was recommended, as imperatively necessary, to revet the sides of
the cut ', the length of revetment, 530 feet on north and 900 feet ou south
side of channel; to cost $25,801.75. Also, a recommendation that
$5,000 be given to dredge channel.
1870 and 1871. — During the year a crib 32 feet square, built up to
water-surface, was placed at end of north pier ; 100 feet of crib- work,
connecting inner end of south pier with shore-line, also built.
Appropriation March 3, 1871 - $10,000 00
It was suggested '^ that the revetment to channel- way should be finished
as soon as practicable.'^ Eight hundred and fifty feet close-piling, iu
addition to what wa« under way, was required ; cost, $12,500.
1871 and 1872. — During this season 640 feet of pile-revetment was
completed, 320 feet on each side of the cut inward from the ends of the
old piers. The superstructure of 100 feet of crib-work at inner end of
south pier (begun in 1870) was finished ; also the pier-head crib to north
pier. A protection of i)iles was constructed around the north pier-
head.
Appropriation of Jane 10, 1872 tlO,000 00
Eemabks. — That the former estimate for this work (revetment of the
cut) was deemed insufficient, and that there would be needed, in addi-
tion, $7,000 to complete it, and $5,000 for dredging and contingencies:
total, $12,000.
1872 and 1873. — ^The United States dredging-apparatus commenced
work in August, 1872. Up to September 9, 1872, 15,660 cubic yards of
sand was removed ; but the day after the dredge left the harbor a heavy
blow set in, continuing some days, leaving the harbor in the same con-
dition as before dredging commenced, viz., 6 feet water in mid-channel.
Four hundred feet of revetment was built on north and south sides
of channel, 200 feet on each side, and repairs put upon both piers, con-
sisting of overhauling filling and filling spaces between cribs, and some
stone i)ut in north pier-head.
In tbe spring of 1873 but 6J feet of water was found in the channel.
No dredge wa^ available, so the steam tug Tempest was engaged to
remove the sand with her wheel ; 16,666 cubic yards was removed iu
this manner, leaving the channel with very level bottom for whole space
between piers, and allowing vessels to enter in lOJ feet water.
Appropriated March 3, 1873 |12,000 OQ
The extension of both piers 300 feet during next year, (1874,) which
HEPOKT OF THE CHIEF OF ENGINEERS. 189
would leave the mouth of the Ghannel in 15 feet water, was recommended,
at an estimated cost of $50,000.
1873 and 1871. — ^i^Iessrs. Galbert & Hopkins, under contract providing
for the building of 400 feet of revetment, 14 feet wide, completed their
work October 4, 1873.
This work consists of a projection of the south revetment 90 feet east-
ward, and of 328 feet of revetment, forming a wing to, and at an angle
of 67^ 30^ south from, the south revetment in Black Lake.
Alter the close of the contract-work the foreman was instructed to
procure shingle-cuttings, with which to replace some of the filling in the
revetments on either side of the channel.
The cuttings were placed very carefully, and being mixed in with the
slabs before used, have served the purpose for which they were intended,
viz., to keep the sand from working through and under the coarser
filling.
Through lack of funds it was found necessary to suspend this work
of repairs, which should be prosecuted under the present yeai^'s appro-
priation, and the overhauling made thorough and complete.
The developments of a survey recently made show this harbor to be
in better condition, in all regards, than at any spring examination here-
tofore made, save that of 1870, when from 12 to 13 feet of water was
fonud. This was caused by the formation of a barrier of grounded ice
across the mouth of the harbor in the month of January, 1870, which
barrier suddenly giving way allowed the heavy accumulation of water
ill Black Lake to pass into Lake Michigan, which it did in one night,
■scouring the sand from the channel so as to leave the depth of water
above stated.
An extension of the piers is necessary iu order that the entrance to
the harbor may be in water of such depth that the action of seas will
not form bars so readily across the mouth from the sands swept from
the shoals behind the piers.
The present yeai-'s appropriation will help this harbor considerably,
hot until the pier-heads stand in about 15 feet of water it is thought
this trouble from bars will continue.
It is intended this year to extend both piers out into the lake as far
as t&e funds will admit.
Appropriation Jnne 23, 1874 $15,000 00
The original estimate called for $106,238.04. There has been appro-
priated :
Id 1866 $55,615 31
lolee? 51,000 00
In 1^70 10,000 00
Inl871 10,000 00
In 1872 10,000 00
In 1873 12,000 00
Iol«J74 :... 15,000 00
Total 163,651 31
Financial stafsment
Babnce in Treasnry of Unit«cl States Jnly 1, 1873 $12,007 35
AmooQtiii hands of officer and subject to his check 1,042 38
A.iDOQnt appropriated by act approved Jnne 23, 1874 15,000 00
Anumnt expended dnrinp; the hscal year ending June 30, 1874 12, 720 76
Amoont available Jaly 1, 1874 15,328 97
Ajnoant required for the fiscal year ending June 30, 1 876 35, 000 00
190 REPORT OF THE CHIEF OF ENGINEERS.
Statement of vessels enia'ed and cleared at the harbor of Black Lake dutiitg year.
Entered: number, 500; tonnage, 31,340.
Cleared : number, 500 ; tonnage, 31,449.
The same number of vesBels as the year before, Bhowing that a larger class of vessels
make tbis port than formerly.
Cg.
SAUGATUCK HARBOR, MICHIGAN.
Previous to the Government survey (in 1866 and 1867) and examina-
tion at this harbor, the citizens had expended considerable money in
endeavoring to improve it. At that time they had a good slab-pier on
each side of the channel, extending 500 feet on the north and 1,575 on
the south, giving them a channel of about 7 feet.
The project approved for the improvement of this harbor was to ex-
tend the south pier 416 feet, and the north 1,632 feet, carrying their ends
into 12 feet water — these piers to be parallel to each other and 200 feet
apart — and to dredge a channel between them to a depth of 12 feet.
Also, to cut a channel in the bay 200 feet wide and 12 feet deep, to con-
nect with the deep water near the first bend.
Estimated cost, in total |203,295 SD
1868 and 1869. — No Government improvement had been undertaken
np to this time, but a commission was appointed to examine and report
upon further or other improvements suggested by Bvt. Lieut. Col. F. U.
Farquhar, viz., to revet the left or south bank at the bend, then continue
that revetment to the east end of south pier. On the north side he pro-
posed to build 1,660 feet of revetment, 770 feet close piling, and 6 cribs
of 32 feet each, at a cost of, for both sides, $86,398.48, This estimate
included 60,740 cubic yards of dredging.
Allotted in 1868 $23,900 00
Allotted in 1869 6,100 09
30,000 00
1869 and 1870. — During this season 1,200 feet of revetment was com-
pleted.
Appropriated July 11, 1870 $10,000 00
An estimate for $6,000 made to secure the long slab-pier on the south
side.
The recommendation was renewed that the north pier be carried out
as soon as possible.
1870 and 1871. — The revetment was completed as far as •east end of
south pier.
Appropriation March 3, 1871 f 10, 000 00
1871 and 1872. — ^The work of protecting the south slab-pier for a length
of 365 feet was finished. Some refilling in work of 1870 found neces-
sary.
Appropriation of June 10, 1872 |15,000 00
Becommendation for north pier and revetment was renewed.
1872 and 1873. — ^The south-side revetment was completed. Some slight
repairs were made to the piers by hired labor.
The piles for the 280 feet of pile-pier on south side of channel were
about all driven and some superstructure put on. Fender-piles were
REPORT OF THE CHIEF OF ENGINEERS. 191
iiriven to protect vessels against protruding bolt-heads in waling. Ma-
terials at contract-prices and work performed by hired labor. A con-
tract was entered into with John Roost for 400 feet of close piling for
north pier, bnt not commenced upon at the close of the fiscal year.
Appropriation March 3, 1873 flO.OOO 00
1873 and 1874. — The superstructure on the south 280 feet of pile-pier
was completed.
Upon my recommendation, and by the authority of the Chief of En-
;nDeers, dated August 27, 1873, the contract with John Boost for 400
I'eet of close piling for north pier was annulled, and the work is now
being prosecuted by hired labor. Piles for about 175 feet of this work
have been driven.
Tbe wing-dam proposed in my last report, and authorized by the
Chief of Engineers, was built late in the fall. It is 243 feet long, and
answers well the purpose for which it was intended.
The threatened breach in the revetment at the bend in the river has
been very thoroughly strengthened by anchor-piles driven in rows
through and across the work, to which the cross-ties are bolted, and in
two cases where the greatest bulge occurs, these rows of piles have
been carried well to the rear, and heavy timbers bolted on and carried
through to the waling and top timbers of the revetment.
The construction of the dam in the river above has apparently to
.M)me extent destroyed the agency which tended to undermine the
revetment at this place, and to its presence I attribute the shoaling of
the water to 18 and 24 feet, where formerly 27 and 30 feet prevailed.
The counter revetment proposed before, and which met with your
approval, may, I think, be safely abandoned ; at all events, for the
present.
Appropriation of 1874 $10,000 00
With the appropriation of this year it is proposed to build about 400
feet of revetment, necessitating the dredging out of part of old slab-
pier on north side, thereby making thorough connection of the north
pier, now constructing, with the shore. Some repairs are needed where
liUing has been washed out, which will receive attention before winter.
I ask an appropriation of $15,000 for continuing the improvements
here.
Tbe original estimate was $203,295.80, and there has been appro-
priated:
In 1868 and 1869 $30,000 00
In 1870 10,000 00
In 1871 10,000 00
In 1*^2 15,000 00
In 1873 10,000 00
In 1874 - 10,000 00
Toul 85,000 oe
Financial statement
itboeein Treasury of United States Jnlj 1, 1873* |20,000 00
Miict MBotmt expended last fiBcal year 906 16
Amount appropriated by act approved June 23, 1874 10 000 00
imoant expended daring the fiscal year ending June 30, 1874 13, 818 08
Amoant avaUable July 1, 1874 15,275 74
Amoont required for the fiscal year ending June 30, 1876 15,000 0%
Statement of vessels enter$d and cleared Saugatuck Harbor during the year,
btered: number, 576; tonnage 77,120.
^ieared: number, 577; tonnage 77,711.
1
192 REPORT OF THE CHIEF OF ENGINEERS.
C 10.
SOUTH HAVEN HARBOR, MICHIGAN.
In November, 1866, a survey of this harbor was made. At that time
the river (South Black River) was but 85 feet wide at its mouth and 7
feet deep between the piers. The piers were built by citizens of the
neighborhood, and cost about $18,000. The banks of the river, for 500
feet on each side, had a protection of rough close-piling.
The plan proposed to improve this harbor was :
To extend two parallel piers, 120 feet apart, having a directiou of south 84^^ 30' we^t
from the mouth of the river into 12 feet water.
There were two plans : one to extend the piers until 12 feet depth was
reached, and then dredge a channel across the bar, (which was 750 feet^
from entrance to the harbor, and upon which there was 9 to 10 feet
water.) The other plan was to extend the piers over the bar into 12
feet water.
The plan first mentioned was recommended and adopted. It contem-
plated widening the mouth of the river to 120 feet, protecting the banks
of the river by sheet-piling, building 1,088 feet pier-work, dredging the
whole water-way between piers to 12 feet water, and dredging a chan-
nel across the outer bar.
The estimated cost of this improvement to he ;J12^, 28tf 47
1866 and 1867. — During year nine cribs were placed.
Appropriated in 1867 ^43,000 0*>
1867 and 1868.— Work done to 28th June, 1868, consisted in placing 12
cribs, 8 on south side, and on this side the superstructure was com-
menced.
1868 and 1869.— During fiscal year 8 cribs (32 by 20 feet) were placed
on prolongation of north pier, and superstructure over them. The
outer crib of this pier, which was carried away by a storm in the spring,
(1869,) was replaced and ballasted with stone.
It was recommended :
To complete the proposed improvemeuts of this harbor, the piers should be ex-
tended each 400 feet, at a cost of $52,000. The old slab-pier should be removed to widen
the entrauce to the river, and the channel dredged to a depth of 12 feet. These two
items would cost $aO,000.
1869 and 1870. — No work was done during the year.
Appropriation July 11, 1870 $10,000 00
The recommendations contained in previous report (1869) were again
put forward. Estimated to cost for extension of each pier 400 feet,
$54,000, and to remove old pier and dredge channel, $30,000.
1870 and 1871. — During the year a crib. 30 feet square was built and
placed at head of north pier, and the pier leveled up ; also, 1 crib, 50
by 32 feet, placed in extension of south pier.
Appropriation March 3, 1871 fl5,000 00
It was recommended that no further extension of the piers be made
beyond what was tben under contract, and ^* in lieu of the plans already
recommended,'' it was proposed to widen the channel by dredging out
the north bank and constructing a pile-revetment. The channel-way to
be deepened to 12 feet water. Estimated cost — ^for dreclging, $32,000 :
pile-revetment, $12,138.33.
1871 and 1872. — Under contract with George Hannahs, three cribs
were sunk, one on south and two on north pier. Eight thousand
REPORT OP THE CHIEF OF ENGINEERS. 193
foar hondred and thirty-one cubic yards of dredging was done by the
Utiite<l Stated uiachiuery up to July 1, 1872.
Appropriation Juue 10, 1872 $12,000 00
The following appears in the report for this year, (1872 :)
To complete the work of this harbor, as de^igoed and recommended in former years,
will require —
For pier-exteosion $55,000 00
For dredging and removing slabs 32,000 00
For building revetment 12, 13ti 33
Total 99,138 33
1872 and 1873. — During this year the harbor was dredged by the
United States machinery to 10 feet water. Also, a displaced crib was
resank, one new crib added to north pier, and repairs put upon south
pier.
Appropriation March 3, 1873 $20,000 00
The recommendations contained in report of 1872 were renewed, and
the estimate, less the $20,000 appropriated, was thought sufficient to
meet all demands.
1873 and 1874. — The contract with Jajnes Caldwell, which provided
for the re-sinking of an old crib, and the building and sinking of another,
with sni)erstructure for both, was completed November 8, 1873, the
work being satisfactory.
Work under contract with William Nicolls was commenced in June,
1^73, and the first crib sunk July 26, 1873, the second August 2, and
the third August 9, 1873.
This contractor seemed to experience considerable difficulty in push-
ing his work forward, so at the end of the season, the work being in
part without superstructure, was left for completion in the spring of
1871
On the 18th of November, 1873, during the heavy northwest storms
which prevailed at that time, the crib at the head of north pier was
driveu from its place, and moved up the channel about 300 feet, where it
grounded. It was secured to the north pier by heavy cable-chains, and
left for the winter.
During a heavy blow soon after, it parted its chain, when, through
the direction of Hon. George Qannahs, a citizen of the place, it was
buoyed np, and floated up the channel to a place of safety.
Ou the 13th of March, 1874, a heavy storm moved the crib at the
bead of the south pier from its place, and drove it upon the beach south
of the harbor, where it brought up at about 300 feet south from the
Konth pier and about the same distauce from the shore, and was imme-
diately surrounded by sand, upon which there was not to exceed 5 J feet
of water, the crib meantime drawing llj feet. The United States tug
Col. Graham, with extra anchor and lines, was sent to haul the crib
off, which was readily done; the tug's wheel making a channel 300 feet
by 50 feet, and 9 feet deep up to the crib, which was at the same time
bnoyed up, whence it was towed into the harbor.
The sands at this point are very treacherous. It was found upon ex-
amining the fonndatii^s upon which these cribs rested, that the large
amonnt of stone, over 100 cords to each crib, appeared to be buried in
the aand, with from 9^ to 12j feet of water over them.
These cribs have been re-sunk under the supervision of the United
States foreman, and will be superstructed this season.
The depth of water at this harbor is better between the piers than
last year, there being an available 9-foot channel from Lake Michigan
to the warehouse dock.
13 £
194 REPORT OF THE CHIEF OF ENGINEERS.
No survey was made beyond a few soundings taken by the United
States foreman.
AppropriatedJuiie 23. 1874 S;10,000 00
The coming season about 300 feet of revetment on north side will be
built.
To continue the improvement will require $40,000.
Original estimate was $128,288.47, and there has been appropriated:
In 1H67 143,000 00
In 1870 10,000 00
In 1871 15,000 00
In 1872 12,O(K)O0
In 1873 20,000 00
In 1874 10,000 00
Total 110,000 00
Finaneial statement.
Balance in Treasury of United States July 1,1873 $20,000 00
Amount in hands of officer and subject to his check 8, 280 50
Amount appropriated by act approvM June 23, 1874 10, 000 00
Amount expended during the nscal year ending June 30, 1874 26, 190 52
Amount available July 1, 1874 12,0^96
Amount required for the fiscal year ending June 30, 1876 40,000 00
Statement of veesels entered and cleared at South Haven Harbor, Michigan, during the year :
Entered : number, 464 ; tonnage, 27, 787.
Cleared : number, 455 ; tonnage, 27, 572.
C II.
SAINT JOSEPH HARBOR, MICHIGAN.
«
From tabular statement in report of Chief of Engineers for 1866, it
appears that the following appropriations were made for this harbor,
viz:
Appropriated
Appropriated
Appropriated
Appropriated
Appropriated
Appropriated
Appropriated
nl836 $20,000 00
n 1837 15.000 ftO
nl838 51.113 00
nl843 ^ 25.000 00
nl844 20,000 00
n ia'>2 10,000 00
nl864 15,000 00
Appropriated in 1866 6,000 OO
162. 113 00
From plans, maps, &c., in this office, I would infer that this money
had been expended on 1,100 feet of pier on the north and 212 feet on
the south side of the channel.
1866 and 1867. — The old piers underwent some repairs this year and
materials were received for extension of south pier.
Allotted, 1867 |7,o00 00
It was recommended to extend south pier by 700 feet at an estimated
cost of $77,000.
1867 and 1868.— Two hundred feet of south pier was built and filled,
with exception of the last two sections; these were nearly fhll, but
washed out during a storm.
The recommendation for extension of 700 feet to south pier renewed.
REPORT OF THE CHIEF OF ENGINEERS. 195
1868 and 1869. — Nothing done this year. It was, however, found that
the direction of the piers was a mistake ; they should have been placed
in the direction taken by the carrent after it left the end of the south
pier, about north 78° west from the west end of that pier. It was there-
fore suggested, to permanently improve the harbor, the south pier should
be extended 928 feet in that direction^ and a north pier built parallel to
it 940 feet long. These two piers, it was estimated, would cost $116,666.
1869 and 1870. — No work done during tliis year for want of means.
Tlie recommendations, as before, renewed. Three thousand dollars
should be appropriated for general repairs.
1870 and 1871. — Three hundred and fifteen piles were driven, and a
portion of south pier completed.
ApproprUtedJaly 11, 1870 $15,000 00
Appropriated March 1, 1871 10,000 00
25,000 00
Later experience proved that the ideas advanced in report of 1869~'70
vere erroneous, as direction of piers was not changed.
1871 and 1872. — During this year the south pier was extended 416
feet, and some inexpensive crib-work put in tx) make good the connec-
tioQ between sonth pier and shore. Considerable filling was necessary
in both piers, as well as some repairs.
Appropriated June 10, 1872 $3,000 00
1872 and 1873. — Daring year the work consisted of overhauling and
replacing filling, putting additional filling in south piers, and building
a pile protection at end of north pier. Materials were purchased in
open market and work done by hired labor.
1873 and 1874. — Nothing was done.
Appropriated Jane 23, 1874 $2,000 00
A survey of this harbor was made in June last. It is evident that the
bridge of the Chicago and Michigan Lake-Shore Railroad, which crosses
the river here, a little over 1,700 feet from the mouth, is a very decided
detriment to the harbor.
The continuous northwest weather of last fall caused a bar to form
immediately off the head of the north pier, extending towards the south,
^<1 obstructing nearly one-half the entire width of channel-way just
outside the piers. The water on this bar shoals to 6 feet, though about
15 feet can be carried elsewhere. It is noticed that very shoal water
^lists just north of the north pier, and a northwest wind having so full
a sweep as it has, must wash these sands in upon the channel-way,
tending to form a bar detrimental to the safety of vessels attempting to
enter the harbor.
A projection or extension of the north pier seems desirable at this
harbor to serve as a breakwater against northwesters, and as a revet-
ment against the encroachments of sand from the shoals north of the
pier.
No appropriation is asked. The $2,000 just appropriated will be ap-
plied at once to the filling and ballasting of the present piers. .
Appropriated —
From 1836 to 1866 $162,113 00
Fnm 18«6 to 1867 7,500 00
f 1^0 15,000 00
J»W71 - 10,000 00
\^^^ 3,000 00
«l«74 2,000 00
Total 199,613 00
196 REPORT OF THE CHIEF OF ENGINEERS.
Financial statement
AmoaDt in hands of officer and subject to hts check $155 3$
Amount appropriated by act approved Jane 23, 1874 2,000 00
Amount expended during the fiscal year ending June 30, 1874 34 76
Amount available July 1, 1874 2, 120 57
Statement of vessels entered and cleared at Penton Harbor during the year.
Entered : number, 293 ; tonnage, 6,064 ; men, 652.
Cleared : number, 297 ; tonnage, 6,064 ; men, 637.
St, Joseph Harbor.
Entered : number, 400 ; tonnage, 88,523 ; men, 4,042.
Cleared : number, 403 ; tonnage, 86,696 ; men, 4,051.
APPENDIX D.
ANNUAL EEPORT OF MAJOR G. WEITZEL, CORPS OF ENGI-
NEER8, FOR THE FISCAL YEAR ENDING JUNE 30, 1874.
United States Engineer Office,
Detroit^ Mich,^ August 8, 1874.
General : I have the honor to transmit -herewith my annual reports
relating to the works of river and harbor improvements under my
charge for the fiscal year ending June 30, 1874.
1 am, general, very respectfully, your obedient servant,
G. Weitzel,
Major of Engineers.
Brig. Gen, A. A. Humphreys,
Chief of Engineers^ U. S. A.
D I.
SAINT MARY'S FALLS CANAL, MICHIGAN.
Since my last annual report the part of claim No. 68 which was re-
quired for the canal enlargement has been purchased by the State board
of control, and the title papers to claim No. 76 were perfected and
])laced on record in the office of the register of deeds for Chipiiewa
County. It was paid for last February. The title-papers to all the
land required are, therefore, now held by the Government, except to
claim 68, which is held by the Stat« board of control.
During the past year the greatest amount of work was accomplished
that has. been done in one year since the commencement of the im-
provement. The winter was very favorable for work, and the contract-
ors took advantage of it.
The canal was closed to navigation on the 19th of November, 1873,
by placing a dam across its bed near section 30 west, connected through
openings in the piers, by wing-dams with the shore-lines. Leaks
through the north wing and the north bank of the canal near section 9
west, which were not stopped until December 10, delayed the work con-
REPORT OP THE CHIEF OF ENGINEERS. 197
siderably. After this a steam-pa mp, started uear section 18 west, and
the one stationed at section 13L easily kept tbe pit free of water. The
excavation of the old channel between section 27 west and section 142
east was almost entirely completed before the opening of navigation,
and the building of the pier revetment was nearly completed at the end
of the year; and in a few days the contract with Messrs. Barker &
Williams, dated February 9, 1871, will be completed. The one with
the^se parties, dated December 7, 1871, has been completed, and final
payment made.
The excavation of the lock-pit for the new locks, which work is under
contract with Messrs, Boyle & Roach, dated May 19, 1873, is nearly
completed.
The completion of the excavation of pier-revetment from section 142
east the old canal locks will be placed under contract in a few days, and
thereafter the stones required for the new lock-walls. It is extremely
important and pressing that there should be no delay in constructing
these locks. The old locks are breaking in several places, and they stand
in need of repair. An attempt on the part of the agents of the State
hoard of control to pump out the water with the aid of caissons this
spring failed. If anything should happen to these old locks in the pres-
ent condition of affairs to prevent their use, the effect on the immense
and valuable commerce of the Lake Superior region would be ruinous.
The tonnage passing through this canal is steadily on the increase, and
the uew locks are urgently necessary. Some passenger-steamers, hav-
ing many passengers and large cargoes on board, are frequently delayed
hours in awaiting their turn to pass through. For this reason the whole
of tbe appropriation asked for by me should be granted.
The amount of work done during the year was as follows :
Timber, feet, boanl-measnre, delivered 739, 224
Plank, feet , board-measure, delivered 2, 637
Imu, poands, delivered 40, 300
Framing, feet, board-measure, doue , 521, 496
Kfvrttiug wall, feet, done ll,ulf)
Rf<k-<?xcavation, cubic yards 57,?:<28
Oravel-ezcavatioD, cubic yards 87, 256
Tlie cost of the new locks, as estimated by my predecessor. General
0. M. Poe, was in round numbers about $1,160,000, as shown in detail
herewith. This estimate was submitted in December, 1872, and
approved.
t;»MX« cubic feet pine-timber, 30 cents ^18,000
U5CI0 cubic feet oak-timbftr,.'>0 centos - 650
•'•4»).«iOij feet, board-measure, pine plank and scantling, $30 16, 200
4iHiX'00 |)ouuds wrought iron, 10 cents 40,000
l.»<iU.tW0 pounds cast iron, 5 cents 81, 000
1^M.»U0 barrels cement, $3 30,000
3«MiciO cobic yards rock-excAvation, $:3.50 105,000
^V^JU cubic vards gravel, §1 90,000
S^,'!*H» cubic yards masonry, $27 750.000
Uj 0 cubic yards concrete, I lO.bO 11,880
30.CI00 cubic yards embankment, 50 cents 15, OOO
^Ai cubic yards slope walls and paved drains, $2 1,000
Total 1,159,330
Of this amoant $685,000 have been appropriated for the improvement
of tbe Saint Mary's River and Saint Mary's Falls Canal. Of this amount
about $85,000 have been diverted for the improvement of the rivw and
enlargement and improving of the canal. There remains, then, $560,000
198 REPORT OF THE CHIEF OF ENGINEERS.
Btill to be appropriated under this estimate, and at least $300,000 of this
should be appropriated at once.
It is yet impossible for me to estimate the amount that will be re-
quired for the entire and permanent completion of this work. Three
hundred thousand dollars can be profitably expended upon this work
during the next fiscal year.
The work is situated in the Superior collection district, Michigan, at the Sault Saint
Marie snbport of entry, and a short distance from Fort Brady. The nearest light-
house is at Round Island, and the nearest port of entry is Marquette.
The amount of revenue collected in the Superior district during the last fiscal year
was $6,235.34 coin and $8,201.38 currency.
The whole commerce of the great chain of lakes will be benefited by the completion
of this work.
This report is accompanied by a tracing of a diagram, showing the
elevation of the surface of the water on the Saint Mary's Falls Canal
above the datum plane of the survey of 1870, during the fiscal year,
and another tracing showing the work that was done during the same
period.
I desire to add that the whole amount of funds available for this work
will be under contract in a short time, and will, probably, barely suffice
to purchase the face-stone. A failure to make the appropriation asked
for would, therefore, stop the work during a season.
Financial statement
Balance in Treasury of the United States July 1, 1873 $524,038 00
Amount in hands of officer and subject to his check, (including $20,472.52
percentage due on contracts not yet completed) 118, 584 59
Amount appropriated by act approved June 23, 1874 200, 000 00
Amount expended during the nscal year ending June 30, 1874 261,599 24
Amount available July 1, 1874 354,002 ^l
Amount required for the fiscal year ending June 30, 1876 300, 000 Oi)
D 2.
SURVEY OF HAY LAKE CHANNEL, SAINT MARrS RIVER, MICHIGAN.
When I relieved my predecessor, Maj. O. M. Poe, Corps of Engineers,
last May, I found that he had intended to ask for authority to make
this survey. Upon my first visit to this river I was so impressed with
the great iE)enefit that would be derived from the improvement of this
channel by the large and constantly-growing commerce of the Lake
Sui)enor region, that I wrote to you on the 31st of May, 1873, request-
ing authority to make it, and again on June 30, 1873, submittiug an
estimat<* of its cost.
By letter from your office, dated July 31, 1874, I was authorized to
make it, and accordingly I organized a party to do the work, under
charge of Mr. H. A. Ullfers, assistant engineer. The following is a copy
of his report:
Report of Mr. H, A, Ullfers j Assistant Engineer.
Dbtkoit, Mich., Au4fmt 6» 1S74.
Gkneral: I have the honor Iiercwith to report on the survey of Hay Lake Channel,
of 8t. Mary's River, Michijiran, made la«t fall under your directions.
The object of the survey was to demonstrate the supeiior advantafi^cs of the Hay
Lake. Channel over the one hitherto nsed — the Lake St. George Channel.
These advantages are of a two-fold character. Au inspection of the gener.il niap^
REPORT OF THE CHIEF OF ENGINEERS. 199
berewith submitted, will show at a glance that Hay Lake Channel offers decidedly the
shortest and most direct route from Mud Lake to the Sanlt Ste. Marie's Canal. The
di6fereDce in favor of this route amounts to almost precisely eleven miles, being thirty-
eii^bl miles by the Lake St. Greorge route and twenty-seven miles by way of Hay
Lake ChanneL
Bat this is not the only nor the principal advantage claimed for the proposed
new route. It is well known that the Lake St. George Channel is practicable only in
darligbt, and in bright weather at that, on account of its tortuous course and in many
places narrow water-way. No vessel ever thought of passing it in night-time, and
if approaching it from either end, a half hour too late to pass entirely through had to
lona the whole night on that account.
The plan for opening the Hay Lake Channel is not the most economical one that conld
ha?e been devised. If the question had been merely to shorten the route from Lake
Haron to Lake Superior by eleven miles, advantage could have been taken of deeper
water, involving far less excavation, and consequently at much less cost.
Bnt this would have involved a more devious course, and would have defeated the
second object, which appears to be of much greater importance, that of affording an
opportaoity of establishing ran^e-lights, so as to render navigation in ni^ht-time feasi-
ble. The lines proposed and laid down in the accompanying maps reqnire four sets of
rangp-Iights, which, if established, would render navigation in night-time entirely secnre,
except, of coarse, in foggy weather.
Tbe following estimates of cost are based on the soundings and borings made during
la»t faJL The water at that time was on an average one foot higher than low water
ai) ascertained by the gauge at the foot of the canal. The soundings were accordingly
rtdaced so as to apply to low water.
Ibe work would have to be divided into four sections, differing from each other in
tiieir character.
The first or upper section comprises the Sugar Island Rapids, and partly cuts through
weral of the numerous isiandri of that ie<;ion. Tbt3 bottom of the river and the soil of
tb« islands is composed of clay, with ridges of small bowlders. From the small number
of borings which conld be made last fall it is impossible to give the exact proportion of
elar and bowlders, but it will not be far out of the way to assume it as two-thirds clay
acd one- third of bowlders. The calculations have been made accordingly.
The second section embraces the flats at the head of Hay Lake. They are of small
extent, and composed entirely of sand.
Tb« region occupied by thu third section at the foot c»f Hay Lake is of much greater
fxteot, bnt also composed of sand exclusively. Some provision will have to be made
hire to prevent filling up after the excavation is made.
The fourth section, comprising the West Neebish Rapids, is, althongh small in extent,
by far the most expeusive. The bottom consists almost exclusively of limestone rock in
thin layers, and has to be taken out by means of coffer-dams. These will, of course, be
qaite expensive, bnt as the quantity of rock to be quarried out of each is quite large,
1 itful jnstifled in estimating the price per cubic yard at four dollars, and expect that it
^'i t^ done for less.
ESTIMATES.
Section 1. — Sugar Island Rapids :
T4),090 cubic yards excavation, (f clay and ^ bowlders,) 40 cents $312, 036
Section 2. — Flats at head of Hay Lake :
1^JJ260 cubic yards excavation, (sand,) 25 cents 45, 065
Section 3. — Flats at foot of Hay Lake :
V2;i3,898 cubic yards excavation, (sand,) 25 cents 305,974
Section 4. — West Neebish Rapids :
5'i7,046 cubic yards excavation, (rock,) $4 2,108,185
Grubbing and Clearing :
2U acres, partly in small timber and partly in grass, at ^ per acre 537
Range-lights :
FoQTJsets, at $20,000 80,000
Total 2,851,797
Add 10 per cent, for contingencies 285, 180
3, 136, 977
All these calculations are based upon a prism of excavation 300 feet wide at the snr-
aw', with a slope of 2^ to 1. In the case of the rock excavation this might proi)erly
202 EEPORT OF THE CHIEF OF ENGINEERS.
ment of An Sable River, and also the localities where the obstructions are placed, and,
if practicable, the anionnt of dama^^e of filling up of cut caused by them f
By command of Brigadier-General Humphkeys.
Very respectfully, your obedient servant,
John G. Parke,
Major of Engineers.
Maj. 6. WiiTZEL,
Corps of Engineers,
I therefore addressed a letter to his excellency the Governor of the
State, of which the following is a copy :
United States Engineer Office,
Detroit, Mich,, January 26, 1874.
Sir : Tou are undoubtedly aware that a considerable sum of money has been expended
by the General Government on the improvement of the mouth of the Au Sable Elver,
in this State.
Since I have been in charge of the work there has been a great deal of complaint
from different parties against each other.
All trouble relating to docks, &c., has, I believe, been settled. But in the beginning
of last September I received complaints against the accumulation of rafts in the river
awaiting egress into Lake Huron. My assistant also reported that these rafts, by in-
creasing the scour of the stream, were causing the cut which we had made during the
summer to fill up, and were thus neutralizing our work.
I applied for instructions on the subject, and I annex hereto a copy of the reply.
Now, would it not be well for your legislature to enact some proper law on this sub-
ject T You cannot expect the Government to expend money in improving your rivers
and harbors if the work is not secured' by proper laws against destruction by selfish
parties.
Very respectfully, your obedient servant,
G. Weitzel,
Major of Engineers,
His Excellency John J. Bagley,
Governor of the State of Michigan,
As the legislature was in session only for a special purpose, I suppose
the matter was not laid before it. At least I have heard nothinfi^ from
it. In order to have a full report on this whole subject, I directed my
assistant, Capt. A. N. Lee, Corps of Engineers, to make a personal exam-
ination of the matter.
The following is a copy of his report :
Report of Capt, A, N, Lee, Corps of Engineers,
United States Engineer Office.
Detroit, Mich,, May 27, l^A,
MA.TOR: I have the honor to submit the following report in reference to the river
and harbor of Au Sable, Mich. :
The improvements here are similar to those made at most harbors on the lakes, and
consist of parallel piers of crib-work extending from some distance iut-o the lake. Tbe
amount expended on their construction so far is about $85,000. The south pier is in
good condition. The north pier, however, owing to the current of the river l>eing de-
flected by the angle in the south pier, has settled cons derably ; the end crib especially
is in a very bad condition.
No appropriation was recommended for the next fiscal year, but in my opinion im-
mediate steps should be taken to preserve the works already completed as well as to
prevent further damage to the river itself. .
Tbe river banks are composed generally of loose sand, which is easily undermined
by the current, and falling into the river is earned down and deposited at tbe entrance
to the harbor. The wear of the banks, caused by the current, alone would necessitate
more or less dredging every year ; but in a<1dition Ui this an immense amount of dam-
age has been done to the river and harbor, and is still being done by parties extending;
their docks, milLs, and wai*ehou8e8 into the river without any regard to the public right
to use the same, or with any care to the preservation of the river channel. It also often
happens that the river for some distanoei s very much obstructed by rafts, waiting either
for a tug or until the weather may moderate suihciently to allow tbem to get into the
REPORT OP THE CHIEF OP ENGINEERS. 203
lake. All these obetructioDS of narrowing of the channel mnst of coarse increase and
alter the carrent and caase an increase to the asual deposit of sand at the mouth of
the river.
Metssrs. Load Sl Gay, a firm doing a large lumber business here, in a letter to you,
calling Attention to the damage done the river by rafts, say, " We have a grain-house,
warehoase. and lumber -dock that will bold two millions of lumber, to all of which it
is very difficult to get vessels at present.'' These gentlemen are very careful not to
uj that their "long-timber'' mill and dock are built on made foundation InMhe
oatural channel of the river, and entirely close up the south channel made by^the
awing of the State-road bridge.
The south channel was formerly the deeper of the two and the one most used. Their
wsrehoose also extends nearly to the center of the stream. These gentlemen also say,
"The rafting interests pertain almost entirely to non-residents of the place, many of
iheni from other States, and Canada, and of course care nothing for the damage to
the place or sacrifice of local interests. We can doubtless obtain redress in law as far
as we are concerned, but have hoped the Government authorities would take the mat-
ter in hand and see that the rirer is made available for its legitimate purpose of
navigation."
From this one would infer that Messrs. Loud & Gay were the injured parties ;
whereas the facts are, that they with other residents of the place have done everything
in their power to prevent outsiders from having free use of the river, and as for ob-
Btrncting and damaging the same I know of only oue instance, to which I will presently
refer, that can compare in magnitude with Messrs. Loud & Gay's obstructions at the
Bwing-bridge.
About oue mile from the mouth of the river Messrs. Smith, Kelly & Dwight and
Voore & Al^r, joint owners of the land formed by a bend or " ox-bow" in the river
here, have cut through the narrow part of the bend, thus entirely changing the channel
of the river for their own benefit, and causing an immense amount of saud to be de-
posited at the entrance to the harbor. This cut was not commenced by dred^ng and
carrying away the sand as the work proceeded, but a narrow ditch was dug with sera-
pen and the water allowed to increase the cut uutil now it is about IBO feet wide, 30
leet deep, and one-eighth of a mile long. The large amount of sand thus carried
awa; by the current was of course, for at least a large part of it, deposited at the
mouth of the river, and I have no doubt that the greater part of the Imr which the
United States removed last summer was composed entirely of this material.
The owners of the riverfront seem to think that they have absolute right to do
what they please, not onl^' with their frontage, but with the river itself, and wherever
they have had a chance to benefit themselves by driving piles, building docks, or
altering the course of the stream by cuts, they have not scrupled to do so at the ex-
pense of the public, and also to the great damage of the harbor improvement. They
fiave charged parties rafting logs down the river enormous rents for the use of their
river-frouts, and have increased these rents the last few years to such an extent as
almost to pr«)vent outsiders from getting out their timber. For instance, in 1870, own-
<*n»of river-fronts received $100 per mile for the use of their shores; in 1873 they re-
ceived $1,700 per mile. This increase was not owing to an increase in the value of
their laud, for most of it is absolutely worthless for agricultural purposes ; but the de-
ure seems to be to throw every ol)stacle in the way of non-residents using the river.
The owners of the river-fronts have an undoubted right to rent the same as well aa
construct docks and drive piles along their fronts, provided they do not interfere with
the right of the public to the free use of the stream.
The following extracts from an opinion given by the Attorney* General in 1853 are-
inserted, as they are believed to fully cover the case :
"The navigable waters within the State of Illinois (or within any other State) are
poblic highways, free and commcm by const itutional right to the use of all the citizena
of the several States equally and fully as to the use of the State of Illinois, and to be
jniarded and pn>tected as such by the Government of the United States for the benefit
of the whfde Uuion. This power of conservation is perfectly distinct from the right
of property and the ordinary jurisdiction on the shores of navigable waters and the
^>il under snch waters. The sovereign may grant to individuals the right of property
in the soil between high and low water mark, or below the latter, notwithstanding
which ju9 privatum so granted by the sovereign, there will remain a Jus publicum of
passage and repassage, with consequent power of conservation in the sovereign.
"'When,' says Sir Mathew Hale, 'a port is fixed through the soil aud franchise or
dominion thereof prima facie may be in the king or by derivation in a subject, yet this
jw privatum ia burdened and superinduced with a jus jmbZicu in, wherein nations and
foreigners in peace with this kingdom are interested by reason of common commerce,
trade, and intercourse, they ought to be preserved from impediments and nuisances
which may binder and annoy the access, or alwde, or recess of ships and vessels and
teamen, or the unloading and reloading of goods.
204 REPORT OF THE CHIEF OF ENGINEERS.
*^ ^ Here we see distinctly the right of conservation separated from property in the
soil, and also from the franchise and dominion thereof; and a grant of the lattei does
not authorize the erection of that whereby the grantee shall make several to himself
what ought of right to be common to all the inhabitants of the country, and to for-
eigners in amity with it. That is to say, there is a right independent of the JM^yrita-
turn in the soil or dominion, namely, the right of passage, which is not subject to alien-
ation, and prevails against any aidverse claim, in view of which we may further dis-
tiuttuish and say that usurpation of the jua privatum of the sovereign in ports or navi-
gauie waters is x>«rpresture, while invasion of the jus puhlicum of navigation is a
nuisance '
** Congress unquestionably has the power to declare the obstructions of navigable
waters an offense against the United States. But this remedy, as already intimated,
is not exclusive. Each State has also the power to conserve the navigable waten
within its jurisdiction by suitable process known to its laws. The United States may
constiiict works for the improvement or security of a given harbor, or as a shelter for
ships from storms, or in time of war, and they may inteqiose for the conservation of said
works, or to guard against any diminution of the existing advantages of a river, lake,
or sea by the usurpation of individuals, or even of a sovereign State of the Union.
But so also in my judgment may that Stat« itself.*'
From the above it appears that both the United States and the State of Michigan
have undoubted right to interfere and prevent further encroachments upon the river-
channel, and unless one or the other take early steps for the accomplishment of this,
the river itself as well as the harbor will become perfectly useless to all but a few
individuals or firms owning the river-front« near the mouth. As an act of justice to
the public at large, these parties, in my opinion, should be compelled to remove the
obstructions they have placed in the river and prevented in future from obstructing in
any way the same.
In a letter to the Governor of Michigan, dated January 26, 1874, you call his atten-
tion to this subject, but as the legislature was then in session for a special purpose only,
nothing could be done in the matter. The next legislature does not meet until next
January, and in the mean time much additional dauiage may be done.
In connection with the improvement of the river, I beg leave to call your attention
to a plan already proposed and which you mention in your last annual report, in the
opening of dn artificial channel from the river to Tawas (sometimes called Ottawa)
Lake or to Tawas Bay.
Much can be said in favor of this plan, and although I would not recommend any
appropriatiou for the work itself, I think a small sum appropriated for a survey of the
country between the Au Sable and Tawas Bay would be money well spent.
Some have proposed to cut a canal as a relief to the river, but I think this would be
too expensive and not at all necessary. An ordinary flume of 8 or 10 feet in width by as
many in depth would be ample for all the logs that would be cut In the river by non-
residents of Au Sable, and as the flume would only be used for •* running *' higs and the
rafts made up in Tawas Bay, all the dithcnlty now arising from blocking np the An
Sable by logs and rafts wouiil be avoided. As things are now on the river it would be
impossible for the owners o1 pine lands to get out {is much timber as thej' would if
they had free access to some sheltered place \N'here they could make up their raft*.
The Au Sable is too sntall to raft the large amount of logs that is annually cut upon
its banks, and the consequence is that a great many have to lie over for a year, and
what do go down block np the river to such an extent as to seriously interfere with
business as well as to injure the stream and harbor.
In 187U, 56,000,(K)0 feet were put in the river, and of this only 11,000,000 saweil at Au
Sable. In 1H71, 45,000,000 fe«t were put in and only 8,000,000 sawe<l. The balance in
both esises, or at least as much as it was possible to get out, was rafted away by non-
residents.
The proposed relief of the river wonld increase greatly the amount of timber rafted
by outsiders, while it wonld have no effect on the amount sawed at Au Sable, as the
mills there have facilities, such as *' boom-cuts " and mill-ponds, which enable them to
have always on hand as many logs as they can use.
I inclose a tracing showing the lower pait of the river Tawas. or Ottawa Lake, and
Tawas Bay. The flume proposed could enter Ottawa Lake at some point as A, or be
led directly to Tawas Bay. The point at which it would leave the river conld only be
determined after an accurate survey of the country, but from what I could learn of the
nature of the ground it wonld probably be near the bend marked B. I have no doubt
that if the United States were to authorize a survey to be made of the best ronte for a
flume to be located, the lumbermen interested in the matter would build the same, and,
aside from aflbrding them desired facilities for getting out their logs, I think they would
find it a profitable investment, as enough tolls could be taken in a few years to
more than pay for the construction of the work.
I would also call your attention to the fact that for some weeks in the spring after
REPORT OF THE CHIEF OF ENGINEERS. 205
the ice breaks up the An Sable is too high for rafting. Daring this time the proposed
flome could be nsed to a great advantage, and wonld prove a benefit to the river.
Very respectfully, your obedient servant,
A. N. Lee,
Captain of Engineers ^ U. S, A.
Maj. G. Wbitzbi.,
Carps of Engineers, U, 8, A.
The act of Congress approved June 23, 1874, made an appropriation
from the unexpended balances pertaining to this work, of $1,000 for a re-
snrvey of the river and for establishing dock-lines, but gives no au-
thoritj for a survey of the proposed route for a flume from the river to
Tawas Bay. I respectfully recommend that an appropriation of $2,000
be made for this survey. When this is done and the above-mentioned
authorized survey is completed, I will probably be able to form some in-
telligent opinion on this subject, and make recommendations for the fur-
ther prosecution of the work. For the present I only recommend that
the sum of $1,500 be appropriated to keep existing works in repair.
The material expended during the year in repairs was :
75ponnds wronght spikes.
27 pounds nails.
477 pounds iron drifb-bolts.
3,1.55 feet, board-measnre, timber and lamber.
16 cords stone.
The amount of work done was 19,020 cubic yards of excavation.
The amount of money required for the entire and permanent comple-
tion of this work cannot now be stated.
The amount that should be appropriated, and that can be profitably
expended during the next fiscal year, is $3,500. Of this amount $2,000
is for the survey from the river to Tawas Lake, and $1,500 for keeping
existing works in repair.
The detailed statement of the original estimated cost of this work can
befoundupon the records. Eighty-fivethousand dollars in round numbers
has been appropriated for the work up to date.
Itissitaated in the Huron collection district, Michigan, about fourteen miles nori|i
of Tawas light-house. The nearest port of entry is Port Huron, Michigan.
The amount of revenue collected during the year in this district was $84,506.99, coin,
sod t22,3<^34. currency.
The great interest that requires this here is the lumbering interest. The logs cut
i&d lumber manufactured here goes to all parts of this country and to Canada, and in
tbia sense it is a work of national and international,importance. If completed, it will
also make a harbor of refuge on a dangerous coast.
Financial statement.
Balance in Treasury of United States July 1, 1873 $4,980 50
Amount in hands of oflScer and subject to his check 5, 039 40
Aniount expended during the fiscal year ending June 30, 1874 6, 842 25
Amount available July 1, 1874 3,177 65
D 5.
IMPROVEMENT OF SAGINAW RIVER, MICHIGAN.
I was informed by letter from your office, dated June 30, 1874, that
(15,000 bad been appropriated by the act approved June 23, 1874, for
continuing the improvement of the Saginaw River. A project for the
expenditure of this money was submitted and approved, and bids for
the work will be opened on the 15th instant.
206 REPORT OF THE CHIEF OF ENGINEERS.
The detailed statement of the original estimated cost is as follows, viz:
5,240 piles, $4 $20,960 00
8,733 cubic yards dredgiog Id conuection therewith, 25 cents 2, 183 25
68,000 cubic yards dredging in channel, 25 cents , 14.500 00
Contingepcies 3,856 75
41,500 00
The cost of the work that may and probably will be required at other
portions of the river below is as follows :
52,000 cubic yards dredging, 25 cents „ $13,000
Contingencies 1,500
14,500
The total cost of the whole improvement will therefore be $56,000.
I respectfiilly recommend that the balance required — $41,000 — ^be ap-
propriated at once. Unless this is done, th^ work necessarily will cost
more than the estimate.
This work is situated in the Huron collection district, Michigan.
This work is situated at the Saginaw River light-house. The nearest port of entry
is Port Huron, Michigan.
The amount of revenue collected during the year was $84,506.99, coin, and $22,362.34,
currency.
The chief interest that requires this improvement is the lumbering and salt interest
The export trade from .this river is very large, and extends to all parts of this conn-
try as well as Canada. I was informed that the export trade of this river in 1872
amounted to over $13,000,000.
Financial statement
Balance in Treasury of United states July 1, 1873 $292 89
Amount appropriated by act approved June 23, 1874 15,000 00
Amount available July 1, 1874 15,292 89
Amount required for tne fiscal year ending June 30, 187(5 45,000 00
D 6.
SURVEY OF THE SAGINAW RIVER, IN THE VICINITY OF EAST SAGINAW,
michigan.
United States Engineer Office,
Detroit^ Mich,^ January 24, 1874.
General : I have the honor to submit the following report on the
survey of the Saginaw Eiver, in the vicinity of East Saginaw, Mich.
On the 20th of September, 1873, 1 received the Department letter of
the 15th of the same month. I was directed by this letter to make sach
personal examination of the obstructed portions of the Saginaw River
below East Saginaw as would enable me to report what would be the
probable cost of an examination or survey necessary for the preparation
of a plan and estimate of cost of improvement.
Accordingly I proceeded to East Saginaw on the 22d of September,
1873, and, in company with a number of the leading citizens of the
vicinity, viewed the obstructions which were complained of.
1 was offered all the assistance necessary to make the survey, and
hence, on the following day, wrote to you, recommending it, and fixing
its probable cost at five hundred dollars, ($500.)
Accordingly you directed me, by letter dated October 2, 1873, to pro-
ceed with its prosecution at as early a period as practicable.
KEPORT OF THE CHIEF OF ENGINEERS. 207
I therefore detailed Mr. Henry Gillman, assistant engineer, to take
immediate charge of it, and he proceeded to do so on the 8th of Octo-
ber, 1873.
A copy of his report is hereto annexed, and forms a partof this report.
A map of the locality is sent to-day by express.
The obstructions complained of are all situated within a distance of
7^ miles below the Flint and Pere Marquette Railroad bridge. The main
obstruction is the Oarrollton Bar, about one mile below this bridge:
the other obstructions being minor bars lower down, which it is believed
<^Q be removed by dredging after the improvement at CarroUton Bar
is made.
This improvement consists in confining the water at this point of the
river by means of a double row of piling, to be driven near the eastern
shore of the river. This method of improvement was suggested by me,
aod I believe that the survey has shown its correctness.
The cost of the work will prolmbly be b.% follows :
OARROLLTON BAR.
5;^40 pnee,at$4 f20,960 00
8.733 eabio yards dredging in connection therewith, at 25 cents per cnbic
yard 2,183 25
58,000 cnbic yards dredging in channel, at 25 cents per cnbio yard 14, 500 00
37,643 25
Cootingenctes 3,856 75
Total 41,500 00
The cost of the work that may and probably will be required at other
portions of the river below is as follows :
SS,000 cable yards dredging, at 25 cents per cnbic yard $13,000 00
Contingencies 1,500 00
Total 14,500 00
The total cost of the whole improvement will therefore be $56,000.
r respectfully recommend that this whole sum be appropriated for
this purpose. It is insignificant when compared with the great amount
of commerce which will be benefited thereby. I was informed that the
export trade of the river in 1872 amounted to over $13,000,000. The
statisties of this commerce were promised me, but have not been re-
ceived. I have been informed that they have been sent direct to Con-
gress.
I indorse everything that Mr. OiUman says with regard to Wicke's
and MeLane^s docks, and the dumping of dredged sand in the river ;
and I respectfully urge upon Congress such legislation as will enable
officers in charge of river improvements to prevent parties from injuring
or obstructing the navigable and improved channels, entirely to subserve
their own interest to the detriment of the general good.
I am, general, very respectfully, your obedient servant,
G. Weitzbl,
Major of Engineers*
Brig. Oen. A. A. Humphreys,
Chief of JEngineerSy U. 8. A.
208 REPORT OF THE CHIEF OF ENGINEERS.
Rej^ori of Mr, Henry Gillman, AeHstant Engineer.
East Saginaw, Mich., November 7, 1873.
Sir : I have the honor to report the completion of the survey and examination of
the Saginaw River, ordered at this place.
The survey extends from the railroad bridge to about 7i miles below East Saginaw,
inclnding the towns of CarroUton and Zilwaukee and Burt's Mill ; and the shore-line
on both sides of the river, the docks and other features of the ground, have all been
carefnlly located, as well as the islands, bayous, drc, while soundings have been taken
throughout the entire extent.
The great impediment to the navigation of this part of the river is the CarroUton
Bar, which of late years has been growing more troublesome, owing to the deposits of
sand drifted from the dredgings, &.C., of the upper part of the river. The location of
Wicke's and McLane's docks have, no doubt, exerted an injurious influence in this direc-
tion. The river, also, immediately widens here, and at the times of the spring freshet,
when the current has a velocity of three miles per hour, it overflows the low bank on
the eastward into the adjacent marsh, and the effect of the scouring action is lost.
To remedy this, I would respectfully propose that the large body of water thus dis-
tributed and wasted be utiliz^, by being confined to the channel by a double row of
pile-work, to be driven from Wicke*s dock along the easterly shore of the river, and con-
forming as much as possible to the general direction of the shore, to a point opposite
the north end of Webster's dock. The piles to be well and closelv diven, and stren^h-
ened by timbers securely bolted at the top. The piles should reach above high-
water mark. A certain amount of dredging would be required in connection with
driving the piles, and it is advisable that some dredging shonld also be done in the
channel to perfect the work ; but there seems to be little doubt that the first spring
freshet, confined to the river-bed in the manner proposed, wodld sweep away the entire
obstruction complained of, and make a permanent channel of sufficient depth tbrongh-
ont.
An examination of the river shows that wherever the river is most narrow, even
thongh tortuous, the channel is deepest. 'This is well exhibited in the vicinity of Zil-
waukee, the narrowest part of the river and the most winding, the water there being
of a greater depth than anywhere else.
Except at the time of the spring freshet the current is extremely sluggish, the ve-
locity at most being about one-half mile per hour. During northerly winds the current
frequently runs up stream. The spring freshet raises the water generally from 6 t-o
7i feet above the mean water-level, often submerging the docks of East Saginaw. The
rise is usually gradual, its maximum height being attained in from two to three weeks;
the flood lasts, varied with slight fluctuations, from three to four weeks, at the end of
which time the river subsides to the mean level, \vhich, during the remainder of the
year, is only affiected by the disturbing influences common to most rivers. There are
DO difficulties to be encountered in dredging, the bottom consisting of fine sand over-
lying a blnish clay.
There has been a large amount of dredging done in the river, about $80,000 raised
by local taxation having already been expended for the purpose, but it has been an
intermittent work and has not been protected by piling. In consequence the resnlt
has been unsatisfactory. Government hitherto has given no aid here. As to the im-
portauce of the work it is unnecessary for me to speak, as you are already informed on
the subject. The export trade of Saginaw River alone, in J 872, amounted to flSyHl^^*^
A large portion of this was with foreign countries.
As statistics embracing the value of the productions and commerce of this place are
being collected, to be duly forwarded to you by the persons interested iu thia improve-
ment, further reference to this subject on my part would be superfluous.
As the bed of the river is constantly changing, the sand being continually brought
down and deposited on the bar and in it<s vicinity, (the greatest change, however,
occurring dnnug the spring freshet,) any estimate as to the amount of dredging re-
quired must, consequently, be merely approximate.
The length of the proposed pile- work is 3,930 feet, containing an aggregate
of 5,240 piles. The cost of piles, including driving, bracing, and bolung,
at $4 each 120,960 00
Dredging, in connection with pile-driving, 3,930 feet by 20 feet, at an aver-
age depth of 3 feet~8,733 cubic yards, at 25 cents per cubic yard 2, 183 25
To dredge a channel 100 feet wide by 12 feet deep, outside the line of piles,
at present condition of bottom — 58,000 cubic yards, at 25 cents per cubic
yard 14,500 00
Being a total, for pile- work and dredging at CarroUton Bar, of .... 37,643 25
Additional dredging in other parte of river, if considered advisable at this
time — 52,000 cubic yards, at 25 cents per cubic yard 13,000 00
Being a grand total of 50,643 25
REPORT OF THE CHIEF OF ENGINEERS. 209
Tboagh I have inoladed " an estimate for dredging in other parts of the river/' I
would respectfollj submit that the result of the improvement proposed at the Carroll-
ton Bar be awaited before this be undertaken.
Id this connection I would call attention to the advisability of more oare being
taken as to location of docks in the river. This is a matter of serious importance,
and should be judiciously controlled. The dumping of dredged sand into the river
sboald also be more thoroughly proceeded against, so as to put a stop to the practice
altogether.
The points throughout the survey have been made as permanent as possible and
marked for future reference.
A water-gauge was also established, and road and recorded during the taking of the
souDdings, being referred to a bench-mark, the comer of the stone water-table of the
Commercial block, on Genesee street, near the bridge. East Saginaw, so that comparison
cau be made with any future examinations and surveys.
1 have the honor to be, sir, very respectfully, your obedient servant,
Henry Gillman,
Asnstant Engineer,
General G. Wbitz£L,
(krp9 of Engineers^ U. S, A.
D 7.
HARBOR OF REFUGE, LAKE HURON.
The commenceuieDt and progress of this work is fully stated iu the
report of Gapt. A. N. Lee, Corps of Engineers, who is my special assist-
ant on this work, of which the following is a copy, viz:
Report of Capi, A. X, Lee, Corps of Engineers,
United States Engineer Office,
Detroit^ August A, 1874.
Major : I have the honor to submit the following report on the construction of the
^trmkwater for a harbor of refuge at Sand Beach, Lake Huron :
The contract for the construction of a portion of the work, under the appropria-
tioD of |S75,0()0, was awarded to Messrs. Dale and Davidson, of Chicago, in «fune,
l:^ «
Tliev commenced work as soon as possible on the oonstruction of a dock which was
ioteoded for a shelter for their machiner)^ tug, or as weU as a place from which they could
tnme and launch the cribs. The heavy wind-storms of last fall washed away a laige
portion of the dock, and also wrecked their tug and a machine they had provided for
picking op the bowlder stone-filling for the breakwater from the boti;om of the lake,
f^iog to these accidents, the many preparations the contractors have found necessary
for the successful prosecution of such an extensive work, and the financial panic thai
crippled their means and otherwise embarrassed them, the work is only well started^
^th a good prospect of rapid advancement.
Foar cribs have already been settled into position on the line of proposed break-
vuer. The angle-crib which was settled in two parts is in about 22 feet ol water.
The plan suggested by Mi^or Houston, Corps of Engineers, of dropping small bowl-
<ler-8tones through the grillage-bot'om in sufficient quantities to form a comparatively
level bed for the crib to rest upon, has been tried and with great success. The bottom
op which the second crib rests was fonnd to be very uneven, and as it is almost en-
tirely rock, it was impossible to level it without mnch extra work. The crib was actu-
^iy placed into position, however, and while the higher end was allowe<l to rest in its
plaw on the bottom, the lower was raised by means of the clam-Hhell dredge, and
bowlder-stones, small enough to faU through tne grillage, were thrown into the proper
pockets until the crib rests on them. The result was better than expected, for the
^lib is perfectly aligned, and, so far, has shown no tendency whatever to settle.
The bottom generally is so hard that, I think, the superstructure could with safety
be pat 00 almost immediately after sinking the cribs ; but, in order to be on the safe side
UMl thoroughly test the matter, I have given my assistants directions to let each crib
^tatid thirty days before commencing work on the superstructure. If hereafter we
fifid that the bottom is sufficiently hard to prevent any settling, the superstructure can
be added whenever convenient.
The eontractors are in hopes of being able to put down a crib for each week until
14 £
210 REPORT OF THE CHIEF OF ENGINEERS.
the heavy weather sets in ; bat I am of the opinion that this is too large an estimate,
as they will be more or less delayed in getting a sufficient quantity of bowlder stone.
Those used so far have been of all sizes, from the size of a man's fist to 15 or 16 tons
weight, and have been picked from the bottom of the lake by the clam-shell dredge
before mentioned. The bottom in the vicinity of the work is covered with these
bowlders, and I have no doubt but that a sufficient quantity could be gathered there
to complete the breakwater. But it is slow work raising them, even with the good
machinery the contractors have, and it will be apt to delay them more or less.
The stones are loaded on scows, by the dredge of the scows towed to the breakwater,
where the stones are put in place by hand.
My assistant, Mr. R. J. Cram, says in his report, " In filling the cribs care is taken to
have the stones dropped as nearly as possible in the centre of each pocket. I have re-
cently made an examination, the result of which has led me to adopt the accompany-
ing sketch as correctly illustrating the bridging of the stone filling between the open
timber cross-walls.
If the work stands, and I have no doubt it will, until the breakwater is entirely oom-
pleted, I am satisfied that neither ice nor the heavy sea* to which it will be exposed
can ever make a breach through the wall so long as the timber remains in good condi-
tion. After the superstructure has rotted to such an extent that its removal is neces-
sary, the foundation will be found amply strong to support a stone superstructure.
I am satisfied from a few winters' experience on the Straits of Mackinac, St. Mary's
River, and St. Clair Flats that the, only damage to this work after its entire comple-
tion, that can be done by the ice drifting about the lake, must, of necessity, be abraHion,
ample protection against which is a£foiSed by the iron-plating bolted to the face of the
breakwater, along the line most likely to receive damage. The prevailing idea that
breaches will be made in the breakwater by heavy fields of ice drifting before strong
winds, I deem erroneous, because of the season of the year when these flows are drift-
ing about the lakes; the bay within the breakwater will be covered with a thick
and strong sheet of ice, the accumulation of a long series of severe frosts forming a
natilral brace, as it were, from the shore to the line along the breakwater, to receive the
greatest strain from a drifting field. There may be some danger of the superstructure
being crowded in the lake by the expansion of this ice that is here to cover the bay
within the breakwater. Examples of this force may be seen in the wood-docks oft' the
mouth of the Cheboygan River, which have stood for nearly twelve years, and sustained
no damage from ice other than that caused by the expansion between them and the
shore. The line of cribs that yon propose to locate within the harbor to form berths
for vessels, will, of course, lessen, if they do not altogether remove, the danger caused
by the expansion of the ice.''
Mr. Cram also recommended the expenditure of the appropriation of $75,000 made
at the last session of Congress for this work in extending the breakwater along the
line from the angle toward the shore at least to 13 feet of water, but I am not pre-
pared to approve this recommendation until it is seen how much of a shelter will be
afforded by the completion of the work now under contract.
I have already submitted to you my estimate of the amount necessary to be appro-
priated for the fiscal year ending June 30, 1874.
Very respectfully, your obedient servant,
A. N. Lee,
Cktptain of Engineers, U.S. A,
M^jor Q. Weitzel, Corps of Engineers^ U. S.A.
The work thus far constracted is good and the progress has been as
good as the circumstauces permitted. The appearance of the work
indicates that this struct^re will be a saccess. The danger to the super-
structure hinted at by Mr. R, J. Oram, inspector on the work, can ea8ily
be avoided by causing the custodian of the work at the proper time to
make a cut through the ice parallel to the breakwater.
It has been suggested to me, and the suggestion strikes me as a good
one, to substitute for mooring-rings recommended by the boanl of engi-
neers, a Uue of small piers about a thousand feet inside of and parallel
to the breakwater, provided with suitable snubbing-posts, to which ves-
sels using the harbor may make fast.
By the act approved June 23, 1874, an appropriation of ♦75,000 was
made to continue this work. * Bids for this will be opened on the loth
instant.
I am gratified at the good prospects for this work. It is one of great
magnitude, and of the greatest importance to the whole commerce of
REPORT OF THE CHIEF OF ENGINEERS. 211
the lakes of the North and Northwest, in aflfording a place of shelter on
this very dangerous coast, and which is entirely devoid of harbors, dur-
ing the severe storms which so often prevail on Lake Huron.
The original estimate for the work made by the board of engineers
in their report dated October 12, 1872, is $1,452,550. Of this amount
$350,000 have been appropriated up to date.
The amount that can profitably be expended on it during the next
fiscal year is $200,000.
This work is situated in the collection-district of Hnron, Michigan, aboat fifteen
miles sonth of the Point Aux Barques light-house. The nearest port of entry is Port
HoroD.
The amount of revenue collected in this district daring the year was $84,506.$)9 coin,
and 922,362.34 currency.
As above stated, the whole commerce of the great chain of northern and northwestern
lakes will be benefited by this work.
Financial statement,
Mance in Treasury of United States July 1,1H73 $242,800 00
Amoant in hands of officer and subject to his check 15,825 02
AmooDt appropriated by act approved June 23, 1874 75, 000 00
Amount expended daring the tiscal year ending June 30, 1874 33, 716 26
Amount available July 1. 1874 299,908 76
Amoont required for the fiscal year ending June 30, 1876 200, 000 00
D 8.
SAINT CLAIR FLATS SHIP-CANAL, MICHIGAN.
The operations on this work are fnlly set forth in the accompanying
H'port of my assistant, Capt. a. N. Lee, Corps of Engineers, who, in ad-
dition to his other duties, was assigned by me as especially in charge
thereof.
1 will cause the rotting of the timber reported to me by Captain Lee
to be carefully observed. I think, from specimens of rotten pieces that
I have seen, that there is no doubt but that the gains should have been
eat before creosoting the timber.
Captain Lee's report reads as follows :
Report of Capt, A, X. Lee, Corps of Engineers,
United States Engineer Ofeice,
Detroit f August 4, 1874.
Major : I have the honor to snbmit the foHowinji^ report of operations at St. Clair
Flats Ship-Canal during the last fiscal year :
dredging.
Wiirk onder the present contract was commenced in June, 1873, and has progressed
steadily dnring the favorable months which have since intervened. It is thought that
in aoont ten days, with good weather, the work win be entirely completed.
The whole amoant of material which has been removed dnring the year is 194,657
cubic yards.
Xo appropriation will be necessary for the next fiscal year, the balance remaiuing
on band beiog suflScient to pay the custodian and keep the canal in repair.
repairing embankments.
This work has been carried on in the same manner as last year; that is, the mate-
nal has been remove<l from the embankments in the places where leaks have ocnirred
212 REPORT OF THE CHIEF OF ENGINEERS.
aud its place supplied with seyeral layers of marsh sods, and on top of them material
dredged from the bottom of the canal has been firmly packed. The plan has worked
admirably so far, and it is hoped, on the completion of the work, that no forther trouble
will be experienced from leakage ; 5,035 cabic yards of sods and 16,504 cnbic yards
of material dredged have been used. This last quantity is included in the amount given
as dredged above. In a recent inspection of the canal, I noticed that the timbers in
some places in the embankment were badly rotted. The custodian of Lhe canal subse-
quently, by my orders, made another aud very thorough inspection, and reports that
he finds in almost every case where the gains have been cut before creosoting, the tim-
bers are in a good state of preservation. On the contrary, where the timbers were
creosoted before cutting the gains, they were badly rotted, the rots always taking
place at the joints or gains. It would seem from this that the timbers were not thor-
oughly impregnated, aud an examination of the specimens I have had takeu from the
canal, and submit herewith, will sustain the view, as the oil does not appear to have
penetrated more than an inch at the farthest, so that when the gains are cut after cre-
osoting, the impregnated parts are, to a great extent, cut away, and the timbers kept
practically as before the process.
Very respectfully, your obedient servant,
A. N. Lkk,
Captain of EngineerSj U, 8. A.
Miy. G. Weitzel,
Corp8 of EngineerSf U. S, A,
The original estimate for the work jast completed was $80,000 ; that
is, 200,000 cubic yards dredging, at 40 cents, $80,000. It has been done
for less than the estimate.
No additional appropriation is required for this work.
It is located in the collection-district of Detroit, Mich. The nearest port of entry is
Detroit, Mich.
The amount of revenue collected at this port during the year was $232,340.98, in coin.
The whole commerce of the great chain oi northern and northwestern lakes is bene-
fited very much by this work.
Financial statement
Balance in Treasury of United States July 1. 1873 $1GO,OOQ 00
Amount in hands of officer and subject to his check 547 1^^
Amount expended during the fiscal year ending June 30, 1874 45, 15:) 53
Amount available July 1, 1874 55,393 a'
D 9.
IMPROVEMENT OF THE SAINT CLAIR RIVER AT THE MOUTH OF BLACK
RIVER, MICHIGAN.
Operations on this work were continued until the funds appropriated
were exhausted. This occurred on the 4th of November, 1873, The
operations consisted in dredging the material from the bar at the mouth
of Black River to a depth of 13 feet, and making a cut of 100 feet wide
and 15 feet deep through the middle ground, the inside edge of this cut
being 25 feet from the docks.
All the material dredged consisted of coarse sand and gravel, and was
dumped in deep water below the bar.
The appropriation of $15,000 made for this work by the act approved
June 23, 1874, will be expended in continuing the 15-foot cut, as there
are many vessels drawing over 13 teet that will then be enabled to pas.^
up and down on the American side of the river. The amount of work
done during the year was 53,074 cubic yards dredging.
The detailed estimate originally made for this work amounted to
REPORT OF THE CHIEF OF ENGINEERS. 213
$224,444. (See annual Report Chief of Engineers for 1872, page 177.)
Of this amount $45,000 has been appropriated up to date.
The amount that is required for the entire and permanent completion
of the work is $179,244.
The amount that can be profitably expended during the next fiscal
year is $15,000.
Ifi is sitoated in the collection-diatirict of Huron, Mich.
The nearest port of entry is Port Hnron, and the nearest light-house is at Fort Gra-
tiot, Mich.
The amonnt of revenne coUected in this district daring the year, was $84,506.99, coin,
and ^,%2.34, currency.
The whole commerce of the northern and northwestern lakes passes here and would
be benefited by this improvement.
Fitumcial statement ^
Balance in Treasury of United States July 1, 1873, |15,000 00
Amount in hands of officer and subject to his check (including $1,377.95
percentage dneon contracts not yet completed) 1, 377 95
Amount appropriated by act approved June 23, 1874 15, 000 00
Amount expended during the fiscal year ending June 30, 1874 15, 000 00
Amount available July 1, 1874 15,000 00
Amoont required for the fiscal year ending June 30, 1876 15,000 00
D 10.
CHANNEL COKNECTING LAKES HURON AND ERIE.
Detroit, Mich., Jamuary 12, 1874.
General : In accordance with the instmctions contained in your let-
ter of the 23d ult., and the resolation of the House of Kepresentatives,
of which a copy was inclosed, we have the honor to r^ort as follows:
Id order to obtain a depth of water of twenty feet in the channel
▼bich' connects Lakes Huron and Erie, excavations must be made at
four different points :
Ut. Saint Glair Flats ship-canal.
2d. Lake Saint Clair.
3d. Detroit Biver, at the limekilns.
4th. At the mouth of the Detroit River.
In the Saint Glair Flats ship-canal it will be impossible, without the
greatest danger to the existing dikes which inclose it, to give such a
channel a greater width than one hundred feet; and therefore this has
been taken as the greatest allowable width.
Through Lake Saint Glair the channel has been taken at four hundred
feet in width, on account of the high winds which sometimes prevail
there, and also its great length.
At the lime-kilns on the Detroit Biver an excavation must be made
through rock, undoubtedly overlaid at some places by bowlders. But
the information on this point at our command is not complete, and
therefore we have assumed it in our estimates as solid rock throughout.
Notwithstanding the great expense of making the cut at this point,
we have taken the least allowable width of the channel at three hundred
feet, on account of the great damage to which a large vessel would be
exposed in striking the sides of a narrower rock-ciit.
At the mouth of the Detroit Biver, the cut to be made is through
«and and mud. Here we have assumed the least allowable width of the
214 REPORT OF THE CHIEF OF ENGINEERS.
channel at four hundred feet. The reasons for this, and with stronger
force, are the same as those given for the channel through Lake Saint
Clair.
We assume the cost of the excavation in the Saint Clair Flats ship-
canal at twenty-five cents per cubic yard. Experience at this point has
shown this to be a fair estimate.
For the cut across Lake Saint Clair, we have assumed the cost at
thirty -five cents per cubic yard, on account of the delay that would be
caused to the work by winds.
At the lime- kilns, thirty dollars per cubic yard is not considered too
high, on account of the depth of water, (about eighteen feet,) and the
swiftness of the current.
At the mouth of Detroit Eiver, the cost of the work is assumed at
fifty cents per cubic yacd, on account of winds and seas.
Assuming these prices to be correct, the cost of the work will be
$2,790,907, as shown in detail by the estimate hereto annexed.
In this connection, it should be stated that not more than fourteen
feet of water can be carried into a majority of the lake harbors at the
ordinary stage of water, and, therefore, in order that the full depth of
a twenty-foot channel may be useful, the lake harbors would need the
corresponding deepening.
In making the estimate for the work at the limekilns, the channel
was located in the best position. This brings it partly in Canadian
waters. If this is considered an objection, it can be thrown wholly into
American waters, but its cost would be increased sixty per cent, thereby,
making total cost $3,930,901.
Very respectfully, your obedient servants,
C. B. COMSTOCK,
Major of Engineers and Bvt. Brig. Gen.
G. Weitzel,
Major of Engineers and Bvt Maj. Oen.
Brig. Gen. A. A. HuJiPHRBYS,
Chief of Engineers, U. 8. A.
ESTIMATE.
Skip-oanal at St, Clair Flats.
Dredged out, 7,775 feet long— 116,928 cabic yards, at 25 cents $29, 232
Lake St. Clair.
Dredged cut, 25,000 feet long— 673,800 cubic yards, at 35 cento 235, 830
Dredged cut, 33,000 feet long— 761,652 cubic yards, at 35 cents 266, 578
Lime-kilns.
Rook-cut, in 18 feet of water, 2,100 feet long— 63,333 cubic yards, at $30 1, 899. 990
Mouth of Detroit River,
Dredging, at intervals for 15,000 feet— 211,116 cubic yards, at 50 cents 105, 5.V
2, 537, 1?^-?
Add lOpercent for contingencies 253,719
Total : 2,790,907
Add 60 per cent., if rock-cut at lime-kilns is wholly in American waters 1, 139, 91M
Making total cost , 3,930,901
REPORT OF THE CHIEF OF ENGINEERS. 215
APPENDIX E.
ANNUAL REPORT OF MAJOR FRANKLIN HARWOOD, CORPS
OF ENOmEBRS, FOR THE FISCAL YEAR ENDING JUNE
30, 1874.
Baltimore, Md., October 2, 1874.
General. : I have the honor to submit herewith my annaal reports
for the works of river aud harbor improvement under my charge for the
fiscal year ending June 30, 1874, at which date Lieut. Col. C. E. Blunt,
Corj)8 of Engineers, relieved me of their charge. I am consequently
indebted to that officer for all statistics relating to progress of work
beyond date of my relief. The delay in submitting these reports was
onavoidable, and due to the time necessarily consumed in referring to
the records of the Bnlftalo office, and my constant absence on duty undet
mj present detail.
1 am, general, very respectfully, your obedient servant,
F. Harwood,
Major of Engineers^ U. 8. A.
Brig. Gen. A. A. Humphreys,
Chief of Engineers, U. S. A.
E I.
improvement of MONROE HARBOR, MICHIGAN.
Under contract with J. M. Sterling^ of Monroe, Mich., the piers of en-
tnoce, which had fallen into a ruinous condition, were thoroughly
repaired. The projected renewal of revetment of the canals was com-
menced by protecting the head of each canal, where the abrasion was
the worst^ by piling and sheathing. One thousand one hundred and
sixty running feet of this work in all was constructed. The entire
len^h of each canal on both banks needs a like protection, but more
especially near the mouth of the harbor. Slight annual dredging may
be needed to preserve the depth of channel at the mouth of the harbor.
The appropriation of $10,000, made by act of June 23, 1874, will be
expended in renewing the canal revetment at the most important
points.
Affioant raqniied for entire and permanent completion of the project $40, 000
AmooQt that can be profitably expended during the next fiscal year 40, 000
Monroe Harbor, Mich., is in the collection-district of Detroit, Mich., and has a light
At end of north pi<*r, at entrance of Raisin River.
Amoant of revenue collected aud number of entrances and clearances have been
ioond impracticable to obtain, as they are included in the Detroit district.
ABSTRACT OF CONTRACTS.
Contract with J. M. Sterling, of Monroe, Mich., for furnishing labor and material,
txc<rpting iron, for repairs to piers, dated June 18, 1873, expired June 30, 1874.
Contract with Cartwright, McCnrdy & Co., of Cleveland, Ohio, dated June 18, 1873,
for supplying iron, expired November 30, 1873.
216 EEPORT OF THE CHIEF OF ENGINEERS.
Abstract of contra^ets far each cIms of material and labor,
J. M. Sterling :
1. Pine timber and lumber, M feet, board-measure $19 75
"S. Oak timber and lumber, Mfeet, board-measure 24 00
3. Oak piles driven in place, lineal foot 27
4. Framing, &c., below water work, lineal foot 10
5. Framing superstructure, lineal foot 09
6. Fitting, &c., planks and joists, &c., M feet, board-measure 7 00
7. Stone m the work, cord 8 00
8. Brush in place, cord 7 00
Cartwright, McCurdy &. Co. :
1. Nut screw and washer bolts, pound 7.05
2. Driffc-bolts, pound 3.65
3. Spikes, pound 5
Financial statement
Balance in Treasury of United States July 1, 1873 $10,000 00
Amount in hands of ofBcer and subject to his check, (including $668.76 per-
centage due on contracts not yet completed) 7, 669 20
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the nscal year ending June 30, 1874 17, 568 54
Amount available July 1, 1874 10,100 W
Amount required for the fiscal year ending June 30, 1876 40,000 00
£ 2.
IMPROVEMENT OF TOLEDO HARBOR, OHIO.
Under, contract with William Richardson, of Bnffalo, N. Y., during
the fiscal year a channel 15 feet deep and 100 feet in width, excepting a
stretch of half a mile, which is only 80 feet in width, was completed
from Toledo to the lake. Farther appropriations will be applied to com-
pleting the project of the board of engineer officers of December, 1872.
Amount that can be profitably expended during the next fiscal year $325, 000
Toledo Harbor, Ohio, is located in the collection-district of Miami, and has a light-
house on Turtle Island, at entrance to Maumee Bay.
Amount of revenue collected during the fiscal year ending June 30, \S74., $18,792 14
Entrances and clearances during the fiscal year ending June 30, 1874 5, *35S>
Tonnage ; 1,028,^6
ABSTRACT OF CONTRACT.
Contract with William Richardson, of Buffalo, N. Y., dated June 18, 1873, expired
June 30, 1874, for supplying four dredges, each with two dump-scows, and one tug,
with crew, machinery, and all accessories complete, for $115 per day, working teu
hours, and $10 per day demurrage when idle for each dredge and equipment.
Financial statement
Balance in Treasury of United States July 1, 1873 $85,000 00
Amount in hands of officer and subject to his check 15,536 34
Amount appropriated by act approved June 23, 1874 75, 000 00
Amouut expended during the fiscal year ending June 30, 1874 100, 017 57
Amount available July 1, 1874 75,518 77
Amount required for the fiscal year ending June 30, 1876 325, 000 00
REPORT OF THE CHIEF OF ENGINEERS. 217
E 3.
IMPROVEMENT OF PORT CLINTON HARBOR, OHIO.
The catch-sand fence referred to in my last annual report was built
on the north spit*, at the mouth of Portage Eiver, to prevent its encroach-
ment on the channel. It has answered its purpose excellently, but may
possibly need extension from time to time. ^0 further improvement can
be effected short of the extensive project mentioned in the last annual
report —
Port ClintoD Harbor, Ohio, is in the coliection-difitrict of Sandasky, Ohio, and nearest
the port
Amoant of revenue coUected dyring the fiscal year ending June 30, 1874, $191.91.
EDtrances and clearances during the fiscal year ending June 30, 1874, 56i5 ; tonnage
ofsame, 30,302 tons.
Financial statement.
Amount in hands of oflQcer and subject to his check, (including (318.54 per-
centage due on contracts not yet completed).... |4,674.6S
Amount expended during the fiscal year ending June 30, 1874 4, 420. 97
Amoant avwlable July 1, 1874 253.65
E 4.
IMPROVEMENT OF SANDUSKY CITY HARBOR, OHIO.
Under contract with William Eichardson, of Buffalo, N. Y., during the
llBeal year a channel, averaging 75 feet in width and 15 feet deep, low
stage, was effected over the shoal in the bay. So far as this shoal is
coneemed, access to the city wharves is readily had. A further widen-
ing to 100 feet is advisable, but useless until the outer bar at Oedar
Point is surveyed and dredged, as it is now impassable to vessels draw-
ing more than 10 feet water.
The appropriation of $25,000 made by act of June 23, 1874, will be
devoted to dredging this bar.
Amoant reqaired for entire and permanent completion of the improvement not esti-
nated ; as, in my opinion, the permanent completion cannot be effected without confin-
ia^ channeLs within canal-dikea.
Amoant that can be profitably expended daring the next fiscal year. (105,000.
Sandasky CHty Harbor, Ohio, is located in the collection-district of Sandusky City,
Ohio, near lights on Cedar Point and Marble Head.
Amoant of revenue collected daring the fiscal year ending Jane 30, 1874, $1,640.24.
Entiances and clearances during the fiscal year ending June 30, 1874, 3,^^ ; tonnage of
same, 5.53,447 tons.
ABSTRACT OF CONTRACT.
Contract with William Richardson, of Bnffalo, N. Y., dated June 18, 1873, expired
Jone 30, 1874. For hire of 2 dredges, 4 dump-scows, 2 tugs, with crews, machinery, and
equipments complete, for $125 per dav for each dredge and equipment, working 10 hours,
&od $10 per day demurrage while idle.
Financial statement
Balance in Treasury of United States July 1, 1873 $20,000 00
Amoant in hands of officer and subject to his check, (including $719.61
percentage due on contracts not yet complett^d) 10, 023 78
Amoant appropriated by act approved June 23, 1874 25, 000 00
Amoant expended during the nscal year ending June 30, 1874 30, 006 93
Amoant available July 1,1874 25,016 85
Amoant required for the fiscal year ending June 30, 1876 105,000 00
218 REPOUT OF THE CHIEF OF ENGINEERS.
E5.
IMPROVEMENT OF HURON HARBOR, OHIO.
The repairs projected in the last anoaal report were effected by day-
labor. The harbor is now in excellent condition. It only remains to
repair the piers and dredge away a shoal at the base of the west pier,
most of which will be done during the present year. The sum of $1,500
having been appropriated by act of June 23. 1874, a further appropri-
ation of $1,000 is asked to complete the harbor.
Amoant required for entire and permanent completion of repairs, &c $1,000 00
Amount that can be profitably expended daring the next fiscal year 1, 000 00
Amonnt of revenne collected daring the fiscal year ending June 30, 1874 71 26
Entrances and clearances during the fiscal year ending Jane 30, 1974 156 00
Tonnage of i^mt) 17,011 tons.
Financial statement
BalanceinTreaanry of United States July 1, 1873 $:i,300 00
Amonnt in hands of ofiicer and subject to his check 3, 049 21
Amonnt appropriated by act approved June 2i^, 1874 1, 500 00
Amount expended during the fiscal year ending June 30, 1874 5, 123 26
Amount available July 1, 1874 * 2,725 95
Amonnt required for the fiscal year ending June 30, 1876 1, 000 00
£ 6.
IMPROVEMENT OF VERMILLION HARBOR, OHIO.
Uuder contract with O. J. Jennings of Dankirk, N". Y,, daring the
fiscal year, the east pier of entrance was extended 132 feet, the west 66 feet,
rendering the approach to the harbor commodious. Blasting and dredg-
ing the channel were also completed, giving ready access to the interior
harbor to heavy-draught vessels. The base of the east pier was also
protected by connecting it with the shore by a bulkhead backed with
shale. This protection needs farther re-inforcement. The older por-
tions or the pier, likewise, need repairs. To these objects farther ap-
propriations shoald be applied. A request is made by citizens for
widt'uiug of the channel to 100 feet with 14 feet depth of water. As
the commerce of this harbor is rapidly growing, this request is worthy
of consideration.
Amount required for entire and permanent completion of repairs |3, 000 00
Amonnt that can be profitably expended during the next fiscal year 3, 000 00
Vermillion Harbor, Ohio, is located in the collection-district of Sandusky, Ohio, has
a beacon-light on pier behind the west pier.
Amount of revenue collected during the fiscal year ending June 30, 1874, $122.62.
Entrances and clearances during the fiscal year ending June 30, 1874, 252. Tonnage
of same, 26,399 tons.
ABSTRACT OF CONTRACTS.
Contract with O. J. Jennings of Dunkirk, N. Y., for furnishing all labor and material
excepting iron, for extension of the piers, dated June 18, 1873, expired June 30, 1874.
Items*
1. Hemlock timber and lumber, M feet, board-measure $18 00
2. Pine timber and Inmber, M feet, board-measure 23 00
3. Framing, &c., under- water work, lineal foot 10
4. Framing &c., superstructure work, lineal foot 10
5. Fitting, &c., planks and joists, M feet, board-measure 9 00
6. Snubbing-posts in place, each 9 00
7. Stone in the work, cord 7 25
BEPORT OF THE CHIEF OF ENGINEERS. 219
Contract with Cartwright, McCurdy & Co., of Cleveland, Ohio, for fomishiDg all
iioD-material for extension of piers, dated Jnne Id, 1873, expired November 30, 1873.
Items,
1. Not, 8crew,and washer bolts, pound 7-flftrC.
2. Drift-bolts, pound ^ff c.
3. Spikes, poand 5 c.
Financial statement
Balance in Treasury of United States July 1, 1873 $9,000 00
Amount in hands of officer and subject to his check, (Including |149.60 per-
cf'ntage due on contracts not yet completed) 5, 083 83
Amonnt appropriated by act of June 23, 1874 3,000 00
Amoant expended during the fiscal year ending June 30, 1874 14, 083 83
Amoont available July 1, 1874 3,000 00
Amonnt required for the fiscal year ending June 30, 1876 13, 000 00
E7.
ENLARGEMENT OF THE CHANNEL OF VERMILLION HARBOR, OHIO.
Report of Lieut Col. C. E. Blunt^ Corps of Engineers.
United States Engineer Office,
Buffalo, N. r., September 15, 1874.
General : I have received from the Hon. 0. Foster, M. 0., a com-
muDication on the subject of further appropriations for the harbor of
Vermillion, Ohio, in his district.
No estimate was sent in by me for this harbor for next year, as no in-
formation was in my possession showing that further improvement was
needed.
I find, however, that Major Harwood, while making no specific recom-
mendation, still speaks of the widening and deepening of Vermillion
channel as probably justifiable by the increasing commerce of the place.
Mr. Foster states that the citizens are very much disappointed that
00 estimate has been made, and inquires if I cannot make a supplemental
report. I have replied, that all I can do now is to state the case to the
Engineer Department.
I estimate that to widen the channel at Vermillion to 100 feet, and
deepen it to 14 feet, will require the removal of 2,000 cubic yards of
ruck at $2.50, and 15,000 cubic yards of sand and gravel at S3 cents.
Total, $10,000.
This estimate, however, is only approximate, as I have no data of
later date than August, 1872, since which time more work has been
done.
I propose to have made immediately a new survey and map of this
barbor, when I shall be able to make a more accurate estimate.
I find that drawings are also needed of several other harbors in the
district, in order to bring information up to the latest dates, and I ac-
cordingly propose to have the necessary surveys made as soon as practi-
cable.
Very respectfully, your obedient servant,
C. B. Blunt,
Lieutenant- Colonel of Engineers,
Brig. Gen. A. A. Humphreys,
Chief of Engineers, U. S. A,
220 REPORT OF THE CHIEF OF ENGINEERS.
£ 8.
IMPROVEMENT OF BLACK RIVER HARBOR, OHIO.
Under contract with D. E. Bailey, of Buffalo, N. Y., the work of pier
extension was continued. During the fiscal year superstructure was
built and filled with stone over twelve cribs ; and three cribs on the east
and four on the west pier were sunk and filled with stone, but not cov-
ered with superstructure. The progress of the work was somewhat re-
tarded, owing to the difficulty in procuring suitable timber. At the
close of the season of 1873 the crib-work was decked over with 4-inch
plank in order to prevent the sea from washing out the stone ballast
Tiie latter part of the winter being open and variable, the running ice
was driven by the severe storms of February and March with great
force against the crib extension. The cribs withstood the shocks rigidly,
scarcely working out of line, but the exposed ends of the superstruc-
ture were thrown out of line and a few courses of timbers torn out of
place. Considering the character of the storms and the masses of ice
hurled on this work, the damage inflicted is light. Twelve to fourteen
days' labor will suffice to repair damages. The stone ballast of the cribs
has worked through the loose sand and now rests on the clay strata, and
more filling will be necessary.
Duriug the season the outer bar was very satisfactorily dredged by
hired la^, so that the result of the last soundings gives a depth of H
feet water, low stage. In order to preserve the harbor and make it ac-
cessible to heaviest-draught vessels, it remains to carry out the pier ex-
tension to 15 feet water, viz, three cribs on the east and four cribs on
the west pier.
Amount required for the entire and permanent completion of the improvement,
110,000.
Amount that can be profitably expended during the next fiscal year, $10,000.
Black Biver Harbor, Ohio, is located in the collection-district of Cuyahoga, Ohio.
Nearest port of entry is Cleveland, Ohio, and has a lake-coast-harbor light on end of
west pier. Amount of revenue collected during the fiscal year ending June 30, lc<74,
credited to Cleveland, Ohio.
Entrances and clearances during the fiscal year ending June 30, 1874, 802 ; tonnage
of same 20,139 tons.
ABSTRACT OF CONTRACTS.
Contract with D. £. Bailey, of Buffalo, N. Y., for fnrnishing all labor and material,
excepting iron, for extension of piers, dated June 18, 1873, expired June 30, 1874.
Contract with Cartwright, McCurdy &, Co., of Cleveland, Ohio, for fnrnishing iron-
material for pier extension, dated June 18, 1873, expired November 30. 1873.
Absiraot of oontract8 for each class of maierial and labor,
D. E. Bailey :
1. Hemlock timber and lumber, M feet, board-measure |14 00
2. Pine timber and lumber, M feet, board-measure 22 00
3. Framing, &.C., under water, lineal foot 10
4. Framing, &c., superstructure, lineal foot 10
5. Stone in the work, cord 9 00
6. Fitting, &c., planks and joists, &c., M feet, board-measure 8 00
Cartwright, McCurdy & Co. :
1. Nut, screw, and washer bolts, pound ; 7-^iftrC.
2. Drift-bolts, pound 3^.
3. Spikes, pound 5
REPOST OF THE CHIEF OF ENGINEERS. 221
FinandaZ statement
Balance in Treasury of United States July 1, 1873 $14,003 78
Amount in hauda c^ officer and subject to bis c.beck, (including $1,566^,
percentage due on contracts not yet completed) 11, 092 08
Anmont appropriated by act approved June 23, 1874 20, 000 00
Anioont expended during tbe tne fiscal year ending June 30, 1874 25, 551 02
Amonnt available July 1,1874 18,281 88
Amount required for the fiscal year ending June 30, 1876 10, 000 00
£ 9.
IMPROVEMENT OF ROCKY RIVER HARBOR, OHIO.
Under contract with Hemenway & Garfield, of Painesville, Ohio, 360
feet of piering was built, exhauHting the appropriation.
By act of June 23, 1874, a farther appropriation of $10,000 was made,
vbieb amount, by the terms of the act, is to be expended in preserving
aod continuing the work upon the pier. A harbor can, of course, be
made at this point, but only at a great expense. There are no indica-
tions of any commerce to be benefited by this improvement, and should
tbe new breakwater proposed for Cleveland be built, there would seem
to be no reason whatever for further expenditures at Rocky River.
Should Congress, however, decide to continue 0[>eration8, a sufficient
appropriation to finish it in one season, according to the project of Major
McFarlaud, United States Engineers, should, in my opinion, be made. I
accordingly make estimate, it being understood that such estimate carries
00 recommendation for fhrther appropriation, a matter which is respect-
foliy submitted to the judgment of Congress.
Amonnt required for entire and permanent completion of work, $240,000.
Amoant that can be profitably expended daring the next fiscal year, $240,000.
Noeatrances and clearancee; no revenue collected.
Rbeky River Harbor is located in the collection-district of Cuyahoga, Ohio, and near
ClereUnd light-house.
ABSTRACT OF CONTBACT.
CoDtract with Hemenway and Garfield, of Painesville, Ohio, for furnishing material
ud labor for constmction of a pier from west end of sand-beach, expired November 1,
1?73.
Ahetraet of e&ntraei for eacfc 6Uu8 of material and labor,
1. Pine and hemlock timber, M feet, board-measure $25 00
'^ Files, lineal foot, driven in place 50
•I :screw and washer bolts, pound 08
4. Drift-bolts, pound -. 06
•' • Spikes, ponnd 07
6- Stone in the work, cord 8 00
7. Dredging sand, gravel, &c., cubic yard 40
-. Framing, Ac., below water, lineal foot 11
^ Fmning^ A4}., aaperstructnre, lineal foot 10
10. Fitting, fastening, Slg., planks and joist, M feet, board-measure 7 00
Finafieial statement.
fialanoe in Treasury of United States Jtrly 1, 1873 $1,000 00
AiDooot in hands of officer and subject to his check 7, 722 ^
^■wiiMl apt«opriated by act approved June 23, 1874 10,000 00
AaoQatezpeiideddaiingthefiscalyearending June 30, 1874 8,722 37
Amoant available Jnly 1, 1874 10,000 00
Amoant required for the fiscal year ending June 30, 1876 240,000 00
222 REPORT OF THE CHIEF OF ENGINEERS.
£ 10.
IMPROVEMENT OF CLEVELAND HARBOR, OHIO.
The most pressing repairs of the piers were attended to by day-labor,
exhausting the appropriation. The appropriation for 1874-75 will be
needed to put the piers in good order, which can be done duriug the
fiscal year.
Amonnt required for entire and permanent completion of the improvement, (including
construction of proposed exterior breakwater, $1,250,000,) $1,254,000.
Amonnt that can be profitably expended during the next fiscal year, $504,(K)0.
Cleveland Harbor, Ohio, is located in the collection-district of Cuyahoga, Ohio ; has
a light-house on the mainland, east of entrance to the harbor, and a beacon on the
east pier.
Amount of revenue collected during the fiscal year ending June 30, 1874, $165,865.'^,
which includes revenue from Grand River and Black River Harbors and Couneaut.
Entrances and clearances during the fiscal year ending June 30, 1874, 8,226 ; tonnage
of same, 2,659,060 tons.
Financial statement
Balance in Treasury of United States July 1, 1873 |1,000
Amount appropriated by act approved June 23, 1874 30,500
Amount expended during the fiscal year ending June 30, 1874 l,iK)0
Amount available J nly 1, 1874 30,500
£ II.
IMPROVEMENT OF GRAND RIVER HARBOR, OHIO.
Under contract with Hemenway and Garfield, of Paine8vi]1e, Ohio,
the pier-extension was continued until September 30, 1873. The work
then 8tood as follows : East pier under- water work, 270 feet long, with
91 feet of incomplete superstructure over it ; west pier under- water work,
670 feet long, with 300 feet of incomplete superstructure over it, the ap-
propriation being exhausted. During the year a heavy flood made a
breach at the base of the east pier, sweeping a channel out into the lake,
which channel partly existed at the close of the fiscal year. It will be
necessary to continue the pier at au angle backward across this channel-
bed to prevent a recurrence of this action and to confine the river to its
bed. Sheath-piling is also required at the base of w^est pier, to prevent
the river breaking through on that side and attacking the pier in re-
verse. Those points being attended to, and the piers built up to their
prescribed height and extent, the^harbor will be complete.
Amount reqaired for entire and permanent completion of |tbe improvement.. $15, 000
Amount that can be profitably expended during the next tisoal year ..1 15,000
Grand River Harbor, Ohio, Fairport, is situated in the coUection-district of Cuyahoga,
Ohio, and near Grand River light.
Amount of revenue collected during the fiscal year ending June 30| 1874, credited to
Cleveland.
Entrances and clearances during the fiscal year ending June 30, 1874, 138 ; tonnage
of same, 12,474 tons.
ABSTRACT OF CONTRACT.
Contract with Hemenway & Garfield, of Painesville, Ohio, for famishing material
and labor for extension east and west piers : dated May 16, 1872 ; expired NoTember
1, lrJ73.
REPORT OF THE CHIEF OF ENGINEERS. 223
Abstract of contract for each olaaa of material and labor,
1. Pine timber and plank, M feet, board-measare |21 95
i PQes, lineal feet, driven in place 50
3. Screw and waaber bolts, pound 8
4. Drift-bolts, pound 5^
5. Spikes, pound 6f
6. Boiler-iron plate, pound 10
7. Stone in the work, cord ^ 8 95
*?. Dredging, en bio yard 50
9. Framing, du:., nnder-water work, lineal foot 10
10. Framing superstructure, lineal foot 9
U. Fitting, ^tuC., planks and joists, M feet, board-measure 6 00^
Financial statement.
BaUnce in Treasury of United states, July 1, 1873 $13,664 59
Amottnt in hands of officer and subject to his check, (including $3,437.05
percentage dne on contracts not yet completed) 9, 407 19
Amount appropriated by act approved June 23, 1874 20, 000 00
Amount expended during the fiscal year ending June 30, 1874 23, 07 1 78
Amount available July 1, 1874 20,000 00
Amount required for the fiscal year ending Juue 30, 1876 15, 000 00
£ 12.
IMPROVEMENT OF ASHTABULA HARBOR, OHIO.
By contract with F. A. Seymour, of Fulton, N. Y., a channel 14
feet deep, low stage, was completed from the harbor outward to the
flare of west pier. The bar at the month of the harbor was also dredged,
iDakJDg a channel through it 120 feet wide into the lake. During the
winter blasting was done to complete a continuous channel from harbor
to lake, which was effected by the close of the fiscal year, there being
tlen a continuous channel 60 feet wide and 14 feet deep, low stage. To
effect this, however, the dredging at the bar had to be repeated at
opening of navigation in 1874, there being only from 8 to 9 leet water
where 14 feet had been obtained at the close in 1873. This influx of
<«aDd is the great trouble to be combatted at Ashtabula. It is recom-
mended to do this by extending the west pier to at least 14 feet sound-
ing in the lake to stop the dritt around its head. At the base of the
pier, however, the sand sweeps under and is blown over the old work.
Ibis has been in part met by a timber barrier, but the only effective
way apparently to stop it is to build a sheath-pile, catch-sand, fence
along the length of pier where the difficulty occurs. The above are
the measares of improvement of greatest importance, and until they are
effected extensive annual dredging will be required. The growing trade
of the harbor warrants that the channel having been secured it shoul4
l)e widened to 100 feet, as its present width, although navigable, is not
convenient, vessels not being able to pass each other in it.
Amont required for ^ntire and permanent completion of improvement $45,000
AzQOQQt that can be profitably expended during the next fiscal year 45,000
AitbtabQla Harbor, Ohio, is in the collection-district of Cuyahoga, Ohio, and has a
tjeacon on east pier.
Amoant of revenne collected during the fiscal year ending June 30, 1874, credited to
CleTeland Harbor, Ohio.
EotrMiceii and clearancea daring the fiscal year ending June 30, 1874, 271 ; tonnage
«t !«ue, 57,817 tons.
224 REPORT OF THE CHIEF OF ENGINEERS.
Ab8tract of contract for each doss of labor.
DrilliDg, blasting, and removing solid rock, per cubic yard $2 35
Removing loose rock, per cubic yard 50
Removing sand, per cubic yard 35
Financial statement
Balance in Treasury of United States July 1,1873 $10,000 W
Amount in hands of officer and subject to his check 5, 997 10
Amount appropriated by act approved June 23, 1874 35, 000 00
Amount expended during the fiscal year ending June 30, 1874 15, 973 63
Amount available July 1, 1874 35,023 47
Amount required for the fiscal 3'ear ending June 30, 1876 45, 000 00
E 13.
IMPROVEMENT OF CONNEAUT HARBOR, OHIO.
This harbor has andergone no change since my last annual rei>ort
other than the settling of the west pier-head a few inches. During the
working season of 1873 the appropriation was used to riprap the head
of this pier to remedy this settling.
Amount required for entire and permanent completion $1, 000
Amount that can be profitably expended during the next fiscal year 1,000
Conneaut Harbor is in the collection-district of Cuyahoga, Ohio. The nearest port
of entry is Erie, Pa., and has a beacon behind east pier.
Amount of revenue collected during the fiscal year ending June 30, 1874, credited to
Cleveland.
Number of entranoes and olearanees doring the fiscal year ending Jane 30, 1874, 24;
tonnage, 3,195.
Financial statement
Balance in Treasury of United States July 1,1873 $400 00
Amount appropriated by act approved June 23, 1874 1,500 00
Amount expended during the fiscal year ending June 30, 1874 399 55
Amount available July 1,1874 1,500 45
Amount required for the fiscal year ending June 30, 1876 1, 000 00
£ 14.
IMPROVEMENT OF ERIE HARBOR, PENNSYLVANIA,
By contract with Lee and Dunbar, of Erie, Pa., dredging in the chan-
nel and at the bar at its month was continued until the appropriation
was exhausted. Although the original channel project is not yet com-
pleted, full width not having been obtained, still, a good channel for
£^11 lake vessels exists, and necessities have arisen which demand more
immediate attention. The fall and winter gales of 1873 have made
alarming attacks on existing protections to the Presqne Isle, and the
harbor. The north pier has been badly damaged, and needs extensive
repairs. The adjacent beach is threatened with a breach into Misery
Bay. The lake has swept over into the bay at the westward neck of
the peninsula. To meet all these attacks, there is needed, first and most
important, a breakwater or beach protection, from the base of the north
pier, northward to the base of the point which makes out from the pen-
insula eastwardly into the lake ; secondly, a thorough overhauling and
REPORT OF THE CHIEF OF ENGINEERS. 225
repair of the north pier ; and, thirdly, a complete replanting of the neck
of the peninsula with willow-roots embedded at water-level, the slips
heretotbre planted having failed to thrive safficiently to resist the at-
tack of the lake. Besides this, a slight annaal dredging at the mouth
of the harbor is required to keep it open. Until these objects have been
attended to, it is respectfully recommended to suspend widening the ex-
isting channel, and that new appropriations be applied to the above-
mentioned improvements in the order stated. The piers require over-
haaiiog and refilling, for which estimate was made in my last annual
report The present commerce of the harbor demands no further im-
provement.
It is proposed to expend the appropriation made June 23, 1874, in
protectiDg the beach of the north spit from abrasion, repairing the north
pier, aod such dredging in the channel as may be found necessary.
For widening and completing the existing channel and further secur-
ing of Presqae Isle beach, additional appropriation of $80,000 is needed.
Erie Jlarbor is in the conection-district of Erie, Pa.; has a light-house on the main-
land, three range-lights at entrance to Presqne Isle Bay, two range-lights upon the
peDiosola to the northwest of entrance, and a coast-light on the north shore of the pen-
insala.
Amount of revenue collected dnring the fiscal year ending Jane 30, 1874, $26,923.23.
EDtrances and clearances during the fiscal year ending June 30, 1874, 2,262 ; ton-
nage, 1,069,326 tons.
ABSTRACT OF CONTRACT.
CoDtract with Lee and Dunbar, of Erie, Pa., dated August 31, 1872, for removing
nnd from cbaonel, at 29^ cents per cubic yard.
Financial statement
Balance in Treasury of United States July 1, 1873 J8,000 00
Aiuonnt in hands of officer and subject to his check, (including $327.81 per-
eeoUge due on contracts not yet completed) 2, 320 81
Aaoant appropriated by act approved June 23, 1874 20, 000 00
Amoiuit expended during the fiscal year ending June 30, 1874 10, 195 28
Aawunt available July 1, 1874 20,125 53
Amoaot required for the fiscal year ending June 30, 1876 80, 000 00
E 15.
IMPROVEMENT OF DUNKIRK HARBOR, NEW YORK.
Under contract with O. J. Jennings, of Dunkirk, N. Y., the improve-
ment of this harbor was continued in accord!iu6e with the project of the
Wid of engineer officers of November 3, 1870.
At the close of the working season of 1873, the breakwater stood 360
feet complete, having at its westerly end the 180 feet of under- water
vork laid, necessary to bring the end to the edge of the proposed channel.
Daring the winter, superstructure over this section was in course of con-
fitrnction. Blasting and dredging in the channel defined by the board
wats also carried on, but under great difficulties, owing to the open win-
ter and shifting ice, which obliged work to be suspended and laid out
again several times. About one-half of the necessary area of rock was
l>la8ted, of which 2,375 cubic yards was removed, and also 8,500 cubic
jards of sand. At the close of the fiscal year the contract expired, and
tbe appropriation was nearly exhausted, leaving the channel incomplete
and the superstructure over the western end of the work unfinished, and
15 £
226 REPORT OF THE CHIEF OF ENGINEERS.
60 feet of the under-water work laid at the easterly end. In contiDuiiig
the approved project, the matter of first importance is to complete the
channel of 170 feet width and 13 feet depth, which can be readily doneia
one season, and the unfinished superstructure completed af well. Dan-
kirk will then have an excellent harbor, becoming more and more in-
closed, and covered year by year, as the breakwater is extended.
Amount req aired for entire and permanent completion of project glOO,0<vi
Amount that can be profitably expended during the next fiscal year 100,0(Xi
Dunkirk is located in the collection-district of Dunkirk, N. Y., has a light-house on
the mainland, a beacon at the end of the west pier, and a day-beacon on the op])osite
side of the channel.
Amount of revenue collected during the fiscal year ending June 30, 1874, |l:^.85.
Entrances and clearances during the fiscal year ending Juno 30, 1874, 84; tonnage ot
same, 29,130 tons.
ABSTRACT OF CONTRACTS.
Contract with O. J. Jennings, of Dunkirk, N. Y., for furnishing all labor and material
excepting iron, for construction of a section of the breakwater and for dredging chan-
nel, dated June 18, 1873, expired June 30, 1874.
Contract with Cartwright, McCurdy & Co., of Cleveland, Ohio, for furnishing iron
material for construction of a section of the breakwater, dated June 18, 1873, expired
November 30, 1873.
AhstrMi of contracts for each class of material and lahor,
O. J. Jennings :
1. Hemlock timber, M feet board-measure $19 <iO
2. Pine timber and lumber, M feet board-measure 25 ()•'
3. Oak timber and lumber, M feet board-measure 40 0(>
4. Crib-framing, &c., linear foot 14
5. Superstructure framing, linear foot 14
6. Fitting, &c., planks and joists, 1,000 feet board-measure 12 0><
7. Stone in the work, cord 8 <H"»
8. Dredging sand, cubic yard 25
9. Blasting and removing rock, cubic yard 2 UO
Cartwright, McCurdy & Co. :
1. Nut-screw and washer-bolts, pound 7 ■f,Tc^-
2. Drift-bolts, pound 3 iV,<.
3. Do. washer headed and pointed, pound 3 fiV-
4. Spikes, pound 5
Financial statement
BalanceinTreasury of United States July 1, 1873 .' $30,000 00
Amount in hands of officer and subject to his check 8,736 J^'
Amount appropriated by act approved June 23, 1874 35, WK) (Hi
Amount expended during the fiscal year ending June 30, 1874 36, I'M ri»
Amount available July 1, 1874 37,606 W
Amount required for the fiscal year ending June 30, 1876 100, 000 Ut5
£ i6.
IMPROVEMENT OF BUFFALO HARBOR, NEW YORK.
The work of improvement during the working season of 1873 was con-
fined to efforts to contimie the breakwater, which had progressed with
difficulty ever since a yielding foundation had been attained. The dam-
ages inflicted by the gale of September 30, 1872, were repaired and the
line of work of that year rectified. One hundred running feet of work
was alvso laid upon the stone foundation prescribed by the board of en-
gineer officers of April, 1873, and 250 feet additional stone foundation
laid.
KEPORT OP THE CHIEF OF ENGINEERS. 227
•
The work at the close of the working season, 1873, stood 2,499 feet
coDiplete; the 100 feet of submerged work built upou the foundation
prescribed by the board of engineer officers of April, 1873, showing no
8iga of settling under the effect of moderate gales, having been built up
to its full height and incorporated into the finished work. On the 4th
of December, 1873, a gale of wind occurred, the most severe experienced
at Buffalo for many years. This gale damaged very extensively the work
repaired in 1873, leaving it in a very insecure state, and totally wrecked
the superstructure over the last 50 feet of it, while the work of 1873 was
completely torn away, removed from its place, and submerged, the stone
foondation upon which it rested having been partly dispersed and partly
crushed down into the soft mud substratum. For details of this
catastrophe I respectfully refer to the reports of the board of eugineer
officers of December, 1873, which were directed to consider a project for
the continuation of the breakwater in addition to their original duty«
the providing against the accretion of sand at the mouth of Buffalo Biveri
The gale of December 4, 1873, left the work standing with 2,335 feet com-
pletal, but the superstructure over the work of 1872 is in a very insecure
condition, having lost a great deal of its stone. Beyond this extended
178 feet of crib- work, from part of which the superstructure had been torn,
and over the last hundred feet had been submerged, having been carried
down with the cribs. The work was secured as well as the weather
would permit, and so remained to the close of the fiscal year. In carry-
ing out the project of the board of April, 1873, as to placing a stone
fouodatiou for work succeeding that of 1872, it was found that large
quantities of stone were swallowed up in the miry bottom before the
height of foundation prescribed by the board could be obtained. Also,
in repairing the damaged work of 1872, it w^as found on getting into the
work that the damage was much greater than had been anticipated. In
cousequence the appropriation of 1873-'74 was exhausted before the
superstructure over the work of 1873 could be completed, leaving the
work without funds and in an unsafe condition. Mr. D. E. Bailey, con-
tractor for the work for a series of years, and then contractor under the
piovisious of act of Gongress, dated April 15, 1871, probably presuming
QpoQ the future operation of that act, and not desiring to disband his
experienced gang of workmen, which had been employed on the break-
water since its beginning, upon the appropriation for the work being
exhausted, applied to me, and received permission to continue the work
in the prescribed manner on his own responsibility, it being distinctly
Qoderstood that this permission on my part in no way bound the United
States through my agency. He built the superstructure over the unfin-
vshed work, secured the work for the season, and after the gale of De-
cembefr 4, 1873, repaired damages a« far as the weather would permit,
getting the work into a state of partial security. The total expense
ioeurred by him outride of his contract, estimated at his contract rate,
was $23,287.76. I mention this in case it should be decided to re im-
burse him oat of subsequent appropriations ; and it is not too much to
say that^ but for his action it is probable that the gale of December 4,
1^73, and subsequent gales (the work being left unsecured) would have
completely wrecked the work of two years, inflicting a damage addi-
tional to that which was, in fact, experienced, falling probably not far
short of the amount advanced by him in completing and securing the
work after the appropriation of 1873-'74 had been exhausted.
A board of engineer officers was convened at Buffalo, 'N. Y., December
10, 1873, to consider a project for the prevention of the accretion of sand
mentioned in my last annual report. Their action on this subject is re
228 REPORT OF THE CHIEF OF ENGINEERS.
corded in their reports made at the close of each of their sessions. The
gale of December 4, 1873, precipitated affairs by suddenly piling, in one
day, a large quantity of sand at the head of the south United States
pier in such a manner that the ice breaking up in the coming spring
could not fail to sweep it into the channel in greater or less quantities.
The appropriation for Buffalo Harbor being exhausted, I called the at-
tention of the city authorities to the subject, advising them to increase
their annual appropriation to meet the emergency. They, however, in
turn, importuned Congress through the member of their district, and a
special appropriation of $20,000 was made to provide for the removal
of the impending bar before opening of navigation in 1874. As there
was no time to advertise for proposals, immediate action being required,
I threw the removal of the portion most threatening the channel
into open market, resuUing in an engagement with George Talbot,
of Buffalo, at the rate of 60 cents per cubic yard, the best terms I could
obtain. The removal of the remainder, after the opening of navigation,
was placed in competition after due course of advertising, and resulted
in a contract with Spalding and Bennett, of Buffalo, at 25 cents per
yard. At the close of the fiscal 3'ear all danger of encroachment on the
channel had ceased, and its recurrence was fully provided against.
The winter of 1873-'74 being a very open one, the ice did not form
at its usual thickness, nor did it mass as heavily in bergs as usual, but
floated up and down the lake in tbeir fields of hard formations. These
fields impinging on the breakwater during the winter, and breaking up
in spring, cut into the timber near the water-line, abrading the work
throughout its whole extent, and threatening eventually to cut it com-
pletely through. It iS", therefore, apparent that it must be protected, in
some way. A sheathing of J-inch iron-plating for two feet above and
below water-line will effectually protect the work, «nd is accordingly
recommended to be incorporated in the project for 1874-'75. An appro-
priation of $75,000 having been made tor this harbor by act of June 23,
1874, it is proposed to expend it daring the fiscal year 1874-75 in build-
ing a catch-sand pier of pile and crib-work, of a total length of about
1,300 feet, which will check the movement of sand along the south
beach. The damaged south end of the breakwater will also be put in
good condition, and if sufficient funds remain available, the iron-plating
will be put on the lake side of the work, as a protection from ice. As
to the further improvement of this harbor, at the close of the fiscal year
a project was in contemplation by the board of December, 1873, the
scope of whose duties had been enlarged to a general consideration of
the necessities of the harbor. Upon the result of their deliberation, and
the action of the Chief of Engineers upon the same, further improvement
will depend.
Amount required for entire and permanent completion of breakwater $2, 000, 000
Amount that can be profitably expended doring the fiscal year ending
June 30, 1876 500,000
Buifalo Harbor is located in the oollection-district of Buffalo Creek, New York, is
near Fort Porter, N. Y., has a light-house on south United States pier, a beacon on the
middle reef at entrance to Niagara River, and a beacon at north end of United States
breakwater.
Amount of revenue collected at Buffalo during fiscal year ending June 30, 1874,
$431, 536. 29.
Entrances and clearances during fiscal year ending June 30, 1874, 9, 860.
Tonnage of same, 4,615,250.
ABSTRACT OF CONTRACTS.
Contract with D. E. Bailey, of Bnfialo, N. Y., for furnishing all material and labor
for construction of a section of breakwater, and dated April 24, 1873, expired Juue
30, ltf74.
REPORT OP THE CHIEF OF ENGINEERS. 229
Ahatraci of oontracU for each claaa of material and labor for construction of a section of
the breakwater,
1. Piles, per lineal foot $0 25
2. Timber and lamber, per M feet, boHrd-measure 19 98
3. Screw and wasber bolts, per pound 4«
4. Drift-bolt iron, per pound .* 3
5. Spikes, per x)ound 5
' 6. Preparing and driving piles, per pile 5 00
7. Crib, framing, &c., per lineal foot, timber 12
8. Superstructure, framing, dxj., i>er lineal foot, timber 12
9. Planks, Joists, &c., fitting, fastening, &c., per M feet, board-measure 7 00
10. Stone furnished and put in work, per cord 6 85
Financial statement
Balance in Treasury of United States July 1, 1873 $45,000 00
Amount in hands of officer and subject to his check, (including $2,037.94
percentage due on contracts not yet completed) : 10, 301 83
Amounc appropriated by acts approved February 25 and June 23, 1874.. .. 95, 000 00
Amount expended during fiscal year ending June 30, 1874 73, 000 6H
Amount available July 1, 1874 77,301 15
Amount required for the fiscal year ending June 30, 1876 500, 000 00
E 17.
BUFFALO HARBOR, NEW YORK.
Report of Board of Engineers.
United States Engineer Office,
Buffalo, N. r., March 23, 1874.
General: The board of engineer officers, constituted by Special
Orders No. 156, dated Headquarters Corps of Engineers, Washington,
D. C, November 28, 1873, assembled, as directed, at Buffalo, N. Y., on
the 10th day of December, 1873, all the members being present. After
a cursory examination of the maps, plans, and miscellaneous data laid
before them by the engineer officer in charge of Buffulo Harbor im-
provement, the board proceeded to visit the harbor, inspect the break-
water, examining into the condition in which it was left by the gale of
December 4, 1873 ; they also inspected the bar at the head of the south
United States pier. The board found at this point extensive shoaling,
threatening in time to obstruct the entrance into Buffalo River. After
discussing generally at some length the subjects presented for their con-
sideration, the board came to the conclusion that there was not sufficient
data before them upon which to base a definite decision upon the sev-
eral important points on which they were called upon to report. They,
therefore, requested the officer in charge of Buffalo Harbor improve-
ments to make certain examinations and surveys tending to throw more
light upon the question of how best to meet the difficulties presented in
prosecuting the improvement of Buffalo Harbor, and then adjourned
subject to the call of the senior member whenever the data which they
bad requested should be ready for their consideration. These data hav-
ing been collected during the winter of 1873-74 — but very imperfectly,
owing to lack of available funds to defray the expense of minute exam-
ination— the board reconvened March 20, 1874, and proceeded to a care-
ful and deliberate consideration of the matters in question. The result
of their deliberations, by aid of the imperfect data afforded them, is
respectfully submitted in the following
230 REPORT Qf^ THE CHIEF OP ENGINEERS.
REPORT.
In order to convey a full idea of the engineering-difficulties encoun-
tered in prosecuting the improvement of Buffalo Harbor, the board
desire to preface their report on each subject referred to their consider-
ation with a brief account of the condition of that particular portion of
the improvement at the date of their sessions.
The board is called upon to report upon two distinct subjects, con-
nected, however, in their relations to the general scheme of improvement.
The board will, therefore, first discuss these subjects separately and
then together in relation to a general project for the improvement of the
harbor.
I. — THE ACrjRETION OF SAND.
The first subject the board is called to report upon is the accretion of
sand at the head of the south United States pier. The board, at their
first session, December 10, 1873, found the anticipations contained in
the seyeral reports of Major Harwood to the Chief of Engineers upon
this subject fully realized. As a result of the very violent gale, which
occurred just prior to their session, a large quantity of sand was trans-
ferred from the front of the sea-wall to the head of the south CTnited
States pier, where it was deposited in a bar, extending westwardly
toward the breakwater, from the pier-head on the prolongation of the
axis of 'the extension of the south United States pier, about 350 feet,
and having not quite 3 feet of water over its apex. Although this bar
did not then infringe upon the channel, it was in position to be trans-
ferred into it should moving ice scrape over its surface. During the
recess of the board the question of the disposal of this bar was taken
out of their consideration by an act of Congress appropriating $20,000
for its removal, and at the board's session of March 20, 1874, the board
found dredges already at work upon it.
The question still remains as to what shall be done to prevent future
encroachment of sand on the channel at the mouth of Buft'alo River.
A strip of beach about 100 feet in width in front of the sea-wall is cov-
ered with sand, and extends southward beyond the south channel re-
gion for several miles. From this beach a constant sui>ply of sand may
be expecjted at the south pier-head, unless the northward transfer along
the beach in gales of wind be prevented by some interposing obstacle.
The board apiirove the project of Major Harwood to arrest this prog-
ress of sand along the beach by building a catch sand pier at the
south channel region, as indicated on the map herewith submitted, and
which forms a part of the general project for the improvement of Buf-
falo Harbor.
The board recommend for this work a pile-pier, 10 feet in width, cov-
ered by 6 feet of superstructure, extending to the 12-feet curve of water,
thence prolonged in the same direction by crib-work 20 feet in width,
covered with 6 feet of superstructure, to the point B, indicated on the
map. The board adopt this slight cross-section for the pile-pier, hoping
that the accretion of sand about the work will give it ample stability.
The shore end of the pile-pier is recommended to be connecte<i with the
railroad bulk-head immediately in its rear by a close row of piles. The
board in this connection do not take into consideration the project for
a south channel into Buffalo River, leaving that to be effected by such
private interests as may in the future be most benefited by it.
In addition to the catch-sand pier recommended by the beard, it is
REPORT OF THE CHIEF OF ENGINEERS. 231
expected that other jetties of slight construction, not to exceed 300 feet
in length, may be needed at different points between the site of the one
now proposed and the south UDited States pier, to arrest the transfer
of sand and prevent abrasion of the beach during the period in which
covering-works are in process of construction. No estimate is, how-
ever, made for these jetties at present.
n.— THE BREAKWATER.
The board, at its session December 10, 1873, found that the same vio-
lent gale which caused the bar at the south United States pier-head
likewise damaged extensively the southerly end of the breakwater.
The two end cribs, each 50 feet in length, 34 feet wide, and 23 feet in
depth, covered with completed superstructure 8 feet in height, and rest-
ing upon rubble-stone foundation, were torn away from other work to
which they were bonded by the superstructure, deviated harborward
from the general line of work 16 feet, and sunk into their bed to a depth
of 8 feet, leaving the top of their superstructure about at ordinary wa-
ter-level ) the whole section of 100 feet standing with but a slight list
to lakeward. As the deck of the superstructure over one crib at least
was found to be intact, it js presumed that the bulk of the stone re-
mained in the mass while it was changing its position. The superstruc-
ture of the work of the last season, built up during the working-season
of 1873, was also damaged, and a large quantity of stone swept out. At
the session of the board March 20, 1874, the damaged superstructure
had been repaired and refilled with stone, but the southerly end, the
submerged work, consisting of one crib of 1872 from which the super-
structare and a repair-crib had been torn, and the two submerged cribs
of 1873, with their superstructure, also submerged as heretofore described,
remained still untouched.
The examinations desired by the board at its session of December 10
1873, have not heen fiuished. from the fact that the appropriation for
the work was exhausted. Toe prolongation of the line of that part of
the breakwater already completed passes through an area of soft muddy
bottom which offers great difficulties in foundation. Before deciding to
attempt to cross this area, necessarily at great expense, or adopting the
alternative plan of leaving a large gap in the breakwater, the board
deems it necessary to have a thorough examination, by borings, of this
soft area and its vicinity, to ascertain if it cannot be avoided by some
change of the trace adopted by the board of engineer officers of March,
1868, and recommend that the local engineer make these examinations as
soon as he has the needed funds. As soon as these examinations are com-
pleted, and the results laid before the board, they will be able to submit
a definite plan for a continuation of breakwater work, but with their pres-
ent imperfect information they are unable to prepare any plans or make
any estimates. Such plans and estimates must necessarily be the subject
of consideration at a futufe session of the board. In the meanwhile,
however, the board recommend that the southerly submerged section of
the breakwater be built up to its full height of 8 feet above low-water
level, and in plan as indicated on the accompanying drawing. The
board is impressed with the failure of the present project (that of 186S)
for a breakwater to fulfill all the requirements of an outer harbor at Buf-
falo. The breakwater, it is true, has furnished sheltered anchorage, but
the accumulation of sand at tbe entrance of the inner harbor, a point
covered from the direct action of the lake waves by the portion of break-
232 REPORT OF THE CHIEF OF ENGINEERS.
water already flnisliecl, shows the necessity of connecting the break-
water with the shore to cut off the shifting sands from the southward.
The board, therefore, favor the general project of Major Harwood for the
completion of the outer harbor, reserving estimate until more detailed
examinations are made and reported upon. We, however, respectfully
submit the following estimates for the projects we have matured :
The oatch-sand pier,
950 running feet pile piering, at H^ $28,5#0
340 running feet crib piering, at 870 23,800
Total 52,300
Add 10 per cent, contingencies 5,230
57, 530
Estimate for catch-sand pier |5@,000
Breakwater.
Bailding np the southerly sabmerged end to full height of main work in plan
as proposed by the board $25,000
The board respectfully return the papers and map submitted for their
consideration, having given them all careful attention, and also due
weight to the suggestions of Messrs. Beaseley and Bennett referred to us
by the Chief of Engineers. The papers returned are enumerated in the
accompanying schedule, and the maps to accompany this report will be
forwarded as soon as they can be prepared. Eespectfully submitting
this, our preliminary report, the board adjourn subject to the call of the
senior member, whenever the full examinations requested by the board
shall have been made, and the results ready to be laid before them.
We have the honor to be, very respectfully, your obedient servants,
I. C. Woodruff,
Colonel of Engineers^ Bvt Brig. Oen. IF, 8. A.
C. B. COMSTOCK,
Major of Engineers^ Bvt. Brig, Oen.
John M. Wilson,
Major of Engineers^ Bvt. Col, U. S. A,
F. Harwood,
Major of Engineers^ Bvt Lieut, Col. U. S. A,
Brig. Gen. A. A. Humphreys,
Chief of Engineers J U, 8. A.
£ i8.
HARBOR OF REFUGE AT CLEVELAND, OHIO.
United States Engineer Office,
Buffalo^ N, r., December 31, 1873. .
General : In accordance with the provisions of act of Congress ap-
proved March 3, 1873, and your subsequent instructions, I have com-
pleted the survey for a harbor of refuge at Cleveland, Ohio, and have
llEPORT OF THE CHIEF OF ENGINEERS. 233
now the honor to submit the result of my iuvestigations in this my re-
port, and the map forwarded this day on roll.
To construct a harbor of refuge at Cleveland, a breakwater or system
of breakwaters would evidently be needed. The location and course of
such work or works as might be decided upon would depend primarily
upon the general direction of the heaviest attack of the waves.
Secondarily, however, another point comes into consideration. Cleve-
land being a city of large population, and having a large commerce, with
very limited harbor facilities, all of her shipping being necessarily crowded
in the Cuyahoga River and adjacent slips, it would evidently be advan-
tageous to commerce in general, and Cleveland commerce in particular,
to locate the harbor of refuge in such a manner as not only to subserve
its primary intention, but also incidentally to relieve somewhat the over-
burdened inner harbor, and protect its entrance in heavy weather, pre-
venting effectually the casualties now constantly occurring to vessels
attempting to enter during storms.
Keeping, then, these points in view, regarding the location and direc-
tion of covering- works, there was still to be borne in mind the fact that
the character of construction, and consequently the expense of building,
might be greatly modified and perhaps advantageously reduced by a
slight change in the site.
To determine all these points a careful and elaborate survey was re-
quired, establishing the shore-line in the vicinity of the Cleveland piers,
carefully sounding the water-front as far as necessary to establish the
curve of 36 feet of water, and at stated points driving a hollow rod into
the bottom of the lake to determine the character and density of the soil.
These operations I intrusted to Mr. George E. Fell, assistant, upon whom
I could implicitly rely for accuracy and thoroughness, he having given
evidence of his ability and faithfulness in many surveys about Buffalo
and Dunkirk, K. Y., since 1867. The results of his Ikbors are iiicori)orated
in his map, herewith transmitted.
It now only remains for me to report my conclusions and reasons for
the same. The facts determined by this survey are as follows :
Cleveland is situated on the south shore of Lake Erie, Buffalo, at the
eastern extremity, being about twice as distant as the mouth of the De-
troit Biver at its western.
Its waterfront is attacked by prevailing storms, from botli the east-
ward and westward, the effects of the attack from the northwest being,
however, by far the most severe.
It was also ascertained by careful examination that the bottom of the
lake, all along the water-front, consists of a loose deposit of soft blue
clay, silt, and sand, no rock or Urm foundation of any character being
found within 25 feet of the upper surface at any point, which might be
expected, inasmuch as the Cuyahoga Biver has for years been carrying
the alluvium from its headwaters, reinforced by the sewerage of the
city, into the lake frontage, where, there being no littoral current of any
magnitude, and such as there is being neutralized as to its effects by the
waves coming invariably from different quarters, it is of course deposited
along the water-front. This fact will seriously affect the cost of any
structure which may be determined upon, no matter where located, but
this I will fully discuss further on. To illustrate I have only to cite the
difficulties encountered by the water- works engineers in constructing
their tunnel and inlet pier. At or near the point marked X on the map
they drove a rod to find the rock, but after penetrating about 100 feet,
and finding: noi\e, gave it up and ran oat a brick tunnel to the inlet pier
noted on the map. In sinking the crib at this point they encountered
234
REPORT OP THE CHIEF OF ENGINEERS.
the same difficulties lately met at Buffalo. The crib went down into the
soft soil 11 feet, and it was only after heavy riprapping that a firm foun-
dation has apparently been attained. Like difficulties will, of course,
attend the construction of a breakwater on a like foundation, and although
the full force of Lake Erie, coming from one direction, would not be felt
as at Buffalo, I anticipate similar difficulties in construction, perhaps in
a minor degree, to those now being encounteredjin continuing the Buffalo
breakwater.
With facts thus stated before me, I arrived, after discussion with the
Board of Trade of Cleveland, and careful consideration of all the points
of the case, at the conclusion indicated upon the map, in plan and cross-
section. Before proceeding, however, to describe this project, I will refer
to others which came to my attention in the course of my investigations,
and which, although I reject, for reasons I will state, yet are well worthy
of consideration, as it may be that I have overlooked points in their
favor which, duly considered by reviewing authority, might annul the
objections I make to them.
First, I will refer to the project submitted to my attention by the
Board of Trade of Cleveland, which was simply an elaboration of the
crude project I had already formed in my mind without the aid of the
survey, then incomplete. This consisted of two breakwaters about
3,000 feet distant from the present pier-heads, approaching each other
to a distance of 300 feet, just opposite the present* entrance to the har-
bor; at these ends branches to project into the lake sufficiently far to
prevent the waves breaking in behind the works.
The following sketch illustrates the idea :
I Water Works Crib.
My objection to this is the increased, and, to my mind, unnecessary
expense of the construction of thelakeward arms, obviated in the pro-
ject I have fixed upon ; also the reproduction of difficulties of entrance
between two nearly parallel piers, due to the cross-swash always pro-
duced in stormy weather. The Board of Trade's original plan contem-
plated prolonging the breakwaters on a curve to the shore, making a
snug harbor; l)ut this idea was abandoned upon my representing the
evidently enormous expense of the project. The second and only other
feasible project brought to my attention was a modification of the former,
proposed by Capt. P. C. Watmough, formerly an officer of the Navy,
and now collector of customs at Cleveland. Xotiug £ho cross-swash
REPORT OF THE CHIEF OF ENGINEERS.
235
difficulty, he proposes to sabstitate a covering breakwater for the twa
akeward branches^ thus :
Note. — If such a combiuation should be determined upon, I prefer the
modification I give below, which, in my opinion, is decidedly the best iu
the case where a central exit is afforded to vessels. I have accordingly
indicated it upon the survey. It can be constructed at nearly the same
expense as the continuous work.
•^.
To this I. interpose the same objection of expense as before, and, in
addition, the point that the design I now submit has all the advantages
236 REPORT OF THE CHIEF OF ENGINEERS.
of his combination, withoat the drawback of having the work nearly
useless until completed, and constantly more endangered while in pro-
cess of coustiiiction than a continuous work would be. By beginning
the construction I propose at the angle, and working both ways, a lee
will be obtained rapidly, the work will be of use almost from its begin-
ning, and will be of increased utility year by year until its completion.
I will now proceed to explain my reasons for its location, and describe
the same.
Experience at Buffalo has shown that vessels may come to in heavy
weather under the lee of a breakwater, distant perpendicularly 2,200
feet from the nearest pier-head. But in projecting an important work
to accommodate the wants of a rapidly-increasing commerce for an
indefinite series of years, I considered it proper to estimate for the
maximum area of anchorage, especially when the soundings show
that increased area can be obtained at but trifling increase of expense.
I accordingly fixed upon 3,000 feet as the perpendicular distance from
pier-head to breakwater.
The attack of the waves coming from two general directions, two
branches are needed to the breakwater. To give ample accommodation
to a fleet of vessels coming from either direction under stress of weather,
I fixed upon 4,000 feet as a commodious length for each arm, putting it
at a maximum, as in the former case : but in this it is to be observed
that, by building from the angle, the length of each arm may be varied
to suit the wants of commerce from time to time. To thoroughly cover
the present entrance to the harbor from the attack of waves, I consid-
ered it necessary to prolong each arm of the breakwater 400 feet shore-
ward from its intersection with a line drawn from each pier-head, sever-
ally, in the direction of the prevailing incoming wave on that quarter.
For convenience in locating the work, I have placed the angle, the
initial point, on the prolongation of the axis of the present east pier of
entrance. Hence results the location.
The cross-section I should recommend will greatly depend upon the
conclusions arrived at by the board of engineer ofiicers now studying
the difficulties presented in building upon a similar foundation at Buf-
falo, N. Y.
As a basis, however, for estimate of expense, I have indicated on the
map a cross-section of tried stability. It is that of the Buffalo break-
water, modified to meet the requirements of the increased width neces-
sary for the increased depth of water. The Buffalo breakwater will
stand in from 21 to 30 feet of water ; the proposed Cleveland work
would stand in an av^erage of about 34 feet. The Buffalo breakwater
is 34 feet wide ; 1 project the Cleveland work at 40 feet. The only
other modification I make, in the Buffalo cross-section, is to put two
longitudinal walls in superstructure, bonding with the one in crib, a
measure which experience has shown very. desirable in a work of this
character.
Any estimate I might form of the expense of the work, I suppose,
would be mere conjecture, the grounds of computation are so uncertain,
especially when building upon yielding soil. The original estimate of
cost per lineal foot of the Buffalo breakwater has, by reason of coming
upon a loose foundation, more than doubled, by reason of casualties in-
cidental to an unstable basis. The primary conditions at Buffalo and
Cleveland, although not exactly the same, would, in my opinion, nearly
counterbalance. Buffalo has the heavier attack of the waves, but Cleve-
land, on the other hand, has the least favorable foundation for the work.
While, therefore, I refrain from attempting to make a close estimate,
REPORT OP THE CHIEF OP ENGINEERS. 237
an approximate one may be arrived at from comparison of the present
theoretical expense of the construction per lineal foot of the Buffalo
breakwat<er with that of a similar structure at Cleveland, bearing in
mind the greater depth of water at Cleveland, and consequent greater
projected width of the work, and doubling the estimate for foundation,
a conclusion fully warranted by the doubly treacherous foundation upon
which the work must rest.
I respectfully submit herewith a comparative statement showing in
detail the theoretical cost per lineal foot of the Buffalo breakwater built
on the plan as modified by the board of engineers of April 9, 1873, and
an estimate for a similar construction at Cleveland, modified and calcu-
lated as I have above stated.
It is probable, however, that the deliberations of the board of engineer
officers now studying the Buffalo question will result in conclusions
which will increase these estimates about 25 per cent., if not more.
The following is the summary of my conclusions :
In my opinion, for a harbor of refuge at Cleveland, Ohio, a break-
water is required of rectangular cross-section 40 feet in width, standing
in an average of 34 feet of water, to consist of two arms starting th)m
an initial point on the prolongation of the axis of the present east pier
of entrance, each arm to be 4,000 feet in length, to be 3,000 feet distant
in a perpendicular direction from the opposite pier-head of the present
harbor, and overlap shoreward a line drawn from said pier-head in the
direction of prevailing incoming waves, 400 feet.
Estimated cost per lineal foot, approximate and maximum, $500.
Total approximate cost, $4,000,000.
All of which is respectfully submitted, and I have the honor to be,,
general, very respectfully^, your obedient servant,
F. Harwood,
Major of Ungineers.
Brig. Gen. A. A. Humphreys,
Chief of Engineers^ V. 8. A.
Tkearetical cost (with no allowimce far settling or oontingenoks) of 50 feet of Buffalo break-
water,
139,875 feet board-measnre timber and lomber, at $20 ^, 797 50
11,891 lineal feet framing, at 12 cents 1,426 92
2,876 feet board-measare, joists and plank, fitting, &c., at $7 20 13
32,197 pounds drift-bolt iron, at 3^ cents 1,247 63
680 pounds spikes, at 5^ cents 37 40
435 cords stone, at $6.85 2,979 75
Cost for 50 lineal feet 8,509 33
Cost per lineal foot $170 OO
Calculated at present contract-rates of material and labor for Bufifalo Harbor, New
York.-
Official :
F. Hakwood,
Major of Engineers.
238 REPORT OF THE CHIEF OF ENGINEERS.
Theoretical cohI of 50 feet (one crib length) of breakwater for Cleveland, Ohio, tcork to be 40
feet wide, to be built in 34 feet depth of toater, with stone foundation of 4 feet depth,
doubling the eMimate for atone foundation over that of a eimilar structure at Buffalo to
meet the greater difficulty of a more yielding site.
MATERIAL.
186,550 feet board-measure timber and lumber, at $20 per 1,000 feet board-
measure $3,731 00
756 pouuds wrought-iron spikes, at 8 cents per pound 60 48
LABOR.
14,020 lineal feet timber, at 12 cents per lineal foot 1,682 40
34,135 pounds drift-bolt iron, at 6 cents per pound 2, 048 10
669 cords of stone, at $9 per cord 6,051 00
6,310 feet board-measure plank and joists, at $12 per 1,000 feet board-mea-
sure 75 72
Cost for 50 lineal feet 13,648 70
Cost per foot : $273 00
Note. — This is calculated at current rates of material and labor at and near Cleve-
land, Ohio.
No contingencies are reckoned, it being impossible to get a reliable basis of calcula-
tion. I estimate, however, that $500 per lineal foot will cover all expenses, making
the total maximum cost of the harbor $4,000,000.
F, Harwood,
Major of Engineers,
APPENDIX F.
ANNUAL EEPOET OF MAJOR JOHN M. WILSON, CORPS OF
ENGINEERS, FOR THE FISCAL YEAR ENDING JUNE 30,
1874.
United States Engineer Office,
Oswego J N. T., July 11, 1874.
General : I have the honor to transmit herewith the annual reports
for the fiscal year ending June 30, 1874, of the various works of river
and harbor improvements under my charge.
I am, general, very respectfully, your obedient servant,
John M. Wii^on,
Major of UngineerSj U. 8. A.
Brig. Gen. A. A. Humphreys,
Chief of Engineers^ tf. 8. A.
F I.
OLCOTT HARBOR, NEW YORK.
HISTORY OF THE WORK.
«
In 1846 the first survey under the General Government was made
under the direction of Col. Wm. Turnbull, of the United States Corps of
Topographical Engineers, and a plan for the improvement of this harbor
was submitted. The business of the place was unimportant, though
private enterprise had already extended a pier 250 feet into the lake.
KEPORT OF THE CHIEF OF ENGINEERS. 239
and the claim for improvement was based upon the need of a harbor of
refuge, the nearest available ports at that time being Niagara, eighteen
miles west, and Genesee, sixty miles east.
In September, 1866, a resurvey of the harbor was made under Lieut.
Col. Charles E. Blunt, and a plan of improvement submitted. It was
proposed to contract the mouth of Eighteen Mile Creek, which here
empties into the lake, by two parallel piers, two hundred feel apart, and
extending one thousand feet out into the lake ; to dredge a channel be-
tween them, and to form a harbor inside by excavating in the creek.
The survey showed a bar extending across the mouth of the creek, upon
which there was a depth of only IJ feet of water.
Congress, in 1867, made an appropriation of $60,000 for this work,
and contracts were made and operations commenced in the fall of that
year, constnicting the piers.
The survey for the Niagara Ship-Canal, made during that year, showed
this point to be an available one for its terminus, and that Olcott might
become a place of some prominence.
Operations were carried on under contract in 1868, and at the close of
that season the west pier was 345 feet long, 275 feet being complete, and
70 feet without superstructure ; two cribs had also been sunk on the
line of the east pier, and a channel dredged so that vessels drawing seven
feet could enter the creek.
Lieut. Col. Blunt was relieved in January, 1869, and the charge of
this work, as well as that of others under the control of the Chief of
Engineers upon Lake Ontario, passed through the hands of Major Mc-
Allister and Captain Harwood to Major Bowen, who assumed charge in
May, 1869. Major Bowen immediately annulled all contracts, and com-
menced the prosecution of the work by hired labor.
In 1870 an appropriation of $10,000 was made, and work vigorously
prosecuted, so that by the close of that season the piers were each 610
feet long ; the superstructure, however, upon 100 feet of the west pier
and 220 feet of the east was incomplete ; no dredging was done other
than that necessary to prepare foundations for cribs.
In January, 1871, Maj. John M. Wilson assumed charge of the work,
and in March of that year an appropriation of $5,000 was made, and
the extension of the piers was continued under contract.
At the close of the season of 1871 the west pier was 791 feet long,
and the east pier 731 feet long. Borings made between the piers during
this season developed an extensive bed of red sandstone stretching
across the channel, having upon it a depth of only 7 feet at low water ;
it was estimated that to obtain a channel 150 feet wide and 12 feet deep
would require the removal of 7,600 cubic yards of this rock, besides
about 12,000 cubic yards of sand, gravel, &c., and $50,000 was asked to
complete the project.
In 1872 an appropriation of $10,000 was made, and the prolongation of
the piers continued, so that at the close of the fiscal year ending June
30, 1873, the west pier was 881 feet long, and the east pier 851 feet long,
a portion of the superstructure of both piers being yet incomplete.
OPERATIONS DTJBING THE FISCAL YEAR ENDING JUNE 30, 1874.
An appropriation of $10,000 was made in March, 1873.
The opening of the fiscal year found operations in progress under
contract with H. J. Mowry, constructing superstructure upon cribs pre-
viously sunk. Operations were continued until early in August, when
they were closed, the pier-work being completed ; during this period
240 REPORT OP THE CHIEF OF ENGINEERS.
tbe superstrnctnre of the TFest pier was filled with stone and decked
over on a length of 90 feet of the pier, and that of the east pier entirely
constructed on a length of 120 feet of the pier.
In performing this work the following materials were used :
126 feet, board-measnre, hemlock timber.
35,392 feet, board-meaaure, pine timber.
13,383 feet, board-measare, pine plank.
2,742 ponnds drifb-bolte.
616 poands spikee.
121 cords of stone.
In March, 1873, proposals were invited for opening the channel be-
tween the piers, by removing rock, sand, &c.
' No bids were received, and by authority of the War Department a
dredge was hired, and the work carried on by the day. The dredge was
brought from Lake Erie, through the Wellaud Canal, and operations were
commenced on the 9th of August, and continued until the 28th of Oc-
tober, when they were suspended on account of the weather.
During this period a channel 60 feet wide and 880 feet long was
dredged between the piers, and one 20 feet wide, 650 feet long, and 12
feet deep from the bridge to the piers; the full depth of 10 feet at low'
water was obtained between the piers until a point was reached 560 feet
from the inner end ; here the bed of red sandstone was encountered.
The dredging was exceedingly difficult from this point to the outer ends
of the piers, a distance of 320 feet, and the depth gained was from 7 to
9 feet at low water.
Operations were suspended October 28, 1873, and in November a sur-
vey of the harbor was made. A beacon, showing a fixed white light of
the fourth order, was placed on the west pier in the fall of 1873.
Operations were resumed, dredging the inner harbor between the
bridge and the piers, in May, 1874, but suspended at the close of the
month for want of funds.
The following materials were removed from the harbor by dredging
daring the fiscal year :
One old crib, 16 by 30 feet, filled with stone.
One bowlder, measuring one cubic yard.
The wreck of a vessel sunk fifty years ago.
Two thousand three hundred and eighty-six cubic yards of red shale
and rock.
Thirteen thousand four hundred and twenty eight cubic yards of clay,
sand, gravel, and mud.
At present both piers are in excellent condition, the east being 851
feet long and the west 881 feet ; they have been carried out to the depth
of 10 feet at low water, and it is not intended to carry them farther until
the channel is properly opened. Vessels drawing 9 feet can now enter
the harbor at ordinary low water, and go up to the store-houses near the
bridge. To complete the project the piers should each be prolonged 120
feet, the channel opened between them by removing rocks, &c., and the
creek between the bridge and piers dredged out to form a harbor.
During the present season it is proposed to open a channel 50 feet
wide between the piers by removing 2,578 cubic yards of rock.
The original estimate for the improvement of this harbor was $118,000»
Up to the close of the fiscal year ending June 30, 1874, $105,000 had
been appropriated, of which $94,988.68 has been expended. Thirty
thousand dollars will still be required to complete the work. The ex-
cess arises from the fact that since the original estimate was made the
bottom of the channel between the piers has been found to consist of
REPORT OF THE CHIEF OF ENGINEERS. 241
red saudstoue rock, the cost of the excavation of which exceeds greatly
that of ordinary material.
Olcott is a port of entry in the collection-district of Nia^rara. The nearest fort is
Niagara. There is a beacon showing a fixed white light of the fourth order, on the
outer end of the west pier.
The amount of revenue collected during the fiscal year was $697.
The value of the imports was i|3,290. There were no exports.
Twenty-five vessels, with an aggregate tonnage of 1,462 tons, entered and cleared
during the year.
The value of the lumber and produce shipped coastwise from the port during the
year was $45,626.50.
An abstract of contracts in force, and a financial statement, are
transmitted.
Financial statement
Balance in Treasury of the United States July 1, 1873 §1.0,200 00
Amount in hands of officer and subject to his check, (Including $724.99 per-
centage due on contracts not yet completed) 1,531 76
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the fiscal year ending June 30, 1874 11, 720 44
Amount available July 1, 1874 10,011 32
Amount required for the fiscal year ending June 30, 1870 30, 000 00
16 E
242
REPORT OF THE CHIEF OF ENGINEERS.
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F2.
OAK-ORCHARD HARBOR. NEW YORK.
HISTORY OF THE WORK.
The necessity for a harbor of refuge between the Niagara and Gen-
esee Eivers was brought to the attention of Congress in 1836, and as
the month of Oak-Orchard Greek possessed advantages both in its posi-
tion and character, $5,000 was appropriated for its improvement.
Oak-Orchard Greek takes its rise in a series of extensive marshes,
and after leaving these flows through a section, the soil of which is loose
and sandy; it has fall enough and a good water-power a few miles above
its month, but from there to the lake the descent is nearly nothing, and
the force of the current at its mouth is not great enough even during
freshets to scour the channel.
The original survey in 1836 showed the channel of the creek to be
120 feet wide for two miles inland, and to have a depth of from 12 to 20
feet, but the mouth was closed by a bar upon which there was only from
2 to 4 feet water.
It was proposed to contract the entrance by building breakwaters
from each shore running toward each other, to leave an opening 200
feet in width, and to define the channel by parallel piers running out to
the deep waters of the lake.
It was anticipated that the spring freshets would scour out this chan-
nel, bat this was not realized.
Operations were commenced in 1836, and during this year 650 feet of
the west breakwater, 10 feet wide, was constructed. In i837 $5,000 was
appropriated, and the west channel-pier and east breakwater commence<l.
In 1838 $5,000 was appropriated, and at the end of that year the east
breakwater was completed, and both channel-piers were extended 300
feet into the lake. The current had failed to open the channel, and its
action upon it was not anticipated until the piers were prolonged to
their full length, 1,160 feet. It was feared that even then dredging
would be necessary.
No further appropriation was made until 1844, although repeatedly
urged.
lA 1842 the piers were reported in good order, and it was considered
that if an appropriation of $12,500 was made the harbor could be made
available for vessels drawing 7 feet of water.
In 1844 it was decided that the material in the channel was too heavy
to be moved by the current, and it was recommended that $20,000
should be appropriated for the construction of a dredge for use in this
and other lake harbors. The $5,000 appropriated this year was ex-
pended in extending the west pier to the length of 510 feet, and the
east pier to 725. The spring freshet of 1845 scoured the channel so that
vessels drawing 5 feet entered, but the northeast gales soon filled it to 4'
feet again.
All river and harbor improvements were suspended in 1846, and
although resumed again in 1848, no further appropriation was made for
this harbor until 1^2, when $10,500 was appropriated. This was ex-
pended in 1853 under Major TurnbuU, rebuilding the west pier and add-
ing 290 feet to its length. IS'o further appropriation was made until
1867.
In the mean time the dredge previously recommended had been built,
and in 1857 a small portion of the appropriation of 1852 remaining on
244 REPORT OF THE CHIEF OF ENGINEERS.
hand, the dredge was sent to Oak Orchard to work in the channel.
When the funds were exhausted the inhabitants raised $1,000 to pay
expenses, and work continued until September of that year. Eleven
thousand cubic yards of material were removed and a channel 8 feet
deep completed. Vessels at once availed themselves of it, and a bea-
con became necessary. The piers, in the mean time, had become dilapi-
dated and required rebuilding. It was. also recommended that they be
prolonged to the ISfeet curve in the lake. The amount estimated to
complete the work, was $61,498.
In March, 1867, an appropriation of $87,000 was made, and the work
placed in charge of Lieutenant-Colonel Blunt ; a survey was made and
plan submitted. It was proposed to rebuild the piers, then nearly de-
stroyed, extend them out to a depth of 12 feet, and to dredge a channel
between them. Contracts were made and some materials delivered, but
the contractor for the labor having failed to commence the work, his
contract was canceled. Lietitenant-Colonel Blunt having been relieved
in January, 1869, the work passed through the hands of Major McAllis-
ter and Captain Harwood to Major Bo wen, who assumed charge in May,
1869.
New contracts were at once made and work commenced on the piers
and dredging the channel, three dredges being engaged on the latter
work.
In 1870 the west pier had been extended to 956 feet in length and the
east pier to 763 feet, and a large amount of dredging had been done.
Eight thousand dollars was appropriated to continue the work. A sur-
vey of the harbor and approaches show^ed that vessels drawing 7 feet
could enter at low water. A beacon was placed near the outer end of
the west pier during the season of 1870.
In January, 1871, Major John M. Wilson assumed charge of the work,
and in March of that year an appropriation of $10,000 was made.
Contracts were at once made for completing the piers and dredging
the channel. During this year 152 feet of pier complete was added to
the east pier, and 180 feet to the we«t pier; the incomplete super-
structure upon cribs pre\iously sunk on the lines of both piers was also
finished.
At the close of 1871 the west pier was 1,135 feet long and the east
pier 915 feet, and it was not deemed necessary to prolong them further.
The dredge removed from the channel, during the year, 7,656 cubic
yards of sand, mud, gravel, cobblestone, hard clay, &c., but could not
obtain, over a portion of it, a greater depth than 7J feet, having en-
countered a ledge of red sandstone similar to that found at Olcott
Harbor.
A survey was made on the ice in the winter of 1871-72, and the ledge
was found to extend across the channel. It was estimated that to ob-
tain a channel 150 feet wide across it would require the removal of 7,850
cubic yards of rock.
In 1872 an appropriation of $2,500 was made, and a contract entered
into for dredging the materials in the channel above the rock. Oper-
ations were commenced in June, the work being exceedingly diflftcult,
but by the close of the season 8,019 cubic yards of material had been
removed, and a depth of 10 feet at low water obtained, except over the
rock, where only 7^ feet could be obtained. Work was also carried on
by hired labor, repairing piers and renewing superstructure, and by the
close of the fiscal year ending June 30, 1873, the superstructure had
been partially renewed upon 200 feet of the west pier and the outer ends
properly leveled.
REPORT OF THE CHIEF OF ENGINEERS. 245
OPERATIONS DURING THE FISCAL YEAR.
In March, 1873, Congress made an appropriation of $10,000 for tins
harbor, and in the same month proposals were invited for opening a
channel between the piers. The lowest bid being greater than the
amount of the appropriation, it was rejected, and, by authority of the
War Department, the work was prosecuted with hired labor.
The method used at Ashtabula Harbor, by drilling from a raft and
blasting, was adopted, the rock to be afterward removed by dredging.
Mr. James S. Lawrence, a' civil engineer of ability and experience,
was placed in direct charge of the work, and the result was exceed-
ingly satisfactory. Operations were commenced the latter part of July,
drilling and blasting in the channel.
The raft from which the drilling was. done was constructed from old
timber and iron remaining on hand after completing the piers. Opera-
tions were much impeded by the heavy swells from the lake and by
vessels i)assing in and out the harbor, the swells causing a rise and fall
as well as a lateral and longitudinal motion of the float, sometimes
jambing the drills and at others causing the loss of holes partly drilled,
and frequently causing the suspension of work. The passage of vessels
also made it necessary to cast off the guys connecting the raft with the
piers, which caused loss of holes and time in moving float. To prevent
these troubles spuds were fitted to the raft, by means of which it could
be raised above water sufficiently to throw its whole weight on the
spuds, and the annoyances referred to were thus obviated.
The drilling-apparatus consisted of a 2i-inch drill, 4 feet long, connected
by a coupling-screw to a rod 14 feet long, both of IJ-inch iron, and weigh-
ing 80 pounds ; a 3-inch iron pipe 12 feet long, an iron wrench to con-
nect and disconnect the drill and rod ; a sand pump of 2-inch iron pipe,
8 feet long; a spring-pole 20 feet long, and rope to suspend the drill
from the pole; we used 6 tubes and 12 drills. Ordinary blasting-
powder, at 16 cents per pound, was used, and put into tine anisters 14 to
20 inches long and 2 inches in diameter. The neck of the canister was
seven-eighths of an inch in diameter, and closed by a perforated cork,
through which the wires of the exploders pass. Two kinds of exploders
were used ; one from G. M. Mowbray, of iSTorth Adams, Mass., the other
from Laflin & Band's Powder Company, of Kew York.
The electric battery used was one of Smith's 12-inch patent batteries,
made by Lincoln & Co., of Boston.
The following is the method used in blasting :
The float is placed in position over the rock, the guys carried to the
piers, the spuds put down, and raft raised so as to be as steady as pos-
sible. The location having been accurately noted, the men place a
tube in position in one of the holes in the float and drive it down to the
rock, and, if necessary, clear it out with a sand pump. The tube is kept
in position by confining it to one corner of the hole by nailing a strip
across and against the pipe; the drill is put in and the upper end
made fast to the spring-pole ; two men operate each drill ; the holes are
drilled at least one foot below the required depth, and after completion
are cleaned out, the cartridge inserted and tamped, the tube withdrawn,
and the charge fired by electricity. In order to thoroughly break ui)
the rock the holes were drilled five feet apart.
In September, a dredge was brought from Big Sodus, and on the 25th
commenced operation upon the rock already blasted, and continued un-
til November 8, when work ceased on account of the weather. Much
time was lost on account of violent gales.
246 REPORT OF THE CHIEF OF ENGINEERS.
In dredgiug the blasted rock, it was found to be thoroughly broken
up and was removed with facility, but when an attempt was made to
dredge the rock without blasting, it was a failure. When the rock is cov-
ered with only a foot of sand, gravel, &c., it is not economical to dredge
the superincumbent material before blasting, the cutting being so light.
Operations were resumed, drilling and blasting early in April, and
dredging in the latter part of the month. The dredging was susi)ended
May 20 for want of funds, but drilling and blasting were continued
until the close of the fiscal year.
WORK DONE DURING THE YEAR.
The followiug has been accomplished during the fiscal year: 1,132
holes, amounting to 4,356 linear feet, drilled; 3,503 cubic yards of red
shale and rock, and l,958^^Jj cubic yards of mud, sand, and gravel re-
moved by dredging; one raft complete constructed.
The violent gales during the winter of 1873-'74 caused the west pier
to settle considerably near the outer end, but no material damage was
done.
At present the west pier is 1,135 feet long and the east pier 915 feet
long. With the exception of the settlement above referred to, both are
in good condition. The channel between the piers, for a width of from
40 to 80 feet, presents a depth of 12 feet at ordinary low water. During
the present season it is proposed to widen and deepen the channel by
removing rock, &c., and to level up and repair the piers where they have
settled.
The estimate for the improvement of this harbor presented in 1869 by
my predecessor, the late Major Bowen, was $137,000.
Up to the close of the fiscal year ending June 30, 1874, $127,500 had
been appropriated, of which amount $117,432.33 had been expended.
Fifteen thoiwand dollars will be required to complete the project.
The excess arises from the fact that since the estimate of 1869 wa&
made a broad ledge of red sandstone rock has been found to exist,
stretching across the channel between the piers, the excavation of which
is much more expensive than that of ordinary material. The timber of
the piers has also become decayed, and a portion of it has required
renewing, which was not anticipated when the estimate of 1869 was
made.
Oak Orchard is a port of entry in the collection-district of Genesee.
The nearest fort is Niagara, forty-five miles distant.
A fixed white light of the fourth order has been placed on the outer end of the west
pier.
The amount of revenue collected during the fisci^l year was }2,077.34.
The value of the imports was $14,130.
The number of vessels entering and clearing was 43, with an aggregate tonnage ot
1,647 tons.
A financial statement is transmitted herewith.
FinancM statement.
Balance in Treasury of United States July 1, 1»73 $10, 673 73
Amount in hands of officer and subject to his check 16 97
Amount appropriated by act approved June 23, 1H74 10, 000 0(>
Amount expended during the fiscal year ending June 30, 1874 10, 623 06
Amount available July 1, 1874 10,067 64
Amount required for the fiscal year ending June 30, 1876 i . . 15, 000 00
REPORT OF THE CHIEF OF ENGINEERS. 247
F3.
CHARLOTTE HARBOR, NEW YORK.
HISTORY OF THE WORK.
At the first session of the Twentieth Congress, in 1828, an appropria-
tion of $300 was made —
For making a Bnrvey of Geneaee River and Harbor, in the State of New York, and
an estimate of the cost of improving the same.
In June of that year Capt. T, W. Manriee, of the Corps of Engineers,
was charged with this duty, and in the foUowing January reported the
result of his survey.
The source of this river is in the northern part of Pennsylvania, from
whence it flows in a northerly course across New York one hundred and
fifty miles to Lake Ontario. It has six falls, amounting to 384 feet,
besides numerous rapids, but is navigable for sloops from the lake
nearly to the first fall, a distance of four miles. Rochester, then, as now,
the principal town upon it, was a growing village of 11,000 inhabitants,
and gave indications of its future importance. From the lake to the
falls was a safe and commodious harbor, showing a depth of from 18 to
27 feet, but unavailable, from the fact that. a sand-bar stretched nearly
half a mile into the lake; through this was an intricate channel admit-
ting, in calm weather, vessels drawing 8 feet, bat so tortuous as to be
unavailable in a storm. Captain Maurice proposed to construct parallel
piers, 360 feet apart, which should so confine and direct the action of the
spring freshets as to scour a channel through the bar. This plan was
carried out with excellent success.
In accordance with these recommendations, Congress, in 1829, made
an appropriation of $10,000, and the work was at once commenced.
Annual appropriations were made in 1830, 1831, 1832, and 1833,
amounting, in all, to $61,000 ; and in 1833 the west pier had been carried
out 2,305 feet and the east pier 2,407 feet. The efiect thus far had been
to produce a channel 11 feet deep — it having changed from 4 to 16 fe^
in some places. It was then recommended that a still further im-
provement be made, by prolonging the piers 900 feet, and so securing a
uniform depth of 15 feet. It was also proposed to construct a beacon.
To carry out this project, an appropriation of $20,000 was made in
1834, and the piers were extended to a length of 2,876 feet on each side, '
including a crib 40 feet square at the end of the west pier, and one 30
feet square at the end of the east pier.
As was anticipated, the extension of the piers had improved the
channel, so that it presented a minimum depth of 15 feet.
In 1835 an appropriation of $2,390 was made, and a masonry super-
structure, built on the 40-foot crib, which was located 2,700 feet from the
shore ; upon this a masonry beacon, 25 feet high and 20 feet in diameter,
was constructed, and was constantly used until its destruction in 1843.
The substitution of a masonry superstructure for the wooden one was
recommended in 1836 and an appropriation of $20,000 was made, but, on
account of high water, the building of the masonry was deferred. In
1837, $10,000 was appropriated, and in 1838 $25,000.
The water still being high, nothing was attempted other than to-level
the pier, which had settled, and to receive and cut the limestone for the
proposed superstructure; an appropriation of $50,000 was asked lor to
complete the project.
STo farther appropriations were made until 1843, although repeatedly
248 REPORT OF THE CHIEF OF ENGINEERS.
urged, the piers in the mean time showing such evidences of decay that
the proposed superstructure was absolutely necessary.
In 1842 Captain Ganfield reported that through the decay of the
timber, 60 feet of the ends of both piers had been carried away, and
that the beacon was left isolated and greatly exposed ; two breaches
had occurred in the east pier, and it was probable that a large portion of
the remainder might be destroyed at any time.
In 1843 $10,000 was appropriated, and at once applied to repairing
the piers. The prediction of probable damage proved correct, for the
east pier was all destroyed several feet under water, in many places be-
ing quite gone, while the west pier was but little better. The beacon
was either destroyed or greatly damaged, for $6,000 was asked to con-
struct a suitable one. It was proposed to expend the stone on hand in
building two pier-heads if an appropriation of $10,000 could be obtained.
In spite of the condition of the piers, a good channel was still main-
tained.
Although the piers were rapidly falling into decay, no further appro-
priation was made until 1853, when $20,000 was appropriated, and ap-
plied to rebuilding the west pier; the restoration of the east pier was
much needed, and an appropriation was repeatedly urged.
In 1857 Colonel Graham reported the work in very bad condition,
and an appropriation absolutely necessary to save the harbor. Although
repeated each year, nothing was done until 1864, when an allotment of
$25,000 was made from the general appropriation for '* repair and pres-
ervation of lake harbors."
Major Tardy, of the Corps of Engineers, was assigned to the charge
of the work, and at once commenced operations on the repair of the west
pier, and continued under this appropriation during the year 1865.
In 1866 an appropriation of $75,607.30 was made, and in 1867 the west
pier was completed, Lieutenant-Colonel Blunt having in the mean time
been assigned to the charge of the harbor. The project of a masonry
superstructure was abandoned, as being too expensive, and that of
wooden cribs, filled with stone and surmounted by a superstructure of
the same character, adopted.
Operations were continued in 1868 and 1869, rebuilding the east pier,
until all of the available funds were exhausted.
At the close of 1868 Lieutenant- Colonel Blunt was relieved, and in
May, 1869, Major Boweu, of the Corps of Engineers, assumed charge.
The east pier was nearly finished, and in 1870 an appropriation of
$12,000 was made, which was applied to completing it and to raising the
outer end of the west pier.
In January, 1871, Maj. John M. Wilson, Corps of Engineers, assumed
charge of the work, and in March of that year an appropriation of
$10,000 was made, which was applied to renewing the superstructure
of the west pier, where it was necessary.
At present the piers may be said to be in fair condition, but requiring
repairs to the superstructure at various points. The sloping cribs placed
near the outer end of the west pier, for its protection, have been badly
damaged during the past winter. The channel is in good condition,
showing a depth of from 12 to 16 feet at low water.
The operations during the past fiscal year have consisted only of such
minor repairs as were rendered absolutely necessary, the damage having
resulted from severe gales. A re-survey of the harbor was made in May,
1874, and the chart is transmitted herewith.
During the present season it is not proposed to do any work, there
being no funds available.
REPORT OF THE CHIEF OF ENGINEERS. 249
The original estimate for patting this harbor in complete order, made
in 1866, was $85,607.30. Since that period $97,607.30 has been appro-
priated and expended; $5,000 will be required to complete repairs,
replace decayed timber, plank, &c. The excess over the original esti-
mate arises from damage by violent gales, decay of timber, and the
necessity of raising the outer portions of the piers for the better pro-
tection of the entrance to the harbor.
Charlotte is a port of entry for Rochester, and is six miles north of tbe city.
There is a fixed white light of the fourth order on shore, and a beacon, with a fixed
white light of the sixth order, on the west pier.
The revenue collected daring the fiscal year was $43,405.85 ; the value of imports
was $273,494; the value of exports was $367,565; the number of vessels entering wan
875, with an aggregate tonnage of 101,753 tons; the number of vessels clearing was
869, with an aggregate tonnage of 106,464 tons.
There has been received at this port, coastwise, during the year, 17,726 tons of iron-
ore and 5,092 tons of limestone, and there has been shipped, coastwise, 9,815 tons of
coal.
A financial statement is transmitted herewith.
Financial statement.
Amount expended during the fiscal year ending June 30, 1874, from appro-
priation for examinations, surveys, &c, act of 1870 8634 32
Amount required for the fiscal year ending June 30, 1876 5, 000 00
F4.
PULTXEYVILLE HARBOR, NEW YORK.
HISTORY OF THE WORK.
In 1828 Congress made an appropriation of $400 —
For making a survey and examination of the southern shore of Lake Ontario,
l>etween Genesee and Oswego rivers, with a view to the improvement of the most
accessible and commodious harbors on the frontier and an estimate of the cost of same.
Capt. Theo. W. Maurice, Corps of Engineers, was ordered upon
this duty, and in October of the same year the survey was commenced.
In a preliminary examination of the coast Pultnej-ville Bay was decided
to be of secondary importance, and its survey was deferred until the
others were completed. It was made late in the fall, and a map and
report presented in January, 1829. The bay was described as being an
indentation of the shore of the lake, nineteen miles east of Genesee
and ten miles west of Big Sodus. This was protected from the south-
west by a projecting point, but was exposed to winds from the west
around to the north and east. It could not therefore be considered a
safe roadstead, though its anchorage was good.
The village of Pultneyville was situated directly upon the bay, and
the citizens had already expended large sums for the improvement of
their harbor. Salmon Creek empties into the lake at this locality, but
had not sufficient volume to be ef&cient in sconring a channel, and the
plan was therefore made independent of it. This plan consisted of a
system of piers inclosing a portion of the lake in front of the village
and leaving an entrance 150 feet wide. The estimated cost was $30,896.
250 REPORT OF THE CHIEF OF ENGINEERS.
No appropriation was made, however, and nothing further done until
1846, when a resurvey, with a like result, was made under Major Turn-
bull. Meanwhile the inhabitants had expended about $30,000 upon the
harbor, and had built several short cribs and along wharf jutting boldly
out into the lake, but giving no shelter when the wind was on shore.
In 1867 another survey was made under direction of Lieutenant-Col-
onel Blunt, Corps of Engineers, by whom a plan was submitted. The
great improvements made in dredging-macbines caused Colonel Blunt
to submit a new project ; and instead of building an outer harbor it was
proposed to obtain shelter by dredging the creek, and to gain access to
this by building two parallel piers from the shore to tbe deep waters ot
the lake. The e8timate<l cost was $87,000.
In 1870 an appropriation of $5,000 was made for this work, and in
the mean time the charge of it had passed into the hands of Major
Bowen. The plan proposed by him, and which was approved, and is
now being carried out, differed somewhat from the preceding ones, and
consisted of a pier running east from the west shore 180 feet ; thence
north into the lake 290 feet, with an east pier parallel and 200 feet from
the long arm of the west pier. It was proposed to dredge the harbor
so formed, and also the channel of the creek.
In January, 1871, Maj. J. M. Wilson, Corps of Engineers, assumed
charge of the work. In March an additional appropriation of $5,000
was made, and, during the season of 1871, 180 feet of the west pier was
constructed. In 1872 an appropriation of $10,000 was made, and by
the close of the fiscal year ending June 30, 1873, 180 feet of the east
pier had been completed.
OPERATIONS DURING THE FISCAL YEAR.
Congress having made an appropriation of $10,000 for this harbor in
March, 1873, proposals were invited for continuing the construction of
the east pier, and the work of building 210 linear feet was awarded in
April to Mr. C. H. Harrington. Operations were commenced in July,
and by the close of November the east pier had been lengthened 2i2
feet, 122 feet having been added to the lake end in a depth of 10 feet
water, and 90 feet to the shore end in a depth of 6 feet. The work was
done promptly and well.
In the construction of this work the following materials were used :
88,217 feet, board-measnre, hemlock timber.
49,540 feet, board-measure, pine timber,
8,210 feet, board- measure, hemlock plauk.
10,416 feet, board-meanure, piue plank.
4'J2 feet, board-meaHure, oak postH.
3,374 pounds screw and washer bolts.
12,670 pounds drift-bolts.
750 pounds spike.
260:iVj cords of stone.
In October, 1873, a re-survey of the harbor was made, and a chart
showing its present condition is transmitted herewith.
At present the west pier is 180 feet long, and the east pier 392 feet
long ; the west pier has yet to be prolonged 290 feet into the lake, and
the east pier connected with the shore a distance of 180 feet : no dredg-
ing has been done as yet, except for foundations for cribs. During the
present season it is proposed to construct 110 feet of fhe west pier, and
to oi^en a channel between the piers, and up to the mouth of the creek.
The estimated cost of the work under the present project wa« $59,000.
Up to the close of tbe fiscal year ending June 30, 1874, $40,000 had
REPORT OF THE CHIEF OF ENGINEERS. 251
been appropriated, of which amount $30,000 had been expended. Nine-
teen thousand dollars will be required to complete the work.
PnltneyTille is a port of entry in the collection-district of Genesee.
The nearest fort is Ontario, forty-five miles to the eastward^ and the nearest light
is at Big Sodus, twelve miles distant.
The revenue coUected daring the last fiscal year was $859.18 in gold.
Twenty-six vessels, with an aggregate tonnage of 886 tons, entered, and twenty- three
vessels, with an aggregate tonnage of 856 tons, cleared.
An abstract of contracts in force and a financial statement are trans-
mitted herewith.
Financial statement
Balance in Treasury of United States July 1, 1873 110,800 00
Amount in hands of ofiBcer and subject to his check 1,788 28
Amoun t appropriated by act approved June 23, 1874 10, 000 Oil
Amount expended during the iiseal year ending June 30, 1874 12, 588 28
Amount available July 1, 1874 10,000 00
Amount required for the fiscal year ending June 30, 1876 19, 000 00
252
REPORT OF THE CHIEF OF ENGINEERS.
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F5.
GREAT SODUS HARBOR, NEW YORK.
niSTOEY OF THE WORK.
In Juue, 1828, iu accordance with an act of Congress, Gapt. Tlieo.
W. Maurice, of the Corps of Engineers, was ordered by the Engineer
Department to make an examination and survey of the southern shore
of Lake Ontario, between the Genesee and Oswego Rivers, with a view
to the improvement of the most accessible and commodious harbors on
the frontier.
A preliminary reconnoissance in October resulted in the selection of
Great Sodus Bay as the one point of primary importance in a commer-
cial and military point of view within these limits.
The entrance to the bay was at this time closed to vessels drawing
more than 8 feet by a bar that stretched entirely across a distance of
1,150 yards.
Captain Maurice p^reseuted a plan of improvement, consisting of two
breakwaters, one about 2,200 feet long, running nearly east from the
west shore, and the other about 1,400 feet long, running nearly west
from the east shore, the outer ends to be 500 feet apart ; from these
outer ends two parallel piers to define the entrance were to run out into
the lake in a direction nearly north.
It was expected that the reflux action of the water driven in by north-
erly gales would clear the channel and keep it open, but this expecta-
tion was not realized, and the use of dredges was found necessary.
In 1829 Congress made an appropriation of $12^00, and work was at
once commenced.
Additional appropriations were made in 1830, 1831, 1832, and 1833,
amounting in all to $64,730, and the progress of the work was such that
in 1833 the breakwaters along the crown of the bar on each side were
completed, as well as 640 feet of the west and 80 feet of the east chan-
nel pier } a jetty 150 feet, long from the angle of the east pier south-
easterly was also built.
The efifect of the work had been to increase the depth on the bar from
less than 8 to 9 feet, but the remainder of the obstructions being a con-
cretion of sand and iron of considerable hardness, it was found that it
would be necessary to remove it by dredges, the cost of which opera-
tion, including the purchase of machinery, was estimated at $20,000,
for which it was thought that a channel 1,500 feet long, 150 feet wide,
and 15 feet deep could be obtained.
In 1834 an additional appropriation of $15,000 was made, and the piers
were reported to be nearly completed, including 300 feet of crib- work
protection at the Charles Point Isthmus, the abrasion of which, during
the then existing high water, threatened to open a passage east of the
point.
In 1835 an appropriation of $11,790 was made, and, the piers being
completed, dredging was commenced on the proposed channel. A
masonry beacon was also commenced at the extremity of the west pier.
This beacon was completed in 1836 and continued in use until 1857,
when it was destroyed, the pier-head being decayed.
In 1836 an appropriation of $12,600 was made, and at the close of
that season half the channel was reported to have a depth of 14 feet at
low water. This evidently meant half the proposed width of the chan-
nel, for iu October, 1838, Captain Smith reported that at the close of
254 REPORT OP THE CHIEF OF ENGINEERS.
1837 the deep waters of the lake and bay were connected by a channel
100 feet wide, and urged further appropriations in order that^ it might be
enlarged to a useful width. Twelve thousand dollars was appropriated
in 1837 and devoted to dredging, and $10,000 appropriated in 1838 was
used for the same purpose.
Portions of the piers above water had become much decayed, and the
construction of a masonry superstructure was urged, the estimate of
the cost of which, together with an addition of 45 feet to the width of
the channel, was $50,000.
Although the necessities of the harbor were repeatedly urged, no fur-
ther appropriations were made until 1844, when $5,000 was appro-
X)riated and applied in 1845 to the repairs of the west-channel pier,
which was in the worst condition. A survey made at this time showed
a depth of only 9 feet in the channel, and dredging was again recom-
mended. Nothing was done, however, ai^d in 1848 a survey showed a
depth of only 8 feet, the same that existed before operations were com-
menced.
In 1852 an appropriation of $10,000 was made, and applied by Major
TumbuU to the partial repair of the channel piers. Nothing further
was done until 1866, the charge of the work in the mean time having
passed through the hands of Col. J. D. Graham to Lieutenant-Colonel
Blunt.
An appropriation of $53,151.80 was made in 1866, and during the
years 1867, 1868, and 1869 operations were carried on under it, restoring
the channel piers and dredging between, them.
In May, 1869, Major Bowen assumed charge of the work, and at the
' close of that season the west-channel pier and part of the east were
reported repaired, ani a channel 200 feet wide and 10 feet deep com-
pleted.
In 1871 the work was transferred to Maj. J. M. Wilson, but no appro-
priation granted until 1872, when $15,000 was appropriated.
A resurvey showed that the channel had again filled up in places,
showing a depth of only 7J feet water. The east breakwater was in a
very dilapidated condition, more than half of it having been destroyed.
Operations were resumed in 1872, dredging the channel between the
piers and repairing the east breakwater, and by the close of the fiscal
year ending June 30, 1873, 433 feet of the breakwater had been rebuilt,
and a channel 200 feet wide and 10 feet deep nearly, completed.
OPERATIONS DURING THE FISCAL YEAB.
The opening of the fiscal year found operations in progress, dredging
a channel 200 feet wide under contract with E. H. French.
This contract required the removal of 29,596 cubic yards, measured in
position, and that a channel 1,700 feet long, 200 feet wide, and 10 feet
deep at low water, should be dredged. The work was well advanced on
July 1, and by September 21, 1873, was completed, and a clear channel
of that width and depth existed between the piers. In dredging this
29,596 cubic yards, measured in position, the contractor removed 41,600
cubic yards measured in scows, a gain of about 40 per cent. A portion
of this gain arose from the fact that the cuts were made too far apart,
thus leaving ridges, from which, in going over again, more material was
taken out than was absolutely necessary.
One hundred and fifty-eight feet of the east breakwater, which re-
mained to be decked over at the close of the last fiscal year, was com-
pleted by August 10.
No appropriation having been made for the fiscal year, operations
were suspended for want of funds in September, 1873.
REPORT OF THE CHIEF OF ENGINEERS.
255
At present the channel is 200 feet wide, and presents a depth of 10
feet at low water ; it should be dredged out entirely between the piers,
otherwise there will be continual trouble, arising from the shifting sand
that constantly slides into the portion already dredged. The west pier
is in good condition ; the superstructure of the east pier for a distance
of 425 feet requires to be renewed, and the east breakwater recplires
rebuilding for a distance of 500 feet.
It is very necessary, in order to properly complete this project, that
the east breakwater should be connected with Charles Point, but the
owner of the laud there objects to the connection being made.
During the present season it is proposed to remove 45,000 cubic yards
of sand, gravel, &c., from between the piers, and to repair about 350
linear feet of the east breakwater.
The estimates made for renewing the piers and dredging the channel,
as reported in 1868 and 1869, called for $118,000.
Up to the close of the fiscal year ending June 30, 1874, $93,181.80 had
been appropriated, of which amotint $78,181.80 had been expended.
Twenty thousand dollars will be required to complete the work.
A large amount of superstructure now requires to be renewed, which
was in good order when the estimate was made.
Big Sodns is a port of entry in the collection-district of Oswego. There is a fixed
whit« light, variB<l by flashes, of the fourth order, at this place, and two beacon-lights
as ranges on the piers.
Fort Ontario is the nearest work of defense.
The amount of revenue collected at this port during the fiscal year was $355.30.
The value of the imports was $3,256. The value of the exports was $40,144.
Sixty -one vessels, with an aggregate tonnage of 3,721 tons, entered, and sixty-three
vesselHy with an aggregate tonnage of 3,807 tons, cleared during the year.
An abstract of contracts in force and a financial statement are trans-
mitted herewith.
Financial statement
Balance in Treasury of United States July 1,1873 $55 84
Amount in hands of officer and subject to his check, (including $666.32, per-
centage due on contracts not yet completed) 4,694 40
Amount appropriated by act approved June 23, 1874 15, 000 00
Amount expended during the fiscal year ending June 30, 1874 4, 694 40
Amount available July 1, 1874 15,055 84
Amount required for the fiscal year ending June 30, 1676 20, 000 00
Abstract of contracts for improving harbor at Big SoduSj X. F., in force during the fiscal year
ending June 30, 1874, by Maj. John M, Wilsony Corps of Engineers, United States Army.
Contractor's name anil res-
ideDce.
T)atf» of con-
tract.
E. H. French. Folton, N. Y
Snlijpct of
coil tract.
Aag.S8, 1873| Dredging...
c fe c
© ft
be 'S-e
Kcmarks.
•0 35
Contract closed Anguat 90, 1873.
F6.
LITTLE SODUS HARBOR, NEW YORK.
HISTORY OF THE WORK.
The first survey of this harbor under the General Government was
made in the fall of 1828, in accordance with an act of Congress, direct-
256 REPORT OF THE CHIEF OF ENGINEERS,
iug an examinatiou of the harbors on the southern sliore of Lake Ontario,
between the Genesee and Oswego Kivers.
The work was done under the supervision of Capt. Theo. W. Maurice,
of the Corps of Engineers, who submitted a report in January, 1829.
Although the harbor was at that time deemed one of secondary import-
ance^ its improvement was recommended and a plan submitted.
The entrance to the bay was closed, except through two narrow open-
ings by a beach of gravel standing well out of water.
The plan proposed was to close one of these openings by a dike 130
yards long, and at the other to run out two parallel piers in a direction
nearly due north, the piers to be each 290 yards long. The estimated
cost was $32,327.59. "
It was presumed that the reflux action of the water, driven in during
storms, would be sufficient to clear out the channel and keep it open.
No appropriation was made, however, nor any further action taken
until 1845, when a re-survey was made under the direction of Major
Turnbull, of the Corps of Topographical Engineers; this survey showed
the condition of the harbor to be about the same as in 1828.
In 1852 Congress made an appropriation of $10,000 for this harbor,
but in the mean time, since 1845, the gravelly beach which had crossed
the entrance, and had formed a part of the plan for improvement, had
been swept away, and a new project was necessary.
A re- survey was made, and in 1853 it was determined to adhere to the
original piers as designed, and to connect their inner ends with the
adjacent shores by riprap.
Work was commenced in 1854, and 240 feet of the west pier was built
and the west riprap formed. Shingle accumulated rapidly around the
riprap, and by the close of the season a beach from 10 to 50 feet wide and
600 feet long was formed ; a channel 6 feet deep at low water was also
dredged. Twenty-five thousand two hundred and nine dollars was asked
for the next season.
In 1856 work was suspended for want of funds ; the result thus far
had been very gratifying, the channel having been deepened and shingle
having accumulated around the riprap.
In 1857 Lieutenant-Colonel Graham reported that, in order to complete
the project and carry out the piers to 15 feet water, the construction of
an east pier 832 feet long, and an addition of 608 feet to the west pier
was necessary ; the estimated cost of these, together with the required
dredging, was $52,602.
In 1858, the people locally interested formed a company known as the
" Ontario Bay Harbor Improvement Company." It proposed to aid the
General Government in improving the harbor, and had on hand $6,000
in money and materials with which to build, under the supervision of
the engineer officer in charge, 300 feet of pier. It is presumed that this
was carried out, for in 1866, 284 feet of pier was still in existence,
although a portion of the outer ends had evidently been carried away.
Although the estimate of 1857 was presented each succeeding year,
no further action wa« taken by Congress until 1866, when an appropria-
tion of 833,840.41 was made, and the work placed in charge of Lieuten-
ant-Colonel Blunt, of the Corps of Engineers.
The survey made in the fall of this year showed a depth of 5^ feet at
low water in the channel.
Lieutenant-Colonel Blunt proposed to extend the west pier out to a
depth of twelve feet at low water, to connect it with the west shore by
riprap or otherwise, to drjedge a channel four hundred feet wide, the in-
ner end on the east side to be connected with the east shore by a riprap;
REPORT OF THE CHIEF OF ENGINEERS. 257
he deemed an east pier unnecessary ; 8S0,000 was asked to complete
the project.
In 1867 an appropriation of $.10,000 was made, and operations were
commenced early that season, and continued under these appropria
tions through 18(57 and 1868.
At the close of 1868 the west pier, 800 feet long, was completed, and
650 linear feet of triangular crib work had been constructed, connecting
the inner end of the west pier with the west shore. A channel 200 feet
wide, and varying from 8 to 15 feet deep, had been dredged parallel to the
pier. A short east pier was found to Ue necessary, and $25,000 was asked
for the next season.
Lieutenant-Colonel Blunt wa« relieved in January, 1869, and Major
Bowen assumed charge in May of that year.
An examination at that period showed that, owing to the character o^
the bottom and dredging too close to the pier, a portion of the crib-wortc
had settled considerably toward the channel ; the triangidar crib-work
connecting with the west shore had been breached during the winter,
and its replacement by a stronger work was necessary.
The cost of repairing and leveling the west pier, and the breakwater
connecting it with the west shore, was estimated at $25,000.
By June, 1870, the west pier had been extended 120 feet, and 445 feet
of the inner portion had been leveled and repaired ; the breakwat<?r
connecting with the west shore had been temporarily repaired, but a
new one was necessarj-.
In July, 1870, an appropriation of $5,000 was made, and operations
were continued on the releveling and repairing the west pier, and the
construction of the new breakwater was commenced. By December of
that year 256 feet of the pier had been repaired, and 200 feet of the new
breakwater had been sunk. The effect of the old breakwater, built in
1868, had been excellent except where breached^ and a beach had formed
100 feet wide in some places.
Maj. John M. Wilson assumed charge of the work in January, 1871,
and in March of that year an appropriation of $15,000 was made.
A survey of the harbor in August, 1870, showed a channel varying
from 75 to 150 feet in width and from 8 to 15 feet deep.
During the year 1871, 350 feet of the west pier was leveled and re-
paired, a crib 30 feet square for a beacon was sunk ^t the outer end of
the pier, the new breakwater connecting the pier with the west shore
was completed by constructing 269 feet of crib- work and superstructure,
and the channel over the bar was widened to 200 feet, and deepened through-
out its whole extent to 12 feet at low water. A shoal discovered inside
the harbor, which had been caused by the breach through the old break-
water, was also removed.
In 1872 an appropriation of $15,000 was made, and the construction
of the east pier was commenced in September of that year; a beacon
was also placed at the outer end of the west pier.
A survey of the harbor in May showed but little variation in the
depth and width of the channel from that at the close of 1871.
By the end of the Season of 1872 the cribs, for 270 feet of the east
pier, had been placed in po?»ition, and by the close of the fiscal year
ending June 30, 1873, 210 feet of the superstructure upon these cribs
had l^en completed.
In March, 1873, an appropriation of $15,000 was made, and it was de-
termined with this to extend the east pier 120 feet in a northerly din'c-
tion, and to constrnct a port'oi of the breakwater connecting its inner
end with the east shore.
17 E
258 REPORT OF THE CHIEF OF ENGINEERS.
OPERATIONS DURING THE FISCAL YEAR 1873-'74.
The opening of the fiscal year found operations in progress, under con-
tract with H. J. Mowry, completing the 390 feet of the east pier com-
menced in the fall of 1872, and with T. B. Hart, continuing the con-
atruction of the east pier and commencing the east breakwater.
Operations were continued until the last of August, when they were
suspended for want of funds. During this period a canal, 30 feet w^ide
and 245 feet long, was dredged for the foundation of the east pier; 243
fe^t of pier complete and 60 feet of superstructure upon cribs previ-
ously sunk were added to the east pier, which is now complete with the
exception of 100 cords of stone yet necessary to entirely fill it.
The east breakwater was commenced in July, and during the season
t240 feet of crib-work was sunk, the superstructure entirely completed to
its full height on 110 linear feet, and within one foot of the full height
on the remainder. The west pier was also repaired in many places.
The following work has therefore been accomplished during the year :
243 feet of crib- work complete, sunk in 10 feet water.
CO feet of superstructure built on cribs sunk previously.
110 feet of the east breakwater entirely completed.
130 feet of the east breakwater completed, except one course of timber.
The decking of the west pier repaired in many places.
In the performance of this work the following materials have been
used :
154,647^ feet, board-measure, hemlock timber. I
6,552 feet, board-measure, hemlock plank. i
144,21 li feet, board-measure, pine timber. '
42,887 feet, board-measure, pine plank.
77 linear feet of oak posts.
6,796 pounds of screw and washer bolts.
S5,100 pounds of drift-bolts.
ii^,601 pounds of spikes.
523.84 cords of stone.
The present condition of the harbor is as follows :
Both piers have been carried out as far as is necessary for the present ;
the east pier requires about 100 cords of stone to complete the filling;
the west pier requires new decking upon about 600 feet of its length.
The channel between the piers is in good condition, presenting a depth
of from 10 to 14 feet at low water, except near outer end of the west pier,
^vhere a small shoal has formed, caused by the action of the sea around it.
The west breakwater is in good condition, as is also the east, as far
tw it has been built; 1,500 feet of the latter is yet to be constructed iu
order to connect it with the east shore.
During the present season it is proposed to renew the decking on the
west pier, to complete the filling of the east pier, and to add about ,
540 linear feet to the east breakwater. I
If it is found to be necessary, the shoal around the outer end of the [
west pier will be removed by dredging, but if possible this will be post-
poned until next season.
Little Sodus is a port of entry in the collection-district of Oswego ; it is now tho
terminus of the Soutliern Central Railroad, and large quantities of coal are shipped
from this place.
Fort Ontario, fifteen miles distant, is the nearest work of defense.
A fixed white light of the fourth order has been placed on the outer end of the west
pier.
The amount of revenue collected during the fiscal year was $2,227.36.
The value of the imports was $15,040.75; the value of the exports was $470,840.
Among the exports were 70,000 tons of coal and 1,430 tons of pig-iron.
Two hundred and seventy-two vessels entered and cleared during the year.
REPORT OF THE CHIEF OF ENGINEERS. 259
The original estimate for the completion of the present project was
$ 176,000, which included the rebuilding of, and prolonging, the west pier,
rebuilding the west breakwater, building an east pier and an east break-
water, and dredging the channel.
Up to the close of the fiscal year ending June 30, 1874, $148,840.41
had been appropriated, of which amoant $133,840.41 had been expended.
Twenty-seven thousand dollars will be required to complete the pro-
ject, which now includes the removal of a sand-bar recently formed off
the outer end of the west pier.
Abstract of contracts in force and financial statement are transmitted
herewith.
Financial statement.
Balance in Treasury of United States July 1, 1873 |15,555 33
Amoant in hands of officer and subject to his check, (including $6*27.89 per-
centai^e due on contracts not yet completed) 4, 917 15
Amount appropriated by act approved June 23, 1874 15, 000 00
Amoant expended during the fiscal year ending June 30, 1874 20, 4 17 15
Amount available July 1, 1874 15,055 33
Amoant required for the fiscal year ending June 30, 1876 27, 000 00^
260
REPORT OP THE CHIEF OP ENGINEERS.
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REPORT OF THE CHIEF OF ENGINEERS. 261
F 7.
OSWEGO HARBOR, NEW YORK.
*
HISTORY OF THE WORK,
The earliest map on record of Oswego (then ChonagueD) was made by
Ghaussegras De Lery, aud dated July 17, 1727.
The harbor was then formed by a low spit, which extended from the
west bank of the river near its mouth and sheltered a portion of the
channel within.
The next map, made in 1750, shows a similar spit exteuding from the
east bank, narrowing the entrance and increasing somewhat the shel-
tered area.
In 1827 the mouth of the river was described as being an opcMi road-
stead, affording no shelter from winds off the lake. The two low sandy
strips were still in existence, but the area they sheltered was small and
'shallow, and during the spring and fall was ditlicult of access, on account
of the strong current.
The i^rowth of commerce rendered a harbor necessary, and Congress
made an appropriation of $33,384.64 for that purpose, and work was at
once commenced.
The |)lan was to inclose an area at the mouth of the river by extend-
ing jetties about 230 feet into the lake from each shore, and joining the
enter ends of these, which were 2,050 feet apart, by a breakwater, leaving,
however, an opening of 250 ieet through which to enter the channel.
This was one of the first lake harbors commenced by the Government,
only four others, Erie, Sackett's, Buffalo, and Ashtabula having received
appropriations before it.
In 1828 an appropriation of 89,583.39 was made, and in 1829 the
breakwater was completed.
In February, 1829, Capt. T. W. Maurice, of the Corps of Engineers,
recommended the formation of a mole outside the west pier, the cost of
which, together with a pier-head, was estimated at §12,720.
In 1830 an appropriation of $7,472 was made and the formation of the
mole commenced; counterforts were also recommended to strengthen
the west pier.
In 1831 an appropriation of 822,016.84 was made, and in 1832 one of
$19,000: the construction of the mole was continued and counterforts
built to strengthen the pier.
In 1834 an appropriation of $8,400 was made and Lieut. E. C. Smead,
of the Fourth Artillery, was assigned to the charge of the work.
Lieutenant Smead reported the work on the mole as commenced, but
nowhere completed ; a sufficient amount of stone had been thrown in
to form the desired mound if the fragments had been large enough to
keep their places, but the greater part were only from 100 to 500 pounds^
weight, and were moved by the waves as readily as beach-gravel ; quan-
tities of them, with sand formed by the abrasion of the rest, had been
thrown over the piers by the waves and formed banks inside. During
1833 a part of the mole was raised as high as the top of the pier, (6
feet above water,) and some more of it to the water-surface.
Col. Jos. G. Totten inspected the work at this time and recommended that
the mole be given a certain regular profile and then paved with flat
limestone ; in its present condition, he stated, was such that it only served
to guide the waves against the face of the pier. Observations both here
and elsewhere showed that when the depth was too great for waves to
262 REPORT OF THE CHIEF OF ENGINEERS.
break upon the nataral bottom, a vertical wall was the beat to resist
them, but it was too late to apply this principle to the west pier, and the
sloping profile must be perfected.
Forty-three thousand dollars was asked for thisand for a pier-head,,
and $5,500 for a stone light-house to be built on the proposed pier-
head to replace the old one on the bluff near the fort.
An estimate of $56,802 was also presented for a masonry superstruc-
ture for the pier, which would be needed when the wooden one was de-
cayed.
In 1834 an appropriation of $30,000 was made for the pier and mole,
and $3,666 for the light-house.
General Gratiot, in his annual report, stated that the appropriation
for that year was made so late that the only work that could be done
was to repair the damages of the winter and to add about 900 cords of
stone to the mole. Lieutenant Smead reported that the portion of the
mole raised 6 feet above water in 1833 was entirely washed down, and
in the spring of 1834, 2 to 4 feet of water was found where it had been ;,
the stone placed in 1834 weighed from two to four tons, but were toa
light.
In 1835 an appropriation of $6,485 was made for the light-house, but
nothing for the pier. The foundation for the light-house was built and
stone prepared for the tower ; 4,084 cords of stone and 1,115 tons of
limestone pavement were added to the mole; the pavement was formed
of Chaumot limestone, 2 feet thick, the blocks weighing three tons each ;
it extended out 30 feet from the pier, the foot of the slope being formed
of blocks 10 feet long and 3 feet wide, weighing five tons.
In 1836 an appropriation of $20,000 was made for the mole, and
$1,200 for the ligh^house; the latter was completed and the former was
progressing well, 600 lineal feet being finished.
An estimate of $111,942 was presented for completing the mole and
for a masonry superstructure.
In 1837 an appropriation of $15,000 was made, the construction of
the mole continued, and that of the masonry superstructure com-
menced.
In 1838 an appropriation of $46,067 was made, the portion of the ma-
sonry superstructure which was commenced in 1837 was completed,
and the piers and mole thoroughly repaired ; the removal of a shoal in
the channel was recommended. Mr. J. W. Judson relieved Lieutenant
Smead during this year. He recommended that the further construc-
tion of the mole should be discontinued, and the stone on hand applied
to building the superstructure. This was approved, and work the suc-
ceeding season was carried on accordingly. A point was established 7.79
feet below the edge of limestone pavement, 61 feet north from its south
end, which was intended to be at the lowest water-level of the lake. All
observations of water-level have since been referred to this bench-mark ;
the water has several times been at it, but never below it.
No further appropriation was made until 1844. In 1839 a survey of
Oswego Harbor and its Aicinity was made by Captain Canfield. This
survey shows a depth of 20 feet at low water, between the piers, about
the same as at present, (1874,) but a marked difference has taken place
outside the west pier, the present depth (1874) being only 12 feet, where
it was then (1839) 24 feet. This is due partly to the material of which
the mole was built, but mainly to the sand which has collected
around it.
In 1841 and 1842 the reports show that the piers and mole had been
REPORT OF THE CHIEF OF ENGINEERS. 265
badly damaged by the gales, and that $168,000 was required to complete
the work.
In 1844 ah appropriation of $20,000 was made, and work at once
commenced. Both pier-heads were rebuilt from the water-line, and t)m
face of the piers repaired. Work was continued through 1845, and 155
feet added to the masonry superstructure of the west pier.
In 1846 all work upon rivers and harbors was suspended, the poli<x
of Congress being opposed to internal improvements by the General
Government. Mr. Judson, in his report, stated that in November and
December 160 feet of the east pier was carried away, with its pier-head
and counterfort.
No funds were on hand, but a sufficient sum was subscribed by the
citizens for the agent to repair the remainder and secure it.
In 1847 a gravel-bar, which had formed at the foot of the *' island '^
across the channel, was removed at private expense.
No further appropriation was made until 1852, when $40,000 was ap-
propriated.
In the mean time the wooden superstructure of both piers had fallen^
into decay, and the west pier had been badly breached.
Operations were resumed early in 1853, and during the years 1853;^
1854, and 1855 were continued upon repairs of the piers. In 1853 a board
of engineers, consisting of Lieutenant-Colonel Kearney and Majors
I^ng, Bache, and Turubull, submitted a plan for the enlargement of
the harbor.
The plan was to construct two detached breakwaters, 700 feet in ad >
vance of and parallel to the original work, and 400 feet apart. These
were afterward to be connected with the shores, or joined together if
experience should show either to be desirable. Tho plan was not car-
ried out.
In 1855 the breach made in 1852 had been fully repaired, but 420 feet
of the west pier was yet to be rebuilt. The east pier was kept in re-
pair by private enterprise, and the United States dredge, under direction
of the engineer in charge, was engaged deepening the entrance to the
harbor at the expense of the city.
In 1858 an appropriation of $10,000 was made and expended upon
repairs. The work was reported by Lieut. Col. J. D. Graham as in bad
condition, and still needing extensive repairs, several breaches having
been made during the winter of 1857.
In 1860 an anpropriation of $30,000 was made and applied, during the
years 1860, 1861, 1862, and 1863, to much-needed repairs ; 800 linear feet
of pier was rebuilt, and a crib-work protection thrown around the angle
of the stone pier.
In 1864 an allotment of $25,000 was made to Oswego Harbor, from
the general appropriation for repair of lake harbors, and Lieutenant-
Colonel Blunt was assigned to the charge of the work. Operations were
carried on upon repairs during 18f>4 and 1865. In January, 1866, the
outer end of the light-house pier was breached, and the light-house was
reported in danger, and in September it was reported that the outer
crib had been carried away 12 feet below water; the jetty at the angle
of the stone pier was also carried away, but was replaced by another ^
some dredging was done during the year.
An appropriation of $45,000 was made in 1866.
In 1867 operations were continued reparing the pier and the dredge,.
Congress having made an appropriation of $60,000.
A contract was made to keep the pier in repair at $12,000 a year,
which was estimated to be about the future annual expense; a large
264 REPORT OF THE CHIEF OF ENGINEERS.
amount of dredging was done, and portions of the harbor opened for
use which had not been available for several years.
The extension of the light-house pier 500 leet into the lake was
suggested.
An appropriation of $20,000 was made in 1868, and repairs continued
under the contract of 1807; dredging was continued and a depth of 12
feet was obtained throughout nearly the whole of the west cove.
Lieutenant-Colonel Blunt was relieved in January, 1869, and the
' charge of the work passed through the hands of Major McAlister and
Captain Harwood to Major Bowen, who assumed charge in May,
1869.
An appropiiation of $22,500 was made, and work was at once com-
menced upon the extension of the west pier.
Major Bowen, during this year, recommended the construction of an
outer harbor.
In 1870 an appropriation of $50,000 was made, the extension of.
the light-house pier was completed, and the whole of the west pier
repaired.
In September, 1869, a survey of the harbor and its approaches was
made, and in MarcR, 1870, Major Bowen presented a project for an outer
harbor. A board of engineers, consisting of Lieutenant-Colonel Wood-
ruff and Majors McFarland and Bowen, was convened at Oswego on the
30th of March, and the project of Major Bowen was submitted for its
consideration.
The plan consisted of a breakwater 5,800 feet long, to be located
nearly parallel to the old west pier, and 1,100 feet in advance of it, thus
affording a good harbor about 100 acres in extent. The estimated cost
was $1,161,682.
In January, 1871, Maj. J. M. Wilson assumed charge of the work,
and soon after the opening of navigation operations were commenced
under contract, repairing damages done to the old pier by the winter
storms, and on July 5 the construction of the new pier was commenced,
an appropriation of $100,000 having been made; $6,000 was also al-
lotted from the general appropriation for repairs in 1870.
By the close of the year 1871, 640 lineal feet of the new pier had been
completed.
Operations were resumed by hired labor in March, 1872, the contractor
having been released by act of Congress.
During this year an appropriation of $100,000 was made and work
carried on both by contract and hired labor, so that by the close .of opera-
tions in November, the pier was 1,700 feet long, the superstructure
being completed on 1,100 feet of it.
The old pier was also put in complete repair during the season.
The winter gales of 1872-'73 were very severe, and did considerable
damage to the pier, settling it from 2 to 4 feet throughout a length of
about 700 feet; the cribs of the outer 140 feet were torn irom their gril-
lage bottoms and thrown on shore. The old pier also sustained consid-
erable damage.
In February, 1873, a survey was made through the ice on part of the
line ; floating ice 25 feet thick was bored through in order to determine
the formation of the bottom.
Operations were resumed in April, 1873, the cribs on shore were
launched, the pier leveled, crib-tox)s sunk, and superstructure built on
the portions which had settled, and by the close of the fiscal year end-
ing June 30, 1873, the new pier was 1,815 feet long, the superstructure
upon which was completed for a length of 1,180 feet.
REPORT OF THE CHIEF OF ENGINEERS. 265
OPERATIONS DURING THE FISCAL YEAR.
The opening of the fiscal year found operations in progress, both by
contract and hired labor ; under the former they were suspended the
last of August, but were continued by hired labor both on the new and
old piers throughout the season.
THE NEW BREAKWATER.
The work upon the new breakwater has progressed very satisfactor-
ily ; 400 feet of crib- work has been added to the line, and three counter-
forts, each 30 feet long, sunk in rear of it ; 1,125 feet of superstructure
complete has been built, so that at the close of the fiscal year ending
June 30, 1874, the new breakwater was 2,215 feet long, and strengthened
by three counterforts, amounting to 90 feet more.
During the winter of 1873-74 the pier was subjected to a series of gales
of terrific violence ; the damage was, however, trifling, and consisted
principally in tearing off a few deck-plank, settling the stone somewhat
on the lake side, the pier slightly in three places, and breaking off one
snubbing post ; the violence of the sea can be somewhat appreciated
when it is stated that this suubbing-post was of solid oak, 14 inches
square, its top about 4 feet above the deck of the pier ; it was broken off
flush with the deck. By the close of the fiscal year these damages, ex-
cept a small amount of stone-filling and replacing a few. deckplauk,
were repaired.
During the year's operations the following materials have been used
on the new breakwater :
904,804 feet, board-measure, hemlock timber.
17,378 feet, board-measure, hemlock plauk.
528,532 feet, board-measure, piue timber.
114,(h21 feet, board- measure, pine plank.
312 feet, board -measure, pine boards.
5,060 feet, board- measure, hard- wood plank.
4,192 treenails.
8,285 pounds of screw and washer bolte.
155,396 pounds of drift-bolts.
13,823 pounds of spikes.
5,12^ cords of stone.
192 lineal feet of oak posts.
The breakwater now forms an excellent protection from gales coming
from the southwest, west, and northwest ; docks are in process of con-
struction in rear of it, which will be used this season.
The cost thus far has been about as follows : For the first 600 linear
feet, the depth running from zero to 19 tieet, $70 per linear, foot ; for the
next 1,706 feet, the depth running from 20 to 28 feet, $159 per linear
foot ; the original estimate was $200 per foot for the whole work ; the
deepest portion is completed.
BEPAIR OF THE OLD WEST PIER.
During the fiscal year the old west pier has been most seriously dam-
aged, and during the spring of 1874 it was literally torn to pieces,
breaches amounting to 140 feet in length having been made entirely
through at various points, while the outer section of the pier for a total
length of 410 feet was entirely destroyed ; there being but little ice, the
pier was subjected to the full force of a series of most violent storms.
Minor repairs were made from time to time, when rendered necessary,
266 REPORT OF THE CHIEF OF ENGINEERS.
during the fall of 1873, and at the close of the working season of that
year the old pier was in comparatively good order.
The opening of navigation in 1874, however, showed the pier to be a
perfect wreck as previously described, and operations were commenced
upon its repair in the latter part of April. By the close of the fiscal
year the largest breach, ICK) feet long, was closed, all the minor ones
repaired, and the outer sections renewed upon 250 linear feet of the
portion that was destroyed.
Much work is still to be done upon the old pier, but it is anticipated
that the repairs will be entirely completed by Augast, 1874.
In the repair of the old pier the following materials have been used :
135,682 feet, board-measnre, of hemlock timber.
4,759 feet, board-meafiure, hemlock plank.
19,S37 feet, board-measore, piue timber.
10,957 feet, board-measure, pine plank.
135 treenails.
929 pounds of screw and washer bolts.
17,29d pounds of drift-bolts.
1,181 pounds of spike.
138.6 cords of stone.
During the present season it is proposed to complete the repairs ot
the old pier, and to add about 520 linear feet to the new pier, 460 feet to
be upon the prolongation of the present line of the pier, and 60 feet in
rear as counterforts. The work will be done by hired labor and
purchase of tnaterials in open market ; agreements have already been
made for materials at prices 20 per cent, less than under last contract
for hemlock timber and iron, 12 per cent, less for pine timber, and 30 per
cent, less for stone; the work will be pushed forward* rapidly.
The original estimate for the new breakwater was $1,161,682 ; up to
the close of the fiscal year ending Jnne 30, 1874, $425,000 had been appro-
priated, of which amount $349,650.96 had been expended, about 812,000
of which has been used upon the repairs of the old pier. About $700,000
will be required to complete the work.
Fort Ontario is situated here. There is a light-house, exhibiting a fixed white lights
of the third order, and a beacon on the other end of the pier showing a fixed red light
of the fourth order.
The amount of revenue collected at this port during the fiscal year was $765,992.67 ;
the value of the imports was |;7,356,640 ; the value of the exports was S:i60,ri76. Three
thousand and eighty-four vessels, with an aggregate tonnage of 547,061 tons, entered^
and 3,527 vessels, with an aggregate tonnage of 577,700 tons, cleared.
An abstract of contracts in force and a financial statement are trans*
mitted herewith.
Financial siateinent.
Balance in Treasury of United States July 1, 1873 $107, 1.56 24
Amount in hands of officer and subject to his check 5, !^50 14
Amount appropriated by act approved June 23, 1874 75, 000 00
Amount expended during the fiscal year ending June 30, 1874 112, 157 34
Amount available July 1, 1874 75,349 04
Amount required for the fiscal year ending June 30, 1876 300, 000 00
REPORT OF THE CHIEF OF ENGINEERS.
267
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268 ;repobt of the chief of engineers.
F 8.
MOUTH OF BLACK EIVER, NEW YORK.
The history of this work, from its inaugaration in 1836 up to the SOtli
of Jane, 1873, was given in the last annual report.
By the act of Congress approved March 3, 1873, an appropriation of
$5,000 wa« made for the removal of the bar at the mouth of Black Eiver,
Kew York. As this bar is generally affected more or less by the spring
freshets it was determined to take no action until they were over. Ac-
cordingly, on June 10, Mr. W. P. Judson was ordered with a party to
this locality, and directed to make a complete survey of the bar and the
river and bay in the vicinity 5 this was accomplished by June 30.
In June proposals were invited for dredging 11,5(K) cubic yards of
mud, sand, &c., and at the opening of bids July 16, 1873, the work was
awarded to Mr. C. Daly, of Ogdensburg, N. Y. The object in view was
to open a channel about 25 ^et wide and 6 feet deep through the bar
for temporary relief, although, as stated in the last annual report, it was
anticipated that it would soon fill up again ; the language of the law
making the appropriation was so specific, that the engineer in charge
felt as if he had no authority other than to at once do the best he could
with the funds available.
Operations were commenced August 8, and by the 28th a cut had been
made through the bar 3,000 feet long, 20 feet wide, and 7 feet deep, at
low water; this was personally examined by the engineer in charge, and
by his direction the cut was widened to 35 feet, and operations suspended
for want of funds, September 17, 1873, 11,500 cubic yards having been
removed.
The bar is composed mainly of silicious sand, the up-stream portion
being coarse, with a specific gravity of 1.693; the middle, a degree
finer — specific gravity, 1.8; the outer, very fine — specific gravity, 1.963;
on this sand there rests a large quantity of water, soaked shavings, and
sawdust — the specific gravity of which is 1.063.
It was observed while dredging that the sand rapidly flowed into the
excavation, and was aided in this by westerly winds ; the sawdust was
very easily moved ; and on the 15th of September, during a westerly
gale, an island was formed, standing about two feet out of the water, start-
ing from a point about 100 yards oflT Catfish Point, and running north-
west for nearly 1,000 yards. This was so compact that men walked upon
it, and it was estimated to contain about 40,000 cubic yards of sand,
sawdust, shavings, &c. ; in two days it was all scattered. After opera-
tions were suspended there was a strong westerly gale for three days,
and at the end of that time a resnrvey was made of the bar, when it
was found that the cut had filled up very much, and in some parts of
it there was scarcely any evidence that dredging had been done.
The system of piers mentioned in the annual report for the la^t fiscal
year is deemed absolutely necessary, if it is proposed to improve the
mouth of Black Biver, as it is deemed impossible to keep the channel
open without them.
Dexter, just above the mouth of the river, is a port, of entry in the
collection-district of Cape Vincent.
The estimated cost of the improvement of this harbor, under the plaa
submitted, is $214,000. Since the commencement of operations $5,000,
the entire amount appropriated, has been expended.
The amount of revenue coUected during the fiscal year was ^00 ; the value of the
imports was $85,950; the value of the exports was 91,500.
Two hundred and fifty-four vessels; with an aggregate tonnage of 6,500 tons, entered
^nd cleared during the year.
REPORT QF THE CHIEF OF ENGINEERS.
269
Abstracts of proposals and coutracts and a financial statement are-
transmitted.
Financial statement
Balance in Treasury of United States July 1,1873 $4,600 00
Deduct this sum expended in last fiscal year 24 29^
Amount expended during the fiscal year ending June 30, 1874 4, 575 71
Amount required for the fiscal year ending June 30, 1876, if it is proposed to
carry on the work 50,000 00^
Abstract of proposals for dredging at mouth of Black River ^ New York, opened hy MaJ. John
M. fVihon, Corps of Engineers, July 16, 1873,
No.
Names of bidders.
Kesidence.
Price per cubic
yard, measured
in scows, (15,000
cubic y'ds, more
or less.)
Amount.
1
Comelins Dalv
Ofifdenabnrffli. N. Y SSftflnta
* 15, 250 OO'
5, 400 00
2
Hfinry iT- V^w^rv ,,t.,t,-t- .
Syracuse, N.r
36 cents
* Awarded.
Abstract of contracts fo^ improving harbor at mouth of Black Hirer, New York, in force
during the fiscal year ending June 30, 1874, by MaJ. John M. Wilsonf Corps of Engineers,
United States Army,
Name and residence of contractor.
Bate of con-
tract.
Subject of con-
tract.
Per cubic yard,
measured in* scows.
Cornelias Dalv. Oirdensburch, N. Y
* Jufy 23,1873
Dredeinir
35 cents.
•*^*-^^B O •""•
Contract closed September 20, 1873.
OGDENSBURGH HARBOR, NEW YORK.
HISTORY OF THE WORK.
The first survey of this harbor by the General Government was made
in 1855, under direction of Major Turnbull, of the Corps of Topograph-
ical Engineers, but no appropriation having been made no plan of im-
provement was presented.
By the act of Congress approved June 23, 1866, an examination
and survey was ordered, and in July the work was placed in charge of
Capt. C. B. Keese, Corps of Engineers, under whom a survey was made
and a plan of improvement submitted.
In the spring of 1867 Lieutenant-Colonel Blunt being iti charge of
the work, an appropriation of $40,000 was made by Congress, and in
June of that year a board of engineers was convened for the purpose
of considering and reporting a plan for the improvement of the harbor.
The board decided that for the present the improvement should be
confined to dredging selected channels, removing bowlders, &c., and
that there should be no resort to piers until it was shown that the
dredged channels would not be permanent.
The recommendation of the board having been approved, proposals
270 REPORT OF THE CHIEF OF ENGINEERS.
were invited and a contract made in August, 1867 ; operations were
commenced in the latter part of September, and about 12,000 cubic
yards removed from the St Lawrence Channel, near the custom-house
wharf. The contractor complained that he had misunderstood the char-
acter of the materials to be removed, and consequently abandoned the
work.
In May, 1868, another board of engineers was convened to devise a
plan for the improvement of the harbor. This board, after a careful
examiuation of the subject, decided that the work to be done should
consist of —
First. Deepening the channel over the outer bar.
Second. Deepening the water by dredging at the wharves of the
Northern Eailroad and Northern Transportation Company.
Third. Dredging the channel of the Oswegatchie River below the
bridge.
Fourth. The excavation of a continuous channel 150 feet wide and 12
feet deep at low water, along the river front of the city, connecting the
mouth of the Oswegatchie with the deep waters of the St. Lawrence,
and the construction of a concave pier to maintain this channel, if it
proved to be necessary.
In reference to dredging at the wharves of the Northern Eailroad
Company and Northern Transportation Company, the board, while ad-
mitting its absolute necessity, decided that it should be done by the
wharf-owhers, rather than by the General Government. This project
having been approved contracts were made in September. 1868, and a
channel dredged through the bar near the light-house, 300 leet wide and
14 feet deep, and considerable progress made in dredging at the mouth
of the Oswegatchie. ^
Lieutenant-Colonel Blunt was rAev^ed in January, 1869, and in May
of that year Major Bowen assumed charge. Operations were continued
during the year 1869, dredging the Oswegatchie River between its
mouth and the bridge ; the work here was exceedingly difficult, the bot-
tom consisting of bowlders, rock, and hard pan. An appropriation of
$15,000 was made in 1870 and operations were continued, dredging at
the mouth of the Oswegatchie, and work was commenced on the chan-
nel connecting that river with the deep waters of the St. Lawrence.
In January, 1871, Major Bowen was relieved by Major Wilson, of the
Corps of Engineers. In April, operations were resumed, dredging the
channel in the St. Lawrence River, parallel to the line of docks, and
the work has been continued from time to time until it is now nearly
completed; the bottom in many places was found to consist of an ag-
gregation of small bowlders, cobble-stones, gravel, &c., strongly ce-
mented together, which rendered the dredging exceedingly difficult.
In 1871, an appropriation of $25,000 was made; in 1872, one of $10,-
000; and in 1873, one of $6,000.
The work of dredging, as laid out by the board of engineers, is nearly
completed. The hard bottom of the Oswegatchie has been scraped, the
channel parallel to the line of docks nearly completed, and that over the
bar widened and deepened. It is not deemed advisable to commence
the construction of the piers until the result of one more season is
learned, in order to show whether they are necessary.
OPERATIONS DURINa THE FISCAL YEAR ENDING JUNE 30, 1874,
The opening of the fiscal year found operations in progress, dredging
the channel in the St. Lawrence River parallel to the line of docks,
under contract with Cornelius Daly, of Ogdensburgh, N. Y.
REPORT OF THE CHIEF OF ENGINEERS. 271
Six tbonsaiul one hundred and thirty cubic yards of mud and clay
were removed* from this channel, when operations were suspended upon
it on account of lack of funds ; the dredge was transferred to the chan-
nel over the bar, northeast of the light-house, and that channel was
widened and deepened by removing 3,000 cubic yards of nuid, clay, &c.
Operations were suspended in August, 1873, the funds appropriated
having been exhausted.
The condition of the harbor at present is as follows :
The channel over the bar, northeast of the light-house, is 300 feet
wide, and presents a depth of from 11 to 17 feet at low water.
The Oswegatchie River has been dredged to the rock-bottom from just
below the bridge to its mouth, and presents a channel 50 feet wide
and 12 feet deep near the middle of the stream, sloping up to between
9 and 11 feet near the docks. The channel parallel to the line of docks,
connecting the mouth of the Oswegatchie with the deep waters of the
St. Lawrence, has been dredged to a depth of 12 feet at low water, and
a width of 150 feet, for a distance of 4,300 feet ; a small portion east of
the ferry-dock is only 125 feet wide, but is to be dredged to the same
width as the rest. The channel, when completed, will be 4,800 feet
long, the lower 500 feet being yet incomplete, but presenting a depth of
from 10 to 11 feet at present. During this season it is proposed to com-
plete the channel in tbe St. Lawrence Elver, and to widen that over the
bar, near the light-house.
It is recommended also that a channel 150 feet wide, similar to the
one now almost completed in the St. Lawrence, shall be dredged from a
point opposite the north end of the docks of the Northern Transporta-
tion Company up to the elevator, as a very large portion of the commer-
cial interests of the place is centered^t this locality. This would require
the removal of about 15,000 cubic yards of mud, sand, &c., and would prob-
ably cost, including expenses of every character, about $5,000. It is ques-
tioned whether this recommendation is in opposition to the report of the
board of engineers of May, 1868, as they stated that it was the dredging
at the wharves that should be done by the owners, while my proposition
is to carry on the channel ni>w being dredged to the elevator, keeping,
as at present, 25 feet from the wharves.
The estimated cost of the present project for the improvement of this
harbor was $175,000, of which amount $100,000 was to be devoted to
dredg:iiig at various localities. Up to the close of the fiscal year ending
Jane 30, 1874, the suln of $102,000 has been appropriated, of which
amount $06,000 has been expended, in addition to the $6,000 now avail-
able. About $5,000 more will be required, should it be decided to dredge
the chaunel near the docks of the Northern Transportation Company;
$70,000 will be required should circumstances render piers necessary, as
indicated by the board of engineers in 1868.
Oji^rlensbnrj^h is a port of entry, in the collection-district of the Oswef;atc1iie. There
is a hxetl >rhite light of the fourth order near the entrance to the harbor.
Forts Ontario and Montgomery are each one hundred and twenty-tive miles distant —
the one to the southwest^ tbe other to the east.
The amount of revenue collected during the fiscal year was 8224,364.3.5. The value
of the imports was lj^2,027,483. The value of the exports was $602,522. The number of
vessels entering was 1,069, with an aj^gre^ate tonnage of 264,726 tons. The number of
vessels clearing was 1,060, with an aggregate tonnage of 259,412 tons.
There are three steam-ferries between this port and Canada, two of which make
tripe every half hour during the season of navigation.
An abstract of contracts in force, and a financial statement, are trans-
mitted.
272
REPORT OF THE CHIEF OF ENGINEERS.
Finaneml statement.
Balance in Treasury of the United States July 1, 1873 |3,092 72
Amount in bands of officer and subject to bis cbeck "Z^ 644 97
Amount appropriated by act approved June 23, ld74 6, 000 00
Amount expended during tbe tiscal year ending June 30, 1874 5, 737 69
Amount available July 1, 1874 6,000 00
Amount required for tbe fiscal year ending June 30^ 1876 5, 000 00
AhBtract of contracts for improving harbor at Ogdenshurghy N, F., in force during the fiscal
year ending Jane 30, 1874, by Maj, John M, fVilson, Corps of Engineers, United States
Army,
Date of con-
tract.
Subject of con-
tract.
Dredging.
Kame of coDtractor and his
residence.
Over the bar, near light-
honse, per cubic yard
in scows.
Certain section of channel
of Saint Lawrence Riv-
er, per cubic yard in
position.
Remarks.
Cornelius Dal v. OifdensbanthJ Mav lo. 1R73.
Dredsine
$0 37
$0 39
Contract closed Auir-
N.Y.
ust 1,1873.
F 10.
WADDINGTON HARBOR, NEW YORK.
A survey and examination of the harbor were made in August, 1872,
and in March^ 1873, an appropriation of $10,000 was made for its improve-
ment.
It was proposed to improve the harbor by opening a channel 200 feet
wide and 11 feet deep through the bar at the head of Little Eiver, the
upper entrance to the harbor, and to facilitate the approach to the
docks below the dam by removing materials from that locality.
It was determined to devote the appropriation of March, 1873, to the
channel through the bar; and, after advertising, the work was awarded
to Mr. H. J. Mo wry, of Syracuse, N. Y., at the rate of $1.24 per cubic
yard, measured in position. Operations were commenced on July 30,
1873, and continued until October 25, 1873, when they were suspended,
the contract being completed.
During this period the dredge worked 64T hours, and as the dredging
was sometimes quite difficult, considerable breakage occurred, and it
was idle for repairs from time to time.
The channel dredged was 200 feet wide, 400 feet long, and the depth
obtained was from 11 to 12 feet at low water. The materials dug con-
sisted of marl, stiff clay, mud, hard-pan, bowlders, and logs ; the clay
and hard-pan were calcareous.
The amount of material removed, measured in position, was 7,935
cubic yards; the amount measured in scows was 8,728 cubic yards,
showing a gain of about 10 per cent, over the amount in position.
During the present season it is proposed to widen and straighten the
REPORT OF THE CHIEF OF ENGINEERS.
273
channel OA'er the bar at the head of Little River, and to deepen the
channel below the dam, to facilitate the approach to the docks.
At present there is an excellent channel, from 200 to 400 feet wide,
from the head of Little River to the bridge; below the dam, a channel
from 400 to 500 feet wide, and from 12 to 15 feet deep, is found, until
within 200 feet of the ferry-dock. It is proposed to carry this channel
up to the dock.
The original estimated cost of the improvement of this harbor was
$17,000. Up to the close of the fiscal year ending June 30, 1874, $20,000
has been appropriated, of which amount $9,987.(39 has been expended.
Xo further appropriation will be required.
Waddinston is a port of eotry, iu the collection-district of the Oswegatchie. The
nearest light-bouse is at Ojii;densbnrgh ; aud Fort Mootgomery^ one huudred miles dis-
tant, is the nearest work of defense.
The amount of revenue collected during the fiscal vear was $18,022.92.
The value of the imports was $124,050.00. The value of the exports was $1,164.00.
Twenty-seven vessels, with au ag^egate tonnage of 1,187 tons, entered, aud 31
vessels, with an aggregate tonnage ot 1,278 tons, cleared.
An abstract of contracts in force is transmitted, also a financial
statement.
Financial statement
Balance in Treasury of United States July 1, 1873 $6,700 00
Amount in hands of officer and subject to his check 3,270 25
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the fiscal year ending June 30, 1874 9,957 94
Amount available July 1, 1874 10,012 31
Amount required for the fiscal year ending June 30, 1876 Nothing.
Abstract of contracts for improving harbor at Waddington, N, F., in force during the fiscal year
ending June 30, 1874, by MaJ. John M. WilsoUf Corps of Engineers^ United States Army.
Namoanfl retiidcocc
of contractor.
Henrj* J. Mowry, Syr-
acuse, N. Y.
Dat4> of COD'
tract.
May 12, 1873
Subject of
contract.
Dredging.
Dredging from the l>ar at the up-
per end of Little River, the
entrance to harbor of Wad-
dington.
11.24 per cubic yar^, meaaured in
position : 7,000 cnbic yards,
more or less.
Renuu'ka.
Contract rlosfd Oc-
tober 27, lt^*3.
APPENDIX G.
A>^NIJAL REPORT OF LIEUTENAKT-COLONEL JOHN NEW-
TON, CORPS OP ENGINEERS, FOR THE FISCAL YEAR
ENDING JUNE 30, 1874.
United States Engineer Office,
New York, August 20, 1874.
General : I have the honor to transmit herewith the annual reports
upon the works under my charge for the fiscal year ending June 30,
1874.
Very respectfully, your obedient servant,
John Newton,
Lieut. Col. of Engineers^ Bvt. Maj. Gen,
Brig. Gen. A. A. Humphreys,
. Chief of Engineers^ U. S. A.
18 E
274 REPORT OF THE CHIEF OF ENGINEERS.
Gi.
IMPROVING HARBOR AT PLATTSBURGH, NEW YORK.
Daring the year the superstactare of the extension of 100 feet to the
breakwater, under contract with James D. Leary, was completed, and
the crib- work of the extension of 56 feet, under contract with Luther
Whitney, was completed and filled with stone. The superstructure will
be completed between July 1 and December 31, 1874.
With the amount appropriated by act of Congress approved June 23,
1871, it is proposed to make certain repairs to the south end of the break-
water, by replacement oi' logs which have been broken out, and to fill-
ing places where the stone has settled ; these repairs are all on the old
breakwater.
No further appropriation is asked.
Naipe of collectioD-district, Champlain.
Plattsburgh is port of entry.
Financial statement
Balance in Treasury of United States Jaly 1, 1873 |10,000 00
Amount in hands of officer and subject to his check 5,095 67
Amount appropriated by act approved June 23, 1874 5, 000 00
Amount expended during the hscal year ending June 30, 1874 8, 242 B8
Amount available July 1,1874 10,116 79
G 2.
IMPROVING HARBOR AT BURLINGTON, VERMONT.
During the year the superstructure of the extension of 180 feet of
breakwater, under contract with Luther Whitney, was completed. In
June, 1873, contract was made with Ohas. J. De Graw for an extension
of 220 ieet of breakwater, but this contract was annulled on 25th Au-
gust, 1873, for the reason that the contractor had failed up to that date
to commeuce operations, having, instead, devoted his time to making
efforts to have the contract extended, alleging his inability to procure
the necessary timber for the cribs in order to complete them by the spec-
ified time, although it was definitely understood at the time of signing
the contract that no extension would be allowed ; the contract was,
therefore, annulled, and, by approval of the Chief of Engineers, the
work wa« awarded to Luther Whitney, the next lowest bidder ; and
under contract with him, two cribs, each 110 feet in length, were com-
pleted within the specified time, viz, December 31, 1873.
The superstructure for this extension will be completed between July
1 and December 31, 1874.
Under appropriation of June 23, 1874, it is proposed to extend the
breakwater from the north end, in a direction nearly northwest.
HISTORY OP THE WORK.
A special board of engineers in 1867 recommended an extension of
this breakwater in a northerly direction for a length of 1,500 feet ; when
I took charge in May, 1870, there remained of this length to be con-
structed 840 feet. Contracts were entered into during that year for a
. REPORT OF THE CHIEF OF ENGINEERS. 275
farther extension of 171 feet, which being completed, there remained
669 feet of the length prescribed by the board to be constructed. But
by permission of the Chief of Engineers, the extension to the north-
ward has been suspended for several years, to devote the sums appro-
priated by Congress to a southerly elongation, which, by the growth of
the water front in that direction, had become necessary. A length of
617 feet has, in pursuance of this object, been added, and is considered
sufficient for the present, and until a further growth of wharves and
business to the southward.
It is proposed to devote the appropriation approved June 23, 1874, to
an extension in a northwest direction to protect the growth of wharves
to the northward, and Assistant D. White writes that the total length
of such extension will ultimately be 2,000 feet, at a cost of $1.70 per
linear foot ; amounting in the aggregate to $340,000.
An appropriation of $40,000 is asked.
Name of collectioD-distrlct, Yermont. Burlington is a port of entry.
Financial statement
Balance in Treasnry of United States July 1,1873 $40,145 99
Amount in hands of oflScer and subject to his check 11, 440 51
Amount appropriated by act approved June 23, 1874 25,000 00
Amount expended during the fiscal year ending June 30, 1874 39, 742 61
Amount available July 1, 1874 27,460 89
Amount required for the fiscal year ending June 30, 1876 40, 000 00
G3.
IMPROVING HARBOR AT SW ANTON, VERMONT.
Under contract with Lnther Whitney, one crib, 110 feet long, for
breakwater, was completed and filled with stone during the mouth of
September, 1873 ; the superstructure* will be constructed between July
1 and December 31, 1874. • *
Under appropriation of June 23, 1874, it is proposed to continue the
breakwater on the lino already adopted.
For completing the improvement of this harbor the sum of $249,160
will be required.
ORIGINAL ESTIMATE.
1,900 lioear feet, breakwater $272,l(x0 00
Anionnt appropriated , 23,000 00
AmouDt expended 8,241 65
Swanton Harbor is in the collection-district of Vermont.
Fort Montgomery is the nearest fort. The nearest light-honse is on Windmill Point.
Financial statemenU
Balance in Treasnry of United States Jnly 1,1873 $15,000 00
Amonnt appropriated by act approved June 23, 1874 8, 000 00
Amount expended during the nscul year ending June 30, 1874 , 8, 24i 65
Amount available July 1,1874 10,193 35
Amount required for the fiscal year ending June 30, 1876, (to complete the
improvement) 249, 160 00
276 REPORT OF THE CHIEF OF ENGINEERS.
IMPROVING OTTER CREEK, VERMONT.
In consequence of the failure of E. R. Seward to fulfill bis contract for
dredging this creek, the work was re-advertised for proposals, to be
opened on August 13, 1873, and but one proposal was received ; this,
being for 60 cents per cubic yard, was considered too high, and in-
quiries were made by Mr. White, my assistant on Lake Ghamplain, to
see if a dredge could not be found in that vicinity to do the work at a
reasonable rate ; after some delay, an oft'er was made by Mr. J. D. Han-
cock for 40 cents per cubic yard, which was accepted, and contract en-
tered into with him to do the work.
Operations were commenced in September, 1873, and were restricted
to the improvement of those points of the creek which were found to be
the most embarrassing to its navigation, viz : at Brick- Yard, a channel
of 70 feet in width and 8 feet deep, at mean low water, has been dredged
through the shoal ; and at *' Smith's Bend ^ and '^ Bull Brook " the
channel has also been widened and deepened to about the same extent.
At the steamboat-landing and vicinity, the creek, to nearly its whole
width, has been cleared of silt, sunken timber, and bowlders.
The basin from the docks on the east bank, to nearly two-thirds of
its width, and extending from the steamboat-landing to the upper coal-
dock, has been dredged to the required depth.
The amount of materials removed from the different points dredged
is as follows :
Cubic yards.
At Brick-Yard 3,200
At Smith's Bend 6,000
At Bun Brook 4,762
At Vergeoucs Basin * 6, 750
Total 19,712
Consisting of clay, sand, gravel, silt, stone, and saw-mill debris.
The improvement thus made enables vessels to reach the wharves at
any point on the east side of the basin. ^
And for the improvement of the navigation of the west side of the
basin, in order to facilitate the shipment of freight by the manufac-
turing establishments located on the west shore, near the foot of the
falls, and for completing the improvement of the channel, the sum of
$48,146 will be required.
ORIGINAL ESTIMATE.
Dredging, diking, and fascine work §57,646 CO
Removing trees 500 00
58, 146 00
^f
Amount appropriated $10,000 00
Amount expended 9,772 73
Financial statement.
Balance in Treasury of United Stat^^s July 1, 1873 J7, 500 00
Amount in hands of oflBcer and subject to his check 2, 074 1 3
Amount expended during the fiscal year ending June 30, 1874 9, 346 86
Amount available July 1, 1874 227 27
Amount required for the fiscal year ending June 30, 1876, (to complete the
improvement) ; 48,000 00
REPORT OF THE CHIEF OF ENGINEERS. 277
APPENDIX H.
ANNUAL EEPORT OF MAJOR F. U. FARQUHAR, CORPS OF
P:NG1NEERS, for the fiscal year ending JUNE 30,
1874.
[Letter of transmittal under Appendix A.]
H I.
PRESERVATION OF THE FALLS OF SAINT ANTHONY, AND NAVIGATION OF
THE MISSISSIPPI RIVER.
Owing to the small amount of funds available, the work has been
confined to the repair of damages caused by the freshet in the spring of
1873, and securing the upper portion of the tunnel from further incur-
sions of water from the river.
During the first half of July, 1873, the tunnel being filled with water
and the river at a high stage, all work was suspended excei)t that of
framing timber for thebulkhead under the shaft. On the loth of July
the water was drawn off from the tunnel, and the work of clearing out
debris from the second break to the shaft commenced. A ])assage was
cut through the masonry bulk-head where it had been undermined, and
a hirge amount of fallen rock and sand removed.
On tlie 20th of July work was commenced on the bulk-head under the
shaft. This consisted of a crib-work of timbers 12 inches square, laid
2 feet apart In each direction, and framed. together, having a base of 32
feet with a batter of one-third on each face.
The interstices between the timbers were filled with well-rammed con-
crete, composed of one part Louisville cement, two parts sand, and five
parts broken limestone. A sewer of iron pipe 3G inches in diameter was
laid through the bulk-head along the floor of the tunnel, and continued
to about the middle of the second break, a distance of 252 feet. The
flow of water through this sewer is controlled by a gate at the lower side
of the bulk-head, operated through the shaft. The excavation formed
b> the washing out of the sand rock at the west end of the masonry bulk-
head was cleared out, floored with concrete, and a lining of timber and
'masonry built. Stone walls were built in the upper part of the tunnel
wherever required to support the limestone ledge; the above work being
completed about the middle of September. The tunnel from the new
bulk-head to the upper end of the sewer-pipe was filled with well-rammed
gravel, brought by portable railroad from the hill on the east bank of
the river. A cross-wall of concrete 4 feet in depth was put in below the
floor at the back of the masonry bulk-head. At the upper end of the
floor a trench was dug to the undisturbed sand rock and filled with
gravel. The floor was found to be undermined near the center of the
tunnel to a depth of about 6 feet.
The portion of the tunnel filled has a uniform depth of 16 feet, and
varies in width from 35 to 120 feet. The total amount of gravel put in
was about 11,000 cubic yards, at a cost of about 50 cents per yard.
The filling was finished November 28, and the appropriation being nearly
exhausted, work was suspended for the winter.
It was thought advisable that the space inclosed by the coffer-dams
be overflowed during the winter, and with this intention the portion of
278 REPORT OF THE CHIEF OF ENGINEERS.
the tnnuel above the gravel-plug was allowed to fill with water; but as
this largely increased the flow from the spring at the bifurcation of the
tunnel, the water was again drawn off. The citizens of Minneapolis
having raised funds for the purpose, work was resumed on the 14th of
February, 1874,
The first work undertaken was the clearing out and filling with
gravel of the channel on the east side of Nicollet Island, formed by the
break of July 3, 1871. A trench was dug along the east side down to
the hard stratum of sand-rock, drains laid to convey several small
springs to the iron sewer-pipe, and the entire channel filled with gravel,
well rammed. Several small channels in the soft stratum of sand-rock
were found, through which water passed to the spring at the bifurca-
tion of the tunnel. Atter the drains were laid the flow from the spring
diminished from 230 to 80 gallons per minute, and has continued since
to flow at the latter rate. The fallen rock and dihris in the upper part
of the second break were removed, and this, together with the lower
part of the channel from the first break, filled with gravel. The lower
part of the channel from the break of May 17, 1873, 325 feet in length,
has been ck»ared out, drained, and filled. A timber bulk-head has beeu
built in the west branch below the bifurcation, and a gravel plug 50 feet
in length has been put in below the end of the lining in the main tunnel.
Before the spring freshet the deep holes in the bed of the river at
head of the ledge, outside the bank, were filled to a level with the top
of the ledge with stone and gravel, protected by heavy riprap. The
amount raised by the citizens for the above work was $17,157.50.
Since June 13, 1874, when the funds furnished by the citizens were
exhausted, work has been continued with the balance of the api)ropria-
tion of 1873, which will be sufficient to complete the filling ot the second
break.
April 15, 1874, a board of engineers assembled in Minneapolis for the
purpose of considering the plan for the preservation of the Falls of Saint
Anthony, and forwarded a report which I would respectfully request
might be printed with this report in annual report to Congress.
If the $200,000 asked for this improvement had been appropriated in
1872, so that the plan recommended by the board of engineers of that
year could have been carried out, I think there is no doubt that the
work would now be finished ; but, as will be seen above, the amount
appropriated by act approved March 3, 1873, was entirely expended in
meeting the continually-occurring emergencies.
Of the amount appropriated by act approved June 23, 1874, ($150,000,)
$125,000 will be expended in constructing the wall or dike recommended
by the board of engineers assembled in April, 1874, and the remaining
$25,000 will be expended in removing obstructions in the Mississippi
River between the Falls of Saint Anthony and Sauk Rapids.
I would recommend that an appropriation of $200,000 be asked for,
for continuing the work at the Falls of Saint Anthony in accordance
with the recommendation of the above-named board of engineers.
The further improvement of the Upper Mississippi River will be made
the subject of a luture report after a careful survey of the river has
been made.
Financial statement.
Balance ia Treaanry of United States July 1, 1873 |20,000 GO
Amount in bauds of officer and subject to his check, (including $5,244.62
due on material not yet paid for) 21, 880 78
Amount appropriated by act approved June 23, 1874 150,000 00
Amount expended during the hscal year ending June 30, 1874 35, 147 63
Amount available July 1, 1874 151,488 53
Amount required for the fiscal year ending June 30, 1876 200, 000 00
REPORT OF THE CHIEF OF ENGINEERS. 279
H 2.
PRESERVATION OF THE FALLS OF SAINT ANTHONY, MINNESOTA,
Report of Board of Engineers.
(, Special Orders,]
No. 32.] Headquarters Corps of Engineers,
Washington, D. C, March 26, 1874.
A board of officers of the Corps of Engineers, to consist of Col. J. N. Macomb, Lieut.
Col. J. D. Kartz, Maj. G. Weitzel, Miy. O. M. Foe, Maj. F. U. Farquhar, will assemble at
Minneapolis, Minn., on the 14th day of April, 1874, or as soon thereafter as practicable,
to consider and report upon the subject of the preservation of the Falls of Saint An-
thony. «
By command of Brig. Gen. Humphreys.
Thos. Lincoln Casey,
Major of Engineers,
The board met ia Minneapolis, April 15, 1874, in parsaance of the
above order, present all the members.
Major Farqahar laid before the board all the information in his pos-
session.
The board having made a care personal examination of the locality
and works, and having discussed the questions of the proper plans for
the preservation of the Falls of Saint Anthony, submit the following
REPORT.
L — HISTORY OP THE FALLS OP SAINT ANTHONY PROM THE COMMENCE-
MENT OF THE EXCAVATING OF THE TUNNEL TO THE PRESENT TIME.
On the 7th of September, 1868, a company known as the Tunnel Com-
pany commenced the excavation of a tunnel at a point near foot of Hen-
nepin Island, (marked A on accompanying tracing,) and continued this
up under the island towards the foot of Nicollet Island. This was exca-
vated for the purpose of forming a tail-race under the sites of manufac-
tories to be built. The water to furnish the power for these manufac-
tories was to be introduced from the level of the mill-ponds on either
side of Nicollet Island.
On the 4th of October, 1869, this excavation had reached a point under
the foot of Nicollet Island, when the workmen were driven away and
the tunnel invaded by the waters of the Mississippi River coming in
from a x>oint marked B at the head of the limestone ledge. The original
cross-section of the tunnel was 6 by 6 feet, but in a very short time the
rushing waters excavated a much larger cross-section, (16^ feet high by
from 10 to 90 feet wide.) In a tew days so much of the sand-rock be-
tween Nicollet and Hennepin islands was washed out that a large por-
tion of the superincumbent lime-rock fell into the tunnel, (opening marked
F.) After great effort on the part of the citizens a rude coffer-dam was
constructed inclosing a space extending from above the point B on the
west side of Nicollet Island down stream to the head of Hennepin
Island, and another connecting the east sides of the foot of Nicollet
and head of Hennepin Islands.
This almost entirely checked the flow of water through the tunnel.
The tunnel was then plugged at the lower end of the break between the
280 REPORT OF THE CHIEF OF ENOINEERS.
two islands and the opening covered over, thus forming a new floor to
the bed of the river between the two islands.
Tbe river and harbor appropriation bill approved July 11, 1870, made
the first appropriationforthepreservationofthe Falls of Saint Anthony.
The amount appropriated was $50,000. Under this appropriation Col.
J. N. Macomb took charge of the work.
Tbe following report of Franklin Cook, engineer in local charge, gives
the history of the work during the fiscal year ending June 30, 1871 :
[See Annual Report of the Chief of Engineers for 1871, pp. 294-7.]
During the fall of 1870 the citizens of Minneapolis commenced the
building of the great wooden apron to protect the foot of the falls, and
continued this work during the following winter.
The river and harbor appropriation bill approved March 3, 1871,
appropriated $50,000.
On the 3d of July, 1871, a break into the tunnel from the east side of
Xicollet Island occurred. The following report of Mr. Cook, and letter
of Colonel Macomb transmitting the same to the Chief of Engineers,
give a full account of this new trouble. This break is marked C on
accompanying tracing.
[See Annual Report of the Chief of Engineers for 1871, pp. 297-8.]
The new channel, marked D, from the tunnel to near the foot of the
falls on west side of Hennepin Island, described in the above report,
caused great alarm, and the citizens at once set to work to raise the
necessary funds to line the tunnel. By the last of August, 1871, they
had raised $100,000 for the lining of the tunnel and the building of the
apron to protect the foot of the falls.
The work done by the United States and the citizens of Minneapolis
during fiscal year ending June 30, 1872, is set forth in the following
reports, taken li'om the annual report of the Chief of Engineers for 1872 :
[See Annual Report of the Chief of Engineers for 1872, pp. 296-305.]
The amount appropriated for this work in the river and harbor biU
approved June 10, 1872, was $50,000.
The history of the work during the fiscal year ending June 30, 1873,
is given in the Annual Report of the Chief of Engineers for 1873. Maj.
F. U. Farquhar relieved Col. J. N. Macomb of the charge of this work
April, 1873.
[See Annual Report of the Chief of En(;ineers for 1873, pp. 408-11.]
The river and harbor bill approved March 3, 1873, appropriated
$50,000 for this work.
The work accomi)lished during the first half of the present fiscal year
is described in the followhig reports transmitted to the Chief of Engi-
neers December 10, 1873 :
United States Engineer Offioe,
/Saint Faidj December 10, 1873.
General : I have the honor to make the following report of opera-
tions, during the past season, of the Falls of Saint Anthony, and also a
report of the present condition of the work at that place. As soon as the
high water of the Mississippi liiver had sufficiently subsided work was
commenced to repair the damages caused by breaches through the coffer-
dams and through the soft sand-rock underlying the limestone between
the head of the ledge and the mouth of the tunnel between Hennepin
REPORT OF THE CHIEF OF ENGINEERS. 281
and J^^icollet Islands. The damaged portions of the lining of the tunnel
were rebuilt and a new bulk-head was constructed, so that the gate in it
eould be worked from the shaft. A 36-inch cast-iron drain-pipe was laid
from the bulk-head to the upper end of the opening between the above-
mentioned islands. The tunnel for 250 feet above the bulk-head was care-
fully filled with well-rammed gravel. In filling the tunnel great care
was taken to prevent any water from passing along under the flooring.
At two places cross-trenches were excavated to 4 feet below the floor,
and carefully filled with concrete.
It was found that during the high water an entirely new channel from
the head of the ledge under the limestone to the tunnel had been made.
It is a significant fact that the bottom of this new channel was at the
bottom of the soft stratum, and the top in many places did not reach to
the lime-rock. This " soft stratum" is 16J feet below the lime-rock, and
its bottom was the lower limit of the tunnel-floor before it was lined,
and it was through it that the water made its appearance in 1869, while
the original tunnel was being excavated. The head of the new channel
was closed by extending the earth-embankment at the head of the
ledge.
The work above described was finished November 29. December 2
the gate through the bulk-head was closed, and the water tilled up the
pit between the islands. The accompanying report of Assistant J. L.
Gillespie gives the result of this raising of the head of water. It will
be seen that no water passed through the bulk-head, the only increase
of water at the back of the bulk head being from a seam in the lime-
rock, the lower stratum of the lime-rock having fallen, leaving a ragged
projection. The water coming through this seam was perfectly clear,
which showed that it had not come thV'ough the gravel-plug. But while I
feel not the least anxiety about the bulk-head, the effect of the increased
head of water on a spring 370 feet below the bulk-head causes me much
uneasiness. This spring was met by the workmen in 1869 in excavat-
ing the tunnel, and the water from it used for drinking purposes by the
men. After the tunnel w^as invaded by the Mississippi Kiver, and the
work of lining the tunnel commenced, this spring was introduced through
the lining by a 4-inch pipe.
When I took charge of the work the tunnel was filled with water by
reason of the breaks through the cofferdams. When the water was
drawn off the mouth of this spring was covered with several feet of
sand and water, and its existence was not known to me until a few days
ago. The excavators of the tunnel did not think that there was any
connection between it and the river above the head of the ledge, but
with the results before us it cannot be doubted that it has, and that
this connection is outside of the line of the tunnel. I am more than
ever convinced that the proper place to build the proposed water-tight
dam, to cut all the water flowing through the sand-rock, is as near the
crest of the natural falls as possible. There are two prominent reasons
for this : 1st, that it will cut off* all the water percolating through the
sand-rock ; and 2d, that in the process of its construction we will run
no risks not already existing. This work should be commenced at once,
but, unfortunately, there is no money. There is now on hand available
for this work only $6,000. If it could be begun now more than half of
it could be finished before the occurring of high water in the Missis-
sippi Kiver next spring. This work can be prosecuted as well during
the winter as at any other time, and, as labor is cheaper, more econom-
ically. I would most earnestly recommend that Congress be asked to
make an immediate appropriation, as asked for in my annual report.
282 BEPOBT OF THE CHIEF OF ENGINEERS.
The dangers to the falls by reason of causes acting above the lime-
stone can easily be detected and averted, but the' danger from the per-
colating of water through the soft sand-rock can only be known after
the damage is done, and this danger should be removed as soon as pos-
sible.
I transmit herewith, besides Assistant Engineer Gillespie's report, two
tracings; one showing the tunnel in plan on a large scale, and the other
showing the proposed dam in reference to the adjoining topography.
I have the honor to be, very respectfully, your obedient servant,
F. U. Faequhae,
Major of Engineers.
Brig. Gen. A. A. Humpheeys,
Chief of Engineers^ U. 8, A.
Report of Mr. J» L, Gilleapie, Assistant Engineer,
United States Engineer Office,
Minneapolis^ Minn.y December 10, 1873.
Sir: I have the honor to submit the following report of observation on the spring in
the Saint Anthony tunnel, made in accordance with your instructions, while raising
the head of water in the pit at the foot of Nicollet Island.
This spring is situated at the bifurcation of the tunnel, being brought through the
lining on the east side by a pipe, 4 inches in diameter, just above the floor.
Its position is shown by the accompanying tracing. This part of the tunnel is now
filled to the depth of 7 feet with fine sand and gravel, which wtis carried in by the
freshet of last spring. In the usual condition of the spring there is a moderate and
even flow of clear water, with slight ebullition.
The water was first admitted to the pit at noon of Tuesday, December 2.
The water rose slowly until Thursday, at four p. m., when it was about 2 feet below
the top of the ledge.
At this time the water of the spring was boiling up violently about 3 inches above
the general surface of the water in t<ne tunnel. The gate in the new bulk-head was
then raised, and the water in the pit drawn oif.
On the 8th instant the water was again admitted, and simultaneous observations
made on a water-gauge in the pit at the back of the new bulk-head and at the spring.
The result of these observations is shown in the annexed table.
The water at the back of the bulk-head comes through the horizontal seam between
the two lower strata of the limestone, and has been at all times perfectly clear, show-
ing that no washing of the sand-rock or gravel has taken place at that point.
The lower strata of the limestone over the central portion of the tunnel from the pit
to a point about 30 feet below the new bulk-head has been removed. Below this point
it is intact.
After drawing off the water from the pit the spring returned at once to its usual
condition.
Very respectfully, your obedient servant,
J. L. Gillespie,
Assistant Engineer,
M%j. F. U. Farquhar,
Corps of Engineers, U. S. A,
REPORT OP THE CHIEF OF ENGINEERS.
283
Decbmber 8, 1873.
ObaervatioM made whiU raising water in pit between Nicollet and Henn^n leland.
^
^^
m
B Sfi
9
'O 9
s
S &
o U
Sf.M%n»
•
1 10
0.7
SO
0.9
30
1.1
40
1.3
50
1.5
900
1.8
10
2.0
30
2.4
30
2.6
40
2.9
50
3.1
3 00
a4
10
ae
20
3.8
30
4.0
40
4.2
50
4.4
4 00
4.7
10
4.9
20
5.1
30
iV.3
40
5.5
50
5.5
500
5.5
At back of bulk-head.
Water trickling tbronsb aeaiii in ledge and on
back of bolk-head 0' from Iloing near bottom,
west aide, 3}' from lining near bottom, east
side. Amoant of water, 1.
Water on 5th conrae from top 14', west aide
Wat«r on 5th course from top 14' to gate, east side
Amoant of wat«r i^ west side
Amoant of water 2 east side
/
{
Water from seam west, 2.
Water slowly increasing .
do.
.do.
.do.
.do.
Amount of water, 3
No farther change .
do
do.
.do.
do.
.do
At spiing.
Spring as nsnal, babbling slightly.
Slight increase.
As at first.
Boilinc almost steadily 3" high.
1.58 boiling stopped entirely.
Some sandrunning out.
Boiling slightly, as at first
Increaaing slightly.
As at first.
Increasing slightly.
Boiling increased : not as much as at
1.40.*
1 About as at 1.40, boiling up about
5 3'', 8 or 10 times a minute.
No change.
Do.
Do.
Do.
Do.
Do.
Dkcembeii 9, 1873 — 8 a. m.
At hack of bulk-head. — Amount of water about the same as last night.
At spring. — No boiling ; considerable sand has come in during the night, and is still running. Gauge
10.60. Raised the gate.
QtMgthteading.—Z^n} of gauge, 12 feet below the top of ledge. Reading at bottom of ledge, 2.7.
The citizeDS of Minneapolis, fearing that some disaster might happen
daring the expected spring freshet of this year, subscribed the sum of
$13,000, to be expended in attempting to cut off the connections between
the spring at the bifurcation of the tunnel and the east branch at the
upper end of the tunnel. A trench on the east side of this branch has
been excavated to the soft layer, and a 12 inch sewer laid from the upper
end of the branch to the drain-pipe of the main tunnel. Although no
distinct channel was found leading to the spring, yet the water lead into
this drain reduced the flow at the spring from 230 gallons per minute
to 80 gallons per minute. The east branch is being filled with well-
rammed gravel. Some pieces of timber were put in the apron to replace
portions of the covering carried away by the ice passing over the falls.
Total amount appropriated by tlie United States, $200,01)0. Amount
expended by citizens of Minneapolis, $232,000.
IL— PRESENT CONDITION OF FALLS OF SAINT ANTHONY.
From all the experience gained during the past year there can be no
doubt that there is a connection between the river above the limestone
ledge through the soft stratum of sand-rock (about 14 feet below the
lime-rock) and the spring at the bifurcation of the tunnel below the
gravel-plug. Whether this is a uniform channel or a series of cavities
connected together is not known, but from experiments made by raising
the head of the out-flow of the spring it would seem that for a difference
of 2 feet 5 inches in height the volume of the cavities amounts to 8,000
284 REPORT OF THE CHIEF OF ENGINEERS.
cubic feet. These experiments were not carried to the extent of raising
the head of the out-flow tx) the under side of the limestone for fear of
the water forcing a passage around the lower end of the lining, which
only extended some 25 feet below the spring. It is hoped that the
amount raised by the citizens, together with the small sum unexpended
of the last appropriation, may suffice to fluish the plugging of the east
branch, the extending of the lining below the spring some 40 feet, and
the putting in of two timber bulk-heads in the lower branches of the
tunnel below the spring. A portion of the toe of the apron at the west
side was broken down by the ice resting upon it, which cannot be re-
paired until low water. The openings through the upper portion of the
limestone ledge (marked B) will also be plugged with well-rammed
gravel.
III. — PLANS AND RECOMMENDATIONS OF THE BOARD FOR THE PRES-
ERVATION OF THE FALLS.
In considering the plans for the preservation of the Falls of Saint
Anthony it may be well to recapitulate the existing dangers:
1st. There is the danger of the destruction of the limestone covering
at the falls by reason of the upper layers being disintegrated and sepa-
rated bv the action of frost, and carried awav by the erosive action of
heavy bodies of ice and logs passing over the ftills. There is less imme-
diate danger from this cause than from the following :
2d. The constant wearing away of the sandstone at the foot of the
falls by the falling water, and the consequent falling down of the lime-
stone, which process was very rapid previous to the building of the ex-
isting apron.
3d. The danger of the water passing from tlie head of the ledge
through the sandstone, under the limestone covering, to the foot of the
falls. The danger from this cause is at present the most threatening of
all. In general terms, the first danger would be obviated by having a
depth of at least 4 feet of water over all parts of the limestone; the
second, by keeping in good repair and extending the existing apron ; and
the third, by a dike extending from a dry stratum of the sand-rock,
below the soft strata up to the limestone ledge, and the wall recom-
mended by the board of 1872.
The board, therefore, presents the following plans and estimates for
the execution of the works immediately necessary :
1st. Two dams should be constructed along the lines G and II, of tim-
ber cribs, well bolted to the roekand ftlled with stone, to have an upper
slope of j and a lower slope of J, both slopes to be covered with 12-
inch squared timber. The foot of the lower dam to be connected with
the apron, and the upper dam to have a toe 20 feet in width, and all
salient angles to be covered with boiler plates. The lower dam should
be 4J feet high, and the upper 4 feet high. A tracing showing cross-
sections of these dams is herewith appended. It is estimated that these
dams will cost $24,420.
2d. The apron should be put in thorough repair, and extended down
stream on the west side of Hennc^pin Island. The amount required for
this work is estimated at $05,000.
3d. From the description of the present condition of affairs and the
history of what has taken place at the locality since the board of en-
gineers met at Minneapolis in August, 1872, it is apparent that the
dangers threatening the integrity of the Falls of Saint Anthony have
considerably increased, and are of such a nature as to convince the pres-
REPORT OF THE CHIEF OF ENGINEERS. 285
ent board that the opinions then expressed were correct. The present
board is satisfied that if the funds had been provided to carry ,in to effect
the recommendations then made, the remedial measures would have
proven as complete as the nature of the case admitted, or as the board
of 1872 expected.
But the changed conditions, while they indicate the propriety of the
former recommendations, render advisable some modification of the
measures to be at once adopted, leaving to the future the carrying into
effect of the principal features of the original plan.
The development of the connection between *' break No. 3" and the
spring at the bifurcation of the tunnel and the '• fourth break " into the
tunnel, indicate disturbances in the soft or bowlder stratum of unknown
extent and location.
The wall at the head of tha limestone ledge, proposed by the board of
1872, would effectually cut off the percolations through the soft stratum
beneath the limestone and prevent the dangers arising from such per-
colation, but its construction now would be attended with greater diffi-
culty as well as greater risk, and the cost would be much greater than
was formerly estimated.
The board is now reluctantly constrained to recommend that measures
more readily executed and involving less expenditure be undertaken
and completed as soon as practicable, with the view of preventing ad-
ditional injuries resulting to the falls, which may hasten their final
destruction.
These measures are the introduction of a dike of concrete to extend
across the river at a position lower down the channel, along a line a
short distance above the apron on the Minneapolis side, upan the trace
indicated on the drawing which accompanies this report. This dike
should be constructed in a tunnel to be excavated on the proposed line,
whose bottom should be in that homogeneous stratum which is some 38
feet below the limestone, extending up to the limestone, and at least 4
feet in width.
This plan of a dike is only proposed because of the change of cir-
cumstances since the report of the board of engineers of 1872, render-
ing a more speedy relief necessary, and because it now seems to i)resent
less difficulties in its construction, and will serve to do away with a very
great danger, existing by reason of the rapid disintegration of the santl-
rock near the head of the ledge.
The board is of the opinion that the plan of the board of 1872 should
ultimately be carried out, and the whole mass of the sandstone between
the crest of the falls and the head of the ledge be preserved by inclos-
ing it between the wall proposed by the board of 1872 and the dike
now recommended to be constructed. The length of the dike would be
abou 2,000 feet, and is estimated to cost as follows :
For excavating $ll,K52
For wall....^ llri,5'20
130 372
Wall recommended by board of 1872 20(),'oOO
330, 372
RECAPITULATION.
For dam on top of limestone 824, 420
For completion and repairs of apron tJ5, 000
For dike under limestone 130, 372
For wall at head of ledge 200,000
Total cost 419,792
286 EEPORT OF THE CHIEF OF ENGINEEES.
Of the amount estimated the snm of $219,792 shoald be made imrae
diately available. Experience has clearly demonstrated the correctness
of the recommendation of the board of 1872, that only a sum as large
as this will enable any one to solve this problem.
The smaller sums which have been appropriated for this work, both
by Congress and individuals, since that time have been exclusively ex-
pended in repairing damages which occurred in consequence of the
utter inability of those in charge to carry out the thorough plan for
want of funds. The board cannot conclude without expressing its re-
gret, that notwithstanding the recommendations of the board of 1872,
with reference to obstructions placed in the bed of the river at this
locality, none of them have been removed, but on the contrary new
ones erected.
It is strange that the interests dependent npon the preservation of the
Falls of Saint Anthony should continue to employ means tending so
strongly to its entire destruction, and the board must renew the con-
demnation expressed by the board of 1872 of this practice.
All of which is respectfully submitted.
J. N. Macomb,
Colonel of Engineers, U, 8. A.
J. D. Kurtz,
Lieut Col. of Engineers.
G. Weitzbl,
Major of Engineers.
O. M. PoB,
Major of Engineers.
F. U. Farquhab,
Major of Engineers^ U. 8. A.
Brig. Gen. A. A. Humphreys,
Chief of Engineers, JJ. 8. A.
Correspondence relative to tnoney contributed hif the citizens of MinneapoliSj Minnesotu,
United States Engineer Office,
Saint Paulf Minn,^ May 9, 1874.
General: I have the honor to incloae a copy of a letter just received from H. T.
WeHee, esq., who was president of one of the committees of citizens of Minneapolis
under whose supervision the money contributed by the citissens for the x)reservation of
the FaUs of Saint Anthony was expended.
By it win be seen that the amount reported by the board of engineers convened in
Mintieaytolis during the last month, as contributed by the citizens and city of Minne*
apolls, was too small. The amount should be, as per inclosed letter $:)33,000. The
amount reported by the board was taken from the report made by the citizens of Min-
neapolis to the board of 187*2, (see page 304 Annual Report of the Chief of Eugineers
for 1872.) I have no doubt Mr. Welles' figures are correct, and that the^ report of the
board of engineers for 1874 should be amended.
Very respectfully, your obedient servant,
P. IT. Farquhar,
Mqjor of^ngmeers.
Brig. (}eu. A. A. Humphreys,
Ckitf of Engineers f U* S» J,
REPORT OF THE CHIEF OF ENGINEERS. 287
Minneapolis, Minn., May 8, 1874.
Dear Sir : The enolosed letter explains iteelf.
The expeDclitares of the city of Miuneapolis on the work for preservation of the
falls has been —
In 1H()9 $80,000
In 1871 84,500
1164, 500
The city, by private contribution —
In 1867 35,000
In 1869 22,000
In 1870 50,000
In 1871 22,000
In 1H72 22,500
In 1874 17,000
168,500
Total 333,000
Please make the correction as desired by Mr. Chute, if you can.
Yours,
H. T. Welles.
Colonel Farquhar.
My statement is correct and agrees with one already before the committee of both
houses, except as to the $17,000, which I did not put in, not having been raised wiieu I
made my statement.
H 3.
CONSTRUCTION OF LOCK AND DAM ON MISSISSIPPI RIVER AT MEEKER'S
ISLAND, MINNESOTA.
No fands were available for this work, as the parties holding the land
grant for bailding this work did not make the release required by the
act approved March 3, 1873, until the spring of the present year, and I
liave not been informed whether said release was acceptable to the
United States.
A resnrvey of the proposed site of the lock and dam was made to
determine the location. Considerable work was done on the plans for
the lock and dam-^all that can be done until borings are made over the
proposed site, which cannot be made until the appropriation is made
available.
Enough is known, however —
That a masonry lock 300, feet long, 80 feet -wide, and 17 feet lift, will cost
about t630,261 46
And a timber dam.. 291,860 00
Making the total cost of improvement 922, 121 46
The cost is so large owing to the f^ct that the faces of the work should
be of granite masonry, as I do not think the limestone of this country
good enough for such an important structure, and that extra precau-
tions will have to be taken to prevent the water, afker the works are
completed, from undermining them, as they must be founded on the
soft sand-rock, which has been found so troublesome at the Falls of St.
Anthony.
If this work is to be pros^ted economically, a sum of not less than
$300,000 should be appropriated for the fiscal year ending June 30, 1876.
288 , REPORT OF THE CHIEF OF ENGINEERS.
The river traffic at present would hardly justify such an expenditure,
althoup^h in the future it may become a necessity.
K it be determined by Congress to improve the navigation of the
Mississippi River so that vessels can pass the Falls of St. Anthony, then
the lock and dam near Meeker Island will become a necessity, but
until such a thorough plan of improvement is adopted the expediencjy
of expending so large a sum of money to extend navigation only fifteen
miles may well be questioned.
Financial statement
Balance in Treasury of United States July 1, 1873 $26,000
Araonnt avaUable July 1, 1874 25,000
Amount required for the fiscal year ending June 30, 1876 300, 000
H4.
IMPROVING MINNESOTA RIVER, MINNESOTA.
Owing to the high stage of water in the early part of the season of
1873, work was not commenced until September, and it was continued
until the middle of March, when the ice became dangerous for the men.
The work accomplished was the removal of rocky ledges crossing the
stream between Minnesota Falls and the mouth of the Yellow Medicine,
and bowlders, snags, and overhanging trees, in detail, as follows :
Rock in places. «. cnbic yards.. 119
Bowlders Ido.... 408
Snags 519
Overhanging trees 777
The river was also cleared of snags and overhanging trees from the
mouth of the Yellow Medicine to center of section 1, township 114, range
38; the work in this section amounting to 667 snags removed from the
bed of the river, and 598 overhanging trees cut down and removed from
the river-bank. Afterward work was commenced where contractor had
left off the year before, (near Golden Gate, section 21, township 111, range
32,) and continued down stream to Judsou, except some three miles of
the river between center of section 25, township 109, range 29, and east
line of section 29, township 109, range 28. In this section there were
removed 1,523 snags, and 1,734 overhanging trees cut down.
With the $10,000 appropriated by river and harbor bill, approved
June 23, 1874, it is proposed to carry on the survey of the river, for the
purpose of determining the exact location and cost of the locks and dams
necessary for slackwater navigation. Under the river and harbor appro-
priation bill approved June 23, 1866, surveys of the Minnesota River
were made, and a report of the results, together with plans and esti-
mates for the improvement of the river, were submitted by Major War-
ren, January 21, 1867. This report can be found in Ex. Doc. 'So. 58,
House of Representatives, second sesaiou Thirty-ninth Congress.
In it two modes of improvement were reported upon : one for a system
of locks and dams, creating a slackwater navigation, and the other for
one lock and dam at Little Rapids, and a yearly amount of work in re-
moving snags, bowlders, and bars.
The iirst plan was estimated to cost $775,000 ; the second plan was
REPORT OP THE CHIEF OP ENGINEERS. 289
estimated to have a first cost of $97,500, and a subsequent annual cost
of $20,000.
By river and harbor appropriation bill, approved March 2, 1867, there was
appropriated $37,500 00
By act approved Jnly 11, 1870, there was appropriated 10, 000 00
By act approved March 3, 1871, there was appropriated 10, 000 00
By act approved Jnne 10, 1872, there was appropriated 10, 000 00
By act approved Mansh 3, 1873, there was appropriated 4 10, 000 00
By act approved June — , 1674, there was appropriated 10, 000 00
Total 87,500 00
Total expended to jQly 1, 1874 76,095 53
Amount available 11,404 47
The only work accomplished has been the removing of bowlders, snags,
and overhanging trees from Minnesota Falls to the lower rapids, except
a space of about thirty -three miles extending up stream from St. Peter.
It will be seen that only a part of the second plan proposed by Major
G. K. Warren was approved by Congress, no appropriation having been
made for the lock and dam at Little llapids. I think that experience
has shown that the first plan (slackwater navigation) is the only true
one for the permanent improvement of this river.
Before submitting an estimate of the cost of it, the detailed surveys
of the sites of the proposed l^cks and dams ordered by second section
river and harbor bill, approved June 23, 1874, must be made.
I would respectfully recommend that the sum of $60,000 be appropri-
ated for the proposed lock at Little Rapids, as this is common to both
plans, and will very materially help navigation during low water.
While the removal of snags, bowlders, and overhanging trees is of
great use to the navigation of the river, yet at low water it is now of no
use, a^ boats cannot get above the Little Rapids.
Financial statement
Balance in Treasury of United States July 1, 1873 $5,000 00
Amount in Lands of officer and subject to his check 6, 379 72
Amount appropriated by act approved June 23, 1874 10, 000 00
Amount expended during the fiscal year ending June 30, 1874 9, 975 25
Amount available July 1, 1874 11,404 47
Amount required for the fiscal year ending June 30, 1876 60, 000 00
H5-
EXAMINATION AND SURVEY OF GALENA RIVER TO THE UPPER BRIDGE
at galena, illinois.
United States Engineer Office,
Saint Paul, Minn,, December 29, 1873.
General : I have the honor to make the following report of the re-
sult of the examination and survey of the Galena River, from its mouth
to the upper bridge at Galena, III., made by Assistant J. D. Skinner,
tinder my direction, during the months of August and September, 1873.
I herewith submit Assistant Engineer Skinner's report to me. The trac-
ings of the river, in four sheets, have this day been forwarded by express
to your address. By referring to the tracings it will be seen that there
is very little water flowing past the city of Galena during low water,
quite insufiicient to make any current which would scour out and carry
19 E
290 REPORT OF THE CHIEF OF ENGINEERS.
away any deposition of mud made (luring high water. Previous to the
completion of the Illinois Central Kailroad to Dunleith,on the Mississippi
River, the river was kept open for navigation during low water by con-
stant dredging. Shortly after the completion of the railroad to the
Mississippi Elver, the dredging was discontinued, and as a consequence
the river soon filled up with the washings from the high clay-banks.
The opening of the cut-oflt' between Harris's Slough and the Galena River
undoubtedly backed up the water of the latter river and stopped the
current, and much of the matter suspended in the water, before carried
into the Mississippi River, is now deposited above the cut-off. The
parties who made the cutoff thought that, by doing so, the water in the
Galena River would be deepened by one foot, and they were right as to
the immediate result, but they do not seem to have considered the re-
sult of stopping the current of the river above. At the time of the sur-
vey there was no preceptible fall of the river between tbe city of Galena
and the cut-off, a distance of about four miles. From the cut-off to the
Mississippi River there was a fall of 0.937 of a foot. By reference to the
map it will be seen that the only way the river can be improved is by
dredging, and taking some meiius to collect the matter brought down
by the inflowing streams Irom the hills before it reaches the river.
Small dams across the ravines seem to be the most economical method
for the latter purpose. The ilredging in the river above the cut off will
be expensive, owing to the long towage to dump the dredged material.
Owing to the abruptness of the river banks and the great rise of water
during the high-water season, none of this material can be deposited in
spoil banks, but must all be towed down and into the lower part of Har-
ris's Slough. Were the quantity of water flowing past the city of Ga-
lena during low water sufficient for any purpose of scouring the bottom
of the river, some good might be done by cleaning the cut-off, but as it
is not, it does not seem worth while to make all steamers moving into
the Galena River, on their way up and down the Mississippi River, take
a long detour by cutting them off from Harris's Slough. Some little
dredging in necessary in Harrises Slough, for which Mr. Skinner has
made a separate estimate. The filling up of Harris's Slough below the
cutoft* will throw a large volume of water through the cut-off, and will,
no doubt, scour out the bars in the Galena River below it. I would rec-
ommend the last plan proposed by Assistant Engineer Skinner ; that is,
to dredge to a depth of 6 feet above the cut-off, and to 4 feet below, to
close Harris's Slough below the cut-off, thus throwing the whole volume
of water of Harris's Slough through Galena River, and dredging a small
amount at the head of Harris's Slough. Small dams of dry masonry
backed with earth should be put across the three principal ravines.
This would cost not less than $400,000. Half the work could be done
in one season and half the next.
It is hard to say how much the general commerce of the country
would be benefited by the improvement of the Galena River; but there
is no doubt that its improvement might greatly stimulate the locq^l
commerce. The country about the city of Galena is filled with farms,
and when the Southern Wisconsin Railroad is finished, the city would
be the shipping-point for a large quantity of lead and zinc ores and
metals. Should Congress deem it advisable to improve the river, the
sum of $200,000 could be economically disbursed during one fiscal ^ear.
I have the honor to be, very respectfully, your obedient servant,
F. U. Farquhar,
Major United States Ungineers.
Brig. Gen. A. A. Humphreys,
Chief of Engineersj U. 8^ A.
BEPORT OP THE CHIEF OP ENGINEERS, 291
Bq^ortqfMr, J<ime$ D. Skinner, Jtmiant Engineer.
United States Engineer Office,
Saint Faul, Minn.f December S7, 1873.
Colonel : I have the honor to sahmit the following report of a survey of the Galena
River, in the State of Illinois, made by me under your direction, during the months
of August and September, A. D. 1873. The main stream is formed by two forks, which
have their confluence about three miles above the city of Galena.
The Illinois Central Railway follows the valley of the east fork, and the Galena and
Southern Wisconsin that of the west fork. This road is graded and bridged, but not
yet in operation.
Both streams take their rise in Southern Wisconsin. During low water the discharge
of these united streams, measured just above Galena, is inconsiderable, amounting, by
oarefnl measurement at extreme low water, to 15.89 cubic feet per second, or 1,372,896
cubic feet per 24 hours.
This would be altogether insufficient to supply lockage, and, not to speak of other
reasons, renders the use of a lock at the cut-off, hereafter referred to, impracticable.
At and below Galena there is virtually no current, the stage of the river being en-
tirely the result of the height of water in the Mississippi River, the back-water of
which, at its extreme height, extends two niiles above the city of Galena.
The distance between extreme high and low water marks is 17 feet at the levee.
The cut-off, (see map,) situated about four miles below Galena, is a connection with
Harrib's Slough, (a portion of the Mississippi River at a point whereit approaches within
250 feet of Galena River.) Here a small ditch was cut by some steamboat-men about
three years ago, and the water at that point being a foot higher than that of the lat-
ter, soon forced a deep and permanent water-way, and through that opening a large
amount of Mississippi water finds its way to the mouth of Galena River, changing the
character of the water, and creating a strong current below the cut-off.
The necessary effect was to raise the water of the latter stream, al)ove the connection,
at least one foot, which gain, as the latter is wholly dependent on the Mississippi for
its stage of water, ie permanent.
Another result has been to fill up the lower portions of Harris's Slough, and at low
water almost no water glasses tbroiigh it, as will be seen by reference to the map.
This can be permanently closed so as to entirelv divert the water of Harris's and
Key's Sloughs (see map) until it has reached a height of 10 feet above low water, (the
height of the adjacent iblands,) and this will greatly tend to cut out and deepen the
channel, the bed of which, below the cut-off, is mostly of sand, and will render dredg-
ing iu that part of the river mostly, if not wholly, unnecessary. The embankments
closing this can be made from the material dredged from the upper river, which will
seek a place of deposit, and will save three or four miles of towage for that portion
which ooiuposes it. Its face can be thoroughly protected with riprap, an abundance
of which is at hand, and its upper surface paved to an extent sufficient to protect the
necessary portion from wash at high water.
The upper river is entirely different iu character ; the water is sluggish, muddy, and
fetid ; large amounts of deposits are annually swept down by storms, &.C., from the
steep hilb«ides, which form its banks, and out of the valleys, or coulees, which at
intervals extend back into the country. The natural result has been that the river has
been filled by the deposits from these sources to such an extent that in low water even
the smallest steamboats cannot approach nearer than two miles to Galena.
Thirty years ago, from the most reliable information to be obtained, there was a
depth of vi-ater in the basin (see map) of 10 feet ; now it is a mass of mud virtually dry
at low wat«r, and the deposits have reached in places a height of 5 feet above low
water.
The remedy for this after the necessary dredging has been done would be, first, a
dam at Meeker street bridge to collect the silt from the upper river; second, similar
dams across the mouths of the coulees discharging into the river, the deposits to be
removed at proper periods ; this would be gladly done by the proprietors of the adja-
cent vineyards and farms. With these precautions a number of years would elapse
before a repetition of dredging would become necessary. This, however, when re-
fuired, is the only way in which navigation can be maintained to the city of Galena,
herewith submit an estimate of the amount of dredging to be done to put the river
in a navigable condition. This is based upon a width of 100 feet for a distance of
8^500 feet below the basin ; at this point a sharp bend iu the river necessitates a change
of the channel. This can be made by cutting throuji^h the point (see map) and the
material deposited in the present channel. Here a width of 200 feet has been given,
and in all cases a slope of two upon one has been allowed for. Below this point a
width of 150 feet has been given.
The estimate is based upon, Ist, a depth of 6 feet ; this would be desirable in the
upper river to allow for the unavoidable deposit ; 2d| a depth of 4 feet throughout ;
292 REPORT OF THE CHIEF OF ENGINEERS.
3d, a depth of 6 feet above cut-off and 4 feet below the same. Below the cut-off the
river would in all probability make for itself a sufficient channel after the preliminary
dredging had been done. A depth of 4 feet below the cut-off would be likely to meet
the requirements of all boats that ply on the Upper Mississippi.
Owing to the character of the banks of the river and the causes which have filled
it at present, all material dredged must either be deposited in the embankment closing
Harris's Slough, at the cut-off, or towed below the mouth of the river and dumped into
the Mississippi at a suitable point. The amount of excavation estimated above Green
street bridge (see map) is believed to be unnecessary, as no boat« have ever passed
above that structure. The estimates above referred to are as follows, forty per cent,
having in all cases been added to actual quantities :
Estimate of amount of dredging to be done in Galena £iver in order to give a chaunel-way
from 100 to 150 feet wide, and 6 feet depth of water, as above desciibt^.
Cnbio yards.
In basin 62,325
From basin to cut-off 484,205
From cut-off to mouth of river ^ 185,220
Total 731,750
Should river be dredged between Green and Meeker street bridges there will
be added 93,540
The same for four feet depth of water.
In basin 46,396
From basin to cut-off .. 260,498
From cut-off to mouth of river 48,343
Total 355,237
Should river be dredged as above, add 60,827
The same for 6 feet of water above and 4 feet below the cut-off.
In basin 62,325
From basin to cut-off 484,205
From cut-off to mouth of river 48,343
Total 594,873
Dams across mouths of coulees 4,867
Dam at Meeker-street bridge 1,330
Riprap for face of embankment closing Harris's Slough at cut-off' 750
Harris's slough.
Amount of dredging necessary to render Harrises Slough navigable for boats plying to Galena,
Total dredging for 4 feet depth of water 51, 116
Total dredging for 6 feet depth of water 142,762
RECAPITULATION.
Six feet depth.
731,750 cubic yards dredging, at 60 cents $439,050 00
6,197 cubic yards masonry, at $3 18,591 00
750 cubic yards riprap, at |2 1,500 00
Total 459,141 00
Four feet depth,
355,237 cubic yards dredging, at 60 cents $213,142 20
6,197 cubic yards masonry, at $3 18,591 00
750 square yards riprap, at^ « 1, 500 00
Total 233,233 20
REPORT OP THE CHIEF OP ENGINEERS.
293
Six feet depth dbovef and four belxno^ cutoff,
594,873 cubic yards dredging, at 60 cents $356,923 80
6,197 cubic yards masonry, at $3 18,591 00
750 cubic yards riprap, at $2 1,500 00
Total 377,014 80
I hereto append a report on the commerce of the city of Galena, and its relations to
the general business of the Mississippi River, kindly furnished me by M. Y. Johnson,
esq., president of the Galena and Southern Wisconsin Railway, and a prominent busi-
ness man of that place.
This gives foil information on that subject.
Respectfully submitting the above, I have the honor to be, very respectfully, your
obedient servant,
James D. Skinner,
Assistant Engineer,
Col. F. U. Farquhar,
Corps of Engineers, U. 8. A,
Commercial statistics.
Galena, III., September 20, 1873.
Gentlemen of the harbor and river burtet: You ask me to give you some sta-
tistics in regard to the business of the city of Galena. I cannot do this better than to
give you a carefully-prepared statement, embraced in the foregoing memorial to Con-
gress, with such partial reports as made by the Illinois Central Railroad Company as
they appear in the monthly statements made by the company as to shipments on their
road from the city of Galena, and the city wei^hmaster's report, made to the city coun-
cil, as taken from the market-reports printed in the daily papers, viz :
The shipments during the month, as compared with the same month in 1871, will be
interesting. They are as follows :
January, 1872.
Cars. Pounds.
Dressedhogs head.. 2,940 24 489,210
Mess-pork barrels.. 2,765 46 8a4,800
Loird tierces.. 907 18 334,610
Bacon packages.. 394 11 206,500
Lead pigs.. 3,071 12 224,100
Oats sacks.. 13,693 110 2,269,800
Greenhides packages.. 697 2 37,900
Butter do-... 178 1 15,140
Cattle head.. 36 2 36,000
Pigs'feet 1 14,750
Zinc-ore 21 420,000
Sundries , 2 26,960
January, 1871.
Cars. Ponnda.
Dressedhogs ^^ head.. 3,660 33 658,075
Mess-pork barrels.. 1,440 24 460,800
Lard tierces.. 457 9 153,970
Bacoft packages.. 130 6 106,110
Lead pigs.. 4,618 18 331,720
Lumber M.. 25i 5 100,000
Greenhides bundles.. 641 2 37,060
Oats sacks.. 574 4 83,100
Wheat do.... 495 4 66,280
Barley do.... 138 1 19,000
Bntter packages.. 148 1 12,070
Cattle head.. 184 10 180,000
Merchandise 120,922
Two hundred and fifty cars, with 4,959,770 pounds of produce, were forwarded in
January, 1872, while in the same month, in 1871, we find only 125 cars, with 2,329,107
pounds, a gain so far the present year of 100 per cent.
294 REPORT OF THE CHIEF OF ENGINEERS.
The tables show that January, 1871, shipped the sreatest nnmber of dressed hogs,
but combining the foar articles of the hog product, hogs, mess-pork, lard, and bacon,
and vre find that January, 1872, shipped 204,450 ponnds more than the corresponding
period last year; while in oats, we have the astonishing fignres of 2,269,800 pounds
against 83,100 for the same time, an increase of 2,184,700 pounds. For that matter, the
month of January, 1872, lacked only 184,070 ponnds (about 9 cars) of having forwarded
as many oats as during the entire year of 1871, and had there been the needed supply
of oars would have exceeded that of oats in said year.
This is encouraging, and offers greater reasons than ever why we should all unite in
the efforts being made to extend our railroad facilities in the direction from whence these
products come.
Besides the shipments, our grain-warehouses are fnll and will be overflowing when
navigation opens. While thin is true in grain, it is none the less an object ot interest
than that of mess-pork, bacon, lard, and lead that will then be on hand, showing fur-
ther, that while we should increase our rail facilities, it is equally our duty to improve
the navigation of Galena River. These two improvements (of rail and river) will so
augment our commercial business as to compare favorably with towns of quadruple
the population of ours. No town west of Chicago and north of Saint Louis is so favor-
ably located as Galena to make a large commercial center, if our people will only im-
prove the facilities nature has lavishly laid before them.
In connection with the above report of shipments for the month of January, we
have the report of city weighmaster, Thomas Mclntire, showing that 13,570 dressed
hogs were weighed on the city scales during the same month. This does not include
large lots bought at other places and delivered direct to the packing-houses.
The general markets during the past week with a very few exceptions were quiet.
In groceries the demand has been but light, and chiefly for small assortments. Our
wholesale grocers have on hand full stocks, and are receiving daily additions, pre-
paratory to the spring trade.
There were 13,570 dresstd hogs weighed in Galena during the month of January.
There have been a little over 26,000 weighed on the public scales here this season.
This does not include the hogs slaughtered by J. M. Ryan, nor those packed here which
were bought in other markets. The total number of hogs handled in Galena this
season will not fall far short of 50,000.
I herewith present you with some details of statistics, taken from the United States
Census of 1870, of the counties of Grant, Iowa, and La Fayette in Southern Wisconsin,
and Jo Daviess County in Illinois, the surplus products of which fiud a market or ship-
ment from the city of Galena.
This region is directly tributary to Galena.
Conntles in 'Wisconsin. Jo Daviess Connty,
Acresof improved land 647,338 156,507
Present value of farms $30,163,393 $8,8:U,353
Value of crops and productions $8,767,874 |S, 538, la's
Value of live-stock f5, 524, 352 $1,611,521
Value of animals sold for slaughter $2,201,656 $^07,.')76
Bushels of wheat raised 2,189,809 282,758
Bushels of corn raised 3,744,643 1,226,326
Bushels of oats raised 3,756,173 874,016
Bushels of barley raised 160,985 22,889
Bushels of potatoes raised 631,485 201,015
Bushels of flaxseed raised..: 69,395 9,344
Flax raised 84, .523 32,476
Tons of hay ! 116,547 34,372
Zinc-ore 300,000
The surplus of these products find a market in the South, and, with the completion
of the Galena and Southern Wisconsin Railroad, now in process of construction, (and
thirty miles nearly completed,) following the fourth principal meridian to the water-
sheds of the Wisconsin River, and then running along the military ridge to the city
of Madison, Wisconsin, you at once open up to the commerce of the Mississippi River a
country unsurpassed in fertility, productions, and mineral wealth.
In the single article of zinc-ore, last year there was shipped over the Mineral Point
Railroad to Warren, and thence over the Illinois Central Railroad to the La Salle Zinc
Works, 15,000 tons. This zinc-ore is hauled on wagons at an expense of $4 a ton from
the mines to the railroad, a distance of from eighteen to twenty-two miles. With our
road completed running direct to these mines, if we could be assured of the navigation
of Galena River, this article alone would furnish thousands of tons for transportation
to the coal-fields of Missouri and Illinois to be smelted.
To be profitable it must seek a cheaper mode of transportation than by rail, and in
return this vast region is to be supplied with coal when it can be furnished by cheap
water-transportation.
REPORT OF THE CHIEF OF ENGINEERS. 295
The population of the city of Galena in the present limits is nine thousand. There
has been but little iDcrease in popnlacion for several years, until within the last two
years. Owin^ to local causes a more hopeful feeling has prevailed, and the business
Erospects of the city have greatly improved, while the business interest of the city
aa been greatly injured anu its prosperity retarded by the uncertainty of navigation
on said river. But with our railroad completed, penetrating Southern Wisconsin, and
our river made navigable, we would be assured of our former prosperity.
It was not uncommon a few years ago to see from twelve to fifteen steamboats a day
at our wharf; from various causes, particularly the filling up of our river from the
-washings and deposits occasioned by the cultivation of the lands along the banks, and
the construction and leaving unprotected the railroad embankments, that to-day it
is impossible for steamboats to reach the landing, where a few years ago there was an
abundance of water to accommodate any boat that navigated the Upper Mississippi.
This is no doubt produced in part from the cut-off leading to the Mississippi. As in
ordinary water the current flowing from the Mississippi into Galena River produces
a strong current below the cut-off, so as to generally keep that part in boating order,
while above the cut-off there is little or no current up to and above the city, thus serv-
ing as a basin to collect deposits and fill up the river, which has been accumulating for
years, but not regarded until it became a positive obstruction to navigation.
With the river cleared out and the railroad companies required to riprap at exposed
points, I think all obstruction from deposits would be entirely removed, particularly so
if the city authorities (as is being agitated) would allow a dam to be thrown across the
river at Meeker street, above navigation, to create a water-power that could be so con-
structed as at certain periods, when the Mississippi River was at low stage, the water
could be let off, and wash out the channel from all obstructions.
The dam would serve an additional purpose as a reservoir to collect the deposits be-
fore it could run in the river below and obstruct it.
In this connection, as you ask any practical suggestion, I think if the cut-off is not
filled up and the river restricted to its original channel, that there should be thrown
out from Harris's Slough a wing-dam to throw a much larger body of water from the
Mississippi River into Galena River, the tendency of which would be to increase the
depth of water above the cut-off. But our people are satisfied with any plan that may
l>e adopted to remedy the evil.
Yours, respectfully,
M. T. Johnson.
H 6.
RED RIVER OF THE NORTH, FROM MOOREHEAD, MINNESOTA, TO PEMBI-
NA, DAKOTA.
United States Engineer Office,
Saint Paul, Minn,<f March 4, 1874.
General : I have the honor to make the following report of the re-
sults of a survey of the Bed River of the North, from Moorehead,
Minn., to Frog Point, Dak., and of an examination irom thence to Pem-
bina, Dak. The part surveyed contains all the serious obstructions to
navigation in that part of river ordered surveyed by act of Congress
approved March 3, 1873, and the detailed survey of this part took all
the short season after the subsidence of high water. The surveying
party was under the charge of Assistant Engineer D. W. Wellman, who
was assisted by Sub- Assistant O. F. HoUingsworth and Recorder Hart
Vance.
I. The Red River of the Korth has its head at the junction of the
Bois de Sioux and Otter Tail Rivers, on the western boundary of the
State of Minnesota. I£s general direction is almost due north, and
within the territory of the United States the distance between its head
and the northern boundary of the United States is 197 miles. The
course of the river in the same limits is more than twi<5e as long. It is
a sluggish, tortuous stream, the current, except at the rapids or chutes,
being hardly one mile per hour. It flows through a very flat prairie,
between clay banks, varying from 20 to 60 feet high. This prairie rises
296 REPORT OF THE CHIEF OF ENGINEERS.
from the top of the river-banks very slowly, about 2.5 feet per mile, to
the east and west, and falls towards the north about 0.7 foot per mile.
At Moorehead the river-banks are 33^ feet high, at Frog Point (the
end of the survey) 61J feet, and at Pembina about 50 feet. The area
within the territory of the United States drained by the Red River is
about 32,000 square miles. The annual rain-fall is very small.
The following are the measured rain-falls for 1873, at the several x>osts
about the Red River Valley :
Fort Aberorombie, 11.42 inches of rain, but snow-fall not measured. Average snow-
fall for 12 years, 4 inches per year.
Fort Peml|)ina, 14.185 inches. Average for three years, 13.16 inches.
Fort Wadsworth, 29.45 Inches. Average for 5 years, 18.95 inches.
Fort Totten—
Besides the Bois de Sioux and the Otter Tail Rivers, which form the
head of the Red River, the principal tributaries within the United
States from the west are the Wild Rice, Cheyenne, Elm, Goose, Turtle,
Big Salt, Little Salt, and Pembina Rivers, and on the east the Buffalo,
Wild Rice, Sand Hill, Red Lake, Snake Hill, and Two Rivers. At Moore-
head the stream is, at low water, 100 feet wide, and at Frog Point, after
flowing a distance of 122 miles, about 160 feet. The river from Moore-
head to the head of Goose Rapids is 98.062 miles long, and falls 50.658
feet, or about i foot per mile. The main rapids are 0.928 of a mile long,
and the fall in that distance is 4.6 feet. From thence to the end of the
survey, 21.031 miles, the fall is 16.569 feet, or 0.77 of a foot per mile.
Immediately adjoining the banks of the river is considerable timber ;
more on the east bank than on the west, owing to the destructive an-
nual prairie flres sweeping along from the Dakota plains. The timber
is oak, basswood, and poplar. The water is muddy from the washings
of the clay banks, but pleasant to the taste, notwithstanding the Big
and Little Salt and the Turtle Rivers are very brackish. The annual
spring freshets are variable in duration and height. They are caused,
uotfrom an excess of rain-fall at the headwaters, but from ice-gorges
formed at various points of the river, owing to the ice in the upper
part of the river breaking up before that in the lower. At highest
water the current is very small, hardly perceptible, but when the ice-
gorges give way there is for a short time a current of great velocity,
which often does great damage to the banks. The difference of level
between high and low water marks at Pembina is 45 feet, at Moorehead
about 36 feet.
The total fall of the river from Moorehead to Pembina is 116.3 feet,
which would show that the average fall per mile of the river below Frog
Point is very small, not exceeding three-tenths of a foot per mile.
The valley of the Red River is very sparsely settled. Along the im-
mediate banks the principal settlements in the United States are,
Breckinbridge, Minn.; Macauley ville, Minn., (opposite Fort Abercrombie ;)
Moorehead, Minn.; and Fargo, Dak., on the opposite bank of the river
at the Northern Pacific Railroad crossing ; Georgetown, Minn., about 15
miles below Moorehead by land ; Frog Point, l3ak., (the head of low-
water navigation ;) Grand Forks, Dak., opposite the mouth of the Red
Lake River, and Pembina, Dak., 2^ miles south of the boundary. There
are some few farms, but very few.
II. — OBSTRUCTIONS TO NAVIGATION IN THE RIVBB.
The obstructions to navigation are not very formidable, except at one
place, Goose Rapids. Commencing at Moorehead and going down stream
the obstructions are as follows, (see accompanying tracings:)
BEPOET OF THE CHIEF OF ENGINEERS.
297
Obetruoiions behoeen Moorehead aiid Goose Rapids along the hanks and in the ahannel of the
Bed River of the North,
PoaltioD.
i
a
90
to
a
•6 .
>
o
Fallen trees
on bank.
Miscellaneous.
a
Remarks.
Between Moorehead Mid
Cheyenne River.
Between Chevenne River
41
8
9
61
1
S
V 2
1
9
3 land-slides, small
do
9
4
1
and Georgetown.
Between Georgetown and
Elm Rivor.
Bar H miles below Goose
Hand-slide, small.
1.000 cubic vards. .
Nine bunches of loose brash
caught on bottom.
Dredging.
Bowlders.
River.
Two miles below Goose
4 cubic vards
■
River.
At Goose Baplds the river falls 4.6 feet iu 4,900 feet, (the length of the
main rapids.) The channel is filled with bowlders, which render the
navigation impossible at low water. Last season the parties owning
the steamboats navigating the river constructed some wing-dams, so as
to deepen the water over the worst places in the rapids. The result was
plenty' of water, but running at such 'a velocity as to render necessary
the use of warping hawsers to pass steamboats from the foot to the head
of the rapids. Below Goose Bapids the obstructions are as follows :
Obstructions between Ooose Rapids and Frog Pointy Red River of the North,
Position. Cubic yards
Spar Chute 11,388
Flat-boat Chute 3,375
Bear Chute 10,170
Campbeirs Rock 10
Two Willow Rock Points 2,064
Five Rocks 10
Dry Tree Chute 14,450
Isabella Island 12,420
III. The following plans and estimates are submitted for removing or
overcoming the above-mentioned obstructions to navigation :
Above Goose Rapids the snags should be removed, the overhanging
trees cut down, and the mud-lumps dredged out, all of which would cost
$4,428.
To overcome the fall at Goose Bapids, I would recommend a lock and
dam, the lock to be placed in the second neck of land, (see tracing on
large scale,) and the dam in the third reach below the foot of the
rapids ; the lock to be 50 by 150 feet in plan, and a lift of 6 feet; the
floor and gates of the lock to be of timber and the walls of concrete
masonry.
Owing to the remoteness of the locality and the consequent cost of
labor and materials, the lock would cost not less than $175,000, and the
dam not less than $10,000.
Between the site of the proposed lock and Frog Point, the obstruc-
tions could be removed by dredging the bars and removing the bowlders.
The cost of dredging would be $32,380.20, and of removing the bowl-
ders, $500. I do not make any estimate for any work below Frog Point,
as the examination was not detailed enough, but there are no serious
obstructions. I would recommend that the survey be continued to the
northern boundary of the United States.
298 REPORT OF THE CHIEF OF ENGINEERS,
Summary of estimates.
Above Goose Rapids $4,428 00
Lock and dam to overcome fall at Goose Rapids 175,000 00
Between Goose Rapids and Frog Point 32,680 20
Total 212,308 20
IV. — COMMERCE OF THE RED RIVER.
Last season there were tbree steamboats plying on the Bed Biver
between MoQrehe^d and Fort Garry, Manitoba, and two more are to be
placed on the route next summer. Besides these steamers there are
many flat-boats, which carry large amounts of freight.
The business on the river is principally carrying supplies for the set-
tlements in Manitoba and bringing back furs. The amount of freight
carried down-stream last summer was 16,000 tons, and the amount up-
stream hardly exceeded 300 tons. As the country is settled the traffic
on the river will increase. A railroad is projected and located on the
east of the river. It is generally between ten and twenty miles away
from the river, and is finished to the crossing of the Bed Lake Biver.
It is supposed it will be finished to Pembina next season. This will
stimulate immigration, and as farm-products can be transported more
cheaply by river than by rail, a considerable increase of traffic on the
river may be looked for during the next few years.
Y. 1^0 detailed estimate of the cost of the lock and dam are sub-
mitted, as before such estimates can be furnished there must be borings
made and other details determined, which can be done after Congress
determines on the improvement of the river. I would, therefore, rec-
ommend a first appropriation of $40,000 to be used in removing snags,
bowlders, and overhanging trees, and to make the detailed examinations
of the sites of the proposed lock and dam. Those interested in the
navigation of the Bed Biver would much prefer, if only a part of the
desired improvements can be made during the coming season, that the
obstructions above and below the rapids should be removed first, as
they can afiford to build the temporary wing-dams at the rapids, but
cannot afford to remove the bars and rocks above and below.
1 forward by express to-day, to your address, seven sheets of tracings,
showing the river as far as surveyed, and one on a larger scale of the
vicinity of Goose Bapids.
Hoping that this report may meet with your approval, I have the
honor to be, very respectfully, your obedient servant,
P. U. Parqtjhar,
Major United States Engineers.
Brig. Gen. A. A. Humphreys,
Chief of Engineers^ U, S, A.
H7.
flurvey op the upper mississippi river.
United States Engineer Office,
Saint Paul, December 22, 1873.
General : I have the honor to transmit herewith the report of Assist-
ant Engineer J. D. Skinner, who made the examination, under my direc-
REPOBT OF THE CHIEF OF ENGINEERS. 299
tion, of the results of an examination of the Mississippi River between
Saint Cloud and the Falls of Saint Anthony. The report is Hccompanied
by tracings, showing the p^rtsof the river where obstructions to naviga-
tion are said to exist. It was unfortunate that this examination could
not have been made before the river was filled with ice-gorges, which
in all cases caused an increase of depth of water in the river immedi-
ately above them, and prevented as thorough an examination as could
have been made at low water during the fall months.
As Mr. Skinner remarks, there may be many other obstructions in
the river, between the above-mentioned points, besides those mentioned
in his report, as he had to rely on the pilots to show him where the
river needed improvement.
It is of importance that a complete survey of the navigable i)ortion8
of the Mississippi Eiver above the Falls of Saint Anthony should be
made, so that when information is required it can be given from reliable
sources.
There is no doubt that the improvement of the Mississippi River at
the points mentioned in Mr. Skinner's report will greatly aid naviga^
tion, and boats plying on the river will give a ready means by which
the farmers living on the west bank of the river can carry their pro-
duce to a market.
The amount estimated, $43,034.75, as the cost of improving the river
at the point's mentioned in Mr. Skinner's report, is none too large, and
can be usefully expended during the fiscal year ending June 30, 1875.
The papers accompanying letters dated " Office of the Chief of En-
gineers, Washington, D.* 0., November 19 and December 6, 18733" ar©
herewith returned.
Hoping that this may meet with your approval, I have the honor to
be, very respectfully, your obedient servant,
F. U. Farquhab,
Major of Engineers.
Brig. Gen. A. A. Humpeeys,
Chief of Engineers^ 17. S. A.
Report of Mr. James D. Skinner, Aaeisiant Engineer.
United States Engineer Office,
Saint Paul, December 20, 1873.
Sir : I have the honor to submit the following report of an examiDation of the Mis-
siasippi River between Minneapolis and Saint Clond, made by me in pursnance of in-
6tnictionB received from yon on the Ist instant.
Six portions of the river, where navigation by a smaU class of steamboats had
in former years been impeded daring low water, were surveyed, and careful soundings
taken through the ice. The season was particularly unfavorable for the ^ork, the
river, owing to the gorging of the ice upon the rapids, var3Mng from one to seven feet
above low-water mark, and being filled to the bottom with anchor-ice. No definite
low- water mark could be obtained, and the information gained from pilots and river-
men, who knew certain rocks and localities and the usual depth of water at the lowest
stage, has been the guide to the notes on the plans hereto attached, which give the
height of the water at the time of the survey above the most reliably ascertained low
water.
The difficulties to be removed in order to render navigation practicable at low
water, consists of bowlders, large and small, mixed with gravel ; these in all but one in-
stance, that of the Thousand Islands, form the bed of the river, and the deepening of
the channel on the rapids will require dredging.
In some cases large rocks are imbedded in the river bottom, projecting sufficiently
above the average bed to become obstacles to the passage of boats ; these and the
larger bowlders can be easily removed at low water.
Thorough soundings have been taken, and the localities surveyed have been con-
nected with the lines of the Government survey.
300 REPORT OP THE CHIEF OF ENGINEERS.
A more thoroagh siiryey than is practicable at this season of the year may develop
other obstacles, oat the points described below are the main and recognized phices
^here boats in former years have experienced difflcalty.
At Coon Rapids (see plan No. 1) there is a strong current, the fall of the water at
time of survey being at the rate of 1,177 feet in a distance of 1,000 feet. The bottom
consists of small bowlders and gravel, and at the points marked on the plan are large
bowlders imbedded in the river bottom. To give a depth of 4 feet and a channel- way
200 feet wide will require the removal of 14,000 cubic yards.
Ihco miles belotc Anoka (see plan No. 2) a rocky reef or bar pats ont from the east
bank and encroaches upon the channel. The removal of part of this and the necessary
deepening as above will require 4,800 cubic yards of excavation.
At Battle RapidSj below the town of Monticello, (see plan No. 3,) the bottom is of a
similar stony character, and will require excavation to the amonut of 4,440 cubic
yards.
Cedar Island Rapids (see plan No. 4) has a bottom of the same character, and the nec-
essary excavation will amount to 9,450 cubic yards.
At the " Thousand Islands " the river suddenly widens to the extent of three-fourths
of a mile, and is filled with islands of varying dimensions, the larger proportion being
small. The bottom is, throughout, sand. The annexed plan, marked No. 5, shows the
channel on the west side of the river and the location of the adjacent islands. No
dredging will be needed here. Two wing-dams, one of 450 feet and the other of 650
feet in length, will sufficiently divert the water into the main channel to insure the
necessary depth.
Rocky Point, just below Saint Cloud, (see plan No. 6,) is a bar between two islands,
over which it is necessary to pass in following the eastern channel, the western being
much embarrassed by boom-piers. The excavation here will amount to 4,500 cubic
yards ; and one large rock lying on the east side of the channel may require removal
by blasting.
The summary which follows gives an estimate of the cost of improving the river at
the points above named, a channel-way 200 feet wide and 4 feet deep to be obtained at
low water.
SUMMARY.
Cable yards.
Excavation at Coon Rapids 14,000
Excavation two miles below Anoka 4,800
Excavation at Battle Rapids 4,440
Excavation at Cedar Island Rapids 9,450
Excavation at Rocky Point 4,500
Total excavation, bowlders and gravel 37,190
ESTIMATE.
37,190 cubic yards, as above, at 75 cents $27,892 50
46 cubic yards rock requiring blasting, at $5 230 00
1,100 linear feet wing-dams, at $10 11,000 00
Total 39,122 50
Add 10 per cent, for contingencies 3,912 25
Total 43.034 75
During the present season one steamboat has been plying on that portion of the river
above described, and another is now being constructed. Could these boats run regu-
larly thmughout the season, a great reliei would be afforded to the inhabitants of the
west bank of the Mississippi River between Minneapolis and Sauk Rapids. The conn-
try, unlike the eastern side, is a rich one, well cultivated, and producing a large amount
of grain. The ^^ Big Woods'' come to within a short distance of the river at different
points and will furnish a large amount of wood for fuel ; the transportation of this
alone would give a large business to a line of boats.
There is no railroad on the west side, and that on the east side is at a considerable
distance from the river for most of its length, and is difficult of access.
The reduction of freight on supplies for this region, and on its products of wood, grain,
and flour would be a necessary result of the existence of uninterrupted river naviga-
tion.
All of which is respectfully submitted, by your obedient servant,
^ * Jamrs D. Skinner,
Assistant Engineer,
Col. F. U. Farqitiiar,
United States Engineer Corps, U, S. A,
BEPORT OF THE CHIEF OF ENGINEERS. 301
APPENDIX I.
ANNUAL REPOET OF COLONEL J. N. MACOMB, CORPS OF
ENGINEERS, FOR THE FISCAL YEAR ENDING JUNE 30,
1874.
United States Engineer Office,
Bock Island^ III, September 9, 1874.
General. : I have the honor to submit herewith the annual reports
upon the several works in my charge during the fiscal year ending on
the 30th June, 1874. There is accompanying each report a financial
statement showing the amounts received, expended, and required for
each work.
All of which is respectfully submitted.
J. N. Macomb,
Colonel of Engineers^ U, 8. A.
Brig. Gen. A. A. Humphreys,
Chief of EngineerSy U. S. A.
I 1.
IMPROVING UPPER MISSISSIPPI RIVER.
This work was carried on under the immediate charge of Capt. J. B.
Davis, whom I engaged for this duty on account of his knowledge as a
river expert. His report, covering all operations for the fiscal year
ending June 30, 1874, is herewith submitted as giving information in
detail.
It will be seen by the accompanying financial statement that the
amount expended during the fiscal year ending June 30, 1872, was
$22,656.62, a portion of the appropriation of $25,000 having been ex-
pended for repairs toward the end of the preceding fiscal year.
' The aid rendered to the navigation bj^ having the Government
steamer Montana on the river, to dredge sand-bars and remove the few
snags occasionally found in the Upper Mississippi, is such as to justify
the asking of the annual appropriation to enable us to render such tern*,
porary aid in advance of the more permanent relief which it is hoped
may be afforded by a system of improvement expected to be developed
from the surveys authorized at the close of the fiscal year and now in
progress. It is for this reason only that so small an appropriation is
considered sufficient for the present.
Some further permanent improvement will be effected toward the
close of the present working season, by removing rocks from the
vicinity in which such work was begun last November.
Financial statement
BalancelD Treasury of United States July 1, 1873 $25,000 00
Deduct amouDt expended in last fiscal year 2,527 'M)
Amount appropriated by act approved June 23, 1874 25, 000 00
Amount expended during the fiscal year ending June 30, 1874 22, GoH 62
Amount available July 1,1874 25,019 99
Amount required for the fiscal year ending June 30, 1876 25, 000 00
302 REPORT OP THE CHIEF OP ENGINEERS.
Report of Captain John B, Davis.
Rock Island, III., December 5, 1874 -
Colonel : I have the honor to submit herewith my report on the operations of the
United States steamer Montana in improving the Upper Mississippi River during the
working season of 1873 .
The Montana left Rock Island on the 2d of July for Saint Paul, with instructions
from you to make a careful survey of Harper's Slough, Allamakee County, Iowa, on our
way up, and report as to the practicability of making a channel through that slough
for the naviffatiou of steamboats with the means at our command. The survey was
made accordingly on the 5th of July, and a report sent you in regard to same, show-
ing it to be impracticable. (See letter of Colonel Macomb to Chief of Engineers, United
States Army, dated 5th August, 1873.)
Arrived at St. Paul on the 8th. The river being too high to do anything in the
way of dredging, we fitted up a pile-driver, and commenced driving piles at Newport
Slough, nine miles below St. Paul, with a view to building a Jetty ior the purpose of
turning the water from the slough into the main channel of the river. We cut cot-
ton-wood piles and commenced driving them but soon found that the hammer of our
pile-driver was too light to drive the piles deep enough to hold, and therefore went to
St. Paul and procured a heavier hammer. We then commenced work at Pig's Eve
Island, five miles below St. Paul, and built a jetty from the head of the island to the
eastern shore, closing off the eastern side of the island entirely and turning the water
to the western side. We then proceeded to RuUingstone Bar and built a jetty part of
the way across tbe head of the slough, leaving room next to the western shore lor the
lumber-men to run their logs through.
We now found it absolutely necessary to procure better pile-drivers to prosecute our
work, and consequently chartered two good pile-drivers, which were kept in use until
November 5.
We dredged out a small island in Rollingstone Bend that was 120 feet long and
20 feet wide, removing it entirely. This island, being in a narrow part of the river,
was greatly in the way of rafts. It was just above Fountain City, Buffalo County, Wis.
According to instructions from you, we then proceeded to De Soto, Wis., and dredged
the bar in front of that town, leaving more water than there was in the main channel
at iliat time. Report submitted to the Chief of Engineers, United States Army, Sep-
tember 3. 1873. .
We then built a jetty at the head of Betsy's Slough, leaving room for the rafr^ to go
down the western shore, just above Winona, Minn.
These jetties wore built by driving piles close together and then placing two-inch
plank on the up-stream side of them and down to the sand.
Finding that the jetty at Pig's-Eye had partly given way, we returned to that point
and concluded to build a wing-dam there, and went to work driving two tiers of piles
9 feet apart and filled in with willow-brush and sacks of sand on top to weight it down.
This work requires considerable time and labor, but we finished it, making a wing-dam
600 feet in length, 9 feet wide, and from 6 to 10 feet deep. This dam, together with
the jetties, improved the channel considerably this season, but will show more clearly
next season after the high water has acted upon the sand-bars.
It is the opinion of a majority of the steamboatmen that this is the proper plan of
improving the river.
We worked at Pig's-Eye until the ice drove us away.
On our arrival at Rock Island, according to your instmctlans we proceeded to the
mouth of Edwards's River, near New Boston, 111., where yourself and Assistant E. F.
Hoffman surveyed a dangerous rock lying in the middle of the river that had sunk
two or three steamers and badly injured several others. It was determined to remove
the rock by blasting, so we returned to Rock Island, built a tripod, and procured tools
and other material tor that purpose. On the following day we returned to the rook
and succeeded in removing it, the work being done under the immediate supervision
of yourself and Assistant Hoffman.
The steamers Montana and Caffrey were laid up in Rockingham Slough on the 17th of
November, just in time to escape the ice.
The annexed summary will show the amount of work tor the season.
The following is a summary of work performed daring the working season by the
steamer Montana in fiscal year ending June 30, 1874 :
9 steamers and 2 rafts pulled off sand-bars.
3 snags and 2 stumps extracted.
16 leaning trees removed.
797 piles driven.
Built one wing-dam and two jetties.
REPORT OF THE CHIEF OF ENGINEERS. 303
«
Removed Bmall island by dredging, and spent eight days in various localities dredg-
ing out channels.
Removed one Urge rock.
Ran 2,^3 miles in prosecation of above work.
I remain, very respectfully, your most obedient servant,
Jno. B. Davis.
Col. J. N. Macomb,
Corps of Engineers f U, 8, A,
»
I 2.
IMPROVING DES MOINES RAPIDS, MISSISSIPPI RITER.
This work has been well advanced during the yc^ar under the imme-
diate care of Gapt. Amos Sti<!kney, Corps of Engineers, United States
Army, whose report, to which I beg to refer for information in detail, is
herewith submitted.
By this it will be seen that on the 25th of August, 1873, the masonry
of middle lock was finished, and the excavation in prism of canal in
the lock-section completed, including building of slope-wall within the
lock-section where the embankment was suflBciently settled to receive it.
The sluices for regulating height of water in the canal were well
advanced, the one at middle lock being nearly co'mplet-ed at end of fiscal
year. It is expected to finish them early in current fiscal year.
The masonry at lower lock was also completed in August, 1873.
A favorable contract was made with Messrs. J. W. Kittle & Co., for
"labor on guard-lock, section work, and channel excavations,^' the Gov-
ernment having assumed the conduct of the uncertain element of cotter-
dams, thus leaving a definite work for the contractors to execute. This
arrangement has worked satisfactorily and has resulted in a great econ-
omy. The contractors finished the rock excavation in the channel of
approach to head of canal, and would have completed the excavation of
channel below lower lock had not high water flooded our lower coffer-
dam early in March last.
The scene of work was then changed to Sandusky pit, and continued
to end of the year, with a certain prospect of completing that section of
excavation at an early day.
The drainage was effected by a ditch in the bottom of the canal which
enabled us to dispense with pumping, to a great extent, in the Sandusky
pit and above.
Excavation for foundation of guard-lock was completed early in June,
1874.
The wall of masonry extending up from the outer wall of guard-lock
and around the head of the great embankment, was built up above ordi-
nary low water, so that it can be completed without further need of
cofferdam. The work as far as done was protected by the coffer-dam
which was built for channel excavation.
It is supposed that the work of building the guard-lock will require
about a year.
It appears that the open-market purchases of stone have been at prices
more favorable to the Government than were the former contracts, and
that the result of carrying on the work of the class required in this canal
by hired labor under the immediate supervision of the engineers is ad-
vantageous and economical.
By the accompanying financial statement it will be seen that, after
expending the funds in hand, the amount required for completing this
great work is estimated at $480,000.
304 REPORT OF THE CHIEF OF ENGINEERS.
I
It is confidently believed that an appropriation of that amount made
so as to be available with the opening of the working season, in March,
1875, will lead to the completion of the work in the course of that year.
Financial statement.
Balance in Treasury of the United States July 1, 1873 $400,000 00
Amount in hands of officer and subject to his check, (including $18,230.12
percentage due on contracts not yet completed) 66, 300 88
Amount appropriated by act approved June 23, 1874 400, 000 00
Amount expended during the fiscal year ending June 30, 1874 344, 987 18
Amount available July 1,1874 505,807 10
•Amount required for the fiscal year ending June 30, 1876 480, 000 00
Report of Capt Amoa Stickney^ Corps of Engineers,
United States Engineer Office,
Keokuk, Joinz, August 31, 1874.
Colonel: I have the honor to make the following report of the operations on the
work of the improvement of the Des Moines Rapids of the Mississippi Hiver, for the
fiscal year ending June 30, 1874.
On the Ist July, 1873, there remained on hand from the last year's appropriation,
$66,300.88. The amount appropriated by act of Congress approved March 3, 1873, was
$400,000.
Thi3 project for carrying on the work during the year was as follows : To finish the
masonry of the middle and lower locks ; to build and bail by hired labor the necessary
coffer-dams at both ends of the canal, to facilitate the excavation of the channel at the
entrance ; to construct by hired labor sluices at the middle and lower locks, purchas-
ing the necessary material in open market; to complete by contract labor, as near as
possible, the earth and rock excavation of the canal, and channel at entrances, and
build as much of the riprap wall as could be done with the suitable stone taken from
the excavations.
The work in progress at the beginning of the year was the construction of the middle
lock, lower lock, and delivering of stone and cement for same. The work on the middle
lock was being performed under the contract of Willard Johnson, and was continued up
to August 25, 1873, at which time the masonry of the lock was finished, the excavation in
the prism of the canal above the lock, in the lock-section, completed, and all the slope-
wall laid within the lock-section where the embankment h^ settled and was suffi-
ciently firm to receive it.
The stone for completing the lock and slope- wall was furnished under the contract
of Messrs. Wells, Timberman & Co., of Keokuk, Iowa, dated September 4, 1872. This
stone was furnished from the Sonora Quarry, and is much superior to either the Bal-
liuger or Tobie Quarry stone. There was an unavoidable delay in the delivery, as the
stone required for the lock- walls was all dimension-stone and main-wall coping. Mag-
nesian-limestono quarries will not yield stone of a special size without much waste,
and consequent delay.
The cement was furnished under the contract of Mr. James Clark, of Utica, 111.,
dated September 25, 1872, a sufficient quantity of which had been delivered prior to
June 30, 1873, to complete the work, so no deliveries were made during the present
year under his contract.
The project having been approved, and authority granted to construct a sluice for
wasting the surplus water discharged during heavy rains, into the canal between the
middle and guard locks, the work was undertaken and prosecuted entirely by labor
employed by the United States.
The location of the sluice required the removal of nearly all the stone remaining
over from constructing the lock before any excavation could be made. This was done
during the winter of 1873-'74.
The necessary force was employed. Excavation for the sluice and dressing stone
began in March, and on tke 23d of March laying of the sluice-wall commenced, and the
work progressed favorably.
There has been employed in connection with the sluice-work, a force of laborers
completing the slope- wall about the lock, grading, and macadamizing the space be-
tween the sluice- wall and lock*wall, and between the lock- wall and canal-embank-
ment on the outside.
The stone to complete the sluice and vertical walls, in excess of that remaining on
hand, was purchased from Messrs. Wells, Timberman & Co., of Keokuk, Iowa, in open
REPORT OF THE CHIEF OF ENGINEERS. 305
market, and was delivered by them from their qnany at Sonora, and a commendable
decree of energy and promptness was displayed in the delivery.
The work on the lower lock was in progress under the contract of Dull & Williams^
and the final estimate was given the contractors August 23, 1873.
The work consisted in breaking a small amount of macadam, laying flagging around
the gate recesses, and coping on the upper vertical walls. This finished tlie masonry
of the lower lock, and left at this point only a small amount of work in finishing
slopes, grades, &c., which could not well be done at this time. In November begau
the work of excavating for the sluice by hired labor. This work was carried on withi
a small force until March. 1874, when work was stopped a few days because of a sud-
den rise in the river. In May it became necessary to place a steam-pump at the upper^
end of the sluice, so great was the seepage of water through the banks. Since the erec-
tion of the pump there has been no interruption to the work. On account of difficulty
in finding room for the deposit of material excavated, a little more time and some ad-
ditional expense has been incurred in this part of the work.
At the end of the year about three-fourths of the excavation was completed, and a»
the delivery of stone commenced a small force began cutting. The laying of stone in
the sluice- walls begau on the 15th of June, and has continued satisfactorily without
interruption.
The present season has been unusually favorable, and if nothing serious happens t<^
interrupt the work for a few weeks longer the sluice-<valls will be completed, and alt
work remaining to be done to complete the lock-banks and grounds, such as buildincr
a few yards of slope-wall and breaking macadam, will be done this season.
On the 21st of July, 1873, proposals were opened for performiug the labor on -''guard-
lock, section work, and channel excavations.'^
Proposals were received from —
. 5 -^^ ^* Hornish, 4. Samuel G. Bridges.
^- \ John Adair McDowell. 5. J. W. Kittle & Co.
2. Guy Wells. 6. George Williams.
3. L. L. Hine. 7. Willard Johnson.
J. W. Kittle & Co. being the lowest responsible bidders, the work was awarded to
them, but owing to the strong opposition made by competing bidders, the contract was;
not awarded to them till August 22, and they were unable to get to work until the 2di
of September. In the mean time, a force of Government laborers were engaged in.
building a coffer-dam around the proposed channel excavations at the head of guard-
lock, and another force in stopping the leak through the bed-rock of the river under
the embankment at station 66.50, and opening the drains and cross-banks through the.
prism of canal from Nashville to Price's Creek, to facilitate the drainage of the work^
and if possible avoid the expense of pumping. These side operations by Government
laborers were all finished before the contractors were ready to begin their work, so*
that by the 2d of September the coffer*dam was finished and pumped, and there waa
nothing to delay Messrs. Kittle & Co. going to work at once.
During the months of September and October, 1873, the contractors succeeded iik
getting fairly to work ; their plant of two narrow-gauge locomotives and fifty cars,^
rails, ties, &.C., was received, and the work of excavation in the channel above guard-
lock ^proceeded, but not as rapidly as it should. Strong hopes were entertainea that ■
the work on that particular portion of the improvement would be finished by the end.
of November, so that the pumping machinery and contractor's force could be moved ta*
the cofier-dam at lower end of canal, and finish that excavation before the spring floods ».
But the work did not progress with the rapidity that could have been desired, and>on^
the 15th of November, 1873, orders were received from Washington to widen the exca-
vation 40 feet at the lower end of the new channel, and continue the same up to th&
guide-pier at the head of the channel. This necessarily delayed the completion of th&
work, but the contractors placed all the men they could work upon this new excavar
tion. and removed the material as fast as possible. During this time, more men bein^
available than eould work to advantage m the channel, a force was placed at Price's
Creek, at Sandusky Pit, and npon a couple of cross-banks, so as to push the whole work
toward completion wherever possible. During the following month of December, 1873^
work progressed fairly until about the middle of the month, when a severe storms
flooded the coffer-dam and canal prism, stopping all operations for a week, and it waa
not until the 12th of January, 1874, that the excavation of the new channel was com-
pleted, the pumps stopped, and the coffer-dam flooded. During the balance of th&
month of January, 1874, the contractors were engaged in removing their plant from
Nashville to the cofter-dam at lower lock, the Government having already transferred
the pumps to that dam, and being engaged in pumping it out. By the 28th they were
enabled to get to work with a small force, and this they gradually increased as the
dam became drier, and during the month of February, 1874, they did some very good
work.
ICarch 2, however, their men struck for higher wages, and March 4 the river roee sa-
20 £
306 . REPORT OF THE CHIEF OF ENGINEERS.
high that in order to save the coffer-dam it was found necessary to cat it and allow it
to fill. This, of course, stopped all operations in channel excavation for the time
being, and the dam is still flooded.
By the 11th of March the contractors, with commendable energy, had organized
another force, and removing half of their machinery to Sandusky Pit, (the other half
being taken to the guard-lock,) they resumed work in that pit energetically.
During the months of April, May, and June the .contractors have worked steadily
with a fair force in the Saudusky pit, and give evidence that in a few weeks that por-
tion of the improvement will be finished. While the excavation proper was being
pnshed through this pit, a drain 2 feet below grade and 12 feet wide was excavated
through the center of the prism, greatly facilitating the drainage of the whole upper
part of the canal as well as Sandusky Pit itself.
During the latter part of the month of May one of the pumps from the lower coffer*
dam was set up in the Balliuger Ruck pit, which it soon pumped dry, and the con-
tractors, upon the completion of the work at the guard- lock, were able to place their
force at work at Balliuger's without any delay.
To facilitate these operations, a force of Government laborers were kept constantly
at work bailing, digging drains, stopping leaks, repairing cross-banks, and all the little
et ceteras necessary to enable the contractors to excavate the pits.
Some of the material taken from excavations at the upper canal entrance was placed
so as to form a dike reaching from the guard-lock to a point about GOO feet above, and
so placed as to turn the water from the Nashville Creek and prevent its forming a bar
at the entrance to the guard-lock, and some of the rock from the upper end of the
pit was placed so as to form a guide-pier on the outside line of the channel excavation.
Excavating for foundation for guard-lock was commenced in October, 1873, and
extended to June 6, 1874, when the excavation included in this section was completed
and the riprap wall laid on the dike above the lock to station 30, so far as the rock
excavated would build it.
Work was suspended at this point while the contractors were engaged at the lower
lock entrance from February 11 to March 17.
The foundation to this lock is similar to that of the middle lock, and required an
excavation of from 8 to 15 inches below lock-l>ottom to get to a stratum of rock suita-
ble for the foundation of the walls. In order to properly dispose of the excavation
from the prism of the lock, and make it complete the embankment to the height of the
lock- walls, it was necessary to pile the dimension and other stone already delivered
for constructing the lock-walls, and which lay scattered over the ground adjoining
the lock.
This was done with labor employed by the United States. The stone was all piled
near the track of the Chicago, Burlington, and Quincy Railroad. The embankment is
essentially completed, leaving, however, a suificient space to put in the lock-walls.
Authority was received to build the circular wall connecting the upper outside wing-
wall of the guard-lock with the riprap wall on the canal-bank. The necessary labor
was emi)loye<l, and the wall built above ordinary low water, so that it can be com-
pleted without the necessity of building a cotter-dam; this wall came within the cotier-
dani built for channel excavation.
There was also built at the same time a circular vertical wall connecting the south
abutment of the railroad bridge over the Nashville Creek with the slope-wall inside
of the dike for turning the creek.
The guard-lock site is now in good condition to commence work on under the new
appropriation, and the lock can be completed in about one year.
On April 8, 1874, Messrs. Kittle & Co. asked for an extension of the time for com-
pleting their contract, till October 31, 1874. This extension was recommended on account
of the interference with their work in the delay in commencing ; outside intei-ference
with their men, causing strikes ; bad weather, and the flooding of the cofler-dam ; and
the extension was granted.
The building of the cofler-dams and bailing them by hired labor without the inter-
vention of contractors resulted in a great saving to the Government. The exact figures
cannot as yet- be given on account of the unfinished condition of the work at the Tower
dam. The same policy was equally beneficial in the building of the sluices, as the
figures on the middle-lock sluices, as given herewith, will show.
The stone for the sluices purchased in open market was delivered face and backing
for $7 per yard, which I believe is the lowest price ever paid on this work for stone of
the same quality.
In preparing the statements of construction by hired labor, great care has been taken
to ascertain the exact cost of each branch of the work, to furnish information for guid-
ance in future operations, and from the information thus obtained, I am justified in say-
ing that it is by far the best plan for the United St-ates to do this class of work by their
own employ<$s. It has cost much less than any contract work on this improvement.
The employes of the United States have no other interest than to carry out to the full-
est extent all the instructions received, and to do the work in the very best manner,
REPORT OF THE CHIEF OF ENGINEERS.
307
and a majority of the funds appropriated go directly to the laborers employed, benefit-
ing the many, and not, as nnder the contract system, a large percentage profiting the
few.
Fifteen cents per sqnare foot on the slnice-wall and five cents per square foot on the
vertical wall would have bush-hammered the face of the walls, and tben they would
have been of the same class of work as the cut-stone masonry, for which the lowest
price paid the contractors was |8 per yard.
Bemlt of operations on the " guard-lock,^^ section work, and channel excavations under con-
tract of Messrs, J, W, Kittle^- Co,, for the fiscal year ending Jane 30, 1874.
Qaan ti-
tles.
35. 492
13,481
965
74,269.9
96, 062. 1
1, 930. 3
Items.
At guard'locik.
Cubic yards earth excavation
Cubic jards rock ezcAvation
Cubic yards, laying face of riprap wall.
Section vwrk and channel excavoHone.
Cnbio yards earth excavation
Cabic yards rock excavation
Cubic yards, laying face of riprap wall.
Total.
? 9
K>50
S 20
100
50
2 20
1 00
Amount.
117,741 00
40, 658 20
265 00
37, 134 95
57,336 62
1, 930 30
155. 066 07
Results of operations on the middle lock, under contract of JVillard Johnson, for the fiscal
0 year ending June 30, 1874.
Items.
Contract Kelativo
]>rice.
pnoe.
Earth-excavation
Eock-excavation
Constructing slope-wall
Constructing cnt-stone masonry, (stone-dressing) .
Cnt-stone masonry, (competing)
Handling and putting into work wrought iron .. .
Total
4, 895. 00 cubic yards
1, 704. 23 cubic yards
514. 00 cubic yards
241. 00 cubic yards
452. 67 cubic yards
1, 439. 00 poundls
10 40 > $1,958 00
2 00 1 3,408 46
Amount.
1 00
8 00
8 00
10
$5 00
3 00
514 00
1.205 00
1, 358 01
143 90
Bednot :
Cut-stone masonry overestimated in previous esti-
nuite.
Balance.
JResulls of operations on the loicer lock, under contract of Messrs, Dull and Williams, for the
fiscal year ending June 30, 1874.
Bailing and draining $1,000 00
102,075 cabic yards cut-stone masonry, $10 1, 0*20 75
137.57 cnbic yards constructing slope- wall, $1.50 206 35
190.25 cubic yards loose stone, $1 190 25
Total 2,417 35
308
REPORT OP THE CHIEF OP ENGINEERS.
Exhibit of stone delivered at the lower and middle locks, under contract of Messrs, Wells,
Timber man if Co, j for the fiscal year ending June 30, 1874.
Items.
Qaan titles.
I'^e-stone
Slope-wall stone
LOWER LOCK.
Total.
MIDDLE LOCK.
Faoe-stone
Slope- wall btone .
95. 97 cubic yards
814. 61 cubic yards.
1P6. 84 cubic yards
I 799. i:i cubic yards.
Total.
Labor hired by the United States.
MIDDLE LOCK.
Slope- wall, average cost
Macadam, averat^e cost
GradiDfc and tllliug back of walls.
Total.
LOWER LOCK.
Slope-wall, average cost
Haulinc: broken stone
Rebuilding slope-wall
Pointing 1,055 square feet vertical wall
Total.
1, 550. .35 cubic yards
603. 05 cubic yards.
183. 00 cubic yards.
Contract
price.
•15 50
5 00
11 43
1 27
11 50
"*85
Amount.
11,535 52
4. 073 05
5,608 57
2, 896 02
3,995 65
6,891 67
S,22:{ 40
765 62
183 19
3, 172 21
275 30
134 75
64 00
263 75
737 80
i-
Constructing sluice at middle lock,
9,680 cubic yards eartb-excavation.
103 cubic yards rock-excavation.
3,7U4 cubic yards sluice and vertical wall laid.
This quality of masonry includes the vertical wall, connecting sluice- wall with upper
and lower inside lock-walls.
The average cost of earth-excavation is, per cubic yard |0 35
The average cost of rock-excavation is, per cubic yard 1 50
The average cost of sluice and vertical wall, per cubic yard 3 83
Constructing sluice at lotcer lock.
About 12,500 cubic yards earth-excavation.
50 cubic yards rock-excavation.
1,154.16 cubic yards stone, dressed.
653 cubic yards stone, laid.
Guard-lock,
Items.
I —
Stone piled
Matwnrj laid in cement in Nashville Creek wall
Excavation for same
Cut-stone masonry in bank-head
Concrete in same..^
Bailing and draining during tbe constmctlon of the bank
Total
Quantities.
2, 399L cubic 3'ardi.
330. cubic yards.
260. cubic yards.
686. 5 cubic yards.
200. cubic yards.
Rate.
•0 «7i
S 89
50
5 S7
1 00
Amount
|1, 616 90
953 70
130 00
3,618 70
200 00
367 20
6,885 90
REPORT OF THE CHIEF OF ENGINEERS. 309
Exhibit of stone purchased in **open market^* of Messrs. WeUSy Timherman 4' Co,
For middle-lock slaice and finiBhing slope- wall :
1,623. 35 cubic yards mbble-stone, $7 |11,363 45
206. 85 cubic yards dimension-stone, 812 2,482 20
241. 69 cubic yards slope-wall stone, $5 1,208 45
Total 15,054 10
The lower-lock sluice :
2, 905. 84 cubic yards rubble-stone, $7 $20,340 88
ExhQnt of cement purchased in " open market " of Mr, James Clark.
For middle-lock sluice :
2,100 barrels, (300 pounds each,) $2.48 $5,208 00
For lower-lock sluice :
280 barrels, (300 pounds each,) $2.48 694 40
The amount of funds available for this work at the beginning of the fiscal year
was —
Balance from last year's appropriation $66,300 88
Appropriated by act approved March 3, 1873 400,000 00
466,300 88
There has been expended 344,987 18
Remaining at the end of the year 121,313 70
Amount appropriated by act of Congress approved June 23, 1874 400, 000 00
Amount available for fiscal year ending June 30, 1875 521, 313 70
Amount required beyond appropriation for completing the work, about. 480, 000 00
The snm of $480,000 could be advantageously used daring the fiscal year ending June
30, 1876, and I would earnestly recommend that an appropriation of that amount be
made as soon as possible to finish the work.
During the present year it is proposed to finish the work embraced in the contract
of Kittle & Co., finish the sluices, prolong the bridges over the creeks which empty
into canal, build the riprap wall as far as material can be found for it, and build the
entire guard-lock, if possible.
In conclusion, I have to bear witness to the faithful manner in which the gentlemen
connected with the engineer force have performed the various duties assigned them.
Very respectfully, your most obedient servant,
Amos Stickney,
Captain of Engineers and Brevet Major^ V, S, J,
Col. J. N. Macomb,
Corps of Engineers, U. S, A.
310
EEPOET OF THE CHIEF OF ENGINEERS.
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REPORT OF THE CHIEF OF ENGINEERS. 311
I 3.
IMPROVING ROCK ISLA.ND RAPIDS, MISSISSIPPI RIVER.
The work of excavation at Rock Island Rapids, done in the fiscal
year 1872-1873, under contract with Dull and Williams, was finished be-
fore the 1st Jnly, 1873, but the closing of the contract by a final esti-
mate had to be deferred to September 15, 1873, as the high water pre-
vented a thorough resurvey of the places at Winnebago chain and some
patches between St. Louis chain and Gampbell's chaiu. At Winnebago
chain, 2,144 cubic yards, and at the latter places, 220 cubic yards of
rock had been removed. For the fiscal year ending June 30, 1874, an
appropriation of ^50,000 was made. At the letting of the work on 5th
June, 1873, Mr. Geo. Williams was the only responsible bidder, and I
was authorized to enter into contract with hiin; and by his energy and
skill the work of excavation, by means of chisel and dredge, has been
pushed with each success that by 24th October, 1873, I settled his final
estimate under that contract, which embraced in all 1,801 cubic yards
of rock-excavation.
There remain to be excavated 7,199 cubic yards to complete the im-
provement of Rock Island Rapids under the approved scheme. I ex-
pect to excavate about 3,300 cubic yards at lower chain, and at scatter-
ing patches during the fiscal year ending June 30, 1870, by means of the
$50,000 appropriated on 23d June, 1874. There would then remain
about 4,000 cubic yards of rock to be removed, chiefly at foot of Moline
chain, and at scattering patches, and as this remaining work can only
be done by means of chisel and dredge, under all the difficulties of a
very strong river-current and the liability of frequent interruptions from
])a8sing rafts and steamers, the price of $16 a cubic yard is not estimat-
ing the cost too high; and I, therefore, most earnestly recommend that
the sum of $80,000 may be api)ropriat^d for completing the improve-
ment.
For any information more in detail in regard to this work, I beg
leave to refer to the report of Assistant E. F. Uofi'mau, who has so ably
conducted the operations from the beginning.
Finxincial statement
Balance in Treasury of United States July 1, 1873 §50, 000 00
Amount iu bands of officer, and subject to his check, (including $2,999 per-
centage due on contracts not yet completed) , 4, 034 74
Amount ai)propriated by act approved June 23, 1874 50, 000 OU
Amount expended during the fiscal year ending June 30, 1874.. 51,694 04
Amount available July 1, 1874 52,340 70
Amount required for the fiscal year ending June 30, 1876 80, 000 00
Report of Mr. E, F, Hoffman, Assistant Engineer,
United States Engineek Office,
Bock Island, III., July 1, 1874.
Colonel: I have the honor to submit my annual report of operations for the im-
provement of the Rock Island Rapids, during the fiscal year ending June 30, 1874.
The work of excavation done under the contract by Messrs. Dull &• Williams, for the
fiscal year 1872 to 1873, which could not be closed by a final estimate before July 1,
1873, on account of the high stage of water, making a thorough liydrographic survey
and revision inconvenient, was finally reported to you as being executed satisfactorily
in conformity with the contract, whereupon the relations with the firm ot Messrs.
Dull & Williams on the part of the Government were declared to be ended, and the
following final estimate was drawn up on September 15, 1873, and duly signed by both
parties.
312
REPORT OF THE CHIEF OF ENGINEERS.
JFinal estimate of icork donehy Dull 4' TTWiamSf under their contract for the improrement of
4he Bock Island Rapids of the Mississipjn i2trer, oommeiidng Septeniber 28, 1«72, and
ending September 15, 1873.
TOTAL AMOUNT OF WORK
DONE.
Items.
Contract
price.
Relative
price.
a
§
S
<
Amount of
payment.
:3,144 cubic yards rock-excavation and removing at Winne-
baeo Island
113 50
14 50
$26,800
3,190
1SS0 cubic yards rock-excavation and removing at patches,
between Saint Louis and Campbell's chain
,
29,990
f2.999
186,991
Total amonnt of work done, including retained percentage . .
.......
29,990
Deduct f^om paymeiits, as per receipted vouchers
26,991
•
4
Balance due
2.999
J. N. Macomh,
Colonel of Engineers, U. 8. A.
Dull & Willams.
For the work of excavation at these rapids, Congress had appropriated the sum of
^^0,000 for the fiscal year 187:^1874.
Previous to the letting of the work, the snbject was considered by the Chief of
Engineers if the work or excavation by means of chisel and dredge could not be
•carried on more advantageously at the remaining scattered patches by the Govern-
vnent.
You were directed to report upon this snbject, and, after niatnre consideration, the
fact appeared in figures that, as the purchase of the necessary implements was out of
question on account of the small appropriation, the excavation per cubic yard, even
^y hiring machinery, would reach the price of $16.50. If, at the commencement of the
improvement of these rapids, the requisite machinery in chisel, dredge, steamer, flat
«nd dump boats could have been built or bought by the Government, lam confident a
-great saving of money would have been the result, and the quality of work superior.
At the i)re8ent advanced state of the work, even if the means for purchase of machinery
^vere at hand, no pecuniary advantage would be gained.
Excavation by means of chisel and dredge is a difficult kind of work and a pre-
carious one, if the engineering and superintending are not carried on with all zeal and
£delity. It should but be used when coffer-damming is utterly impossible on account
of scattered patches.
In relation to work of excavation done by means of coffer-damming on the part of
^contractors and on the part of Government, I can exhibit an interesting compari-
son obtained at this place.
The work of coffer -damming and excavating at these rapids has been done by con-
tract. The within table exhibits place, amount of rock -excavation, running feet of
coffer-dam, and ratio between excavation and running feet of coffer-dam.
Coffer-dam work at the Bock Island Bapids.
Denomination.
is
S>ack Creek
Moline, above grade
J^oUne, below grade
£ig Sycamore, at above grade
Big Sycamore. l>elow grade . . .
JLittle Svcainoro
^C^ampbelrs
Smith's
Head of Sycamore
Upper chain
CrablsUud
Total
1,420
2,530
4,385
1,350
3.:<t?0
2,181
1.715
1,815
2,080
a
u
CO
O
s •
■♦^ aa s o
.S o c »- C
c .
G'O
•r fci
C.B
« 3
C k
rjj B«
5, 183. 80
16, 069. 00
889. 40
12, 270. 00
3,533.25
1,953.11
8, 801. 20
5, 598. 87
1,622.30
3, 697. 50
2,525.30
3. 65+
6.7+
3.6+
1.4+
2.6
2.5
.94
2.03
1.29
62, 142. 72
110.00
10.00
5.56
laoo
a79
13.00
11.50
10.35
11.00
14.00
11.50
P4
B
O
<
$51,838 00
160. 690 00
4, 945 11
159,521 70
31, 0S7 26
25, 390 43
101,215 48
57, 948 .TO
17, 845 30
51, 765 00
29.029 45
691,246 03
NOTK.— Average cost-price per cubic yard, $11. 10.
KEPOET OF THE CHIEF OF ENGINEEES.
313
In the year of 1872 it became necessary to excavate the eastern channel of the draw-
pier of the new Government bridge at this place, situated at the foot of the rapids.
This work was done by the Government under the head of Rock Island bridge appro-
priation.
The within table contains the cost per cubic yard of excavated rock at that place
and the ratio between amount of cubic yards and amount of running feet of coffer-
dam. The information was obtained from the maps and records in the office.
Bock-excavation in the pit of the coffer-dam erected in the eastern channel of the draw of
Rock Island Gorernment bridge.
Denomination.
•
Running foet of
coffer-dam.
1
Ratio between
amountof cubic
yards and ain't
of running feet
of coffer-(&m.
i
•
s.
•4->
a
s
o
S
<
Castem channel
1,140
3.062
9l7
|10 00
130.630
In comparing the results in both exhibits it will be seen that the average cost-price
per cubic yard obtained by contract.- work is not much higher than the price for which
Government did the work of coffer- damming and excavating. If, furthermore, it is
taken into consideration that the erection of coffer-dams, such as are at Sycamore,
Moline, and Smith's chain, was done in a current of the river running with a velocity
from 6 to 8 feet per second — meanwhile the Government coffer-dam at the bridge was
set in nearly calm water — the comparison in regard to cheapness stands for this instant
in favor of contract- work. Even the ratio between amount of cubic yards excavated
to the amonnt of running feet of coffer-dam is iu advantage of contract- work, as can
be readily seen Arom the above exhibits.
In laying the above before you I state that I confine myself for making this compar-
ison only for this locality under the mentioned circumstances, having no doubt that
other results in favor of Government work can be and are obtained.
In consequence of your report to the Chief of Engineers, showing the price for ex-
cavating a cubic yard of rock by means of hired implements to be $16.50, yuu were
authorized to advertise the work, and on the 5th of June, 1873, bids in relation to the
work were opened. Mr. George Williams, of Keokuk, Iowa, was the only bidder, and
you were empowered to enter into contract with him for the work of excavation at
Duck Creek chain, at the price of %\% per cubic yard ; lower chain, at the price of
$16 per cubic yard ; foot of Moline chain, at the price of $12 per cubic yard : various
places on the rapids, at the price of $14 per cubic yard.
The contractor, Mr. George Williams, was notified to commence work, and Mr. C. H.
Benck and Mr. John F. \Vallace, civil-engineer assistants, were intrusted with the
superintending in the field. They lived on a small quarter-boat with their parties
during the season, right at the place of the work, and, as ever, performed the duties
assigned to them with ability and faithfulness.
I submit here an extract from their joint report in reference to the work of excava-
tion during the fiscal year 1873-1874 :
The excavation during the past season was carried on under a contract with Mr. George
Williams, of Keokuk, Iowa, who used four chisel-boats and two dredges iu the prosecu-
tion of the work, and excavated 800 cubic yards of rock at the head of Duck Creeic
chain, 680 cubic yards at lower chain, 296 cubic yards at foot of Campbell's chain
and a crib containing 25 cubic yards below lower chain.
Owing to the high stage of water the commencement of the work was delayed
until about the 15th of July, 1873, at which time work was commenced with two
chisel-boats at the head of Duck Creek chain. On the 23d of July the two other
boats commenced operations at lower chain, and the work was carried forward on the
part of the contractors with great diligence until its completion.
On the 28th of August, one chisel-boat, having finished its work at Duck Creek chain,
was transferred to the foot of Campbell's chain.
The following table will show the number of days that the chisel and dredge boats
worked at each locality. From which we find that —
The dredge removed on an average at Duck Creek chain 26 cubic yards per day.
Lower chain, 212 cubic yards per day.
314 REPORT OF THE CHIEF OF ENGINEERS.
Foot of Campbell's chain, 26 cnbic yards per day.
Crib below lower chain, 25 cnbic yards per day.
And that a chisel-boat cut on an average — at
Duck Creek chain, 10 cubic yards per day.
Lower chain, 5.5 cubic yards per day.
Foot of Campbell's chain, 11.4 cnbic yards per day.
DeHif^nation.
Nainber of days worked.
By dredge.
Duck Creek cbain
Loii^er chain —
Foot of CampbelVA chain .
Crib below lower chain. . .
31
32
12
1
By chisel.
81
125
26
The work of inspection was greatly assisted and simplified by the nse of the steam
and self-registering sounding machine *' Col. J. N. Macomb.'' On the following dates
the work was inspected and recommended by yon for acceptance :
Dnck Creek chain, September 27, 1873.
Liower chain, October 16, 1873.
Foot of Campbell's chain, October 7, 1873.
Crib below lower chain, September 27, 1873.
Our duties consisted in finding the pat^^hes of rock and marking them with buoys,
and in directing the boat>8 where to work ; alsoiu giving the workmen grade, to which
they had to work from the surface of the water, which we found each day by olwcr-
vation and calculations from our bench-murks at each chain where our work was car-
ried on ; and also in observing, calculating, and plotting upon onr field-maps the
position of the boats at least twice each day; and in case the boats moved to anew patch,
more observing, calculating, and plotting was rendered necessary. Quite frecjueutiy
the boats were torn out of their positions by rafts and steamers, and caused us a great
amount of work and annoyance in replacing them.
It was also necessary at each chain to keep the line of excavation marked by buo^'S,
which were almost daily removed and had to be as often replaced. As soon as a
dredge commenced dredging the loose rock, we had to watch that the material
was deposited at the places ordered by you. These duties kept us and our men
constantly employed, and when we consider that these duties required our pres-
ence at three difi'erent chains, which were several miles apart, each day, yon
will see that our time was fully taken up in the discharge of our various duties. On
account of the low stage of water during the later part of the season and the situation
of the work, especiallj' on lower chain, where the work lay in the middle of the chan-
nel, the boats were subject to a great many accidents, caused by steamboats and rafts
coming in contact with them, which resulted in breaking of spuds, loss of rope and
anchors, and in general damage of the boats, and also in loss of time taken up in the
replacing of the boats to their former positions, which, when we consider the velocity
of the current, which was from 5 to 6 miles an hour, was a difficult undertaking.
Some accidents also occurred by the breaking of chains and machinery on the boat«,
but accidents from this cause occurred less frequently than in former years, owing to
the improving of the tools and machinery by the contractors. Especially we would
bring to your notice the improved chisel-point introduced by Mr. Whitney, which, in
case of its being dulled or broken, can be replaced in an hour, whereas formerly chisel-
boats were often delayed for days together from these causes. We would also bring to
your knowledge the fact that the field-maps furnished us by you were a great assist-
ance to us in the successful prosecution of the work.
The work of excavation having been executed in conformity with contract, a final
estimate was made under date October 20, 1873, which closed the contract between the
Government and Mr. George Williams for the appropriation available during the fiscal
year 1873 and 1874, and is within.
REPORT OP THE CHIEF OP ENGINEERS.
315
Final estimate of work done "by George Williams^ under hia contract for the improvement of lite
Rock Island Rapids of the Mississippi River, commencing June 11, 1873, and ending October
20, 1B73.
TOTAL AMOUNT OF WORK DONE.
Items.
Rock-excavatioD and removing at Duck
Creek chain
Bock-excavation and removing at
lower chain
Rock-excavation and removing at vari-
. ous places on the Kock Island Kapids
near Oampheirs chain
Rock-excavation and removing at vari-
ous places on the Rock Island Rapids
between lower chain and foot of rap-
id*
Quantities.
800 cubic yards..
680 cubic yards..
296 cubic yards..
25 cubic yards...
6"^
$18 00
16 00
14 00
14 00
Amount.
$14, 400 00
10,880 00
4, 144 00
350 00
29, 774 00
Percentage Amount of
retained.
paymenis.
e-S, 977 40 $26, 796 60
Total amonnt of work done, iDclading retained percentage $29, 774 OO
Deduct former payments as per receipted vouchers 26, 796 60^
Balance due 2,977 40
J. N. Macomb,
• Colonel of Engineers, U. S. A,
Gkoroe Williams.
Congress appropriated 850,000 for the fiscal year 1874-1875, to continne the work of
improvement. You were notified of tbis fact, and directed me to submit a report iu
relation to a project according to which the work of excavation might be carried on,
during the fiscal year 1874-1875, with the available appropriation of |50,000. Iu obedi-
ence to the above I stated the within.
The yearly report of last year showed that 9,000 cubic yards of rock were to be
removed during the fiscal year 1873-1874. Of this amount but 1,801 cubic yards could
be worked out during the last year, owing to the fact that the price for a cubic yard of
rock to be removed was, at the different chains, very high. There remain 7,199 cubic
yards of rock to be removed for completing the improvements of these rapids at the
following localities :
Ist. At lower chain, about 3,000 cubic yards of rock.
2d. At Moline chain, (foot,) about 3, 400 cubic yards of rock,
3d. At various places, about 799 cubic yards of rock.
Total, about 7, 199 cubic yards of rock.
Under your always-expressed view of continuing the improving of these rapida
in such manner that those places should be worked first which would give the naviga-
tion the most benefit and which could be removed fully in one season, without making
the completion dependent upon another appropriation, I would state that, first, by
erecting a co£fer-dam at lower chain, 3,000 cubic yards of rock could be taken out with
great advantage to navigation. I have to mention that you changed the previous
entertained project of improving this chain. The idea was to straighten the present
deep channel, which lays in the shape of an elbow, by making a direct cut through its
base. Experience shows that in such shortenings the current of the water follows
always the old natural channel. The reason is to be found in the difference of the
depth or water, which in the natural channel varies from 8 to 20 feet, and more ;
zneanwhile the excavated cut has only a depth of 4 feet below low water of 1864. It
l^appeus, therefore, esiiecially in a lower stage of water, that when at such places the
long Mississippi steamers enter the cut with their bows, the stern frequently drifts
quicker with the current in the natural channel and throws the steamer on the edges
of the cut. After you heard pilots express thdir preference to use the natural channel,
instead to mn through a cut, you decided rather to improve the natural by widening
it. The high cost of a cut, and the doubtful benefit for navigation gained by it, were<
stroDg motives in the aUeratiou of your first project.
^16 REPORT OF THE CHIEF OF ENGINEERS.
Under No. 3, 799 cubic yards of rock are mentioned, under the signification "at vari-
ous places at these rapids,'' which should be removed in such quantities as the enf^ineer
in charge mi^ht direct. It is not possible to specify the different small patches and
bowlders which are contemplated to be removed, as this kind of work is dependent
from the main work of excavation at lower chain, and the price p^r cubic yard to
be obtained in a future letting. The more No. 1, lower chain, requires, the less can be
done under No. 3 at various places, and vice versa. Of No. 2, improving Moline chain,
(foot,) it can but be recommended to be completed nnder a future appropriation.
Your project for continuing the work for the fiscal year 1874-1875 is at present under
consideration of the Chief of Engineers, United States Army. In reference to the sub-
ject of closing the improvements of the Rock Island Rapids of the Mississippi, I am
confident that another appropriation for the fiscal year 1875-1876 will enable you to
finish this great work, of which but one opinion is prevailing, i. 6., that in ita perma-
nency proves to be a thorough help to navigation.
At the present date, July 1, 1874, tbere remain to be excavated 7,199 cubic yards of
rock at these rapids. Of this amount, from 3,000 to 4,000 cubic yai'ds it is expected to
be disposed of by the appropriation of $50,000 for the fiscal year 1874 to 1875, the exact
amount being dependent upon the higher or lower prices to be obtained at the next
letting of the work. According to the experience made at previous lettiugs, the aver-
■age price per cubic yard in coner-dam work, at similar chains, assumed to be $10, and
that of chisel and dredge work to be assumed to be $12, would allow to excavate—
At lower chain, 3,000 cubic yards, at $10 $30,000
At various places, 333 cubic yards, at $12 4, 000
For superintending, surveying, and contingencies 16, 000
50. 000
From this exhibit it will be seen that about 3,330 cubic yards are likely to be re-
moved this year. This amount deducted from 7,199 cubic yards leaves 3,809 cubic
yards, or round 4,000 cubic yards, dependent upon the appropriation for the fiscal year
1875-1876. As all this amount of rock can only be excavated by chisels and dredge at
places of the rapids where the velocity of the current is from 8 to 9 feet per second,
the cost per cubic yard might be assumed with certainty to be $16. The amount of
money, therefore, adding to it the cost for engineering, superintending, contingencies,
with $16,000 for this last year, would be $80,000.
4,000 cubic yards, at $16 $64,-000
Superintending, &c., &c 16,000
Total 80,000
With the requested appropriation of $80,000 for the year 1875-1876 the work of im-
proving the Rock Island Rapids would be ended.
In your last annual stat^ement to the Chief of Engineers you applied for the sum 0)f
$112,000 for the purpose of finishing the rapids. Of this sum but $50,000 have been
appropriated by Congress, which would leave a sum still to be required of $62,000 for
the completion of the wo^k, according to your last annual report. At this year the re-
-quired sum for finishing the improvements is, as above stated, $80,000.
The apparent inconsistency of asking $80,000 for the completion of the Rock Island
Rapids improvement, instead of $62,000 as the balance, is explained thus :
Ist. By the higher average price of excavating a cubic yard of rock at the singular-
shaped scattered patches, the position of which, being like an island in the channel, de-
mand frequent shifting of chisel-boats for allowing steamers and rafts to pass, and
thereby not only creating loss of time, but exposing the boats to breakage or injuries
by collision, a defense with cribs being out of the question in the channel of the river.
2d. By the contingencies which are necessarily continued a year longer, of which
the part of engineering demands more superintendence, consequently a greater cost at
these patches than in the pit of large coffer-dams.
In the office assistanti) apd draughtsmen have been engaged in calculating and plot-
ting additional hydrographic surveys for the completion of the Rock Island Rapids
maps.
Also, here I take pleasure to bring to your notice the faithful services rendered by
the already-mentioned civil engineer assistants and the draughtsman, Mr. A. Stibolt.
All of which is respectfully submitted.
E. F. HOFFMAX,
Civil Engineer.
•Col. J. N. Macomb,
Corps of UngineerSf U,S, A,
REPORT OF THE CHIEF OF ENGINEERS. 31 T
I 4.
IMPROVING ILLINOIS RIVER.
At the urgent request of the Governor of Illinois, and of many others^
interested in forwarding the work of improving the Illinois River on the
basis of a slack-water navigation, I recommended that some four-fifths
of the last appropriation of $100,000 (granted by act approved March 3^
1873) should be applied toward putting in the foundation for the lock
near Copperas Creek. This recommendation was adopted by the War
Department, and left a small margin for continuing the work of dredg-
ing and removing snags at the localities where such work was most
needed for immediate relief to the navigation.
The work at the lock-pit was begun under a contract with Willard
Johnson on 1st September, 1873, and continued until a1)out the middle
of December, when it was interrupted by a flood in the Illinois Eiver
which rendered it necessiiry to let the water into the lock-pit to relieve
pressure and prevent disaster. Under these circumstances, I felt myself
under the necessity of approving the suspension of work until favorable
conditions should recur. On the 10th of April, 1874, the contractor
floated a dredging-machine into the lock-pit and resumed the operation
of excavating the earth, and continued until the 19th of May to work by
that mode with advantage.
The contractor has not pushed this work to the best of his ability, and
bis tardiness has been frequently called to his notice, and has only been
tolerated from the fact that he has the contract with the State for the
lock-masonry, and will consequently have only himself to blame if the
foundation or bottom is not in readiness when his time may come for
beginning the superstructure.
The work of dredging and removing of snags was resumed at Beards-
town Bar on loth September, 1873, and prosecuted there, and at various
other points where the best results could be obtained, with the limited
means at our disposal. The report of Mr. B. A. Brown, assistant in
local charge, gives a full exhibit of this work, as well as that at the lock-
pit near /Copperas Creek ; and I beg leave to refer to it for more detailed
information.
The accompanying financial statement shows an amount available
on 1st July, 1874, of $118,104.44, including the new appropriation of
$75,000.
This last xrill be applied, as set forth in the report of the assistant
engineer in charge, to payments under new contract for dredging and
building dams at such points as may be deemed most advantageous for
the work under the approved plan for prosecuting it.
The remaining $43,104.44 is pledged for work in progress, and would
have been disbursed ere this, save for the interruptions to the work
already alluded to.
Financial statement
Balance in Treasury of United States Jaly 1, 1873 $95,000 OO
Amount in hands of officer and subject to his check , -3,719 19
Amount appropriated by act approved June 23, 1874 75, 000 00
Amount expended during the nsoal year ending June 30, 1874 5'2, 796 75
Amount available July 1, 1874 118,104 44
Amount required for the fiscal year ending June 30, 1876 150, 000 00
318 REPORT OF THE CHIEF OF ENGINEERS.
Report of Mr. B, A, Broicn, Assistant Engineer.
United States Quarter-Boat at the Site of Copperas Creek Lock,
Fulton County, Illinois, July 20, 1874.
Colonel : I bave the honor to submit the following report of operations for the im-
provement of the Illinois River during the fiscal year ending June 30, 1H74 :
Advertisements were issued from your office dated June 30, 1H73, calling for " Pro-
posals for the prosecution of the work of constructing a foundation for a lock at Cop-
peras Creek," up to August 12, 1873.
Bids were opened on the 12th of Angust and contract awarded to Mr. Willard John-
son, of Fulton, Oswego County, New York, (he being the lowest bidder;) which con-
tract was fiually executed August 30, 1873.
The contractor, with a small force, commenced grubbing and clearing September 1.
The 9th of Septeinber Mr. Joseph Utley, president of the board of cannl commissioners,
and Mr. D. C. Jenne, engineer for the State ot Illinois, were present, and made a final
location of the site of the lock.
Tne work for earth-excavation was laid out on the 10th and excavating commenced
on the 11th, at which good progress was made during Sept-ember and up to about the
l.^>th of October, since which time a want of experience has been shown on the part of
the superintendent for contractor in dealing with work of this character. In justice
to him, however, I will state that the elements have not been altogether favorable,
and the work itself is of a difficult nature.
Operations continued to progress slowly up to the 10th of December, when asevere
rain-storm caused a suspension.
Most the east half of the pit was excavat-ed to grade nine (9) feet below low-water sur-
face, and on the 9th the first bearing pile was driven. Nine piles were driven, when the
rise of the river so threatened the works that it was deemed expedient to remove the ma-
chinery. After this the whole force was engaged re-inforcing the embankment con-
structed for a coffer-dam, and so continued during the 11th, Tith, I3th, 14rh. and 15th ;
in the mean time the foot of slope on the east side of pit, not being properly secured,
commenced to slide.
The river had now reached a st^ge of 9^ feet above low water, being 18J feet above
the bottom of the pit. This great pressure caused the water to ooze through the
porous mat-erial quite freely, accompanied by large land-slides extending more than
half way across the pit.
The superintendent, fearing a general breach of the bank, caused the pit to be
flooded by cutting a ditch below the southeast angle, enteriug the pit near the south-
w^est angle.
By the morning of the 16th the pit was completely flooded to within one or two feet
of the top of banks, and on a level with the river.
Application wa« now made by Mr. Bruce, the superiutendent, for permission \o suspend
operations for a season, to resume as soon as the stage of water and state of weather
would permit. This I forwarded to you and received your approval on the 24th.
Work was accordingly suspended and the force diAuiissed, with the exception of one
foreman, with a few men and one team, to care for the material, implements, &c.
On the 31 st December Mr. Johnson, the contractor, was notified that his personal
attention was required at the work ; this notice being forwarded to you for your
indorsement.
During the mouths of January, February, and March no jirogress was made. A small
force was present engaged in «ecuriug material from the spring flood.
On the 10th of April, the liver having fallen to a stage of 7.5 feet above low water,
a dredge was put at work in the lock-pit, to complete the excavation, and worked
until the 19th of May, wheu it was withdrawn, and the breach connecting the pit with
the river closed. Piling was then driven within the pit, outside of the line of founda-
tion, for the support of the sheet-piling for a coffer-aam, and two pumps set at work
to free the pit from water, which was accomplished about the 1st of June. During
this month ditching and excavating have progressed slowly with a small force. Two
steam pile-drivers have been at work during the latter part of the month, with the
results as shown in June estimate.
Mr. Johnson, the contractor, and Mr. Bruce, his superintendent, have been notified
Terbally that measures must be taken to insure a more vigorous prosecution of the
work ; within the last ten days a more enterprising spirit has developed, and I have
faint hopes that the work will be pushed hereafter with more energy.
On the application of the contractor, dated April 11, favorably indorsed by you April
22, an extension has been granted until November 1, 1874, for the completion of the
work under this contract ; but I see no reason why, should the season prove favorable,
it cannot be accomplished by the 15th of September.
REPORT OF THE CHIEF OF ENGINEERS.
319
The total amonot of work done under this contract for lock foundation, up to and
including June 30, 1874, is as per estimate :
Items.
Quantities.
Cost price.
Amount.
Grnbbine and cleAiins
$3,000 00
35
16
5
29 00
15
$:), 000 00
16. 64tl 35
£arth excavation
47.561 onbic vards
BeariuE'Dilea fumisbed
51.865 linear feet
6,298 40
205 25
3J«ariiiff-pilea driven and cut off
4. 105 liiipar feet
Tlnil»er in foundation
660 square feet, board-raeasnre..
73 Doutids
19 14
WrouKht-iron bolts in foundation
10 95
28, 180 09
Also the delivery of the following material, not estimated :
Items.
Stone for beton
Sand fo* beton
Cement for beton, (Clark's Utica)
Timljer
Plank
Bolts and straps
Spikes
Approximate quantities.
1 ,547 cubic yards.
700 cubic yards.
330,000 pounds.
333,000 square feet, board-measure.
85,000 S4iuaro feet, board-measure.
31,930 pounds.
13,500 pounds.
Estimate cast of lock-foundation at Copperas Creekj on the lUhtois River,
Items.
Qaantity.
Grubbing and clearing
Bailing and draining
Earth excavation
Concrete masonry, (approximate)
Bearing-piles furnished
Bearing-piles driven and cut off, (approx-
imate )
Timber in foundation
Plank and boards in foundation, (shoet-
Pilin^)
Plank m foundation, (flooring)
TTrought-iron bolts and straps
Spikes and nails
49.654 cubic yards .
l,G0O cubic yards. .
57,095 linear feet . .
45,000 linear feet
487,176 square feet, board-measure
10,296 square feet, board-measure. .
129,650 square feet, board-measure
32,294 p<mmts
13,343 pounds
Contract
price.
Amount.
13,000 00
3, 000 00
35
5 00
16
€3, 000 00
$3. 000 00
17.378 90
12. 800 00
9, U5 20
5
29 00
2, 250 00
14, 128 10
.^00
33 00
15
10
339 77
4,278 45
4.844 10
1, 324 30
72, 478 63
For which is pledged $80,000, after deducting the cost of engineering and contingent
expenses.
DREDGING.
Of the 1100,000 appropriation of March .3, 1873. a fund of $20,000 was allotted to be
expended in dredgiuj2[ and snagging at such points on the river as to afford immediate
relief to the navigation.
Bids in open market were received for working a dredge and equipment by the hour.
A contract was m/ide with Mr. Willard Johnson, of Fulton, 0.swego County, New
York, (the lowest bidder,) for this work, at the price of $12 per hour of actual work.
Operations were accordingly commenced on the 15th of September at Beardstown Bar,
in restoring the channel made in 1871 and 1872.
The improved channel at this bar was in good condition except about 400 feet in the
lower section. At this point was an abrupt sand-reef, which rendered the expensive
improvement of 1871 and 1872 quite valueless. This I deemed lipst to remove. In so
•doing we found an imbedded snag, no doubt causing the collection of sand and conse-
quent obstruction.
This bar being composed of very changeable material may need attention hereafter.
The latter part of September, agreeably to your instructions, I made an inspection
of the river below Naples to ascertain the most formidable obstruction to navigation.
In October surveys were made of School-house, Spar Island, Grand Pass Bridge,
Buck-horn, Slim Island, and Sugar Creek Bars, for the purpose of improvement.
320
REPORT OF THE CHIEF OF ENGINEERS.
The method pursaed in this ca^e was, after a carefal examinaitioD, to lay oat the
work so as to ^ive the most immediate relief at a minimum cost, at the same time to
so locate it that it will form a part of the improvement for a future appropriation.
The bars on the lower river, where the dredge has been operating, are of such a na-
ture that whatever improvement is made will be likely to endure for a long time, as i»
also the case with most of the bars on this river.
Channels dredged through quicksand-bars will need restoration occasionally. Those
formed at the mouths of tributaries are subject to the action of local floods.
As the country becomes more thickly settled, and the bluffs contiguous to the river
more genefrally cleared and cultivated, these tributary streams become more mischiev-
ous, and it seems quite imi^ossible, with a reasonable outlay, to restrain their action.
The only practicable manner to deal with these cases is to be constantly prepared to
restore the destroyed channels whenever the conditions demand it.
The condition of Kickapoo Creek Bar (which has since restored its channel naturally)
in 1871 and 1872, Sugar Creek Bar in 1873, and Lick Creek Bar the present season, sug-
gests the question whether it would not be policy or expedient to allot a fund from the
regular appropriation, say of $10,000, in order to grant such aid as will naturally be asked
in case or a repetition of the like conditions.
It is claimed that the damage to trade incident to these abnormal deposits on bars
is many times the cost of removing the same, and judging from past demands or ear-
nest requests, I am quite confident that a timely and well-directed expenditure at such
points would be very highly appreciated, likewise prove a judicious outlay for all par-
ties concerned. It is quite plain that if a dredge had been available, and could have
been set in operation at Sugar Creek Bar at tne proper time, no delay to low-water
navigation would have occurred last season, whereas the suspension of navigation in
1873 at this point, for boats drawing two feet, dates from the 15th of August.
These deposits are also more economically removed when new than when suffered to
remain and become compact.
Statement of the amount of work done by the dredge under this appropriation up to June 30,
1874.
Localities.
Beardotown Bar, at $13 $1,212 00
Beardsuivm Bar, at $» 593 25
Grand PaAs bridge •
Moving; from Beardstowa Bar to School-houae Bar
Sohool-house Bar
Spar Island Bar ,
Moving from Spar Island Bar to Bnck-horn Bar ,
Buck-horn Bar
MovinfT from Bnck-horn Bar to Sugar Creek Bar
Sngar Creek Bar
Movine from Sugar Creek Bar to Lick Creek Bar
Lick Creek Bar
Total amount of work done to date.
■a
i
1
o
I
Character and
amount of work.
« >
OS
h.
101
m.
00
65 55
3 00
27 05
91 30
92 45
4 50
172 10
29 55
725 55
37 30
70 00
\
1
1
1
■•109
""i
o a> a
.OV-.2
4,590
2,541
2,220
3.000
29,096
'"4,498
Cost
fl,805 25
36 00
325 00
1,098 00
1,113 00
58 00
2,066 00
359 00
8, 711 00
450 OO
840 00
16,861 25
* And one raft.
»
FUTURE PROGRKSS.
For the expenditure of the appropriation of June 23, 1674, a scheme has been sub-
mitted, viz :
To be applied to t^ dredging of channels and construction of dams, rip-raps, and
jetties, at the following bars, viz :
1. French.
2. Apple Creek.
3. Spar Island.
4. Otweire.
5. Buck-horn.
6. Little Blue River.
REPORT OF THE CHIEF OF ENGINEERS. 321
«
7. BeviDgtoD.
8. McKee's Creek. i
9. Sn^ar Creek.
10. Grand Island, (dredging West Point Chute and closing Bath Chute.)
I am not in possession of sufficient data from which to furnish a close estimate of
the cost of improving these points.
The object is to make a close examination of all, and select those most needing at-
tention ; also to restore such channels as may be destroyed from any cause.
Mr. Robt. £. McMath's report for the fiscal year ending June 30, 1871, gives the
total estimate for the improvement of the Illinois River, by the system of dredging and
construction of dams in ripraps and Jetties, which is as lol^owSj viz : (See Report of
Chief of Engineers for the year 1871, at pages 278 and 279.)
1,305,040 cubic yards dredging, at 25 cents per cubic yard (326, 260 00
15,012 cubic yards dams, at $2 30,024 00
Engineering and contingencies 35,628 40
391, 912 40
For the prosecution of the work under his estimate was appro-
priated in the session of 1869 and 1870. $100,000
Allotted from the appropriation of March 3, 1873 20, 000
Appropriated June 2:3, 1874 75,000
Total 195,000 00
Balance to be appropriated 196,912 40
Of which $150,000 could profitably be expended during the fiscal year ending June 30,
1876, at such points as the present appropriation fails to cover, with the addition of
the following bars, viz :
1. Indian Creek.
2. Naples Flats or Gar Island.
3. Florence.
4. Slim Island.
5. Pilot's Peak.
6. Grand Pass.
7. Columbiana.
8. Hurricane Island.
9. Bloom's Landing.
10. Six-mile Island.
Also in the restoring of obstructed channels.
BUSINESS OF TUfe RIVER.
During the present season efforts are making to establish a regular, reliable, and, as
a consequence, a popular fast freight and passenger line of steamers on the river, and,
as I understand, so far with marked success.
I have no statistics of the amount of trade done by the St. Louis and Peoria Packet
Company. They make semi-weekly trips while a draught of 4 feet of water is in-
sured.
Appended please find a tabnlar statement, showing the business of the St. Louis
and Naples line.
Ice-transportation forms an important if not one of the leading branches of trade of
the river. From reliable sources I learn that the mean shipment of ice annually for
the past five years is from 90,000 to 100,000 tons, and increasing at the rate of about 25
per cent, per annum. It is the principal source of supply for the whole southern coun-
try thnt is tributary to the Mississippi.
In a4ldition to the ice- transportation, is towed out an average of 250 to 300 canal-
boats, loaded principally with grain and lumber. They average about 180 tons each.
About one-fourth of these return-boats take loads for Peru, La Salle, Joliet, and
Chicago.
Maps are in preparation showing the location of the lock foundation, scale tsW t
and of the points where the dredge has operated, showing the condition of bars before
and after dredging, scale yt'im ; tracings of which I hope to forward to your office soon.
All of which is respectfully submitted.
R. A. Brown,
Civil Engineers.
Colonel J. N. Macomb,
Corps of Enginetn'8, U. S, A,
21 £
EEPOET OP THE i
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KEPOET OF THE CHIEF OF ENGINEERS.
323
COMMERCIAL STATISTICS.
Statement ahotoing the amount of busineaa done hy the St. Louis and Naples Packet Line of
steamers on the Illinois Sicer:
•
1868.
1869.
1870.
1871.
1872.
93
1873.
ttvkuiber of triiM made
99
130
105
96
101
It may be remarked here that we have kept ap this trade constantly and regu-
larly since the year 1849, the number of trips made bein|i^ governed by the length
of the season and stage of water ; the ^preatest number of trips being in 1869, when
there was a good stage of water the entire seasou and no failure to make three trips
per week occurred.
Statement of amount
of freight carried in 1872 and 1873, and articles transported.
Year.
Grain
in bulk.
Grain
in sacks.
Flour.
Pork.
Lard.
Apples.
Hides.
Meat
in bulk.
Cooper-
age.
Live
stock.
Sun-
dries.
1878
1873
Btuheli.
139,650
128,330
Sackg.
175. 950
212.356
Barrett.
a6.400
15,686
Barreie.
8,595
4,846
Pkge.
3.115
2,087
Bwrrela.
•20,000
12,310
Pkgt.
1.686
4.254
Pieeet.
66,480
27,700
Pieeet.
3,377
4,706
Bead.
11,400
10,545
Pkg:
8,604
8.185
In 1872 was about the first of bulk-grain shipments in thi^ trade, and would have
been largely increased in 1873 had the stage of water permitted.
C. L. Rogers,
President Naples Packet Company,
APPENDIX K.
ANNUAL RBPOET OP COLONEL J. H. SIMPSON, CORPS OF
ENGINEERS, FOR THE FISCAL YEAR ENDING JUNE 30. 1874.
UNrrED States Engineer Office,
St. Louis, Mo,^ August 1, 1874.
General. : I have the honor to submit herewith my annaal report of
operations for the fiscal year ending June 30, 1874.
In addition to my daties in connection with the works of improve-
ment under my charge, I have been engaged during the year upon mis-
cellaneous work, as follows :
President of board of engineers convened by special orders No. 169,
War Department, Adjutant-General's Office, dated August 20, 1873, to
examine the construction of the St. Louis and Illinois bridge across
the Mississippi River at St. Louis. Original report submitted Sei)tem-
ber 11, 1873, and supplementary report January 31, 1874.
President of the board of engineers constituted by special orders
No. 4, paragraph 1, headquarters Corps of Engineers, Washington, D.
C, dated January 6, 1872, which assembled in. New York City on the
10th of December, 1873, in accordance with Special Orders No. 160,
headquarters Corps of Engineers, dated December 3, 1873, to consider
and report upon questions relating to the improvement of the harbor of
Mobile, Alabama. Report submitted December 12, 1873.
President of the board of engineers constituted by special orders
No. ^y headquarters Corps of Engineers, dated June 1, 1874, to con-
sider and report upon the plans submitted by the St. Clair and Carou-
324 REPORT OF THE CHIEF OP ENGINEERS.
delet Bridge Company for its proposed bridge across the Mississippi
Eiver at St. Loais. The meeting of this board, having been deferred,
has been fixed for the 3d of Angnst, 187i.
Yery respectfully, your obedient servant,
J. H. Simpson,
Colonel of UngineerSy U. iS, A.
Brig. Gen. A. A. Humphreys,
Chief of Engineers^ U. S. A.
K I.
IMPROVEMENT OF THE MISSISSIPPI RIVER BETWEEN THE MOUTHS OF
THE ILLINOIS AND OHIO RIVERS.
ALTON HARBOR.
This improvement consisted in the continuation of the construction
of the dam between the head of Ellis Island (opposite Alton) and the
Missouri shore ; the object being the concentration of the water of the
river in the main channel on the east side of the island, and thus the
erosion of the shoal in front of the city of Alton at its lower portion.
The work at this locality having been fully described in former re-
ports, it is unnecessary in this report to do more than to report the
work done during the fiscal year.
No further appropriation having been made for the year, the opera-
tions were confined to the expenditure of the balance of $3,021.82.
The work done was the raising the body of the dam to the height of
8 feet above low water. The work was begun September 20, the ma-
terials being purchased in open market, conditional upon delivery in
the dam. Favorable progress was made until October 21, when opera-
tions were necessarily closed, the means having become exhausted.
The dam was then at the proposed height of 8 feet above low water,
except for a distance of about 200 feet, which settled after being brought
to height. This settling was local, and must render the body of the dam
more compact, if confined to the body of the material ; and if due to scour
underneath the foundation, the settling can only bring the dam nearer
to a condition of stability. As no examination of the work has been
made since operations were suspended, no report as to its present con-
dition can be made, except that the break of the water over the dam is
continuous, which indicates a good condition. Exact information is
not obtainable until the water falls so as to bring the crest of the dam
in sight, which will not occur before the latter part of August.
The work done during the fiscal year was the placing —
1,609.04 cubic yards Btone, costiog $2,333 11
23 cords brash 56 00
Labor 421 75
EngiQeering aud contingencies 270 96
Total 3,081 82
The original estimate by the board of engineers for the construction
of the dam was $40,000. There was appropriated July 10, 1872, $25,000,
all of which has been expended.
By the terms of the act approved June 23, 1874, appropriating
$200,000 for continuing the improvement of the Mississippi River,
EEPORT OF THE CHIEF OF ENGINEERS. 325
between the mouths of the Ohio and Illinois Eivers, $15,000 of this
amount' are to be expended between the mouths of the Missouri and
Illinois Eivers, which will doubtless prove amply sufficient for the com-
pletion of the dam and its protection at the island. This makes up the
full amount of the estimate.
Financial statement
Amount in hands of officer and subject to his check $3,021 82
Amount appropriated by act approved June 23, 1874, to be expended be-
tween the Missouri and Illinois Rivers, from the appropriation of,
$200,060 for the improvement of the Mississippi River from the Ohio to
the Illinois Rivers 15,000 00
Amount expended during the fiscal year ending June 30, 1874 3, 021 82
Amount available July 1, 1874 15,000 00
NORTHERN HARBOR OF SAINT LOUIS.
Operations at this locality hare been in continuation of the work of
the preceding year. The contract awarded to Thomas M. Hackett. for
the work at Sawyer Bend, under the appropriation of March 3, 187^, at
the opening of bids on the 26th of June, 1873, an abstract of which is
contained in the Eeport of the Chief of Engineers for that fiscal year,
page 451, was duly entered into by him on the 16th of July, and closed
by payment of retained percentage on January 23, 1874.
Previously-existing contracts under appropriation of June 10, 1872,
having expired with the fiscal year, a reletting was authorized May 21,
1873, to cover the unexpended balance of that appropriation, and pro-
posals were opened on the 9th of July, in accordance with an adver-
tisement inviting the same, the contract being awarded to Messrs.
Martin Keary & Brothers, the lowest bidders. (See abstract of pro-
X)osals herewith.) They entered into contract on the 21st of the same
month, but after many promises and excuses on their part concerning
the commencement of work, I found it necessary, on the 6th of October,
to annul their contract in accordance with its terms; and, with the
approval of the Chief of Engineers, the work from the 27th of October
was carried on under this appropriation, both at Sawyer Bend and
Venice dikes, by the purchase of material in open market and the hire
of the necessary labor.
Work on Long Dike, at Venice, was delayed so long waiting for the
performance of the agreement of Martin Keary & Brothers, that a
great part of the working season was lost, whence the work is still in-
complete. The results are : the old dike is raised to 14 feet above low
water, and of the extension the foundation is all in ; the construction of
the dike well advanced, and the upper branch of the T built. It is ex-
pected that the extension of the dike will be finished by August 1, 1874,
leaving a residue of the appropriation unexpended.
The report of the board of engineers, dated April 13, 1872, included
the extension of two dikes between Long Dike and Bischoli''s Dike,
which may ultimately be necessary ; but I judge it best to delay the
prosecution of additional works at this locality, since, in the interest of
economy, it is well to allow the effects of the raising and extension of
Long Dike to develop before extending the others, and if any consider-
able deposit results in the space between Bischoff's and Long dikes,
the intermediate dikes will be much less expensive than now. To ex-
tend the dikes as proposed, would now cost $100,000.
326 REPORT OF THE CHIEF OF ENGINEERS.
Mr. Hackett commenced work at Sawyer Bend, ander his contract,
August 21, or as soon as it was practicable to do so on account of the
high stage of water prior to that date. The result of the season's opera-
tions under his contract, combined with the work done by purchase or
material and hired labor, is 2,520 feet of longitudinal dike, which being
added to that previously built by the United States and that under-
taken by the board of water commissioners of the city or St. Louis,
makes 5,445 feet of the two miles recommended by the board of United
States engineers in their report of April 13, 1872.
It is now proposed to devote to the continuation of the work at
Sawyer Bend whatever balance of the appropriation of 1872 may remain
available after the completion of Long Dike at Venice.
The work at Sawyer Bend during the fiscal year ending June 30, 1875,
may with advantage be restricted to the continuation of the protection
for a distance of 600 feet. That distance, if the curve be icon tinned,
will reach a salient point, which would have to be dredged away this
year, but if not touched would be removed b^ the current by another
season. I propose to draw from the appropriation of 1874 sufficient to
complete this distance if the balance of the appropriation of 1872 is in-
sufficient.
There will remain, besides this 600 feet, a distance of 4,515 feet to be
protected, to carry out the recommendation of the board of engineers,
which will require $84,535.52, all of which can be profitably used the
coming fiscal year, 1875-1876.
The board of engineers, in their report of April 13, 1872,
estimated the cost of protection of Sawyer Bend at. . . $142, 211 62
And for the extension of the Venice Dikes 197, 323 90
«
Making a total for the locality now designated as Northern
Harbor of St. Louis 339, 535 52
There has been allotted to these works for use up to June
30, 1875 , 155, 000 00
Balance to be apxiropriated 184, 535 62
This sum is judged to be sufficient to complete the works recom-
mended.
For further details of the work in the northern harbor of St. Louis,
I refer to the report of Assistant Engineer D. M. Ourrie, and accom-
panying tracings herewith.
HORSETAIL BAB.
The work at this locality, being the first nndertaken with a view to
the improvement of the navigation as a principal object, a detailed de-
scription of the plan and the eflects designed is given.
Horsetail Bar has always been one of the worst obstructions to navi-
gation at low water below St. Louis. The river then flows over the
bar in a broad, shallow sheet, with but little more depth in the channel
than elsewhere over the bar. The channel generally trends from the
Vulcan Iron- Works landing toward the Illinois shore, thence, returning
to the Missouri shore a short distance above Jefferson Barracks, follow-
ing this shore until the foot of Carroll's Island is reached, when it bears
again toward the Illinois shore. The bar is mostly composed of sand
and gravel, the latter, with some rock, obtaining on the Missouri side,
while the former constitutes the bed of the river on the Illinois side.
The formation of the Illinois bank is light alluvion, while the Missouri
EEPORT OF THE CHIEF OF ENGINEERS. 327
Bide is a rocky bluff from the Des Peres to the Meramec, excepting a
comparatively small area of allovion at the mouth of the Des Peres.
This latter area^ however, is underlaid by limestone rock^ which crops
out in one or two places at the low- water line.
The bar is subject to change in size and position, varying with differ-
ent years, although it is always an obstruction to navigation, at low
water. In the consideration of a plan for the improvement, the entire
stretch of river from the lower portion of Oarondelet to the foot of Gar-
roll's Island was included.
Obviously, in order to secure the required depth of channel atlow water,
a contraction of the width of the stream, by means of jetties, dams, &c.,
must be resorted to, and the amount of contraction should be sufficient
to secure the object in view, and yet not so great as to impede the free
discharge of floods. The exact amount of contraction will have to be
determined by observation as the work progresses, and on this account
it seemed better to limit the lengths of the jetties at first, and push them
out from time to time as experience may show to be necessary, rather
than to construct them of such lengths at the outset that future neces-
sities may call for their curtailment. The minimum width of the low-
water channel between Bloody Island and St. Louis is about 1,500
feet, and it now seems likely that this width will have to be eventually
adopted wherever the necessities of navigation and commerce demand
deep water all the way across. If, however, both banks of the river
are to be leveed and brought to this distance from each other, the slopes
of the levees will be matters of the first importance, in order that suffi-
cient cross-sectional area may be secured for the flood discharges. The
projection of any shore-line on the right bank below the river Des Peres
must be governed greatly by the proposed wharf-line of Garondelet,
and the necessity of keeping open the landing at Jefferson Barracks.
A line meeting the conditions thus imposed was adopted, departing by
easy cnrvature from the proposed wharf-line of the city of St. Louis,
where it ends at the river Des Peres, and falling into the natural cur-
Tatnre of the rocky shore about one-half mile above the barracks land-
ing. The river will have to be held to this line by means of jetties on
the Illinois side of the river, and further held along the Missouri bluff
until the foot of Carroll's Island is passed by closing the slough behind
the latter, if a tendency to re-open should be developed. At present it
is closed at low stages by a sand-bar. The channel will probably regu-
late its length by erosion below the island.
The first work will be limited to giving the low-water channel a width
of 2,400 feet, and watching the effects, instead of bringing it at the out-
set to the width stated by the board of engineers of February, 1872, as
that which may ultimately be demanded for the harbor of St. Louis
when extended over this locality, viz, 1,200 feet to 1,500 feet, and for
the reason that no present necessity exists calling for deep water all
the way across.
The jetties, as originally proposed, were numbered from 1 to 5, inclu-
sive. No. 1, on the Missouri side, 1,300 feet in length, the outer end of
which defines the shore- line on that side. Jetty No. 2, ou the Illinois
side, may possibly not be needed, but of this more can be told as the
work progresses. Jetty No. 3 is to be 1,600 feet in length, and is to
serve the double purpose of contraction and shore-defense, and also, in
connection with jetty No. 4, which is to be 2,600 feet in length, to
force the water against the Jefferson Barracks front* The dam (No. 5)
for closing the slough behind Carroll's Island would be 2,000 feet in
length, and may be required to secure the maintenance of the low-water
328 REPORT OF THE CHIEF OF ENGINEERS.
chaDnel to the right of the island ; jetties and dam to be raised to a
height of about 8 feet above low water, which exj^erience shows to be a
favorable height for inflaencing the low-water channel without interfer-
ing with the discharge in times of high water. It is poissible that short
jetties may be required between jetties 2 and 3 and 4, the approximate
lengths of which are respectively 300 feet and 600 feet 5 but as their
necessity would arise solely from the insufficiency of the larger jetties to
protect the shore properly, a fact which can only become apparent from
the effects of the work, their construction is not now contemplated. The
same remark may also be made in reejard to revetting the head of Car-
roll's Island, which may eventually become a necessity.
The estimated cost of the works proposed was :
Jetty No. 1, 1,300 feet, at 818 $23,400
JettyNo. 3, l,600feet,at$l8 28,800
Jetty No. 4, 2,600 feet, at $18 - 46,800
Dam No. 6, 2,000 feet, at $18 \ 36,000
135, 000
Contingencies, add 10 per cent 13, 500
148, 500
Operations were commenced on the 15th of August, or as soon as the
high water would permit, under a contract with the lowest bidder, Mr.
Thomas M. Hackett, authorized by your letter of July 3, 1873. (For
abstract of bids, see Report of Chief of Engineers, 1873, pages 451, 452.)
The work was carried on by the contractor, Mr. Hackett, until the 6th
of October, when, he proving incompetent to go on with the work satis-
factorily to the Government and agreeably to the terms of his contract,
the same Was annulled under the authority of the Chief of Engineers,
dated September 20 and 29, 1873, and the work prosecuted by the pur-
chase of material in open market and the hire of the necessary labor.
Authority also having been obtained from the War Department, the
stone was quarried from the Government tract at JeflFerson Barracks.
The plan of the dikes in general is the same as that illustrated in last
year's report on the dam or dike for closing Alton Slough, (see Report of
Chief of Engineers, 1873, page 442,) and like that for Venice Dike, (see
sketches annexed to report of Assistant Civil Engineer D. M. Currie,
herewith,) namely, a riprap of stone built 8 feet above low water, and
superposed on a foundation or platform of brush from 2 to 5 feet in
thickness, and of varying width to snil the height of the dike, held in
place by piles until loaded ; an apron of brush about 2 feet thick, also
held in position by piles and stone, having been previously laid below
and alongside the dike, though not connected with it, to prevent the
dike from being undermined by the fall of the water over it. The banks
at the Illinois shore, which is of an alluvial character, were protected
from wash around the ends of the dikes by a small dike 250 feet long
built parallel to the shore and at the foot of the bank ; and, further, by
a spur-dike being built from each end of the dike back and over the
bank for a distance of about 100 feet. In addition to this, the main dike
itself was carried back over the bank not less than 200 feet.
The main dikes at top have been left 6 feet wide, and the stone, when
thrown in, was allowed to take its natural slope.
The work during the year, the details of which will be found in the
report of Assistant Engineer Charles S. True, herewith, may be summed
up as follows :
Dike No. 1, extending from the Missouri shore 1,171 feet, and 8 feet
high above the low water of 1863, completed.
REPORT OF THE CHIEF OF ENGINEERS. 329
Bike 'So. 3, extending from the Illinois shore 1,408 feet, and 8 feet
high above low water, nearly completed.
Dike Ko. 4, extending from the Illinois shore 1,126 feet, mainly com-
pleted.
The dikes in progress will be completed during the present season,
and when their influence is developed at low water, it is probable that
another dike will be located and commenced to extend and secure the
results obtained. •
NEW WORKS PROPdSED.
Improvements at other points are contemplated during the present
fiscal year to the extent of the means available, selecting the localities
where the obstructions to navigation are most formidable. Following
the general principle that the first step in the improvement at any
locality is the collection into a single channel of the whole low-water
discharge of the river, the work for this season will chiefly be confined
at new points to the closing of island chutes. In my report for last year
(page 450, Report of Chief of Engineers, 1873) I suggested that it would
be advisable, on the score of economy, that the United States should
own the principal working appliances which must be used. Experience
of the past year has demonstrated this course to be a necessity to the
eflficient conduct of the work.
Having been compelled to purchase for use on the work a tow-boat,
several barges, three pile-drivers, and the tools required in quarrying
stone and handling material, it is the intention to use this equipment
during the present year, and to make such addition thereto as may be
required for the efficient prosecution of the work. The act approved
June 23, 1874, providing only $185,000 applicable to the improvement
of the river from the Missouri to the Ohio, the number of new points
where work can be undertaken this year will be limited to two, namely,
Turkey and Devil's Islands. These places are now the worst obstruc-
tions between St. Louis and Cairo. The present appropriation, it is
hoped, will secure as decided an improvement at these points as has
been gained at Horsetail Bar, where, though the works already pro-
jected are incomplete and others are yet to be located, the depth of
water in the channel is considerably greater than was found at the same
stage of water last year.
SURVEYS AND TRIANGULATION.
At the beginning of the fiscal year a party was in the field, in charge
of Assistant Engineer I. D. McKown, and had carried the triangulation
about thirty miles below St. Louis. The work continued until the
latter part of October, when the triangulation was suspended for the
season, and the party directed to make special surveys at Devil's, Lib-
erty, and Turkey Islands, Horsetail Bar, and Twin Hollows. These
special surveys were completed November 30, 1873, when the party was
withdrawn from the field and the survey-boat Arkansas laid up.
The assistants were occupied during the winter in completing and
making a projection of the triangulation, giving as the present result a
skeleton map filled in with sketched topography, except where the
special surveys afforded the detail.
The party was re-organized on the 1st of May, 1874, and at the close
of the fiscal year had arrived withia seven miles of the mouth of the
Ohio.
A special survey was made during May and June, 1874, to determine
330 REPORT OF THE CHIEF OF ENGINEERS.
the facts, and to correctly connect the present and proposed wharf-line
of the city of St. Loais with our surveys. Questions of considerable
moment to the general interests of navigation and the exercise of the
right of conservancy may be required on the part of the United States.
The surveys are complete, and are being plotted in the office. It is
deemed advisable to defer the discussion of the subject until the water
affords an opportunity to make additional observations.
The surveys ordered during the present season, und^ir the allotment
of $10,000 from the appropriation, approved June 23, 1874, for surveys
and estimates for the improvements recommended by the Senate Com-
mittee on Transportation-Routes to the Seaboard, will be of the char-
acter of detailed examin^^^tion of points where gobstructions to navi-
gation are known to exist.
The necessity for a triangulation of the valley proper of the river was
shown in the report of 1873. I would respectfully renew the recora-
mendation of the appropriation of $50,000 for this purpose.
Estimates of the cost of completing the improvement of the Mississippi
River between the Illinois and Ohio rivers cannot be given. The sur-
veys of the present season will enable me to submit estimates of the cost
of removing present obstructions to navigation, but such estimates can-
not be expected to cover all that will be required to complete the im-
provement of a river subject to so many changes as is the Mississippi.
The detailed surveys made during the past season enable me to ap-
proximately estimate the cost of works now required at several of the
worst places on the river. To improve the navigation at the points
where improvement is most urgently demanded, and to carry on the
works heretofore undertaken, will require, for the fiscal year 1875 and
1876, the sum of $600,000, the appropriation of which sum is recom-
mended for the improvement of the Mississippi River between the
mouths of the Illinois and Ohio Rivers, the distribution of the sum to
be at the discretion of the Chief of Engineers.
I am indebted to Hon. John F. Long, surveyor of customs of the port
of St. Louis, for certain statistics given in his letter of the 28th of July,
1874, accompanying and forming a part of this report.
Referring to the letter of Mr. Long, I would call attention to the in-
crease of tonnage as conclusive refutation of the oft-repeated assertion
that the tonnage on the Mississippi is diminishing, the total increase
being 39.7 per cent, of the tonnage of 1870. The steamboat tonnage
having increased from 71,489 in 1870 to 76,829 in 1874, or 7.4 per cent.^
and the barge tonnage during the same period increased from 25,634 to
58,860, or 129.6 per cent., shows that while stiCamboat tonnage is in-
creasing, the growth of tiie barge interest is in a much greater ratio.
The demand for cheap transportation is doubtless the cause of the ratio
being so greatly in favor of barges ^ but the improvement of the navi-
gation by the removal of dangerous obstructions during the last six
years or more, has furnished the opportunity for the change, by render-
ing barge navigation safe.
The works now in progress and contemplated in the portion of the
river under my charge will still further facilitate the cheapened trans-
portation by removing the occasion of delays. Removing the causes of
danger and delay, the result will be a safe and expeditious transporta-
tion, which is synonymous with cheap transportation.
It is impossible to state in detail what amount of commerce and navi-
gation would be benefited by the completion of the above improvements.
Suffice it to say that the whole Mississippi Valley would be greatly bene-
fited thereby.
REPORT OP THE CHIEF OF ENGINEERS. 331
Finuncial statement
Balance in Treasury of United States Jaly 1, 1873 :
On account of appropriation for improvement of Mississippi
River from the Missouri to the Meramec, Approved June
10, 1872 142,000 00
On account of appropriation for improvement of Mississippi
River from the Missouri to the Ohio, approved March 3,
1873 197.000 00
$239, 000 00
On account of appropriation for improvement of Mississippi
River from the Missouri to the Meramec, approved June
10,1872 15,981 33
On account of appropriation for improvement of Mississippi
River from the Missouri to the Ohio, approved March 3,
1873 1,550 00
17,531 33
Amount appropriated for improvement of Mississippi River
from the Ohio to the Illinois, hy the act approved June 23,
1874, $200,000, less $15,000, to be expended between the Mis-
souri and Illinois 185,000 00
Amount allotted from appropriation, approved June 23, 1874,
for surveys and estimates for the improvements recom-
mended by the Senate Committee on Transportation-Routes
to the Seaboard, &c., to be expended in the survey of that
portion of the Mississippi route lyin^ between the month of
the Illinois River and the month of the Ohio River 10, 000 00
195, 000 OO
Amount expended during the fiscal year ending June 30, 1874 :
On account of appropriation for improvement of Mississippi
River from the Missouri to the Meramec, approved June 10,
1872 $40,360 09
On account of appropriation for improvement of Mississippi
River from the Missouri to the Ohio, approved March 3,
1873 174,987 53
215, 347 62
Amount available July 1, 1874 :
On account of appropriation for improvement of Mississippi
River from the Missouri to the Meramec, approved June
10,1872 17,621 24
On account of appropriation for improvement of Mississippi
River from the Missouri to the Ohio, approved March 3,
1873 23,562 47
On account of appropriation for improvement of Mississippi
River from the Ohio to the Illinois, approved June 23, 1874.
$200,000, less $15,000, to be expended between the Missouri
andlUinois 195,000 00
On account of allotment from appropriation, approved June
23, 1874, for surveys and estimates for the improvements
. recommended by the Senate Committee on Transportation-
Routes to the Seaboard, &c., to be expended in the survey
of that portion of the Mississippi route lying between the
mouth of the Illinois River and the mouth of the Ohio
River 10,000 00
236, 183 71
Amount required for the fiscal year ending June 30, 1876, for
Improvement of the Mississippi River between the months
of the Illinois and Ohio Rivers 600,000 00
For triangnlation of the valley of the Mississippi River be-
tween the mouths of the Illinois and Ohio Rivers 50, 000 00
Seport of Mr. D. M. Carrie, Asaiatant Engineer,
St. Lotns, Mo., July 15, 1874.
Sir: I have the honor respectfully to submit the following report of progress made
upon works for the improvement of the Mississippi River at Sawyer and Venice Bends
during the fiscal year ending June 30, 1874 :
The contract that was awarded to Thomas M. Haokett at the opening of bids in this
332 REPORT OF THE CHIEF OF ENGINEERS.
office on the 26th day of June, 1873, and of which the ahstract was published in the
report of the Chief of Engineers for that fiscal year, page 451, for the continuation of
the work for improving the Mississippi River at Sawyer Bend under the allotment
made for that purpose from the appropriation by act of Congress approved March 3,
1873, was duly entered into by him on the 16th of July following.
Surveys were made of that part of Sawyer Bend lying between the upper end of the
works constructed last year and the mouth of the Gingrass Creek in the latter part of
July and first part of August, to determine what, if any, changes were necessary to be
made in the location of tne works or details of the plans. The only change that was
mftde was a slight revision of the location of the longitudinal retaining dike, to make it
conform as nearly as possible to the contour of the river-bank, upon which the river
had encroached about 30 feet since the surveys were made in August, 1872.
The plan followed in constructing the protecting works was the same as adopted in
the construction of similar works at that point during the year ending June 30, 1873,
namely, to build a longitudinal retaining dike parallel with the direction that it was
intended to give to the bank below mean low-wat-er, and connect this dike with the
top of the bank by cross-dikes, built at such intervals as would protect the interven-
ing bank against erosion.
The interval between the dikes that have been built is 120 feet, and, so far as can be
seen at this time, they furnish all the protection desired, but if the same system of
protection is continued on the remainder of Sawyer Bend, it will become necessary
to determine anew the spaces that will be protected by the cross-dikes, because the
current impinges against that part of the bank more directly. They vary directly as
the product or the length of the dike into the natural cosine of the angle included
between the axis of the impinging current and the bank.
To illustrate, let u == the space protected, x = the length of the cross-dike, y = the
natural cosine of the angle included between the axis of the impinging current and the
bank, and c = a constant whose value is equal to the space protected per unit of dike
when the axis of the current is parallel to the bank.
Then n = c x y. If we make y = 1, the axis of the current becomes parallel to the
bank, and the space protected varies as x. If we make y = 0, the expression c x y
reduces to 0, which shows that when the axis of the current is perpendicular to the
bank the spaces between the cross-dikes reduces to 0, and that the system of protection
becomes a continuous revetment.
The formula u = c x y furnishes an easy method of determining the space that
cross-dikes will protect when the value of c is known.
Mr. Thomas M. Hackett commenced work under his contract on the 21st of August,
which was as early as was practicable to do so, on account of the high stage of water
that prevailed prior to that date. Even then the water was too high for the dredge
to open the trench deep enough for the reception of brush in the foundation of tne
longitudinal dike, which, according to the plan adopted, was necessary to be done
before the construction of the dikes could be commenced ; therefore, Phis operations
were necessarily confined to removing a salient point of the bank that projected across
the line of the longitudinal dike, near the upper end of the works constructed during
the preceding year, while the water remained too high for the dredge to reach the
bottom of the trench. It was evident that to enable one dredge to open sufficient
length of trench during the season it would have to be pushed to its utmost capacity,
and the contractor was permitted to run it night and day. It was unsafe to work all
night, however, under a caving bank, and he was able to make only about 16 hours of
actual work per day. The dredge with which he commenced workj^ the Sam Vansant,
was hired from H. S. Brown, and completed its term of service on the 6th of September,
and from that time to the I6th, when he purchased one, no work was done.
The water reached a stage sufficiently low to render it practicable to commence con-
structing dikes on the I8th of September, but the contractor was not ready to commence
delivering brush and stone in the work until the 3d of October, and then not in such
quantities as was desired or that would indicate that he would be able to accomplish
any considerable amount of work before the approaching winter would close all our
operations on the river for 'the season;
He was at that time dividing his time and means between this work and that at
Horsetail Bar, and was thus trying to carry more work than his means justified.
About that time, however, you relieved him from further responsibility of the work at
Horsetail Bar, which enabled bim to concentrate all of his means and energies here,
and told beneficially upon the progress that he made with this work after the 15th of
October.
The United States furnished him a pile-driver for the work done during October, one
driver being used at both Sawyer and Venice Bends, but after that he was required to
furnish one to work under his contract, because one driver could not drive piles fast
enough to keep the work moving without interruption at both places.
The progress that was made with the work in the latter part of the season exceeded
our most sanguine expectations. This was due more to the unusually fine weather for
REPORT OF THE CHIEF OP ENGINEERS.
333
working that preyailed in the latter part of November and first of December than to
any special effort on the part of the contractor, who, though probably doing the best
that he could under the circumstances, was so cramped in his movements for want of
means that he could not prosecute the work with any great vigor, and frequently the
dredge had to stop working because he was not able to furnish the materials necessary
to follow up the opening oi the trench with the construction of the longitudinal dike.
The dredge was discharged on the 28th of November, and the last brush of the sea-
son placed and sunk on the 1st of December. The contractor continued delivering
stone and constructing the longitudinal and cross dikes until the 15th of December,
when the river rose to 15.5 feet above low -water and submerc'ed his quarry. Before it
fell again sufficiently for him to resume work, the navigation l>ecame so hazardous that
it was found necessarv to suspend for the season. Soon afterward he was paid the re-
tained percenta^ and other dues on account of his contract, and relieved from its fur-
ther responsibility. The result of the season's operations is : 2,520 feet of longitudinal
dike built, as shown on accompanying map, (A B,) which, being added to that built
during the preceding year, and that undertaken by the board of water-commissioners
of the city of St. Louis, makes 5,445 feet of the two miles recommended by the board of
engineer officers.
The following statement shows the cost of labor and materials used in constructing
2,520 feet of longitudinal dike :
Items and quantities.
1,837^ honrs of actual work of dredge and crew
6,498 linear feet uf pile-timber j
1S4 piles driven 6 leet, (driver furnished by United States)
18^ linear feet of piles driven in excess of 6 feet, (driver fumished by United
States.)
190 piles driven 6 feet, (driver famished by contractor) '.
6 linear feet of piles driven in excess of 6 feet, (driver famished by contractor). ..
8,510.99 rabic yards of stone as wet riprap
44S. 73 cubic yards of stone as dry riprap
15.9 cable yards of earth, (dry excavation)
3,4*42.36 cords of loose brush, second grade
86 hoars' labor of men trimming bank preparatory to dredging
Total amonnt
Contract
price.
Amonnts.
$9 00
6
S 00
80
00
30
40
50
20
40^
S5
111, 135 S5
389 88
248 00
37 10
480 00
1 80
11, 915 39
668 59
3 18
8,741 66
SI 50
33,643 35
Bids were received and opened in this office on the 9th of July for furnishing and de-
livering materials, and doing all the work required for the improvement of the Mis-
sissippi Biver at Sawyer and Venice Bends under the nnexpeuded balance of the appro-
S nation for the improvement of the Mississippi River between the Missouri and the
Eeramec, made by act of Congress approved June 10, 1872, and the contract was
awarded to Messrs. Martin Keary & Bros., they being the lowest bidders. They en-
tered into contract on the 2lst of the same month. No work was done under that
contract, however, although it was in force until the 6th of October, when you found
it necessary to annul it for non-fulfillment of its terms on the part of the contractors;
after which the work at Sawyei* and Venice Bends under that appropriation was car-
ried on by hiring labor and purchasing materials in open market.
SAWYER BEKD.
The work was commenced at Sawyer Bend on the 27th of October, and continued,
with slight interruptions, until the close of the year, and, consisted in completing and
repairing the work done during the year ending June .30, 1873, and in building cross-
dikes for the protection of the bank, stone for which was obtained from quarries on
the river, and transported on barges while navigation remained open, but after its close
it was obtained from a quarry on Broadway in this city, and hauled on wagons to the
work.
The results of the operations during the year are :
The works left unfinished at the close of the preceding year were completed ; those
that were damaged by high-water were repaired ; and 21 cross-dikes were built for
the protection of 2,520 linear feet of bank, shown on the liccompanying map between
the points marked A and B.
Protection by cross-dikes instead of by continuous revetment, was adopted on ac-
count of the satisfactory results obtained when they were tried as a temporary expe-
dient, and has stood the test of two high-water seasons, proving itself a sufficient
protection at a less cost.
The amount of money expended for labor and materiills used in the construction of
334
EEPOET OP THE CHIEF OF ENGINEERS.
21 cross-dikes, and the repairs and the completion of works, is shown in the following
statement :
Items and qaantities.
3; 581.17 onbio yards of stone as dry riprap.
3, 875.22 onbic yards of stone as wet riprap
SM)3.37 onbio yards of spalls
8,'194i honrs^ labor of men
Total
Price.
|1 39
1 S7
1 33|
2Si
Amonnt.
14.977 82
4,921 5S
271 16
478 01
10. 048 51
YEKICB BEND.
The work at Venice Bend was raising and extending Long Dike, and was in con-
tinuation of that commenced there during the fiscal year ending Jane 30, 1873.
Peculiar interest attaches to the extension of that dike, on account of the difficulties
which had to he overcome in its construction. I therefore submit with this report
diagrams showing the plan of its construction in detail. This plan is slightly modi-
fied from that onginally intended, in this, that whereas the original coutemplated
having the cross-dike or T extended below as well as above uie main dike, the
upper hranch only has been built ; and as there is no scour below now, it is hoped that
it will not be necessary to build that branch. Of this, however, nothing very definite
can be said until after a low-water season shall have passed. If no scour exists, then a
great saving will have been made in the cost of the dike by leaving off the lower
branch of the T, and if scour sets in we will have only to build it as originally con-
templated, and with no more difficulties or expense than would attend its construction
now.
The work was commenced on the 14th of October and pushed as rapidly as materials
could be procured, and the necessary labor performed with the means at hand, until
the 15th of December, when the high water rendered it impracticable to work ; and be-
fore the flood passed the navigation became so hazardous that we had to suspend op-
erations, not, however, until we had Completed the foundation of the extension, includ-
ing the upper branch of the T.
The work was resumed on the 10th of April, but, on account of the tempestuous
weather and high water, very little progress was made uutil after the 1st of May, when,
the weather and stage of water being ravorable, the work wa sposhed and good prog-
ress made until the lOth of June, when the high- water and consequent strong current
caused a suspension until the 26th, when it was resumed.
The results are : The old dike is raised to 14 feet above low- water, and of the exten-
sion the foundation is all in, the construction of the dike well advanced, and the upper
branch of the T built.
The following statement shows the expenditures made for labor and materials used
in raising and extending Long Dike during the year :
Items and qnantities.
12.557 linear feet of pile-timber
1,660.65 oordsOf loose brush, second grade
3,155 cubic yards of stone as wet riprap i
6,112.39 cubic yards of stone as dry riprap
4, 202.5 linear feet of piles driven
15.5honrs' labor of men
164 JS hours' labor of men
Total
Price.
•0 06
2 10
1 27
1 39
25
22
22|
Amonnl
1753 42
3,487 36
4,006 85
8,496 22
1.050 63
3 41
37 01
17,834 90
Accompanying this report are two tracings, one a map of part of St. Louis Har-
bor, showing location of the works referrea to at Sawyer and Venice Bends, scale
Tir^^Tf; the other, plan and sections of the extension of Long Dike, Venice Bend
showing details of construction ; scale of plan showing entire dike, j^ifj ; scale of
detail plan and sections, t^.
Very respectfully, your obedient servant,
D. M. Currie,
A98Ukint Engineer,
Col. J. H. Simpson,
Carps of Engineers, U. S, A,
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336 REPORT OF THE CHIEF OF ENGINEERS.
Report of Mr, Charles S, IVue, Assistant Engineer,
St. Louis, Mo., July 14, 1874.
Sir : I submit to you the following report of work done under uiy supervision
during the iiscal year ending June 30, 1874, for the improvement of the steamboat
channel of the Mississippi River, at Horsetail Bar, which work was placed in my charge
July 18, 1873.
On the 22d of July, 1873, the day your plan for the year's work was approved, the
river was too high for work to be done advantageously, but about that time the water
commenced falling rapidl3^
A reconnaissance of that part of the river, including Horsetail Bar, made on the 11th
and 12th of August, by Maj. C. J. Allen, Mr. R. £. McMath, and myself, showed that the
water of the> river at that time was too much diffused over the broad sandy bottom to
mark out for itself any well-deiined low- water channel. The water divided into three
principal parts just below the southern limit of St. Louis, one portion following the Mis-
souri shore into the bend below the month of the river Des Peres, a larger part crossing
the gravel head of Horsetail Bar in a broa<l sheet too shallow for steamboat navigation,
then flowing in a deep channel near the Illinois shore to the head of Carroll's Island,
where it divided into two parts, one to go down the chute to the east of the island, and
the other to again join the main river below Jefferson Barracks, while the main and
only navigable part of the river passed between the high sand of Horsetail Bar and
the rocky Missouri shore on which Jefferson Barracks stands.
The river had fallen to 12 feet above the low-water of 1863 on the 12th of August,
and material could be profitably used in the construction of the proposed dikes. The
contractor, Mr. Hackett, was therefore ordered to begin work immediately, and on the
15th of August he commenced operations. The first rock was put into dike No. 1 on
the 19th of August, and dike No. 4 was beg^nn September 5.
Three pile-dnvers, built for work on the improvement of the Mississippi River, were
turned over to the contractor at Horsetail Bar August 22, and on the 8th of September
pile-driving at dike No. 1 was commenced. Three hundred feet of the western or Mis-
souri end of this dike is founded on solid rock, while all the outer portion rests on
sand. The part founded on rock was built in a narrow ridge raised 8 feet above low-
water, the top finished 5 feet wide, and the sides sloped at an angle of about 45^. On
the sand foundation, where piles could be driven, an apron of green brush, 2 feet thick
and 25 to 30 feet wide, was laid just below the dike, to prevent the overflow of water
from undermining it. To hold this brush in the current and admit of its being sunk in
its proper place two rows of piles were driven, 10 feet apart, and with the piles 7 feet
apart in the rows ; the brush was then placed on top of the water, interlaced among
the piles, and loaded with rock till it sunk to the bottom, and enough additional rock
was pat on to hold it in place. A heavier mat of brush was put in as a foundation for
the main part of the dike, and held in place by one row of piles. Rock was put on
this foundation till the dike was raised 8 feet above the low-water line of 1863, and fin-
ished 5 feet wide on top.
At the outer or channel end of dike No. 1 a cross-dike or T-head, 75 feet wide and
210 feet long, was built on a foundation of brush. To lay this foundation, piling was
driven in rows across the T-head, beginning at the down-stream end, and the brush
was put in in sections. This part of the work was done in a strong current of water
irom 12 to 20 feet deep, and the brush was put in and sunk in thin layers, as the piling
would not stand against the pressure of a large body of brush.
During the month of September the weather was fine and the stage of water the
best that could be had for success^il work on the dikes. Everything that could be
done by the officers of the Government in charge to hasten the work was done, yet the
progress made was not as great as was desirable. Before the foundation of the T-head
was in, or that of the main stem of dike No. 1 finished, it became evident that the con-
tractor could not carry out his contract, and that sooner or later he must suspend work
entirely. Foreseeing this, you had asked for authority to annul the contract and to
continue the work by purchasing material and labor in open market, if it should be-
come necessary to do so. At the close of September it was decided to annul the con-
tract, but Mr. Hackett was allowed to continue work till the 6th of October and until
arrangements could be perfected for continuing the work by the hire of labor and pur-
chase of material in open market.
By application through the Chief of Engineers authority of the Secretary of War to
quarry rock for the work on the Government reservation at Jefferson Barracks was
granted October 2, 1873. On the 7th of October a steam tow-boat was chartered, with
the privilege of purchasing her, and two barges were bought and six hired, to transport
brush and stone ; and on the 8th work was resumed by the Unite<l States on the main
stem and T-head of dike No. 1 and on the shore ends of dikes No. 3 and No. 4.
The eastern ends of dikes No. 3 and No. 4 were built on a steep bank of alluvion, and
the bodies of the dikes were founded on sand. To prevent the water washing around
the shore ends, a small dike 250 feet long was built parallel to the shore at the foot of
the bank, and three 8i>ur-dikes were built from this over the top of the bank.
REPORT OF THE CHIEF OF ENGINEERS. 337
The main parts of dikes No. 3 and No. 4 were carried ont in line with the central
Bpnr-dikes, and were bnilt with aprons and foundations of brush similar to dike No. 1.
As necessity for more barges arose, two were hired and four bon^ht for the work,
and on the Ist of December the steamer Anita, which had been chartered for a tow-
boat, was bonght by the Government.
In the latter part of November the outer end of dike No. 3 reached the deepest part
of the eastern channel, where the water was 25 feet deep and the current quite strong.
The work of putting in piling and brush there was slow, and it was decided to con-
tinue the dike of rock only. An apron of small stone, some two feet thick and extend-
ing 70 feet below the line, was first laid, and the dike raised by putting in rock on line
and letting it find its own slope.
A rapid rise in the river began December 10, and on the 13th the water was so high
ae to stop all work. The chartered barges were returned to their owners and the Gov-
ernment boats and bargee all laid up in a safe winter-harbor.
The work done dnring the season of 1873 was : Dike No. 1, completed. Of this dike
416 feet was built wholly of rock and 755 feet was built with a brush foundation.
Dike No. 3 had its shore end built of rock, 400 feet of the main dike finished on a
brush foundation, and a foundation of small rock carried out 250 feet further. Dike
No. 4 had shore end built of rock, 525 feet of brush apron, and foundation put in, and
the dike on it nearly completed.
During the winter some work was done on the steamer Anita, and barges No. 1, No.
3, No. 4, and No. 5 were docked and recaulked. The river remained open all wiuter
Work at the quarry was commenced again the 7th of April. The foundation of dike
No. 3 was extended to the sand-bar, of rock only, and the dike has since been raised to
nearly its full height. Work on dike No. 4 was begun May 20, and a rock apron was
built out 400 feet. The stage of water during the spring and thus far dnriug the sum-
mer has been uncommonly low for the time of year, and favorable for work in the
river.
The condition of the dikes June 30, 1874, was : No. 1, completed ; and it stopped the
lower currents from following the Missouri shore, and thus concentrate<l the water in
the main channel. Dike No. 3 joined the main Illinois shore and the sand-bar, and had
assumed the nature of a dam. It was not raised to its full heitrht, but it had the
effect of stopping a large part of the water that otherwise would have gone down the
chute and forcing it back into the main channel. Dike No. 4 had not been extended
far enough to have any action on the main channel, and acted only as an auxiliary to
No. 3 in stopping the channel next the Illinois shore.
The lengths of dikes built and the total amount of material put into them during
the year are :
Dike No. 1, 416 feet, of rock only, and 755 feet of rock on brush foundation, using
1,755.25 cords brush, 11,149 linear feet of pile-timber, 12,323.78 cubic yards rock for
riprap.
Dike No. 3, shore-end 208 feet, built of rock, 400 feet of main dike of rock on brush
foundation, and 800 feet partly built of rock only, using on the dike 371.80 cords brush,
7,053 linear feet pile-timber, 16,983.35 cubic yards rock for riprap.
Dike No. 4, shore-end 201 feet long, of rock, 525 feet of main dike nearlv completed,
of lock on a foundation of brush, and 400 feet of rock foundatiou put in for extension
of dike, using 792.26 cords brush, 8,064 linear feet pile-timber, 10,278.68 cubic yards
rock for rip-rap.
I have tne honor to be, most respectfully, your obedient servant,
Cu.vKLK» S. True,
A''8i8tant Engineer.
Col. J. H. SrMPSON,
Corps of EngineerSj V. 8, A,
Commercial statistics,
CU8T0M-H0U8E, ST. L0UI8, Mo.,
Surveyor's Office^ July 28, 1874.
Sir: Respectfiilly acknowledging receipt of your oommunication of 24th instant,
I would reply to its inquiries as follows :
1. St. Louis is a port in the collection-district of New Orleans, though entirely in-
dependent of that port.
2. The revenue collected through this office for the year ending Jane 30, 1874, was
$1,434,224.75, from the following sources :
Import duties " $1,407,910 33
Steam- vessel inspections 15,471 dji
Hospital fees from seamen 10,842 80
22 £
338 REPORT OF THE CHIEF OF ENGINEERS.
The tonnaf^e of this port at this time is as follows :
No. Tods.
Steam-vessels 170 76,829
Barges 161 58,860
ToUl 331 135,689
Which compares with the tonnage in the year 1870 as follows :
No. TODA.
Steam-vessels 166 71,489
Barges 70 25,634
Total 236 97,123
This comparison is interestiDg, too, as showing the growth of barge-transportation ;
a growth which will, in my opinion, be more rapid still from this time forward.
Trusting the foregoing may be of some slight service,
I am, very respectfully,
John F. Long,
Surveyor of Customs,
Col. J. H. Simpson, CS.A,
K2.
IMPROVEMENT OF OSAGE RIVER, MISSOURI.
The plaD of operations for improving the Osage Eiver during the
fiscal year ending June ^0, 1874, was the same as that followed duriag
the preceding year, viz, the construction of cross-dams and training-
dikes, together with the excavation of the channel, with a view to ob-
tain at all times, if possible, a depth of water at the shoalest parts
of at least 2 feet at the lowest stage of the river.
As stated in my report for last year Mr. Howard Cook, the contractor
for dredging, having procured a dredge which he felt confident would
perform the work under his contract, asked for an extension of time iu
which to execute the work. This was granted under the authority of
the Chief of Engineers, to include the 3l8t of December, 1873 ; but
after diligent efforts upon his part to carry on the work, he found that
he was unable to do so, and asked to be relieved from his contract.
Being assured that the retirement of Mr. Cook would not be det-
rimental to the interests of the Government, as hired labor could
do the work more suitably, and, as I believed, at a cheaper rate
and with more ecouomy, and as the current caused in the channel by
the erection of d ams was expected to erode the bottom, and thus dimin-
ish the amount of dredging, I recommended that he be relieved from
the obligations of his contract. This was granted iii\der date of Sep-
tember 2, 1873, by the Chief of Engineers, and payment made of the
amount due thereon.
The entire work then was prosecuted by the hire of labor and pur-
chase of material in open market.
Operations were carried on under a balance of $50,594.74 of the
three appropriations of $25,000 each, approved respectively March 3,
1871, June 10, 1872, and March 3, 1873, and the work contined to the
jiiiproveinent of Dixou'S Round Bottom, Burd's, Lockett's Island, Lock*
ett's, General Bolton's, and Shipley's Shoals.
At Dixon's Shoal the work previously commenced was continued, and
resulted in the completion of a training-dike 2,003 feet in length, 3^
feet above low-water, and with a slope of 1 to 1, on the channel-side,
and on the opposite side a slope of 2 to 1, and a flat surface on top of
REPORT OF THE CHIEF OF ENGIIfEERS. 339
6 feet in wrdth. A croasdam extending 683 feet from the right bank,
and joining the head of the training-dike, was also built at this point
with the same base and slopes, but only hav^ing a height of 3 feet above
low-water, together with a header 100 feet in length, built up the
stream at right angles with the cross-dam and in continuation of the
training-dike.
The work at Round-bottom Shoal consisted in building a cross-dam
and training-dike, the former being 480 feet in length and the latter
1,200 feet, the channel having a low-water surface of 80 feet in width.
A cross-dam of 440 and a training-dike of 2,640 feet in length were
completed at Burd's Shoal, together with the excavation of the channel,
securing at this point a channel of 50 feet in width and over 2 feet in
depth at low-water.
i?he work at Lockett's Island Shoal was confined exclnsively to deep-
ening the channel by excavation by means of scrapers. The shoal being
only oOO feet in length, a channel of 50 feet in width and 2 feet in depth
throughout the entire length of the shoal was secured in a short time.
At Lockett's Shoal, which is also only 500 feet in length, a channel of
the same width and depth was excavated in like manner.
A wing-dam having been built at the head of General Bolton's Shoal,
on the left side of the river, by the State of Missouri, which had not
effected an improvement of the river at this point, it was decided to
locate the channel along the left bank of the river, tearing away 100
feet of the old dam, and' using the balance for a portion of a cross-dam,
and to build a parallel wall along the left bank 500 feet above and below
the cross-dam. The lateness of the season, however, at which the work
was undertaken prevented the possibility of doing more than to remove
the 100 feet referred to, and to excavate a channel to the requisite depth
along the line selected. This work was prosecuted until the weather
suspended operations. Though not successful in obtaining a channel of
2 feet throughout tlie length of the shoal, a clear water-way of 50 feet in
width was secured, with a depth of 2 feet for a distance of 1,300 feet,
and 14 inches in depth for the remainder of the distance, 700 feet, which
is 7 inches in excess of the depth at any point in the old channel.
The construction of a training-dike 2,050 feet in length and a cross- *
dam of 1,016 feet in length were commenced at Shipley's Shoal during
1872, but not completed in consequence of the lateness of the season.
It was contemplated during 1873 to complete this unfinished work, and
extend the training-dike l,lOOfeet farther down-stream, inorder to reduce
the velocity of the current, and, if possible, to remove a bar that had
formed at the end of the dike. The foundation for this extension was
partly excavated, but the approach of winter caused tlie extension to be
abandoned, and the work confined to the completion and strengthening
of that left unfinished at the close of the previous season. The result
attained was the completion of 1,110 feet of training-dike and 400 feet
of cross-dam, together with an up-stream prolongation of the training-
dike for a distance of 100 feet. At this stage of progress work was sus-
pended, on account of the cold weather.
An examination of the work in March, 1874, with a view to ascertain
the effects produced upon the channel, developed the fact that the cross-
dam at this point was too high, causing, at high stages, too much water
to be forced into the width assigned to the low-water discharge. To
remedy this), operations were commenced as early as the weather and
stage of the river would permit, and at the close of the year 250 feet of
the dam had been lowered to a height of 1^ feet above low-water. The
material thus removed was used tor repairing and lengthening that por-
340 REPORT OF THE CHIEF OF ENGINEERS.
tion of the training-dike unfinished at the end of the operations of 1873.
This, with the aid of a break about 80 feet in width, which had occurred
in the old portion of the dam, relieved the extreme current through the
chute, and it was decided to discontinue the further lowering of the
cross-dam.
The up-stream prolongation of the dike constructed last season was
also lowered to an elevation of 6 inches below the new level of the cross-
dam, the material taken being used in repairing and strengthening the
dam at points where required. A sharp point on the left bank of the
river was removed, which secured a straight channel at high water of a
width of not less than 125 feet at any point through the entire chute.
The channel was also relieved of 62 snags, and 120 trees were cut from
the bank.
The back-water of the Missouri suspended further work of repairing
and finishing: this dam on the 6th of June. Since that date to the close
of the fiscal year a force has been employed in getting out the neces-
sary material for completing the work.
For further information relating to the work of improving the Osage
Eiver 1 refer to the report herewith of Assistant Engineer \V. S. Simp-
son.
The act of Congress approved June 23, 1874, appropriated the further
sum of 825,000 for continuing the work of improving the Osage River.
My project for the expenditure of this sum was submitted to the Chief
of Engineers on the 15th of July, 1874, and approved by him on the
21st of the same month. It involves the continuation of the same sys-
tem of improvement already followed, namely, the scouring away of the
shoals by wing dams and training-dikes, and the removal of snags and
logs from the channel and leaning trees from the banks, usinj^: for the
purpose, say, $20,000 of the appropriation, and the balance of $5,000, or
so much of the $25,000 as may be necessary, for continuing the thorough
survey from Tuscumbia (to which point it had already been carried from
the Missouri River) up the river towards Roscoe, a distance of one hun-
dred and seventy-three miles, with a view to the permanent improve-
ment of the river by means of locks and dams, if the results of the sur-
vey should justify such a mode of improvement ; the survey to be made
as soon as possible, in order that a project might be submitted to Con-
gress at the earliest moment.
AH the work contemplated under this ai)propriation will be performed,
as under former appropriations, by purchasing material in open market
and by hired labor.
No estimates for the prosecution of the work during the fiscal year
ending June 30, 1876, are submitted with this report, these being de-
layed until the survey above contemplated has been completed and all
the necessary facts ascertained.
The coUection-district in which the work is located is New Orleans.
The nearest port of entry is that of St. Louis.
Ainonut of revenue collected at the port of St. Lonis for the fiscal year ending
June 30, 1874, was $1,434,224.75.
Amount of commerce and navigation that would be benefited by the completion of
the work is unknown.
Fhiancial statement.
Balance in Treasury of United States July 1, 1873 $40,000 00
Amount in hands of ofiicer and subject to his check 10, 594 74
Amount appropriated by act approved June 23, 1874 25, 000 00
Amount expended during the fiscal year ending June 30, 1874 47, 332 77
Amount available July 1, 1874 28,261 97
ESPORT OF THE CHIEF OF ENGINEERS. 341
Report of Mr. W. S. Simpson, dssistant Engineer.
Jefferson City, Mo., July 1, 1B74.
Sir : I have the honor to submit the following report of the operations on Osage
River, Missouri, for the fiscal year ending June 30, 1874 :
On the*2d of June, 1873, orders were issued by you to my predecessor, the late Mr.
Greorge R. Eichbaum, to repair to Osage City, Missouri, and inaugurate a system of
labor for the improvement of the Osajje River. His instructions were to obtain, if
possible, at all times a depth of water at the shallowest parts of at least 2 feet, at
the lowest stage of the river. This was to be effected under a contract with Mr.
Howard Cook, of Septamber 21, 1872, as far as the same applied to the works, and by
the construction, with hired labor, of cross-dams and training-dikes, and the use of
such other means as his experience might suggest, to aecomplish the purpose.
On the 6th of June Mr. Eichbaum reached Osage City with his assistant, Mr. F. P.
Schrader, ready to proceed to work ; but found thafc tlie Missouri River had backed
the water up the Osage as far as Round Bottom Shoal, to a depth of 10 feet, and up
to the 15th of June the shoals of the Osage River above Round Bottom had from 5 to
8 feet depth of water upon them. On the 18th the Osage had slowly fallen so that the
surface of the water at the head of Dixon's Shoal was 3 feet above low-water. The
boats, tools, &o., were taken up to the head of Dixon's Shoal, and it was determined
to commence operations at this jwint and work downwards, completing, if possible, all
the neessary work between Dixon's and the mouth of the Osage first. A limited force
was engaged, and work was commenced in cutting timber and brush and in quarrying
stone tor the proposed dam at this point; but the river again began to rise, and it was
not until the 21st of July that the water was sufficiently low to allow the commeiice-
mentof the continuation of the cross-dam and training-dike.
During the previous season it had been determined by Maj. C. J. Allen, Corps of
Engineeis, and Mr. Blaisdell, the engineer in local charge of the improvement, and
approved by Lieut. Col. W. F. Raynolds, then in charge of the Department, that the
following plan of dam was the best suited to the improvement of this river. Mr.
Eichbaum as mentioned in his diary, determined to follow the same in his improve*
ment of this shoal, viz, "to build a training- wall parallel to one bank of the river at
the shoal, forming a lateral canal of such a cross-section and length as at the stage of
water immediately preceding that of low-water would have such a current that while
boats would have no difficulty iu stemming it, the channel would be maintained by
its own scour after it had once been opened." I would state that this w&a the plaa
followed with a little variation for all succeeding dams built after this one.
The dam at this shoal was built giving a width of low-water surface of 85 feet, and
was located parallel to the left bank o the river, which made it necessary that the
same should be on a slight cnrvature of 40^ The dam was built of logs, brush, and
stone. Brush was first laid at a depth of 14 inches below the surface of the water,
and when parallel to the current slightly inclined up-stream, in order the better to
catch the mateerial carried down in freshets. The depth of water in which it was
place varied from 0 to 3^ feet; but when the water was not deep enough iu every
case, a bed was scraped out so that there should be a uniform depth of 14 inches from
ibe surface to the top layer of brush. A single log, varying in character from 2 to 3
feet in diameter was laid on top of the brush and the ends beveled and pinned with
wooden pins to a log at each end and similarly placed. Braces were then laid at inter-
vals of a few feet, one end pinned to the log and the other cross-staked on the river-
bed. Lfong brush was again placed on the braces and logs for the purpose of making
the bearing-weight of the stone as great as possible. Gravel was then scraped on the
brush from the channel to the depth of about 1 foot ; stone was then thrown on the
logs and bnish thus arranged, and the stone then placed in the shape of rubble-work,
so as to give the dike a height of 3^ feet above low-water, with a slope of 1 to 1 on the
side next to the channel, and on the opposite side a slope of 2 to 1, giving a flat surface
on the top ef 6 feet iu width. Length of training-wall thus built at this shoal was
2,003 feet. In building a lateral wall parallel to the current it is necessary to have a
cross-dam connecting it with the shore for the double purpose of confining all the
water in the new channel and for secnrit3^ One was built at the head of this wall,
inclining some 4^ np-strem from the shore and some 1,795 feet above the point where
the old 8tat« dam had originally been placed.
The greater portion of this cross-dam was built in water from 1^ to 2 feet deep, and
after the logs and brush were placed in position, in the same manner as in the training-
wall, (only that the braces were put more closely together and more securely fastened,
rendered necessary to resist the current,) the stone was thrown on the logs and brush
in the shape of rubble-work with the same base and slopes as in the training-dike, but
only to the height of 3 feet above low-water. This dam extends 583 feet from the
right bank and Joins the head of the training-wall. At the junction of the training-
wall and cross-dam a header was built up the stream, at riglit angles with the cross-
dam, 100 feet in length, so as to form with the cross-dam a- pocket sufficient to hold all
342 REPORT OP THE CHIEF OF ENGINEERS.
the material in the sbape of gravel and other d^kris which in hronght down the river
by the freshets, and to prevent the same from going into the new channel.
The surface velocity of the new channel was found to be at low water 2.5 f6et per
second.
While the work of construction of the dam was going on it was the original inten-
tion that the contractor for the excavation of the channel should at the same time per-
form the excavation needed in the new channel, so that the material excavated could
be placed upon the dam, serving at the same time to both strengthen the dam and
lessen the quantity of rock required, thus lessening the cost of the work. After re-
peated trials of his machinery, the contractor became convinced that his dredge-boat
would not do the work required. Consequently, on August 7, he abandoned the work
and removed his boat to Osage City, and on August 13 he made application to be re-
leased from his contract, which after application to the Chief of Engineers was granted,
under authority dated September 2, 1873.
The total amount of material removed by the contractor under bis contract was 670
cubic yards. The failure of the contractor to perform his allotment of the work neces-
sitated other arrangements. As the river at this time was at its lowest stage, (the sar-
fdce of water at the head of Dixon's Shoal being only 0.5 above extreme low-water,) it
was determined to proceed to the execution of the excavation of the channel by means
of road-scrapers and teams. On the 16th of August, a supply of road-scrapers having
been received, work was commenced upon the bed of the channel. After a trial it was
found that the scrapers would not take hold of the material unless the same was first
loosened from the bed of the river. Consequently a plow was brought into requisition,
and at first was found would work very successfully, but afterward, when we encoun-
tered a muscle-bed in the middle of the channel, it was found, unless pressed down with
great weight, that the plow would not take hold, a^d when it did take hold, wonid
require most of the time three teams of horses to draw it through. The bed of the
river at this shoal consisted of hard sand and gravel intermixed with bowlders of stone
very firmly imbedded in the same, and also or occasional muscle-beds, which rendered
it very difficult to remove. It was by far the hardest of any of the shoals to dredge
between it and the mouth of the river. I am satisfied that while the dredge built by
the contractor would not work on this shoal, because of the hardness of the bottom
and the flimsiness of his machinery, if he had tried the same upon any of the suc-
ceeding shoals, (except perpaps the shoal at Round Bottom,) it would have been suc-
cessful.
The work of construction of the cross-dam and training-dike at this point was finished
on August 24, 1873, and the work of excavation on September 22, 1873.
ROUND BOTTOM SHOAL.
On account of the shortness of the season on this river during which we would be
able to carry on the work of construction, (the most favorable ones not lasting longer
than from the first of July to the middle of November,) it was determined to carry on
the work of improving several shoals at the same time. As soon, therefore, as the tim-
ber-gang had completed their work, of cutting sufiicient brush and timber for the
works at Dixon's Shoal they were moved down to the shoal at Round Bottom, one and
one-half miles below that of Dixon's, and on August 7, 1U73, the work of constructing
H cross-dam and training-dike was commenced at this point. This shoal, though not
as long, and with from 4 to 6 inches more water upon it than upon the shoal at
Dixon's, still was regarded by st'Cam boat-men to be more difficult to navigate than any
shoal upon the river, on account of the old State dam which had been built heje,
causing a cross-current to such an extent as to compel boats at almost every stage of
the water to run a line to enable them to get through iu eoming up and down the
river. To cut off this cross-current it was determine to build a training-wall, 1,200
feet in length, parallel with the right bank of the river, thus securing a low- water
channel-surface of 80 feet and a cross-dam 480 feet in length, built in the same manner
as the dam at Dixon's Shoal. The surface- velocity of the current was found to be 3.3
feet per second, and I am afraid, from actual trial of the same, that it will be found
expedient this season to increase the length of this training* wall several hundred feet,
in order to reduce this velocity, which is too great for the smaller class of boats plying
on the river. The training-wall and cross-dam were finished on September 11, and the
excavation on October 14, 1873.
On September 11, the death of Mr. George R. Eichbaum,the assistant in local charge
of the improvement, having been reported to the office, I was directed by you, as per
letter of instruction dated September 12, to proceed to Castle Rock and to ansume local
charge of the works lately under his charge. I arrived at Castle Rock on the morning
of the 13th, and immediately assumed charge of the works. I found that Mr. Eichbanm
had been Herionnly ill some two weeks previous to his death and unable to attend to any
of his duties, during which time the works had been carried on under the supervision
REPORT OF THE CHIEF OF ENGINEERS. 343
of bis assistant, Mr. F. P. Schrader. Owin^i; to the careful managemeDt of Mr. Schrarler
and bis unwearied exertions, I found the works in a much better state than was antici-
pated. There had been no serious delay or interruption at any time.
After making a careful examination of the works, I determined to carry them on in
the same manner as bad been arranged by my predecessor. Consequently, on Septem-
ber 14f I commenced the construction of a cross-dam and training-dike at Burd's Shoal,
the next one below Round Bottom, and four miles distant.
This shoal has only a depth of water upon it at the head of 8 inches when the river
is at its lowest stage, and with a fall of only 2.006 feet per mile. The river at this point
is also quite broad. After a thorough examination I determined to run a wall parallel
^ith the left bank of the river, where the deepest thread of water was, and where also
the deposited material was the lighest, so that the channel would have a low-water
enrface of 85 feet. I found U necessary to carry this wall to the length of 2,640 feet, so
as to get It into deep water and to give a surface- velocity to water flowing through
the ehannel of 2.5 feet per second. The cross- dam was at right angles to the train-
ing-wall, 440 feet in length, but built in the same manner as the works above. This
work was finished on October 14, 1873, at which time the excavation of the channel
^as also finished, and we have now at this point a channel with a width of 50 feet, of
orer 2 feet in depth at the lowest stage of the river.
lockett's island shoal.
The next shoal below Burd's is that of Lockett's Island. This shoal is a small one,
only some 500 feet in length, and with a depth upon it at all times of from 20 to 22
inches of water. The only improvement contemplated for this shoal was to dredge a
ehannel through the same to the required depth of 2 feet. As soon as the excavation
at Round Bottom Shoal was finished the force engaged at that point was moved to this
shoal, and the work of excavation was commenced and carried on until October 24,
when we had a clear channel the entire length of the shoal, 50 feet in width and over 2
feet in depth. The material of the bed of the river at this shoal, being only soft gravel
and sand, was easily removed by the scrapers.
lockett's shoal.
The next shoal below Lockett's Island Shoal is that of Lockett's Shoal ; distance from
the former about one and one-half miles. As soon as the force engaged at Lockett^<3
Island Shoal were through the excavation of that shoal they were removed to this
point. This shoal, like the one above, is a small one, only about 500 feet in length and
with a depth of water upon it at all times of from 20 to 22 inches. The only improve-
ment contemplated for this shoal, like the one preceding it, was to dredge a channel
through it to the required depth. The work of excavation was finished on November
2, and we now have a clear water-way of 50 feet in width and over 2 feet in depth.
The bed of the river at this point consisted only of soft gravel and sand; and was easily
removed by the scrapers.
OENERAL BOLTOX SHOAL.
This shoal, distant from Lockett^s Shoal some two and one-half miles, is one of the
largest and shallowest upon the river, and has been made much worse by the attempts
that have been made to improve the same in years past, first by a wing-dam, built by the
State authorities at the head of the shoal, which was located on the left side of the river,
and across the line of the deepest water, with the intention of forcing the water over
npon the shoal, so that it would cut a channel around the head of the dam. This has
had no effect except to scatter the water over the shoal and lessen the depth upon it.
Mr. Livermore made a cut through this shoal around the head of the dam in 1871, and
repaired the wing-dam ; but very little of his work remains now, the cut having almost
entirely filled it up. After a careful examination I determined upon the following plan
for the improvement of the river at this shoal : to locate the channel along the left
bank of the river, where the deepest thread of water was found, and where the de-
posited material was the lightest, tearing away 100 feet of the old dam, using the bal-
ance for a portion of the cross-dam, continuing the same across the river, and to build
a parallel wall along the left bank of the nver, some 500 feet above and below the
cross-dam. Owing to the lateness of the season and the nnnsual cold weather of the
preceding two weeks I was afraid to undertake the whole of this improvement, and
confined myself to tearing away the 100 feet of the old dam nearest to the shoal and
excavating a channel to the required depth along the line determined upon, leaving it
for another season to detennine whether the rest of the works would be required or
not. Work was commenced at this point on October 18, by tearing away the portion
of the old dam nearest to the shore, and the work of excavation on November 3, and
carri»?d on until November 20, when, on acconnt of the cold weather, work was suspended.
We were not successful, for this reason, in getting a channel to the required depth of
344 REPORT OF THE CHIEF OF ENGINEERS.
2 feet through the entire length of the shoal, but we did get a clear wjjt-er-way of 50
feet in width and with a depth of 2 feet for 1,300 feet, and the balance, 700 feet, a
depth of 14 inches, which is better water than there is at any point in the old channel
bj- 7 inches.
The next shoals below Bolton's of any importance, and, indeed, the last on the river,
between Bolton's and the mouth, are Shipley's and Brenneker. These shoals are in
fact but one, the length of which is 1.4 of a mile, with a fall of 2.144 feet. Dar-
ing the season of 1872 there was commenced at this shoal a training- wall 2,050 feet
in length parallel to the left bank of the river, and a cross-dam of 1,046 feet, the chan-
nel having a low-water surface of 75 feet, but the approach of winter prevented the
completion of the work ; a brush and log foundation was merely put in and loaded with
enough stone to hold it during the next spring rise of the river. Owing to the incom-
pletion of the work, which I was satisfied in its present state would not stand another
spring rise of the river, and also on account of the back-water of the Missouri River,
which for a greater part of the year extends above the shoal, leaving only about four
weeks in the latter part of the season when it is possible to work upon the shoal, I was
anxious to prosecute this work at the earliest possible moment ; and for this reason did
not deem it prudent to commence a thorough improvement of the Bolton Sboal this sea-
son ; but immediately upon the completion of the work at Burd's all of the available force
was moved down to Shipley's Shoal. My original intention contemplated extending the
training-wall at this locality 1,100 feet further down the stream, for the purpose of reduc-
ing the velocity, which is too great for the smaller class of boats plying upon the river,
and also, if possible, to carry away a bar which had formed at the end of the wall, and the
foundation for the same was partly excavated ; but the extreme cold weather which
set in about the time compelled me to abandon this, and confine myself to completing
and strengthening the work begun last season. He succeeded in completing 1,100 feet
of training-wall and 400 feet of the cross-dam. Besides this, there was added at the head
of the training-wall an extension of 100 feet, entirely new work, which was placed
there for the purpose of checking a cross-current which was found to be at this point,
caused by tbe cross-dam and traming-wall coming together on too much of a curve,
and also to form a pocket to catch the gravel and other dSbiHa coming down tbe river,
"when the same would be at a stage of about 6 feet above low- water. ^Tbis work was
carried on until November 21, 1^3, when, on account of the weather, work was dis-
continued, under instructions from you dated November 13, and the force discharged,
and the boats and other property removed to Osage City, Mo., and placed in charge of
a watchman for the winter, when, with my assistant, I returned to St. Louis and
reported to you on November 26, 1873. During the months of December, January, and
February we were engaged in preparing the map of the work which had been done
during the season and placing the same upon the general map of the river, and in
making up the detailed estimate of the cost of the work upon the several shoals upon
which the improvement had been carried on.
On April 1, 1874, 1 received instructions from you to proceed to Jefferson City, for
the purpose of organizing a party for the posecution of the work of improving the
Osage Kiver, and in tbe conduct of the same to be guided by recommendations con-
tained in tbe report of Capt. C. J. Allen, Corps of Engineers, made to you under date
of March 27, 1874, and approved by you.
On May 4, 1874, the boats and other property belonging to the improvement were
removed from Osage City to the head of Shipley's Shoal, but it was not until the 10th.
that the water was sufficiently low to allow us to commence active operations. At this
date, the water standing at an elevation of only 3.8 feet above low-water, a small party
was organized, and the work of lowering the cross-dam at this point was commenced
and carried on as recommended in the report of Captain Allen. Up to this time some
250 feet of tbis dam has been lowered to a height of 1.5 feet above the plane of lowest
-water. The material taken from this point has been used in repairing and lengthen-
ing that portion of the training-wall left unfinished at the close of last season's opera-
tions. As the low^ering of this much of the cross-dam, together with a break of about
bO feet, which was found to have occurred in tbe old portion of the cross-dam, has so
relieved the excessive current which was complained of in the chute, I have not
deemed it advisable to continue the operation of lowering the cross-dam to any further
extent. The addition of about 100 feet put in last year has been lowered, as recom-
mended in the report, to an elevation of 6 inches below tbe new elevation of the cross-
dnm. Tbe material removed from this point has been used to repair and strengthen
the cross-dam.
Tbe sharp point along the left bank, spoken of in the report of Major Allen, has been
removed, and in doing this about 600 cubic yards of earth-excavation has been taken
from the bank, which gives a straight channel at high-water of not less width at any
point than 125 feet through the entire chute. There ha« also been removed from tbe
channel ()2 Huags and 120 trees cut from the bank. The work of repairing and finish-
ing this (lam at Shipley's Shoal was carried on until June 6. On that date the Mis*
souri Kiver commenced to rise very rapidly, and soon backed the water up the Osage
REPORT OP THE CHIEF OF ENGINEERS. 345
River, alwve Dixon's Shoal, some thirty miles from fihe month, so that we were obliged
fo discoDtinne the work at this point. From that time to the 30th of June the whole
force was engaged in getting oat the material reqnired to finish the works at this
point.
I feel called upon to say, in closing this report, that I have no faith in the permanency
of the above works, inasmuch as the factors of danger are the same on this as on other
rivers of the same class. I mean rivers of the same average rapidity of current and
crookedness, and with unstable bottoms of mud, sand, and gravel, upon which these
same means of improvements have been tried, and almost in every case proving only
of a temporary character, and lasting, as I think they probably will in this river, from
t-en to fifteen years, and leaving the river worse than it was before the improvements
were commenced. This river itself presents a case of this kind. About twenty years
since, the State of Missouri expended some $175,000 in improving it by means of wing-
dams and dredging, and although the dams were put in m the most reckless manner,
and without regard to proper location upon the shoals, the benefit for a short time was
very great ; but soon the bars formed below the dams, and in ten years the navigation
of the river was worse than it was before the improvement was commenced. So far as
the permanent improvement is concerned, I am satisfied that locks and dams is the only
method that will give continuous and uninterrupted navigation throughout the entire
year. There is no doubt that the improvements that have been already made have
tended and will still continue to develop the resources of the country lying along and
adjacent to the river, and to encourage and increase the cultivation of the land now
lying idle, by cheapening the means of transportation, and thus serve to develop the
rich mineral deposits, consisting of iron and lead, said to lie higher up the river than
we have yet reached. Still I fail to see, from the present or prospective commerce of
the Osage River, the necessity at this present time of the General Government under-
taking so costly an improvement of this river as that by means of slack-water naviga-
tion.
In conclusion, I beg to acknowledge my appreciation of the able services of my
assistants, Messrs. Schrader and Winston, the former both in the field and ofiice.
Respectfully submitted.
W. S. Simpson,
Aesiatant Engineer.
Col. J. H. Simpson,
Corps of Engineers, U,S,A,
K3.
INSPECTION OF WORK ON OSAGE RIVER, MISSOURI.
Beport of CapU Charles J. Allen, Corps of Engineers,
Engineer Office, Unitep States Army,
St. Louis, Mo., October 11, 1873.
Coix>NRL : I have the honor to make the following report of my inspection of the
work on the Osage River, made in obedience to your orders of the 6th instant :
I reached JefFerfton City on the afternoon of the 7th, where I was met by Mr. Simp-
son, civil engineer in local charge of the Osage River improvements. It being too late
in the day to warrant us in setting out for the river, we left Jefferson City the follow-
ing morning in a conveyance for Dixon's Shoal, the most distant of the improved shoals
from the mouth of the river. Here we took a skiff, and, after inspecting the work at
this point, proceeded down the river, examining the work at Round Bottom and Burd's
Shoals. Resting for the night at the latter, we resumed our skiff the following morn-
ing, and proceeded down the river to Osage City, reaching that x>la(:o at night, having,
in this manner, passed over thirty-two miies of the river.
The works at Dixon's and Round Bottom were laid out by Mr. Eichbanm, and were
iu snccessful prosecution at the time of his death. Their completion as well as the
laying out of the work at Bard's has been accomplished by Mr. Simpson, engineer in
local charge, assisted by Mr. Schrader. The quantity of work done, as well as the
lengths of dams put in, is stated by Mr. Simpson in his monthly reports, so that it
is not necessary to restate it here. I will merely say that the working parties
are well organized and handled, the quality of the work first class, and in quantity a
maximum. There is room, however, for ditference of opinion as to the extent to which
the low-water channel should bq^contracted, and I will refer to this further on.
346 REPORT OF THE CHIEF OF ENGINEERS.
An examination of Shipley's Shoal, the lowermost one on the river, showed that the
dam constructed last year by Mr. Blaisdell, civil engineer, was in as good condition as
could, wLth reason, be expected, he having been forced by the lateness of the season
and the accumulation of ice to leave it in an unfinished state.
It will be remembered that all the shoals, as far up as Dixon's, were dredged, or
rather scraped, in 1871, by Mr. Livermore, oivil engineer in local charge, and althongh
a large and creditable amount of work was performed by him, the cuts all tilled up
again, on which account your predecessor decided to use dams, jetties, &c., to keep the
cuts open. The Shipley dam appears to have produced good enect towards deepening
the channel at that point, but I think that an extension of the work here will become
necessary in order to reduce the velocity through the chute somewhat, and also to re-
move a bar that seems to be forming at the foot of Brenecker Shoal, which is in fact
but a continuation of Shipley's.
I discussed this matter fully with the engineer in local charge, who will make further
examinations into the condition of the shoal so as to be enabled to decide upon the
extension required this season.
At the time of my inspection the stage of water in the Missouri had affected the
level in the Osage as far up as Shipley's, so that the exact effect of the work there
could not be ascertained, although I am satisfied that it has been of benefit to the
channel. To return to the subject of the contraction of the channel by means of
dams, &c. The low-water discharge of the Osage is not more than 300 onbio feet per
second, flowing, generally, in a broad and very shallow sheet over shoals of hard,
flinty, compact gravel, with some sand and, occasionally, mud intermixed, the mud
coming from the Missouri when its level is higher than that of the Osage. By the
contraction of the water-way, and collection of all the water into one channel of 75
feet in width at low water, we could expect a mean depth of 2 feet, provided the mean
velocity did not exceed 2 feet per second. In treating a river like the Osage, whilst
we can definitely limit its width, we are not always certain that the resulting depth
and velocity will be what we desire. Too high a velocity would retard ascending
boats, besides disturbing the bed and carrying the gravels into the very chutes from
which we wish to exclude them. The low- water discharge being so feeble, the channel
should be, in some measure, prepared for it before the river reaches its lowest stage.
And, in the location of the channels or chutes, the softer and more yielding portions of
the bed should be, if possible, selected for the low-water discharge to deal with,
training the gravels and other hard material into the high-water channels wherever
practicable. The reduction of the velocity is, then, the main question. For calculat-
ing the velocity we have the ordinary formula :
/A X 2 ry A
in which —
A = area of cross-section ;
h = fall ;
g = acceleration ;
F = co-efticient of friction ;
I = length ; and
p = wetted perimeter.
Putting, for convenience —
- = r = mean radius:
I = S = sin;
calling —
4
2 a
and substituting, we hav
from which it appears that the velocity varies inversely with the length of channel
and perimeter. In order, then, to reduce the velocity in the interests of navigation and
the stability of the bed, we must increase, at least not shorten, the length of channel
for the absolute fall. Whether to use jetties alone, or, as has been dune thus far,
cross-dikes and training-walls is mainly a matter of comparative cost, although my
preference is for the training-walls upon the shoals in question.
Were the material composing the btxl of a light and movable nature it« removal might
be partially accomplished by the use of alternate opposite jetties, leaving the strwim X<i
work out its own length between them, as has been successfully tried upon the Wis-
consin KLvcr.
REPORT OP THE CHIEF OP ENGINEERS.
347
The required length can be attaiued by curviog the channel, or by running the wall
some distance into the deep pools above and below the shoal. This, besides redncinj;
the valne of S, would raise the water-snrface in the chute. The following sketch will
serve as an Illustration of the works constructed thus far :
>
^.
r;
t ^ f
V
V
■V.
=:
>
a
"V
V
s.
The cross-dike A B serves for contraction, and the longitudinal wall B C for training
and securing the channel. As B C is increased in length the velocity should be dimin-
ished, and the area of cross-section increased by the elevation of the water-surface. As
before stated, the width, a — 6, adopted by your predecessor for Shipley's was 75 feet.
Tlie widths at Dixon'n, Round Bottofn, and Bnrd's vary from 110 to 130 feet, as given me
by Mr. Sohrader. I think that those widths are too great for the small low-water dis-
charge of the Osage. If actual trial demonstrates this to be true, the deficiency can be
readily repaired by the construction of a few spurs, as shown at 1, 2, 3, 4, 5, 6, 7, &c.,
the expense of which would not exceed a few hundred dollars. These spurs, besides
contracting the channel, would probably raise the water-surface, consequent upon
diminishing the velocity of discharge, upon the Yenturi principle.
348 REPORT OF THE CHIEF OF ENGmEERS.
On tbe other hand, should actual trial show that the cod traction at Shipley's is too
great, causing too high a velocity, and it not being desirable to carry on any works be-
low Brenecker for the purpose of further elongating the channel, the discharge
tlirough the chftte can be reduced by sluicing off some portion of it through the cross-
dike as indicated in the sket-ch, provided^, the withdrawal of such quantity is not fol-
lowed by a decrease in the cross-section.
In the first report made upon this river, by Mr. Fitzgerald, to your predecessor, in
lb70, the estimated cost of improving two Jinndred and thirty-three miles of tiver,
based upon the removal of 210,000 cubic yards of gravel, was .^180,000. When he made
his examination, the river, I am told, was at a high stage and much of his information
was collated from those who professed to know all about the stream ; so that his re-
port, otherwise an admirable one, was, in my opinion, greatly at fault as regards the
quantity of material to be removed by dredging.
Experiment afterwards proved that dredging alone was of no benefit. There are,
according to the report in question, about 125 shoals to be improved to admit of the
free navigation of less than 250 miles of river. ^ From present appearances, I shonhl
say that the cost of improving them will average not less than $4,000 to each shoal, or
not less than $500,000 in all ; and this, if done upon the present plan, will require fre-
quent retouching. The cost of locking and damming would be enormous.
The present commerce of the river amounts to almost nothing, although the people
interested claim that it will increase if the Government opens the river. But if the
value and extent cf the commerce should rise to the figure they claim it will upon the
river being improved, an average depth of 2 feet of water would not, in my opinion,
suffice, and slack-water would then be called for.
These remarks may appear superfluous in an inspection report, yet I should fail in
my duty to my Government should I neglect to report the facts as they appear to me.
Having accomplished my inspection, I returned to St. Louis on the evening of tbe 10th.
Very respectfully, your obedient servant,
Charles J. Aij*kn,
Captain of Engineers^ U. S. A,
Col. J. H. Simpson,
Corps of Engineer ff U. 8. A,
APPENDIX L.
ANNUAL REPORT OF CAPTAIN W. H. H. BENYAURD, CORPS
OF ENGINEERS, FOR THE FISCAL YEAR ENDING JUNE
30, 1874.
United States Engineer Office,
Vicksburgj Miss,, July 1, 1874.
General : I have the honor to submit the following reports of prog-
ress made in the works under my charge for the fiscal year ending Jane
30, 1874.
Very respectfully, your obedient servant,
W. H. H. Benyattrd,
Captain of Engineers*
Brig. Gen. A. A. Humphreys,
Chief of Engineers, U, 8. A.
LI.
IMPROVEMENT OF THE OUACHITA RIVER, LOUISIANA AND ARKANSAS.
In accordance with instructions from the Chief of Engineers, the
crane-boat Ouachita was refitted and repaired at Camden, Ark., and
commenced work on the 25th of August upon the removal of the most
dangerous obstructions to the safe navigation of the river. On account
REPORT OF THE CHIEF OF ENGINEERS. 349
of the frequent rises in the river the operations were very much delayed
and intertereil with, so much so that the amount of work i>erf()rmed was
small compared to the length of time that the boat was in commission.
The report of Mr. Justin Straszer, assistant engineer, is annexed hereto.
It will be seen, by reference thereto, the disadvantages under which the
work is carried on, when working with a boat like the On^^chita, which
is devoid of self-propelling machinery, and shows the necessity of hav-
ing a light-draught steamboat for the Ouachita and its tributaries.
A recommendation to this effect is made in my report upon the sur-
vey and plan of improvement of the river.
A resurvey of the river from Camden, Ark., to Trinity, La., a distance
of two hundred and ninety-five miles, was made during the summer and
fall of last year. The report thereon was forwarded to the Department
on the 12th of May last, and printed in Ex. Doc. No. 259, H. K., Forty-
third Congress, first session. A copy is appended hereto. This report
contained a recommendation in regard to a snag-boat, as mentioned be-
fore. It is particularly desirable that one be built, and the amounts
asked for in the financial statement below are for the running expenses
of that boat for one season.
The contemplated improvement, by locks and dams, called for certain
amounts of lumber for the foundations of locks at Buffalo Flats and
Jack's Island, in Arkansas, and at Kock Row in Louisiana. At the
beginning of the last fiscal year the contracts were under way for the
delivery of the various amounts required, the time of completion of the
contracts having been extended until the 15th of August. At that time
the contractor, finding that he could not complete the delivery without
a further extension until the following season, gave up his contract.
About two-thirds of the material had been delivered, at a cost of
$20,708.52. It is stacked at Buffalo Flats and Eldorado Landing, Ark.,
and protected as well as circumstances would allow. Should the mate-
rial not be required for the improvement of the river, an early sale
would be advantageous, in consequence of the liability to decay and the
expense of taking care of it.
During the coming season it is proposed, if the recommendation in
regard to the snag-boat be approved, to build one, and operate it in re-
moving the obstructions from the river.
Financial siafetnent
APPLIED TO LOUISIANA.
Balance in Treasury of United States July 1, 1873 8^1,000 00
Aiuonnt in bands of ofKcer and subject to his check 11,254 07
Amount expended during the fiscal year ending June 30, 1874 30, 755 15
Amount available July 1, 1874 61, 498 92
Amount required for the fiscal year ending June 30, 1876 13, 000 00
APPLIED TO ABKAKSAS.
Balance in Treasury of United States July 1, 1873 35,000 00
Amount in hands of officer and subject to his check, (including $460.50
percentage due on contracts not yet completed) 13, 573 05
Amount expended during the fiscal year ending June 30, 1874 30, 486 49
Amount available July 1, 1874 18,086 56
Amount required for the fiscal year ending June 30, 1876 13, 000 00
350 REPORT OF THE CHIEF OF ENGINEERS.
Report of Mr, Justin Sirdszer, Assistant Engineer,
Vtcksburg, Miss., December 9, 1873.
Sir: In compliance with your orders dated November 27, 1873, the field operations
in removing obstrnctions to navigation in Ouachita River in the States of Arkansas
and Louisiana were suspended on receipt of said orders.
Having been assigned by you to the command of the United States crane-boat
. Ouachita, engaged in the said operations, I now have the honor to present to y<fa my
report for the season.
After having completed the necessary repairs at Camden, Ark., I left that port with
the crane-boat on the 25th of August. According to your instructions, the work was
to be confined to the removal of the principal obstructions on the shoals, and such ia
the pools as were deemed absolutely necessary.
For that purpose one of the oldest and best pilots of Ouachita River was employed
to point out for removal those obstructions which he considered as the worst in the
river and impeding navigation, especially at low water.
There w^as also employed a force of laborers to cut up all the trees lying on the slopes
of the banks, which trees had either caved in or were cut down during the previous
season by the United States dredge-boat Octavia; but as the stage of the river was
then too high when the latter was at work, they could not be cut up at the time into
short pieces, and remained, therefore, lying where they were felled.
On the 2d day of October the crane-boat had reached Bangs's Landing, five miles be-
low ChampagnoUe, when the above work was brought to a close by a big rise in the
river; extraordinary, not only for that season of the year, but also for its height and
duration.
Governed by several reasons, which I submitted to yon in my special report at the
time, I floated the crane-boat down stream to Monroe, La., and after the rise in the
river had so far subsided so that operations could be resumed, I engaged in removing the
obstrnctions lying in front of the wharf-boat at Monroe.
These obstructions consisted of the piling of the foundation of the bridge-piers and
a mass of timbers which formed part of the turn-table of the railroad- bridge, which
was burned during the late war and had fallen into the river.
At this particular kind of work I succeeded in removing a large number of the said
timbers, aud pulled out also the two lowest piles. All further attempts, however, to
pull the rest of the piles proved useless, and I did not dare to apply greater power
without risking the existence of the crane-boat.
Not having any machinery for sawing under water, nor any apparatus for blasting,
I was obliged to abandon all further work on that object for the present season. Al-
though there are many logs on several of the shoal places and bends below Monroe, no
work could be done toward the removal of the same, partly on aocouut of their being
covered by water in such a depth that it was impossible to get any bold on them, and
again, on account of the low temperature of the water, which prevented the men from
working in it, which was the only way possible and usually employed to attach the
lines or chains of the hoisting apparatus to these obstructions.
The next principal obstruction; where the stage of water did not interfere at the time
with work, was the wreck of the steamboat Heary Homeyer, tweuty-threa miles below
Monroe. While, however, engaged in removing this obstruction, another rise in the
river, coming out principally of Bayou D'Arboune and Bayou Chemere, retarded the
progress of trie work considerably, losing much time by bad weather and high winds.
Those parts of the wreck which formed the principal obstruction to navigation were
removed entirely.
The wreck of the steamboat Dr. Batey was the next object of work, but already,
after three days of work, the river again commenced to rise so rapidly that it became
impossible to achieve further results. As the rains at the time were general throughout
Arkansas and Louisiana, swelling all the feeders and tributaries of Ouachita River,
tAere was no probability that the river would fall again to a stage at which work could
be done with advantage, more so as the seajson was far advanced, and rainy weather
expected to keep the river up to a good boating stage.
In view of these facts, I received yonr orders to suspend operations, and lay the
crane-boat up at Monroe, La.
The following comprises the work performed by the United States crane-boat
Ouachita during the season :
Number of snags destroyed and removed from the channel, 153; number of trees cut
up into short pieces, 10,074. This work was accomplished in thirty-three working-days
during the latter part of August and month of September, from Camden to Bangs's
Landing, representing a distance of fifty-six miles.
The work pcrformc^l during the months of October and November consisted of re-
moval of railroad turn-table opposite the wharf-boat at Monroe, La.
Removal of the principal parts of the wreck of the st>eamboat Henry Homeyer.
The removal of parts of the wreck of the steamboat Dr. Batey cannot be regarded as
improving navigation, as the work on that object was suspended on the third day.
REPORT OF THE CHIEF OF ENGINEERS. 351
The time employed on the above objects of work is divided as follows : Railroad
turn-table, 6 working-days ; wreck of Henry Homeyer, 12 working-days ; wreck of Dr.
Batey, 3 working-days.
Tvventy workmg-days during the months of October and November were lost by
either high water, rainy weather, or high wind, while the balance of the time, exclud-
ing Sundays, was consumed in running from Bangs's Landing, Ark., to Cuba, La., a
distance of one hundred and forty-four miles.
In comparing the above figures of the work accomplished, time employed, and the
distance run over, it appears that the comj^arison is not much in favor of the quantity
of work performed during the season. It is also apparent that much time was lost by
either running or laying up on account of high water at certain localities. That no
better results were obtained lies principally in the fact that the crane-boat Ouachita
is devoid of self-propelling power. As her equipments are only such as to float her
down-stream to reach the different objects of work, even a small rise of from 3 to 4
feet in the river is sufficient to cover up most of the obstructions, and the party is then
obliged to stop work and wait uutil the rise has run out. Much valuable time is
thereby lost, wnlle the expenses are going on at the same rate, and wheu such a rise
assumes dimensions, as was the case in every instance during this last season, then the
time lost in awaiting the decline of the river at a certain locality is almost equal to
the time employed by actual work ; consequently the disadvantage of having no pro-
pelling power is so much more apparent. During such delays officers and crew have
to be kept in employ, because if discharged it would be difficult to get up a crew when
required, especially if such an occurrence should take place in the region known as the
*' overflow,'' in the thinly-settled parts of the country, or at a time wheu most of the
laborers are employed for agricultural purposes.
If again, in case of such a rise, the movement of the boat down stream is continued,
then that part of the river, with all its obstructions, inaccessible at the time, is neg-
lected, and there is no possible chance' to return during the same season to these
places which have been passed over, and where, nevertheless, work is very much
needed.
These facts clearly demonstrate that, in order to accomplish good work, in relation to
the time employed and the great distance over which the ^ork extends, it is abso-
lutely necessary to have a boat which has better facilities for moving about than being
propelled by hand-power, and for that purpose I respectfully recommeild the building
of a light-draught stern- wheel boat, equipped with hoisting-apparatus, and all such
machinery, whereby steam can be substituted for hand-labor without injuring her ca-
pacity as a light-draught boat.
Such a boat would be of immense beneflt in removing the obstructions to navigation
in Ouachita River, self-propelling power rendering her independent of the sudden
changes in the stage of the river. She could be put at work whenever the stage of the
river is most favorable to do the work good, while a flat-boat can only work during
the summer and autumn. The stern-wheel boat can extend her operations for sever^
months longer by governing her movements according to the rise and fall in the river.
The crane-boat Ouachita has been now in commission three seasons, and has by this
time forfeited all claim to the character of a light-draught boat. The machinery is in
good condition, while the hull of the boat requires a thorough overhauling and a groat
many repairs. These repairs cannot well be done at any other place than a regular
ship-yard, the nearest of which is at New Orleans, La. The expense of repairs, with
those of towing her to and from the nearest dock, can safely be estimated to be not less
than building anew hull altogether, whereby, however, the other disadvantages which
adhere to a boat without self-propelling power would not be remedied.
There is a large amount of work on Ouachita River which awaits immediate attention
daring the next low-water season, and* as prominent objects, might be mentioned the
lower wrecks in the lower part of the river, and the obstructions formed by the piles
of the old railroad-bridge at Monroe, La.
To achieve any good results in the shortest possible time, I earnestly recommend the
bnilding of a light-draught stern-wheel boat, with all the necessary equipments to en-
at>]e her to equally remove snags, as also other obstructions in the river. To operate
snccessfully, her outfit should comprise also a submarine armor, machinery for sawing
under water, and a complete blasting-apparatus.
I am, major, very respectfully, your obedient servant,
JusTix Straszer,
Ass'iBtant Engineer,
Maj. W. H. H. Benyaurd, U. S. A.,
Captain Corps of Enginemn,
352
REPORT OF THE CHIEF OF ENGINEERS.
L 2.
SURVEY OF OUACHITA RIVER FROM CAMDEN, ARKANSAS, TO TRINITY
LOUISIANA.
United States Engineer Office,
Vwkshurg^ Miss.j May 12, 1874.
Generax, : I have the honor to transmit herewith the report of Mr,
C. W. Durham, assistant engineer, upon the survey of the Ouachita
Eiver from Camden, Ark., to Trinity, La. A survey had previously
been made by Mr. Clement Smith, civil engineer, under direction of
Lieut. Col. W. F. Raynolds, but it was deemed necessary to have a re-
survey of the river made to determine more definitely certain question-
able points connected with the contemplated improvement by locks and
dams, which had been adopted, upon the results orthe previous survey.
This plan of improvement contemplated the building of five locks and
dams, (timber,) located, respectively, at Catahoula Shoals, Taylor's
Shoals, and Rock Bow, in Louisiana ; and at Jack's Island and Buffalo
Flats, in Arkansas. The size of the above-mentioned locks was 49 by
250 feet, with an average lift of 14 feet. The estimated cost of the im-
provement was $1,163,083.75.
I will here state that work has already been inaugurated by the de-
livery at Buffalo Flats and Eldorado Landing, Ark., of certain quanti-
ties of lumber intended for the foundations of the locks at Buffalo Flats,
Jack's Island, and Rock Row.
In accordance with the report of the Board of Engineers convened by
Colonel Simpson, a revision of the project for the improvement of the
Ouachita River was directed by letter of June 6, 1873, from the Chief of
Engineers. The errors and omissions as stated by the board in their
report are correct ; and, in addition, many others are found.
The distance from Camden to Trinity is 294.07 miles, with a total fall
at low water of 64.5 feet, this being an average of .22 feet per mile. This
fall is divided between two certain points, as follows :
Points.
Distance
iu miles.
Fallin
feet.
Camdon to Eldorado Landing
Eldorado Landing to Jack'R laland
Jack'ft.Jsland to Ouachita City
Ouachita City to Columbia
Colnmbia to irinity
43.71
33.12
64.67
85.81
67.76
17.3
9.0
9.1
23.4
€.6
Fall per
mile.
.396
.280
.140
.273
.097
Bomarks.
Includes overflow region.
The river is a succession of pools and shoals. An inspection of the
maps shows the existence of sixty-five of the latter, with a total length
of about 40 miles, or nearly one-seventh of the entire length of that por-
tion of the river under consideration, and the least depth on many of
them is less than one foot
The difference between extreme high and low water at Camden is
39.25 feet ; at Trinity it is 53.4 feet. The low summer-discharge at
Camden is 353 cubic feet per second. This small quantity of water,
though amply sufficient for the plan adopted, is inadequate for any
other means of improvement for the upper part of the river.
Humphreys and Abbot, quoting from Darby, in their report on the
Mississippi Kiver, say :
Few rivers differ more in the quantity of water at different seasons than the Oua-
chita; llowin^from a hiny or mountainous tract, more constancy might be expected
REPORT OF THE CHIEF OF ENGINEERS. 353
in the colamn of water, but thongh the places drained by tbe Little Missonri and
Fourche an Cado are not deficient in Hprin^, yet the extensive region toward tbe
sources of tbe Ouacbita bas little water excej)t what is supplied by rains in winter and
spring. When tbe parching beat of summer has dried the country above the month
of the Little Missouri, the Ouacbita becomes very low so far south as the head of Black
River.
After an examination of the subject, I am satisfied that the plan of
improvement by locks and dams is the only one that will give perma-
nent and unintornipted navigation to Camden, Ark., throughout the
entire year. All others, whether by wing-dams or dredging, would be
only temporary in their character. The project, as approved by the
Department, requires revision on account of faulty location of dams,
&c., and not being adapted to any but the very smallest boats navigat-
ing tbe Ouachita.
The steamers navigating the river may be divided into the twoclasses of
side- wheel and stern-wheel boats. A list of these, and also the number
of trips made by them to Camden during the season of 1872 and 1873,
will be given further on, when the commerce of the river is considered.
Of the above steamers the Ouachita Belle (side-wheel) and the Lotaw-
anna, (stern-wheel,) being the largest in their respective classes, will
be taken as the representatives thereof in considering the size of the
locks adapted to them. The former is 67.5 feet wide out to out, 250 feet
long, 8J feet draught ; the latter is 47 feet wide out to out, 180 feet long,
and 6 feet draught. The contemplated locks being 49 feet wide, with
4 feet on lower miter-sill, it will be seen that none but the smallest stern-
wheel boats would have the benefit of the improvement at the time it
would be of service. With a stage of water a few feet above low water,
without any improvement, the larger class could navigate the river
with safety ; but with the improvement, as adopted, they would be
debarred unless the stage of water suiSced to allow them to go over the
dams. These being fix^ at about 19 feet on the average, it would re-
qnire at least 9 feet on the combs of the dams, or a depth of 28 feet, to
allow them to pass safely. The diflFerence between extreme high and low
water at Camden is, as before stated, 39.25 feet; at Monroe, 46.2 feet.
We have not sufficient reliable data regarding the duration of a stage
of water which will give the above depth of 28 feet at the different lo-
cations of the dams, but if we take the present season as an example,
(for there has been an extraordinary amount of water in the Ouachita,)
it would be at Camden about two months, and at Monroe about ten
weeks. The principal objection to navigation over the dams is, that the
river falls so rapidly at times as to endanger the boats being caught
between them, and being too large for the locks, will have to await the
return of high water.
A glance at the plots of the gauge-records will show the fluctuation
to which the Ouachita is liable.
If it be desired, then, to accommodate the larger-sized boats, the fol-
lowing may be considered :
Ist. Locks large enough to accommodate boats of the class of the
Ouachita Belle the entire distance to Camden.
2d. Locks large enough to accommodate that class to Monroe, with
smaller locks above for the other class, causing a transfer at Monroe; or,
if we exclude the side-wheel steamers entirely from the use of the locks
and increase their nuinber, thus diminishing their lift, so as to give the
larger steamers a longer time to navigate over the dams, we have —
M. Locks sufficient only for stern- wheel boats. The locks will be 30
23 E
354 REPORT OF THE CHIEF OF ENGINEERS.
feet high, and will, therefore, be entirely submerged during tbe extreme
high water, but their construction can be such as to prevent injury.
Under the lirst case, the following would be the location of the locks
and dams, shown on profile in red; locks 70 feet in width by 300 feet be-
tween gates, 10 foot lift :
Feet.
No. 1. Station 9,:i61, Louisiana, about two miles above Trinity, dam 700
No. 2. Station 5,893, Louisiana, about one mile above Columbia, clam 600
No. 3. Station 4,*i00, Louisiana, foot of Taylor's Shoals, dam 550
No. 4. Station 2,300, Louisiana, about one 'mile below Egg Point, dam 500(t)
No. 5. Station 4,940, Arkansas, about one-half mile below Belle Point, dam 350(f)
No. 6. Station 3,620, Arkansas, foot of Horse-head Shoals, dam 350(?)
No. 7. Station 1,280, Arkansas, foot of Newport Shoals, dam 350(f)
f [Dams Nos. 4, 5, 6, and 7 will have to be prolonged from 100 to 300
feet beyond the banks, and the pools created by them would partially
flood tbe lands adjacent to the river.
The estimated cost of these seven locks and dams is: Masonry locks ,
$4,952,976 ; timber, $2,644,768.
Second case, dams Nos. 1, 2, and 3 would l»e located as above, the
remainder as follows, with lifts of 8 feet, size 49 by 250 feet:
Feet.
No. 4. Station 2,215, Louisiana, about foot of Ef^g Point Shoals, dam 450
No. 5. Station 264, Louisiana, about foot of Mallard Shoals, dam 400
No. 6. Station 3,921 , Arkansas, near Jack's Island, dam 800
No. 7. Station 2,070, Arkansas, near Smackover Creek, dam 600
No. 8. Station 1,168, on Buffalo Flats, dam 500
Estimated cost of these eight locks and dams: Masonry locks,
$5,162,319; timber, $2,626,252.
Third case, locks 49 by 250 ; lift, 7 feet :
Feet.
No. 1. Station 8,69S, Louisiana, near Harrisonburgb, dam 800
No. 2. Station 5,893, Louisiana, about one mile above Columbia, dam 600
No. 3. Station 4,851, Louisiana, Lay ton's Bar, dam • 500
No. 4. Station 2,881, Louisiana, foot of Moun)e Shoals, dam 600
No. 5. Station 2,215, Louisiana. Egg Point Shoals, dam ,. 500
No. 6. Station 264, Louisiana, foot of Mallard Shoals, dam 400
No. 7. Station 4,160, Arkansas, Pine Prairie Shoals, dam 600
No. 8. Station 2,860, Arkansas, foot of Franklin Shoals, dam 400
No. 9. Station 1,280, Arkansas, foot of Newport Shoals, dam 300
No. 10. Station 975, Arkansas, foot of Spoon Camp Shoals, dam 400
Estimated cost of ten locks and dams : Masonry locks, $6,079,233 ;
timber, $2,995,566.
It must be remembered that, in making these estimates, the cost is
greatly increased on account of the character of the country in which
the improvement is contemplated, as it oifers no facilities for securing
skilled labor, or material of any kind except timber, and requiring every
other material that would be used in the construction of the works to
be brought from a distance, and before navigation closed, thus greatly
enhancing the cost, in addition to which any number of claims would
be brought against the Government for damages supposed to be done to
the lands on account of the pools created by the dams.
In each of the plans of improvement mentioned above, one of the
locks will be located between Moro Bay and the mouth of Saline Kiver,
a distance of 32 miles. At moderate stages of water the Ouachita con-
nects with the Saline through the old bed of Moro River, and in order
to prevent- the drainage of the upper i)ool, a dam will have to be built
across the head of the old bed of Moro River.
In considering theabove plans of improvement wemu8t,from tliebegin-
. ning, take into account tbe floods of the river, and the damage to which
. REPORT OF THE CHIEF OF ENGINEERS. 355
the worbs will be sabjected by placing them in a channel so contracted
as that of the Upper Ouachita, and upon soil so unstable as the river-
bed.
So far as the permanent improvement of the river is concerned, that
by locks and dams is the only one that will give continuous and unin-
terrupted navigation throughout the entire year to Camden, Ark.; and
of the three plans mentioned above, the third, though it shuts out the
larger class of boats, is the best, considering the nature of the river, the
commerce, and the wants of the country, which the contemplated im-
provement will benefit.
In speaking of the improvement, and considering it, I have only intro-
duced the Ouachita River. There is another element to be considered
in the solution of the question, and that is the condition of the bar at the
month of Bed River. Mr. Durham refers to it in his report. The mouths
of this river have been filling up for years, and though the lower one
opened last fall, (the first time for twenty years,) it is supposed to be
only temporary.
At low water boats drawing over two feet find it almost impossible to
get over the obstruction and enter the river. So long as ik exists it is
useless to attempt the permanent improvement of the Ouachita. If
the latter be undertaken, so must the improvement of the mouths of
Red River. Whether the object to be accomplished, viz, thepermanent
improvement of the Ouachita to Camden, Ark., is commensurable with
the expense, is a question which must be considered.
The improvement will be of advantage to the country in partly facili-
tating the shipment of the cotton-crop and the return of plantation and
other supplies, the cost of the latter being greatly increased by reason
of the planter and merchant being under the necessity of laying in a
stock, during the boating season, sufficient to last until the next return
of navigation.
Camden has always been the principal shipping and receiving point
on the Upper Ouachita, and particularly for the counties of Ouachita,
Bradley, Calhoun, Dallas, Hot Springs, Hempstead, Nevada, Clark,
Pike, Saline, and Montgomery. To render navigation permanent to
Camden was the principal consideration in the proposed improvement.
It was the trade and commerce of the above counties that built up
Gamd^, and made it so much of a commercial point for the country or
which it is the center. Since the improvement of the river has been
agitated, another element has been introduced into the country, which
to a great extent reverses the channel of trade ; I refer to the comple-
tion of the Cairo and Fnlton Railroad. This road connects at Little
Bock with roads running to Saint Louis and Memphis, and passes
through the middle of the belt of counties above mentioned. The planta-
tion and other supplies heretofore finding their way from the north and
west to New Orleans, and thence up the Ouachita, the cost increased
by reshipmentand commission, now find their way directly to the above
places, at rates sufficiently cheap, compared with river-rates, as to cause
large consignments from the North and West, and in such quantities as
may be required, thus avoiding the additional expense attendant upon
laying in an entire season's stock. So much has the road afiPected Cam-
clen, that every efifort is being made to have a connecting line with the
above road, tapping it at Arkadelphia. That the fears of the decline of
trade with New Orleans are not only felt on the Upper Ouachita, but
also by the people of Upper Red River, (the interest being about the
same in both cases,) is shown by the address of the merchants of
Shreveport to the New Orleans Cotton Exchange. They say :
356
REPORT OF THE CHIEF OF ENGINEERS.
We are connected with a system of railroads leading to the Galf ports in Texas, and
we fear a successful competition will be wafted to divert the produce and trade tribu-
tary to Red River to other markets than New Orleans ; besides, the Cairo and Fulton
Road will be completed in October,* tapping the heart of the Upper Red River trade,
and threatening to carry to Saint Lou\^ and Memphis the cotton of that rich valley.
The following table gives the nainber of steamers and the trips made
by them during the season of 1872 and 1873 to Camden, Ark.; more
frequent trips were made to Monroe and Trenton. It gives some idea
of the trade of the river :
Name.
Ouachita Belle . .
P. W.Strader ..
Mayflower
Lotta wanna
Fontenelle
Ruth
Sabine
Garry Owen
Bannock City ...
Bertha
Billy Collins. ...
Ora
L«io
Mary McDonald.
W.J. Lewie. .J..
Fannie Lewie ...
Alice
St. Luke
Mountaineer . . . .
Side- wheel.
...do
.. do
Stem -wheel.
....do
...do
...do
...do
...do
... do
do
...do
Side-wheel..
...do
do
do
do
do
do
S
3
8
7
7
6
8
4
1
9
9
1
1
3
1
9
1
1
1
Between ports direot
Xew Orleans to Camden.
Da
Do.
Do.
Do.
Do.
Do.
Do.
Da
Do.
Da
Da
Saint Louis to Camden.
Do.
Da
Da
Do.
Do.
Da
Representing a totiil tonnage of about 8,500 tons.
The trade of the river during the present season, which is not yet
closed, will show a great decrease in the number of boats, mainly due
to the receipt of supplies, &c., via Cairo and Fulton Railroad.
• Since completed.
Shipment of cotton for the p€ut three years.
September..
October
Xoveml»er..
December . .
January ...
February . .
March . . —
A.pril
May
June
July
August
Total
1870- •7L
1871-'T9.
•
1,373
333
3,498
480
5, 603
4,612
15, 003
7.413
83,965
32,063
43, 300
27,314
34.800
11,602
13.8IH
2,988
7, IHo
1, 658
1.5Q1
261
1, 619
136
774
174
l.ll, 458
89,034
1
187«-*73.
829
1,383
1,334
4,013
22,769
33,848
21, 351
12,380
4,076
1,174
346
376
103, 679
The above also includes the shipments from Black River.
It will be seen from the above that the greatest amount is shipped
during the last months of winter and the first of spring. This always
acconls with the best stage of water, though there is generally in De-
cember a stage sufficient for navigation, but the main bulk of the cotton
is not brought out to be shipped until later. Any system of locks and
dams during this season would be superfluous; in fact, such an improve-
ment as contemplated would be more of an obstruction in a river like
the Ouachita at that time. It would only be during the late summer
REPORT OP THE CHIEF OF ENGINEERS. 357
and early fall months that the improvement would be of particular
service. Durini^ the^e months no crops are being moved, and no par-
ticular^trade is being carried on that would induce boats to run, even if
there was sufficient water naturally at these seasons. One, or at the
furthest two, of the small Ouachita Hiver packets would be sufficient for
the trade. The improvement, if made, will cost, according to the lowest
estimate above presented, $2,626,252, and this involves also the im-
provement of the mouth of Red River, for which no estimate can be
presented ; without the latter improvement the locks would remain idle
at the time they are intended for use.
The same might be said of the temporary means of improvement by
dredging, for though some of the bars and shoal places below Monroe
are composed of gravel of sufficient size to resist the force of the cur-
rent, and reasonably good results might be obtained by dredging, yet,
if we attempted to maintain a channel deep enough for the large boats,
the same obstruction would deter such boats from taking advantage of
the improvement. No doubt such an improvement will tend to develop
the resources of the country and encourage and increase the cultivation
of laud now lying idle, by cheapening transportation in competition
with the railroad line that will soon be built in that country ; still, I fail
to see the necessity, at the present time, of so costly an improvement
of the river by locks and dams, and in view of all the circumstances I
would respectfully recommend for the present the abandonment of the
project for lock-and-dam navigation of the Ouachita.
By reference to Mr. Durham's report it will be seen that there are a
large number of lc)£;8, snags, and other obstructions in the river, which
are dangerous at all stages of water. I would respjBCtfuUy recommend
that a boat be built for the purpose of operating on the river and its
tributaries. Such a boat can be used also during high water in re-
moving great quantities of drift-wood, which, coming down the river
with every flood, lodge in the shari) ben<ls, and, remaining there afcer
the river falls, form serious obstructions. By operating at high water
upon these it would greatly lighten the work during the low-water stage.
The need of such a boat is very much felt, and it would be of invalua-
ble service.
The estimated cost of a steamer for the purpose is $30,000, and the
estimated running expenses per mouth about $2,200.
The balance of appropriations available May 1, 1874, was $82,496.09;
of which, for Louisiana, $62,937.13; and for Arkansas, $19,558.96.
Very respectfully, your obedient servant,
VV. FT. H. Benyaurd,
Captain of Engineers,
Brig. Gen. A. A. Humphreys,
Chief of Engineers^ [7. 8. A.
Report of Mr* C. IT. Durham^ AsHstayit Engineer.
U. 8. Engineer Office,
Fickaburgj Mias.t May 9, 1874.
Captain: I have the honor to present my report on the survey of Ouachita River
from Camden, Ark., to Trinity, La., made under your directions during the summer
and fan of 1873.
Accompanying this report are —
1. A profile ox the river, plotted on continuous profile-paper, the horizontal sides of
^he squares into which the paper is divided representing 300 feet each and the vertical
ides one foot.
358
REPORT OF THE CHIEF OF ENGINEERS.
Lines are given representing the Ligb and low water Blopes of the river, and the bed
of the channel. This latter line, which was obtained from the reduced soundings, shows
the highest points in a selected channel of 100 feel in width, (in some few cas^s in the
upper river 60 to 80 feet,) which points indicate the maximum of obstruction. Also
lines representing various systems of locks and dams.
2. A-tracing of the map divided into 11 sheets. The map is plotted on a scale of 200
feet to 1 inch. The entire line of traverse and the transit points, as well as the sound-
ings taken during the survey, are shown, together with the names of towns, landings,
plantations, bayous, shoals, and bars, and as much general and topographical informa-
tion as time and space permitted.
8. A sheet showing the curves of oscillation of water-surface at the different gangea
during a portion of the years 1873 and 1874.
The party was organized at Camden, in June, and the survey was commenced at that
point and carried on almost uninterruptedly until the 31st of December, at which time
we had reached Trinity. A traverse-line was run throughout the entire distance, cross-
ing irom one bank to the other when found exx)edieut for the purpose of avoiding nat-
ural obstructions, the opposite side being located by triangulation.
The stations begin at Camden with zero, were numbered from thence to the Arkan-
sas and Louisiana Stat« line, from whence, beginning again with zero, they werennm-
l>ered to the terminus of the survey, thus affording an independent nomenclature for
that portion of the survey in either State.
The heights of both banks were taken at frequent intervals, and the general topo-
graphical features of the country noted.
A line of levels was run, the elevation of the water-surface being taken as often as
necessary ; bench-marks were established, and frequent connections made with the
levels of the survey of Mr. Clement Smith, (1871.) Numerous soundings were made,
particular attention being paid to the shoal parts of the river-channel where future
improvement may be found necessary. A water-gauge was kept at the quarter-boats,
the records of which, together with those of the permanent gauges established at
Camden, Buffalo Flats, Eldorado Landing, Monroe, Columbia, and Trinity, have been
made use of in correcting the slopes of water-surface as obtained from the levels, as
well as in establishing the line of low water.
The distance by river from Camden to Trinity, as found b^ our measurement, is
294.07 n>iles, and the total fall at low water is 65.4 foot, or .22 foot to the mile. The
distance from Camden to the Arkansas and Louisiana State line is 114 miles. The
f*xtreme range of water-sniiiEMie at Camden is 39i^ feet, while at Trinity it is 53.4 feet.
The high- water slope is less than that at low water ; a result mainly due to the back-
water of tile Mississippi in its high stages, which ban at times, as 1 am informed, ex-
tended as far up the Ouachita as the State line. The extreme hij^h water of the present
season in the Lower Ouachita and Black, and the consequent disastrous overflow, are
in great measure owing to the influence of the Mississippi.
The fall is distributed over a succession of pools and shoals, the former being almost
invariably sufticiently deep for navigation, while some of the latter afford an available
depth Mt low water of leas than afoot,
A list of the shoals which form the chief obstructions, and which are very numerous
the u])per river, between Camden and Monroe, is given below.
In estimating the available depth at low water, allowauce in width of selected
channel has been made for the swing of boats in rouuding the sharp bends and in
crooked portions of the cbanuel. The indicated depth on any given shoal is the least
a steamer would be likely to meet with in passing at extreme low water.
Table of shoals from Camden, Ark,, to the State line,
[Mem.— Figures in first and third colnmns are red in original.]
a
3 .
.2 .
^fe
Nam A.
stance S
Camden
i
.■31
Remarks.
•g'
«
'^ cB
P
^
<J
MilM.
Feet
Feet,
Hodges
4.00
5.50
1,300
4,000
1.1
2.4
Gravel.
Gravel and sand.
Two Bayou
Little Bnffalo....
10.50
800
1.7
Gravel.
Cape Horn
White Hall
11.00
500
0.6
Gravel; channel very narrow.
12.25
500
1.9
Gravel and sand.
Frenchpoit
13.25
300
0.6
Gravel.
ColdBit*-
17.50
500
0.8
Gravel ; narrow channel.
Spoon (,'uiii)) . ...
18.00
2,200
0.7
Gravel.
Biffalo FhilH ....
19.00
11.600
0.8
Gravel and sand ; channel narrow and
very crooked.
REPORT OF THE CHIEF OF ENGINEERS.
359
lablc of shoals from Camdeny ArJc.f to the State line — ContiDaed.
V
Name.
1.
§
MUes.
23.75
25.00
27.00
30.75
36.00
36.75
39.00
43.75
4a 25
53.00
6a 00
68.25
71.00
75.00
7a 75
82.67
83.50
88.00
90.00
111.00
•
Available depth,
at low water.
Remarks.
Newport
Feet.
1,400
2,500
1,200
1,000
2,900
3,600
400
400
4,000
13.500
1,600
1,500
1,500
10,600
2,600
2,500
2,000
8,000
16,500
8,400
Feet
1.1
3.0
1.8
1.5
1.0
1.0
0.9
2.4
1.8
0.7
0.7
1.1
0.6
0.7
0.9
0.7
1.4
0.6
0.5
1.1
Gfavel and sand.
Do.
Do.
Da
Do.
Do.
Gravel-bar; channel very orooked ; swift onirent.
Sand.
Crooked obannel ; swift onrrmit.
Series of shoals, with pools between ; gravel ; cluumel
and near bank.
Gravel; crooked channeL
Sand; snags.
Soft rock ; channel very crooked.
Series of sand-bars ; snags ; channel very orooked and
Gravel and sand.
Gravel and sand ; channel very crooked and narrow,
of logs and snags.
Sand.
Do.
Series of sand-bars ; ohannel very narrow.
Sand.
Lower Newport. .
Ingleby
Hog-Eye
Haidee
Slim Island
Smackover
Eldorado
Enterprise
Franklin
DAFmir
Homoo
Horsehead
Caryville
Jack's Island
Pine Prairie
Parrigeethe
Eutaw Rapids....
Caney Msary
jNo name
narrow,
and fuU
Boland's Ford . . .
Table of shoals from State line to Trinity ^ La.
Name.
Shiloh
Malhird
Thirteen Point. . .
Alaliama
Chignon da Chien
Fish Trap
High Tower
OnachiuCity....
Young's
Loch Lomond —
Rock Row
Willow Island...
Egg Point
Doody's
D'Arbonne
Two Paw
Monroe
Diok^rave's
Cheniere Bar
Morrison's
The Knob
Bock Island
Rapids.
Philpot
Tanners Bar
Logtown
Tavlor's
Rusk's
Faulk's
BeU's
Cypress Bayou . . .
Lasrton's
Hopewell's
Well's
Rutland's Bar
Catahoula
Louis Bayon Bar.
a
&
I-
«
CO
a
2
MiUse.
3.50
4.50
10.00
12.00
12.35
13.75
19.25
26.50
31.50
32.50
36.00
40.50
41.25
46.25
47.50
50.00
53.00
60.00
67.00
70.00
71.00
71.50
72.00
73.25
75.25
77.50
80.25
81.50
82.00
87.25
91.75
93.25
94.50
100.00
160.00
I
Feet
3,400
1.000
300
300
1,900
500
3,200
400
500
2,400
3.100
3,700
6,700
4,300
1.500
1,500
14,000
700
3,200
4,300
400
1,100
500
6,300
1,700
11,700
800
800
1,400
600
500
ion
100
5,800
7,500
163. 00 4, 500
.a
cs
FeeL
0.6
1.1
3.1
0.9
1.9
1.7
1.6
1.4
1.1
1.0
1.1
1.1
1.4
1.8
2.1
9.0
2.2
3.4
3.9
2.5
2.5
1.4
1.4
0.7
0.9
0.9
3.9
3.0
3.9
8.6
2.3
2.7
3.0
1.1
0.9
3.3
Remarks.
Gravel ; narrow channel.
Sand.
Do.
Do.
Do.
Gravel and sand.
Do.
Gravel-bar.
Gravel and sand.
Rock and gravel ; narrow channel.
Rock ; swift current.
Sand.
Do.
Do.
Sand and gravel.
Sand.
Series of sand and gravel-bars.
Gravel.
Sand and gravel.
Do.
GraveL
Rock and gravel.
Sand.
Sand; ohannel very narrow.
Sand and gravel.
Series of gravel-bars ; crooked channel.
Sand.
Do.
Do.
Da
Do.
Do.
Do.
Gravel and sand.
Gravel and sand ; current very swift ; channel very narrow
and crooked.
Series of sand-bars.
360 REPORT OP THE CHIEF OF ENGINEERS.
The velocity of the current on the different shoals varies at low water from 1.5 to 3
miles per honr, but in times of flood it is often much greater.
It will be seen by reference to the profile of the river and the list of shoals that ordi-
nary methods of improvement, such as by dredging and rock-excavation or wing-dams,
would involve enormous expense, even if practicable.
A series of careful observations of floats of mid-depths shows the amount of water
passing at Camden at low water to be abont 353 cubic feet per second, which amount,
though ample for the contemplated system of locks and dams, would be insufficient
for any other exhaustive method of improvement of the upper river. The course of
the river is extremely crooked, and a large number of the bends are very sharp. The
width of the main channel ranges from 45 to 400 feet. The net- work of bayous and
lakes in whicli the Ouachita country abounds, acts as a natural reservoir for the water
in times of flood, thereby allowing the river to have a more contracted waste- way than
would otherwise be the case.
The chief source of danger to the navigation of the upper river, at navigable stages,
arises irom snags. A great part of these is the result of former ineffectual attempts to
improve navigation by cutting down overhanging trees, or trees near the edge of the
bank, sufficient precautions not having been taken to remove them ; carried for a dis-
tance by a rise of water, they have been left as the water receded, on the shoals, where,
becoming water-logged and imbedded in sand, they still remain.
They are the most numerous and dangerous at the following localities :
Distance from Camden^ miles,
7i, Yaeger's Tow-head.
18 to 22, above and on Buffalo Flats.
24, near Newport.
27, Ingleby Shoals.
33^, Leopard's Camp.
36, Haidee Shoals.
41 to 45, above and below Eldorado Landing.
48, Enterprise Shoals.
52, Franklin Shoals.
60, near Wilminj^ton.
60 to 65, from Wilmington to Jack's Island.
88, near Canv Mar>' Landing.
93 to 140, from Belle Point to Ouachita City.
146, Loch Lomond Shoals.
149, Rock Row.
Much work was done under your directions by the crane-boat Ouachita, during the
fall of 1873, in removing snags and logs from the channel between Camden and Wil-
mington, bat, owing to high water, no snagging of any importance was done below.
On the lower river, between Monroe and Trinity, there are also many isolated snags and
sawyers, the removal of which would be very beneficial.
Another source of obstruction is in the leaning trees on the river-banks, the greater
portion of which has been removed In previous operations, but considerable more work
IS necessary. The high-water channel hugs the bank very closely, especially at the
bends, and a passing steamer runs great risk of losing her upper works at points where
overhanging trees exist.
On the upper part of the river, between Camden and Ouachita City, one or both
banks of the river are invariably low, and a lar^e portion of the adjacent country is
annually overflowed. The high lines strike the river only at a few points, and there is
but little land on the river under cultivation, most of the farms being situated at a
distance and above or near high-wat'Cr mark. Between Cary ville and Alabama Land-
ing, a distance of 56 miles, both banks are submerged at even moderate stages, and
vast tracts of bottom-land, covered with forest and canebrake, are under water five or
six months in the year. On the lower river, between Ouachita City and Trinity, the
banks are generally high and the country near the river is tolerably well settled,
although not cultivated to so great an extent as formerly, the reasons for which are not
to be found in imperfect navigation, but await the solution of the labor question. There
is sufficient depth of water for the use of the greater number of the boats to Camden
during seven months, and to Monroe from nine to ten months in the year. During the
season of 1873 navigation to Monroe was closed only about six w^eeks.
The season of high wat«r in the Ouachita is also the cotton-shipping season, during
which some of the Targe Mississippi boats, together with those employed exclusively in
the Ouachita trade, run upon the river, and long before it falls to its lower stages the
cotton is almost entirely removed. At the same time supplies are brought to the plant-
ers and merchants resident npon and near the river, which supplies must also be made
to cover the time during whicli the river is closed to navigation, a source of great incon-
venience and distress, and the main argument in favor of continuous navigation.
REPORT OF THE CHIEF OF ENGINEERS.
361
On the 23d of November, 1873, with the water only 2| feet above extreme low water,
nt'arly all the boats which run the river were plying between New Orleans and Ouachita
City, and carrying down cargoes of cotton. So soon as the cotton-crop is exhausted
the boats cease running, or only a few at infrequent intervals, and this not always from
lack of water, but lirom lack of trade ; and it is difficult to see how, in the event of the
establishment of slack-water navigation, this business would be adequately increased.
As regards the present cost of shipping cotton via the Ouachita to New Orleans, it is
but little, if any, greater than for equal distances on the Mississippi and Red Rivers,
And during the season in which the cotton should be shipped there are ample facilities
for doing so.
Monroe, in addition to its river connections, has a railroad, (Northern Louisiana and
Texas,) which mns to Delta, a point on the Mississippi nearly opposite Vicksburg. The
j;reater portion of the cotton raised in this section of the country goes out by this
route. Navigation during the entire year can be secured to this point and Trenton,
two miles above, at comparatively small cost, as will be seen from estimates below
«ubmitted. There is a railroad under construction from Arkadelphia to Camden, tap-
ping the Cairo and Fulton Railroad, which runs to Little Rock, thence connecting with
tfemphis and Saint Louis. By this route Camden and the up-river country can receive
supplies quite as cheaply as by boat, and if necessary cottofi can be shipped.
Points above, and as far as Champa^noUe, are easily reached by land, and can receive
their supplies from Camden when navigation is closed. In the same manner Ouachita
City and intermediate points can receive their necessaries from Monroe.
Between Ouachita City, then, and Champagnolle, a distance of ninety-five miles by
the river and about sixty by land, is the country which would be especially and chiefly
benefited by carrying into effect the proposed project for slack- water navigation.
There follows a list of the counties and parishes the interests and welfare of which
are directly or indirectly connected with the navigation of the river. In the second
column is given the population according to the census of 1870. The third column
shows the assessed valuation of estate, real and personal, and the fourth exhibits the
cotton -crop of 1870.
Coantiee and porlabes.
Onachita, Ark
Galboan, Ark.
Bradley, Ark.
Union, Ark ..
Ashley, Ark...
Union, La
Morehonae, La
Onacbita, La .
Kichlaud, La .
Caldwell, La.,
Franklin, I^ .
Catahoala, La
Total...
ARsessed vain-
Population.
atiou of real
and personal
property.
Cotton-crop
of 1870.
BaUs.
19,975
13. 204, 387
6.467
3,853
459, 193
2,593
8,646
1, 197, 458
5,177
10, 571
1, 934, 122
6,181
8, 042
1, 607, 986
7,856
11,685
1, 257, 911
6,675
9,387
1, 986, 789
11,154
11,582
3,511,160
14,239
5,110
852.574
6,051
4,820
651, 087
4.157
5, 078
588,358
3,498
8,475
1, 233, 562
8,878
100, 224
17, 484, 587
82,920
Eighty-two thousand nine hundred and twenty bales, at $40 per bale, which is a fair
average value, would give !$3,316,800 as the valuation of the entire crop.
It has been before remarked that the benefit to be derived from the slack-water pro-
ject, or from any improvement intended to furnish continuous navigation, would be in
bringing supplies during the summer months. Putting the up-river freight at a value
of sa3' two-thirds that of the cotton, which is sufficiently high, we have as a total valu-
ation of up-river freight |'2,211,200 ; only a part of this, say five-twelfths, corresponding
to that portion of the year in which navigation is more or less impeded, is to be taken
into consideration, and we have the result |921,333. Should, however, the river below
Monroe be improved, as below suggested and estimated for, there would remain only
those counties and parts of counties on the river between Champagnolle and Ouachita
City which would be greatly benefited by the improvement of the upper river. Cam-
den, with its railroad, will have ample facilities for supplying itself and vicinity, and
portions of the country have easy access to the Mississippi River. To furnish supplies
during four or five mouths in the year to this section appears to be the ultimate and
principal object of such improvement. That the expense would be immeasurably out
of proportion to the results to be obtained may be seen from the following table. It
shows the names of the counties or parts of counties included in the section above re-
3G2
REPORT OF THE CHIEF OF ENGINEERS.
ferred to, their population, valaation, and average cotton-crop, according to census of
1870.
Coanties and parishoA.
Calhoun, Ark .
Bradley, Ark..
Union, Ark ...
Ashley, Ark . .
Union, La
Morehouse, La
Total...
Popula-
tion.
984
8,646
10, 571
8.042
7,790
6,258
42.271
Valuation.
$114. 800
1, 197, 458
1, 934, 122
1, 607, 986
838, 608
1, 324. 526
7, 017, 500
Avera^ cot-
ton-crop.
Bales.
648
5,177
6.181
7,856
4,450
7,436
31,748
Remarks.
About one-fourth.
About two-thirds.
About two-thirds.
Thirty-one thousand seven hundred and forty-eight bales, at $40 a bale, would give
$1,269,920. Estimating value of supplies at two-thirds, we have $846,613. Taking
five-twelfths of this as the average for the five months in which navigation is impeded
we have $352,755. A single boat of average size could, if it were possible to run, meet
all the demands. Owners of steamboats and others interested in the profits of naviga-
tion are dissatisfied with the project for slack-water, and call only for such measures
as will render present navigation as free from danger as possible.
In regard to the survey of 1871, made by Mr. Clement Smith, a Board of Engineers
has passed upon it, and numerous errors were found, the existence of which is confirmed
by the present survey, and, moreover, additional ones have been discovered, more than
sufficient, in my opinion, to warrant a condemnation of the project recommended.
I have made special examinations of those points at which locks are proposed to be
constructed, or at least of the vicinity, no clew being given In the maps, noteis, or report
by which these sites could be exactly located. I have found them in everv case defect-
ive. Insufficient soundings were made for determining the profile of the river-bed,
and several shoals were neglected, some of which have an important bearing upon the
result.
Numerous errors have been fonnd in the levels of 1871, which have doubtless led to
the greater part of the faults discovered. '
The locks proposed are not of sufficient size to accommodate the larger boats, and
new ones would have to be built, which would doubtless cause much dissatisfaction
among present owners. During the cotton-shipping season some of the large Missis-
sippi steamers use the river and carry the major part of the freight. Dams of the
height proposed would practically bar them out of the river, or at least allow them to
pass over only about two months in the year ; and, aside from this drawback, it seems-
that wooden structures would hardly be secure, built to such a height in a very con-
tracted water-way, completely surrounded and submerged at high water, as most of
those proposed would be, and with no sufficient bank to offer security to the roots of
the dams.
It Is not believed that the pools made by the proposed dams would cause any real
damage to the adjacent country, or that the prolongation of the high stages would be
in any way detrimental, although claims for supposititious damages might arise. The
hlgh-freshet line varies from 39.25 feet aiiove low water at Camden to 53.4 at Trinity,
while the ordinary high water ranges from 30 to 40 feet, and is prolonged for some
months, so that no land much below these limits could be cultivated, unless protected
by levees. A system of ten locks and dams, with lifts of 7 feet, would better fulfill
the conditions of security, and would not bar the large steamers for so great a length
of time.'
PLAN OF IMPROVEMKNT.
In view of what has been above said, I would respectfully recommend the following
project for improvement, which, although partial, will afford great relief:
1st. The construction of a light-draught steamboat, fitted w^ith the recjuisite machin-
ery for removing snags, sunken logs, &c., to work between Camden and Trinity, but
principally above Monroe, La.
The cost of such a boat as estimatecl from plans in your possession would be
about $30,000
The cost of running per year as obtained from comparison of precedents on
this and other rivers 26, 400
Total , 56,400
Such a boat would be of the utmost service to navigation in removing the chief
Bourc s of danger, and could be made effective during the entire year.
REPORT OP THE CHIEF OP ENGINEERS,
363
^1. The widening and deepening of the channel between Monroe and Trinity by
dredging and rock-excavation, so as to give at least 4 feet of water witn 100 feet width
of channel during the entire year.
This width and depth will be ample for such craft as trade would justify in usiuj
the river during the low stages.
The following list shows the names of shoals, their situation, and the quantity of
work required in that portion of the river the improvement of which is here proposed.
Some of them are built on a nucleus of snags and sunken logs, which being removed,
the causes of obstrnction would be eliminated. These shoals have been pTotterl,ana
the result's were obtained by calculation from the soundings made during the survey.
They are presented as approximate, but are believed to be very near the truth.
Name of shoal.
*
Location— Louisiana.
Quantities in
cubic yards.
Bemiffks.
Book.
Sand and
gravel.
Monroe
Station 2738 to Station 2878
Station 3202 to Station 3209
Station 35.33 to Station 3555
Station 3653 to Station 3695
Station 3743 to Station 3747
Station 3767 to Station 3778
Station 3821 to Station 3826
Station 3858 to Station 3920
Station 3978 to Station 3995
Station 4083 to Stotion 4200
StoUon 4241 to Stotion 4249
Stotion 4295 to Stotion 4303
Stotion 4337 to Stotion 4351
Stotion 4606 to Stotion 4612
Station 4846 to Stotion 4&51
Stotion 4925
'*3."4i3
15,375
248
3,849
2,944
818
4,722
3.111
30.240
17,155
22,140
444
825
1,189
388
177
124
100
565
14,680
861
Including estimate for channel
Dinkgrave'a
Bayou Chaniere Bar .
MorrlBon's
200 feet in width, through a
space extending 300 feet aoove
and below whi^-boat, to allow
room for turning.
Gravel.
Including some very soft rock.
ThA TTnnb
Bock Island Bapids..
PhUpot Landing
Tanner's Bar
I<ogtown
Bock soft and friable.
Sand.
Sand.
Taylor's
Bosk's
Sand.
Fanlk's
Bell's
Sand.
Sand.
Cypress Bayou
Layton's
Gravel.
Sand.
Hopewell's
Sand.
Wells's
Stotion 4987
Sand.
Batland's Bar
Catahoula
Louis Bayou Bar
Stotion 5314 to Station 5372
Stotion 8429 to Stotion 8504
Stotion 8540 to Stotion 8585
Sand.
Sand.
Total
3,413
119, 955
«
As the work is not of more than ordinary difficulty, I have estimated the rate per
cubic yard for sand and gravel at 35 cents and for rock $2, which will give^
119,955 cubic yards of sand and gravel, at 36 cents $41,984 25
3,413 cubic yards of rock, at $2 6,826 00
48, 810 25
Add 15 per cent. for contingencies - 7,321 54
Total 56.131 79
I have to state that there would be no guarantee for the permanence of the abo-^ work,
inasmuch as the factors of danger are the same as for other rivers of this class, rivers of
average rapidity of current, crooked, and with unstable bottoms of mud. sand, and
H^vel. Should, however, the work be determined upon, I would respectfully recom-
mend that it be done by contract, as being cheaper and more expeditious in view of the
comparatively small quantities, as not justifying the necessary outlay for machinery,
&c., on the part of the Government.
I have now to call your attention to the bars at the mouth of Red River, which
I have not personally examined, but which I learn from various sources give but 18
inches at low water. They have, therefore, an important bearing upon any iinprove-
ment intended to furnish low-water navigation on the Ouachita, inasmuch as its only
outlet to the Mississippi is via Black and Red Rivers and over these bars. An examina-
tion of this locality seems imperatively needed, and its improvement would be of the
utmost importance to the navigation of the Red, Black, and Ouachita Rivers. Some
improvement of the principal tributaries of the Ouachita, viz: Bayous Moro, Bartholo-
mew, and d^Arbonne, BcBuf and Saline Rivers, would be beneficial to the country con-
cerned. •
564
REPORT OF THE CHIEF OF ENGINEERS.
In coDclusion, J beg to acknowledge my appreciation of tlje able services of Assistants
JMack) Gordon, and Nicol, both in field and office.
Very respectfully, your obedient servant,
C. W. Durham,
As9i8tant Engineer^
Capt. W. H. H. Bknyaurd,
Carps of Engineers, U. 8. A.
L3.
IMPROVEMENT OF THE YAZOO RIVER, MISSISSIPPI.
An appropriation of $40,000 for this river was made by act of Con-
gress approved March 3, 1873.
Upon the project for the improvement being approved by the Chief
of Engineers, proposals were solicited for the removal of certain wrecks.
The following is an abstract of bids received for removing nine wrecks
from the Yazoo River, Miss.
.0
3^
Names and residence of
bidders.
Underwriters' Wrecking
Co., Cincinnati, Ohio.
G. Andrews, prosident )
New Orleans Wrecking (
and Salvage Co., New [
Orleuis, La. j
Names and residence of
guarantors.
M. A.Bryson, St. Lonls,
Mo.
J. M. Mason, St Loois,
Mo.
Edward A. Yorke, New
Orleans, La.
W. J. J. Armstrong,
New Orleans, La.
By whom certified.
E. W. Fox, surveyor ^
and acting collect- >
or. )
i
J. K. Beckwith,)! 4,800
United States a^V
tomey. N I 4, 850
a
o
$5, 000 17, COO
I
15,000
4,500 4,000
5,000' 4,500
J
s
D
Names and residences of
bidders.
rs
5
Underwriters' Wrecking { '*- ^nn
Co., Cincinnati, Ohio. 5 '^' """
G. Andrews, president j
Now Orleans Wrecking l^
and Salvage Co., New |
t
•J
9
6
Orleans, La.
3,800
3,950
93,00013,000
I
3,800' 3,900
3,a')0| 3,950
a
s
M
9
o
H
Bomarks.
t5, 000 ,14, 000 $3, 300 $40,200
1 QOo' 4 aOO Q 'i'iO ^-5 4'iO ^<*^ ^*^*« °^ ^'^^^ ***
J, 900 4, 200 2, J50 d5, 450 ^ j^^^^^ ^ contractor.
4, 450i 3, 000 38,
4,450
3,000,<
/6) Parts of vslue to
belong to Govern'
ment.
The award was made to Mr. G. Andrews, president of the New Or-
leans Wrecking and Salvage Company, the lowest bidder. A contract
was thereupon entered into, the work to be commenced September 1,
1873, and finished February 1, 1874. The contractor commenced work
upon the day specified, and completed his work in a very satisfactory
manner January 17, 1874.
Mr. Joseph Burney, assistant engineer, superintended the removal of
the wrecks, and also made an examination of the river, to determine
more definitely the location of the remaining wrecks and other obstruc-
tions to the safe navigation of the stream. His report is annexed
hereto.
REPORT OP THE CHIEF OF ENGINEERS. 365
It will be seen that there are eleven wrecks remaining, forming ob-
structions, and in addition, many beds of shn ken logs, which are, by far, the
more serious of the two, besides overhanging trees that require to be
cut down. Mr. Burney estimates that $120,000, extending over a period
of four years, will be suflScient for the improvement of the river, by the
removal of the above-mentioi^ed obstructions. Experience gained last
season in the removal of the wrecks by contract shows that the removal
of the remainder, and also the removal of the sunken logs, could be
done at much lesd expense by the Government owning and controlling
its own boat than by letting the improvement out by contract. An ap-
propriation of $75,000 could be advantageously expended in building a
suitable boat and operating it for parts of two seasons. As no appro-
priation was made for the fiscal year ending June 30, 1875, and as the
balance remaining on hand is very small, no work can be done during
the present season.
Financial statement
Balance in Treasury of United States July 1, 1873 $35,000 00
Amount in hands of officer and subject to his check 5, 000 00
Amount expended during the fiscal year ending June 30, 1874 39, 023 06
Amount available July 1, 1874 976 94
Amount required for the fiscal year ending June 30, 1876 75, 000 00
Beport of Mr, Joseph Burney, Assistant Engineer,
ViCKSBURG, Miss., June 29, 1874.
Major : I have the honor to report that, in accordance with your instructions, I have
made a careful examination of the Yazoo River, with a view to its improvement.
The Yazoo River is formed by the Junction of the Tallahatchie and Yallabnsha Riv-
ers, three miles above the city of Greenwood, and runs, according to the township-maps,
through the State of Mississippi to its junction with the Mississippi River, twelve
miles above Vicksburg, a distance of one hundred and seventy-three miles. There
are four classes of obstructions to navigation in the Yazoo River, viz :
Ist. Sand-bars.
2d. Wrecks.
!3d. Snags.
4tb. Overhangring trees.
The bar forming the greatest obstruction is at the month of the river, and is of a
very changeable nature; the location of the channel being often changed, but, as
steamboats drawing 2 feet of water can pass at extreme low water, and those boats
being sufficient for the business required at this season of the year, I submit no esti-
mate for its improvement.
The second class of obstructions are the wrecks of steamboats sunk during the late
war. Under your direction, last year nine wrecks were removed, which greatly improved
the navigation of the river. There are eighteen wrecks yet remaining in the river ; of
these, seven form no obstruction, the remaining eleven are, to a certain extent, in
the way of navigation, and any plan adopted for the thorough improvement of the
river would require them to be removed.
Below I give a list of the wrecks, also an estimate for the removal of those in the
way of navigation.
Wrecks forming no obstruction.
Name.
FaU City.
Cairo
Bepublic .
J. F. Panztmd
Location.
Near Snyder's Blnif.
Six miles above Chickasaw Bayou.
One mile below Yazoo City.
Half mile above Yazoo City.
Prince oi Wales Opposite Andrews' Landing.
John Walsh.
Scotland Do.
Opposite Southworth's Landing.
366
REPORT OF THE CHIEF OF ENGINEERS.
Wrecks forming obstruction.
Name.
Paul Pry
Capitol
Hope
Baron De Kalb
Mobile
Magenta
Magnolia
Freestone
Peytona
Natchez
M. £. Keene
Location.
Two miles above mouth of Big Sunflower River
Half mile below Liverpool Landing
Eagle Bend
Two milea below Yazoo City
do
Four milea above Yazoo City ■.. .
do
Quarter mile below Piney Bayou
^ear Eureka Landing
One mile below Bertonia Landing
French fiend
Total
Engineering and contingeuGiea, ten per cent
Grand total
Estimatea.
Cost of
removing.
$3,000 00
4.000 00
3,000 00
3,500 00
3,000 00
4,000 00
3,500 00
4,000 00
4,000 00
4,500 00
4,000 00
40,500 00
4,050 00
44,550 00
The above estimate is based upon the work bftin^ let out by contract. Should the
Oovemment build a suitable steamboat, as estimatea below, and employ its own work-
men in removing the wrecks, the estimated cost would be $30,000, and a saving of
nearly $15,000 would be made.
The third class of obstructions are the snags, and are located as follows :
Snags.
Location.
Snags.
Location.
Bed of snags...
Do
Near mouth of Old Biver.
Steel's Bayou.
Haynes's BlutL
Extending ftt>m Collins's Bayou
to Little Sunflower.
Eldorado Bar.
Clark's Landing.
Lake George Bayou.
ExtendingTrom Richard's Bayou
to O'Neal's Creek.
Bed of snags..
Do
Twelve-mile Bayoo.
Wilton's Landing.
Elm Grove.
Woodbury.
Piney Creek.
Enreica.
Belle Prairie.
Wasp Lake.
Eagle Lake.
Alligator Slough.
Do
Do
tt
Do
Do
Do
Do
Do
Do
Do
Do
Do
Do
Do
Do
For the removal of the snags a snag-boat would require to be built. I estimat^e for
three clas838 of boats, which would be suitable for this river.
Ist. Iron stem-wheel steamboat 130 feet long, 34 feet wide, and 1 foot 9 inches
draught, fitted up complete for wrecking and snagging ; cost, $45,000.
2d. Wood stem-wheel steamboat of above dimensions and fitting ; cost, $35,000.
3d. Crane-boat 95 feet long, 22 feet wide, and 1 foot 6 inches draught, fitted up com-
plete for snagging ; only cost $7,000.
The cost of executing the work required on the river, including cutting overhang-
ing trees, I estimate by each description of boat to be as follows :
By iron steamboat.
Cost of iron steamboat $45,000
Two seasons' work, six months each, at $2,700 per month 32, 400
Removing eleven wrecks 30,000
107,400
Engineering and contingencies 10 per cent 10,740
118, 140
Deduct value of steamboat after four years' service 30,000
88,140
By wood steamboat.
Cost of steamboat $35,000
Two seasons' work, six months each, at $2,700 per mouth 32, 400
Removing eleven wrecks 30,000
97.400
Engineering and coutiugencies 9,740
107, 140
Deduct value of steamboat afver four years' service 10,000
97, 140
REPORT OF THE CHIEF OF ENGINEERS. 367
By crane-boat, removing snags and leaning trees only :
Cost of crane-boat $7,000
One boat for workman's quarters 700
Three seasons' work, six months each, at $2,200 per month 39, 600
47, 300
Engineering and contingencies 10 per cent 4,730
52,030
The fourth class of obstructions are the overhanging trees. I submit estimate for
their removal :
Two boats fitted np complete, with accommodation for workmen |I, 500
Tools, &c 500
Six months' work, at$l,500 per month 9,000
11,000
Engineering and contingencies 1, 100
12,100
Upward of 100,000 bales of cotton are made annually in the Yazoo Valley, and the
river runs through a well-settled country.
The five following counties chiefly depend on the river for their exports and in- ports,
viz:
County.
Yazoo
Holmes
liiaaquena ..
Wasoington
L>eflore
Total
Population.
17,297
1»,3(50
6,887
14,569
No rotum.
Taxable value
of property.
$4, 800, 000
3,600.000
2, 300, 000
6.500.000
1,800,000
19.000,000
Considering that the Yazoo River has never had any work done on it for the remova
of natnral obstructions, it is in a fair navigable condition. Last year $40,000 was ap-
propriated for the removal of artificial obstructions, placed there during the war, and
no other appropriation has ever been made for this river by Congress.
By appropriating $120,000, extending over a period of four years, a thorough im-
provemene would be made on the river, which would be sufficient for many years to
come. By appropriating $52,000, extending over a period of three years, the snags and
overhanging trees could be removed. By appropriating $12,000 the overhanging trees
eoirld be cut down.
I have the honor to remain, very respectfully,
Joseph Burnet.
Maj. W. H. H. Bbnyaurd,
Captain of Engineers, U» S, A,
APPENDIX M.
ANNUAL REPORT OF MAJOR CHARLES R. 9UTER, CORPS OF
ENGINEERS, FOR THE FISCAL YEAR ENDING JUNE 30,
1874.
Engineer Opfiob, United States Abmt,
8aint LouiSj Mo.j August 14, 1874.
General : I have the honor to sabmit herewith my annual report
upon the operations committed to my charge during the fiscal year end-
ing June 30, 1874.
I am, general, very respectfully, your obedient servant,
Chas. R. Suter,
Major of Engineers^ U. 8. A.
Brig. Gen. A. A. Humphreys,
Chief of Engineers, U, 8. A,
368
REPORT OF THE CHIEF OF ENGINEERS.
M I.
IMPROVING MISSISSIPPI, MISSOURI, AND ARKANSAS RIVERS.
OPERATIONS IN THE MISSOURI RIVER.
The snag boats Long and De Russy were assigned to this field.
The De Russy passed four times over her beat, which extended from
Booneville to Kansas City, and twice over the portion of river between
Booneville and Rocheport.
The Long passed twice over that portion of the river lying between
Rocheport and the mouth. The operations of this latter boat were much
impeded by the sickness prevailing among her crew.
Three months' snag-boat work was devoted to the Missouri, and as
much good accomplished as could be expected, but the time available
was quite inadequate to the work required. This must continue to be
the case until the annual appropriations are increased.
Table of toork done in the Missouri Biver.
Name of boats.
& E. De Ruasy
S.H. Long
Total.-..
No. of anagB
palled.
410
431
841
Weight in
tons of 2,000
pounds.
3,073.6
5,533.0
8,606.6
No. of
trees cut.
1,181
827
1,408
Drift-piles
removed.
9
5
14
No. of
miles ran.
1.904
498
1,702
OPERATIONS IN THE MISSISSIPPI EIVEB.
The snag-boats Lon^ and De Bussy and snag and dredge boat Octavia
were assigned to this field.
The snag-boat Long worked from Cairo to Saint Louis previous to
entering Missouri River, and also after her return from that stream.
During the month of September she was detailed, at the request of
Maj. William B. Merrill, Corps of Engineers, to do a few days' work in
the Ohio River.
In November she was transferred to the Lower Mississippi, working
between Helena and Vicksburg, and was finally laid up December 31,
1873.
The snag-boat De Russy began work in the Mississippi in November^
her beat extended from Cairo to Helena; she passed over her beat twice,
and was finally laid up December 31, 1873.
The snag and dredge boat Octavia was sent to the Upper Mississippi,
and worked four weeks during September and October.
Six months' work in all was devoted to the Mississippi, in accordance
with the programme of operations approved by the Department.
Table of work done in ike MiMVtmppi River,
Name of boats.
R E. De RuMj
S. H. Long
Octavia
Total....
No. of Moags
polled.
3B9
304
4
630
Weight In
tons of 2,000
poiindD.
5,333.9
e.509. 1
37.3
11,880.3
No. of
trees oot.
515
515
Drift-piles
removed.
6
No. of
miles ran.
1.150
9,ieo
1,710
5,040
REPORT OF THE CHIEF OF ENGINEERS.
369
OPERATIONS IN THE ARKANSAS RIVER.
It had been designed to devote two luontlis' work to this stream, but
the new iron siiag-boat not having been completed, it was deemed a
waste of monej- to send in either of the wooden ones, as they could only
venture a few miles from the mouth, and could, therefore, accomplish
nothing of importance.
BeoapitulaHBn sf work doHe during season.
Name of rivers.
^issoari Kl ver . . .
MiBeissippi River
Total
Weight in
toiisof2,000
poanda.
No. of
trees cut.
1
Drift-piles
removed.
8,606.6
11, 8««. 3
1,406
515
14
6
20,4£6.9
1,923
SO
No. of
miles run.
1,703
5,040
G.742
CONSTRUCTION OP IRON-HULLED SNAa-BOAT.
Owing to delays incident to high water, strikes at the rolling-mills,
&c., the contractor for the iron snag-boat in course of construction at
Cincinnati has as yet been unable to finish the boat. Various extensions
were granted him, the last one fixing the 30th of June, 1874, as the day
for the delivery of the boat. At that date, however, she was not fin-
ished, and, moreover, the Ohio Kiver had fallen so low that it was a
matter of some uncertainty when the boat could be got over the falls at
Louisville. She is too wide to go through the locks of the canal. It is
hoped, however, that we will, at least, be able to get her out in the
autumn. Her machinery is all ready to be «et up, and when once deliv-
ered to the Government a few weeks' work will fit her for service.
As far as can be at present predicted, the result of this experiment in
tsnagboat building promises good results.
The draught of water will not exceed 2J feet, while the wooden boats
built in 1868 now draw 5 feet. Moreover, the new boat has the advan-
tage of enormous structural strength and stiffness as well as an almost
indestructible hull.
I deem it of the utmost importance to this work that another boat of
the same dimensions, and one of smaller size, should be provided as
tsoon as possible, to replace the S. H. Long and the Octavia.
These l)oats are now almost useless on account of their excessive
draught of water, and the yearly cost of keeping up their wooden hulls
is a great tax upon the small annual appropriations.
If these boats were at my disposal, and the wooden snag-boat R. E.
De Russy fitted up as a wrecking-boat, 1 should be able to make a far
better use of even the small annual appropriations now granted us, but
I do not think that these are at all commensurate with the extent and
importance of this work.
To fulfill the demands of commerce would require that for several
years the whole fieet should be kept in the field for at least eight months.
This is the minimum at which efficiency can be secured, and until it is
done, we shall fail to satisfy the demands and wants of the navigation
interest.
In order to show that there is something more than a mere gain in
strength and lightness by building these snag-boats of iron, I submit
herewith a comparative statement of the cost of building and maintain-
ing wooden and iron hulls for this work* The figures for wooden hulls
are from our actual experience, as also those for the cost of iron hulls.
The expense of repairs for these latter is taken from the best sources
24 E
'370 REPORT OF THE CHIEF OF ENGINEERS.
of iuformation at my command, and i8 believed to be ample^ if not exces-
siA'e.
I have taken the life of the iron boat at thirty yeara, although there
are many instances of iron boats still sound and stannch at a greater
age than this.
As the wooden hull, during this i>eriod of thirty years, would have to
be renewed three times, and as the current annual repairs would be very
much greater, I find that, assuming the running expenses to \ye the same,
the difference for a full year's work would average $10,238 in favor of
the iron hull. This would be equivalent to three month's field-work.
It is, of course, generally known that, with the same dimensions and
strength, an iron hull will l>e far lighter than a wooden one^ but to
show the peculiar advantage, not to say necessity, of using iron hulls
for our snag-boats, I will cite but one more fact.
I think our experience justifies us in assuming that 2J feet is the
reatest admissible draught for an efilcieut snag-boat^ and that 2-feet
raught would be better for small streams.
The iron snag-boat J. N. Macomb will draw 2J feet. Her length is
175 feet, and her beam 62. A wooden hull. of same dimensions woidd
draw about 3 feet 2 inches, and with the same power would be of much
lower speed.
To bring a wooden boat out on the same draught as the J. N. Macomb,
and have her equally fast, would require a hull 250 feet long and 62 feet
beam, at the very least j and my experience with the old boats leads me
to doubt the possibility of making such a boat strong enough for the
work required, even if her immense size did not render her practically
worthless.
To get out a wooden hull on a draught of 2 feet would, I think, be
impossible, although a verj' useful powerful iron snag-b6at can be built
which will not exceed that draught. Such a boat is now being built by
Maj. William B. Merrill, Corps of Engineers and I have recommended
one of similar size to carry the machinery of the Octavia.
Wooden hull.
First ten years :
To orifrlnal cost $68,922 61
To necessary repairs at end of live years 50, 000 00
To corrent repairs, ten years, at ten niontbseach, one hundred
months, at ^76.25 per month 57,685 00
176,547 61
By credit for value of hnU 1,000 00
$175, 547 61
Second ten years, (new hnll :)
To original cost, less $6,000 credited for valne of machinery. .. $62,932 61
To neco.snary repairs at end of five years 50, 000 00
To current repairs as above, one hnudred months, at $576.25
per month 57,625 00
170,547 61
By credit for Talue of hull 1,000 00
169,647 61
Third ten years, (new hull :)
To orfpriual cost, less $3,000 credited for value of machinery. -. $65, 922 61
To necessary repairs at end of five yeai-s 50, 000 00
To current repairs as above, one hundred months, at $576.25
per month 57,626 00
173,547 61
By credit for value of hull and machinery 1,500 00
172, 047 61
Total frr thirty years 617, 142 83
Total cost for one year, $17,238,09.
36, 000 00
REPORT OF THE CHIEF OF ENGIXEEES. 371
Iron huU,
First ten years :
Toori^iual coat $130,000 00
To ciirreri t repairs, ten years, at |2,000 per year 20, 000 00
$150, 000 00
Second ten years :
To necessary repairs at end of ten years $15, 000 00
To current repaira, t-nn years, at $2,000 per year 20, 000 00
Third t-en years:
To necessary repairs at end of twenty years $20, 000 00
To current repairs, ten years, at $2,000 per year 20, 000 00
40, 000 00
By credit, value of old iron in hull 15,000 00
25, 000 00
Total for thirty years 210.000 00
Total cost for one year, $7,000.
Wooden hoaU
To cost per an nnm $17,238 09
To running expenses, full year 40, 000 00
$57,238 09
Iron boaU
To cost per annum $7,000 00
To running expense full year 40,000 00
47, 000 00
Difference in favor of iron for one year 10,238 09
OPERATIONS DURINa THE COMING YEAR.
Two snag-boats only can be pat in the field. One of these will re-
main entirely rn the Mississippi, working there eight months; the other
one will work in the Missouri and Arkansas, foar months in each. The
J. N. Macomb^ when completed, will take the place of this latter boat.
hbtimate, ^
Amount required for fiscal year ending June 30, 1876.
For one large iron-hnlled snag-boat, to carry machinery of one of present
wooden boats , $140,000
For one small iron-hnlled snag-boat, to carry machinery of one of present
wooden boats 105,000
For working expenses for fonr boats, eight months each, at $4,000 per month . 128, 000
Total amount required ~^**^ --1 373,000
FiTiancial statement
Balance in Treasury of United states July 1,1873 $120,988 00
Amount in hands of officer and subject to his check 57, 301 23
Amount appropriated by act approved Jnne 23, 1874 100, UOO 00
Amount expended during the tiscal year ending June 30, 1874 149, 389 34
Amount available July 1,1874 106,399 89
Amount required for ^cal year ending June 30, 1876 373, 000 00
M 2.
IMPROVEMENT OF WHITE AND SAINT FRANCIS RIVERS.
The snag-boat Octavia was detailed for this work, and left for White
Elver January 1, 1874.
She worked up to Jacksonport>y which is practically the head of navi-
372
REPORT OP THE CHIEF OF ENGINEEKS.
gatioD on this stream, then worked down, and left the river February
4. She proceeded at once to St. Francis River, and worked up to
VVittsburg. By this time the southern rivers had all risen so mucli as
to render turther work impossible. The boat was therefore ordered in,
and hud up at the end of February, 1874.
Table of work done in White and St, Franda Mvers,
BiverB.
(3S
Of .
« 5 §
Number of
trees cut.
Drift piles
removed.
Number of
xniles run.
White River
51
36
393.2
217.9
1,593
76
1
0
750
St Francis River ...... ........... ,»»**»..» «...<...«..
S88
Total
87
611. 1
1.668
1
1,038
Although DO appropriations have been made to continue this work,
yet the fact that work is ordered on White River above Jacksonport
shows a disposition on the part of Congress to keep up the improvement
of this stream at least. Work in this river to be effective should be
done at a low stage of water, and will require a light, powerl'ul snag-
boat to accomx)]ish it. An iron-hulled boat of the smaller class — as
mentioned in report for improving Mississippi, Missouri, and Arkansas
Rivers — will be suitable for the purpose. As much snagging is still
needed here, I submit herewith estimates for the boat and running
expenses.
EgTIMATE.
Amount required for fiscal year ending June 30, 1876.
For one small iron-hailed snag-boat, new thronghont |130, 000
For labor of two snag-boate, eight months each, at $4,000 each per month ... 64, 000
Tortal amount required 194,000
Financial statement.
Balance in Treasury of United States Jnly 1, 1873 $41,000 00
Awount in bauds of officer and subject to his check 5,568 79
Amount expended during the iiscal year ending June 30, 1874 •• . . 42, 5^ 12
Amount available July 1, 1874 .' 3,973 67
Amount required for tiscal year ending June 30, 1876 194, 000 OO
M 3.
E^CAMINATION OF FORKED DEER RIVER, BELOW DYERSBURG, TENNES-
SEE.
Engineer Office, United States Army,
Saint LouiSj Mo.j February 24, 1874,
General: I have the honor to submit herewith the report of an ex-
ammation of the Forked Deer River below Dyersburgh, Tenn., made
under my direction by Mr. Oscar Liebrecht, assistant engineer.
Mr. Liebrecht's report gives a suflBciently clear idea of the character
of this little stream, and the commerce likely to be benefited by its Im-
KEPORT OP THE CHIEF OP ENGINEERS. 373
proveinent. At the time his examination was made, the river had not
reached its lowest stage, so that the soundings, indicated on the accom-
panying map, are reduced to the supposed low- water plane, and are
probably in excess of the truth.
Even with this margin, however^e find that the stream has on some
of the shoals a maximum low- water depth not exceeding 14 inches, and
that the actual width of channel-way in the bends, where the water is
comparatively deep, is only 25 feet, and even this width is frequently
reduced by accumulations of snags, leaning trees, &c.
Near the lower end of the river there is a large accumulation of
snags, &c., which completely dam the stream.
It is therefore evident that a great deal of work would be required
to remove these obstructions, and we must still consider the question of
the navigable depth which can be obtained alter their removal.
Mr. Liebrecht states that near White Oak Landing two small islands
divide the river. At the foot of the lower island a bar has formed,
which at low water has only a maximuui depth of 14 inches. The width
between banks is 100 feet.
He thinks that by closing the chutes behind the two islands this bar
would be washed away and there would be, at all times, at least 3 feet
of water to Dyersburg. This, however, is very problematical.
The entire slope of the river is given as 19 feet in a distance of 30
miles, which is an average slope of about 7^ inches to a mile. More-
over, during low water the current in the pools is scarcely perceptible.
It foUow^s that this great slope must be mainly concentrated on the
6hoals, which, therefore, act as a series of dams. Now, if a channel be
cut or washed through such a bar, the effect will be precisely the same
as if a breach were made in an artificial dam. If the supply of water
from above is great and the size of the breach small, the level above
the bar will not be much affected ; but if the supply is limited, then the
level will be gradually drawn down until a new condition of equilibrium
is reached. When this occurs, it will be found that the artificial channel
is not only shoaler than before, but the navigable depth and width in
the pools are greatly reduced, and, generally, other bars which had
before been deeply submerged are now brought sufficiently near the
surface to be troublesome. The actual amount of enlargement of water-
way allowable will depend on the discharge of the stream at extreme
low water. This could not be obtained by Mr. Liebrecht, o^t^ing to the
snags, &C., which interfered with the passage of his floats ; but judging
from the data which he gives, I conclude that perhaps an increase of
depth of 3 or 4 inches might be obtained during the months when navi-
gation is now suspended by low waten There would still remain the
trouble caused by the excessively tortuous course of the stream, which,
of course, would not be obviated, unless slack-water navigation were
adopted.
Of snags, &c., Mr. Liebrecht states that he counted 3,700, but as the
number of snags concealed by the water is always much greater than
the number of those which appear above the surface, this gives but an
imperfect idea of the work likely to be needed in this line.
Mr. Liebrecht also thinks that it would be desirable to close up the
two old channels through which the Forked Deer formerly discharged
into the Mississippi. Whenever the Mississippi rises sufficiently, it
backs up into Forked Deer and flows down these old channels, carrying
drift, &c., and forming bars in the main channel of the stream. The
crosscurrent at the head of these chutes is also troublesome to the
small boats employed in the navigation of the river.
374 REPORT OF THE CHIEF OP ENGINEERS.
The estimates submitted by Mr. Liebrecht are given in his report.
He estimates —
For anagging $35, .100
For dams ~ 7,250
Add 25 per cent, for contingeDcies ^ 10,G40
Total 53,190
I do not consider either of these estimates high enough. I esti-
mate—
For snaggiDg $46, 000
For dams , 11.000
57,000
Add 25 per cent, for contingencies 14,250
Total 71,250
The work would require about three seasons to complete it, and would
probably require small annual appropriations to prevent new accumula-
tions of snags, to keep up the dams, &c.
Now, the only parties who would be benefited by this improvement
are the inhabitants of Dyer and Lauderdale Counties, Tennessee. They
have been hitherto mainly dependent on the river for transportation.
When that was closed to them- they have been obliged to haul everything
to and from the nearest railroad-depots. This latter method is, of course,
very expensive, and the freight-rates on the small steamers running ou
the river are very high — probably to cover their expenses when lying
idle for nearly half the year.
ThePaducahaiid Memphis Bailrcad has now been extended to Dyers-
burgh, and will soon be in operation. This will, of course, materially
improve the condition of afiairs.
It only remains, then, to consider the benefit likely .to be derived from
the improvement of the river.
The annual exports and imports i>er Forked Deer River Mr. Liebrecht
values at $743,000, on which the freight paid amounts to about $53,000.
In case the river could be so improved as to give 3 feet all the
year round, freights would be reduced about 25 per cent., an annual
saving of $13,250. But it would be impossible to give such favorable
conditions ^ithout resorting to slack-water navigation, a project iu
itself very costly and not definitely known to be feasible. The discharge
of the river at lowest stage must be known before we can decide whether
it would furnish sufficient water for lockage.
Under the most favorable circumstances, however, and supposing the
river to furnish enough water for this purpose, a system of locks and
dams could not be put in for less than $200,000.
By removi!)g the snags, cutting leaning timber, &c., and constructing
a few smalls dams and dikes, a depth of about 18 inches could probably
l>e secured, at an estimated cost, as before stated, of $71,250. This, it
is thought, might reduce freight-rates about 10 per cent., and in this
case the annual saving would be about $5,300.
As before stated, the work would only be of local benefit, as the stream
is merely an outlet for the two counties of Dyer and Lauderdale, and, of
course, it cannot compare with the vast interests (K>nnected with the
Mississippi and its principal tributaries. Moreover, it is utterly us«^less,
with streams of this size and kind, to make small appropriations of a
few thousand dollars, as has been frequently done heretofore. Either
REPORT OF THE CHIEF OF ENGINEERS. 375
the whole amoaQt deemed necessary to make a thoroagh iinprovement
HboaUl be appropriated or none at all.
The foregoing estimate is deemed saMcient to accomplish the work
designated, but, for the reasons already given, I do not deem the im-
provement of sufficient importance to justify the Government in under-
taking it
No appropriation is recommended*
I am, general, very respectfully, your obedient servant,
Ohas. K Suter,
Major of Engineers j Z7. S. A.
Brig. Gen. A. A. Humphreys,
Chief of UngineerSj C, S. A.
Report of Mr. Oscar LUbrechtj Assistant Engineer.
Enginkku Office, United States Abmv,
Saint Louis, Mo., February 20, LS74.
Major: As direete<1 by order of this office, dated September 12, 1873, 1 have inude
the sarvey of Forked Deer River, in Tennessee, and now beg t-o sabmit to yon the result
of my investigation.
Forked Deer River is formed by the eonflaence of several streams caUed the Little
North Fork, the Middlo Fork, and the Sonth Fork of Forked Deer. The Little North
Fork, which has its source in Gibson County, and the Middle Fork, rising in Carroll
Connty, meet some eighteen m iles above Dyersburgh, and from that point they continue
their common course under the name of North Fork of Forked Deer. About ei>;ht
miles below Dyersburg, this Nortli Fork unites with the South Fork,which is tbe
most important of all, and which comes from Henderson and McNairy Counties.
The South Fork was formerly navigable as far as Jackson, Tenn., but having
been bridged in different places for railroad purposes, it can no longer be frequented
by steamboats, and is at pre<»ent used, on a stretch of about twenty-five miles, only for
floating rafts and carrying lumber by means of flat-boats.
On toe North Fork, Dyersburg, tbe county -seat of Dyer County, and a town of aboui'
twelve hundred souls, is the heaid of steamboat navigation, and it was from that point
downward to the confluence of the Forked Doer and Obion Rivers that tho survey
was made, the whole portion examined having a length of about thirty miles.
The general direction of the flow of Forked River is south-southwest from Dyersburgh
to a point called Key Corner, (twenty and three-quarter miles below Dyersburgh.) and
thence to the mouth, almost due west. But, as stated, these directions are ouly gen-
eral, for the river pursues an extremely sinuous course, and presents many more or less}
sharp bends, which render navigation with boats of even moderate size rather difttcult,
especially during the lower stages of water.
From the mouth of the Sonth Fork down to the Obion, Forked Deer River forms
the boundary-line between Dyer and Lauderdale Counties, which, be it remembered
here, are alone directly interested in its improvement
The country traversed' by the examined portion of the river is both an agricultural
and timber one; bat directly adjacent to it only about 700 acres are under cultiva-
tion. The nature of the soil, comported of clnyey earth, with a small addition of Baud,
is very favorable to the growth of cotton, which represents tbe principal farming pro-
duct of the country. Corn, tobacei, peii-nnts, potatoes, hay, cattle, and hogs arc also
raised in more or less considerable quantities ; and besides one grist-mill in Dyersburg,
several large saw-mills are found on both forks of Forked Deer, as well as ou the
Obion River.
On the right aide of the river, from Dyersburg to a point somewhat above Tower^a
Landiog, (situated 10^ miles downward,) the bottom-landri, which vary from 6 to lo
feet in height, have but little wrdth, and are bordered by uplands, which often approach
elosely to the river; bat below said p tint the whole country comprised between tlie
Forked Deer and Obion Rivers is annually overflowed during the high-water perioiKs,
with the exception of some more elevat'Cd tracts of land^ on which are found several
very fine farms.
On the left hand a range of bluffs, alternately lower and higher, called the O'Keno
Bluffs, and commencing near Columbus, Ky., run along th'^ river at a distance from it
of from 60 feet to one mile, and strike it in two places, viz, Marr's Mill and Key C<»riier.
At the latter i>oint thev leave the river to take a more southwesterly direction, and
termiuate near Fort Pillow, on the Mississippi.
376 REPORT OF THE CHIEF OF ENGINEERS.
Fine timber, consiHtiDg of poplar, cypress, oak, elm, ash, sycamore, hickory, white
birch, gum, and willow grows everywhere along the Forked Deer, and forms, after
cotroi), the most imi^ortaut- article of trade of that section of the State.
Till' bauks of the river have generally a slope of 1 in 1, their height varying from
6 to 15 feet, though in some places they are almost flat, and in others rise to a neight
of 20 feet and more. Near t.V e ontlet their elevation is the same as those of the Misnis
sippi, into which the Forke<l Deer entered — or rather was made to enter, by means of a
through-cut— before the latter had entirely abandoned its old bed to flow only through
Necdiiam's Cut-Off.*
In the upper part of the river the biinks are corroded but in a few places, while
more downward, especially in and near the through-cut, (known as "the canal,")
where they stand more or less steep, they bear evident signs of permanent abrasion.
From Dyersburg to Key Corner the bottom of the river is of the same nature as
the surrounding land, namely, clayey earth mixed with sand. In some places, however,,
it is sandy, here and there even gravelly. Below Key Corner, down to the mouth, it is
covered with pure whitish siliceous sand, numerous deposits of which appear, at low
water, along the banks, mainly in the bends. Some accumulations have also fonncd
on the bottom itself of the river, the most important being the bar of White Oak
Lnnding, (6f miles below Key Corner,) which, on a distance of 300 feet from the foot
of the second island downward, oceupi*'S the whole width of the river^ and is a
serious obstruction to low-water navigation, the depth of water at the shallowest
])lace not exceeding 1.2 feet in the channel.
From Dyersburg to the South Fork the width of the river varies from 60 to 115 feet^
with an average of 85 feet. From the latter point to the Dioufh, this width ranges
between 80 and 180 feet, and averages from 130 to 140 feet. In different places, how-
ever, especially in bends, are found deep recesses or basins, which formed during the
earthquake of 1811-'12, when the soil sonk down at those places. In soiue of said
btiAin^i the water is from 30 to 40 fe«t deep. The lakes to which lead the Ijost and Old
Channels of Forked Deer, of which mention will be made hereafter, weve originaied
by the eame cause
Owing to the nnmerons snags imbedded in the river, the trees fallen ri^bt across it,,
and the resulting accnmulatiousof matter of all kinds, the water-way is otten deviated
from its natural location, and has become very irregular. Its width at low water is
about 25 feet, but in many places the snags and other obstruetious have left only a
much narrower channel, through which the flat-boats that run during the lower
stages of water work treir way with great difficulty, sometimes even not without
danger. The two worst places in this respect are near' tiie uoper island of White Oak
Landing, and especially between the Old and Lost Channels of Forked Deer, where
the snags and logs have accumulated in a most deplorable manner.
The de]nh of water in the channel at low wat«r varies from 3 to lOfeet ; but this
depth is often either less or muc^ greater, the least on the bar being, as jieretofore
stated, 1.2 feet, and the greatest in pooh), abont 22 feet.
The water-slope of the examined portion of Forked Deer is about 19 leet, the heaviest
inclination being found in the lower part of its course^ t. e., from Key Corner to th&
outlet.
The highest water, which occurred in 1854, rose, as far as I eould ascertain —
At Dyersburg to a height of 24t^ feet above low water.
At Tower's Landing to a height of 22 feet above low wat^r .
At Key Corner to a height of 22^ feet above low water.
At the month to a height of 37- feet above low water*
In the lower part of the river, namely, from a point a little above Tower's Landing,
extreme high water occurs when the Mississippi reaches it« highest stage, and no other
cause then contribut>es to raise, in that section, the level of the river. But above
said poiut the high- water nmrk is reached only by the combiued effect of the high stage
of the Mississippi and of "head risej)'' of the Forked Deer; and it ban happened that
when the former was high and the Forked Deer low the latter was backed up so as to
rine, at Dyersburg, 18 feet above low water.
Two screw-steamers, of seventy-five tons burden, ply between Dyersburg and Hale's
Pi>int, on the Mississippi^ whenevar the river gets high epough ; that is, for from six to
seven mouths in the year. They measure 80 feet long by It) feet beam, and when fiiUy
loaded have a draught of 3 feet. A third steamer, more especially destined for th&
lumber trade, of three hundrwl tons register, and measuring 120 feet long by 24 feet
beam, with 5| to 6 feet draught, is constructing, and will be ready this month. Besides
thu.st^ sfe)imei*s, a *•* keel-boat,'* 80 feet long by 14 feet beam, bearing sixty tons, runa
during the lower stages of water, when st-eani navigation is suspended. With a full
• 'IM
Th" i.]>iM>r part ol tliis ohl ebniiuei of the MU^iHHippi in already filled up as far an the former
nioiitli -.t i>Uoii lUver, and tbo lower part^ grovn couaUlerably uarrover, now forms the lower eudot
REPORT OF THE CHIEF OF ENGINEERS. 377
load it draws 2 feet, with a half load only 13 inches. I here repeat what I have said
before, viz, that on account of the shortness of some bends the average depth of water,
during the lower stages of the river, &c., steamers of larger dimensions than the one
now in construction will not be able to trade with advantage on Forked Deer River,
whatever improvements may be undertaken ; and, though I was told that last year a
barge 160 by 32 feet, with 5^ feet draught, came np to Dyersbnrg, it can have been
only with the utmost difficulty and a great loss of time. Besides — and this remark I
underecoro — the steamers now in service are amply sufficient, and will remain so for
some rime, for carrying all the freight that takes or will take the way of the river.
The freight-s now paid from Dyersbnrg to Hale's Poiut are as follows :
Tobacco, per hogshead, (from 17 to 20 cwt.) $5 00
Cotton, per bale, (500 pounds) 1 50
Lumber, per 100 feet 5 00
Pound-freight, per cwt 40
Corn, per sack, (two bushels) 15
These rates, which are evidently exorbitant, conld and would be considerably re-
duced if the river were made permanently navigable, so that the steamers might run
all the year round, and not be obliged to compensate the lost time by higher freights.
Annexed you will find a copy of a lett^jr directed to me by the Board of Trade of
Dyer County, in answer to my request for information regarding the amount of trade
carried on by means of Forked Deer River. The enormous quantities reported being
far from agreeing with those fjicts which I had been able to collect on the same sub-
ject, I investigated the correctness of the statement, and foond the amounts therein
laid down to be entirely unreliable.
The following figures, resulting from information received from different trust worthy
sonrces, are what I think a fair approximation to reality.
Area of land in Dyer and Lauderdale Counties under cultivation, not more, but
probably less, than one-eighth of the total area.
ANNUAL EXPORTS BY RIVER.
Cotton, 5,000 bales, value $300, 000 instead of 20,000 bales •$14, 000, 000
Tobacco, 400 hogsheads, value. . . 40, 000 instead of 500 ho(»heads 62, 500
Corn, 1,000 barrels, value 3,000 instead of 20,000 barrels 60,000
Peanuts, 1,000 sacks, value 4,000 instead of 2,000 sacks 8,240
Hay, 25 tons, value 500 instead of 500 tons 10, 000
Cattle, 200 head, value 6, 000 instead of 2,000 head 20, 000
Hogs, value instead of 5,000 head 90,000
Potatoes, 1,000 bushels, value 1, 000 instead of 10,000 busheh* 10, 000
Shingles, 75,000, value 375 instead of 500,000 2, 500
Laths, 1,000,000. value 3, 000 instead of 1,000,000 3, 000
Lumber, 2,000,000 feet, value . .. 30,000 instead of 15,000,000 225,000
Timber-logs, 800,000 feet, value . . 4, 800 instead of 20,000,000 140, 000
Total value 392,675 instead of. 14,631,240
orrather 2,031,240
Annual imports by river worth about $350,000, instead of $1,700,000.
The aggregate value of the shipments per Forked Deer River thus amounts to about
f743,000, in lien of $3,732,000, indicated by the board of trade.
As to the views expressed in the report regarding the general condition and pros-
pects of the country, they probably deserve credit, and there is no doubt that the im-
provement of Forked Deer would largely contribute to the development of the district
through which it flows. On the other hand, a regular and uninterrupted service of
steamers all the year round would not only cause those goods which are now hauled
overland, at a heavy expense, to or from distant railroad depots, to find their way to
the river, but it would also have a salutary influence on the tarifls of the Paducah and
Memphis Railroad, which passes at Dyersburg, and will soon be in operation.
OBSTRUCTIONS 'AND IMPROVEMB14T8 — ^ESTIMATE OF COSTS.
The principal obstructions to navigation at high, and especially at mean and low,
water, are the snags, logs, stumps, and fallen trees, of which I counted about 3,700.
Their real number is probably much larger than the ones tated, but a great many, not
bein^ in the way, may be lett where they are without endnngering the future good
condition of the river. Besides the removal of the snags, &c., some other improve-
ments are necessary, namely :
— - I I -r - — B • — '
♦Probably for |1,400,000.
378 REPORT OF THE CHIEF OF ENGINEERS.
A.— REMOV,lL OF THE SAND-BAR AT THE FOOT OF WHITE-OAK LANDING.
Above that bar, caased by an expansion of the river, an inland has formed, and to
make the bar disappear it will, I think, be sufficient to close up, by means of a low
dam, the secondary branch, which retains 1 foot of water at the lowest stage of th)
lirer. By thus compelling the latter to flow at low water through oue bed, the cur-
rent will probably become strong euongh to gradually wear off the obstruction. Should
this remedy not prove sufficient, a small spur-dam would certainly bring about the
desired result. But in order to prevent the shifting of the bar from its present loca-
tion toward the upper end of White-Oak Lauding, (one-' bird of a mile above,) where
the river also expands and has formed an island, it will be prudent to close up there,
too, the side channel. Several other little bars, or rather deposits, exist in the river,
but they are occasioned only by snags and fallen trees, and would be washed away by
the river itself, the cause of their formation being removed.
B.— CUTTING OF LEANING TREES
In some places where they overhang the channel.
C— -CONSTRUCTION OF DAMS AT THE LOST AND OLD CHANNELS OF FORKED DEER.
Forked Deer River had not always the present bed in the lower part of its course.
Probably long ago it flowed through what is now call*'d the Lost Channel of Forked
Deer, but left it and found the Old Channel, leading, like the Lost Channel, to Wood
Lake. Passing through this lake, it entered into the Opt^u Lake, and after leaving the
latter divided itself into two branches, both of which dischargeid into the Mississippi,
the upper one near the head of Island No. 26, and the other two-and-one-half miles
above Ash port.
But about thirty-five years ago some interested parties, in order to reach more
quickly tlie Mississippi aud Obion Rivers, undertook to shorten the course of the Forked
Deer by making a through cut at a place where the latter drew very near the old
channel of the Mississippi, at Needhaui's Cat-Off. This plan, the authors of which had
evidently no pi-etension t-o engineeiiog skill, was besides carried out in a most objec-
tionable manner, for not only the new month of Forked Deer was directed against the
stream of the Mississippi, (now Obion River,) but also the old channels of Forked Dcser
were left open. The result of this piece of work was to disturb the normal condition of
the whole lower portion of Forked Deer, and though the evil gra<lually decreased an
the old channels filled up, still it is desirable, if not necessary, to make it disappear
altogether.
As matters stand now the situation is the following :
When, namelj , the Forked Deer begins to rise above the bottom of the Old and Lost
Channels, a sort of draught forms in the lower part of the river toward these channels,
down which the water then flows with more or less violence, according a-s it is more
or less high and rises more or less quickly. This draught, which lasts until the whole
country traversed by the old channels is overflowed, can, I think, never be very power-
ful, and would probably not affect larger steamers ; but still it becomes at a certain mo-
ment strong enough to render difficult the steering of the little crafts which trade <>n the
Forked Deer, and which have not a great st«aui-power. It. must, besides, not be for-
gotten that in the lower part of the river the slope of water is rather heavy, and pre-
cisely between the Lost and Old Channels there is a sort of chute, caused by the ruft
that has formed there, which two circumstances are not mode to facilitate navigation
in those parts. By closing up both channels with dams reaching to the top of the
banks the draught would be stopped, and the danger of new obstructions forming in the
river near these channels be considerably lessened.
Said dams might be made of piling and stone, if any of the latter can be found at
Key Corner, in the bluffs; if not, the stone would have to be replaced by snags, brush,
sand, and clay, properly beaten down.
Though the nsemlness of the latter work is not to be doubted, the most important
part of the improvement of Forked Deer evidently consists in the removal of the snags
and of the sand-bar at White-Oak Landing; and, being thus cleaned, the river wHl
become navigable all the year for such st-eamers as now frequent it.
For executing this improvement I propose to make use of a flat-boat, carrying a
hand-crane, and provided with the necessary outfit of tools and rigging for pulling out
the snags and cutting trees. The monthly expenditure for running such a boat would
he-
Supervising engineer $200 00
Mate and 1 foreman 250 00
15 lalKirei-s, at $60 9(K) 00
2 cooks 100 00
Subsistence of 20 men, at $1 per day 600 00
Total 2,050 00
REPORT OF THE CHIEF OF ENGINEERS. 379
Estimate of cost for improving Forked Deer River from Dyereburg to the mouth,
Flftt-lMiat 8500 00
I^igRi"^ *n<l tools 1,500 00
Repaire 500 00
Removing snags and cutting trees, 15 months' work, at $2,055 per month. .. 30,750 00
1 additional month for passage down stream 2, 050 00
Pile-driver 500 00
250 linear feet of low dam 750 00
300 linear feet of high dam 6,000 00
42,550 00
25 per cent, for contingencies 10,640 00
Total 53,190 00
In conclusion of this report, 1 add that large sums of money, aggregating in all
$43,000, have been appropriated, at different times within the last twenty years, by the
legislature of Tennessee, for the improvement of Forked Deer River. But these appro-
S nations were expended withont benefit to the river, and the people of Dyer and Lau-
erdale Connties now look to the General Government for obtaining what, in spite of
great sacrifices, they have not been able to bring about themselves.
Very respectfully, your obedient servant,
O. LlKBRECHT,
Assistant Engineer.
Major Charles R. Suter,
Corps of Engineers^ U, 8, A,
Letter of Secretary Dyer County Chamber of Commerce.
Dyersburgh, Tenn., Xovember 13, 1873.
Dear Sir : Annexed hereto I submit a report showing the annual productions of the
counties of Lauderdale and Dyer, approximating their value from sources as reliable
and authentic as can be possibly obtained.
Dyer County contains an area of '350,000 acres, with a population, according to the
census-returns of 1870, of 14,389 souls.
It has been estimated that at Iciist one-fourth of the entire area of Dyer County is
at the present time under cultivation by a class of thrifty, industrious planters, whose
exertions are yearly adding an enlarged area to the progress of agriculture. I may
here remark that the fertility of the soil, not excelled by that of any other county in
the State, is calling into our midst a large immigration from other States and counties
less favored than our own, and has already a considerable increase to the population
since the publication of the last census-returns of 1870.
As the productions of Dyer and Lauderdale are, so to speak, of the same character
and value, I have thought proper, for brevity's sake, to aggregate the crops, or rather
that proportion of those crops which is entirely dependent on the Forked Deer and its
tributaries as their mode of transportation into foreign markets.
The subjoined list of the productions and their estimated values has been carefully
prepared with a view to its entire accuracy :
Cotton shipped annually, 20,000 bales, value $14 , 000, 000
Tobacco shipped annually, 500 hogsheads, value 62, 500
Com shipped annually, 20,000 barrels, value 60,000
Pe^nnts shipped annually, 2, 000 sacks, value <w 8, 240
Hay shipped annually, 500 tons, value 10,000
Catt]^ shipped annually, 2,000 head, value 25,000
Hugs shipped annually, 5,000 head, value 90,000
Potatoes snipped annually, 10,000 bushels, value 10, 000
Shingles shipped annually, 500,000, value 2, 500
Laths shipped annually, 1,000,000, value 3,000
Lumber shipped annually, 15,000,000 feet, value 225, 000
Timber-logs shipped annually, 20,000,000 feet, value 140, 000
As regards the quantity of tobacco raised in Dyer County, I may remark that in the
year 1867 1,400 hogsheads were shipped from the port of Dyersburg alone.
From careful inquiry, made from the various merchants in Dyersburg and other
commercial points in the county, I feel Justified in placing the value of merchandise
imported by river at a sum not less than $1,700,000.
380 REPORT OF THE CHIEF OF ENGINEERS.
The mercbaiirlise thus imported consists chiefly of dry goods, hard ware, groceries,
and the usual articles of iuland commerce of the Uaited States.
It will not be ontside the subject of inquiry to state that the closing of the river
during a period of not less than four months in the year has, to a very considerable
ext'Cnt, militated against the interests of our citizens at large. This fact will explain
itself when I state that during that period when the navigation of the river is imprac-
ticable, the only means of transportation available to the merchant is by wagons from
the various rail road -depots, and this necessitates an expense which, in a very great
measure, prevents them from disposing of their wares at as low a figure as if imported
by river. It is, moreover, not to be doubted but that, if perpetual and continuous
navigation of the Forked Deer can be obtained, nothing could serve more to enhance
the value of the lands through which it flows, and it would become a blessing alike to
the merchant and to the planter.
How this end can be accomplished it is not for me to suggest. On behalf of the
counties of Dyer and Lauderdale, I have fairly and honestly laid before you the esti-
mate of the productions of their soil, satisfied that their people will meet from your
hands the Justice the nature of their condition may demand.
I am, very respectfully,
W. Habrison,
Secretary Dyer County Chamber of Commerce,
Oscar Liebrecht, Esq.
P. S. — I omitted to mention above that the population of Lauderdale County num-
bers 11,370, according to the census of 1870. W. H.
APPENDIX M 4.
REPORT OF MA J. GEN. A. A. HUMPHREYS ON THE LEVEES OF THE MISSIS-
SIPPI RIVER.
WASHINGTON CiTY, May 31, 1866.
Sir: The examination and survey of the levees of the Mississippi
River, consequent upon your instructions to me of December 11, 1865,
having been completed, and the maps, &c., prepared, I submit a general
view of the condition of the levees from the mouth of the Ohio River
to the Gulf of Mexico, with an indication of those points where repairs
are most urgently required to prevent great injury to the agricultural
interests of the alluvial region of the Mississippi, as well as to com-
merce.
The topographical feature of the alluvial district in which the break
is situated, the position and magnitude of the break, and the extent of
cultivated laud thereby rendered liable to inundation, have formed my
guide in determining upon the points of repair.
I have excluded from consideration, as not coming under your instruc-
tions, those cases where the levees have been virtually destroyed along
so great an extent of river-front that their repair would be practically
the rebuilding of the levees of that section of country.
The great alluvial districts will be considered in the order in which
they follow in descending the river from the head of the alluvial ree^ioa
near Cape Girardeau.
I. — ^ST. FRANCIS BOTTOM.
This district extends from the highlands of Gape Girardeau to the
mouth of the St. Francis River, near the highlands of Helena. Its
area is 6,300 square miles.
The levees from Cape Girardeau to New Madrid must be considered
local in their character, since the extensive tertiary or diluvial prairies
(land above overflow) running parallel to the general course of the river.
EEPORT OP THE CHIEF OF ENGINEERS.
381
(one of which crosses the river at New Madrid and at Point Pleasant,)
prevent any general overflow being caused by breaks in the levees in
that extent of river-front. These levees are in ordinary condition.
From New Madrid to the boundary-line between Missouri and Arkan-
sas the levees are in a tolerably good condition, aud, as a portion of the
levee-fund derived from the sale of the swatnp-lands transferred to the
Btates by the United States for the purposes of reclamation is said to
remain unexpended, the condition of these levees requires no special
attention.
The levees of Mississippi County, Arkansas, extending from the Mis-
souri boundary-line to the Shawnee villages, (a point on the river above
overflow, about thirty-five miles above Memphis,) need repair of breaks
and closure of gaps at eight points. These openings in the levee are
not of great extent, except at two points, one above and the other below
the Shawnee villages ; but some are of great depth.
This county has laid a tax of 10 cents per acre to repair the levees,
which is deemed ample for the purpose.
For this reason, and for others that will appear in connection with
what is stated concerning the levees below Memphis, I do not recom-
mend any repairs by the United States in this county.
The following is a list of breaks and gaps in the levee on the front of
Mississippi County:
Location.
1. Bearfleld Point, break
ft. Mrs. McGavock'H, near Osoenla, break
3. Lamar's place, above Island No. 34, gap
4. NodiDauiace, bend of Island No. 34, gap
5. Morgan^s and Cralgliiirs, below foot of Island Ka 34, break
6. Pecan Point, at the foot of Island No. 35, (nnleveed bayou— Barney's)
7. Above Shawnee village, (high land in bend of Island No. 37)
8. Below Shawnee village, (high land in bend of Island No. 37)
Length,
Depth in
yards.
feet.
Small.
Small.
SmaU.
Small.
30
20
30
30
440
5
30
30
3,500
13-15
5,300
10-12
From the Shawnee villages to the point opposite Memphis (part of
Crittenden County river-front) there are but two breaks in the levee.
At Morris's, thirty miles above Memphis, 70 yards long, and 40 feet
high.
At Fogleman's, seven miles above Memphis, 300 yards long, and from
12 to 15 feet high.
From the point opposite Memphis to the mouth of the St. Francis
Biver (part of the fronts of Crittenden and Phillips Counties) the levees
may be considered as virtually destroyed.
For thirty miles below Memphis one-half of the levees are gone, chiefly
in the bends where they were highest.
For the remaining distance to the mouth of the St. Francis Eiver
(about forty miles) the levees may be considered entirely gone. For
this whole length of river-front, some seventy or eighty miles in length,
new levees will be required, placed farther back from the river-bank
than the old levees.
The lower portion of the St. Francis bottom is subject to overflow
by crevasse- water coming from breaks or gaps in the levees above.
The volume of this flood is sometimes so great that in returning to
the river near the mouth of the St. Francis it washes away the levees
on the Mississippi front. For this reason, until that portion of the St.
Francis bottom above Memphis is securely leveed, a considerable part
of the i)ortion below it cannot be fully protected by front levees.
382 REPORT OF THE CHIEF OF ENGINEERS.
With a view to keep out the Mississippi flood from the interior alln-
viou, a project lias been set on foot to construct a railroad from the
bank ot the Mississippi Kiver opposite Memphis, along a succession of
short ridges which run nearly parallel to the river, and about eight
miles from its general course, up to the vicinity of Osceola, and thence
diverge westward across the bottom-lands to connect with the Iron
Mountain Kailroad of Missouri. The road-bed is to serve as a levee, a
branch fr«)m it to be extended to the levee on the river-bank above
Osceola, when the road turns to cross the bottomlands. The perma-
nence of the road-bed is secured by its distance from the river-bank,
eight miles; which is beyond the limit of caving banks, the chief source
of the destruction of the levees.
Should this project be executed, immense tracts of interior bottom-
land of great fertility would be reclaimed, and the plantation^ below
Memphis would be exempted from overflow from the rear.
The temporary repair of levees in the condition of those of the St.
Francis bottom below Memphis was not contemplated by your instruc-
tions.
'i lie temporary repair at present of the two large gaps above Memphis
would only confer a local benefit. The high ground in their vicinity re-
stricts the spreading of the water flowing through them, which passes
to the interior swamps and bayous, and thence to the mouth of the St.
Francis.
The repair of the levees of the St. Francis bottom may be estimated
at over 2,(>00,000 cubic yards of embankment, at the cost of more than
$800,000.
n.— FROM THE HIGH GROUND AT HELENA TO THE HIGH GROUND NEAR
GAINES'S LANDING, ON THE RIGHT BANK OF THE MISSISSIPPI.
The levees of this comparatively limited alluvial tract must be con-
sidered local for any objects contemplated by the United States.
Between Helena and Bob's Bayou, near the mouth of White River,
there are several breaks in the levee, some of which the planters are
repairiiig, as between Helena and Oldtown ridge, and at Laconia. At
the latter place they are constructing rear levees, and are thus cutting
off their plantations from the effects of the neglects or failures of those
living above them. From the mouth of White River to the mouth of
the Arkansas no levees have ever been built.
Those of the narrow strips of alluvion between the mouth of the
Arkansas and the high ground near Gaines's Landing are very much
broken, the river having eroded its banks and carried away the levee
near Napoleon and in Cypress Bend.
III. — THE YAZOO BOTTOM.
Prom Memphis to Vicksburg, left bank ; area, 6,800 square miles.
1. De Soto County, — ^The breaks in the levees of. this county are not of
material importance; no surveys were made of them. On the Missis-
sippi River front the breaks amount to one and a half miles of levee, 5
feet high ; on the Horn Lake fronts to one mile of levee 8 feet high, and
two miles 5 feet high. Contents of both fronts in cubic yards, 150,000;
which, at 36 cents per cubic yard, will cost $52,000.
2. Tunica Co'unty. — No surveys were made in this county, owing to
the high stage of the river when the engineer party reached it. The
REPORT OP THE CHIEF OF ENGINEERS.
388
extent of the breaks has been measnred by the county oflBcers, and the
resnlt communicated to Colonel Abbot by the sheriff.
Location.
From north cotipty-line to Commerce
From Conimorcc to Austin's
From AnHtin'rt to IlMrbfrt's
From Harb«*rt'i* toO'Kcin's
Fn>m CNeill's to Nail'n Bayoa. opposite Helena
From Nail's Bayou to soutli county 'line
Length.
Height.
MUee.
Fut
1
9
1 1^
13
3
8
2
5
li
7
a
8
Remarks.
460,000 cubic yards,
at m cents per cobic
yard, Amounting t o
$161,000.
The crevasse-water through these breaks drains to the Goldwater
through a region not so much opeued as the counties below, and although
considerable damage is done by the overflow thus caus^ed, yet the com-
parative injury done was not^ in my judgment, of sutiicieut magnitude
to justify the temporary repair of all or of any of the breaks.
3. Coahoma County, — The breaks in the levees of this county were care-
fully surveyed. The first is the levee of the Yazoo Pass,, which was cut,
for military purposes, in two places in 1863 — one in the pass where the
levee was 38 tieet high, the other about one mile below, where the levee
is 18 feet high. This Yazoo Pass levee is 1,200 feet long;, with an ave-
rage height of 28 feet, it was built in 1858, after several unsuccessful
attempts, across swampy ground, with quicksand, in places difiicult to
build upon. Owing to the great depth of the cuts in this levee, they
let in a large volume of water and Hood a great extent oi cultivated
laud on the Mississippi Eivor and on the Sunflower, Goldwater, and Tal-
lahatchie Bivers. The repair of this levee I deemed to be one of the
cases contemplated in your instructions.
Xnmber of break.
First..
Second
Total
Length.
Feet
450
430
Height
F^et
40 aud 30
31
Contents.
Cubic yardt.
80,000
50,000
130,000
Price.
Cfents.
60
60
Amooftt
•48,000
30,000
78,000
The points of repair are diflBcult of access, aud the earth to fill the
breaks must be hauled a considerable distance. Sixty cents per cubic
yard is, perhaps, too low an estimate. The other breaks, excepting the
break in the Lewis's Swamp levee, are :
Location.
9. Boselle's, S miles abore Friar's Point
3. Friar's Point
4. Miller's, near Friar's Point
5. Old Port Royal Swamp
6. Fontaine's
7. Beard's
8. Mapleton's
Total
Contents.
Cubic yards.
37.000
3,600
8^.000
31,000
10.000
30,000
30,000
139,600
Price.
Cents.
40
40
40
40
40
40
40
AmotS&t^
$14, 800
1,440
11,300
8,400
4,000
8,000
8,000
55, 840
These breaks did not, in my judgment, come under the rule prescribed
in your instructions for determining what breaks should be temporarily
repaired.
384 REPORT OF THE CHIEF OF ENGINEERS.
The next break in order, and the la«t in Coahoma County, ii
9. The break in Lewis's Swamp levee. Sunflower landiug. This break
is two and a half miles long iu a bend of the river, where the bank is
caving rapidly, and has approached to within 2,0(K) feet of Hushpuckaiia
Bayou. The upper part of the break is in Lewis's Swamp, which near
the river bank has been much filled up by the deposit of the crevasse.
The other part of the swamp is, however, very low.
The fall of the flood-water into Hushpuckana Bayou has washed out
a deep gully from the bayou to withiu a short distance of the river-
bank. The flood of this year may complete the connection of the gully
with the river, and form a pass to the Hushpuckana, siuiilar to that
of the Yazoo Pass, and to the detriment of the country below.
The quantity of water that passed through this crevasse was so great
as to fill the swamps in the vicinity nearly to the level of the river-sur-
face, to flood the country to a considerable distance above, and to over-
flow a great extent of cultivable land below, in Bolivar County.
The repair of the levee at this point was, in my judgment, one of the
cases contemplated in your instructions. To repair it by throwing up
a levee irom one end of the break to the other, passing near Hushpuck-
ana Bayou, and through Lewis's Swamp, sufficiently far from the river
to insure the levee from destruction until the river should wear into
the Hushpuckana, was impracticable at the late season of the year at
which my examination was made.
Foreseeing the diiUcnlty and the delay likely to occar in constructing
such a levee, and the temporary character of the protection it would give,
the planters east of Hushpuckana Bayou set on foot a project to build
a levee ten miles long up the east bank of Hushpuckana Bayou,
beginning at some high grounds near Sunflower landing, and extending
to Wimbush's. This would render their plantations in a measure se-
cure. To perfect the security the two ends of their levee must be
united to the levee on the river-bank. Five miles of this levee east of
the Hushpuckana were under contract, and the work on it progressing
well at the time of my examination of this locality in the latter part of
December last.
Hushpuckana Bayou now serves merely as a drain to the downfall
upon a narrow belt of land along its course of thirty miles, from its
head at Old Port Royal to its mouth in Sunflower River. Formerly it was
open to the river at Old Port Royal, and hence the high ground along
its eastern bank.
By running a levee from the lower end of the Lewis's Swamp break,
at Grant's plantation, across the Hushpuckana, to its east bank, protec-
tion would be given to the great body of cultivated land overflowed by
this crevasse, since there was no doubt that the building of such a levee
would insure the simultaneous extension to Wimbush's of the planters'
levee already referred to. This project I approved, but its execution
would still leave subject to overflow by the backwater of the crevasse
some four or five thousand acres of cultivated land situated on the
river above the break — comparatively a local matter.
To fix the location of the levee from Granf s to the east bank of the
Hushpuckana, to ascertain how far it was practicable to protect the
plantations above from backwater by throwing up a levee above the
break, and running from the river-bank to the east bank of the Hush-
puckana, and to ascertain the practicability and cost of building the levee
through Lewis's Swamp, £ directed certain surveys to be made. The
result of these surveys is as follows :
Repairing the break by a levee through Lewis's Swamp, 3^ miles long
REPORT OF THE CHIEF OF ENGINEERS. 385
contents, 190,000 cubic yards. Bnt the located line, in crossing Lewises
Swamp, k#Bps so near the river-bank (in order to pass over the deposit
of the crevasse) that the levee would soon fall into the river by the
caving of the bank. Keeping 2,000 feet from the river, the quantity of
embankment will be greatly increased, and will not be less than
400,000 cubic yards.
For the lower cross-levee :
From Grant's to Husbpuckana, contents 79, 000
Crossiog Hasbpackana 2t*, 000
Total of lower cross-levee, cubic yards 107, 000
Lewis's Swamp extends up the west bank of the Hushpuckana a con-
siderable distance, and the first practicable point of crossing is some five
or six miles above Sunflower landing, (twelve miles by the river,) at
Bobson's. From Kobson's to Totten's, on the east bank of the Hushpuck-
ana, is six miles; contents of levee, 435,000 cubic yards. Tbis cross-
levee would leave some 1,500 acres of cultivated land below it exposed
to overflow from the backwater of Lewis's Swamp crevasse. It would
also make dead water in the Hushpuckana Bayou, for six miles above,
and turn the bayou at that distance into Harris's Bayou, which connects
the Hushpuckana with the Sunflower. The levees required to protect
the plantations from overflow, caused by this backing up of therain-drain-
age of this part of Hushpuckana Bayou, would be small. It is evident
that an expenditure like the preceding, for the end in view, was not con-
templated by your instructions.
As a temporary protection to the region in qnestion, the levee across
Lewis's Swamp may be built during the ensuing fall. It is a legitimate
expenditure under your instructions, and not disproportionate to the
amount of saving of crops it will eflfect, although as part of a whole sys-
tem it is not an economical application of means to an end.
Repair of Lewis's Swamp levee, by a line from Grant's west of the
Hushpuckana and across Lewis's Swamp to the upper end of the break,
contents 190,000 cubic yards, which, at 40 cents per yard, amounts to
$76,000; or, the inner line being chosen, contents 400,000 cubic yards,
at 40 cents per cubic yard, amounts to $160,000. As the Board of Levee
Commissioners for the State of Mississippi has been re-organized, and the
former chief engineer of the levees has been re-elected to that office, a
project for the permanent protection of the region jusl treated of will
demand their attention at an early day. The problem is a somewhat
intricate one, and as the chief elements for the solution were collected
by the surveys made under the direction of Col. H. L. Abbot, United
States Engineers, in accordance with my instructions to him, I will state
their principal results.
A levee from Grant's to the east bank of the Hushpuckana, and up
the east bank of that bayou to its head, at Old Port Boyal, on the Mis-
sissippi. Length of levee, eighteen miles ; contents, exclusive of levee
already constructed, 685,000 cubic yards. Tbis will leave about 6,000
acres of cultivated land (the plantations below Wilkinson's landing) sub-
ject to overflow from backwater of the crevasse at Lewis's Swamp, to
keep out which, back levees along these plantations will be required.
A levee from Grant's to the east bank of the Hushpuckana and up
the east bank to Wimbush's ; thence across the Hushpuckana to Wil-
kinson's landing, on the Mississippi. Length of levee, fifteen miles ;
contents, exclusive of levee already constructed, 611,000 cubic yards.
This will leave 4,500 acres of cultivated land below it subject to the
25 £
386 REPORT OF THE CHIEF OF ENGINEERS.
backwater of the crevasse at Lewis's Swamp, to keep out wLicli, back
levees on those plantations must be constmcted.
A levee from Grant's to the east bank of the Hushpuckana, and up
the east bank to Totten's; thence across the Hushpuckana to Kobson's,
on the Mississippi. Length of levee, thirteen miles ; contents, exclu-
sive of levee already constructed, 637,000 cubic yards. This will leave
some 1,500 acres of cultivated land below it exposed to overflow from
the backwater of the Lewis's Swamp crevasse, to protect which back
levees must be built. Small levees may be required on some of the
plantations above, to keep out overflow from the backing up of the Hush-
puckana, five or six miles, to Harris's Bayou, through which the drain-
age of the Hushpuckana must pass to the Sunflower.
The maps and profiles prepared from the surveys made under the
direction of Colonel Abbot contain all the details of these projects.
The contents of the levees have been computed with six feet thickness
at the crown and slopes of three and two to one ; the levee across the
Hushpuckana, with a thickness of ten feet at the crown and slopes of
four and two and a half to one.
4. Bolivar County. — 1. The break at Prentiss. — A cut-ofi:' occurred at
il^apoleon on March 11, 1863, that turned the current of the river against
the bank opposite, at Prentiss, which is being rapidly eroded; already
some 8,000 feet of the levee have been carried ofl:*.
2. Three breaks in the bend below Prentiss, in Bolivar Bend, over a
mile in length, where the levee is high and the banks caving. Two of
these were cut by our forces in connection with military operations.
3. The break at Eastin's, Choctaw Bend, is over a mile in length
where the levee is high.
These are the only breaks in Bolivar County. The crevasse-water
through them floods an extensive district of cultivated land, over 100,000
acres in Bolivar and Washington Counties, on the Mississippi River,
Deer Creek, and Bogue Falaya. Their repair, in my judgment, came
under your rule.
It was not easy to decide how to repair the break at Prentiss. To
solve the question, certain survey's were made. Their result's are as
follows :
The deep sloughs near Prentiss Point oblige a levee intended merely
to close the break to be located so near the eroding bank that it would
be carried away in a year or two. The contents of such a levee (with
the repair of small breaks just below) are 132,000 cubic yards.
A ])ermanent repair may be effected by a levee from Stark's to Pren-
tiss along the east bank of Swan Lake; contents, 125,000 cubic yards.
This leaves exposed to flood about 2,000 acres of cultivated land, and
some 6,000 acres of wild land.
A third mode of repair is by a levee from Dr. Niblett's to Hiblard's,
along the east bank of Vermillion Lake; contents, 135,000 cubic yards.
This leaves exposed to flood 4,000 acres cultivated land, and 11,000
acres uncleared land.
1. The Swan Lake route project is the best, and is recommended ; con-
tents, 125,000 cubic yards.
2. One of the cuts in the Bolivar Bend levee has been repaired by the
planters. The repair of the others in the most temporary manner will
require levees with contents of 35,000 cubic yards.
3. For repair of break at Eastin's ; contents, 69,000 cubic yards.
6. Washington County. — The breaks in the levees of this county were
repaired by the planters with the exception of that in Miller's Bend,
which was under contract; but the available means of the planters did
REPORT OF THE CHIEF OP ENGINEERS.
387
not admit of its completion. The totjil amoant of work required was
108,000 cubic yards, onebalf of which was finished.
The crevasse-wat/cr through this break floods an extensive area of
cultivated land. The completion of its repair will require a levee, with
contents of 60,000 cubic yards.
6. Issaquena County. — ^Thff only break of importance in this county is
at Colonel Christmas's, in a bend of the river about twelve miles below
Providence. This break began in March, 1861, and extended down
through Brown's and part of Coffield's plantations, being nowtnore than
two miles in length. The bank is caving rapidly throughout this extent.
Its repair requires a levee with contents of 100,000 cubic yards. This
crevasse floods some 8,000 acres of cultivated land below it, and, to a
considerable extent, the plantations above it. It was a question with
me whether it was of sufficient importance to come under the rule of
your instructions, and no requisition for means to repair it was made
by me. If an appropriation is asked for, it should probably be included
with the estimate as above. This completes the levees of the Yazoo
Bottom.
A Board of Levee Commissioners has been organized for the counties
of Bolivar, Washington, and Issaquena, with authority to raise funds
for repairing the levees by the issue of bonds to the amount of $1,000,000,
secured by a tax on land. The President of the Board, Colonel Field,
was not sanguine that these bonds could be made available. The
amount of work required for the temporary repair of all the breaks in the
levees of the Yazoo bottom, the great alluvion of the State of Missis-
sippi, is therefore :
Connty.
Do Sou
Tunica
Coahoma
liolivar
Washington. V
Isaaqaena....
Total....
Contents.
Price.
Cubic yd*.
150,000
4«0. 000
460. Oi;0
Sf2U,000
50,000
100, 000
Cents.
40
40
40 and 60
40
40
40
1, 449, 000
Amount.
160,000
184,000
SIO, 000
91, 600
20, 000
40,010
605, 600
But repairs of such magnitude should be made permanent. Mr. Minor
Merriwether, the chief engineer of the levees of the Mississippi, in his
annual report of July 1, 1861, gave a detailed statement of the cost of
repairing the levees at those points which required immediate attention.
The total amounted to $750,000. No repairs were put upon those levees
during the war, and many of them are now broken. The cost of a cubic
yard of embankment is at present double what it was in 1861, and the
cost of the more permanent repair of the levees of the State of Missis-
sippi may, therefore, be estimated at $1,500,000.
For the temporary repair of the breaks in the levees at the most im-
portant points on the Yazoo front, I have estimated :
Location.
1. For the Yasoo Pass levee —
3. For the LewiH*s Swamp levee
3. For the Bolivar County levee
4. For Miller's Bend levee
5. For Christmas's Bend levee. .
Total
Contents.
Cuhic yd».
130,000
190,000
229. 000
50,000
100, 000
Price.
Amount.
Cent*.
60
40
40
40
40
699,000
1305, 000
388 REPORT OF THE CHIEF OF ENGINEERS.
IV. — THE TENSAS BOTTOM.
This alluvial district extends from Gaines's Landing to the mouth of
Eed River ; its area is 4,000 square miles.
The levees of the narrow stiips of alluvial land between Gaines's Land-
ing and the boundary-Hue of Arkansas an<^ Louisiana are iu very bad
condition; the sum of the lengths of the breaks, nine in number,
amounting to six miles, mostly of high levee. The levee is, besides^
much worn in many places.
In the bend above Columbia the bank is caving badly. There are
two breaks here at Belleview and Pastoria.
Localities.
1 . Belleview, (Session's)
2. Pastoria, (Session's)
3. Ford's Belle Point, (American cut-off)
4. Matbew's Bend levee, (cut off by the enemy to flood the country be-
low and embarrass General Grant's movements)
5. Polk's, (above Grand Lake)
6. Below (rrand Lake ,
7. rioumoy's
8. Ballard'*s ;
9. Kear State boundary-line
Total.
Length.
Miles.
1
Height
Feet.
Contents.
♦ 20
i ' 1-2
I I «
I ' 7
i I 13
Culicydii.
12 i 45, (XK)
15 150,000
12 135,000
120,000
50,000
10,000
10. 000
30.000
34, 000
584,000
Besides the local importance of these breaks, the crevasse water
through them floods the land below on the Tensas. A part of the flood
through the breaks above Columbia passes into the Boeuf, and does not
reach the Tensas bottom. Their importance in connection with that
bottom is not as great relatively as that of the breaks below Columbia.
Adopting Ford's, Polk's, and the two larger near the State boundary-
line for temporary repair, we have three and a quarter miles of levee —
contents, 259,000 cubic yards. The remaining breaks must be left
to the State of Arkansas, or to Chicot Countj', or to the planters.
The State of Louisiana undertook the repair of its levees last winter,
and for that purpose divided her alluvion into two parts — the first divis-
ion extending from the Gulf to the mouth of Ked River the second
comprising all alluvial land above Red River.
Mr. J. A. d'Hdm^court was appointed chief engineer of the first, and
Mr. J. A. Porter chief engineer of the second division.
The principal breaks in the levees of the second division are those
now to be named 5 they will complete the list of breaks in the Tensas
bottom.
1. At Ashton's Landing, near the northern boundary of Louisiana,
there are three breaks in the levee, where it was cut by our troops in
1863 for military purposes. The sum of the breaks amounts to 1,200
yards of levee, exceeding 14 feet high. Contents, 100,000 cubic yards.
2. At Providence the levee was also cut by our troops in 1863 for
military purposes. The closure of this break has probably been com-
I)leted by the State or county. It was not extensive.
3. The levee at Bass's, four miles below Providence, which is 12 feet
high, has a break two miles in length. (The volume of water that
passes through this break is enormous.) Contents of the repair levee,
200,000 cubic yards.
4. There is a small break at Haws Hams's plantation, at the bound-
REPORT OF THE CHIEF OF ENGINEERS.
389
arj-liue of Carroll Parish. As a permanent protection at this point, it
is pi'oposed by the State engineer to run a levee across Terrapin Neck,
one and a half miles long. Contents, 100,000 cubic yards. The river
made a cut-off here this spring.
5. At Young's Point, opposite the mouth of the Yazoo Eiver, the
levee, over 8 feet high, was broken half a mile in length. It has been
repaired by the State engineer.
0. The breaks in MilUken's Bend, which were small, have also been
repaired by the State engineer.
7. Opposite Vicksburg, where our troops endeavored to make a cut-
off, the breaks amount to 450 yards. The length of the inclosing levee
which the State engineer is building is 4,400 feet ; height, 10 feet. Con-
tents, 96,000 cubic yards.
8. At Brown and Johnson's, six miles below Vicksburg, the break
in a low, caving, and gullied bank is 1,600 feet long. The inclosing
repair levee of the State is to be 7,000 feet long, with an average height
of 13 feet ; one-half of this has been built by the State. Contents of the
remaining half, 75,000 cubic yards.
9. In Dimond Island Bend, the breaks, one-half mile in length, have
been repaired by the State engineer ; a new levee will be built, one and
a half miles long and 9 feet high. Contents, 100,000 cubic yards.
10. At Point Pleasant, on Buckner's place, a break 3,200 feet long in
a caving bank, requires a new levee two miles long, 9 feet high. Con-
tents, 105,000 cubic yards. Ko work was done here by the State
engineer at the close of March, 1866.
11. At Alligator Bayou, five miles above Grand Gulf, or two miles
nbove Hard Times Landing, there are breaks 300 yards long. The repair
levees will not be less than 1,000 yards long, and 12 or 15 feet high.
Contents, 60,000 cubic yards. Not much progress was made upon the
repair levee at the close of March.
12. At Kemp's, ten miles above Rodney, an extensive break in a cav-
ing bank requires a new levee over two miles long, 8 feet high. Con-
tents, 100,000 cubic yards. This levee was probably finished by the
State engineer by the last of March.
13. The breaks in Concordia Parish were probably closed by the State
engineer^ they were not v^ry important, and amount to 109,000 cubic
vards.
This completes the list of breaks in the levees of the Tensas bottom.
The break in the Bass levee is by far the most important of all. The
crevasse water through it floods nearly as much land as that of all the
chief breaks below it.
The cotton-crop of 1860, of the four parishes of Louisiana situated in
this bottom, was about 240,000 bales. The points selected for temporary
repair under the rule, are :
3.
4.
Locality.
I
GonteDts.
The Anhton Landing brt;a1<i). . .
Tlie BasH Levee break
The Brown andJohnaon break.
The Point Pleaaant break
Cubix: yar(U.
lOU, 000
' 200, 000
I 75, 000
105, 000
Total
Tbis added to breakH above State line.
4^*0,000
259, OLO
<}iv(*s for total of Tensas bottom.
739, 000
Price,
CenU.
40
40
40
40
40
40
40
Amount.
1:^5, 600
390
EEPORT OF THE CHIEF OF ENGINEERS.
v.— THE DELTA OF THE MISSISSIPPI.
This designation is given to the alluvion below the mouth of Bed
Eiver, because at that point the Mississippi liivei" begins to divide^
throwing off the Atchafalaya, which finally empties into the Gulf.
The breaks in the levee between the mouth of Red River and the
Gulf are so numerous, that I shall only mention in detail those great
breaks, the volume of water pouring through which, in high-water, inun-
dates immense tracts of cultivated land, and the repair of which is
therefore recommended.
Cubic yards.
1. At Morganza, where the high levee is broken for the space of nearly a mile,
requiring for repair a levee 7,40(J feet long, over 12 feet higb ; contents. 200, 000
2. At Scott's, five miles above Bayoii Sara, where a break of over half a mile
in a caving bank requires for repair a 9-foot level over a mile long ; con-
tents 94,000
3. At Robertson's and Chinn's, ten miles above Baton Rouge, where a break
of two miles in a levee 13 feet high requires a new levee, with contents
of 250,000
Total for Delta of the Mississippi 544,000
Which, at 40 cents per cubic yard, is $217,600.
There were three other {)oints where the breaks were of magnitude —
the Parish levee at Red River, the Grand levee, and Hereford's levee —
the repair of which will require some 240,000 cubic yards, but they are
of less importance than those adopted.
Besides the three adopted, there are fifty-six breaks in the levees be-
low the mouth of Red River, the repair of which will require 1,020,000
cubic yards of leveeing.
The following is a recapitulation of the repairs recommended by me
to be made under your instructions of December 11th last :
Contents. Price.
Amonnt.
The Tazoo Bottom.
1. The Yazoo Pass levee
2. The Lcwia'8 Swamp levoe
3. The Bolivar Connty levees
4. The Miller's Bend levee
5. The Christmas
Total
Tfte Teruas Bottom.
1 . Fnrd's Belle Point levee, Arkansas
2. Polka Grand Lake levee, Arkansas
3. Ballard's levee, Arkansas
4. Near the State boundary, Arkansas
5. The Ashttm Landinc levee
6. The Bass levee. Louisiana
7. The Brown ana Johnson levee, Ijouisiana
8. The Point Pleasant levee, Louisiana
Total
The Delta of the Mittiiatippi.
1. The Moffi^n asa levee
2. The Seott levee
3. The Kobertsou and Chinn levee
Total
Cubic yards.
130,000
190, OUO
299,000
50,000
lOOyOOO
Centa.
60
40
40
40
40
699,000
200,000
94,000
250,000
135,000
40
50,000
40
30,000
40
34,000
40
100,000
40
200,000
40
75.000
40
105, 000
40
739, COO
40
40
40
I
$305, 0(»
295,600
554,000 40 I 217,600
REPORT OF THE CHIEF OF EXGINEERP. 391
RECAPITULATION.
Cubic yardn. Auionnt.
1. The Yazoo Bottom 699,000 $1305,000
2. TheTeusas Bottom 739,000 295,000
3. The Delta of the MiRsiseippi 544,000 217,000
Total 1,982,000 817,000
The cotton-crop of 1860 of that portion of the alluvial region above
the mouth of Red River where it is proposed to make these repairs must
have exceeded 600,000 bales, a tax of 1 per cent, per pound on which
would amount to $2,700,000.
The value of the crop at present prices is $108,000,000.
The sugar-crop of 1860 of that part of the alluvial region below the
mouth of Red River where it is proposed to make these repairs amounted
to 241,000 hogsheads of sugar and 317,000 barrels of molasses, the value
of which, at present prices, is $50,000,000.
The foregoing statement presents a tolerably fair exhibition of the con-
dition of the levees of the Mississippi River. Those of the St. Francis
Bottom have, from their dilapidated state, seemed to be excluded from
consideration. The most important breaks in those of the other three
^reat alluvial districts have been recommended for repair.
The complete and permanent repair of all the levees of the river would
require —
1. For the State of Arkansas, 3,000,000 cubic yards $1, 200, 000
2. For the State of Mississippi 1,500,000
3. For the State of Louisiana, 3,000,000 cubic yards 1, 200, 000
Total for permanent repair of all the levees 3, 900, 000
The repairs put upon the levees of the State of Louisiana during the
past year amounted, on the Ist of March, to 700,000 cubic yards.
Before concluding this subject, I desire to ask attention to the recom-
mendation on pages 417 to 421 of that part of the report of myself and
Colonel Abbot on the Mississippi River which treats of the protection
of the alluvial region against overflow.
It is there stated^ as the result of the careful investigation the subject
had received, that the only method of protection against inundation
that could be resorted to with success was the levee system, but that
the levees as then constructed were not high enough by several feet.
The additional heights that should be given at diflerent points in the
coarse of the river are there pointed out.
It is further stated that if there were no levees whatever the cost of
constructing them of such height and dimensions a« would give com-
plete protection against inundation to the whole alluvial region would
amount to about $26,000,000.
That to bring the levees then standing to this perfection, supposing
them to be properly located, would cost $17,000,000.
The area thus protected amounts to 31,700 square miles, of which a
mere narrow strip along the banks of the river and along a few bayous
has been opened for cultivation.
Of this area 12,300 square miles is below Red River, and belongs to
the sugar region. Under a proper system of protection and drainage
one-third of it may be eventually opened and cultivated, or 2,500,000
acres.
There are now under cultivation in this region about 1,000,000 acres.
Of the remaining 19,400 square miles, perhaps 3,000 square miles may
be north of the cotton-growing region, leaving some 16,000 square miles
within that region of the most fertile alluvion, two-thirds of which may
392 REPORT OF THE CHIEF OF ENGINEERS.
be finally rendered cultivable under a proper system of leveeing and
draining. This would give 7,000,000 acres of cultivated land, capable
of growing a bale of cotton to the acre, or about double the whole cot-
ton-crop of the United States in 1860.
The levees constructed under such a system would not, where great-
est, exceed in magnitude those on the right branch of the Khine below
Arnheim, which protect the most fertile part of Holland. These levees
are exposed at high-water to as strong a current as that of the Missis-
sippi in flood, and also to the destructive effects of ice. But the occur-
rence of crevasses such as take place with every great flood of the Mis-
sissippi are there unknown. Should they happen, the ruin of a large
part of the most productive portion of Holland would follow, a« extensive
tracts protected by the levees are lower than the surface of the sea, and
their reclamation from overflow could only be effected by a drainage
similar to that which has been applied to the lake of Harlem. The
supervision, watching, and repair of these levees is costly, but effective
and remunerative. The levees of the Mississippi, as now existing, are
trifling compared to the interests they protect, and to the levees of the
delta-rivers of Europe — the Po, the Rhine, and the Vistula.
Some indication of the great wealth that would flow from the estab-
lishment of a proper levee-system is given in what precedes ; such a
system will probably be introduced gradually, and, as experience proves
to those w'ho must pay for it, that it is more and more necessary.
It should comprise a great levee on each bank, intended for the gen-
eral protection of the whole interior alluvion, and set, wherever practi-
cable beyond the limit of the bends of the river, so as to be safe against
the effects of caving banks — the great cause of the destruction of levees.
This is practicable in the upper course of the river, where the erosion of
the banks is greatest.
Next in order after the great levee is that for the protection of the
plantations along the river-bank outside the great levee, but where the
interests concerned are of so great magnitude that they may still be
classed as general. On some portions of the river these two classes
must unite and become one. Connected with these two classes are
guard-levees.
Third in order are those where the interests protected are merely
local, although the protection may include many thousand acres. The
proper establishment and maintenance of the first order of levees re-
quires some authority entirely beyond the influence of lociil interests.
The second class is of a mixed character, in the establishment and main-
tenance of which the general and local interests should usually be united.
The third class should be left entirely to local or personal means and
authority.
Under the acts of Congress directing 'Hhe topographical and hydro-
graphical survey of the delta of the Mississippi River, with such inves-
tigations as might lead to defennine the most practicable plan for se-
curing it from inundation and the best mode of deepening the channels
at the mouths of the river,'' extended surveys and investigations were
carried on under my direction during several years, and the report upon
the results, prepared by myself and Colonel Abbot, was submitted by
me to the Bureau of Topographical Engineers in August, 18G1. A few
copies of the report were printed by the War Department, and distrib-
uted to otficers of the Army and to the ])ublic libraries and learned
societies of this country and of Europe.
In my recent visit to the Mississippi River I found precisely the same
degree of ignorance and the same false views concerning the actual con-
dition of the river and all the methods of protection against inundation
REPORT OF THE CHIEF OF ENGINEERS. 393
that prevailed in 1851, when the investigatious directed by Congress
were set on foot. No copies of the report have been distributed in that
region, nor are there any on hand for that purpose.
It is essential to the successful introduction of proper methods of pro-
tection that the information contained in the report mentioned should
be made available to the people living in the alluvial region, and I beg
leave to suggest the printing by Congress, or by the War Department,
of a large edition of the report, and its liberal distribution among them.
Under your instructions of December 4, 1865, 1 left Washington on
the 17th of December to examine and repair the levees, and having com-
pleted a preliminary examination about the 8th of January, 1866, made
requisition upon General Canby for the means of repairing the ten prin-
cipal breaks. These means, however, it was not in the power off General
Canby or the War Department to furnish, and my duties were limited
to such surveys and examinations as the subject appeared to me to re-
quire.
I assigned Major and Brevet Colonel H. L. Abbot, United States En-
gineers, to the charge of that part of the river between the head of the
alluvion and Yicksburg, excluding the State of Louisiana, and Captain
and Brevet Major J. B. Wheeler, United States Engineers, to that por-
tion of the river-bank in the State of Louisiana.
Such surveys as were necessary in Louisiana, together with the requi-
site plats, had, for the most part, been made by the State engineers, but
extended surveys and measurements were necessary on the Yazoo bot-
tom, and were made under the direction of Colonel Abbot. The results
are presented by him in a valuable report, accompanied by six maps and
eleven sheets of profiles.
1 take leave to acknowledge the valuable services rendered by Colonel
Abbot, and the efficient assistance afforded me by Major Wheeler. Lieu-
tenant Mackenzie, United States Engineers, was assigned to duty with
Colonel Abbot, who mentions his zealous labors in terms of commenda-
tion.
An explanatory diagram is annexed.
Very respectfully, your obedient servant,
A. A. Humphreys,
Major-General Volunteers.
Hon. Edwin M. Stanton,
Secretary of War.
Report of Col, H. L, Abbot,
May 2, 1866.
General: I have the honor to submit the following report upon operations con-
ducted nnder your instructions upon the Mississippi levees during the present season.
I received paragraph 3, Special Order No. 6:}4, Adjutant-General Office, dated Wash-
in^toD) December 12, 1865, directing mo to report to you for temporary duty at Wash-
ington, on its date, and at once left Willet's Point to comply with \ts provisions. > I
reported on December 14, returned the same day to turn over my engineer property at
New York, and finally joined you at Memphis, Tenn., on December 24. Two days
after, by your letter of that^date, I was placed in charge of the examinations and re-
pairs as far down as Vicksburg.
I accompanied you on the steamer Flora during j'our personal examination of the
breaks in the levees as far down as Vicksburg, arriving there on January 2, 1866. I
here in.structed Capt. H. A. Pattison to procure an assistant engineer, and to return on
the Flora to survey and stake out the levee at certain localities where work was most
needed, and proceeded myself to New Orleans to ascertain what means you would be able
to furnish for the work. I there remained until January 27, when, in accordance with
your letter of that date, I proceeded up the river to Memphis, to prepare to supervise the
construction of the levees under contracts then entered into by yourself. 1 employed
an assistant engineer and rodman in New Orleans, and left them to supervise the work
in Bolivar Bend, which I designed to place under charge of Bvt. Capt. A. Mackenzie,
394 REPORT OF THE CHIEF OF ENGINEERS.
who reported to me by your order at this time. I reached Memphis on February 1,
and had en^^aged an euj^lneer for the Ashton levee, when I received your telegram of
February* 1, directing me to await orders in Memphis. This I did nutil February 6,
when, having received permission to do so, I started for the steamer Flora, leaving my
engineer, Mr. Gloster, to bring me your final orders, which, dated February 20, reached
me on February 24, directing me to discontiune all preparations to repair the levees,
but to continue the examinations. I accordingly at once broke up the party at Bolivar
Bend. Mr. Gloster had joined the Flora on February 22, thus giving me two engineers
and two assistants, wi th the necessary rodmen, &c. Witli this party I continued the sur-
veys-actively until March 15, when the river prevented further work. I start-ed for
Memphis, stopping at all important localities to make inquiries, and arrived on March
20. I found Captain Mackenzie awaiting me with funds, and at once discharged the
Flora and all the party not required to complete the maps and estimates.
I transmit the following named maps and profiles, the results of the surveys :
1 sheet, localities of breaks in Bolivar and Choctaw Bends. Scales 1 : 6000, 1 : 2400,
1 : 1200. •
1 sheet, Indian Point, Bolivar County, Mississippi. Scale 1 : 12,000.
3 sheets, breaks in Coahoma County, Mississippi. Scale 1 : 12,000.
1 sheet, map and profile of wash from Sunflower Lauding to Hushpuckana. Scale
1:2000. ^
Profile, breaks in Bolivar and Choctaw Bends, showing Iocat<cd levee.
Profile, Nibblet's to Hibbard's by river.
Profile, Nibblet's to Hibbard!s by Vermillion Lake route.
Profile, Starke's to Prentiss by Swan Lake route.
Profile, trial lines near Prentiss.
Profile, Grant's to Old Port Royal, east of Hushpuckana.
Profile, Grant's to old levee west of Hushpuckana.
Profile, Robson's Landing to Delta, along old levee.
Profile, Robson's to Totten's through Swamp, to connect with levee east of Hush-
pnckana.
Profile, McCloud to Wimbush's through Swamp, to connect with levee east of Hush-
puckana^
Profile, trial lines from Grant's with sections of bayous.
These maps and profiles show the results of 86.7 miles of compass and 82.7 miles of
level surveys, and are in such detail as to .render no long written description of the
routes necessary. The following are the levee estimates. For convenience of com-
parison the width of crown is assumed at 6 feet, with slopes of 3 to 1 and 2 to 1, except
for crossing bayou Hushpuckana, where the crown is 10 feet, with slopes of 4 to 1 and
2i to 1.
BOLIVAR AND CHOCTAW BENDS.
Eaatin levee, — Levee about 8 feet high and 1,500 feet back from river; cubic con-
tents, 69,000 yards. Location through old field with favorable soil, excex>t one slough
where woods extend about 400 feet.
Vick and Yerger. — ^Two hoops, one 27,000 cubic yards, the other 8,000 cubic yards.
Average height of levee, 8 feet; distance back from river, about 300 feet; location
through old field. It is to be remarked that the entire levee in Bolivar Bend is very
near the river, and that the banks are caving so rapidly as to render it certain that a
new levee mnst soon be built. The above locations are only designed for this crop.
Next year quite a different line will be needful.
INDIAN POINT LEVEE
^.
A cut-off occurred at Napoleon on March 11, 1863. The result has been to form a
large sand-bar in front of Napoleon and to rapidly erode the opposite point. To decide
the proper location for a levee to close this break, extensive surveys have been made.
There are three principal routes :
Ist. River bank. — This can only serve a very temporary purpose, for the location
shown on the map is as far from tbe river as it can be made without crossing deep
sloughs, and the levee, if built on it, must soon cave into the river. Between January
22 and February 26, '6<j, 400 feet caved off' from the exposed end of the old levee, at
the upper end of the break. The estimates are as follows :
Cubic yards.
Hoop for the Great cave 113, 00(i
Wildwood break 10,000
Smaller breaks 8,700
Total 131,7tM)
The soil throughout is very favorable for working.
2d, I'crmillion Lake rouie. — This route is entirely safe, and a small private levee was
built upon it which was badly located on the very edge of the lake, and is now much
REPORT OF THE CHIEF OF ENGINEERS. 395
mraslied. But little of it coald be made n«efal. The route lies through old fields and
deadened woods. The estimates are as follows :*
Cable yards.
Levee, (entirely new) 145,000
Deduct for old levee 10,000
Required, say 135,000
3^. Swan Lake route, — This route is very favorable and saves about half of the 4,000
acres of cleared land and 11,000 acres of wild land thrown out by the VermilliouLake
route. The objection to it lies solely in the danger of its junction with the old levee
at Prentiss caving into the river — a matter not easilv decided at present. About a
inile of the route lies through old field, the rest througli cane and forest. The soil is
favorable. Three northern terminal locations were surveyed, upon which the estimates
are the following: (See map.)
Cubic yards.
Route farthest from river 125, 000
Intermediate route 115,200
Route nearest to river 119, 20O
The foregoing cover all the breaks which, under your instructions, I felt called upon
to survey in Bolivar County.
The first serious break from the southern boundary of Coahoma County is that at
Lewis Swamps, just above Grant's, on the old Crenshaw place. This offers peculiar
difficulties. The river has been, and now is, very rapidly caving away its banks in
this bend. It has approached so near to Bayou Hushpuckana as to force the levee
either to cross the bayou or to pass through a low and difficult part of Lewis Swamps
at great cost, and with the certainty of ultimately and at no very distant date caving
into the river. 1 believe it to be inevitable in a few years, if not at present, that the
levee cross the bayou. When this is done, it can only return to the river near Wilkin-
sod's Landing, or strike old river near Old Port Royal, unless a better route to Rob-
son's can be discovered than that surveyed by me. Anticipating this necessity, certain
gentlemen have built nearly five miles of levee on the east bank of Hushpuckana. The
Robson route throws out 1,500 acres of arable land ; the Wilkinson route 4,500 acres
arable land now cleared.
The maps show the character of the different proposed routes. That west of Hush-
packana passes through old deadened woods, cane, and low, unstable swamp. That
east of the bayou chiefly through old field and deadened woods, with some forest and
heavy cane near its northern extremity.
The matter of draining Hushpuckana is quite a serious one. If it be crossed on the
located line, a deep wash from Sunflower Landing back to the bayou might be enlarged
and extended quite to the river. This would, however, cause a general overflow of the
low swamp when the Mississippi passed much above mid-stage. For on February 6,
-when the river stood 9 feet below high- water 1865, the water of the bayou was 19 feet
below the level of the river. To cross the bayou again below Wimbnsh's would cer-
tainly cause an extensive rain-water lake, which, being dammed up by the levee, would
render an extravagant cross-section through the low lands necessary. At Wimbush's,
Harris Bayou would afford channel-way, perhaps, with some clearing out and enlarg-
ing, for the surplus water to Sunflower River. The Old Port Royal route avoids this
difficulty by not recrossiug the bayou.
The following are the estimates upon the several routes surveyed, allowing 60,000
cubic yards for the levee already built east of Hushpuckana :
Cubic yards.
Route west of Hushpuckana 190,000
Boate east of Hushpuckana to Robson's- 637, 000
Konte east of Hushpuckana to Wilkinson's Landing 611, 000
Boute east of Hushpuckana to Old Port Royal 685, 000
Should it be deemed advisable to incur the periodical flooding of the Lewis Swamp
region by Mississippi water backed up through the artificial mouth at Sunflower Land-
ing, rather than by the rain- water, the expense of any of the last three routes must be
increased by the cost of excavating 10,000 cubic 3*ards to open this wash to the river.
(See special map and section of this wash.) If the hreak in tbe lovee is not soon closed,
it is very probable that this work will be done by the river itself, and a pass like the
Yazoo Pass be formed, to the great detriment of the region below. Indeed, this threat-
ened calamity is so imminent that the plan of operations at the locality calls for imme-
diate decision and action.
Above Lewis Swamp to Delta the breaks require no unusually extensive work. Tbe
following list is complete, and the amounts from actual survey :
Cubic yards.
Crevasse at Mapletnn's 20,000
Crevasse at Beard's 20,000
Crevasse at Fontaine's 10,000
396 REPORT OF THE CHIEF OF ENGINEERS.
Cubic yanlft.
Crevasse at Old Port Royal ! 21,000
Crevaflseat Miller's 28,000
Crevasse at Friar's Point 3, 600
Crevasse at Rozelle's 37,000
Total 139, 600
The followiag was the condition of the Yazoo Pass levee on December 28, 1865, the
date of its examination :
Two cuts had been made by the Navy, one at each end of the big levee, which, with
these exceptions, was in good order. The north cut was 220 feet long, 40 feet deep,
and 230 feet long, 20 feet deep, say 80,000 cubic yards. The south cut was 420 feet
long, 21 feet deep, say 50,000 cubic yards. Total, 130,000 cubic yards.
The facilities for obtaining dirt were poor, an average haul of 200 yards being re-
quired. This fact and the great depth of the northern break (and the consequent lia-
bility to damage from the sudden rise of the Mississippi daring the progress of the
work) will render the cost of repairing this levee greater than the average. In the
estimates the following are the dimensions : Crown, ten feet ; slopes, 5 to 1 and 2^ to I.
The above is a summary of all the actual surveys made by my parties. For full de-
tails, attention is respectfully invited to the accompanying maps and profiles.
Every effort was made to obtain correct information as to the condition of the levees
where actual surveys were not made. The following exhibits the results, beginning at
Yicksburg and passing up the river to the Ohio on the left bank, and returning on the
right bank.
IssaquenaConnty was considered to be excluded from the plan of operations, because
its vicinity to the mouth of Yazoo River would prevent any extensive districts being
benefited by repairs. One large break at Christmas's plantation, below Greenville,
was visited by you in person. Other breaks exist, but no details were learned by me.
Washington County is fortunate in possessing planters having the energy and ability
to aid themselves. An official document from the board of levee commissioners states,
under date of January 25, 1866, " that the only levee in said county which is not now
in a condition to give the planters assurance of the necessary protection, is the one in
Miller's Bend" — estimated cost $41,000, at 38 cents per cubic yard, the contract price.
In Bolivar and Coahoma Counties, as already stated, all the breaks were surveyed
and have been already reported upon.
In Tunica County no surveys were made, owing to the high stage of the river when
the party bad reached the vicinity. The following statement is from an official letter
addressed to me by the sheriff and the president of the board of police, showing the
breaks :
From south county line to NaiPs Bayou, (opposite Helena) ... 2 miles of 8- foot levee.
From Nail's Bayou to Mrs. O'Neal's li miles of 7-foot levee.
From O'Neal's to Harbert 2 miles of 5-foot levee.
From Harbert to Austin 2 miles of 8-foot levee.
From Austin to Commerce 0 J mile of 12-foot levee.
From Commerce to north county line 1 mile of 9-foot levee.
Total, correct in length, approximate in height 8^*2- miles.
In De Soto County no official statement could be obtained, but the following is the
estimate of the gentlemen to whom I was referred as best informed in the county :
On Mississippi River front, one and a half miles 5-foot levee, occasionally 8 feet.
On Horn Lake front, one mile 8- foot levee ; two miles 5-foot levee.
This completes all the levee estimates on this bank, as the high land approaches so
near the river that no levee system has ever been attempted above the Memphis bluff.
On the right bank, from Cape Girardeau to the Missouri State line, no very definite
information was obtained, but as a portion of the levee fund is reported to remain un-
expended, and as the levees themselves are said to be in a tolerable condition, and
especially as nearly all the overflow returns from points above at New Madrid, nothing
would seem to be required to be done by the General Government in this section.
From the State line to Osceola the only break reported was a small one at BearfieUl
Point. From Osceola to Memphis the following list is approximately exact, and is com-
plete :
Ist. Mrs. McGavock, near Osceola, a small break.
2d. Le Ma's jilace, above Island .'M, unleveed gap 30 yards long, 20 feet deep.
3d. Nodiua place, bend of Island 34, unleveed gap 30 yards long, 30 feet deep.
4th. Morgans & Craighead's, below foot of Island 34, breaks 440 yards long, 5 feet
deep.
5ih. Pecan Point, foot of Island 35, unleveed bayou (Barney's) 30 yards long, 30 feet
deep.
6th. Above Shawnee Village, high land in bend of Island 37, 3,500 yards long, 12 to
15 feet deei>.
REPORT OF THE CHIEF OF ENGINEERS. 397
7th. Below Shawnee Village, ^iff^ ^^i^d ^Q bend of Island 37, 5,300 yards long, 10 to
12 feet deep.
8th. Three miles below Shawnee Village, (Morris's Pacific place,) thirty miles above
Memphis, 70 yards long, 40 feet deep.
9th. Fogleman's, seven miles above Memphis, 300 yards long, 12 to 15 feet deep.
In Mississippi Connty, Arkansas, which extends from the Missouri line to a point
abont thirty-five miles above Memphis by river, a tax has very recently been levied of
10 cents per acre for levee purposes.
There is also a project to construct a railroad from the bank of the Mississippi oppo-
site Memphis npon ridges which run nearly parallel to the river, and about eight miles
from its general course up to the vicinity of Osceola, and thence diverge to the west-
ward across the bottom lands to connect with the Iron Mountain Railroad of Missouri.
The road-bed is to be made to serve as a levee, which will thus reclaim immense tracts
of valuable land. Its location will injure it against caving, the great cause of failure
heretofore in reclaiming this region.
Below Memphis the condition of the St. Francis front levee is very bad. Constructed
in the first Instance much too near the river, which in this part of its course is rapidly
eroding its banks, (in Council Bend 1.5 miles in forty years,) subject near St. I?>ancis
River to overflow from the rear, which has even washed large parts of it into the
river, and, above all, neglected for the past five or six years, the levee may be con-
sidered as practically worthless. To repair it would be more expensive than to con-
struct a proper levee on a judiciously selected location. Indeed, for the lower part of
Ihe St. Francis front it is useless to attempt any levee system until the country above
is reclaimed, owing to the destructive effect of the water returning to the river over
the banks. In fine, then, it may be cousidered that for thirty miles below Memphis
about one-half of tlie distance is leveed and the rest open, and chiefly in the bends,
which would require much labor to levee, so as to connect the fragment still standing
open near the points. From the end of this distance to the St. Francis River the bottom
lands are open to the river.
Between St. Francis River and Helena, a salient point of the levee has caved into
the river. This is, however, a mere local matter. The bank at the mouth of this trib-
utary is very rapidly caving. •
Between Helena and Old Town Ridge the' following information is exact as to
the breaks, being the result of measurenientH made by the levee commissioners : first
break, 5G,0U0 cubic yards ; second and third breaks, ^4^,000 cubic yards ; fourth break,
40,000 cubic yards ; fifth break, 50,000 cubic yards. The repair of these breaks would
reclaim a valuable district lying between the Mississippi and Crowley's Ridge and its
»pur, Old Town Ridge. It is, however, a local matter, no great area being aiiected.
From Old Town Ridge to Carson's Landing, near Islands 67-8. there are several
breaks reported, the one at Luna ])lace originating in a caving bank, admitting a good
deal of water. Thence to Laconia the levee is good ; distance fifteen miles. The Luna
bank is half a mile long ; levee 12 feet high.
At Laconia the planters have displayed a good deal of energy. They have repaired
the State levee thence to Bob's Bayou, which enters the Mississippi two miles below
Island 71, a distance of seven miles. The^ have connected these termini by a rear
levee abont eleven miles long, thus reclaiming about 15,000 acres of arable land.
They have graded the levee three feet above high-water. This district exhibits every
sign of activit3'', fences being repaired and land generally plowed.
The amount of work done has been 45,058 cubic yards on the State levee, and 114,500
cubic yards on the rear levee, price 2 pounds of next crop of cotton per yard, estimated
actual cost to contractors 35 to 37 cents per yard.
From Bob's Bayou to Napoleon no levees have ever been built.
From Napoleon to the northern boundaiy of Louisiana the following facts were col-
lected by Bvt. Capt. A. McKenzie, United States Engineers, during a special trip made
for the purpose :
Just below Napoleon the river has badly eroded its banks, and the levee has caved
into it.
In Cypress Bend three to four miles have caved into the river. From Eunice to
Gaines's Landing the levee is good.
From Campbell's to Wallworth's one mile of 1.5-foot levee must be constructed.
This break is just below Gaines's Landing.
On the Walworth place, opposite Island 82, 50 yards of 7-foot levee is required.
Just below, on Belieview place, (Dan. Sessions',) there is a break of one-half mile of
12-foot levee.
Just below, on Pastoria place, one mile of 15- foot levee has caved into the river.
The river is caving badly from the foot of Island 82 to the last-named break, and
extensive repairs are required. From this break to Columbia the river is not caving.
The next break is at the American Bend Cut-ofl*, (Belle Point,) where one and a half
miles of 12-foot levee have caved into the river. This break is known as " Ford's."
From this point the breaks are frequent.
398
REPORT OF THE CHIEF OF ENGINEERS.
The next is at head of Matthew's Bead ; on Gosey's and Ross's fronts^ where 100
yards of 12-foot levee are required.
In Matthew's Bend, a fine levee, which cost $80,000 in gold in I860, was cut for
military purposes, there is now a gap 300 yards long, and a 17-foot levea required.
(Another authority, 350 yards of 18 to 21 foot levee.)
One and a half miles below, on Polk's Point, a mile of 12-foot levee (also cut) is
needed. Portions of the old levee are still in existence.
Just below Grand Lake is a break 300 yards long and 12 feet deep. (Another aa-
thority, one-fourth of a mile long, and 8 feet deep.) This resulted from a cut.
On Flourney front a 7-foot levee has caved for one-fourth of a mile, and half a mile
further down, on Ballard place, three-fourths of a mile of 7-foot levee is required.
Within about a mile of the Louisiana State line there are three small breaks — aggre-
gate about 500 yards of 12-foot levee. (Another authority, 600 vards.)
In Louisiana there are three breaks near Asht«n, at the State boundary ; the first 650
feet long ; the second 1,430 feet long ; the third similar to the second. At all of them
a 13-foot levee is required. They were under contract by the State, but I doubt if they
were completed in season.
The next was at Providence, where the Navy cat a canal back to the lake. This
levee was, I suppose, finished before the river rose, as when I last saw it it was well
advanced.
The next break was at Bass's plantation, above Point Lookout, and was a large and
serions one, damaging a great extent of country. The next one was at the Davis planta-
tion, near foot of Island 97 ; the next at Harris's, above Terrapin Neck ; the next at
Duckport, near foot of Paw-Paw Island. Thence the levee was complete to the great
Brown and Johnson break, jast below Vicksburg.
All the levees in Louisiana were nnder State contract, and, knowing that yon had
received full information concerning them from Mi^or Porter, State engineer, I made
no special efibrt to collect facts relating to those of them lying within my district.
I made every effort to obtaiu all possible information relative to the river since the
termination of the Mississippi-delta survey in 1861. The only high-water years were
1862 and 1865. The following table exhibits the data collected respecting these floods,
as well as that of 1859. The same system is adopted as in the table on f^age 170 of the
delta report ; i. 6., the plane of reference is the flood-level of 1858, the sign -{- indicat-
ing that the water rose above, and the sign — that the water failed to attain, the level
of that great flood. Asterisks denote possible uncertainty, although none is believed
to exist. It is to be regretted that the war prevented the preservation of exact infor-
mation as to dates and sources of these two floods.
Locality.
fCalro
1859.
-3.1
Memphis
Head Cat Inland
Foot Cat Ifiland
Head Walnut Bend
Helena
Friar's Point
Wilkinson's Landinc, Island &3
Sunflower Landing, Island 66. . .
Napoleon
Prentiss
Bolivar Bend
Choctaw Bend
Providence
Vicksburg
Red River Landing
Carrolton
Algiers
Brashear City, Berwick Bay.
Mouth of Bajoa Tensas.
-0.3*
-2.0*
-1.0*
-0.7
-fO. I
+0.3
-iO.3
1862.
+ 1.8
+0.6
+ 0.7*
+ 0.7*
+ 1.1*
+ 1.8
+ 1.5
+0.9
+0.8
+2.1
+2.2
+0.83
+0.7
1865.
-0.5
-0.2*
-0.3*
-0.4*
-0.2
0.0
0.0
-0.7
+ 1.75
+2.0
-1.0*
-0.5
Remarks.
The following record at Cairo in from Mr.
Aug. F. Taylor, of the Cairo City Com-
pany : High- water May 7, 18.')9, was —3.1 ;
high-water April 24 and 25, 186l,wa8— 6.4 ;
high-wat«r March 17and 18, 1865, was— 1.6 ;
and on March 20, 1866, (highest of year to
date,) was — 8.3. Low-water on November
10 to 17, 1850, was -44.2; on October IS,
I860, was —46.0; and on December 4, 1865,
was —42.9. The date of high- water 186«
was May 2.
High- water 1860 was -1.0.
High-water 1865 waa 0.7* feet below high-
water 1862.
High-water 1865 was 0.5* feet below hi^h-
water 1862.
Date, April 27, 1862.
High-water 1865 was equal to 1802, hot Just
aoove Chinn's crevasse it was 3.S* feet
lower.
High- water 1865 was 1* foot below 1828, and
Teche overflowed its banks in low plaoea
to Franklin.
High-water 1865 was 1.8* feet above highest
previous flood.
REPORT OF THE CHIEF OF ENGINEERS. 399
I transmit herewith a diagram showing the daily oscillations of the river at the
place where the party was. It may be considered a mean curve for the vicinity be-
tween Helena and Providence.
The following are the checks furnished for the levels. The profiles are plotted
without change, but on the maps the revised mean reading is given to the bench-
marks.
Starting at Nibblet's, with bench-mark reading 98.20, the Prentiss bench-mark reads
thas :
Route via Vermillion Lake 105.44
Route via Swan Lake 106.63
Route by river-bank 104.77
Mean 105.61
Starting at Grant's, with bencb-mark reading 100.00, the bench-mark at Wilkinson's
Landing reads:
Route direct from Wimbush's 104.42
Route via Old Port Royal ia5.86
Mean 105.14
The accuracy of this mean determination is shown by the fact that the high-water
marks on the profile from Robson's to Totten's check perfectly, the mean valve of the
bench-mark at Wilkinson's Landing being adopted in placing the scale on the profile
from Robeon's to Delta.
By these levels the following slopes are deduced for the river-surface at high-water :
Friar's Point to Grant's — distance, thirty-four miles; fall, 11.7 feet; slope per mile,
0.34 feet.
P«,ntiB« to Nibblet's, distance 11.5 milee | SeTe'^mt^ois'fefr*-
Prenti*. to Nibblct'B, dUtance 11.5 miles \ l^'^^,,^^^'' ^*«*-
It is to be remarked that the high-water mark at Delta is not so high by nearly half
a foot as at Friar's Point, although five miles above it. This I attribute to the local
influences on the mark selected of the large crevasses just above and below Delta,
although possibly the levels may be at fault. Ou this account I have selected Friar's
Point in preference to Delta to deduce the true fall in water-surface. The mean slope
from MerophiM to Gaines's Landing is 0.32 feet per mile. (See Delta report.) Also, the
crevasse at Prentiss must have affected the high-water in 1865 sufficiently to obscure
the true efifect of the cut-off, which occurred on March 11, 1863.
A daily gange-record is now kept at New Orleans by Mr. G. W. R. Bayley, city en-
gineer, and at Cairo by the engineer of Cairo City Company.
The State of Mississippi has recently re- organized ner levee system by creating a
levee district of Issaquena, Washington, and Bolivar Connties, allowing Coahoma and
Tunica to join if they so elect. A levee-tax annually of 10 cents an acre and 1 cent
per pound on cotton is levied for three years.
The old Delta Snrvey Bench No. 1, on the curb-stone near Prentiss's house, Vicks-
burgh, has been moved, and is consequently now worthless.
The low-water mark of 1863 at Saint Louis was 0.5 lower than that of 1860, the
lowest heretofore recorded. It was 41.3 feet below high-water in 1844, and 33.7 feet
below the Saint Louis directrix.
At 4 p. m. of March 13 there was a furious tempest, followed during the night by as
heavy a rain-storm as I ever witnessed. My party was at Friar's Point, Mississippi.
At 9 a. m. of March 13 the river stood 5.2 feet below high- water of 18.'}5, having
fallen 0.1 in the preceding twelve hours. At 9 a. m. of March 14 it was 5 feet below
this flood-level, having fallen nearly an inch since daylight. No wind affected any
of these readings. It is therefore evident that the rain, by its strictly local effect,
raised the river at least 5 inches during this storm.
My attention was called to some singular springs in the bed of Bayou Hushpuckana.
They are several in number, and some of them ai^ located on the map. The largest of
them is near the bridge. It flows freely up from several places over an extent of half
an acre. The soil is covered by a yellow, slimy deposit, with a metallic-blue scum near
the rills of water, which has a decided chalybeate taste. All these springs are in the
bed of the bayou, and from 20 to 30 feet below high- water level of the Mississippi.
Msyor Severson informs me that they flow all summer, even when the river is at low-
water level, (45 feet below high-water,) and that the water is much colder than the
water in the vicinity. Not understanding how these springs could exist in a purely
alluv!&l region, I thought that some evidence bearing upon the age of the region might
be derived from an analysis of the water and deposit. I accordingly procured samples
of both, and submitted them to Dr. Charles T. Jackson, of Boston, whose reputation
as a scientific chemist and geologist is well known. He gives me the following as the
result of his analysis :
400
REPORT OF THE CHIEF OP ENGINEERS.
Water coDtains in solution : Bicarbonate of lime, sulphate of lime, carbouate of
iron.
Deposit consists of: Crystallized sulphate of lime, carbonate of lime, sulphide of iron,
slate mud.
He considers that the spring derives its character from decomposing iron pyrites,
which most probably belongs to a tertiary formation.
From the facts that none of the tertiary river-bluflis are within many miles of the
locality of these springs, which are near Sunflower Landing, opposite Island 66, in the
Yazoo bottom-lands; that their level corresponds with the appearance of the blue
clay, and that iron pyrites can hardly be considered an alluvial deposit of the Missis-
sippi, I think that the conclusions as to the slight depth of the alluvium in this vicinity
advanced in the Delta report receive strong confirmation from the existence of these
chalybeate springs.
Brevet Captain Mackenzie reports that a cut-off has occurred at Terrapin Neck,
which early in April was 300 yards wide. The newspapers, I suspect a little prema-
turely, reported it to have occurred on March 8, 1866. I have had every reason to be
pleased with the manner in which Brevet Capt. A. Mackenzie, Corps of Engineers,
and the party generally, have laltored to accomplish the ends of the survey.
I am, general, very respectfully, your obedient servant,
Hknry L. Abbot,
Major of Engineers^ and lirevet Colonel, (7. *S. J.
Maj. Gen. A. A. Hitmphrkys,
U. S. Volunt^ia's.
APPENDIX N.
ANNUAL KErORT OF MAJOE WM.E. MERRILL, CORPS OF EN-
GINEERS, FOR THE FISCAL YEAR ENDING JUNE 30, 1874.
United States Engineer Office,
Cincinnati, Ohio, September 1, 1874.
General : I have the honor herewith to transmit annual reports ou
the works under my charge for the fiscal year ending June 30, 1874.
Lieut. F. A. Mahan, Corps of Engineers, has been my military assist-
ant during tlie year, except from December 8, 1873, to May 14, 1874,
inclusive, during which time he was on temporary duty at Savannah,
Ga., under the orders of Lieut. Col. Q. A. Gillmore, Cori)S of Engineers.
Very respectfully-, your obedient servant,
Wm. E. Merrill,
Major of EngineerB,
Brig. Gen. A. A. Humphreys,
Chief of Engineers, U. S. A.
N I.
improvement op the OHIO river.
At the beginning of the fiscal year the following contracts were
outstanding.
a
•
2^
u
«C B
s
ilea
ittsb
k5
;^^ 1
1
2 I
3
4
5
fi
7
3
90
168
214
783
907
967
Work.
Contractors.
Repair of Cliartier's Creek dam
liopair of Whet'Iing dam
Repair of dam at liead of Marietta Island . . .
Kepair of dam and dike at Bnffinfrt^n Island
Construction of dike at Kvansville, Ind
Repair of dam at Cumberland Island
Removal of the Bacon Rock
Charles Cable.
C. M. Cole.
C. M. Cole.
C. M. Cole.
J. 8. Roiith.
Miller & Ik^dard.
Miller & Bedard.
\
REPORT OF THE CHIEF OF ENGINEERS. 401
Chartier*8 Creek dam^ three miles below Pittsburgh. — Tbis dam w«i8 com-
pleted in August, 1873, aud the contract was closed. The total amount
of stone expended under this contract was 32,480 cubic yards. It
has answered its purpose satisfactorily. It closes the lett channel at
Brunot's Island, throwing all the water in low and ordinary stages into
the Glass-house Channel.
Wheeling dam^ ninety miles below Pittsburgh, — The repairs of this dam
were finished in August, 1873. They required in all 3,508 cubic yards of
stone and 425 cords of brush. It closes the right or Ohio channel at
Wheeling Island, thus increasing .the lov.«.vater volume in the other
channel.
Marietta Island dam, one hundred and sixty-eight miles below Pitts-
burgh,— This dam is at the head of Marietta Island, and closes the right
or Virginia Channel. The work of repairing this dam was completed
in September, 1873. It required 8,304 cubic yards of stone and 177
cords of brush. It ba<;ked up the water so much more than I had ex-
pected that I thought it expedient to strengthen it by a brush and pile
dam below, and thus divide the fall, which at certain stages was as great
as oj feet, and was more than I considered it prudent to attempt to
sustain by a dam of loose stone. I therefore had an auxiliary dam
built, whose upper line w^as placed 50 feet below the lower edge of the
main dam, with its top surface 3 feet lower than that of the latter.
This auxiliary dam was made as cheaply as possible of two rows of
piles, 6 feet apart, with 30 feet between the rows, and the inclosed space
was filled with brush, weighted down with stone. Some stone and
brush were likewise used in protecting the banks. This auxiliary work
required an exi)enditure of 316 piles, 6,941 cords of brush, and 4,553
cubic yards of stone. There has been no trouble in using the right
channel since the left one was closed, except occasionally at the foot
and opposite the mouth of the Muskingum. This river sometimes
throws out a mass of sand and sediment that occasionally troubles coal-
fleets. This difficulty has lately been removed by dredging.
Buffington dam and dike, two hundred and fourteen miles beloio Pitts-
burgh,— These works were finished in September, 1873. The total
amount of stone expended on both was 26,078 cubic yards.
. EtansviUe dike^ seven hundred and eighty three miles belozv Pittsburgh. —
At the close of operations in 1873, this dike had been finished for a
length from shore of 1,025 feet. I directed Mr. Charles B. Batenian,
assistant engineer, theinspector of this aud Henderson dikes, to examine
the dike occasionally during the winter, and especially to report any
effect that might be produced on the sand-bar at the upper end of the
city, for the removal of which the dike was designed. He reported on the
31st of December that the deposit on the wharf from the recent rise is
much less in quantity than usual ; also that from the line of the highest
water said deposit isclayey mud down to about the 20 foot line, from which
line down it consists of sand and gravel in patches evidently washed
from the bar. * * • The current during the rise and since the river
has commenced falling, has been decidedly on the Indiana shore, the
drift giving considerable trouble to steamers and wharf-boats at the
landing.
On the 30th of March he wrote :
I observe that daring the several rises of the past few months there has b3en no de-
posit on the wharf below 23.50 feet on the gange at that«tage, and below a strong cur-
rent sweeps the Indiana shore from the water-works down — tlie effect, it is iiresnmed,
of the dike.
26 £
402 REPORT OP THE CHIEF OF ENGINEERS.
On the 23d of May he writes :
SoundiDgs were taken over the bar from Mulberry street to Main, wben the river wa«
at 12 feet by the gauge, and were as follows :
Feet.
On highest part of the bar, opx>OBite Mulberry street 7. 50
Opposite Cherry street 1 8.60
Opposite Chestnut street l 9.00
Opposite Walnut street 10. 50
Opposite Locust street 12.00
Below Locust street, no bottom at 12 feet, showing that at least fmir feet has been
taken off the bar during the past winter. The current on this side is stronger than
before, and there is evidently a channel cut'along the scour made along the bar duriug
the winter of 1872-'3.
On the Ist of June he writes :
On the bar in front of the city I made sonndingn, and fonnd one little ridge opposite
the water-works, near the shore, whicli is now &ur feet above low water. No other
X)art of the bar will be more than 2.50 above low water when dry. Opposite the foot
of Main street, where the bar used to be, there will be six feet at low water.
The dike itself is firm and solid, and a large sand-bar has formed be-
low it. The dike will be extended 300 feet farther during the present
season. I have purposely kept this work back, in order to give the
river time to accommodate itself to the new course marked out for it^
A rapid construction of the dike would have caused so great a scour at
its outer end as to materially increase its cost. At present the pocket
behind the bar has been tilled by material washed into it from the bar,
and more or less of the same is scattered along the city front, making
landings difficult in low water. This temporary annoyance could not
have been prevented. The bar is still so high that in extreme low water
it cuts off the river current. When the bar is entirely washed away
these troublesome deposits will depart with it. I consider this dike a
marked success in its effectiveness, its strength, and its cheapness. All
future dikes in the Lower Ohio will be built in a similar manner.
Cumherland dam^ nine hundred and seven miles below Pittsburgh. — The
repairs on this dam were completed in December, 1873, under contract
with Messrs. Miller and Bedard.
The total amount of stone used was 20,187 cubic yards. Owing to
the long duration of high-water last autumn, at a time when the river
is usually at its lowest, it was impossible to finish this work as com-
pletely as was desired, as during the last six weeks the dam was contin-
uously under water. I made as close a personal inspection as was prac-
ticable, and, feeling satisfied that nothing more could be done to a<l van-
tage, closed the contract. During high- water of the winter and spring
the dam was subjected to a severe test All of the new work except a
small section about 100 feet in length stood very well, but to my sur-
]>rise the river leveled down a large part of the old work which had
been standing for over thirty years, and was assumed to be safe and
strong. During the present season I called for proposals for bringing this
l)ait of the dam up to grade, and let the new contract to Mr. Bedard,
the active member of the old firm of contractors. He bid at his old
])rice, which was considerably lower than the price offered by any other
bidder. Six thousand yards more will be placed in the dam, and there
is reason to believe that this amount will makeit safe and substantial.
There will always be a strong pressure agaiubt it, as the high- water cur-
rent is over the dam, and therefore deposits will annually form in the
chute, which must be removed by the ciUTent as the water falls and is
foiced by the dam into the chute. Thus far there has been no serious
trouble with the new channel at the head of Cumberland Island, but
REPORT OF THE CHIEF OF ENGINEERS.
403
that at the|foot of the island is changeable, and will probably require
some construction to fix it.
Bacon Eockj nine hundred and sixty-seven miles below Pittshurgh.-^This
rock was formerly on the Missouri shore of the Mississippi River, but
owing to the gradual change of the channel of the Mississippi it is now
in the Ohio River, though a slight wash of the sandbar between the
two rivers would throw it into the Mississippi. It is a very serious ob-
struction in low-water. The contractors, Miller and £edard, did noth-
ing lor the removal of this rock, and their contract was declared for-
feited. One of their sureties, Mr. M. A. Bryson, then claimed the right
to complete the contract, and his right was acknowledged. During low-
water last season he made some preparations, and waited for the water
to fall before commencing work. .Contrary to custom the river rose,
and remained up, consequently nothing was done. During the present
season, at my suggestion, he employed Capt. R. W. Dugan, of the Cin-
cinnati Wrecking Company, to do the work for him. At the close of the
year Captain Dugan had exploded, by surface-blasting, a large number of
charges of dynamite on the rock, and had entirely broken up its shell.
He found the interior of the rock (which is a pudding-stone) to be
mainly loose gravel. This will be removed by a dredge, and before this
report reaches Congress the Bacon Rock will probably be a thing of the
past.
NEW CONTRACTS.
The following new contracts were made during the fiscal year just
past:
1
E
c
Sz
1
2
3
4
5
2
760
TO7
Work.
Pam aoross Dnck Chnte
Repair of old dike at French Island
Repair of old dike at Henderson Island .
Coustmction of dredges and dnnip-scows
GonHtraction of iron snag-boat hall
Contractor.
C. M. Cole.
C. M. Cole.
J. S. Bouth.
S. B. Alffer.
Swift's Iron and Steel Works.
Dueh Chute^ two miles below Pittsburgh. — Duck Chute is a small chan-
nel across the bar at the head of Brunot's Island, and near the high
land of the island. It is usually dry at extreme low-w^ater. It was
necessary to close it, as the current througli this oi)ening drew coal-
fieets out of the channel leading into Glasshouse. The dam was fin-
ivshed in September, 1873, having consumed 1,995 cubic yards of stone.
It entirely closed the channel across which it was built, but the pressure
of water in that direction was so great as to cut out the gravel at each
end of the dam, and as much water now escapes as before its construc-
tion. If the radical improvement of the Ohio be inaugurated it will
probably be unnecessary to extend this dam ; if the contrary be the case,
its extension will be very necessary.
French Island Dike, seven hundred and sixty miles below Pittsburgh, —
Since the close of the fiscal year this dike has been completed, as also
some slight repairs to the dike, extending down from near the foot of
the island. The work has given great satisfaction to the Louisville and
Henderson packets, as French Island was the shoalest place on their
route. Three and a half feet is as much as I think can be depended on
in extreme low-water, though the contractor thinks he can guarantee 4
feet. A greater depth might be secured by a greater contraction, but
404 REPORT OF THE CHIEF OP ENGINEBR8.
tbat 18 inadmissible on account of the coaliiiteretnt. The following
quantities of material were used : 2,815 cubic yards of stone, o,40i) cords
of lirush, and 705 piles. TLe total length of the new dike is 2,0()0 feet,
Ilenderfson Inlmid Dike, seven hundred and ninety-seven miles below Pitts-
burgh. — At the close of 1873 this dike had beeu exteuded into the river
1,(K)(> feet. Its effect was excellent from the first, a good channel hav-
ing beeu maintained throughout the low-water season. Unfortunately
this good efl'ect was not lasting. During low-water of June, 1871, the
slight obstruction to the flow of the river occasioned by the dike was
enough to cause the channel behind the island to cut out, and in ex-
treme low- water steamboats had to take that route. This channel was
very narrow and intricate, and was full of snags and water-soaked logs,
making an exceedingly bad place for st^eamboats, and one quite im>
practicable by night. I made a careful personal examination, finding
6h feet at the head of the chute, and less than 3 feet in the old channel,
the river being a foot or two above dead low. No steamboat could get
through the chute without hitting at least one log. I concluded that
the proper remedy was to close the chute entirely by a pile and brush
dam, thus forcing all the water through the channel marked out for it.
This work was a|>proved by you, and is now under way. At present the
dike is finished for a distance from shore of 1,050 feet, and piles have
been drived for an additional distance of 250 feet. It wiU be extended
to a total length of 1,500 feet.
I have always been apprehensive of the possible need of a dam behind
Herdtrson Island, but I was unwilling to sx)end the money needed to
build it until its necessity was demonstrated, and the fact that in former
years no such dam had l>een built strengthened me in my conclusion
that it might prove unnecessary now.
JSeic dredge and dump-scows, — The new dredge Oswego and two
dump-scows have beeu built by Mr. S. B. Alger, under his contract of
July 11, 1873. The hull of the dredge is 75 feet long and 30 feet wide,
with 5 feet 9 inches depth of hold. She draws 2 feet 8 inches of water
when loaded with 600 bushels of coal. Her cylinders are 10 inches in
diameter, with 14-inch stroke, and she is provided with one of King's
marine-boilers, having eighty 3-inch return-fines. A steam hoisting-ap-
paratus is provided for the forward spuds, and a steam-capstan for
maneuvering. The clutch used is Alger's patent friction-clutch. It
is somewhat liable to breakage, but when in order works rapidly and
well. By making it of steel, and keeping a spare clutch on hand, there
need be no serious loss in case of accident. The scows are siile-dump-
ers, with bins capable of holding 71 cubic yards. They are 65 feet in
length and 20 feet in width, and have 4 feet depth of hold. They are
built without crown or sheer, and draw when empty 15 inches. They
can carry 50 cubic yards of gravel on 3 feet 6 inches of water. The
contract-price of dredge and scows was $18,500, An additional sum of
$2,000 was s|)ent on outfit, making the total cost of dredge and two
scows about $20,500.
Iron hull snag-boat — The contract for building the hull of the iron
snag-boat lor the Ohio was taken by the Swift Iron and Steel Works, at
$84,350. During the winter but little work was done, on account of the
financial depression and of strikes at the works. At present everything
IS progressing rapidly, and the hull is about one-third finished. Its con-
struction will supply along-felt need.
Traveling sands in the Ohio below the falls. — The greatest obstacle to
the successful improvement of the Lower Ohio comes from the enormous
masses of sand and gravel that travel down stream during every rise.
REPORT OF THE CHIEF OF ENGINEERS. 405
Behind the dikes at French and Henderson islands, and at Evansville,
sand-bars have formed as hio^li as the dikes, and in places where before,
or during their constrncfcion, there was deep water. At the Ouinberlrincl
Island end of the Cumberland dam, where last season there was about
10 feet of water, there was this season 10 feet of sand, showing a dei)osit
of 20 feet in one season. The sand behind the dikes mentioned above
is mixed with gravel, and as it is impossible for gravel to be carried in
suspension, it must have rolled along the bottom The ui)-streain sides
of the dikes are vertical, or nearly so, and I can see but two ways for
the gravel to get over the dike. It might have reached the upper line
of the dike and there got attached to ice which carried it over when the
river rose, and then dropped it below the dike. This action has uu-
doubtedly taken place at Louisville, at the revetted slope on the up-
stream side of the dam at the head of the falls. Tbe other supposition
is that in high water the bottom of the river was raised by deposit to
the level of the dike, and that before the dike became visible the deposit
on its up-stream side was washed away. This 1 think the moi-e jjroba-
ble explanation, especially in view of the fact that during the ice-period
of last winter all of the dikes were submerged many feet. There is
abundant additional experience to show that during high-water the
bottom of the river is habitually raised by deposit, and that the low-
water channel is subsequently cut out of it as the river falls. This con-
dition makes the radical improvement of this part of the Ohio a matter
of serious difficulty. A further discussion is reserved for the report on
the radical improvement of the Ohio, which has been ordered for the
Senate Committee on Transportation.
DREDGING.
The work of dredging has been vigorously prosecuted during the year,
under the direction of Mr. E. J. Carpenter, assistant engineer. On ti»c 1st
of July, 1873, the "Ohio" was at Captina. The cut at this place was fin-
ished by the removal of 260 more yards, and the dredge was moved to
Buffington Island. The "Ohio'' continued work on the bar at this place,
which is one of the worst on the river, until compelled by cold weather to
lie up. She dredged 8,983 cubic yards in July, 10,285 in August, 11,907
in September, 0,662 in October, and 2,760 in November, making a total of
40,596 cubic yards. During the last month tbe new dredge Oswego
joined her, but neither dredge could do much, on account of high- water.
The work of the "Oswego" amounted to but little, as all of her machinery
was new and required to be worked into smooth running. The little
dredging done by her has been ciedited to the " Ohio."
The dredges were laid up at Marietta in the mouth of the Muskingum
until the 1st of May. They were then sent to Pittsburgh to remove the
bar at the foot of Brunot's Island, which gave great trouble to coal-
fleets. Sixteen thousand two hundred cubic yards were removed in
May and 21,839 in June, making a total of 38,038 cubic yanls removed
from the bar. No further difficulty is anticipated at this place. The
dredges are still at work, but their subsequent operations belong to the
present fiscal year.
REMOVING WRECKS AND OBSTRUCTIONS.
The winter of 1872-'73 was unusually severe, and when the ice broke
up it destroyed many river-craft, and left numberlcvss wrecks in the
chaunel which could not be discovered until low-water of summer.
406 REPORT OF THE CHIEF OF ENGINEERS.
Capt. E. W. Dagan, with the boat of tbe same name, blew up and re-
moved the wreck of a section of dry -dock that had lodged in the chan-
nel at Eising Sun, and the wreck of the .steamboat McCuUough near
Madison. Captain Hobson, with a crane-boat, removed several logs and
minor wrecks in the immediate vicinity of Cincinnati. There were sev-
eral wrecked coal-barges in the channel at Vevay. I tried to get a
dredge from the Louisville Canal for this work, but, being unsuccessful,
I made application to the Kanawha board, and was permitted tt) hire a
dredge from them. This dredge removed the barges at Vevay, but a
sudden rise in the river compelled her to stop work and return to
the Kanawha. In August one large log was removed by a crane-boat
froim the channel at Cullum's Eipple, and another lying opposite Cov-
ington.
The navigation of the Ohio being greatly hindered in low-water at
Mustapha Island, Guyandotte Shallows, Poag*8, Jenalt'a, and other
places, I had a large grapple built for the express purpose of removing
bowlder^. This grapple is 11 feet in height, has a gnisp of a little more
than 5 feet, has four fingers on each side, weighs 2,700 pounds, and cost
$1,171. The following obstructions were removed by the use of this
grapple : the rocks at the foot of Mustapha Island, where the channel
is now in good condition ; several rocks in the channel-span of the
Parkersburg bridge, carelessly thrown there by the bridge-builders,
and two snags between Parkersburg and Marietta. This grapple has
been used to great advantage on the Great Kanawha. For details, ref-
erence is made to tbe annual report of operations on that river.
A snag w^as removed by hired labor from the foot of Eanty's Shallows,
and the Government snag-boat S. H. Long was borrowed from Major
Suter, engineers, and was employed four days in cleaning out the chute
at the head of Cumberland Island.
During October, four troublesome snags were removed from Quick's
Eun Bar by a hired crane-boat. A section of the dry-do<5k was blown up
at the foot "of Ludlow street, Cincinnati, and the greater portion of tbe
wreck of a stone-boat was removed from Eising Sun bar. A sudden
rise in the river prevented its entire removal.
A wrecking party provided with diver, armor, battery, and torpedoes
was equipped and put to work at the wreck of the Mis»^onri, a very
large and strongly-built steamboat, lying just above the Evansvillo dike.
About half of this boat was removed by, the close of the season.
In May, one log was removed from the mouth of the Muskingum, and
three others from the head of Blennerhassett's Island.
OFFICE-WORK.
Tlie ofllce-work during the year has comprised the preparation of a
continuous map of the river, on the scale of 2 inches to the mile, of
detailed drawings for the snag-boat, of hydrographs of the Ohio Eiver
gauge-records, of drawings to accompany the report of the Board of
Engineers on movable dams and hydraulic gates, of drawings and
trS>cings of special surveys, and of miscellaneous work of various kinds.
f ESTIMATE FOB 1875-'76.
Tbe first question to be settled is the general method of improvement.
After long study, I have come to the conclusion that the best method of
improving the Ohio, at least in the upper part of its course, is to follow
the plans that have been so successiul on the Seine, Yonue, Marue,
J-^^t/ —
J
PORT-A-L'ANCLAIS DAM
SecMoTt. t>7i.T'att^?i' ft^ei'T'
SecMon- ^ir-ozi^h, ol^Ttixri^etAl^ /?oMa
REPORT OF THE CHIEF OF ENGINEERS. 407
Meuse, and otber French rivers. The details of all the methods in nse
in France are given in full in the report of the Board of Engineers on
movable dams and hydraulic gates, which is printed as Ex. Doc. No. 127,
H. of R., 43d Cong., Ist sess.* The system that meets with most fa-
vor in France is that known from its inventor as the Chanoine. A
drawing of the more important features of this system accompanies
this report. The Brnnot gate will probably be a useful auxiliary to this
or any other system that may be adopted, and I had expected to have
an opportunity of testing its practicability on a working scale before the
meeting of Congress. As it has been decided tbat ujoney appropriated
for the Ohio cannot be expended on a dam in the Mouongahela, this
trial has necessarily been abandoned. While I regret this, I do not
consider that its lack will have any influence on the method of movable
dam that may be selected for nse.
There is nothing to prevent the subsequent trial and adoption of the
Brunot gate on one of the movable dams should it seem desirable. It
is merely a useful adjunct at best, and not an indispensable necessity.
A Chanoine wicket, when in position, is a solid frame of timber about
3^ feet wide and 13 feet high, sloping down stream and supported be-
hind by a heavy iron prop. The horse is hinged to the wicket and to
the floor. The prop turns on the upper axle of the horse, as does also
the wicket. The latter is not fastened to the floor except by the horse,
and can swing around the upper axle of the latter when not held down
by the pressure of water. A series of such frames or panels makes the
dam. The intervals between the frames are about U inches, and if it
is necessary to make the dam tight these intervals can be covered.
Usually the waste through them will be less than the discbarge of the
river, and therefore the level of the pool will not fall below the tops of
the wickets.
The dam is thrown down by means of a long iron bar laid on top of
the masonry-base, extending from one shore to the other, and armed
with projections or shoulders. By moving this rod a few feet, which is
done from the abutment by proper gearing, the feet of the props are
tripped successively, and the wickets fall into a shallow recess where
they are below the reach of passing boats. The river is then in its
natural condition, offering no obstacle to boats nor to the passage of
floods. In the navigable pass nothing projects higher than 2 feet below
low- water line. On the weir the height of masonry is usually about 20
inches above low water.
The wickets are raised in succession by the use of a boat which works
across the stream. It has a sheave in its bow, ahd a geared drum near
the stern. The first wicket is raised by the boat being so placed that
its bow projects beyond the abutment half the width of a wicket. The
hoisting rope has a boat-hook fastened to its outer end. The man at
the bow hooks the boat-hook over a handle at the lower end of the
wicket, and the other man then winds up the rope. The wicket is thus
raised, pulling up with it the horse and the prop. When the horse is
at its proper elevation the prop drops into position. The wicket is still
nearly horizontal, and if it is let go it will retain an inclined position
with the water rushing under it. A slight i)ush on its lower end brings
it against the sill, and the water pressure holds it in place. After one
wicket is raised the boat is pushed out the width of a wicket, support-
ing itself partly against the abutment and partly against the wicket
first raised. This operation is contiuued until ail the wickets are in
place.
' See Appendix N 3.
408
REPORT OF THE CHIEF OF ENGINEERS,
At many dams there is a temporary bridg:e above the ^>i ikcts from
which they are raised. This is probably the better method, but in a wide
river it would probably cause sooie delay in getting the wickets up,
unless a considerable force of laborers were kept on hand to expedite
operations. Two or three men are all that are employed in Franee to
manage a lock and movable dam.
Assuming then a method of improvement by movable dains oo the
Chanoine plan, we require the following constructions :
1. A movable dam of Chanoine wickets divided into navigable pass
and weir.
2. A lock large enough to pass an ordinary^ coal-fleet through in one
lockage.
The dams shonld have a vertical height of 12 feet, that being as far
as present experience goes, about the greatest practicable height of a
movable dam. The lift from one pool to the next will be 6 feet, and
there will be a minimum depth of 6 feet below each dam, thus securing
a 6-foot navigation at all times.
I have already chosen the approximate position for a sufficient num-
ber of dams to make a 6-foot navigation at all seasons between Pitts-
burgh and Wheeling. I do not think it advisable to make an estimate
at present for extending this work below Wheeling. The sites and
length of dams are as follows :
No.
1
2
3
4
5
6
7
8
9
10
11
V2
13
Place.
Just below Horsetail Ripple
BotxToen DutTs and Memman
Just below the trap
J list btOow Deadman's iHland
At Crow Islaikl
lielow Montgomery's Island
One mile below G^orpetown Island
fJnst below Baker's Island
One and a htilf miles below Black's Island
One mile above Steuben ville Bridge
At Cox's Bar
At head of Pike Island
At Wheeling
Miles from
Pittsburgh.
Sam
Average levgtb.
Length.
rset
5i
»0O -f600
84
1,000
12i
1,500
15^
i.aefr
SI
1^35« +400
32^
i,cm
3PJ
1,200
4Mi
1,850
55
1,700
65
1,000
72.
1.250
83
1.700
90
1,000 -i-SOO
19,150
1,47:^
Where two lengths are given in the above list, the dam rests on an
island, and there are two channels to be closed.
The width of navigable i)ass is an undetermined quantity. Coal-fleets
are generally four barges or 100 feet in width, but at times they have a
width of five barges, (120 feet,) or even of six barges, (144 feet.) As
they will have the smooth wall of the lock to guide them into the pass,
I think it will be quite safe to limit its width to 250 feet. The rest
would be weir^nd Brunot chute, should the latter x>rove a success, or
weir only if the contrary.
Experience in France shows that the locks should be la^^ge enough to
pass a coal-fleet, either ascending or descending, at one lockage. An
average fleet has ten barges, (130 by 24 feet,) one fuel-flat, (100 by 22
feet,) and one steamboat, (230 by 48 feet.) The barges could pass two
abreast if the lockft were 50 feet wide, three abreast if they were 75 feet,
four abreast if they were 100 feet wide. The first size is, however, too
small for packet-steamboats which require from GO to 80 feet, and the
last-named size is too wide to be closed by the ordinary lock-gate. The
width of the lock must therefore be 75 feet.
REPORT OF THE CHIEF OF ENGINEERS. 40 ^
To bold siifb a coal fleet as I have described above, tbe available
leng^tb of lock must be 620 feet, and thip should be increased to 030 to
give play for tbe gates, and to avoid a ti^ht fit.
Tbe lock should therefore be built with a length between nifter-sills
of 630 fe(*t, a width of 75 feet, and an ordinary* lift of 6 feet, but with
strength enough to sustain a pressure of 10 feet, which would happen
should tbe lower pool be emptied in low- water.
This length may seem excessit'e, but the achantage of passing a fleet
at one lockage is very great, and the increase of cost is not in proi)ortion
to the length of lock. The most expensive i>arts of a lock are the gates
and the masonry around theuj, and these cost the same in all Im^ks of
the same width and lift, regardless of their length. The difference be-
tween a short and a long lock of the same width and lift is only the cost
of the extra length of chamber wall, and this is the cheapest masonry
about the lock. The fleets on the Seine are somewhat smaller than
those on the Ohio, though their larger barges have almost exactly the
gJime dimensions as Ohio coal-barges. (See Ex. Doc. No. 127, II. of R.^
43d Cong., 1st sess.» page 51.) To pass one of these fleets at a single
lockaj:?e, the lock-chambers on the Upper Seine have a width of 40 feet^
and an available length of from 591 to 615 feet.
In order to avoid delay and waste of water when a single steamboat
wishes to pass through, the locks should have extra gates at the mid-
dle, so that the whole length of lock need not bo used unless occasioa
called for it. This will add somewhat to the expense,' but I believe that
the advantages of diminishing the amount of water needed lor lockage
during very low stages, and of exi>editing the pa^^age of i>acket-l>oats^
will be \Torth obtaining.
The cost of such a look as I have described, would be, in round num-
bers, $200,000. The cost of 13 such locks will therefore be about
82,60U,(KH).
These figures will be somewhat modified when a detailed estimate can
be prepared. A special party is now at work definitely locating the
proposed dams that 1 have approximately located above, and makinp^
borings to determine the character of foundation at each site. This
information will be embodied in the report ordeivd for the Senate Com-
mittee on Transportation, and will somewhat modify the approximate
estimate herewith presented. ^
The cost of the movable dams will be:
$:U4 per runniug foot for the past*.
^■£'Z7 per running foot for the weir.
These estimates for the dams have been carefully prepared under my
direction by Lieutenant Maban, by using the itemiaed bills of materials
prepared from actual construction in Prance, and are believed to be
quite accurate. No account has been taken of the Brunot chute, which,
if successful, will replace a part of the weir. It would, liowever,
increase the cost of a dam.
A movable dam of the average length of 1,473. feet will then cost as
follows :
2r>0feotof pass, at $344 per foot <;yG,00O
1,^3 feet of werr, at $-227 per foot t>d-<,y71
Total for one movable dam 374,971
Thirteeu moyable danw witboat looks will therefore east 4, H74, 62^
Tbe cost of a single lock with movable dam will be 574,971
And tbe whole cost of this improvement from Pittsbiirgb t-o Wheeling 7|474,62.\
lu beginning this work we should tlrst build the locks, as during* the
coustructiou of the dams they will answer as waste weirsj and will also
410 REPORT OF THE CHIEF OF ENGINEERS.
keep open a passage for navigation. I think that at as early a date as
possible this work should be simultaneously begun at all points between
Pittsburgh and Wheeling, because it will take all of two seasons to
build these locks, and their construction must precede that of the dams.
There is no doubt whatever of the absolute necessity of using locks in
any rational plan for improving the Upper Ohio so as to secure a C-foot
navigation. Whatever changes may be made in the details of the dams,
the locks mast be the same. •
For this part of the improvement of the Ohio, I therefore now^ ask for $2, 600, 000
Engineering and contingeuciee of lock-construction, 5 p6r cent 130, 000
Besides this special sum, I request the following :
To complete snag'boat $35,000
To keep dredges at work 9 months, at $3,000 5^,000
For six months' service of snag-boat, at $3,000 18, 000
For improving Lower Ohio by dikes 170,000
Office expenses - 20,000
Total 3,000,000
I have not thought it necessary to attempt detailed estimates on the
dikes for the Ohio below the Falls, as this work is so dependent on un-
foreseen contingencies that such estimates are of little value. The bars
that are in most need of improvement are Portland, Flint Island, Puppy
Creek, Scnffletowu, Three-Mile Island, Shawneetown, Treadwater, foot
of Cumberland Island, and the Grand Chain.
Financial statement
Balance in Tretwury of United States July 1, 1873 $230,000 00
Amount in hands of officer and subject to his check, ( including $4,U20.-3O
percenta^i^e due on contracts not yet completed) 26, 675 96
Amount appropriated by act approved June 23, 1874 150, 000 OO
Amount expended during the fiscal year ending June 30, 1874 207, 286 47
Amount available July 1, 1874, ($199,389.49— 84,525.^5) 194,863 84
Amount req uired for the fiscal year ending June 30, 1876 3, 000, 000 00
N 2.
IMPROVEMENT OF THE OHIO RIVER BELOW THE FALLS.
United States Engineer Office,
Cincinnati^ Okio^ November 30, 1873,
General: In reply to your letters of September 1 and October 1,
I would submit tlie following in regard to the improvement of the Ohio
below the falls so as to secure a depth of 5 feet at low water. I re-
gret that I have been absent on duty so much lately, and have been so
busy on board-reports, that I have been unable to take up the subject
<?ariier; but as I gave my views at length in my testimony before the
Senate Committee on Transportation, for whose information (as I was
informed) these questions were asked, I trust that the delay has not
been injurious.
The first question in your letter of September 1, reads as follows :
Please inforra this Office whether you are prepared to subrait a project for improving the
Lower Ohio River, from LouisFille to Cairo, so as to afford a depth of not less than 5
feet at the lowt^t siajre of wafcer known. If not, please state what additional inforuia-
tiou you require to enable you to prepare such a plau.
In reply I would state that the only plan which I am at present pre-
pared to recommend is the one now in use throughout the whole river,
REPORT OF THE CHIEF OF ENGINEERS. 411
ami that is the concentration of the currents by dikes or wing-dams, and
the closing of all but one channel where there are two or more. Whether
this method will secure five feet during dead low water I cannot now
tell, but 1 am rather of opinion that it will not. It is posvsible that we
might secure four feet, but experience alone will answer tliis question.
I should state that no work was done on the Lower Ohio bv Mr. Rob-
erts, and that I have only commenced the work this season, and conse-
quently have too little experience in this matter to give a positive reply.
The dikes at French and Henderson Islands are both under way, but it
is not likely that either will be finished this season. The latter was
commenced first, and its effect was so quickly felt that there was no trouble
at this bar during this summer's low water. But the mere fact of boats
being able to cross this bar does not show the maximum that could have
been brought over, as during the low-water season there was only 20
inches on French Island bar, (the work at that time had not begun tliere,)
and from two to three feet on some others, and therefore all boats were
running very light. Last year I commenced work at Cumberland Dam
and at Bvansville dike, but the object in view at each of these places
was the changing of old channels, and not their deepening, and, besides,
both of these works are unfinished.
One great difficulty in improving this part of the river is that the
coal-fleets that start from Louisville for southern markets are much
larger than those that come from Pittsburgh to Louisville, and this fact,
together with the lack of definiteness in land-marks in the river below
the Falls, makes it dangerous to reduce the channel-width below 600
feet, and of course the same depth cannot be expected in a wide as in a
narrow channel.
There is another point on which reasoning is of little avail, and expe-
rience alone is to be rrusted. That is, whether or not the sands that are
swept through narrow artificial channels will not form below, and the
practical result be simply a change of position of the bar, without in-
crease of depth. If the work formerly done on the Ohio had been kept
in good condition, and carefully observed and reported upon, we should
now be able to settle this matter ; but our records are unfortunately de-
fective, and the old works have themselves been so degraded that they
now exercise no perceptible influence on the bars. I have in this oflice
all the records about the Lower Ohio that I could secure in the Depart-
ment or elsewhere, and I herewith present, in chronological order, a sum-
mary of all the opinions on the effect of dams and dikes in the Lower
Ohio which I could gather from the records.
The earliest report on file in this Office, which records the results of
work on the Lower Ohio, is by Colonel Long, in reference to the dike at
Uenderson Island. His report is in the shape of marginal notes on the
drawings which he forwarded to the Department. On his '* Sketch No.
V," a copy of which I send herewith, there is the following note. The
remarks in brackets and the italicizing are mine :
From the diagram now before ns it wiU be perceived that the bed of the river has
undergoue a material change since the coinmenoemeut of oar operations. * *
* • * * A portion of the sand accumulated above the dam during
the freshet before mentioned [winter of 1824-^25] contributed to form the circular bar
at the lower extremity of the dam, across the outward margin of which the depth of
water is only three feet as represented in the sketch. A large quantity of saud previ-
on«ly situated in the bed of the river above tbe dam, was now diHtributed over the
spaee between the dam and the dry-bar below, occasioning the shoal preseufed in that
part of the river. The elevation of the bar above the dam, with the exceptiou of the
channel contiguous thereto, remained about the same as it was at the coniniencement
of the work this year, although its position approximated cousiderably nearer tu the
itfland.
412 REPORT OF THE CHIEF OF ENGINEERS.
The pjencral depth of water in this part of the river, at the time allnded to, was/rom
2| to 3 feet, but owin^ to BiibsideDco of IH iiichcH, which took place during the
progress of the work, its depth was uowonly about one-half that aboi'e mentioned. The
position and depths of tlie channel, occasioned by the dam, are indicated by the draw-
iufj, in which are inscribed a series of soundinpfs, corresponding to the depth of water
actually found in the channel at this very low stage of the river. At the lower exti'em-
ity of the channel the depth is only ^feet for a distance of 12 or 15 yards; but the sand
is here exceedingly loose and yielding, the current setting 6tn>ngly across it, and 4laily
rendering the cliannel deeper and broader. It is not expected that the channel occa-
sioned by the dam will continue to occupy the position it now has longer than t!ie pres-
ent season, for the following reasons: The next freshet will probably bring down a
large body of sand from above, and deposit it immediately above and below the dam
in such a manner aa to form a bar rising to the top of the dam throughout its whole
length ; such being the event, the most elevated part of the bar will be that portion of
ifc situated contiguous to the dam, so that when the river subsides, the water, instead
of being drawn otf through a channel adjacent to the dam, as is now the case, will pass
over a less elevated part of the bar at a considerable distance above it. Should the
result prove as here stated, there can be little doubt either of the efficiency or perma-
nency of the work, for it will then be protected from the undermining influence of the
current, and secured from the shocks of floating ice and drift of every description to
which it would otherwise be exposed.
I would particularly call attention to the following points on the
sketch : The limited depth of water across the bar, the narro^^'ness of
the channel indicated, and the shoal formed below the dike.
Captain R Delatield, Engineers, in his report, dated January 16, 1833,
(Doc. No. (yQ^) states as follows about the work on the Lower Ohio :
The last class of works [deepening the water on the bars] has now been so far tested as
to render no longer doubtful the success of remwving th;i bars from their present position,
and to this period entirely accomplishing the object in view of giving a permanent and
unchangeable 3^ and 4 foot channel- way.
With a judicious location of the dams, I am more fully conflrmed in the belief that
permanency may be secured to all such works, and that removing the bar from one
point shall not form another immediately below. This is the only doubt as to the en-
tire success of the works of this class.
The result* thus far have been satinfactorj'. Last year two of the most difficnlt and
Bhoalest bars were dammed, as shown by figures 1 and 2 accompanying this report.
On the ScuflK'town Bar (Fig. 2) there was formerly but 18 to 20 inches water at the
low stage of the river. Since the dams hive been constructed there is four feet, and
no injurious formation below it, all the sands having apparently been deposited under
the lee and eddy made by the dam, and the channel coofiued within permanent
banks.
A reference to Fig. 2, No. 8, of my report of 1831, will exhibit the position of the
shoals at that time, and the present sketch (Fig. 2) will give an idea of the change
efl'ected by constructing the dams.
Fig. 1 is a sketch of another system of dams constructed last year, that have been pro-
ductive of satislUctory results at the Sister Islands. In this 3ase, as the previous ones,
the sands washed from the bars have been deposited under the lee of the dams. Fig. 4,
No. 12, of the rep^irtof 1831, exhibits what was then supposed to bo the position of the
shoals at that time, and the sketch accompanying this report (Fig. 1) the prestmt posi-
tion of the shoals. If these two flgnres are correct, a very great change has been made
in. the whole bed of the river, proving the facility with which the channel may be de-
flected in auj- direction, and the necessity of having surveys for each and every one of
these bars, to judge properly of the etfect produced.
I append to this report copies of Captiiin Delafield's maps of the bars
at French Island, Scuffletown, and the Sisters, the work being then un-
der way at the first-named place, but finished at the other two. He
shows a depth at French Island of 2J feet, at Scuffletown of 4 feet, and
at The Sisters of 3 J feet.
There are on file in this office sketches of the dams at French Island,
Scuffletown, Three Mile, and The Sisters, made by Lieut. A. II. Bowman,
Engineers, in 1835, in connection with some maps of work on the Cum-
berland. These sketches have neither scale nor soundings, and the re-
port that probably accompanied them is not on file in this office.
Capt. K. E. Lee, Engineers, in his iuvspection report to the Ohief Eugi-
REPORT OF THE CHIEF OF ENGINEERS. 413
neer, dated November 20, 1839, a manuscript copy of whicb is ou file iu
this office, writes a« follows:
The dam at the Three Sisters has entirely' removed the shoal that formerly existed at
this point, and ha.s become strengthened by an accumulation of sand and gravel which
renders it permauent.
A breach has been made throu<jh the dam at Three Mile Island, thronpfh which was
tUe dceptist channel at the time of my iuMpection. It was but partially constrnctod in
1933 and 1834, and intended to concentrate the water at the foot of the island, from
which extended a gravelly shoal. The yielding of the dam still ahows its expansion,
wliich would be x>revented by its repair and com})letion.
The eftVct of the two piers at Scuflletowu has been entirely successful in removing
the bar at that place, which was formerly one of the greatest obstructions on the river.
One of the piers requires to be raised ; a beueticial effect hns also b<'en produce<l by the
piers at French Island, though in their present condition they but ini])eift'<tly answer
the purpose for which they were constructed. A settlement has taken place in both
piers, which requires them to be raised.
The success of the plan of improvement where it has been fairly tried, viz : The Three
Sisters, Scuflletowu, and French Island, shows its importance if fully carried out.
These wen* once among the worst points ou the river, aud they now offer no impediment
to the iiavigtition.
In a document on file in this office, issued by the Wabash Navi^fation
Company, dated Vincennes, April 24, 1847, and signed by John Ross,
secretary, there is a comparison between the low-water navi<?ations of
the Wabash and the Ohio, from which I make the following extracts:
In the report of Lieutenaut-Ct)lonel Long, communicated to Congress by the Presi-
dent of the United States in 1H43, on the improvement of the western rivers, •* about 2
feet water ^' is assumed as" the utmost that should be aimed at in ]>roviding for a gen-
eral system of luw-water navigation." (Doc. No. 2199.) (Not on tile in this otiice.) And
in the same re ort, page 18vS, Colonel Lung states in relation to the Ohio Kiver above
and below the Falls, as follows :
** I think the x>racticability of securing a greater depth (than two feet) in extreme
low-water very doubtful if not quite hopeless." * # # •
* * • Mr. Burr, (the engineer who made the first report to
the company on the lock and dam at Grand Rapids.) in his report January, 1h;{9, p. d,
states: " For three months in the year there is not commonly in the Ohio Kivur, above
and below its confluence with the Wabash, for boats over the burs, more than from
two to two and one-half feet water, aud this season less than two feet."
I have also maps of the bars at French Island, Scuffletown, and Three
Mile Island, made b}' A. Campbell and F. Saunders. These maps are
not dated, but, from references to a particular stage of water, I infer
that they were made in October, 1S4:4. There is no accompanying
report on file, and no information on tbe map to show what was the
stage of the river when the surveys were ma<le. The maps show 3 feet
at French Island, 4.2 feet at Scuffletown, and 3J feet at Three Mile.
At the latter place the channel is very intricate, and passes through
gaps m the dike. The channel which the dike was to have made is filled
with sand, so that the depth through it is but one foot.
This sums up all the information that I have been able to obtain on
the practicability of radically improving the Lower Ohio by dikes. Bet-
ter results could probably be obtained now, as we have additional ex-
perience in dike-building, but the possibility of securing by this means
5 feet during extreme low-water, while maintaining a sufficiently wide
channel for coal-fleets, is very doubtful if not impossible. If the banks
of the Ohio and of all its larger tributaries could be thoroughly pro-
tected from abrasion so as to cut oft' the supply of sand, we might hope
for better results ; but the expense of such a work is too great for con-
sideration. As land becomes more valuable, greater ettbrts will be
made to protect river-banks, but it will be long before any appreciable
eifect can be produced on the bottom of the river.
1 think that the statements given above will show that the informa-
414 REPORT OF THE CHIEF OF ENGINEERS.
tion needed to prepare a plan for improving the lower Ohio by control-
ling the currents can only be acquired by experience. I have already
sufficient surveys for all practical work likely to be attempted for sev-
eral years.
Inyour last paragraph you ask my opinion about improving the lower
Ohio by dredging. I have no hesitation in saying that dredging in the
ordinary way would be useless. A dredge could not dig out more than
two bars in a season, and the work would probably have to be repeated
annually at great cost, A steamboat with scraper would do excellent
service, as one day at a bar would suffice, and she could help a dozen
or twenty in a' season; but the true method of working at bars in light
sand is to direct the river-currents on them. There is, of course, a dan-
ger that the bar will reform below, but an extension of the dike will
probably drive it away. This system might ultimately result in having
continuous dikes throughout the river, but it has the advantage of being
the cheapest system that can be adopted, and no more dike- work need
be done than the case demands at the moment.
When work was begun at Henderson Island bar the only shoal place
was abreast of the island. When I resumed work there this season
there was another bar at the foot of the island, which evidently did
not exist in 1825. I thought it probable that I would have to build a
dike there also, but thus far the single dike at the old place seems to
prove sufficient. Colonel Long's dike did not touch, either, shore. In
this it differs from all other dikes ever built on the Oalo. I do not con-
sider the plan judicious, and therefore the dike that I am building starts
from the main Indiana shore.
The question of reservoirs may be suggested by some, I can only
say that, for reasons given in my annual reports, I consider reservoirs
impracticable for the Upper Ohio, and still more so for the Lower. Un-
less additional reservoirs were built on all the lower tributaries, there
would not be a sufficiency of water. The upper reservoirs are expected
to give six feet at Pittsburgh. Experience shows that a six-foot rise at
Pittsburgh is entirely lost by the time it reaches the falls, unless it is
sustained by rises in the lower tributaries. We have no data for deter-
mining exactly how much water would be needed to give five feet in the
Lower Ohio, nor do I consider it worth while to go to the exi»ense of
getting them.
I have recommended for the Upper Ohio locks and dams, with a chute
opened and shut by a hydraulic gate. If the dike system does not work
in the lower Ohio, we can try locks and dams. The o;ily hesitation I
have in recommending it comes from the immense mass of sand that is
always in motion below the Falls. Experience in India shows that it is
perfectly feasible to build dams on a foundation of pure sand. In the
Roorkee Treatise on Civil Engineering, page 494, occurs the following
sentence: "Several anicuts (dams) have recently been built with per-
fect success, and at a moderate expense, across rivers, the beds of which
consist entirely of pure sand to a depth beyond the foundation of the«e
works." On page 499, Colonel Baird Smith, Bengal Engineers, in sum-
ming up his conclusions about damming sandy rivers, considers the fol-
lowing, (among other points,) as established by Indian experience: "That
in rivers with beds of pure sand, and having slopes of 3.J feet per mile,
dams may be constructed and maintained at moderate expense ; that
the elevation of the beds of the rivers above the dams to the lull height
of the crowns of these works is an inevitable consequence of their con-
struction, and that no arrangement of under-sluices has, as yet, been
effective to prevent this result.''
REPORT OF THK CHIEF OF ENGINEERS, 415
We may, therefore, feel assared of the practicability of bnilding
such dams, and need oow only discuss the question of the moving sands.
The only way that 1 can now see to remedy the difficulty is to gire no-
tice that for a given week navigation will be suspended. I would then
commence at the lowest pool, and drain it olf through the chute. After
this was emptied I would let the chute remain open, and drain the^ next
pool through the two chutes, the third through three, and so on. I
believe that by this method I would scour a navigable channel through
all the pools to the depth of the floors of the chutes.
But the lock and dam system will naturally be tried first in the upper
end of the river. Long before it is necessary to start it on the lower
river we will have acquired abundant experience on both systems of
improvement.
Bespectfully submitted.
Wm- E. Merrill,
Major of Engineers*
Brig. Gen. A. A. Humphreys,
Chief of Engineers.
N 3.
RADICAL IMPROVEMENT OF THE OHIO RIVER BY HYDRAULIC GATES AND
MOVABLE DAMS.
Report of the Board of Engineers,
January 31, 1874.
General: The board of engineers appointed by par. 1, General Orders
44, Headquarters Coips of Engineers, April 16, 1872, '*to eicamiue and
report upon the plan of Mr. F. B. Brunot for movable hydraulic gates
for chutes and locks, its applicability to the improvement of the Ohio
and other rivers, and an estimate of the cost of construction,'^ to which
duty was subsequently added, by letter dated May I, 1872, the geiieral
consideration of the whole subject of movable hydraulic gates and of
all other proposed plans for this object, would respectfully sul:mlt the
following report. A preliminary report, dated January 14, 1873, was
sent to the Department, in which the board, without specifying any par-
ticular plan, stated that there was no doubt of the practicability of at-
taining the object desired, and recommended an appropriation of $40,000
for the purpose of testing the matter on the Monongahela. As this
report did not reach Congress, no appropriation was made. Since then
the board has be«n actively engaged in studying the history of similar
works in this country and abroad, and in testing by large moflels all the
various plans that appeared likely to answer the purpose. They are now
prepared to submit a plan which they feel confident will fully meet the
necessities of the case.
The special importance of the investigation in question comes from
its intimate connection with the slack-water plan for radically improv-
lug the navigation of the Ohio. This method of improvement has re-
ceived the sanction of the great majority of the engineers who have
investigated the subject, and it has also been approved by the Ohio
Kiver commissioners, a body composed of five delegates, appointed by
the governor, from each of the seven States bordering on the Ohio Kiver
or its tributaries.
41 C KEPORT OF THE CHIEF OF ENGIXEEBS.
The commercial interests of the Ohio Valley demand that the river
i&hall be so improved as to secure a uiinimum navi;;ation o£ G feet.
There are but two apparent ways of securing such a depth : by retain-
ing in huge reservoirs the surplus of high stages, and letting it out in
low ones, and by constructing dams and locks in the bed of the river.
There are so many serious objections to the former system, that it has
received but little supi>ort, either popular or scientific. But a discussion
of the merits of the two systems is foreign to this report. The nature
of the investigation which we have been required to make piesupposes
an im[irovement by slack- water.
The lack of water in the nver is, as might be supposed, most marked
near its head. In the first twenty miles below Pittsburgh the average
fall per mile is 17 inches ; in the second twenty miles, 7.7 ; in the third,
7.8; in the fourth, 8.7; and in the fitth, KLS. The average per mile of
the first one hundred miles is 10.4 inches, and the average per mile from
Pittsburgh to Louisville is 6.3 inches. From the foot of the falls to
Cairo the average i>er mile is 3 inches. The method of improvement
by Wiutracting the channel, though accomplishing some gootl, will man-
ifestly not secure the require<l G feet, as can readily be seen by examin-
ing the river at White's Ripple and the Trap, eleven miles below Pitts-
burgh. Here the whole body of water passes through a space whose
width at low water is 230 feet, and yet at that stage the depth for navi-
gation is frequently but 12 inches. Whatever improvement may be
made, here it is manifestly' impossible to secure the- depth need<d for a
successful navigation, if we limit ourselves to guiding the natural sui»ply.
In the Upper Ohio by far the most important navigation is the trans-
port of coal. Pittsburgh annually ships over fifty million bushels to
]K>ints below, and all the large cities from Cincinnati to Xew Orleans
receive their principal supplies from this source and in this way. Under
existing arrangements all this coal comes out on floods of 7 feet or more,
a single steamboat bringing down from eight to twenty barges. The
representatives of this interest, although not c<mtent with the river as
it is, would prefer no change, unless it were of such a character that
they would have no more delay or trouble in getting their fleets down
the river than they have now. Coal-fleets are so large and ponderous,
that they require a wide river for maneuvering ; and, besides, the barges
must be bound together in every directiou in the firmest jKissible man-
ner by cables and screw-clamps. It is very tedious and ditlicult to make
up a coal-fleet, and somewhat hazardou.^'; aiidit is almost indispensable
tliat, when the boats are once firmly connected, they should remain so
until the whole fleet is landed at its destination. For this reason the
])assage of a lock after the fleet has started is most objectionable, an<l
would cause insupportable delay and danger. The coal-interest of
Pittsburgh is therefore a unit in opposing the erection of any dam in
the Ohio River, unless some modification can be introduced into the or-
dinary slack-water system that will permit the passage of fleets without
requiring them to be broken up and ri -formed below the dams. Theslack-
water system is undoubtedly very costly, and if opposed by a large class
of river- men it would be almost impossible to secure the funds necessary
to get it into operation. It may therefore be considered as settled, that
the adoption of the system of locks and dams on the Ohio River is
dependent upon the practicability of making an opening in each dam of
sufiicient with to pass a coal-fleet without any delay, of constructing a
movable hydaulic gate to open or close this opening at w^ill, and of
building a chute or inclined plane of such length and shape that there
REPORT OF THE CHIEF OF ENGINEERS. 417
will not be an excessive velocity in it nor any objectionable wave at its
entrance or its exit.
The average width of a coal-fleet is 125 feet. The least width of chute
that can now, in advance of experience, be assumed as necessary is 2()0
feet. The first question therefore is, can a gate be constructed that cau
be made to close or open this passage at will.
EXTRACTS FROM HAGEN AND BECKER.
The following extracts from Bagen and Becker, two of the most prom-
inent writers ou hydraulics, will show what has thus far been done in
this country and in Europe in cases similar to the one with which we
have to deal. We will first state that, in order to preserve clearness in
the descriptions which we are about to give, all gates turning around
an axis fastened to an edge will be called shutters; those whose axes
are at or near the middle will be called wickets.
After discussing generally the uses of movable dams and their impor-
tance, Hagen proceeds to enumerate the different plans that have been
snggested, prefacing it with the remark that no one seems yet to furnish
a full solution of the problem. lie then says :
A complete solntion of the problem seems to require that the pressnre of the water,
whether standing or llowinjif, should furuish the power by which the dam is erected or
removed. Or, again, the construction must be such that, notwithstandinj; the requi-
site solidity of the structure, it cau be managed with a slight power, for which only a
few meu and a short time are required.
On the improvement, or rather converting into a canal, of the Lehigh River, (Pennsyl-
vania,) which empties into < he Delaware atEaston, Josiah White built a movable dam in
1818, which is maneuvered solely by the pressure of the water, and which he therefore
called the hydrostatic dam. (Chevalier, Histoire et description des voies de communi-
cation dans les Etats-Uuis, Paris, 1843, Vol. 11, page 464.) It is hardly proper to call
them dams, as they really only form the lower gates of locks. Nevertheless the same ar-
rangement is without doubt useful in the constrnction of an independent dam. Figs.
1,2, and 3 show a iK>rtiou of the i^Ian and two longitudinal sections, showing the ar-
rangement of the dam when tlie gates are opened and closed, taken from the model, as
the Wiener Banzeitung informs us.
The dam is created by a gate which turns on a horizontal axis, and which can be laid
flat on the floor. This abuts when it is raised against a second similar gate, whose axis
is ou the down-stream side. The latter, according to Chevalier's statement, is twice as
long as the former, which, however, does not agree with the drawing before us. Both
gates close as tightly and lirmly as possible against each other, the floor, and both side
walls. By this means the pressure of the water under the gates cau be increased or
di mi nishetd by placing it in connection with either the water above or below. The
gates Fine as soon as the inclosed water receives the pressure from the water above,
and lower as soon as the space beneath them is placed in connection with the water
below. The two wickets in the side culverts serve for the purpose of creating or cut-
ting off the connections referred to. In order, however, that the gates may not rise too
high, projecting Htri[i.-4 are applied to both of the side walls, and, in addition, there is
a third projecting strip on the lower side of the first gate, which is shown in the draw-
ing. The gates must never rise so high as to become perpendicular to each other, as
in this ca.se they could not bo dropped.
The lift which is created by this arrangement is in one case 29 feet high, bnt at the
other seven locks it is less. A dam of this construction is said to have been built in
the Enz, at Besigheim, in the kingdom of Wurtemberg, with complete success.
Hageu then mentions a plan of movable dams which has been pro-
posed. It consists of placing boxes or caissons alongside of each other,
which are loaded in such a manner that at low stages of the water they
will firmly s#ttle to the bottom, but when the water reaches a certain
point they will rise and float off. He says of this :
The difficulties of evecuting this plan, especially in swift water, appear, after care-
ful consideration, so great that, as far as is known to me, no attempt has yet been made to
apply this idea to dams in rivers. At dry-docks, arrangements of this character are iu
use, but in those cases there is no current, either in placing or removing them, since
the water on both sides is at the same height.
27 E
418 REPORT OF THE CHIEF OF ENGINEERS.
He then ffives a description of a dam on the principle of the one sng-
gested by General Moorhead. He says :
Other dams are so arranged as to fall when the pressare of the water increaaes. The
Ti'icket-gate with horizoutal axis is an example of this class. The gate or wicket^ wheD
closed, rests at its lower end against a shoulder in the top of the dam. As long as the
water above is below the horizontal axis of the wicket, itspressnre increases its stabil-
ity. But when the water rises above the axis, a counter-pressure is created\ Both of
these prt'ssures only become equal (provided the down-stream water does not touch
the wicket) when the up-stream water stands twice as high above the axis as this is
above the top of the dam. If the water rises higher than this, the pressure on the
upper part of the wicket becomes greatest, and it falls.
Figures 4, 5, 6, and 7 show a dam with this arrangement in the RLom, in the de-
partment of Pny de Dome. (Annale3 des Pouts et ChaussiSes, 1842, 1, page 231.)
There are three openings in this dam, each 12 feet 9 inches in length ; the wickets,
consisting of a double layer of planks, are 2 feet 3 inches high. They extend int-o the
abutments, where they turn in recesses whose edges support the wickets and diminish
the leakage, besides preventing the wicket from turning down too far. The other
peculiarities of this arrangement are shown by the drawings; but it must be borne ia
mind that when the water falls the wickets do not raise themselves, but must be lifted
up from tlie abutments by means of hooks.
Similar turning gates or wickets may be held in an upright position by means of
hanging weights. At high stages these counterpoises are submerged, ai d their loss of
weight causes the wickets to fall down ; when the water falls the weight of the
counterpoises is restored and the gates are raised.
This arrangement has been practically applied ever since the year 1834, in the im-
provement of the Ouse above York. (Civil Engineering and Architects' Journal, 1840,
III, page 284.)
The Ouse was formerly navigable only as far up as Solby. Farther up to York the
depth on several gravel-bars at low water was only 5 feet.
To navigate this portion of the river it was, therefore, necessary to await the spring
freshets, and the larger class of ships could not get up at all. After several of the
gravel-bars had been removed by dredging a depth of from 11 to 12 feet was obtained
at high water.
After this it was decided to extend the navigation of the river 20 miles farther np, to
Borough Bridge.
A number of locks and dams already existed on this part of the river ; but the depth
of water in the intervening pools was not sufficient, and it was impossible to i*aise the
dams on account of the low banks of the river. Nevertheless, at low stages in summer
it was possible to raise the surface of the water 18 inches This purpose w^aa subserved
by the wicket arrangement just described.
Two wickets of this kind, each 74 feet long, 18 inches wide and 4 inches thick, con-
structed of pine wood, constitute the movable portion for increasing the height of the
dam, whose whole length is 148 feet. They stand upon the top of the massive dam,
and are held at every ten feet by strong iron hinges, let into and fastened with lead to
hammered stone, which permit them to lie Hat on the top of the dam. The movable
arm of each hinge ends in a pin 1 inch in diameter, which projects above the wicket.
To these pins flat chains are fastened, which wind up on an equal number of eccen-
trics. The latter are attached to two iron axles, each of which has the same length as
the corresponding wicket. These axles rest on iron chairs, which are placed on the
up-stream slope of the dam. Next to each of the abutments a cog-wheel is attached
to the axle. This cog-wheel is driven by another wheel, which latter is conueeted
with a pulley from which the counterpoise bangs.
When the counterpoise rests upon tlie abutment the wickets stand in a perpendicular
position. This is the case as long as the wat^r does not rise above 6 inclus over the
wickets, or 2 feet over the top of the dam. When the water rises above this point its
pressure upon the wicket gains the ascendency.; they lie flat upon the dam, and their
influence upon raising the water is completely destroyed. As soon, however, as the
water subsides, the counterpoise sinks, and the wickets resume their upright position.
This arrangement was proposed and carried out by Engineer Rhodes, and it is said to
have given results in every respect favorable.
Hagen then goes on to say : ^
Another ingenious arrangement of such wickets on dams was executed by Engineer
Th^nard, on tUe River Isle, in the Department de la Dordogne. It not only possesses the
advantage of the one Just described, in that the shutter falls flat upon the top of the dam,
but it possesses besides the superiority in this, that no chairs or other parts of the ap-
paratus project, and that, therefore, the greatest ice-Held can pass over it without caus-
ing any damage. The raising and lowering, it is true, is not caused by the rise and fall
REPORT OF THE CHIEF OF ENGINEERS. 419
bf tbe water itself, but the attendant mast, by means of a mechanism which he con-
trols from the shore, sever certain connections. There is, however, no disadvantage in
this, as the employment of an attendant is already necessary at that point on acconnt
of the lock. Ihe movement of the shatter is caused, however, by the pressure of the
water, and results at once, withont the application of outside forces. These movable
dams were partly constructed in 182S, and finished in 1832. In the report of the com-
mission which examined them in 1841, no mention is made either of injuries or repairs,
from which it mnst be inferred that such did not occur to any noteworthy degree.
Fignree 8,9, 10, and 11 show one of these dams, the elevation looking down stream,
tbe plan, and two sections. The whole length of the dam is 151 feet; atone end there
is a lock and two sluices. The dam is created by the down-stream shutters, which fall
down stream. When they are raised, as figare 10 shows, they are held in position by
iron props which abut against iron plate« on the top of the dam. It is only necessary
to trip these props, and the shutters fall down undtr the pressure of the water. For
this purpose an iron rod (figure 12) is used, which extends lengthwise over the dam,
and is provided with teeth at one end, which are grasped by a cog-wheel. This cog-
wheel i« put in motion by a lever which is attached to it«"axle. The props are not
tripped at once, bat in succession, a different one beiug tripped each time that the bar
advances H inches. This is accomplished by means of pnjjections on the iron rod,
whose distances apart are a little greater than the distances between the props. The
drawing back of the rod before the shutters are again set up is accomplished by the
same machinery.
The rait-ing of the shutters against the pressure of the water would, however, be very
difificalt if this pressure conid not be removed while doing so. The counter-shutters,
which fall in the up-stream direction, are used for this purpose. They generally lie
flat, both in high and low water, and gi'asp, by means of a spring-latch^ a catch which
is fastened to the top of a post in front of each. These latches can be moved in the same
manner as the props which sustain the lower shntteis. As soon as one of them is
sprung the water from above raises the counter-shutter as far as the chains will admit.
When all the counter-shutters are raised the water is dammed, and several minutes in-
tervene before it flows over. During this interval the lower part of the top of the
dam is dry, and the attendant has the opportunity, without tbe least danger, to descend
by means of a ladder, and to raise each section of the dam in succession, replacing its
prop in its proper position. The operation is begun on the side from which the attend-
ant descends, and is continued to the other side. He then wait-s until the water flows
over tbe upper edge of the counter-shutters, and the real shutters become the dam.
As soon as this occurs the pressure ceases against the counter- shatters, and they can be
easily and rapidly pushed down in succession by a pole, so that the spring-latches
again grafip the catches and hold them firmly.
The commission which examined this construction on the Isle expressed the opinion
that these shntters could safely be made from 3 to 4 feet high, but in the latter case it
would be well to limit the length of the sections to 3^ feet.
Hagen then mentions that movable dams have been constructed
which turn around vertical axes like lock-gates. The axis is placed
either in the center of the gate or near it. They are maneuvered by means
of valves in each leaf, assisted by machinery. The advantage is that as
the gates are high the machinery for turning them can always be used.
The disadvantages are that they can only be made of narrow spans :
tliat, when open, they stand in the stream, and are exposed to destruc-
tion by ice and drift ; and that, when closed, only the larger leaf can bo
supported, the pressure of the water having a tendency to move the
other leaf away from any support that might be constructed for it.
He then mentions another form of movable dam; this consists in
laying a sill in the bed of the river, and swinging, just above this, a
beam from abutment to abutment, and then placing, by hand, small
scantling, which he calls " needles," resting against the sill below and
the beam above. This plan has been practiced in France for many
years.
A great improvement on this plan was made by the French engineer Poir^e a short
time before 1840.
The improvement consists in this, that instead of having a single swinging beam for
the whole span, this beam consists of different pieces resting upon movable trestles.
The first dam of this kind is in the Yonne, just below the mouth of Bourgogne Canal,
near the village of £x)ineau. Soon after (in 1840) a similar dam was built in the
420 REPORT OF THE CHIEF OF ENGINEERS.
Seine, near Paris. The resalt of botb, so far as it is known, seems to have been satis-
factory in everj' respect ; and since that time they have been erected in many other
streams in France, with frequent alterations, however, in their construction.
The following is a description of the first one erected, (near Epineaa :)
The movable portion of this dam is 223 fpet long. Its masonry-floor has (as Fig. 13
shows) a width of nearly 32 feet, and is 15^ inches below the lowest stage of water in
summer. The floor is about on a level with the natural bed of the river. The ma-
sonry of the floor is on an average about 4 feet thick. A recess, 7 feet and 3 inches in
breadth, extends lengthwise along the floor. In this the wooden frame which sup-
ports the movable iron trestles Is laid and firmly wedged.
The whole arrangement is shown in figures 14, 15, and 16. The edges of the recess
are not vortical, but inclined, the width ou the bottom being greater than on top. On
the down-»^tream side a wooden sill of corresponding form rests against the edge of the
recess. The rest of the recess is then filled by a horizontal wooden frame, which is
bonnd together at intervals of 3 feet 2 inches from center to center by braces mortised
and tenoned into it. In the space between the sill and this frame double wedges ar&
driven at intervals of 6 feet G inches, by which the whole wooden frame is held in the
recess.
This manner of fastening is so simple that it is not necessary to draw off all the
water in order to take out or replace the frame. According to Chanoine, this can
be done without diflicnlty in a 3-foot stage of water.
In later constructions the sill is entirely abandoned, the down-stream side of the
recess being made vertical and of cut stone, so that the frame may be firmly wedged
against it.
On the inner side of the longitudinal beams of the frame, and immediately over the
center line of each brace, are laid the iron collars wherein the axles of the trestles turn.
These collars are so arranged that the trestle may be taken out and replaced under
water. Figure 17 shows the elevation of the up-stream collar. It is simply supplied
with a round hole into which the axle is inserted. The opposite collar, however, (Fig.
18,) has, besides the hole in which the axle lies, a slot at one side enlarging upward,
down which the axle must be shoved, and which is then closed by an iron plug. The
iron trestles do not, however, rest entirely on these collars, as their axles touch the
braces just below them, and a part of the weight is borne by the latter.
The trestles, nearly 7 feet in height, are constructed of bar-iron, jointed and riveted,
except the upper end of the strut, which is held by a screw. The bar-iron is 1^ inches
in thickncBM, and also in width. The weight of each trestle is such that two workmen
standing on the foot-bridge can easily raise it by means of the chain. This chain is
tasteneu to the ring which projects from the head of the screw above referred to. But
this chain is in no wise indispensable, for an experienced workman can easily grasp the
upper beam of the trestle and raise it into position. It is, therefore, customary during
winter to remove the chains, because they are frequently caught by drift, and then are
not only subject to injury themselves, but are apt to retain such objects at the dam, and
cause heavy deposits of gravel.
In constructing the dam, each trestle is raised by the attendant and his assistant ;
as soon as it is nearly vertical, and only moderate strength suffices to hold it, the at-
tendant leaves this part of the business to his assistant and seizes the trestle at the
upper bar with the forward notch of the hook, (Fig. 19,) and then places the rear notch
upon fhe last trestle raised, which is now firmly established. The foot-bridge is tbeu
extended by laying three short planks, about 4 feet in length, alongside of each other,
and so far forward that they have a firm hold upon the newly-raised trestle. Through
a notch in the planking a strong pin fastened to the upper bar of each trestle extends
above the floor. This is partly to serve as a guide for properly laying the planks, but
mainly as a firm point against which the attendant can brace his foot during the opera-
tion of raising the next trestle.
As soon ns the planks are laid, two iron clamp-bars, one inch in thickness and nearly
two inches in width, provided with two notches, (see Fig. 20,) are laid upon the la»t
two trestles, after which the hook which temi)orarily held the last trestle in position
may be removed. One of these iron clamps is laid on the up-stream side of the heads
of the screws, and forms the upper bar against which the *' needles'' or scantling rei»t8.
The other, which need not be so strong, and is often entirely omitted, rests, if it is used
at all, upon the down-stream corner of the trestle.
In this manner the whole of the frame- work may be erected by two men, althoiiji^h
it is generally customary to employ a third laborer to carry the planks and the clauip^
The removal of the dam is carried on in the inverse order, and needs no description.
It must be remarked, however, that it is not necessary to raise up or lower all of the
trestles, as each one, when it once has its full connection on one side, is perfectly cuife.
It is, therefore, quite easy to make an opening at one end of this dam for passing ves-
sels. The last trestle lies as flat as the rest in an opening provided for that purpose in
the massive abutment.
REPORT OF THE CHIEF OF ENGINEERS. 421
Iron bars, projectinff above the floor of the bridge, are fastened on tbe outside to tbe
top of the posts of each trestle ; bnt, in order to preserve clearness, they have not been
indicated in the drawings. The one on the up-stream side is only a few inches high,
and serves partly to prevent the clamp-bar from clipping off, and partly to hold the
last ''needle" in case this trestle becomes the end of the dam. The iron bar at the
other side rises about one foot above the foot-bridge, and is also partly for the purpose
of holding the other clamp-bar, but mainly to serve as a rest against which the " needles "
are piled daring the course of constructing or removing the bridge.
The *' needles" are made of straight-fibered wood, and are 7 feet 9 inches long, 2|-
inches broad, and li inches thick. They rest at top against tbe clamp-bar above men-
tioned, and at bottom against the up-stream longitudinal beam of the frame, into
which for this purpose an iron bar is let. In front of the axle of each trestle this iron
bar has a small projection, which holds the lower end of the *' needles'' in the same
manner as the top is held. The attendant thus has a guide at each trestle, by which
he can keep the *^ needles" in the proper position.
The cost per running foot of this dam, including foundations, abutments, and all ap-
purtenances, was 175 thaler, ($12^.) After a few attempts it re<iuired 32 seconds per
running foot to take down the dam, and 57 seconds per running foot to erect it. But
it was soon shown that the work was done more rapidly as soon as the attendant had
more experience.
It is undoubtedly a question of great importance to ascertain how this dam will act
during high- water, and whether it will not cause large deposits of sand, which will
make it difficult to raise the trestles, and. therefore necessitate the resort to extraordi-
nary measures for this purpose. From all information which has become public, and
from what could be learned from private inquiry, it seems that these fears are un-
founded. Chanoine says that it is true that the recess is sometimes filled up with
deposit, but that even then the trestles can easily be raised or lowered if they are first
worked np and down a little, so as to loosen the deposit, and cause the current to carry
it off. The deposit that remains in the recess is, according to the same authority, easily
removed by forcing a rapid stream of water over it, aud for this purpose the dam itself
furnishes every facility. It is only necessary, after the dam is constructed, to remove
a few of the *^ needles" at the point where the scouring is to be done. In this manner
there is no difficulty after the whole structure is erected in completely cleaning the
foundation and recess. Even if the trestles were found so completely covered that
they could not be lifted by either the chain or hook, the proximity of the already con-
structed portion of the foot-bridge would allow the easy removal of the deposit by hand-
scrapers, and thus permit the trestle to be raised.
It is besides probable that in such a case this difficulty would be removed by putting
the ** needles" in place as far as the foot-bridge is constructed, as by this means tbe
rapidity of the current would be so much increased that it would remove tbe deposit
from the trestles that were buried. The conditions are precisely the same as in build-
ing a wing-dam, or dike. The portion of the dam already erected is nothing but a per-
pendicular wing-dam with a very steep face, and precisely as such a work under other
circumstances causes a great scour at its outer end, so in this case will it remove the
gravel aud sand from the fonndation of the dam.
In some instances, as in the Sa6ne, between the Rhine-Rhone Canal and Lyons, the
arrangement just described does not form the entire dam, but is only an addition to the
permanent structure, which in this case rises to ten inches above the lowest stage of
water. {Annale8 des Fonts et Chaves^Sf 1845, 1, page 10.) In this arrangement there
is undoubtedly no trouble with deposit, or at furthest only with that which the recess
contains. But even this cannot occur here, as the foot-path consists of iron plates fast-
ened to the upper bar of the trestles in snch a manner that it lies down with the
trestles, and thus makes a cover which effectually closes the recess and conceals the
whole apparatus. The details of this arrangement are thus far unknown.
A great advantage of this dam is that the stage of water can be kept at any point
in case of rises by simply removing a proper number of needles. It is advantageous,
however, not to make this opening at one point alone, but to make numerous openings
nniformly distributed along the whole dam. The attendants are able to judge with
great accaracy in this matter, so that it is not necessary for them to make continual
experimente, but they are immediately able to tell how many needles it is necessary to
remove for any rise.
When tbe water below tbe dam is high, with a strong wind up stream, there is dan-
ger that the waves may lift the foot-path from its position and carry it away. This
evil is averted by drawing the chain diagonally across the foot-bridge between the
euocessive trestles.
The erection of the trestles and the placing of the " needles " does not generally re-
quire haste, as the low- water stage of rivers and streams generally comes gradually.
On the other hand, rises, especially in mountain streams, (where these dams are gener-
ally used,) often occur suddenly, in which case the arrangement just described for
removing the " needles " is not as rapid a maneuver as the oircumstanoes require.
422 EEPOKT OF THE CHIEF OF ENGINEERS.
This is particularly the case when the rise occnra at night, becanse then the work is
delayed by darkness. Provision for the convenient and safe nse of lanterns must
naturally' be made, but the lifting oat of the ''needles'' may be avoided, and the
stream may be made to push down the sections between the trestles, if the iron clamp-
bar is arranged in the same manner as the turning-beam above described. This ar-
rangement 18 made at the dam in the Seine at Saint Morton. {Anuales des Pouts et
Chaussten, 1843, 1, page '250.) Each needle is provided with a strong ring at its handle.
A line is tied to the ring of the '* needle " next to each trestle, and passed throngh the
rings of every '* needle '^ in that section and then fastened to a strong hawser which
reaches the whole length of the dam. In this manner all the '' needles ** remain hang-
ing in bundles when the trestle is lowered, and as only one end of the hawser is fas-
tened they are driven against the bank ; afterward they are easily loosened and carried
to tlie store-house.
The clamp-bar must be arranged differently from the manner above described if it is
to be loosened when the *' needles ^ are still pressing against it. The arrangement is
quite complicated, and is made more so by the necessity of guarding against all aoci-
dontal or malicious movements which would result in the opening ai the dam. I will
describe here only the material part of the arrangement. Figs. 21, 22, 23, and 24 show
it in plan, and in front and side elevation. The clamp-bar has, in every instance, a
hook 2^^ inches broad and 1 inch high. At one end it is provided with a hole, through
which passes a pin which projects above the trestle. At the other end the hook is bent
into a cylindrical form, which grasps the pin on the trestle. The front side of the hook
forms an even surface, against which the *' needles '' rest.
To prevent the hooks from being loosened by the pressure of the " needles '' there is
an eccentric disk, which turns around the shank of the ring previously mentioned, to
which the chain for raising the trestle is fi\stened. Figures 21, 22, and 23 show the
eccentric disk in the position in which it holds the hook. In Fig. 24 it is turned so far
that the hook no longer takes hold and the trestle may bo laid down. Before the eccen-
tric is turned into this position the trestle must be held by the light hook (Fig. 19)
until the foot-bridge can be removed. The position of the eccentric disk is finally fixed
by a key, which must be raised whenever it is to be turned. If the latter is in such 'a
position that the eccentric disk is clear, as is shown in Fig. 24, a blow on the point of
the disk will cause it to turn, and the pressure of the *' needles," which is trausferred
to the hook, will comi)lete it. The hook, however, is removed before the trestles are
allowed to fall.
Finally, it must be stated that the abutments at St. Morton are not provided with
recesses, but that the last clamping-bar, whose length is equal to the height of a trestle,
turns on a vertical axis and is held in its position by a brace. It rests flat against the
wall when the dam is lowered.
Becker also speaks of tbe great importance of movable dams, and then
gives a description of several kinds alreadj- constructed, all of which, ex-
cept one, are given by Hagen. This one is a combination of the systems
of Th^uard and Poir^e. He says :
The systems of Thdnard and PoiriSe can be combined with advantage to form a sys-
tem peculiarly adapted for sluices which must be rapidly opened, or which are regu-
lated by the water itself and need no attendance. Figs. 25, 26, 27, 28, and 29 show
the construction of such a dam as it is built across the Seine, at Courbeton, in the vicin-
ity of Montereau. A needle-dam, 124 feet 8 inches in length, abuts against the tail-wall
of a lock. To carry off the surplus water in high stages, a sluice 39 feet 4 inches wide
sufiices. This sluice was, therefore, built according to this mixed system, and is sepa-
rated from the needle-dam by an abutment 3 feet 3 inches thick.
When the sluice is closed, the shutters. Figs. 26, 28, and 29, are raised, and the iron
trestles of the dam are also raised, and serve as support for the planks of a foot-bridge.
The needles are not used.
When the water rises it flows into a culvert in the shore abutment, and thence to a
small water-wheel 5 feet 3 inches in diameter and 20 inches wide. (Fig. 26.) On the
axle of this wheel there is a bevel- wheel, which works into another bevel- wheel, oa
whoso axle there is a rectangular cog-wheel which works into another wheel, whose
axle is vertical and reaches down to the foundation of the dam. At the lower end of
this axle there is another cog-wheel, which works into the toothed end of a rod, (Fig.
27,) whose motion, in a longitudinal direction, causes the successive falling of the shut-
ters.
As soon as enough shutters have fallen to reduce the water to its former height, the
water-wheel stops, and no further opening of the sluice takes place.
At high- water the effect of the water upon the water-wheel only ceases when all the
wickets are down.
From this it is easily seen how the stage of water regulates itself, and prevents a flow
over the top of the needle-dam.
EEPORT OP THE CHIEF OF ENGINEERS. 423
If it is desired to raise the shutters after the sabsidence of the flood, the lock-tender
places the *' needles " in position, and thus constructs a protection, behind which he can
raise all the shutters, with ease, by hand.
After the shutters are all raised the *' needles *' are a^ain removed, and the planks of
the foot-bridge replaced, in case they were removed during the high stage of the water.
Should the wat^'r-wheel remain iu motion longer than is necessary for the complete
movement of the iron rod, there is an arrangement attached to the mechanism by
which the pinion that moves the rod is thrown out of gear. (Anuales des Pouts et
ChAuss6es, ld51-'52.)
METHODS IN USE IN INDIA.
The arrangement of double shutters, shown iu Figs. 8, 9, 10, 11, and
12, has been successfully used in Orissa, in India, on the anient or daiu
across the Mahanuddy Eiver at Outtack. The following description is
taken from the Koorkee Treatise on Civil Engineering, volume ii, para-
graph 703 :
Instead of the small sluices provided as in the Kistna, and other anicuts, a larger
kind of sluice, on the French pattern, has lately been successfully employed on the
Mahanuddy anient in Orissa.
The center sluices are divided into 10 bays of 50 feet each, by piers of masonry.
Each bay is closed by a double row of timber-shutters, which are fastened by wrought-
iron bolts and binges to a heavy beam of timber imbedded in the masonry door of the
sluices. There are seven upper shutters, and seven lower or rear shutters; the latter
are 9 feet in height above the floor, and the former 1\ feet.
During floods, therefore, the upper row of shutters, which fall forward, is fastened
down by clutch-gearing in an almost horizontal position, while the roar set of shutters,
which fall backward, is kept during flood in a horizontal position by the water rush-
ing over.
During the summer season those rear shutters have to do the duty of damming up
the^water, and for this purpose they are provided with strong wrought-iron stays or
struts attached to them behind or on their lower side. As it would be almost impos-
sible, however, to lift these back shutters with a depth of 5f feet of water tearing over
them, the upper shutters are so constructed as to render this a matter of comparative .
ease. As the upper shutters point up stream, the natural tendency of the powerful
current passing over is to lift them up. By simply unclntchiug them, therefore, they
immediately rise and dam up the wat«r, being retained in position by two sets of chains,
which take the strain off the hinges. The water being thus dammed up, the back
shutters are easily lifted, and permit in their turn of the upper shutters being lowered
forward into their horizontal position.
The 8n)>erintending engineer, Mr. Walker, in reporting on them, considers it is
established —
1st. That, with the shutters constructed on the French pattern, and with a head or
pressure of between five and six feet, 500 linear feet of shutters can be easily lowered
m one hour.
2d. That, under the same condition, an equal length of opening can be closed in 25
minutes. In closing, the shutters may be said to be self-acting.
3d. That tirhen the back-stays are released, the falling shutters are received upon a
cushion of water in time to prevent any undue concussion.
4th. That the action of the water in lifting the upper shutters brings no excessive
Jerk on the chains, but that it is advisable that chains have an adjusting-screw fitted
on, so as to make the strain perfectly uniform. The shutters were brought home in a
current of 10 feet per second.
5th. That three men can knock away the back-stays with a pressure of between five
and six foet with ease and security.
6th. That twelve men are necessary to lift each of the back shutters into position.
An immenAe dam, two and one-third miles in length, is now in process
of construction across the Soane River at Dehree, where it emerges from
the Kymore hills and enters the plains of Behar, through which it flows
sixty-five miles to its junction with the Ganges. At each end of the
dam, and at its middle, under-sluices are provided in order to prevent
an accumulation of alluvial deposit above the dam. Those at the ends
are especially designed to keep clear the heads of the irrigation-canals
which start at each bank, and take their water from the pool formed by
the dam*
424 REPORT OP THE CHIEF OF ENGINEERS.
The sluice-gates are to be made on the double-wicket plan, with some
modification, and the following description is taken from the London
Engineering, vol. xvi, p. 219 :
We proceed to give a short description of the self-acting sbnttcrs invented bj Mr.
Fonracres, which are nsed to open or close the under-shiices in the wear. We have
already stated tl)at there are three sets of slnices, of 25 openingH^ of 20 feet in eachset,
and that only iu times of flood, and in order to sconr out auy deposit which may be
formed opposite the lock-entrance on either bank, are they required to be opened. The
usual practice in works of this kind is to have Kmall openings of six feet in width, with
a roadway overhead, the openings being closed or opened by gear from the top, but it
was found by thns diminishing the size of the passages, the efficiency of the sconr waa
also considerably diminished, and moreover openings of that size were unable to pass
through them all the large timber, wrack, and brushwood which an Indian river brings
down m times of high flood. It was therefore attempted, in Orissa, to increase consid-
erably the size of the sluice-openings in the wear in the Mahauuddy River, and shut-
ters o*n the (jlan adopted by French engineers in the navigation of the Seine were con-
structed.
• «i • • • • •
The objection to this plan was that the npper shutter was raised by the stream with
snch velocity and force that the chain-ties supporting it frequently gave way, and the
shutter was carried off its hinges. It was also necessary that the shutter should be
self-acting, as to opening itself to let a flood pass throngh the sluices, and it was to
meet these two requirements that Mr. Fouracres's self-acting shutters were invented.
Figs. 30, 31, and 32 show three views of these shutters in different positions, and Figs.
33 and 34 show two sections which will further assist iu explaining the arrangement.
Fig. 30 shows the sluice " all clear,'' with both shutters down, lying on the floor, the
floods being supposed to be running freely between the piers, which are 8 feet in
height. When it becomes necessary to close the sluice, and shut off the water flowing
tlirough it, a clutch worked from a handle from the top of the pier is turned, which
frees the shutter from the floor, and it then floats partially up from its own buoyancy,
when the stream, impinging under it, raises it to an upright position with great force,
shutting up the sluice-way. But if a shutter 20 feet long were allowed to come up
with such pressure it would either carry away the pier or be carried away itself, To
destroy this shock, Mr. Fouracres has contrived six hydraulic buffers or rams, which
also act as struts for the shutter when in an upright position. These rams are simply
pipes with a long plunger inside ; (see enlarged section, Fig. 35 ;) the pipes flU with
water when the shutter is lyinc down, and when it commences to rise the water has to
be forced out of them by the plunger in descending, and as only a small orifice is pro-
vided for the escape of the water, the ascent of the shutter forced up by the stream is
slow and gentle, instead of being violent.
The water is now shut off effectually, as shown in Fig. 31, but, without other means
being taken, it would be impossible to open the t^luice again, as it could not be forced
up stream. Another shutter is therefore provided below it, as shown in Figs. 32 and
34, this lower shutter being arranged so that it can be lifted up by hand and placed
upright, as shown in Fig. 32. The water is then allowed to fill the space between the
two shutters, and the upper one can then be thrown down on the floor a^ain, but
the lower one is held up by ties which are hinged to it at one-third of its height, and
by this means it is balanced, and resists the pressure on it until the watef rises to its
top edge, when it loses its equilibrium and falls over, thus opening the sluice again.
The shutters can be left to fall of themselves if the river rises in the night, or, if it is
not thought expedient to let them fall, they can be made fast by a clutch on the pier-
head, as shown. By these expedients these large sluice-ways, 20 feet broad and 8 feet
deep, can be shut off or opened as required, with the greatest facility and expedition,
and the whole set of 25 sluices can be opened iu a few minutes, and when opened they
can pass through them anything that the river brings down without danger to the
wear. It has been proposed to bridge over the piers with a light iron foot-bridge to
enable a man to worlc the clutches of the shutters more easily.
It will be seen from the above that in the sluices of the Mahanndcly
dam the openings are 50 feet in width, and are closed by seven shutters
of each kind, giving a width of a little more that 7 feet to each shutter,
while in the Soane dam each opening is 20 feet wide and is closed by a
single shutter.
CHANOINE WICKETS.
In the Annales des Fonts et Chausse^s^ tome 2, 18C1, there is a very
complete memoir on one kind of movable dams, prepared by MM. Cha-
REPORT OP THE CHIEF OF ENGINEERS. 425
noine and De Lagren^, of tbe Corps des Ponts et Chauss^es. This rae-
moir gives a full detailed description of what is known as the Chauoine
system of wickets.
It sbonld first be stated that the dams, principally on the Seine and
Yonne, to which these wickets have been applied, consist of a lock, a
pass for navigation whose sole is about even with the bottom of the
river, a pier, a weir whose sole is about 3J feet above the river-bottom,
and an abutment.
The Chanoine wickets are shown in Figs. 37 to 45. Figs. 37, 38, and
39 represent the wicket of a navigation-pass ; Figs. 40, 41, and 42 the
wicket of a weir; and Figs. 43, 44, and 45 show the manner of raising
the wickets by a boat, provided with a windlass and other suitable
equipments.
The Chanoine wickets are of two kinds, automatic for the weir and
non-automatic for the pass for navigation, or chute. They differ from
the shutters previously described in having the axis of rotation at from
one-third to five-twelfths the vertical height from the foot of the wicket.
This axis is supported by a small iron horse, which is itself movable up
and down stream around its foot. The head of the prop rests on a pin,
passing through boxes fastened to the cap of the horse, and its foot rests
against a heurter. To throw down a wicket the foot of the prop is pushed
away from the heurter by the projections of an iron rod worked from the
abutment. These projections are so spaced that the wickets are thrown
down in succession. This arrangement is adopted from the Th^nard
system, which has already been described. To permit this movement,
the hole at tbe head of the prop is larger than the pin which connects
it with the horse.
The wickets for the navigation-pass are hinged at five-twelfths the
vertical height from the bottom, and are provided with a fixed counter-
weight at the foot. In vertical height they vary from 8 feet 10 inches
to 10 feet 2 inches, and when in position are inclined down stream under
an angle of 15°. The portion of a wicket above the axis of rotation is
called the chasCj and that below the axis the breech.
The wickets of the weir are smaller than those of the pass, and are
hinged at about one-third the height above the bottom, so that when
there is a flow over the top of more than 8 inches in depth, the pressure
above the axis of rotation exceeds that below it, and the wicket swings
into a* position nearly horizontal, thus opening a passage for the water.
The weir-wickets are provided with movable counterpoises, in addition
to the fixed ones, with the expectation that after being swung they will
close of themselves when the water recedes. As will be found further
on, this arrangement did not work satisfactorily. These wickets, like
those of the navigable pass, could be tripped by an iron rod, worked
from the abutment, whenever a great flood made it desirable to throw
them down flat, on the top of the weir. It was not thought desirable to
make the wickets of the navigable pass automatic for fear lest they
should be thrown down by floating bodies, which might become entan-
gled, and, by preventing the wicket from lying flat, make a dangerous
obstruction to boats.
The wickets of the weir varied in height from 5 feet 5 inches to 6 feet
7 inches, and their axes were placed about an inch and a half higher
than one-third the total height above the sill. All wickets are made
about 4 feet wide to facilitate maneuvering.
To raise the wickets a boat 30 feet long and 8 feet wide was used,
which was worked from above the dam, and was provided with ropes,
fenders, and windlass. To raise the wicket nearest the bank the boat
426 EEPOET OF THE CHIEF OF ENGINEERS.
was placed aloDg tbe upper side of tlie abntment, at right angles to tbe
current, with its bow projecting half the width of a wicket. By means
of a boat-hook the attendant seized the handle on the lower end of the
wicket. As soon as this was done his assistants commenced winding in
a rope, fastened to the lower end of the boat-hook, and passing thence
around a pulley in the bow to the drum of the windlass. The wiclict
was thus raised into a horizontal position, and tbe current pressing
down on the breech swung it into place. As soon as one wicket was
raised the boat was pushed forward the width of a wicket, and the
operation was repeated until the pass was entirely closed. There is
always an interval between the wickets of a little less than two inches,
and by inserting keys in the intervals between the wickets already
raised, and by using fenders and a cable fastened to the abutment tbe
boat is securely held in place throughout the maneuver. The wickets
of the weir are raised in the same way.
OOMPAKISON OF THE POIEl&E, CHANOINE, AND DESFONTAINES SYSTEMS.
In tome xi, Annates des Fonts et Chauss6eSj 1866, M. de Lagren^, engi-
neer desP onts et Ciiauss6es, makes a comparison of the different meth-
ods of constructing movable dams, and the following is an abstract of
his article :
At tbe present moment dams are in course of construction, not many miles apart,
that differ essentially ; thus on the Seine, below Paris, the needle-dani, invented in
1833 by Inspector-General Poir^e, has been adopted ; above Paris the dam with movable
wickets, invented in 1852 by Chief Engineer Chanoine, has been chosen ; while on the
Marne the movable dams of the Upper Seine are used, but under different oonditions,
and with the addition of the drum-wickets invented in 1864 by Inspector-General Des-
foDtaines.
These three systems are those which he compares. As the Poir^e
needle-dam has been fully described already, also the Chanoine wick-
ets, only his conclusions will be given in regard to these two systems,
but a full description will be given of the Desfontaines drum- wickets ,
(haiisses a tambour.)
The Poir^e needle-dams were first designed for heights of 5 feet, but
they have gradually been heightened to 10 feet 10 inches.
And as, in fact, a dam on any system whatever is always an obstacle to navigation,
it was natural to limit their number as much as possible, and, in consequence, to gl^^
to each oue the greatest height compatible with its location and details of construction.
It will at once be understood that if a sudden flood should come, or even a simple
artificial wave, the foot-bridge for managing a needle-dam might be submerged before
there was time to remove the needles, and serious accidoncs might happen either to
the dam, to navigation, or to riparian property. Au endeavor was made to avoid this
danger by means of a permanent weir connected with the pass, having a needle-dam ;
thus at the Epinean dam, whose pass is 230 feet wide, with a sill 16 inches below low
water, M. Poir<$e added a masonry weir 403 feet long, raised to 3 inches below the level
of the pool ; at the Bezous dam, consisting of an open pass 158 feet in length, with its
sill 2^ feet below low water, and a higher pass 155 feet in length, with its sill 16 inches
below low water, a permanent weir has been added 1,411 feet in length, and at au ele-
vation of 16 inches below the level of the pool ; but such a weir, admissible for small
lifts, becomes very costly when the lifcs are great. Moreover, in certain cases, the
submersion of the needles and trestles can still occur in spite of it.
To diminish the danger of submersion, while at the same time avoiding the cost and
inconvenience of a permanent weir, and also to facilitate navigation by artificial
waves, the bars that support the needles have been arranged so that the lock-teuder
can easily disengage them. The needles of each bay are then carried away by the cur-
rent, as the lock-tender successively opens the bays ; but as the precaution is taken to
fasten them to ropes, they are easily nshed up from below the dam.
At the dams on the Yonne the escapement consists of an eccentric
\?hich permits the opening of 131 feet of pass in 15 minutes, while au
hour used to be required with the old arrangements.
EEPORT OF THE CHIEF OF ENGINEERS. 427
The Belgian method allows the needfBS of ea.ch bay to escape in a
body, but the trestles remain standing. The French method drops each
trestle as the needles attached to it are loosened. By the Belgian
escapement the heads of the needles must pass under the sheet-iron
floor of the foot-bridge. The disadvantages of this arrangement will be
sbown presently. The employment of escapements does away with the
necessity of raising the needles by hand, and thus permits the construc-
tion of higher dams.
METHOD OF MANEUVBRINa A NEEDLE-DAM.
Let 118 recaU in a few words how a needle-dam, famished with escapements, hat
trithoat permanent wear, is managed.
Sappose it to he entirely closed. If the discharge is nearly that of low water, the
titrations between the needles can be reduced by throwing in grass just above them.
If a rain should come sufficient to raise the level of the pool, the attendant makes a
sufficient number of openings in the part of the dam farthest from the lock, by remov-
ing only a few needles from each bay, so as to divide the issuing current. As the dis-
charge diminishes, the attendant gradually replaces needles that have been removed.
When the rainy season approaches, the dam is prepared for opening. With this view
be passes the ropes through each group of needles yet remaining between the trestles,
and fastens them to the shore in the customary manner, and as soon as the lift of the
dam is reduced to a height determined beforehand, he looses the escapements and low-
ers the trestles in succession, satisfying himself as he goes on that each one is well down
and makes no^rojection on the floor. The same method of opening is used on the ar-
rival of an artificial wave on the rivers where this method of navigation is in use.
This Dianeuver must evidently be made at night as well as during the day, and, besides,
the trestles must be laid down in winter, as soon as the first ice-cakes form. When the
opening is completed the attendant can fish up at his leisure the needles which are
fioatJng below the dam at the end of the cable.
When the high-water season is passed, the attendant piles up the needles upon the
walls, and prepares to raise the trestles ; this raising is done when the water-surface
has falleD to a previously determined level ; the attendant then raises all or part of
the trestles, places a few needles at intervals, and gradually increases their number so
as to obtain and preserve the normal level of the pool.
OBJECTIONS TO NEEDLE-DAMS.
A Tieedle-dam is evidently, as has been already shown, a work by means of which
the level of a pool is regulated at will, and very simply, by removing or adding a cer-
tain nnmber of needles, provided always that the plncingand the removing or loosing
of these needles cause neither danger nor too severe an exertion. It, therefore, seems
to U8 that when the height of the lift is slight, these conditions are only partly fulfilled,
and that they are not fulfilled at all when high trestles are in question. This is the
case which we propose examining.
When the trestles are more than 8 feet high the needles assume snch dimensions that
their transportation from the store-house to the place where they are used is quite
bnrdensouie, (the Bezons needles are 13 feet in length and 3 inches square,) and their
placing becomes dangerous and difficult, as much on account of their length aud cross-
section, as in consequence of the depth of the water, and its velocity. If a needle does'
not strike the sill against which it ought to abut, the attendant may be dragged over-
board by it. Their removal by hand becomes impossible if the difference of level is
great, and it is then necessary to resort to a system of loosing the sapporting-bars, or
to pull the needles one bv one by means of a windlass. (A needle 13 feet long and 3
inches square weighs 20 lbs. when it is dry, and 29^ lbs. when it has remained in
water.)
Thronghoat the work of placing or removing needles or opening by escapement, the
attendant is obliged to be on a narrow foot-bridge, and while there to use consider-
able exf^rtion above a rapid current, no matter what the weather, and as often at night
as by day ; his work is certainly very dangerous.
Careful watching is necessary, at least at certain times and for certain rivers, for the
least negligence may cause the submersion of the dam, and result in serious damage .
As soon as the work of removing the needles of a dam is begun, the current sets
toward the bays that are wbolly or partly open ; its strength increases with the num-
ber of needles removed, and if tl^e pass is near the lock, boats may miss the entrance
and be drawn against the trestles.
The removal of the needles, even if only partial, ends, at last, even when the open*
428 REPORT OF THE CHIEF OF ENGINEERS,
inge are wide, in causing scoar below the pass. This sconr is mnch more sorely pro-
duced if the dam is turned into a spur-dike, as is the case when a number of bays are
entirely opened, either by escapement or by successive removal.
When a trestle is laid down, the attendant determines hy means of a mark on its
connecting-chain if it is well on the bottom. This verification can be done with suffi-
cient accuracy when the depth of wat«r is not great ; but if the dex)th exceeds 6^ feet,
it be^comes very difficult, and is often deceptive.
The trestles, even if they are perfectly lowered, remain entirely uncovered; thfly
and their chains may be struck by a boat dragging on the bottom* or by a log badly
fastened under a raft, and they are still more exposed to these injuries if they are badly
bedded. Moreover, it is very difficult to be sure that the trestles and their chains do
not project slightly.
To sum up, needle-dams are liable to the following objections :
1. Difficulty in placing and removing needles when the trestles are higher than 8
feet.
2. Danger to the men obliged to work on the foot-bridge, which increases with the
weight of needles and the difference of level.
3. Scour at the foot of the pass ; that is, at the foot of a delicate and costly work,
and which is to be dreaded in proportion to the amount of fall.
4. Currents near the head of the lock, or near the channels for navigation, where
there is but one pass.
5. Continual watchfulness at certain times, and danger of submersion.
6. Difficulty of accurately bedding the trestles when they are high.
7. Un health fulness produced by the stoppage of floating bodies.
If a lon^, permanent weir is connected with the dam the danger of submersion or of
scour diminishes, but the cost is great.
MOVABLE DAMS ON THE UPPER SEINE.
Tbe first step towards the present Chanoine wickets was the Th^nard
system of double shatters. This worked very well for small lifts, bat
was uamanageable when the lifts were increased. An effort was made
to get additional working-power by establishing above the shatters a
service trestle-bridge and by using a traveling windlass ; but this did
not entirely remedy the difficulty, as the system of hinging was such
that enormous power was always required to raise the last shutters.
This defect in the position of the hinge caused M. Chanoine to try the
effect of putting it near the middle, and of supporting the axis by a
horse, that was itself movable around its sill. As these wickets have
already been fully described, it will not be necessary to repeat the
description.
M. De Legren6 sums up the advantages of the Chanoine wickets as
follows :
1. Possibility of increasing the heights of dams.
2. Safety and ease of maneuvering.
3. Automatic regulation of the level of the pool.
4. Kemoval of the force of the current from the vicinity of the head of the look, and
of the channel.
5. Scour only to be guarded against below the weir.
6. Repairs easily made and seldom necessary.
7. Absence of obstacles to the passage of floods.
8. Facilities afforded to tbe method Of navigating by means of artificial wares.
The details of the system constructed on the Upper Seine and Yonne
will be given further on in an extract from the latest reports on these
dams.
MOVABLE DAMS ON THE MARNE.
The number of locks and dams built for the improvement of the navigation of the
Marne, between Epernav and Meanx, is twelve, but the description which we are about
to give only applies to the eight built in 1863, 1864, and 1865, which are named as fol-
lows : Mont-Samt-P^re, Azy, Charly, M^ry, Conrtaron, Saint Jean, Iles-les-Meldeuses,
and BassoS'Fermes ; this last being situated a short distance above Meaux^
Of the four others, two are needle-dams, and the other two, (Damery and CouroelleB,)
which have wickets, aud were built in 1853 and 1862, diifer a little m>m the last eight.
k
KEPORT OP THE CHIEF OF ENGINEERS. 429
Each dam on the Marne overcomes a fall of nearly 7 feet, and coDsistB of— [Fig. 49]
1. A submersible lock 25| feet iu width and 167 in length, between miter-sills, which
is placed on the bank used for towing.
2. Navigable piiss with swinging wickets, [Chanoine.]
3. A weir provided with drum-wickets, [Destbntaines.]
4. A pier, an abutment, and other accessory works with which we have no concern
at present.
Each navigable pass has 82 feet of opening, and is provided with 20 wickets, like
those used for the navigable passes of the Upper Seine. Each wicket has a width of
four feet, and a height which varies according to the dam, from 8 feet 8 inches (lies-
les-Meldeuses) to 10 feet 2 inches, ( Mont-Sain t-P^re.) The sill of each pass, placed at
first at 2 feet below low-water, has been raised to 21 inches below low-water, by plac-
iuf a cover 3 inches thick upon the original sill, with the view of better protecting the
"Wickets when they are laid down. The space between two adjacent wickets is 2 inches ;
M'hen the wickets are up, their tops are 2 inches below the normal level of the pool ;
consequently they permit an overflow 2 inches deep when the pool is at this level.
On the u[)-8tream side of the 20 wickets of each pass are placed 20 trestles, from 8 feet
to 8 feet 10 inches high, which work is a recess in the floor. These trestles have a triple
object, that is:
1. To support a first service-bridge, raised from 5 feet 6 inches to 6 feet 4 inches above
low-water, and upon which rolls a windlass for raising the wickets.
2. To receive after the closing of the pass an increase of height from 2 feet 7 inches
to 3 feet 4 inches, so that the floor is thus raised 20 inches above the pool, and forms a
communication between the lock and the pier.
3. To serve in case of need as a support for needles, and to form a Poir<Se dam. The
dividing the trestles into two parts, one placed on the other, is doubly advantageous;
in the hrst place the trestles are shorter, and in consequence the necessary interval
between the last trestle and the pier is less, as also the recess to be made iu the latter
to receive the top of the trestle, and finally the first service-bridge can be nearer the
water-surface, so that the chains of the wickets can be pulled under au angle more,
favorable for lifting them.
Each weir is 162 feet long, and is composed of a fixed and a movable part ; the fixed
part consists of a mass of beton faced with masonry, poured between two lines of piles
and sheet-piles, with 25^ feet interval between the lines. This mass rises to 3 feet 5
inches below the level of the pool ; or, which is the same thing, to an average height
of 3 feet 11 inches above low- water. This fixed part is surmounted by 33 movable
wickets, 4 feet 11 inches wide, with their tops, when they are up, at 3 feet 3 inches
above tlie permanent portion ; that is to say, at 2 inches below the level of the normal
pool. These wickets, designed by M. Dcsfontaiues, and which we have designated as
drum-wickets, (hausses d tambour,) are still very little known ; they therefore require a
detailed description, the elements of which are found in the explauation attached by
the inventor to the model sent to the London Exposition in 1862. These wickets are
shown in Figs. 46, 47, 48, 50, and 51.
The object of M. Desfontaines was to utilize the power caused by the fall at each
dam in such a manner that, in order to maneuver by means of it, the attendant would
only have to direct its action in a simple and an easy way. The solution appears to
us as complete as it is ingenious. The following is quoted from the above-mentioned
notice :
** The moving apparatus consists of a series of gates, independent of each other, and
turning around a horizontal hinge placed in the middle. The upper half is the wicket,
properly so called. It is this which makes the pool. The lower half, which we will
call the counti^-wirket, has no other function than to carry along the wicket in the
movement intjiressed on itself. It is inclosed in a quarter of a horizontal masonry
cylinder, of the same length, whose axis coincides with the hinge, and in which it can
consequently make a quarter of a revolution. The horizontal limiting surfaces of this
quarter of a cylinder, or, if it be preferred, off this drum, do not pnss exactly through
its axis. One of them, the horizontal one, is slightly raised parallel to itself, and the
other; the vertical one, has been similarly moved back, so that they leave empty spaces
between them and the counter- wicket when it is in its extreme positions. Tlie latter
has also been slightly bent downward, in order to diminish the raising of the horizontal
bonnding^snrfaee, and thus prevent it from masking a part of the wicket. Finally,
the ends of the drum are cloaed by two sheet-iron partitions, in which two rectangular
openings have been made, corresponding to the empty spaces which have just been
mentioned.''
The successive drums, thus provided with their wickets and counter-wickets, are
made in the body of the weir. They rest upon the b6ton contained in the inclosures,
and are in close contact with each other.
" If we now consider the whole body of drums, we see that by their union they form
below the crest of the weir and along its whole length a single tube, resting at one
J
430 REPORT OF THE CHIEF OF ENGINEERS.
of its ends against the face of the pier, and at the other against the face of the abat-
ment, and divided by the connter-wickets into two longitudinal compartrueots.
^* In the pier itself, just above and below the line of the drnms, two vertical wells are
made, which communicate by culverts, one with the upper pool and the oth<^r with the
lower pool, and these two wells also communicate with each other by means of two
horizontal cast-iron pipes built into the masonry, and closed at each end by valves.
These pipes fork in front of the openings made in the sides of the drums, and, passing
through the pier, connect with these openings in such a manner that one connects with
the up-stream compartment and the other with the down-stream one.
^'This settled, if we suppose the four valves in the pier closed, all the wickets laid
down on the floor of the weir, and consequently all the counter- wickets horizontal, and
if we then open the up-stream valve of the pipe corresponding to the up-stream com-
partments of the drums, the water of the upper pool will immediately till this com-
partment, and will then press on the counter- wickets with a force corresponding to its
height above them, pushing them before it until their course is arrested by heurters,
which are so placed in the drums as to stop the counter- wickets at the moment when
the wickets, carried along in the movement, assume a vertical position.
" If now the up-stream valve of the pipe which has been opened be closed, and the
down-streani valve which had been closed be opened, the water which had entered
the drum will escape into the lower pool ; the counter- wickets, relieved from pressure,
will no longer be able to hold the wickets in a vertical position, and the latter, yielding
to the pressure against them, will lie down on the weir.
^* The maneuvers of raising and lowering the wickets are thus reduced to the simple
opening and closing of two valves ; moreover, as the rapidity with which the wickets
move depends upon the speed with which the compartments of the drums are filled
or emptied, it is easily conceivable that we may, if we so desire, so regulate it that the
operation will be performed gently, without vibration and without shock. This con-
dition is essential in order to preserve the mechanism.
'' 'Vhen the wickets are up, there will necessarily be more or less leakage around the
edges of the connter-wickets. If this is left to accumulate in the lower compart-
ments, they would soon be filled and the pressure on the counter-wickets would be
neutralized, and the wickets would fall ; but, to avoid this inconvenience, all that is ne-
0 issary is to open the down-stream valve of the second pipe in the pier, which communi-
cates with these compartments, and the leakage will flow otf into the lower pool as
fast as it occurs. Strictly, it would suffice to make this water pass to the ends of the
compartments ; but by carrying it on to the upper well, we obtain the power of acting
with very great force on the wickets, that are slow to fall when the weir is to be
opened ; it is only necessary to close its down-stream valve and to open its n)>-stream
one to cause the water of the upper pool to enter the lower compartment, and, by press-
ing the counter-wickets in reverse, to add its pressure to that which is directly on the
wickets.
" Dams that permit overflow have the immense advantage of seldom requiring man-
euvering, as generally they only need be lowered in heavy floods, when an overflow of
the banks is threatened. However, this is not always the case, as the lowness of the
banks, the neighborhood of a manufactory, or of a low bridge, &c., may cause even
small fluctuations in the level of the pool to be injurious, and may make it necessary
to open for rises of from one to two feet. But then a serious inconvenience presents
itself, for the throwing down of the wickets along the whole length of a weir will
nnmask an opening greater than is necessary for the passage of a rise, and the upper
pool will fall in a lew minutes below its'normal level. To meet these special Ciises,
the movable apparatus has received a sliglit modification, of which we will now speak.^'
Ea<;b wicket has a prop hinged to it in rear, whose foot' moves in a
cast-iron slide fastened to the floor of the weir. This slide has no
heurter, and is merely nsed as a guide. A horizontal iron bar in a suit-
able channel extends parallel to the wickets for the full length of the
weir. This bar has a raised side, in which suitably-arranged notches
are cut. If we desire to lower all the wickets, the bar is moved so that
a notch conies opposite the foot of each prop, and there is then nothing
to prevent the wickets from falling. If we think it desirable to partly
lower some of the wickets, the bar is moved so that the raised side
closes the slide of these wickets only. When the feet of the props
reach this movable heurter, the movement of the wickets is stopped.
As the bar is only worked when the wickets are up, there is no pressure
against it, and no difficulty in setting it as may be desired. It is placed
at such a (distance from the wickets that when they are stopped by it
they stand at half height.
REPORT OF THE CHIEF OF ENGINEERS. 431
Besides pipes in the pier, a similar arrangement is made in the abut-
ment, for which the following reasons are assigned :
" In the first place, by this arrangement twice as mnch water can be passed into the
upper compartments of the drams, and to that extent the raising and lowering of the
wickets is more speedy and certain.
" Consequently the power is obtained of cansing strong currents in the drums, which
sweep out the sands that are deposited there. lu fact, experience teaches that by the
simnle movement of the valves it is practicable to drop a greater or less number of
wickets, and we can drop almost any desired number. In fact, it can easily be under-
stood that if, while the wickets are up, the down-stream valve of the raising-pipe (the
one corresponding to the upper compartments of the drums) be opened and toe up-
stream valve be closed while the opposite arrangement is made in the abutment, a
current will be started in this compartment whose pressure, quite strong near the
abutment, will decrease toward the pier, and near the latter will be insufficient to
hold the wickets vertical. Two or three wickets will then fall. If, in this state of
things, the down-stream valve of the lowering-pipe (the one corresponding to the lower
compartment of the drums) be closed, and the up-stream valve oe opened, a current
will be established in this compartment whose counter-pressure, strong near the pier,
will decrease near the abutment, and some more wickets will fall. Between these
pressures and counter-pressures, or, if it is preferred, between these two opposite
forces, which act at once upon all the wickets with variable intensities and in oppo-
site directions, one of which predominates at one end of the weir, and the other at the
other, there will necessarily be found along the weir a passing point where these two
forces will be iu equilibrium. On one side of this point all the wickets will fall ; on
the other side they will stay up ; but as the intensity of each one of these two forces
depends upon the greater or less opening of the pipes, it is possible, by suitably work-
ing the latter, to bring near or to move away the passing point, and, consequently, after
a few trials, to drop any desired number of wickets.''
The method of working the valves is simplified by placing the two
pipes vertically over each other, and having but one valve for the upper
end of each, and one for the lower end. In practice it is found tliat
when one end of a pipe is open the same end of the other pipe is closed.
Each valve is therefore arranged so as to close one pipe as it opens the
other. Moreover, as the two ends of the same pipe are never both open
or both shut at the same time, it is advantageous to connect the two
valves by a balance-beam so that they may always work together. This
arrangement is shown in Figs. 46, 47, 48, and 50.
The whole combination could be made automatic by connecting the
rod of the upper valve with a float, but this has not yet been done, as
the desirability ot making dams automatic is yet doubtful.
The following is the method of working such a dam as has just been
described :
If the dam be supposed closed, and the discharge near that of low water, it will be
necessary to close the spaces between the wickets by need.es in order to keep over the
whole dam an overflow two inches deep, which secures the normal level of the pool.
If a storm occurs, or a slight increase of discharge, these joint covers are removed ; if
the volume dischargeil continue;} to increase, and the overflow deepens, it can generally
be permitted to do so without inconvenience, and without the need of maneuvering,
until the depth is from 12 to 20 inches, the wicket-s of the pass being so centered as not
to swing spout4iueously under this depth of water. When the overflow attains a depth
that ought not t^ be exceeded on account of the lowness of the banks, or the existence
of bridges aid mills above, the weir- wickets are partly lowered by making use of the
notched bar; that is, the tops of the wickets are lowered about 20 inches, either
throughout the whole length of the weir, or only for a certain distance, care being
taken at the name time to pruperly proportion the opening of the valves; if this
loweiing of 20 inches does not suffice to pass the rise, it is first necessary to raise all
the wickets, then to move the notched bar so as to leave the slides clear, and finally to
open the weir for its full length. When the rise is past and the pool falls below its
nonual level, the weir- wickets are half raised by the aid of the notched bar ; then, as
the discharge diminishes, some of the half-raised wickets are wholly raised, until
finally the whole weir is again closed.
When the high- water season arrives, all the weir-wickets are dropped, and the
trestles of the navigable*pass are laid down ; the pass is then opened by dropping the
wickets by means of the tripping-rod.
432 REPORT OP THE CHIEF OP ENGINEERS.
•
When the season returns, when the river no longer affords a natural depth of 5^ feet*
arrangements are made to raise the dam. To do this the trestles of the pass are first
set up, aud the low bridge, which carries the raising windlass, is coustrncted. Each
trestle is supplied with a chain which is fastened to the breech of the opposite wicket ;
this chain is pulled by the windlass and the wicket is raised; when it ceases to ascend^
that is, when the prop is in its place against its henrter, the wicket is left on the swing,
and the others are raised in the same manner. When all the wickets of the pass are
thus on the swing, they are righted in succession by bearing down on the breech, ox
by pulling on the chase with a boat-hook. When the discharge of the river is small,
and there is, therefore, no fear of making too great a fall while the pass is being closed,
which might make it difficult to raise the last wickets, it is unnecessary to first
swing the wickets, and each one is righted as soon as its prop is in place above its
henrter.
Experience has shown that the last wickets can easily be raised even when there is
a fall of 3^ feet water.
When the navigable pass is closed, the extension bents are placed on top of the
trestles, and on them is constructed the service-bridge, whiish, as has already been stated,
is 20 inches above the normal pool ; lastly, the valves of the weir-pipes are worked in
such a way as to raise the wickets.
It can be seen from the above that with the drnm-wickets it is neces-
sary to have the crest of the permanent weir about half-way between
low-water mark and the surface of the pool, in order to provide space for
the counter-wickets without going below low-water, as this would be
costly, and make their maintenance more difficult. It is also essential
that the permanent part of the weir should produce a head of water in
order to obtain the power needed to raise the wickets.
The lifts of the eight dams on the Marne vary from 6 feet 7 inches to 8
feet 2 inches above low water, and their average lift is 7 feet 3 inches.
Raising the pass-wickets by means of a boat is not practicable on the
Marne, as the greater height of the weir makes it necessary to first raise
all of the pass- wickets on the swing, which method deprives the boat of
any points of support, and makes the use of a service-bridge imperative.
This bridge is also useful to secure communication with the pier, in
which are the pipes for raising the wickets of the weir, and it also serves
for the construction of a needle-dam in case of necessity.
Comparing the system adopted on the Marne with that used on the
Upper Seine, M. De Lagren^ comes to the following conclusion :
1. The Marne system is well adapted to high dams, but not so much
so as the Seine system, (Chanoine wickets,) as it requires a greater
height of weir.
2. On the Marne there is danger to the attendant in having to cross to
the pier on the narrow service-bridge (2^ feet wide) at all hours and in
all weathers, and it increases with the length of the bridge. A hand-
rail or rope can, however, be used to diminish this danger.
3. The Marne system does not regulate automatically the level of the
pool, but it is thought that the level will be sufficiently regulated by the
overflow, if the wickets be hinged at a suitable height.
4. It has the same advantage as the Seine system in having the weir
placed on the side farthest from the lock.
5. The Marne weirs have the great advantage of permitting the use
of the notched bar for lowering the whole movable part of tlie weir to
half height, by which arrangement we can avoid the concentrated cur-
rents that, on the Seine, rush through the openings left by such wickets
as have swung of their own accord. These concentrated currents cause
dangerous scours below the weir.
6. The Marne weirs can readily be repaired, as all the movable parts
are above low water.
7. The Seine system offers less obstacle to the passage of floods.
8. It is also better adapted to navigation by temponiry artificial floods.
EEPORT OF THE CHIEF OF ENGINEEBS, 433
9. !N^early twice as much masonry is lised in the Martie weirs as in
those built on the Seine, although it is thought that much of this excess
might be ayoided.
COMPARISON OF POIBl^E, CHANOINE, AND DESFONTAINES SYSTEMS.
In Vol. XV, 1868, Annates des ponts et chau8%4eSj M. 8aint-Tves, engi-
neer des pants et cltauss^j discusses the subject of movable dams, and
replies to the article just quoted of M. De Lagren^.
The following is the substance of his remarks :
In reference to Poirde needle-dams, he states that, at the Marlot Dam,
the trestles have a height of 11 feet The tirst needle-dams were accom-
panied by permanent weirs, raised to the level of the upper pool, and
the trestles were made higher than this level, so that the surface of the
pool was regulated by the weir only. As the lift of dams was increased
it became impossible to use such high weirs, and at some dams they
were altogether omitted, the regulation of the pool being accomplished
by suitably spacing the needles.
M. Saint- Yves denies that there is any excessive labor required of the
dam-tenders, for they are not picked men, and they find no difficulty in
carrying along the bridge two needles at a time, each weighing from 26
to 33 pounds. He also states that the placing of the needles is neither
difficult nor dangerous ; that a needle seldom misses the sill, which pre-
sents a shoulder of 6 Indies; and that, when it does miss, the attendant
has only to lower his hand to prevent being carried overboard. The
needles are always removed by hand, even when the lift reaches 10 feet.
The work requires skill, but it can easily be acquired in about two weeks.
The width of the foot-bridge has been increased to 3 feet, and each plank
is now kept in place by three claws, which hold them perfectly steady.
Maneuvers executed from a bridge are much less dangerous than tbose
from a boat. Moreover, except in rare crises, night-work on the Lower
Seine is not required. The exceptions are limited to the cases of a dis-
charge of the pool above, and to the effect of the tides. Inconvenience
OD the first account is prevented by the service regulations, as no im-
portant maneuver is permitted without notice to the dam-tenders above
and below. The tides only give trouble at Martoc, and this has been
obviated by the addition of a weir, provided with automatic Chanoiue
wickets.
The partial opening of a neexlle dam has never prevented a boat from
• entering a lock. The dams are generally placed at the lower end of the
lock, and only occasionally at the middle. As the openings in a needle-
dam extend to the bottom, and are evenly distributed either in one bay
or in a number, and as there is never a flow over the top of such a dam,
there is evidently less danger of scour below this dam than below any
other. Moreover, scour is chiefly to be dreaded in times of high-water,
when all dams are out of the way.
The highest trestles can easily be raised by two men with a boat-hook,
and the use of chains has been abandoned, thus removing the only
thing that prevented the trestles from lying flat in the recess ; more-
over the sill now projects 14 inches above the trestle recess, as do also
the pavement below the recess and the piling, so that boats and rafts
that clear them must clear the trestles. As to the charge of unhealth-
fuluess due to stopping floating bodies, M. Saint- Yves very proi)erly
says that the charge might equally be made against any dam whatever j
but that the needle-dam is the least objectionable on this score of any,
as the removal of a few needles will readily pass anything through it.
28 E
434 REPORT OF THE CHIEF OF ENGINEERS.
He makes the following Gommentson dams formed by Ohanoine wick-
ets:
Id raising Chanoine wickets the attendants work from a boat, and
therefore are much more exposed to danger than if they were on a bridge
with a floor 3 feet wide. The joint-covers that must be used daring
low-water cover spaces of 4 inches, and they therefore must have a
cross-section at lejkst 6 inches square. They therefore can hardly be
called needles, and as the pressure on them for a length of 11 J feet is
2,020 pounds, they evidently can only be removed by means of the boat;
this operation is probably safe enough at the pass, as the pass-wickets
are stable, but it is very unsafe at the weir, as any pressure against the
chases of the weir-wickets will swing them. The joint-covers of the
weir will therefore have to be abandoned, and left to be carried oflF by
each rise. Moreover, the eftectof the joint-covers will be to make all of the
weir-wickets swing at the same time ; and, as this will frequently occur,
the result will be that, in practice, the covers will not be replaced, and
the dam will not be sufficiently tight. [It will be observed that, in the
system as now employed on the Upper Seine, the weir-wickets are man-
euvered from a service-bridge, and therefore the above objections no
longer apply.]
M. Saint-Yves denies that floating bodies will all be drawn away fix>m
the pass to the weir, because their crests are at the same height dur-
ing the greater part of the time, and there will consequently be the same
flow over each, and therefore bodies will strike one as often as the
other. There is also some danger that boats or rafts going through the
pass, and drawing all the water, may catch on some of the Chanoine
wickets, and tear them out, for they are on the same level as the sill,
and are not protected like Poir6e trestles. The Chanoine wickets have
a multiplicity of parts, and repairs to them must be made by n^eans of
a skiflF, or by employing a diver, while Poir6e trestles are often replaced
from the foot-bridge without any difficulty, and without using a skiflF, or
needing a diver.
The greatest advantage of the Chanoine system is the facili y which
it afibrds of opening gaps, so that boats may pass without going through
the locks.
He thinks that, as the Desfontaines wickets require to be sunk about
one and a half times as deep as the lift which they create, they can
hardly be considered a system of movable dams ; but, on the other hand,
the results thus far obtained show that they are the best, the easiest
worked, and the most reliable of all wickets designed for use on weirs/
They have not yet been made automatic, although M. Desfontaines
thinks that they could readily be made so by using floats. Where self-
regulation is not a necessity, they appear preferable to any other com-
bination. He does not consider the Poir^e needle-dam perfect, but that
it has been very successful wherever thus far used, although of late an
increase of lift has been called for, and new exigencies have arisen.
The history of the construction of movable dams is as follows :
The first type of movable dam is found in the old riyer-gates, the elements of which
consisted of two pieces placed tranRversely to the current, one at the bottom and one
at the top ; the first (the sill) stationary, the second (the boom) movable. Against
these two horizontal chief members rested vertical rafters, like needles, whose feet
were supported by the sill, and their tops by the boom. Lastly, boards placed hori-
zontally completed the closing, and made it nearly water-tight. This is the river-gat«,
as it still exiHts upou a great number of streams, and we have seen many specimens of
it, especially on the £ure.
TbiK priuiitive construction only partly satisfied the needs for which it was estab-
lished, and besides it is only practicable on very narrow streams. The opening of these
gates requires long and painful labor. They are not admissible upon rivers of any
BEPOBT OF THE CHIEF OF ENGINEERS. 435
width, where the rises are at all rapid, and M. Poir^ had to disease an entirely novel
qaeetion when he was seeking after his system of dams.
Every movable dam onght to form a connected body of supports, designed to sustain
a curtain, which at will can be made as tight as possible, and which is placed at right
angles to the current. How, then, ought the members to be arranged which hold up
this curtain f
The first necessity was to suppress the upper support of the river-gat^e, so as to shut
off by a single gate the whole width of the water-course, and to establish axes of rota-
tion fajstened to the bottom of the river.
The most natural and logical idea was evidently to profile these members in thn di-
rection of the current, and to give the same direction to the axes of rotation. Under
these circumstances the lowering and raising of the members could be only moderately
hindered by the action of the current.
With the opposite arrangement, that is, when the axes of rotation are established at
right angles to the current, if the lowering is helped, and possibly even precipitated
by the pressure of the water, the raising becomes that much more difficult, and de-
mands maneuvers which can only be accomplished by the aid of special machinery.
Thus we see that the invention of M.Chanoine is but an extension, a perfecting, of the
invention of M. Th^nard, which latter was only designed to be placed on top of weirs ;
that is, to act under circumstances where the pressure of the water is feeble and some-
times null.
Under this view the invention of M. Poir^e should be considered as the most logical
The movable trestles of M. Poir^, whose part, as we have said, is to act as frames
for snpportiug a curtain, which in reality forms the dam, are not only very logically
and very rationally conceived, but, in addition, they have the immense advantage of
being a natural support for the bridge, which latter may be called the worSing-
groand for the dams. In every system whose axes of rotibtion are at right angles to
the current, even in the ingenious system of M. Desfontaines, the possibility of making
a foot-bridge out of the necessary members of the system is entirely lacking ; it is
necessary to employ for this purpose an independent construction.
We finally come to the part of the dam which must resist the force which is to be
overcome, the maneuvering of which brings about a direct conflict with the force of
the water. To obtain an easy and practical solution of this question, M. Poir<^
reduced his tools to the smallest possible dimensions, and from this consideration came
the invention of needles. The pressure in maneuvering is in direct ratio to the
surface of each one of the elements. It is, then, only in aeconlauce with the en-
lightened judgment and perspicacity which characterize M. Poir^'s system that the
dimensions of the needles, the elements of the great curtain of the dam, were
reduced as much as possible.
The other systems have been conceived on the idea of substituting for the needles
elements individually very small, and consequently very numerous, a complete
apparatus of shutters, which are much more complex, but are also fewer in number.
The employment of axes of rotation at right angles to the current is a necessary
consequence, that could not have been avoi(^.
The raising of the shutters, which takes place against the current, presented a very
serious difliculty. It has been very skillfully overcome in the plan of M. Chanoine by
the use of two parallel axes of rotation placed at different heights. This arrangement
permits the wicket to be kept practically parallel to the direction of the threads of
water while the support is being raised. Theoretically the water-pressure is only
everted upon the edge of the wicket and npon the members of the support. Practi-
cally this is not exactly the case, and the exertion to be made exceeds the quantity of
work that could be required of two or three men unsupplied with mechanism. Special
apparatus must therefore be used.
M. Desfoutaines's solution, which likewise employs a system of axes turning at right
aDj^les to the current, is certainly very ingenious and very satisfactory. The method
of raiaiug M. Desfontaines' wickets is simple, and but one motion is necessary, 'while
to lift the Chanoine wickets two operations must be perf(9rmed and two motions are
required. The Desfontaines wicket rises directly against the current, without the aid
of any detached or outside machinery. The force utilizud is not that of man, in-
creased by mechanical intermediaries. It is the very force to be overcome that assists
the enii^ineer, and, blindly obeying the intelligent direction which is impressed on it,
contends against itself, and, from the enemy which it seems to be, becomes a docile
instrunaeut.
This remarkable result is obtained by the simplest means. Undoubtedly the iron
frames of M. Poir^e, with their curtain of needles, offer the greatest simplicity in Con-
struction. But the system of M. Desfontaines, several examples of which may be
found on the Marne, is reduced to a movement of valves, connected together by a balance-
beam, which work under a simple and easy impulse, and to wickets in one piece, which
turn around a horizontal axle, without the complication of counterpoise, retaining-
chains, props, or tripping-rods. In view of its unity and of the simplicity of its con-
436 REPORT OF THE CHIEF OF ENGINEERS.
cepiioD aud its working, it is one of the most remarkable iuyentions that ever origi.
Dated from the laborious investigations of engineers.
But, in consideration of the necessity of a carefully-constructed inclosure, this sys-
tem, for the present at least, ought to be restricted to use on weirs.
Besides the considerations just mentioned, it is of the greatest im-
portance that a dam should be susceptible of being made water-tight,
should necessity demand it. In this respect he thinks that there is a
great deal yet to be done. The difficulty arises from the fact that the
fall at a dam reaches its maximum when the river has its minimum dis-
charge, and that at this time the water passes through the intervals
with the greatest velocity, and more may thus be wasted than can be
supplied i'rom above, thus causing a decline in the level of the pool.
At the same time, owing to the absence of back-water, the pressure on
the needles is greatest, and they are often broken during the maneuvers
necessitated by rises.
The following are M. Saint- Yves' conclusions as to the system that
should be used in various cases :
If the river in question can only be navigated by artificial waves, in which case it is
necessary to ponr out in a short time the whole retained body of water in order ?to
send forward a large volume, capable of increasing the navigable depth temporarily,
but very appreciably, we think that it would be better to use Chanoine wickets, which
seem preferable to the needle-dams with escapements, which are used on the Yonne.
The advantage to navigation appeal's to us to exceed the inconveniences which we
have pointed out, and which result from a relative imperfection, which subsequent
studies may cause to disappear.
If the river in question has a regular regimen, with a discharge sufficient to assure,
by means of pools suitably spaced, the draught uecessary for a good navigation, we
would not hesitat<e to choose Poir6e dams, on account of their safety and fiicility of
handling, and the means of communication which they give from one bank to the other
for the superintendents and for those who have the care and working of the dams.
In reganl to wier», a distinction must be made. Either self-regulation is indispensa-
ble, or it is only an advantage. If it is indispensable, we think that it is only so in
order to secure an additional and supplementUi-y opening to the waters which threaten
to submerge the works, and not at all in order that this opening may be closed
instantaneously. On this supposition the wickets of M. Chanoine are the beet
adapted ; but we think it important to make a reservation, that is, that the swinging
should not be limited to a slight lowering below the level of the pool, which makes it
necessary to have an expensive and someiimes impracticable lengthening of the weir,
but that the swing should be increased as much as possible by eutirely taking away
the power of spontaneous rising. In a word, the wickets of the wier should be con-
sidered as semi-automatic. A footbridge established above the wickets will permit
the dam-tender to raise them mechanically. We think that in this way aloue is it
possible to give a sufficient discharge over a limited length of weir.
If self-regulation is not necessary, M. Desfontaiues' system appears to us preferable
for crowning weirs. In fact, the simplicity of the wickets, the ease with which they
are worked, and the exact control of their fall, are precious qualities, by which results
as powerful as they are sure can be obtained when the weir is not too long.
In conclusion, we think that the comparison between different kinds of damsshoald
be limited to the Poir^e and the Chanoine, and that the Desfoutaiues wickets, thns
far ouly applicable to weirs, should be considered as auxiliaries, but not as a system.
REPLY OF M* DE LEGBEN:6.
In tome XVI, 1868,*Annales des Ponts et Chauss^es, M. de Lagreue
replies to M. Saint-Yves, and the following is a brief summary of his
remarks.
He begins by quoting, in reply to the latter's assertion that needle-
dams are not daugerous,'a statement of M. (Jambuzat, who says:
With needle-dams there is really considerable danger to men who open them Inrainy
and frosty weathtT and during floods, or at night, while in working wicket-dams there i*
no (lanyer at all to the atlvndanta.
lie adds :
That in LSoO a locli -tender was drowned at the Epineau Dam while opening it on the
ariival of a small rise, and that very often the attendants fall into the water dariu*^
the opening of needle-dams.
EFFORT OF THE CHIEF OF ENGINEERS. 437
The danpfer seems to be much greater on the Yonne, where navigation
is intermittent, than on the Lower Seine, where night work is never nec-
essary. On the Belgian part of the Meuse, as on the Yonne, the at-
tendants often fall into the river, and in 1866 two of them were drowned
at the Haignaax Dam.
It seems to me tbnt in every case where the discharge of the stream in question
varies rapidly, or where there is navigation by artificial waves, the preference, if only
on the score of humanity, OQf^ht not to be given to needle-dams, unless the methods
of working them are changed, which is probably quite practicable.
M. Cambuzat recounts several instances of trouble with wicket-dams,
such as tripping-rods and horses broken, wickets remaining up, scour
at the foot of the passes.
Injuries to some of the parts appear to me to be accidents which prove nothing
against the system ; in fact, I can cite the Melnn Dam, whose navigable pass is fur-
nished with fifty wickets, which were maneuvered during all the artiiieial floods of 1865,
that is about fifty times, without a single wicket ever refusing to fall, and without any
damage whatever being reported. He acknowledges, however, that the construction of
a Chanoine wicket-dam demands very great care in the exact location of all the parts,
and that the attendant must also be very watchful, when raising the wickets, to see that
no foreign matter interposes between the heurter and the foot of the prop, otherwise
the tripping-rod might not act on it.
The weir that regulates the level of a pool is the most important part of a movable
dam ; it ought, if posi^ible, to give passage for an overflow of such length that its depth
shall in some measure suffice for regulating the level of the pool without any interven-
tion of the lock-tender. If, in consequence of an increase in the discharge, the over-
flow DO longer suffices to pass a rise, the weir ought by spontaneous movement to give
an increas«) of discbarge corresponding to the su])ply ; that is, it should increase or de-
crease with the latter. Finally, it is desirable that the lock-tender should be able when-
ever it is necessary to control these spontaneous movements, and at any instant to
have perfect command over the apparatus for closing.
If a weir is so arranged as to fulfill the above requisites, it seems a
matter of indiflFerence how the object is accomplished, as where there
is a continuous navigation the pass is but seldom maneuvered. The
system that uses a needle-dam on the weir, and wickets in the pass,
seems objectionable, as it does away with a regulating overflow where it
is needed, and places it where it may be injurious.
The article concludes with a description of the Suresnes dam, with
which the author is very familiar.
The navigable pass of this dam, or rather the pass adjoining the Suresues lock, is
closed by needles; the trestles, sixty-five in number, are 11 icet in height and are
spaced at intervals of 3 feet 7 inches. The dam was first closed on the 2d of June, 1867,
and since then the fall at this dam, which varies according to circumstances, htis never
exceeded 7 feet. The number of needles in use or in store on the 2d of June was
nine hundred. Between the 2d of June and the 22d of October, 1867, that is less than
Bve mouths, five hundred of these needles were broken. Leaving out of consideration
two hiindre<l which were broken by being struck by a boat, there still remain three
handro<l oases of rupture, which occurred while placing or removing the needles, and
sometimes while they were under pressure, without auy apparent reason. These nee-
dles were 13 feet long, with a cross-section of 3 inches by 3 inches.
While waiting for another supply of needles of northern pine, with a section of 3i
by 2f inches, pine scantling, 9 inches wide and 2f thick, were used in place of needles,
and they are still in use, although some of them (about ten) are already broken. They
were placed in very much the same way as the ordinary needles; the height at which
one of them ought to rest against the supporting bar when in position was knov^ni be-
forehand ; the scantling was then placed nearly horizontal, resting on the bar at the
proper mark, and then the up-stream end was slightly lowered ; the current immedi-
ately carried this end under, and righted the scantling; the head was held back in.
order to lessen as much as possible the shock against the sill. To withdraw a scant-
ling, use was made of a boat with a windlass; this boat was suitably fastened to a
mooriog-cable stretched across the upper end of the pass ; each scantling was drawn
oat hefMl foremost by means of the windlass, and taken on the boat.
This method of removing the needles of the Suresnes dam is a neces-
sity whenever the fall is as much as 6^ or 6^ feet. Information obtained
438 REPORT OF THE CHIEF OF ENGINEERS.
from the attendants at other dams is to the effect that needles are only
pat in place or removed from navigable passes when the fall is reduced
to 5 or 5J feet.
MOVABLE DAMS ON UPPER SEINE.
In the same volume of the Annals, MM. Ghanoine and Lagren^ give
an elaborate description of the twelve dams constructed on the Seine
between Montereau and Paris, with full details of the methods used in
constructing the foundations, and of all items of cost. This will be
given at sufficient length for the purposes of the present report from
the later report of M. Gambuzat, but reference is made to it for the ben-
efit of those who may desire to go more fully into this subject. The
following items are, however, quoted here, as they are not referred to by
M. Gambuzat.
Oareiiil observations on the river, before and after the construction of
the dams, showed that they produced no sensible effect on the heights
of floods. When they are submerged a very slight ripple on the sur-
face is all that can indicate their presence. The works themselves were
not injured, especially if the lock-gates were opened before the arrivjJ
of the flood. The only effect was a slight deposit of sediment in the
locks.
The time allowed for passing a fleet of eight boats through a lock is
twenty minutes, half of which is used in filling or emi^tying the lock,
and the other half is needed for getting the boats in and out, and for
closing and opening the gates. The use of a submerged chain for tow-
ing has increased this time to twenty-eight minutes. A single tow-boat
can be passed through in fifteen minntes. The larger the lock the bet-
ter, when navigation is habitually carried on by fleets, as there is a very
great gain in being able to pass a whole fleet through in one lockage.
The average time necessary for raising such wickets as are used on
the Upper Seine is two minutes and ten seconds for each wicket.
In dropping a number of wickets there is sometimes considerable
difficulty in moving the last ones, on account of the pressure on the
tripping- rod of those first «lropped. This is remedied by passing an
iron band under the caps of the axle of the wicket, so that when the
wicket is down it is raised a little higher above the tripping-rod, and
there is less danger of the weight of w ater pressing it against the rod.
As it is important that the lock-tender should have some index to
show him, at all times, the number of the wicket on which the tripping-
rod is acting at the moment, several have been invented, three of which
are described. They are geared so as to move either with the tripping-
rod or with the axle of the pinion that works it.
Should a wicket remain standing after the others have fallen, the lock-
tender, after the current through the pass has somewhat lessened, ap-
proaches it from below in a skiff*, and drops it by a side-blow on the
prop.
If it becomes necessary to swing the weir- wickets at a time when the
overflow is nearly sufficient to swing them of itself, it is unsafe to use
the dervice-boat, unless it is fastened to a line of piles above the weir,
as any pressure against the wickets, even though the boat has long
fenders, might swing them.
A full discussion is given of a modification in the manner of connect-
ing the weir-wickets with their horses, so that after these wickets
swing, the level of the pool may be kept constant as the discharge in-
creases. This change, however, seems not to have been adopted in prac-
tice, and therefore need not be considered here.
REPORT OF THE CHIEF OF ENGINEERS. 439
JOmVILLE DAM ON THE MARNE.
In the same volame of the Anoals is an article by M. Mal^zienx, en
gineer of ponts et chamsSeSj on the Joinville dam, from which the fol-
lowing is taken. Joinville is aboat 11^ miles above the fortifications of
Paris, measored by the river, and about 4^ measured by the St. Sfaur
Canal.
A dam bad been in existence on tbe Marne at Joinville for forty years. It was con-
strocted in order to raise the water to a minimam depth of 5 feet in the St. Manr
Canal, and at the same time to create a fall, which caused the constrnction of important
mannfactories along tbe banks of this canal. The necessities of navigation having
been greatly changed, the first thonght was to raise the old dam 2 feet, which would
be enough to give 5^ feet of draught in the river between the upper end of the St.
Maur Canal and the lower end of the Ohelles Canal. But the city of Paris became, in
1864, the owner of the mannfactories of St. Manr ; and from that time the motive
power was used to pump up the Marne water, iu order to supply the Viucennes lakes
and tbe elevated parts of the capital. Tbe city requested that the Joinville dam
should be raised 3^ feet, and offered to share in the cost. This was about the highest
elevation that could be permitted without serious iuconvenience, if not on account of
the submersion of tbe banks above^ at least on account of the heights of the cargoes
of the charcoal-boats which pass through the tunnel of the St. Maur Canal. The
proposals of the city were accepted by the state.
It was found inadvisable to rebuild the old dam, and an entirely new
one was built about 1,400 feet below the old dam, so as to leave a basin
of a little more than 12 acres below the mouth of the St. Manr Canal.
This canal is a cut-off by which boats pass through two-thirds of a mile
of canal instead of eighl miles of river. A.s navigation goes almost en-
tirely through the canal, there is little need of a navigable pass, and
accordingly it is only 39 feet wide. The weir is 207 feet in length. The
wickets are 3 feet 7 inches high, and their tops are 8 feet 2 inches above
the bottom of the St. Maur Canal. The lift of the dam in low-water
is 7 feet.
Experience on the upper dams of the Marne having shown that the
Chauoine wickets were liable to many accidents, and the Marne not
being a river subject to sudden heavy floods, and there being, on
account of tbe special peculiarities of the situation, but seldom occasion
for opening the pass of this dam, it was thought best to close the latter
by a needle-dam, and to use the Desfontaines wickets on the weir.
The Desfontaines system has been in operation at the Damery dam
since 1857, and at the Courcelles dam since 1861, but is still not well
known, and M. Mal^zieux gives a description of it, fr>*n wlilcli we only
extract such matter as has not been mentioned already.
The weir is contained between two rows of sheet-piling, 26 feet apart.
The up-stream capping-pieces are even with the permanent sill, at 3
feet 8 inches below the level of the pool ; the down-stream caps are at
the level of low-water. Before the piles were driven, t^e area to be
covered with beton was dredged. The least thickness of beton below
the level of the low-water below the dam was taken at 4 feet, but this
depth was occasionally exceeded.
The first thing is to construct the main body of masonry, which con-
tains a cavity 7 feet wide, with a cross-section composed of a quadrant
adjoining a rectangle, and extending from one end of the weir to the
other. The two edges of tiie opening have cut-stone borders. When
this is finished it is divided into sections, or drums, each 5 feet long,
separated by large transverse diaphragms of cast iron. These plates
enter the masonry to a depth of 3 inches, and each one has two open-
ings cut through it ; one is on the up-stream side near the top of the
quadrant, and is wider than it is high, making a horizontal opening
440 REPORT OF THE CHIEF OF ENGINEERS.
the other is ou the down-stream side, is higher than it is wide, and forms
a vertical opening. The latter is made of such ^ size that a man can
without much difficulty pass through it from one end of the weir to the
o'her.
Each drum now received a large plate-iron wicket, which has near the
middle a horizontal hinge. This hinge is a cast-iron tube, which con-
tains a wrought-iron spindle from one end to the other. Its extremities
rest on the two diaphragms, at the level of the upper border but nearer
the lower. The wicket itself is formed of three arms, each 7 feet 11
inches long, and of two pieces of sheet-iron two-tenths of an inch in
thickness.
The arms pass through the hinge, and inside of it are shaped as col-
lars, in which the axis turns; they completely fill the annular space be-
tween the latter and the inside surface of the hinge.
The counter-wicket, starting from the hinge, is bent backward 1 foot
4 inches, and then becomes parallel to the wicket. The object of this is to
prevent the counter-wicket from extending above the horizontal opening
when the wicket is down. When the wicket is up the downstream side
of the counter- wicket coincides with the up-stream side of the vertical
opening. It is prevented from passing this position by a wooden sill,
against which its lower edge rests, by two moldings on the diaphragms
that correspond in shape to the sides of the counter- wickets, and by a
molding on the hinge which comes in contact with its upper edge.
There is a play not exceeding one-seventh of an inch between the counter-
wicket and the walls of its drum. To secure such accuracy of fitting
the iron-work is planed, and the stone-work of the cylinder is covered
with Portland cement, which is accurately shaped by a cutting-tool
turning on the axis of the wicket. When the wicket is up the counter-
wicket is in contact on all sides with the projections, and as its surfaces
of contact are faced with India rubber, there is no leakage. When the
counter-wicket is in any other position there is a slight waste of water.
Each drum is divided by the counter-wicket into two compartments,
and the top of each is covered by a sheet of plate-iron, which is fastened
to the sole, to the diaphragms, and to the hinge } this combination sup-
I>orts the hinge itself.
The abutment, which is 9 feet 10 inches thick and 25 feet long, is pierced through
the middle by a longitudinal culvert whose sections vary as follows : At each extrem-
ity are two parts, each 4 feet 3 inches in length and 3 feet 3 inches wide by 4 feet 3
inches high, into which a man can easily enter ; the np-stream culvert has its sole 1
foot 3 inches above the low-water line below the dam, while the down-stream one has
its sole exactly at this level. In the middle, with a length of 9 feet 10 inches, and
separated from the end parts by two chimneys or wells, which establish a communica-
tion with the top of the abutment, is the essential part of the arrangement, that in
which the distril>ution of wat«r is effected and on which depends the maneuvering of
the weir. In this central part the culvert is dividfid into two rectangular conduits, one
above the other, and only separated by a five-eighths plate of cast iron ; these con-
duits are each 2 feet 7 inches wide aud 2 feet high. An ordinary cast-iron valve placed
at the upper end shuts one of these openings while unmasking the other ; there is a
similar valve at the lower end. A balance-beam, to which are attached the rods of
both valves, communicates to the down-stream valve the movement caused in the up-
stream one, or, more accurately, the opposite movement.
In the body of masonry which separates these conduits from the outer wall of the
abntment, and consequentlyfrom thetirstdrumof the weir, two other conduits are con-
structed, l>ut no longer superposed. One of them, which is placed on the up-stream
side and at the hijj^her elevation, prolongs the horizontal opening of the diaphragms
nntil a connection is made with the upper conduit in the abutment; the other prolongs
the vertical opening to a connection with the lower conduit. (See the plates.)
The method of raising and lowering the wickets has already been
explained.
REPORT OP THE CHIEF OF ENGINEERS. 441
It is essentialtto the successful use of drum-wickets that there should
be a fall at the dam, and this is obtained by raising the permanent part
of the weir. The obstacles to raising are the current and a deficiency
of fall, both of which are least in low-water and greatest iu high. The
friction of the arms on the axis must also be overcome. It is not likely
that the axes of the wickets will get untrue, as they are short and are
held by three pairs of collars. The resistance of the water in the upper
compartments when the wickets are lowered prevents them from coming
down with a shock.
At JoinviUe, when the river below the dam is at low-water mark, (zero of the wa-
ter-gauges,) a fall of 4 to 6 inches is sufficient to raise the wickets. If the pass is com-
pletely shnt, which forces the water to flow over the permanent part of the weir, it
takes aboQt two minutes to raise the wickets and one minnte to lower them. On the
5th of March, 1868, the water-surface standing at 7 feet above the dam and at 4 feet 7
inches below it, twelve minnties were required to raise the wickets, and five to lower
them. On another occasion, when the water above stood at 6 feet 7 inches, and at 5 feet
below, a half hour was required to raise the wickets. This is about the limit at which the
Joinville wickets will work. To extend this limit would be easy, but there would be
no practical advantage in so doing, and it would be a useless Increase of cost, for when
the water-surface st-ands at a height of 4 feet 7 inches below the dam, the wickets have
no service to render to navigation, and the necessities that are ordinarily served by the
Saint Maur pumps are more than satisfied.
It was naturally to be expected that there might be trouble at Join-
ville on account of the sediment and gravel that would be deposited in
the drums. Experience, however, has shown that the strong currents
that can be sent through the upper and lower compartments by suitably
working the valves in the i>ier and in the abutment are sufficient to re-
move such deposits entirely. Oare is taken to have gratings at the heads
of the culverts, in order to keep out leaves, sticks, &c., and there are
special valves that can be used to cutoff all communication between the
culverts and the upper pool during the winter season when the water is
muddiest.
One great merit of Desfontaines' wickets is that they are more nearly
water-tight than any others. The interval of four-tenths of an inch be-
tween the wickets can easily be reduced to two-tenths or less.
If a boat should be driven by the current against one of the wickets,
and should injure it, it can at once be replaced from the spare wickets
which are always in store. Such an accident could hardly happen ex-
cept when the river was tolerably high, and as the upper compartments
are always in communication with the upper pool when the wickets are
up, in most cases the only result will be that the counter-wicket will
drive back the water that presses against it, and the wicket will gradu-
ally yield to the shock and lie down.
The drums can be laid dry for repairs whenever the water below the
dam does not stand higher than 3 feet on the gauge, (which is the case
during half the year,) by building little dams in the piers and in the
abutment, for which recesses are left. This, however, necessitates that
3 feet 7 inches be drawn off from the pool. At Joinville this plati was
considered objectionable, and instead of it h line of triangular frames,
3 feet 7 inches high and 9 feet 10 inches apart, was placed on the weir
above the wickets. These frames lie down like the trestles of a Poir6e
dam. They are used as the supports of a temporary dam of timbers 8 J
inches by 4 in section, which have claws that connect them with the
uprights of the frames. They are easily placed from a skiff, and the
dam is made water-tight by a covering of tarred canvas, held down by
weights. After the top of the weir is exposed, a little traveling-crane,
running on rails and movable from one end of the weir to the other, is
442 REPORT OF THE CHIEF OF ENGINEERS.
ased for handling the wickets. In less than a day th# covers can be
taken off. the wickets can be raised and examined, and all can be re-
placed. No pump is used nnless it is thought advisable to empty the
drums.
Special precautions were taken to prevent wash below the weir of the
Joinville dam, as the use of a notched bar to permit the half lowering
of wickets was, for simplifiation, rejected. The greatest difficulty was
encountered below the pass. The following is a description of this
danger, and of the means taken to meet it :
The lower end of tbe sole of the pass is exposed to stiU more dangerous corrosions,
and it may chance that the whole Marne will pass through this narrow opening of only
39 feet. In fact a sconr, to the depth of 13 feet h«low low- water, was very soon formed
at a distance of 100 feet below the pass. In order to keep the ultimate scour at a suit-
able distance from the dam, bearing in mind the difficulty of making the necessary
repairs to a covering 2 feet 4 inches below low-water, the rock-work for a distance of
50 feet was covered, not by a masonry pavement, but by a strong flooring of oak tim-
bers, bolted carefully to tbe caps that connected the six rows of piles.
The trestles of the pass are 9 feet 10 inches high and the one nearest
to the pier is 6 feet 7 inches distant from it, so that a space has to be
made for it in the pier, and this recess is separated from the culvert by
a special casting. The service-bridge is 6 feet 7 inches below the top of
the pier, and the latter is reached by a short ladder and four steps in the
pier iteelf. A supplementary bridge is provided, whose floor is 4 feet
higher than that of the main bridge, but it is seldom used, as the latter
answers for most purposes.
The iron-vrork of the wickets cost 49,844 francs, or $9,470.
The counter-wickets of the Marne weirs are generally of the same
length as the wickets, but at the Courcelles Dam the former are 4§ inches
longer, and these wickets are in consequence perceptibly more readily
maneuvered than any others. The longer the counter- wickets the
greater the height of the river at which the raising of the wickets be-
comes impracticable.
To satisfy the local wants of the Marne navigation, M. Desfontaines
adopted the following rules :
1. To make the height of the permanent part of the weir equal to half
the difference of level in low-water. 2. To limit the sinking of the
drums below the low-water line, at the foot of the dam, to from 12 to
16 inches. But these rules were neither general nor absolute.
There are some advantages in a high weir, provided it is not too
costly on account of its length ; snch as greater security than a mov-
able curtain, greater ease of establishing, examining, and repairing its
movable parts, and less exposure of the latter to being covered by sand
or sediment.
Besides this, the height secures the initial fall, which is necessary for
the maneuvering of the wickets.
M. Mal^zienx believes that there is no practical difficulty in the way
of making deeper drums and higher wickets on the Desfontaines system.
IMPBOTEMENTS ON POIB^E NEEDLE-DAMS.
In Vol. XX, Atmales des ponts et chwuss^, 1870, M. Saint Yves takes
up the subject of the improvements practicable on Poir^e needle-dams.
The substance of his remarks is as follows :
One of the troubles with a needle-dam, especially when high, is its
lack of tightness. After a careful investigation, which is given in full
in the original, he recommended that the cross-section of the needles
should be a semi-regular hexagon, obtained by taking an equilateral tri-
REPORT OF THE CHIEF OF ENGINEERS. 443
angle with sides of 5^ inches, and cutting off from each of its three
angles smaller equilateral triangles with sides of 1^ inches. ( See Fig.
53.)
On the Seine, below Paris, the dams are 9 feet 10 inches in height,
and the depth provided for navigation is 6 feet 7 inches, the crowns of
the masonry of the dams being placed at a low-water line. Whenever
the river surface below a dam stands at 2 feet below its top, or at 7 feet
10 inches above the masonry, the movable part is thrown down, and
boats can easily cross without striking the sill. In order. to prevent
the boats from being entirely stopped during low-water, in case of ac-
cident to the lock, each dam has a navigation-pass closed by a needle-
dam. As the needles for these passes would have to be so long and
heavy that they could not be handled without great labor, it was de-
cided by the General Council of Fonts et ChmissSes that a movable sill
should be used which could be removed whenever necessary. M. Saint
Yves does not approve of this arrangement, as he thinks that in
course of time the movable sill would either be destroyed, or so consoli-
dated with the masonry that it could only be removed by tearing it to
pieces.
In order to remove this difficalty, M. Marini tried, at the Bezons dam,
intermediate supports for long needles, (Figs. 54, 55, 56, 57, and 58,)
so that they might have three points ol support instead of two. A
careful examination into this question shows that for heights of 12^ feet,
where the needles rest against intermediate horizontal beams, supported
against the trestles at a height of 4 feet 7 inches above the sill, they resist
well ; and this is also the case when the height is 13 feet and the inter-
mediate support is at an elevation of 4 feet 10 inches. With such an
arrangement movable sills are no longer necessary, but more skill is re-
quired in removing needles thus supported in order to avoid being
drawn into the water. The best place for the intermediate beam is a
little above the center of pressure of the water. It must be observed,
however, that this additional security is only obtained while the needles
are in place. They are still weak to resist the forces acting on them
when they are being lifted. The best remedy for the difficulty seems to
be to have a special apparatus for regulating the level of the pool, so
that the needles need only be lifted when the latter ceases to suffice for
the discharge, by which time the lower pool will have been raised, and
the pressure on the needles will thus have been diminished.
The apparatus recommended is Ohanoine wickets on the weirs, but
automatic action does not seem desirable, as by dispensing with it a
greater swing of the wickets may be obtained. If only a short length
of weir be available, Desfontaines wickets should be used, as these caji
lie down flat, and thus permit a greater discbarge.
DAMS ON THE MEUSE. — TRESTLES WITH ESOAPEMENTS.
The arrangements on the Meuse, to open needle-dams by escapements,
differ from those on the Yonne. On the latter they were designed with
a view to making artificial floods, and therefore rapidity of action was
specially desired. As soon as one bay was opened all the others fol-
lowed, and the movement took place so rapidly that sometimes the
dam-tender could not get off the bridge in time, but was precipitate
into the river.
The Belgian dams, with escapementSi are coDstrncted in accordance with an entirely
different order of ideas. Each escapement is pat in motion by the application of an
exterior force, and the openings take place singly and one after the other. The object
444 REPORT OF THE CHIEF OF ENGINEERS.
which the Belgian engineers proposed to themselves was to avoid the removal of the
needles by band and one at a time ; and by their system they have succeeded in mak-
ing daily use of needles which square from 4 to 4^ inches. The handling of these little
pine joists is limited to carrying them on the dam and placing them in the water,
which are easy operations that require no manual dexterity, bat only -the effort neces-
sary to lift a weight and carry it on the shoulder.
By using tliese heavy needles the height of dams can be increased to
13 feet without using intermediate supports.
GENERAL DESCBIPTION OF TRESTLES WITH ESCAPEMENTSj^ AS USED ON THE BELGIAN
• MEUSB.
Theil* general shape is about the same as that of the trestles used in France. They
only diirer in the upper part. The cap, which forms the smaller base of the quad-
rilateral, is surmounted by a rectangular frame- work, which carries the escapement
apparatus and the foot-bridge. (See Figs. 59, 60, and 61.)
Of the two vertical parts of this frame, one, that on the up-stream side, is composed
of a piece of wrought iron, which is welded to the trestle, and is afterward bored out
so as to form a tube, in which turns a vertical iron rod, A. (Fig. 59.)
The clamp-bar, which connects one trestle with the next, is provided at one end with
a collar which envelopes the tube, around which the clamp-bar turn^. This collar is
hollowed out on the larger part of its circumference so as to admit, in all its positions,
(it can only describe a quadrant,) the head of the adjoining clamp-bar, B. The collar
is held, so as to prevent any vertical movement, by a ring, C, which is fastened to the
tube by two screws. The head of each clamp-bar is forged in the shape of a T, and
enters the cavities cut out of the collar of the adjoining clamp-bar, those cut out of
the tube, and lastly those cut out of the iron rod. Finally, on the under side of each
clamp-bar and near its head is a vertical projection, D, (Fig. 60,) which, after the bar is
turned, strikes against the cap of the trestle proper and limits its movement of rota-
tion.
The iron rod is prevented from moving vertically by a screw, E, (Fig. 59,) which
accompanies it in its quarter of a revolution, moving in a groove cut out of the tube.
The down-stream post of the top frame is arranged so as to receive a horizontal bar
for supporting the iron plate, which serves to make a foot-bridge, and to bind together
the trestles by means of claws. This bar has a socket on its up-stream side, which sur-
rounds the tube.
The iron rod works in the tube by friction, and it is turned by nippers shaped like a
wrench. The osca))ement cannot, therefore, act spontaneously.
The dams on the Meuse are divided into two passes by a pier, which is hollowed out
so as to have chambers on each side to receive tne end trestles. There are no niches in
the abutments, and the trestles are always dropped in the same direction.
The trestles are connected by chains, but the necessity of leaving
room for the clamp-bars to turn and the needles to escape comi>e]s the
division of the chains into two parts, one of which is fastened to a trestle,
and the other to the flooring of the adjoining trestle. When the trestles
are lowered these chains are connected, but they are separated when the
bridge is up.
The trestles are bedded by giving them a slight push after raising the
floor, so as to disengage the claws. They are raised by using a light
portable windlass. The needles of each bay are connected by a rope
which passes under the flooring, and is fastened to the downstream post
of the trestle. When it is necessary to increase the discharge, a certain
number of bays are opened by turning their clamp-bars. In this case
the end of the rope which holds the needles of each ba^^ is tied to a
cable which is fastened to the pier or abutment, so that the needles
float to them and are picked up at leisure.
From the above the author concludes that it is quite practicable to
use the Poir6e system, with a regulating weir provided with Ghanoine
wickets up to a height of 13 feet; but the semi-regular hexagonal
needles should be preferred in order to prevent excessive leakage.
The best exemplification of the present practice of foreign engineers
in improving a river on a plan similar to that proposed for the Ohio is
to be found in the works recently executed by the French government
in the Upper Seine and Tonne.
REPORT OF THE CHIEF OF ENGINEERS. 445
IMPROVEMENT OP THE YONNE AND THE UPPER SEINE.
The following description is taken from the March number for 1873,
of the Annales des poiits et chaussSiS. This article is so valuable in
itself, and so pertinent to our present investigation, that but little of it
can be omitted. Unfortunately the illustrative plates do not accom-
pany the text, but are promised in some future number. It is believed,
however, that the plates that accompany the other reports suflQciently
explain this one. The author is M. Gambuzat, chief engineer desponts
et chaussSes.
The great water roate connecting Havre, Ronen, and Paris with Lyons and Mar-
seilles, hy the Seine and Yonne Rivers, the Burgundy Canal, and the rivers Sa6oo and
Rhone^ (sec map on plate 6,) had, until September, 1871, a very defective section ; in
£act, a veritable gap, 118 miles long, between Paris and Laroche, where the Burgundy
Canal enters the Yonne. In fact, mr eight or nine months of the year, from March to
November, the descent of loaded boats was only possible, especially on the Yonne, twice
a week, by the aid of artificial floods or waves from the Upper Yonne, and the draught
of water available varied from ^ feet to 3 feet 4 inches, and 3 feet 7 inches at most ;
BO that boats from the Burgundy Canal, drawing from 3 feet 7 inches to 4 feet 7 inches,
were obliged to break bulk at Laroche. As to ascending craft, they were generally
empty, or only carried a few tons of merchandise. This costly, slow, and altogether
insafficient navigation, was accompanied by groat fatigue, by dauger, and by numerous
accidents. Although it was somewhat less ditticult on the Seine, navigation was much
hindered, and often stopped, between Montereau and Paris. Since the Ist of September,
J 871, there has been a continuous navigation between Paris and Laroche, thanks to 17
movable dams constructed on the Yonne, and to 2 cut-offs and 12 movable dams con-
structed on tlie Seine. The minimum depth of water in the pools is 5 feet 3 inches,
and therefore boats can move up and down with perfect safety, drawing from 4 to 5
feet. At present, while the works are yet incomplete, the greater part of the loads,
eepecially those that come from the Nivernais Canal, do not draw over 4 feet ; but
when the works of the same kind (that Is, 8 movable dams and one cut>off, now being
built between Laroche and Auxerre, where the Nivernais Canal enters) are finished,
which will be by the end of this year, (1873,) the great advantages will be hapx^ly
realized which the government had in view, and which were looked for with impa-
tience, but with confidence, by the boating, commercial, industrial, and agricultural
interests.
The greatest flood ever known on the Yonne, that of January, 1802,
rose 16 feet at Montereau. The low-vvater discharge between Auxerre
and Laroche is 459 cubic feet per second, and the average slope 3J feet
per mile ; between Laroche and Montereau the discharge is 600 cubic
feet per second, and the slope 1 foot 10 inches per mile.
The first effort to improve the navigation of the Yonne was directed
toward checking the flow of the artificial floods by movable dams, in
order to prevent their too speedy absorption. On this plan, descending
boats and rafts were stopped at each dam, and after all had arrived a new
flood carried them to the next one. But the increasing demands of com-
merce for a continuous navigation caused the adoption of the present sys-
tem. Between Laroche and Montereau (the mouth of the Yonne) there
are now 17 movable dams, of which 6 belonged to the old system of navi-
gation by temporary floods. These had each a navigable pass varying in
width from 194 to 230 feet. One of these dams was replaced by a new
one, but the others were retained, with some modifications. Each had a
lock attached for use during low-water. Eleven new dams were con-
structed, all of which have locks attached, except those at the heads of
ca^otts, whose locks are generally at the lower end of the cut-off. The
navigation passes of these new dams are 115 feet in width, and the
weir has a minimum length of 164 feet. The sill of the navigation pass
is placed at 2 feet below the low-water line. The sill of the weir is
placed 20 inches above the same line, and therefore is 3 feet 8 inches
higher than the sill of the pass. Two cut-offs across difiicult bends
446 REPORT OF THP CHIEF OF ENGINEERS.
shorten the river a little more than 4 miles. At the head of each cut-
off is a guard-lock and at the lower end a lift-lock. At the Courlon cut-
off the lift of the lower lock is 12 feet 9 inches. The bottom width of
each cut-off is 52^ feet.
Wherever dredging was necessary a channel was made 100 feet wide
and 5 feet deep at low water.
The works for improving the navigation between Montereau and
Laroche, authorized in 1861, were nearly completed in 1868, when a
continuation up the Yonne to Auxerre was ordered. These new works
were commenced in 1869, and although retarded by the war with Ger-
many, will probably be completed by the end of the present year.
These new works consist of eight movable dams, (of which seven have
locks,) one cut-off, dredging, bank-protection, and minor works. The
dam of La Ohatuette, just below Auxerre, has a navigation-pass 138 feet
wide, closed by a Poir6e needle-dam, and a permanent weir 656 feet long,
whose top is even with the surface of the pool. The sole of the naviga-
tion-pass is 20 inches below low water. The chamber of the lock at-
tached to the dam is 27 feet wide, and has an available length of 305
feet. This dam was built under the old system of creating temporary
floods. The seven new dams have navigation-passes varying in width
from 98 to 115 feet, closed by Chanoine wickets, with their soles 2 feet
below low \Cater. The weirs, whose soles are 20 inches above low water,
are from 82 to 131 feet in length. Six of these weirs have needle-dams
on the Poir^e system, and one has large Girard shutters llj feet wide,
with a vertical height of 6J feet.
Five principal conditions controUed the decision on the position and lift of each dam :
1. The preservation of existing dams.
2. The horizontal plane passing through the tops of the wickets of the nayigation-
pass (whose height fixed the lift of the dam) shoald be 5 feet above the lower miter-
sill of the lock next aboye, and the same distance aboYe the intermediate bars, except-
ing those which were to be dredged.
S. The height of the nataral banks shoald be at least from 16 to 20 inches aboye the
level of the pool, excepting that certain {>arts near the dams were to be raised.
4. The space under the keystones of arched bridges, and under the bottom chords of
truss-bridges, should be at least 18 feet above the surface of the pools, because the
greatest space required for boats is seldom over 16 feet.
5. Finallyi & maximum vertical height of from 9 feet 10 inches to 10 feet 2 inches to
be given to the wickets of the navigation-pass.
On account of the very small flow in low-water, the surfaces of the
pools were always assumed as horizontal.
When the project for movable dams on the Yonne was approved, it
was not thought that wickets could be built on the Chanoine system
as high as 10 feet, but recently a sluice for navigation has been con-
structed on the Seine, through the Port & I'Anglais Dam, whose wickets
have a vertical height of 12^ feet.
BEPOBT OF THE CHIEF OF BNGINEEE8.
447
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448
REPORT OF THE CHIEF OF ENGINEERS.
Movable dams on Yonne — CoDtinned.
Distance
in milea
Total length via cat-offs
67.28
7.03
74.31
The elevation of low-water mark at Anxerre
above tide is 316. 85 feet.
Add lenfftb out-off
The total fall from Auxerre to Montereaa is. . 165. 84 feet.
TottJ length of river in ite
natural state
The length of canalized river from Auxerre to
Laroche is 14. 38 miles.
The length of canalized river from Loroche to
Montereaais .'>2.90 miles.
67.38
From the table we see —
1. Tbatf in the first section, Anxerre to Laroche, the 8 dams have lifts varying from
4 to 8 feet, and an average lift of 6^ feet. The two locks of the Gurgy cut-oS' have
each a lift of 8 feet. The 9 pools between the mouth of the Nivernais Canal and the La
Gravi^re Dam have lengths varying from four-iifths of a mile to fonr miles, with an
average length of one mile and a half.
2. 1 hat the Enineau pool is common to the first and second sections, and has a length
of two and une-Lalf miles.
3. That, in the second section, from Laroche to Montereaa, the 17 dams have Vifta
varying from 2 feet 10 inches to 7 feet 5 inches, and a mean lift of 5^ feet. The two
cut-off locks have lifts of 10 feet 8 inches and 12 feet 9 inches. The 16 pools between
the Epineau and the Cannes Dams have lengths varying from seven-eighths of a mile
to six and one-third miles, and an average length of three miles.
4. That the distance of two miles between the Cannes Dam and the Montereau
bridge is a part of the first pool of the Seine, which ends at the Varennes Dam.
The width of the floor of the navigation-passes of the new dams, with wickets, is
from 23 to 33 feet, measured in the direction of the current. The thickness is at least
equal to the lift of the dam, and seldom less than 6^ feet.
Between Auxerre and Joigny the body of the floor rests directly on solid rock or
chalk : the masonry was laid dry in coffer-dams. Between Joigny and Montereau the
main body is composed of a bed of betou, poured into an inclosureof piles and plank.
On this the floor of the sole, consisting of cut and hammered stone, was placed aft«r the
water was removed.
In the masonry floor anchors, iron rods, and cast-iron anchoring-p]at«s are imbedded,
in order to bind solidly to the masonry the wooden sill against which the breeches of
the wickets rest. '
The floor of the weir of the new dams has generally a width of 13 feet and minimum
thickness of 6^ feet. It is entirely of masonry, or formed by a wooden box filled with
betou and covered by a pavement of heavy stone.
The weir lies between a masonry pier 10 fet^t thick and 20 feet long, which separates
it from the pass, and a masonry abutment, which is connected with the bank by two
wing- walls.
Below most of the dams there is an apron, formed of heavy riprap of natural or
artificial stone. At some of the dams this riprap is held in place by piles driven in
quincunx order.
The passes of the twenty-two new dams on the Yonne are closed by movable wooden
Chanoiuo thickets, 4 feet wide, with 2-iuch intervals. During the season of low-water
the&e intervals are covered by plauks to make the dam tighter.
It iB well known that each wicket is movable around an axis forming the cap of the
horse, which itself turns around its sill, whose journals are held in two boxes fastened
in the lower face of the sill of the pass. The wicket, when upright, is inclined at an
angle of 13^ from the vertical, and laps 3 inches against the upper fiice of the sill.
The top is even with the surface of the pool." The axis of rotation of the wicket is so
placed that the height of the breech above the sill is 5-iV of the total height, and con-
sequently that of the chase is iV> The cap of the horse parses through an eye in the
head of a prop^ whose foot is supported, when the wicket is up, against a cast iron
heurter fastened in the sole of the x>ass. When the wicket is down the prop is retained
in a slide, of which the heurter is the head. When it is desired to lower a wicket, the
foot of the X)rop is tripped by a corresponding projection on the tripping-rod, which is
moved horizontally on the sole by means of a wheel and gearing placed in the pier or
in a wall of the lock, for each pass is managed by two trippiug-rods, each of which,
acts uiK>u one-half of the wickets, beginning at the middle of the pass.
On tlic other hand, the wickets, when down, are raised by a boat-hook, worked from
a boat furnished with windlass and other appliances.
REPORT OF THE CHIEF OF ENGINEERS. 449
It is qnite evident that the trestles, the props, and the tripping-rods are of wrought
iron ; the slides and the heartens of cast iron.
The weirs of the fifteen new dams between Laroche and Auxerre have been, since
their construction, supplied with automatic wickets, with movable counterpoises, on
the Chanoine plan. These wooden wickets {ire 4^ feet wide, with 2-inch spaces be-
tween. The weir can be made tighter by applying joint'covers over the open spaces
between the wickets.
Each weir- wicket is movable, like a pass- wicket, around a horse, which carries a
prop ; and for each wicket there is a heurter and slide. M. Chanoine had even added
tripping-rods, which, however, he did not regard as very necessary. The axis of rota-
tion of a weir-wicket being only 2 inches above the one-third the height of the wicket,
it was only necessary that the water in the pool should rise from 4 to 6 inches above
the top of the wicket to make it swing ; the movable counter-weight placed at the
foot of the breech, which kept the wicket up wheu the pool was at its ordinary level,
slipped to the chose when the wicket swung. If the level of the pool fell a certain
distance the wicket would swing back, and tne counter- weight would fall back to the
foot of the breech.
This ingenious system was striking in its simplicitv, and was accepted at on(}e after
the isolated experiments made at a single dam, while specially pre-occupied in devis-
ing means for rapidly passing a flood, without exhausting the pool above or injuring
the passage of river-craft ; but a great disappointment was experienced when the con-
tinuous navigation on the Tonne and Seine, between Paris and Laroche, came to be
tested. An official order of May 4, 1868, in approving the provisional regnlations
for the new method of navigation, authorized the engineers to put in operation
the dams built on the Seine and the Yonne, between Paris and Laroche. The
ofiiciiU order recommended that this delicat-e work should be undertaken with
all the precautions necessary to prevent injury to navigation. The dams on the
Seine were raised between the 18 th of May and the 7th of June. The first four
damis on the Yonne were closed between the 8th and 10th of June, but the rais-
ing of the thirteen others was only finished by the 5th of September, after the
closing of the canals. A difficulty immediately arose on account of the co-existence of
the artificial floods of the Upper Yonne, whose waves came twice a week, and swung
a certain nnml»er of weir-wickets, which wickets, although called automatic, would
not raise themselves until there was a fall of 3^ feet in the pool above, from which cir-
cumstance navigation was much hindered. Thanks to the zeal and activity of the
engineers, to the careful watch of the conductors, and to the devotion of the lock and
dam tenders, it was possible to master the situation during low-water. With boats
and difi'erant expedients devised by those in charge of the navigation success was ob-
tained in raising the wickets with sufficient rapidity, and the improvement of the new
system was finally apparent and conceded by all. But in the month of August the
waters discharged from the canals, and those from violent storms, increased by the
artificial flood-wave, produced disturbances in the pools that extended to Paris. In
consequence of this experience, care was taken to empty several of the upper pools
before the arrival of the artificial flood-wave. On the 22d of October a little rise of
8 inches from the Armangon River arrived at Laroche without being announced, and
consequently without the precautions prescribed for an artificial flood-wave having
been taken below. A complete derangement resulted at all the weirs and in all the
pools from Laroche to Paris. Immediately the engineers proposed to establish above
each weir, with movable wickets, a foot-bridge, which, with the aid of a windlass and
chains, would permit the management of the wickets and the regulation of the level
of the pool above ; meanwhile all the* dams were opened, and the system of artificial
flood-waves was continued freely as formerly. A board of three inspector-generals of
Ponts et Chau8<Se6, charged with an examination, heard those interested at Joigny, at
Sens, at Montereau, and at Paris. They adopted the propositions of the engineeis,
which, as advised by the General Council of Ponts et Cnausdes, were approved by an
ofldcial order of December 28, 1869.
In consequence, during the two seasons of 1869 and 1870 foot-bridges for maneuver-
ing were built above each weir with so-called automatic wickets ; and but for the un-
happy even to at the close of 1870, continuous navigation would have been established
between Paris and Laroche by the month of September, 1870 1 which, however, could
not be until the 1st of September, 1871, a year later. Each bridge for maneuvering is
composed of wrought-iron trestles, like the trestles of Poir^e dams, movable around a
horizontal axis at right angles to the axis of the weir. Each trestle is opposite the
middle of a wicket. These trestles are connected at their caps by two clamp-bars,
which fix the width of the bridge. Between these bars is a wooden flooring, which is
raised '^ inches above the level of the pool. The two clamp-bars are the rails upon
which rolls the truck that carries the hoisting-windlass. Finally, to this windlass
reach two chains, one attached to the head of the chase, and the other to the foot of
the breech of each wicket. By the help of the windlass, solidly fastened to one or two
29 E
450 REPORT OF THE CHIEF OF ENGINEERS.
trestles and the two chains, every maneaver necessary to re^i^alate the leyel of the
pool — raising Ioworin<;, or swindling the wickets — can be performed without fatigae
and without danger. In times of flood the trestles of the foot-bridee fall into a recess
nearly on a level with the crown of the weir. The planks, the clamp-bars, and the
windlass are put in store. The counter- weights have been removed from the weir-
wickets as no longer required.
This system has succeeded perfectly. At night each lock-tender is warned of the
change in the water-surface above his dam by an alarm, put in motion by a float.
Soon all the dams will be connected by telegraph, and the system thus completed will
prevent surprises.
In consequeDcc of tlie experience obtained in 1868 on the working of
the twenty-nine movable dams between Laroctje and Paris, it was de-
cided to improve the navigation of the Tonne between Laroche and
Auxerre, with passes opened and closed by movable wickets and weirs
provided with foot-bridges and needle-dams. An exception in the ar,
rangement of the weir was made at the Ile-Brul^e Dam, near Anxerre-
Which was provided with large shutters, 11^ feet wide, the invention of M. Girard*
These shutters, movable around a horizontal axis at the foot, placed on the upper crest
of the weir, were supported by props, which were the piston-rods of the same number
of inclined pumps, firmly fastened to the floor. These pistons are put in motion by the
water which comes by pipes nnder water, communicating with a reservoir supplied by
a turbine, which is itself pnt in motion by the fall at the dam. Finally the dam of La
Ohalnette, at Auxerre, at the head of river-navigation, has a stationary weir, and a
pass only closed by a needle-dam.
To sum up. Of the 25 movable dams established on the Tonne between Auxerre and
Monterean three are on the Poirde system proper ; there remains but one on the Gha-
noine system proper ; 22 have passes with Ghanoine wickets, bnt the weirs have different
systems ; 15 weirs have movable wickets with foot-bridges for maneuvering, 6 have
needle-dams on the Poir^ system, and 1 only has large Girard shutters. At present the
working of all these dams is easily managed, without danger to the attendant, and
surprises are no longer to be dreaded, thanks to the floats with alarms at each dam, and
the telegraphic communication from dam to dam.
There are 26 locks between Auxerre and Monterean, while there are only 25 movable
dams, because the Gurgy cut-off, just above the dam of the same name, has 2 locks.
Of these 26 locks 23 are new, and their chambers have a width of 'Mi feet, and an
available length [between chord of lift-wall and recess of lower gate] of 315 feet, so as
to receive six canal-boats coupled two by two, and two rafts coupled together ; 2 of
the 3 old locks, those of Epineau aud Port Kenard, have chambers 27 feet wide, with
an available length of 594 feet ; they therefore can receive six canal-boats and two
rafts one after the other; a single lock that at La Ohalnette, has a chamber 27 feet
wide, with an available length of 304 feet. This lock receives three canal-boats or one
faft ; which is not inconvenient, for j-easor.s given before.
The three locks of La Ohalnette, Epineau, and Port Renard have the faces of their
walls of cut and hammered stone ; the river-wall has a thickness of 8 feet 2 inches.
Thirteen of the 15 new locks below Laroche have only their extremities and the gate
recesses in masonry with vertical faces; the rest of the chamber is bounded by two
paved masonry slopes with 45^ inclination. [These slopes were originally made
of dry stoue resting upon beton, but several accidents and slides caused the dry stone
to be replaced by masonry, both here and for the upper surfaces of dikes.] This rock-
work, or scabble-stone for 10 locks and rough for 3, rests on a mass of oeton or ma-
sonry, founded on solid rock or sustained by a line of piles and sheeting ; the dike
which forms the river- wall of locks in the river has a thickness of 10 feet at the top,
with an exterior slope of rubble on an inclination of three base to two perpendicular ;
the foot of the exterior slope is protected by a line of piles and sheeting, or by heavy
stones, when it does not rest on rock. The top surface of the dike is covered with ma-
sour)'. This dike, which is of earth, and contains a core (^ feet thick of puddled clay,
is generally water-tight. The 2 locks of P^choir and St. Martin have on the land side
of their chambers a slope of 45^, and on the river side a vertical wall of masonry 8 fwst
thick, with an enlargement opposite the lower gate to contain the chamber in which
are placed the wheels and pinions which work the tripping-rod of the press.
Of the 8 new locks between Auxerre and Laroche, two, those at Mon6teau and BaR-
sou, are on the same plan as those at P^choir and St. Martin. The 6 other locks
have their chambers bounded by two vertical masonry w^alls, and for the 4 locks in the
• river, the river walls are 8 feet thick.
REPORT OF THE CHIEF OF ENGINEERS. 451
The cost of the forgoing works was as follows :
Fraaoa. DoUara.
The reservoir des Settons .• 1,327,680 152,259
Seven locks and dams, between Auxerre and Laroche, at 317,000
francs, ($60,230) 2,219,000 421,610
One dam without lock between Anxerre and Laroche 140, 000 26, 600
Eight locks and dams, between Laroche and Sens, at 462,000
francs, ($87,780) 3,696,000 702,240
One dam without lock between Laroche and Sens 170, 000 32, 300
Seven locks and dams between Sens and Montereau, al 561,000
francs, ($106,590) 3,927,000 746,130
One dam without lock between Sens and Montereau 200, 000 38, 000
12,715 meters (7.9 miles) of wide cut-off, at 238.45 francs ($45.30)
per meter 3,032,000 576,080
Miscellaneous work : protection of banks, dredging, damages, &o. 3, 440, 358 653, 668
18,152,038 3,448,887
The total length of the Tonne, in its natural state, between Auxerre
and Montereau, is 74.30 miles ; the length of the improved river, meas-
ured by the cut-ofifs, is 67.28 miles ; the cost per mile of improved river
is, therefore, $51,261 ; but if the cost of the reservoir des Settons be de-
ducted, the cost per mile becomes $48,998.
NAVIGATION OF THE UPPER SEINE.
The Upper Seine extends from Marcilly, at the mouth of the Aube,
to Paris ; but the portion between Marcilly and Montereau is generally
called the Little Seine, while that between Montereau and Paris is the
Upper Seine proper.
During low wat^r the depth of the Little Seine varies from 8 to 12
inches, and that of the Upper Seine from 20 to 24 inches. The greatest
flood known had an elevation at Paris, above low water, of 23 J feet.
The slope of the Little Seine in low water averages 14 inches per
mile, and that of the Upper Seine 13 inches per mile.
On the Little Seine there is a continuous navigation between the
mouth of the Aube, at which place the Upper Seine Canal enters the
river, and S'ogent, by means of the cut-off between Marcilly and No-
gent and the two dams of Confians and Nogent ; but from Kogent to
Montereau there are only four dams, which are used to give artificial
flood- waves as far as Montereau. The navigation of the Little Seine
is, therefore, not very important, but it is expected that, before long,
the same improvements will be introduced here as on the main Upper
Seine and on the Yonne. Although the navigation of the Upper Seine,
between the mouth of the Yonne and Paris, has always been very im-
portant, until September, 1871, it was intermittent for three-fourths of
the year and largely dependent upon the artificial floods from the Yonne.
This condition of affairs has been ended by the establishment of 12
movable dams between Montereau and Paris.
In examining the question of improving this navigation, it was ob-
served that the effect of an artificial flood-wave w^as insufficient after it
had traversed a distance of 19 miles.
In 1859, 3 dams, in accordance with plans of M. Ghanoiue, were ordered
at Champagne, (one mile below the mouth of the Canal du Loing,) at
Melun, and at Evry; and in 1860, 9 others were ordered at Varennes,
La Madeleine, Saraois, La Cave, Les Vives-Eaux, La Citanguette, Le
Coudray, Ablou, and Port-^-PAnglais. — (See the profile Fig. 52.)
The 12 larp;e inoTable dams .jo'st me'itioned were built between 1859 and 1864, after
the system of M. Cbanoiuei that is, with movable wickets 4 feet wide for the pass, and
452 REPORT OF THE CHIEF OF ENGINEERS.
automatic wickets 4 feet 3 inches wide for the weir ; the interval between two wickets-
was 4 inches ; a single dam, that at Melnn, retained for the weir the needle-dam which
was already bailt across the right arm of the Seine. The navigation-passes, which are-
of masonry, vary in width from 132 to 212 feet ; the wooden sills, solidly bailt into a
floor 32^ feet wide, are 10 feet below the level of the pool and 2 feet below low- water
line. The new weirs are from 197 to 229 feet long ; tneir sills are 20 Inches above low
water ; the floor, 13 feet wide, is formed of a wooden casing filled with b^ton, with
wooden ties on top, between which is inclosed a masonry pavement; each weir is con-
tained between a pier 10 feet wide, which separates it.from the pass, and an abutment
which connects it with the bank.
The locks have chambers 39 feet wide, with an available length of 587 feet, so as to
receive at least twelve canal-boats or foar rafts.
The extremities and the gate-recesses of the locks are bailt of masonry ; but the re-
vetments of the chambers are simply of paving made with rough stones laid dry, rest-
ing upon a core of b6ton placed under water and inclined at an angle of 459 ; the dike-
on the river side, which has a puddled core, is 10 feet wide on top ; its outer slope is
revetted with rough stone laid dry over riprap. The Port-il-1' Anglais lock has masonry
walls with vertical interior faces. The miter-sill is placed at least 5^ feet below the
surface of the pool below, which is assumed as horizontal.
The upper surfaces of the dams and of the locks are at least 16 inches higher than
the surfaces of the pools above them.
The test made in 1868 of the continuous navigation, which has been mentioned be-
fore, in connection with the movable dams on the Yonne, had shown the unreliability
of the automatic weir-wickets, and the lack of solidity of the revetments of the lock-
chambers, which ha4 been made of rough stones laid dry, and often crumbling under
the action of frost. The official order of December 28, 1868, approved of the comple-
mentary works which had been considered necessary, and which consisted chiefly —
1st. In lowering the lower miter-sill of the Port-^-rAnglais lock, and in reconstruct-
ing the chamber of this lock.
2d. In the establishment of foot-bridges for maneuvering, made with trestles placed
just above all weirs, with Chanoine automatic wickets.
3d. In the consolidation of the paved slopes of the lock-chambers.
4th. In the establishment of a line of telegraph between the dams.
The changes above mentioned were all made by September, 1871, hav-
ing been delayed by the war and the commanist troubles. All the worka
are firm and solid, and have succeeded perfectly.
The following table gives the principal dimensions of the dams and
locks :
REPORT OF THE CHIEF OF ENGINEERS.
453
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454 REPORT OF THE CHIEF OF ENGINEERS.
PORT-A-L* ANGLAIS DAM.
On account of tbe great distance — fifteen miles — between the Port-M*Anglais Dam'
situated above Paris, and the SnresnesDam, situated below, and in consequence of the
final abandonment of the project of establishing a dam in the city itself, the official
order of December 28, 1868, directed the lowering of the lower miter-sill of the Port-Jk-
TAnglais lock and the reconstruction of the chamber-walls. Consequently a plan for
lowering the lower miter-sill 3^ feet, and for bounding the lock-chamber by two masonry
walls with vertical faces, was approved May 12, 1869, and the work was executed in
1869 and 1870.
"While the work of lowering the lower miter-sill of the lock of the Port-^-F Anglais Dam
was in progress, navigation was kept up through a breach 115 feet wide made in the
weir near the right bank, where the channel formerly ran. An official order of Febru-
ary 25, 1870, approved a project presented December 18, 1869, by the engineers, to con-
struct in this breach a sluice for navigation having its sill 2 feet 4 inches below the sill
of the pass, and closed by wickets 12 feet 2 inches high. The works were executed in
1870, and were almost entirely completed a few days before the investment of Paris.
It was only in 1871 that the sluice could be tried, as also the whole work at Port-^-
r Anglais.
This sluice, 94 feet long, is closed by 26 wickets 3^ feet wide, and having their tops
4 inches below the level of the upper pool, so that a film of water 4 inches in depth
flows over them ; but it is easy to add a piece of plank to the tops of the wickets, which
now have a vertical height above the sill of 12 feet 2 inches, and which would then have
12 feet 6 inches. A foot-bridge, supported by strong wrought-iron trestles, 15 feet 8
inches high, is established abovo, in order to handle the wickets, which are thrown
down by means of a tripping-rod.
The original intention was to establish a foot-bridge above the pass of the Port-^-
PAnglais Dam, which would have had the advantage of |)ermitting the person in charge
to cross the river on foot when the dam was closed ; but the matter was postponed,
and is now altogether abandoned, because in times of ice and break-up it is essential to
have the means of opening any part w^hatever of the dam ; for, during the nights of
the 7th and 8th of December, 1871, there happened a sudden and exceptional degree of
cold, (21^,) and the dams being all up, were encased in ice before it was possible to
open anything ; but long before the ice melted, the wickets of the pass, whicn were not
preceded by trestles, were cleared, and before the break-up these wickets were lowered,
which enabled the cakes of ice to pasis through without injuring the dam. With a
complication of wickets and foot-bridge, it might not have been possible to have at-
tained the same result.
At the Port-ii-r Anglais Dam a trial is being made of what are called " Papillon
valves,^' which, when placed in the chase of a wicket, open of themselves when the
water reaches a given height, and easily close when it falls below it. By using
a number of these, a much larger discharge than is now possible could be accommodated
before it became necessary to swing the wickets of the weir.
The cost of the work on the Seine has been as follows ;
5 locks and dams between Montereau and Melun, at 809,283
francs, ($153,764) 4, 046, 416 fr.=|768, 819
6 locks and dams between Melun and Ablon, at 864,235
francs, ($164, 205) 5,1^5,411 fr.=«985, 228
1 lock and dam at Port-M' Anglais 1, 580, 733 fr.=$300, 339
MisceUaneous, dredging, dikes, engineering, <&c 3, 541, 500 fr.=$672, 885
Total 14,354, 060 fr.=$2, 727, 271
Length of the river, Montereau to Paris, 61 miles.
Cost per mile of improved river $44,931.
MEANS OF TRACTION AND DIMENSIONS OF RIVER-CRAFT.
Under the system of artificial waves all down-stream traffic floated
with the wave, and upstream boats were towed from Paris to Montereau
by tugs that pulled themselves alonii: by a sunken chain ; above Mon-
tereau they were pulled by horses. Since the establishment of contin-
uous navigation both of tbe above methods continue in use, and steam-
boats that themselves carry freight made their appearance on the river.
As tbe new navigation has just begun, boats do not yet draw all the
water available. Tbe average load of a canal-boat is 100 tons, and the
REPORT OF THR CHIEF OF ENGINEERS. 455
maximum load is 200 tons, while large river-barges carry from 300 to
350 toDS.
liafts are generally 300 feet loift, 16 feet wide, and from one foot and
three-quarters to two feet in depth. They contain about 120 tons of
timber. Canal-boats are 100 feet long and 16 feet wide, and large river-
barges are from 115 to 130 feet long, and from 23 to 26 feet wide. (The
latter are almost exactly the size of the coal-barges used on the Ohio.)
CONCLUSIONS. •
The following are the conclusions of Mr. Cambuzat in reference to
the adaptability of the various systems of movable dams that have
been tested on the Seine and Yonne:
To sum up, in a system of continuoas navigation —
Ist. When the lift* is small, not exceediug 5 feet, it is advantageous to use Poir6e
dams, with foot-bridge and needles and a permanent weir, the foot-bridge being raised
from 10 to 1*2 inches above the surface of the pool.
2d. For lifts from 5 to 8 feet, dams should be used whose passes are closed by
ChaDoine wickets, and whose weirs are surmounted by Poir^e trestles and needles,
and whose foot-bridges are raise<l from 10 to 12 inches above the surface of the pool.
3d. For lifts exceeding 8 feet, large wicketa worked by the ahl of a foot-bridge can
be safely used; but in order to guard against surprises in times of flood, of thaws,
and of break-ups, the sill of the pass should be sufiiciently raised to receive wickets
maneuvered by the aid of a boat, and the weir should be surmounted by trestles with
needles.
DE lagren:^ on movable dams.
After the above had been translated, a copy of De Lagren^'s recent
work, '' Gours de Navigation InUrieure, Fleuves et Rivieres, Paris, 1873,"
was received from the pnblisher, which contains full information about
the Girard shutters, which are noticed in the Annates, but are not repre-
sented in the plates, and also gives drawings of several other systems.
Being the latest work on the subject, it is believed to contain a complete
summary of the progress of invention in such matters up to the present
date.
The following is taken from this work:
BEAR-TRAP GATES— (AMERICAN SYSTEM.)
The American system, which I am abont to describe, is defective in more than on
respect, bnt ncYartbeless it is interesting to become acquainted with it, because it ha
probably served as the starting-point in seeking the more perfect methods , (See
Figures 1, 2, 3. The drawings of this system, as given by De Lagren^, show, in
addition to the two gates, a Thdnard counter-shutter, which is placed in the sluice
above the gates. As the text sufficiently explains the position and use of this additional
member, it has not been considered necessary to redraw the figures, which were taken
from llagen. The circumstances under which the brar-trap gates are used on the
Marne are different from those under which they were originally used on the Lehigh,
and hence the necessity for the additional shutter.)
At the dam of l^euville au Pout, on the Marne, in the department of the Upper
Marne, there is a sluice with an oponing of 29 feet S inches, which is provided with
American gates.
The system is composed of two gates somewhat like those used to close l)ck-chara-
bers, except that their quoin-posts are horizontal, and are phicod across the sluice in a
chamber excavated in the floor.
The distance between the two quoin-posts is less than the sum of the width of the
gates, so that when they lie down the up-stream gate rests on the down-stream one.
The sill of the floor is 3 feet below low-water, and 9^ feet below the surface of the
npper pool.
The length of the gates is 31 feet ; they therefore extend 8 inches into the face of
each pi'^i', and their motion takes place in a recess, against the edges of which each
end or the gates is supported when their movement is ended.
The piers of the sluice are pierced fn)m above to below by culverts, whose ends can
be closed at will by means of valves placed in wells.
456 REPORT OF THE CHIEF OF ENGINEERS.
Above the ^tes ehutteiB are placed which can temporarily close the sluice. These
shutters have their axis of rotation fixed on the floor, and they fall up stream. When
they are raised they are held nearly vertical by two retaining-chains listened to the
floor : when they are laid down they are held in a horizontal position by spring-latches,
-which are fastened on their upper snrfaces, and catch of themselves on a stop-bar,
which is fixed transversely on the floor. A slight rotation of this bar is sufficient to
disengage the latches, and thus free the shutters.
These shutters will at once be recognized as the counter-shutters of the Th^nard
system, and their assistance is necessary in order to start the American gat«s, as I will
proceed t<o explain.
In order to shut the sluice, the attendant commences by closing the down-stream
valves of the culverts in the piers ; he then opens the up-stream valves and disengages
the latches of the shutters ; the latter are immediately brought up by the current ;
they close the sluice and stop the flow of water through it ; the lower pool lowers
-and the upper pool rises. This difference of level causes a pressure under the gates,
which finally raises them until they meet the wooden heurters placed in the recesses in
the piers.
The water, still rising in the upper pool, soon flows over the shutters and fills the
space between them and the gates ; the former being thus relieved from the pressure
that kept them up yield, partly to the effect of their own weight, and partly to the
pull of the retaining-chains, and fall down on the floor, where their latches again catch
under the stop-bar.
The maneuver of opening is still simpler. It is limited to closing the up-stream
valves in the piers and opening the down-stream ones. The water under the gates
loses the pressure of the upper pool, and a portion of it flows into the lower pool, and
the gates lie down in their chamber.
Experience shows that the gates begin to rise when the fall from the upper to the
lower end of the sluice is at least two feet. The time used in closing the sluice depends,
therefore, upon the time needed by the river to generate this fall. The maneuver of
opening only lasts three minutes, and the gates immediately sink.
The American system, which has just been described, gives rise to the following
remarks :
In the first place, the gates are not balanced around their axes of rotation like Des-
fontaines' wicket, nor are they received by a water-tight cavity, and, even after immer-
sion, they retain considerable weight, which prodaces a decided moment of resistance.
The calculations which the aatbor gives show that the total weight
of the upper gate is 20,840 pounds, and that of the lower or counter
gate is 49,756 pounds. The width of the upper gate is 13 feet, and that
of the lower gate, measured from its axis of rotation to the axes of the
friction-roUers, at its upper end, is 20 feet. When the gates are down,
the center of the friction-roller of the lower gate is 5 feet 7 inches from
the axis of rotation of the upper gate. When the gates are down the
pressure that must be applied to the under surface of the lower gate in
order to start them is 709^ pounds per running foot, or 35| pounds per
square foot
Thus the mere weight of the apparatus requires a difference of level of nearly 7 inches
in order to put the gates in motion.
In this system there are other resistances to raising. Both the gate and the connter-
^te turn around a wooden axle 31 feet long, which is held by eleven collars of 1 foot
interior diameter. This large diameter is the cause of considerable firictlon. More-
over, between the collars each axle turns in a hollow cut-stone quoin ; consequently
we find here a double difficulty ; in fact, if we leave much play between the axle and
the hollow quoin, imitating the practice with lock-gates, we cause considerable leak-
age, and the loss of pressure of the sustaining water may become too great. If, on the
other hand, we ^reduce the play to fractions of an inch, the least entrance of sand or
sediment will cause friction that cannot always be overcome.
Each axle, although perfectly true when the gates are built, may lose its shape after
a little while, and by its bending may produce abnormal pressure on some of the col-
lars.
The friction of the axles is not the only thing that must be met. There are besides,
seven rollers at the upper end of the counter-gate.
The lever-arm of the lifting force, exercised by the counter-gate, under the gate, is
very feeble at the beginning of the movement.
Finally, the leakage under each of the four edges of the gate, and of the counter-
gate, must be considerable, and there must be a perceptible loss of pressure in the
water that put the apparatus in motion.
REPORT OF THE CHIEF OF ENGINEERS. 457
I woald farther remark that the lowering of the fixates is not readily done, unless the
angle which is made at the top between the gate and the coanter-gate when they are
np is very obtnse, which makes it necessary to give a great width to these members.
This great width increases the resisting moments of the apparatus, as well as the loss
of pressure in the water, which is the motive force.
These remarks explain why it has been thought necessary to complete the American
system by adding to it a provisional closing apparatus by means of up-stream shutters.
These shutters protect the gate from the dynamic pressure due to the current, and, be-
sides, they generate the fall which is necessary to raise the gates, which, as we have
seen in what precedes, must be at least 2 feei. The same object could have been at-
tained by a needle-dam, which would also have been useful for other things, as I have
explained in the preceding chapter.
The American sluice of La Neuville, considered by itself as consisting of two piers,
the floor, the double system of closing, and the down-stream apron of riprap, cost
71,595 francs, ($13,603.)
The American dam is now completely abandoned, and almost entirely forgotten in
America. (Mal^zieux : Public works in the United St-ates, p. 280.)
The sabstance of what M. Mal6zieux says is that, when he asked
Americau enj^n^^^i's about their movable dams, they did not know what
he meant. Only the older ones recollecteci having seen on the Lehigh
a movable gate, whose sole object was to produce artificial waves for
bringing down timber. «
At present the Lehigh has only permanent dams below Mauch Chunk. Above — be-
tween Manch Chunk and Whit-e Haven — there are only ruins, which either show the
violence of the floods or the lack of experience of their builders.
DRUM-WICKETS WITH INDEPENDENT COUNTER- WICKETS.— CUVINOT
SYSTEM.
After studying the Desfontaines system, M. Cuvinot proposed to en-
.deavor to improve it while fulfilling the following conditions :
1st. To reduce the length of the counter-wickets.
2d. To lessen the loss of pressure in the water that moves the apparatus while it is
passing through the drums.
3d. To make the wickets independent, so tl\at those which are to be lowered in order
to regulate the level of the pool may be chosen at will throughout the length of the
dam. so that the cataract may be divided.
4tn. To obtain stability for the wickets, so that none of them can rise or fall with-
out the intervention of the dam-tender, whatever may be the variations in level above
or below the dam.
We wiU assume for discussion a height of dam of 9 feet 10 inches.
The navi^ble pass is supposed to be provided with movable apparatus of any system
whatever— %hanoine wickets, for example — and the following is the manner in which
the inventor proposes to construct the weir :
The permanent siU of the weir is placed at 3 feet 3 inches above low-water.
In the body of the masonry three large cavities or longitudinal conduits are pre-
pared, which are parallel to the axis of the weir, and are arranged as follows, begin-
ning on the up-stream side, ^see Plate II :)
First, a rectangular condait, 4 feet 1 inch wide, and 6 feet deep.
Secondly, a conduit of a nearly circular shape, whose bottom is likewise 6 feet
below the permanent sill, and whose width at the level of the floor is 9 feet 7
inches.
Lastly, a third conduit similar to the first. These three cavities are separated by
two division- walls, each 2^ feet wide.
The up-stream rectangular conduit is in constant communication with the npper
pool. The down-stream one is always in communication with the lower pool. These
two aqueducts, whose tops are covered, perform parts analogous to those of the
upper and lower conduits in the Desfontaines system.
The half circular conduit is divided by diaphragms into compartments 3 feet 7
inches long, completely independent of each other.
Two consecutive diaphragms support, in their middle, the axis of rotation of a
counter-wicket, which moves in the drum, and describes an angle of 130^. The
two arms of the counter- wicket, after inclosing the axis of rotation, are prolonged
above the plate that covers the drum, making abend of 20^. These extensions become
two props, which are provided, at their ends, with Mction-rollers.
The diaphragms also support the axis of rotation of the wicket. This axis is placed
458 REPORT OF THE CHIEF OF ENGINEERS.
farther up stream than that of the counter-wicket, and at a slightly higher level, so
that when the wicket is down it covers the props, and its end rests on the friction-
rollers.
Each compartment of the circular conduit commnnicates with the npper conduit hy
a hole in the dividing- wall, which always remains open.
Each compartment of the circular conduit is, at will, put in communication with the
lower conduit by a hole in the dividing- wall, and this hole is opened or shnt by means
of a valve, according to the needs of the service.
We can now explain the working of the apparatus. When the counter- wicket turns
aronnd its axis of rotation under the influence of the hydraulic pressure, the props take
the wicket in reverse, and make it describe an angle of 70^. In its last i>o8ition, and
throughout its movement, the wicket rests upon the rollers of the props.
If the new weir had no other arrangements than those ju^t described, its maneu-
vering would not differ from that of the Desfontaines weir. The combination by
which the independence of movement of the wickets can be assured is yet to be de-
scribed.
Let us suppose the dam down, and let us imagine that each one of the holes connect-
ing with the lower conduit is closed by a water-tight valve ; whatever may be the
pressure brought to bear upon the up-stream faces of the counter- wickets, none of
them will budge, for there is a play of one-seventh of an inch around the perimeter of
each, and consequently there is an equality of pressure on the two faces of each coun-
ter-wicket. As soon as one valve is opened the counter-wicket of the compartment^
thus relieved from pressure on its down-stream side, will commence moving, and will
set up the wicket which it controls. The valve once closed, the equilibrium of the
pressure will be immediately re-established on the two faces of the counter- wicket, and
the wicket, pressing on the rollers with the pressure due to the lift of the dam, will
carry back the counter-wicket to its first position as it falls down itself. In order to
permit this movement of lowering, it is necessary, even when the wicket is up, that
there should be a water communication between the up and down stream faces of the
counter-wicket. Thus, contrary to what happens in the Desfontaines system, the coun-
ter-wicket, when the wicket is up, does not make a water-tight connection with its
seat, but is supported on a certain number of points, so as to permit leakage around its
perimeter.
Maneuvering will then be reduced to that of the valves, of which I have just spoken,
and can easily be controlled by means of a rod with projections, which is placed
in the lower conduit. By suitably arranging the projections of this rod, all the wick-
ets can be lowered in snccession, in whatever order may have been determined in ad-
vance.
The raising will be done in inverse order.
The axis of rotation of each valve is provided with a projecting finger, (Fig. 66,)
whose direction is parallel to that of the valve. This finger, when pushed l*y the pro-
jection, remains horizontal while the projection rests npon it.
When the projection is drawn back by a movement of the rod, the valve, which is
now free, is swung down by the counter- weight, which is fastened to it for this object.
It has been foreseen that a case might occur in which this counter- weight would
be insufficient to overcome the adhesion of the India-rubber facing and to cause rota-
tion.
A counter-finger, likewise fastened to the axis of the valve, and at right angles to
the finger, receives the push of the tripping-rod through a stud, which forms a kind of
counter-projection. When the movement has once begun, the counter-weight will
always suffice to swing open the valve, and the counter-finger will not be in the way
of the advance of the bar while the movement of lowering the wickets is in progress.
This brief description already shows that, by placing the upper and lower conduits
outside of the drums, it is much easier to increase their cross-section ; this is an im-
portant consideration in order to avoid loss of pressure.
It can also be seen that the relative positions of the wicket and the counter- wicket
lead, as a first consequence, to the possibility of a reduction of the length of the latter.
In fact, for a dam constructed under conditions similar to that at Joinville, a lift of 6
feet 7 inches compels the adoption of a counter-wicket descending to H feet 2 inches
below the x)ermaneut crest. In the system described in this chapter, the counter-wicket,
describing an angle nearly double that described by the wicket, can furnish the same
quantity of eftective work with a shortt»r length, and the depth of the excavation in
the masonry is thus diminished about 2 feet.
The weir is contained between two piers or abutments, which are penetrated by the
two rectangular conduits ; they end in aqueducts, which pass through the entire length
of each bounding wall, and are perpendicular to the direction of the dam. These aque-
dncts have three valves: The first, commencing up stream, is between the opening for
taking water and the end of the raising-tube ; it is seldom closed, except during floods
of muddy water, and during the cleansing operations, which will be describe next.
The second valve is between the two conduits, and is generally closed. Lastly, tho
^
- KEPORT OP THE CHIEP OF ENGINEERS. 45 &
third valve is placed below the emptying-condnit, and is always open, except in rare
cases.
As a mie, the np-stream conduit is left in constant communication with the upper
pool at both ends, and the lower conduit in communication with the lower pool.
The only work to be done to regulate the level of the pool consists, as I have said,
in shifting the tripping-rod.
If the upper rectangular conduit should receive sedimentary deposits, it is only neces-
sary to close the upper valve of one of the piers and to open the middle valve of the
same pier. A very rapid current will be formed in the conduit, and will clean it out.
A similar maneuver will assure the cleanliness of the lower conduit.
However, deposits, if they should occur, need not be dreaded, since they will be
localized in the two conduits at a distance from the drums, and they could have no
injurious effect upon the march of the counter-wickets, except by slightly diminishing
the cross-section of supply or discharge.
The establishment, above the wickets, of a line of trestles, carrying a foot-bridge, is
demanded by general reasons which apply to all wicket-dams ; in fact, it is important
to give the lock-tender an easy circulation from one shore to the other. In addition,
the line of trestles permits the construction of a temporary dam for repairing, either
with the view of momentarily replacing the wicket-dam by one of needles, or of mod-
erating the current by means of a screen of needles placed iu front of lowered wickets,,
or of regulating the inclination of the wickets, as I have explained in speaking ef the
Joinville Dam. In conclusion, although a foot-bridge above is not indispensable for
the Desfontaines or the Cuvinot Dam, I think that there ought to be no hesitation
about establishing one.
The author then calculates the amount of the forces that act on the
difterent parts of the apparatus, selecting the wicket nearest the pier,
as iu this system this should be the last wicket raised. Even in this
case there would be no diflQculty in raising the wicket. There may be
some trouble with the friction-rollers, but the proper test of the system
is to try it, which, apparently, has not yet been done.
He suggests that the masonry in the weir might be greatly reduced
by omitting the upper and lower conduits, and opening direct communi-
catioQ between the drams and the upper and lower pools. The ob-
jection to this is that the drums might be filled with sediment and
vegetable matter brought down by the current.
POIEl^E NEEDLES.
M, De Lagren6 states that experiments with needles having sections
of the form of regular or semi-regular hexagons have shown that, owing
to the bending of the needles and to practical difficulties in placing them
in the positions which theory would indicate, it has been decided to
give up these sections and to return to the square. He suggests for
trial needles shaped like aT, which are to alternate with square needles.
This solution, however, does not appear altogether satisfactory 5 and
he also proposes for trial needles whose upper sides are slightly rounded
and are provided with strips of India-rubber, with the view of overlapping
adjacent square needles. The upper portions of T-needles and of those
with India-rubber flaps ought to be square, but this will not be objection-
able, as the greatest leakage is nearest the sill. He also suggests the
use of hollow needles made of planks, for which he gives the necessary
calculations. Such needles would have to be handled by mechanical
means. Two such needles were tried in the pass of the Melun Dam, in
September, 1872, when there was a fall of 7 feet 2 inches, and there was-
no difficulty in putting them in place. Sections of these forms are given
on Plate 10, Fig. 62.
The author thinks that intermediate supporting-bars are necessary in
high needle-dams, and states that since their adoption on the Lower
Seine, in 1868, the breaking of needles has almost entirely ceased.
M. Gadot suggested that it might be advantageous to have trestles
460 REPORT OF THE CHIEF OF ENGINEERS.
with two stories of needles. He proposed to fasten pins to the upper
legs of the trestles, a little below the tops of the lower needles, and to
place on them the sill for the second story of needles. This sill should
be of T-iron, hooked on to these pins, and should be put in place after
completion of the lower story of needles. This plan would make two
footbridges necessary at different heights, and it might happen that
the removal of the upper story of needles would not sufficiently lower
the water to expose the lower foot-bridge. That, however, might be
remedied by limiting the two-story arrangement to a part of the dam,
a>nd making the rest of long needles. If the removal of the latter did
not suffice to uncover the lower bridge, the needles of the lower story
would have to be removed by a boat. This plan, although not yet in
use, seems to promise good results.
SHUTTERS WTTH PONTONS.— KRANTZ SYSTEM.
The plan of dam proposed by Chief Engineer Krantz in 1866, and now in conrse of
constraction on the Lower Seine, at Port Villez, suggests new combiuationSi which I
wiU explain from the description of the inventor whioh accompanied his plan.
M. Krantz first decided on the principle that every movable dam shonld satisfy the
following conditions :
l.^It sDonld be maneuvered by the aid of the natural forces of the water-coarse,
properly brought in play, and without exposing the attendants to any risk.
2. The whole apparatus should at all times be subject to human control.
3. It shonld, spontaneously, correct the slight changes of level in the pools, and
«hould rarely require the intervention of man.
4. It should only be composed of strong parts, capable of resisting violent shocks.
5. It should only require for its establishment constructions similar to those which
are habitually built on our rivers.
6. It should be 8u£Qciently tight.
7. It should be applicable to lifts greater than those of the present dams.
Then comes the description, which I copy verbatim, allowing the inventor to speak
for himself :
"The dam which we are about to describe is planned to sustain a lift of 9 feet 10
inches.
" When lowered, it should not project above the horizontal plane drawn 2 feet 7
inches below low-water.
'* We could easily have chosen a different relief, as the system is well adapted to it.
But, on the one hand, the depth of 2 feet 7 inches is that of the navigable passes con-
structed on the Lower Seine, particularly at Suresnes ; and, on the other hand, a lift
of 9 feet 10 inches is that of our highest needle-dams. By choosing these dimensions
we render the comparisons which we intend making more simple and more conclusive.
" The essential parts of the dam are : (Plate 12, Figures 67, 68, 69, 70.)
** 1. The lockette, (4olu8ette, or little lock,) by which the water which serves to work
the apparatus is distributed under the proper pressure.
** 2. The dam proper, which includes the ponton with the upper wicket, and its
valves, and the water-conduit.
" The lockettes are placed at the ends of the different sections of the dam, each of
which 'may have as great a length as 300 feet.
" Their number, and the spaces between them, depend upon local circumstances, with
which we have no concern at present.
" As to the dam, whatever be its importance, it is divided into elements 9 feet 10 inches
long, which act simultaneously under the action of the same forces, while ab the same
time preserving a mutual independence.
" The lockettes are of metal, and rest upon a masonry base. They are hollow, and
communicate with the upper and lower pools.
"Two sets of valves, with vertical axes, placed near the ends, permit at will the in-
terruption or the establishment of communication between the central part of each
lockette and the pools.
" Whence it follows that the lockette is, in fact, what its name indicates— a kind of
lock, of small size, in the chamber of which one can, at will, by a suitable movement
of the valves, maintain either the level of the upper ik>o1, or that of the lower pool, or
nn entirely different intermediate level.
" The side wall of the lockett« which adjoins the dam is pierced at the height of the
conduit by a rectangular opening, through which flows the water destined to raise he
Apparatus, or by which it escapes when the dam is to be lowered.
REPORT OF THE CHIEF OF ENGINEERS. 461
** This opening is ll^feet long and 2 feet wide, and has a surface of 23 square feet.
''The conduit extends under the entire length of the dam. It is connected at its
ends, by means of the opening just mentioned, with the chamber of each lockette.
" By them it can be pat in communication sometimes with the upper pool, sometimes
with the lower pool. By them it can receive water coming from a level intermediate
between those of the two pools.
" The opening which forms the communication between the chambers of the lock-
ettes and the conduit is always clear. This communication is never interrupted.
*'The conduit is trapezoidal in form; its down-stream wall is vertical, and stops 2
feet 7 inches below low- water ; its up-stream wall is formed by a part of a cylinder,
concave down stream, and described with a radius of 14 feet; this wall rises to 3 feet
4 inches below low- water.
' The width of the conduit on the bottom is 14 feet 9 inches ; its depth below low-
water is 8 feet 7 inches.
** The section of the conduit of a dam of the importance of that which we have de-
scribed.is 122 square feet.
*'The office of the conduit is to distribute in all parts of the apparatus the water 6{
different pressures, which is the effective force.
" We will now examine the appliances by means of which this force acts to work the
dam.
" The essential organ is the ponton.
** It floats in the conduit and receives the immediate action of the water.
''The ponton is empty, and the volume of water which it displaces constitutes an-
ascending force of such a character as to suppress entirely, or partly, the weight of the
apparatus.
''Its general form is a rectangle rounded at its ends.
" Its dimensions are :
"Length, including borders 9 feet 2 inches.
"Width, at right angles to dam 13 feet 5 inches.
"Thickness 3 feet.
"Weight, including iron- work 14,405 lbs.
"Volume of water displaced 21,839 lbs.
'* Each ponton, then, tends to rise with a force equal to 21,839 lbs. — 14,405 lbs. =
7,434 lbs.
" Wo will see later under what conditions this ascending force acts.
" Each pontou is fastened by two hinges, with horizontal axis, placed a little belowi
the upper down-stream angle of the water-conduit.
" It oscillates around this axis without passing the extreme positions, which will be
indicated afterward.
"At its upper up-stream angle the ponton has an axle to which the upper wicket is
fastened and around which it turns.
"We add, that the ponton is solidly built, of strong sheet-iron, and is water-tight,
And a man-hole permits a workman to descend to examine the riveting.
" Besides, there is auother orifice, through which a pump can be introduced to
remove whatever water has penetrated through the joints.
"When the dam is raised, the upper wicket is inclined down stream at an angle of
30° with the vertical. It extends downward to 5 feet 4 inches below the level of low
water, and upward to 9 feet 4 inches above the same level.
"Its dimensions are as follows :
" Length parallel to the dam 9 feet 10 inches.
" Vertical height 14 feet 2 inches.
" Height measured on the inclineof 30^ 16 feet 4 inches.
" Weight, all told 8,515 lbs.
" When the dam is raised the level of the pool is 6 inches, measured vertically, above
the upper crest of the wicket ; from this results a superficial overflow over the entire
length of each wicket, and consequently over the dam.
Ab we have said, the wicket is fastened at the upper angle of the ponton by means
of hinges, and each point moves in a plane perpendicular to the dam.
" The axis of rotation is placed at 1 foot 4 inches above the center of pressure of the
water as calculated for the normal lift.
" In the upper part of each wicket there are three Papillon valves, (Fig. 69.) These
Talves corresponding to the shape of the wicket, are each 3 feet 1 inch high, and 2 feet
wide. Their upper edges are 4 inches below the top of the wicket.
"Designed for automatic movement, they are fixed to a horizontal axis of rotation
placed at 1 foot 4 inches above their lower edge.
"They are checked in their movement of rotation by a chain fastened to the valve
itself, which does not permit them, while opening, to fall below a slope of 15° with the
horizon.
462 REPORT OP THE CHIEF OP ENGINEERS.
^'Tlie retainios-chain baa a counter- weight, whose use will be ezplaioed further on.
*' We will further add, that the pontons have wooden borders at their ends.
^' That they are separated by 8-inch braces, which serve as the upper connection of
the frames and walls of the conduit, while they are fastened below to a heavy beam.
'* That the line which joins the centers of two axes of rotation makes an an^le of
100° with the plane of the wicket when it is up, and consequently makes an angle of
10° with the normal to this plane.
"A.nd that two stops firmly tastened to the metal frame-work limit the play of the
apparatus.
^^ This brief description enables us to take up the description of the movement and
the calculation of the forces developed in the different positions of the dam.
" The first position to be considered is that of the dam down. (Plate 12, Pig. 68.)
" The ponton is then submerged in the conduit. The wicket lies horizontal, and
covers it, and the Papillon valves are likewise horizontal.
'* The river flows freely, and there is no sensible difference of level above and below
the dam.
' In this condition there is no pressure, and the apparatus is only urged upward by
the^bnoyant effort of the water displaced by the ponton ; likewise its own weight is
the only force which tends to press it down.
''Then the volume of water displaced is 35^ cubic feet per running foot, which cor-
responds to an upward pressure of 2,214 pounds. This pressure acts at a distance of
6 feet 11 inches nrom the axis of rotation, and has in reference to this axis a moment of
15,254 foot-pounds.
The weight of the iron- work, wood, and appendages of the ponton is 1,462 pounds,
and as this weight acts at a distance of 7 feet 4^ inches from the axis of rotation, it
gives a moment of 10,790 foot-pounds.
" To which must be added the portion of the weight of the wicket which rests upon
the upper hing. It is 255 pounds, and act« at 13 feet 5 inches from the axis of rotation,
giving a moment of 3,420 foot-pounds. This added to that of the ponton gives a total
of 14,210 foot-pounds.
'' Thus the moment of the buoyant effort exceeds that of the weight by 15,254 — 14,210
=1,044 foot-pounds.
" Will this excess of force be sufficient to overcome all the passive resistances of the
machinery, such as friction on the axis, and on the sides, weight of the water, &c, f
We do not think so.
" But if the ponton should tend to rise under this feeble impulse, a few pounds of ballast
would suffice to hold it in its place.
* *' We may, therefore, until experiment has decided the question, retain these distri-
butions of weights, which have the incontestable advantage of making the machinery
very sensitive at the start.''
A difiference of level seems necessary in order to pat in motion the
apparatus as described. The question is how to secure this while the
pass remains open.
'^Two ways of overcoming this difficulty- present themselves.
'^ In the first place, it is possible so to increase the volume displaced by the ponton
as to make an upward moment sufficiently great to overcome all the resistances to
motion.
** But this would lead to a very considerable lowering of the bottom of the water
conduit.
'^ Moreover, the ascending force thus created becomes an obstacle when the dam is to
be let down or is to be kept down.
** Another remedy must therefore be sought.
'' It consists in borrowing the water necessary to start the apparatus from a reservoir
established on the bank, which fills itself from the upper pool when the latter is
createil.
** Thus, water of a pressure much greater than is needed for getting under way can
be obtained at a nominal cost.
'^ It is important to bear in mind that the conduit being already full of water, the
reservoir need only provide for filling the empty space caused the movement of the
pontons, and for the loss of water through the joints.
'^ The vacuum left in moving the poutou is 21 cubic feet per running foot, or 6,300
cubic feet for a length of 300 feet.
*' If au equal volume be added for the waste through the Joints, we see that a reservoir
of the capacity of 13,000 cubic feet will be more than sufficient.
** This reservoir, which communicates with the upper pool, ought necessarily to be
at least 10 feet higher than the lower pool.
^' It will generally be tilled without cost, since all that is necessary is to put the
reservoir in communication with the upper pool, and to X)reserve the water which will
thus be stored up.
REPORT OF THE CHIEF OF ENGINEERS. 463
" Fijoa what precedes, we believe that we may coDclade that the raising of the dam
will t jke place without difficalty.''
The calculations of the forces acting on the dam at different stages
are omitted. They show, however, that in low water, when the differ-
ence of level between the two pools is greatest, there will be an upward
pressure of 4,363 lbs. on each of the stops that prevent the ponton from
rising too high. This pressure diminishes as the water rises. These
stops are placed at 13 feet 9 inches from the axis of rotation.
" Whichever of these fignres [those for various differences of level] is considered, it is
impossible to avoid seeing that they will naturally make the security of the stops a
matter of donbt.
" It is for this reason that in the face of the lockette which looks toward the dam an
opening has been made, which may be unmasked at will. Hy suitably arranging this
opening and regulating the introduction of water into the chamber of the lockette, a
less level may be substituted for the level of the upper pool, and the upward pressure
on the ponton may be lessened as much as may be judged proper."
It may readily be shown by calculation that when the conduit is con-
necte<i with the lower pool, the dam will fall, no matter what may be
the stage in the river.
'' In what precedes we have supposed that the upper wicket, as it rises, will turn of
itsAlf on its axis, resting against the suitably-rounded edge of the metallic frame.
'^But it is important to examine into the conditions under which the movement can
he completed.
"At the start, and before the establishment of back-water, the only force opposed to
the turning of the wicket is the friction of its gudgeons in their boxes. This friction,
which amounts to about 18 per cent, of the pressure, acts at the extremity of a lever-
arm of 2^ inches, and cannot successfully resist the weight of the wicket, which acts
at the end of a lever-arm of 16 inches.
** The wicket, therefore, will at once begin to swing. But, as it rises, the obstacle
which it opposes to the flow of the water will increase, back-wator will form above,
and by new pressure will give rise to new elements of resistance.
" On the other hand, the lever-arm of the resultant of the weights will diminish in
consequence ot the increasing inclination of the wicket to the horizon. There is,
therefore, reason for dreading lest between these two groups of forces, one opposed to
swinging and iucreasing in amount, and the other acting in the opposite direction, but
decreasing, a momentary equilibrium should be established, whence might ensue a
stoppage of the movement.
" The most critical moment is evidently when the upper edge of the wicket, after
reaching the level of the lower pool, commences to rise out of the water. Until then
the pressure acts uniformly on the upper surface of the wicket. When the wicket be-
gins to emerge, its upper part is relatively lightened."
Calculations show that when the back-water above reaches a height
of about 4 inches, the wicket will no longer have a tendency to turn.
" If, then, there were no other means of throwing the center of pressure below the
axis of rotation, the movement of the wicket would not continue, unless, by the addi-
tion of suitable weights, the superiority were assured of the moments of the forces
that act to revolve the wicket over the resisting moments.
" But the play of the Papillon valves comes in, and this valuable organ spontane-
ously causes the displacement of the centers of pressure.
*• In fact, the Papillon valves, which, like others, are uniformly loaded on the upper
faces, swing open, and practically lessen by 3 feet 1| inches the length of the wicket
above the axis, which is under pressure from the upper pool.
** By this means the center of pressure is suddenly thrown below the axis of rotation,
and the moment of these pressures, acting in the same direction as the weight, accele-
rates instead of retarding the swinging movement.''
From calculations which we omit, the inventor concludes, " that the Papillon valves
will swing of themselves, before the level of the water held back is raised one foot in
vertical height above the upper edge of the wicket.
» » It « » n «
" In order to make sure that the valves will close, it is better to introduce a new ele-
ment of action, aniy it is necessary that the weight, from which the additional force
is obtained, should be so placed that, while aiding the valve to shut, it may not hinder
it from swinging open. This result is easily obtained by fastening a ball to the lant
link of the holding chain. Wh^ the valve is shut it is supported by the ring to which
464 REPORT OF THE CHIEF OF ENGINEERS.
*
the retaining chain is fastened. When the valve is swang open it pulls upon it4 up-
stream end, generating a moment of 1.3 foot-pounds for each pound of weight.
*^ It is therefore practicable, by the aid of tbis very simple arrangement) or by the
aid of a spring, to facilitate the return of the valve, and to make it as sensitive in clos-
ing as in opening.
'* Experience will very soon show the amonnt of additional weight to be used for
this purpose.
*' But we may conclude from what precedes that the valves may easily be arranged
so as to swing when the level of the water rises to one foot above the top of the
wicket, and to close when the water is even with the top.
'* Except in case of a flood, the level of the pool will then oscillate around a mean
position of 6 inches above the tup of the wicket, and will not vary mure than 6 iuchea
in either direction.
'* In what precedes we have investigated the movement of the whole dam, then that
of the wickets, and lastly that of the valves, calculating for each the forces generated,
and deducting from these calculations the practical means of providing for the proper
working of the machinery under the assumed conditions.
^* It appears to us, from this discussion, that Ihe moveable dam which we have de-
scribed ought to work satisfactorily^ making due allowance for the slight changes
which experience will indicate.
** It only remains to examine into what will happen in particular oases.
^'As a rule the wicket should only move when started by man's intervention. The
valves alone ought to suffice for maintaining automatically the level of the pool, when
the oscillations are not too great.
^' If, then, a rise of any importance should occur, the dam should be worked in time
to pass the wave^ by totally or partially obliterating the relief of the works.''
The iiiventor conclades that if a sudden rise should come at night, of
6 feet, for example, the wicket will spring spontaneously, and no inju-
rious effects will accrue. The same thing will happen if the wickets are
struck by heavy floating bodies, but they will rise again after these
bodies have passed bv.
" Before closing this chapter we ought to call attention to a very valuable property
of our dam, its power of maintaining itself in- any position intermediate between the
extreme ones of being entirely raised or entirely lowered.
** In fact, by following closely the description of the movement of raising, it will bo
seen that tlie ponton can only rise in proportion as the conduit is flUed.
'* If, then, by a suitable play of the valves the introduction of water is limited to
what is strictly necessary to replace losses by leakage, the level in the conduit ceases to
rise, and the upward travel of the pontons, and that of the wickets also, is arrested.
The wickets will then remain stationary, oscillating feebly around the mean position
where we mav choose to hold them.
** It is equally practicable, in the opposite case, to limit the discharge to what is neces-
sary to pass the water that enters through the joints of the apparatus, and whun that
is done the ponton will cease to descend.
** It follows from this that it is practicable to give the dam such an intermediate posi-
tion as may be thought suitable to the state of the river.
"In order to secure definite ideas and to substitute figares for general formulas, we
decided to assume such conditions as would make it possible to get the exact compar-
isons of cost which we desired.
" It is for these reasons that in what precedes we have assumed that the dam creates
a lift of 9 feet 10 inches, and has an open pass of 2 feet 7 inches.
" But these dimensions are not essential, and others could easily have been taken.
" If the fall and the pass are diminished, we obtain a smaller dam, and no difficulty
would arise that could throw any doubt on the good working of the reduced apparatus.
" It might, however, be asked whether, bearing in mind its necessarily high cost, it
will be a useful expenditure for small lifts. This is doubtful.
'* But it is equally applicable to still higher lifts, and how much may the lift be in-
creased f This is what it is important to examine.
" The pressure of water and the weight of machinery increase rapidly with the lift,
but the counter-pressure and the counter- w^eights increase yet mure rapidly ; whence
it follows that the river always furnishes us more auxiliary than adverse forces, and
that in this contest, in which we limit ourselves to taking command and providing the
tield of battle, victory ought definitely to remain with us as long as any contest is
possible. And the contest will only cease to be popsible when the magnitude of tho
forces developed becomes such that we can no longer transmit them by our machinery.
"It is, then, certain, thanks to the progress made in metallic constructions, that this
transmission is possible, within very extended limits, and that dams of 13, 16, 20, and
REPORT OF THE CHIEF OF ENGINEERS. 465
23 feet of lift wonld not, as far as conoerDs construction, give rise to any insoluble diffi-
culty.
" This is evident as regards the valve, the ponton, the lockette, and equally so as to the
journals, which will not have to support loads at all comparable to those borne by the
journals of large hydraulic wheels. In short it will be no more difficult to pass from a
dam of 10-foot lift to one of 20 foot, than it was to pass from steam-engines of 300
horse-power to those of 600."
M. de Lagreu6 adds that he would have liked to have made some ad-
ditional calculatious upon the forces developed in different positions of
the Krantz Dam, but that he thought it better to wait until the Port
Villez Dam could be tested, ami therefore he contents himself witli
reproducing the inventor's description.
DAM WITH HINGED GATES — CABBO SYSTEM.
M. Carro, an engineer connected with the Marne navigation, has proposed a system
of dams which, like the preceding system, obtains its motive-force from the water-
course on which it is built, but which, according to the inventor, may be applied to
lifts for which the Desfontaines system will not auswer. The new apparatus appears
to have the additional advantage of serving as a regulator, as it will lower itself little
by little as the discharge of the river increases.
The foUowing is the description given by M. Carro in a, pamphlet published in 1870 :
** The apparatus which we propose, (Plate 13, Figs. 71, 72, 73,) when reduced to its
simplest form, comprises two gates, which are connected on top by hinges, and rest on
'wooden axles terminated by journals provided with rollers. The gates roll upon rails
placed parallel to the thread of the stream.
"Links fastened to the lower gate, below the middle, are also fastened by a second
articulation to fixed points distributed along a right line parallel to the crest of the
dam, and at right angles to the current. A depression or chamber, from 1 foot b Inches
to 2 feet in depth, is prepared under the gates.
*' When the latter are raised so as to form a dam thev have the appearance of an
isosceles triangle, (Fig. 71,) whose apex is the crest of the weir. In order to remove
the obstacle which they present to the current they are made to slide, or rather to roll
in opposite directions, until they lie down flat on the sole, and only make, as it were,
a flooring to cover it. The two gates may therefore be considered as a single one,
jointed at a fracture in the middle, which works under the pressure of the water when
the dam is maneuvered.
'' If we consider the gates in the position last examined, and suppose that by a special
arrangement of valves, of which we will speak further on, we put the chamber which
they cover in communication with the upper pool, the water introduced will exercise,
by virtue of the difference of level above and below the dam, an nnder pressure repre-
sented by this difference of level, or, more exactly, by the living force of the current.
*' The upper gate will have its lower surface at least as much pressed as its upper one.
As to the lower gate, it will necessarily receive an under pressure, which will compel
it to rise, so that, while the links turn around the joints at their extremities, the partly
rounded axle of this gate will move on a level with the horizontal plane of the sole.
The rotation will continue until there is an equilibrium between thn water-pressure
pushing the gate, and the reaction of the links, aud of the rails on which the rollers
travel, with which the ends of this axle are provided.
"To accomplish the inverse operation, it is only necessary to interrupt the communi-
cation of the gate-chamber with the upper pool and to connect It with the lower one.
The water contained in this space, which is higher than the level of the lower pool,
will flow off; the nnder pressure on the lower gate will disappear, whilst on the other
hand the equilibrium on the upper gate will be destroyed, the moment of the greater
force will throw the latter down on the floor, a«id in its movement it will drag down
its down-scream partner, making it roll on the iron track. Such ts the principle of the
proposed machinery, on the subject of which we will now enter into detail.
*^The preceding descripHou shows that the upper gate opposes no resistance to the
raising of the apparatus, since it is in equilibrium, if not even under a slight lifting
pressnre, due to the slope of the water between the head of the supply-ai^ueduct and
the orifice by which it communicates with the chamber." (Note by M. De Lagren6:
** This demonstration needs further development, and particularly a calculation of mo-
ments.'')
" It must likewise be remarked that when the apparatus works under full pressure
the upper gate only plays a passive part, aud its iunueucc is only felt at the moment
of the partial or complete lowering of the system.
'* If we snppose the apparatus entirely down on the sole, then the upper gate opposes
30 E
466 REPORT OF THE CHIEF OF ENGINEERS.
the spontaneous rising of the lower one, and but for it tbe latter would yield to the
action of the current on account of the position of its axis of rotation under the middle
of its length.
*^ This position of the axis in the middle of the gate explains how the latter rises
when it is under the influence of the under pressure.
"In faet let C (Fig. 74, Plate 13) be the position of the center of under pressure on
the lower gate, being at its middle when the latter is completely immersed. If this
Soint C is on the up-stream side of the joint D of the link, the force of under pressure
i will be decomposed into two other parallel but opposing forces P and Q respectively,
applied to the points D and B. The force P will determine the rotation of the link
around the point K, while the force Q pressing the lower end of the gate on its rail-
road, will compel it to rise.
" We have theref(rt*e chosen for the point of attachment of the links a point whose
position is always on the down-stream side of that taken by the center of the under
pressure in the different phases of the ascending movement of the gates. By suppos-
ing the chamber constantl^^ full of water under the pressure from above, we know that
the point of application of the under pressure always lies between the third and the
middle of the lower gate, the first position corresponding to the extreme case where
there is no counter-pressure of water, and tbe second to that in which this gate is com-
pletely submerged below the level of the lower pool. If, then, we place the joint D of
the link at one- third of the gate from its foot, we will be sure that the center of under
pressure will always be above this axis, and that it will only coincide with it in tbe
case when the sole below is uncovered.
^' The last-mentioned position is the one which must be chosen for a weir whose per*
manent part will not always be submerged by the water of the lower pool.
" In a navigable pass, where is always a counter-pressure, there is no inconvenience
in placing the point of attachment of the link even at the center of the under pressure,
always keeping in mind the counter-pressure of the water below.
" In the maciiinery in question, the pressure is reduced to an effort of extension,
which is met by ties or links, whose number may be multiplied at discretion, but two
will evidently suffice for each lower gate.
" These links may be attached to a sill fixed on the sole, whose tendency to be raised
or torn out can easily be counteracted.
'*To accomplish the same object we might have recourse to iron rails extending
across the gate-chambers, and resisting the pull of the links by utilizing the weights
of the masonry of the side- walls, which by this means are solidly connected. This
second arrangement is the one shown on Plate 13.
** When the two twin gates lie on the sole it is evident that however small be the
play left between the upper one and the surface of the paving, the current may pene-
trate within and raise it. It would not then be practicable to keep it under water if
this tendency were not met by a specal arrangement.
" This tendency to rise may be overcome by replacing the ordinary rails by double-T
irons, forming channels in which the journals at the end of the axles can slide.
" However, we have chosen another means, which offers us more security against
the introduction of sand under the gate, which may, in certain cases, paralyze the
movements.
" In the arrangement finally adopted the upper gate is composed of a square frame,
which is only partly covered, all the lower part being left open. A third gate, which
we will call the screen, is placed above, which is fastened by hinges to a sill fixed on
the sole. This screen falls down stream, covering the empty space left in the lower
part of the upper gate ; rollers on its upper cross-piece facilitate the sliding on this
upper gate, and the latter raises the screen as it cofmes up in the upward movement of
the crest of the dam.
"The introduction of this new organ does not at all change the working of the appa-
ratus. The water, which penetrates with its living force into the gate-chamber,
exercises a pressure on the lower gate, which it compels to move, whilst the upper
gate and its screen find themselTes in a manner inclosed in still water, being pressed
•equally on their two faces, and consequently opposing no resistance to the movement
derived from the lower gate.
" A dam, or a sluice, is provided with a series of couple^ of twin gates like those
which we have briefly described.
" All the lower gates, which form one part of the movable apparatus of the dam, are
simultaneously subjected to the influence of the same under-pressure. It nevertheless
may happen that the friction of a hinge, resulting from insufficient play in the articu-
lation, may make a couple of gates a little more sluggish in moving than others ; or,
it may even be granted that the interior current, which is created at the moment
the supply-valves are opened, will not make the under-pressure instantaneously uni-
form under all the pairs of gates, and that they might have a tendency to rise saoces-
isively.
" If these pairs of twin gates were independent of each other, the beginning of their
REPORT OF THE CHIEF OF ENGINEERS. 4G7
rising under the hydranlic pressnre might possibly not be simultaneous tbroogbont
the length of the dam ; there would be reason Co fear that one of them in rising would
separate from the neighboring pair, an opening would then be formed between the
two, which would allow the inclosed water to escape, and by destroying the under
pressure would cause the maneuver to fail. But It is easy to prevent this lack of coinci-
dence in the different phases of the movement.
'* The conditions of equilibrium under which the gates are placed are, as we have
said, sensibly the same, and in practice can differ but slightly. If, then, we suppose
that we connect by transverse beams the gates that fall the same way, they will be
stiffened, and will simultaneously obey the forces which tend to move them.
** Is there any danger that the axle of the two binges which connect on top the upper
and lower gates of the proposed system might not be perfectly reotilinear, and that iu
consequence passive resistance might result of such a character as to interfere with
maneuvering f We have taken the precaution to give to these hinges a single axle
of rotation, so that each pair of gates, considered separately, cannot give rise to
such an apprehension.
** As to the straightness of the line formed by the series of independent axles, there is
no reason to expect that it can become so crooked as to prevent the simultaneous
movement of the shutters. The transverse beam which keeps them stiff is fastened by
bolts in the spaces which separate the neighboring pairs. A certain amount of play
results, which permits these gates to have a slight transverse displacement, analogous
to that of a car in the space between the rails of the road on which it travels.
" In addition, we can attain the same end by suppressing the ^<ransverse beam, which
binds together the different couples of a bay, and giving a single axle of rotation to
the upper joints of all the links, thus securing the same rigidity.
** The play left between the gates of two adjoining pairs may be as limited as possi-
ble, and the direction given by the rails to the movement of these gates reduces its
variation to narrow limits. However, it is ^orth while to remark that the vacant
spaces between the upper gates will always act in the opposite way to those of the
lower ^ates, and that if one set tends to interfere with maneuvering the other will
assist it.
" Two water-conduits at the ends of the weir, or of the pass, are unnecessary, as a
single one will undoubtedly suffice for the working of the machinery. The second one
would probably only be indispensable where the river to be canalized had considerable
width, which would cause a longer length of weir than is usual. However, if we can
avoid making a second conduit, we think that it would be well to reserve in the body
of the opposite bounding- wall an emptying-conduit, in order to have the means of cre-
ating in the chamber the scour of water necessary for cleansing it.
'*If, in a long dam, there were reason to dread the effect of warping, it would only be
necessary t>o divide the dam into several bays, formed of gates firmW fastened together.
Small and narrow piers, separating the different groups of gales, and pierced to
provide communications between the gate-chamberS; would act as partitions, and make
them independent.
"The division of the dam into several bays would have the additional advantage
that, in the event of future repairs, it would assist in the establishment of coffer-dams
to isolate the bay where work was to be done. Repairs could be made while the dam
was working, since the -two segments could be fed respectively from the two ends.
" One cf the characteristics of the proposed apparatus is, that it permits any desired
change in the height of the dam.
" If a flood should make its appearance, it would be easy to partly lower the gates, and
thus retain the water of the upper pool at a sensibly constant level until the moment
came to make the relief of the movable part disappear entirely.
" In fact, the system of valving, first thought of in order to make and break alternately
the communication between the gate-chamber and the upper and lower pools, consists
of two valves, placed in the longitudinal aqueduct for supplying water, one above and
the other below the transverse opening. Then, if the supply-valve be slightly lowered,
and the discharge-yalve correspondingly raised, the water in the space between them
will soon, in consequence of this maneuver, take a level intermediate between the up-
per and lower pools, the interior pressure will diminish', and the upper gates will push
down their partners until a new state of equilibrium is produced, and their movement
ceases.
*' A few turns of a wrench will then suffice to enable one to vary at will the position
of the crest of the weir.
" We have seen that the two valves always work in contrary directions, that is, when
one rises the other ought to lower ; and that the play of the machinery depends rather
on the relative than on the absolute size of the openings. It follows from this that by
connecting the rods of the two valves by a balance-beam, as M. Desfontaines has done,
we can simultaneously cause the double maneuver by means of a single screw, moved
by hand.
'* However, we think that in the case in question it is preferable to use another kind
468 REPORT OF THE CHIEF OF ENGINEERS.
of valviDg, which has the property of heing automatic, and better performs the duty
of regulating the level of the pool.
'^A weir, and especially a navigable pass, constructed according to the system which
has just been described, will have the advantage of not causing at the moment of open-
ing a scour dangerous to the preservation of the lower pai*t of the sole. The crest of
the movable apparatus, by gradually lowering along its whole leugth, will cause a less
dangerous superficial current/'
We see from this discussion that the proposed system is distinguished by its simple
and ingenious arrangements, whose combination appears rational. M. Carro besides
introduced, in 1872, some improvements on the first plan, which has just been described.
For fear that a variation of pressure in the lower conduit might cause a warping in
the girders, which connected together the different pairs of gates, he modified this
method of consolidation. The method which he finally adopted will, according to him,
permit the use of sufficiently long bays, even without the intermediate piers to act as
partitions. Besides, in the new arrangement the screen which was to rest on the upper
gate is suppressed, and replaced by a simple iron plate, a sort of permanent joint-cover,
Hke that which covers and holds the end of the breech of a Krantz wicket when it is
down. (Plate 12, Fig. 68.)
But, as 1 have already said, it is only by trial that the merit of any^new system what-
ever of- movable dam can be determined.
Reference has been made in the above to the automatic valves in-
vented by M. Carro, in order to regulate the level of the upper pool.
These valves are described by M. De Lagreu6 in a preceding chapter^
from which the following is taken :
SELF-EEQULATING TWIN WICKETS.
I have already shown that a wicket which turns around a horizontal axis can be
centered in such a way as to swing when the pool is slightly higher than a given level,
but that it will not lift itself up until after a considerable lowering of the pool below
this level. Such a wicket is not automatic.
But it is possible to couple two wickets together in such a way that the combina-
tion shall have this property.
Suppose, for example, a pier or an abutment, pierced by an aqueduct parallel to the
axis of the stream, and in this aqueduct two wiclcets suspended, each with a horizontal
axis, but so connected together that when one is vertical tlie other is horizontal.
These wickets are centered in such a way that their center of gravity is nearly in each
axis of rotation. The property which oue has of swinging can be utilized to set up the
other, and if in the pier or abutment the opening of a transverse aqueduct should lie
between the two, it^ evident that this aqueduct will be op<»ned or closed automati-
cally by very slight oscillations of the pool above or below a given level.
Such is the principle of the self-regulating twin wickets. I will now show two appli-
cations of this principle, which will make it more readily understood.
The first is due to M. Carro, and the second I easily deduced.
The transverse aqueduct, which is to be opened or shut in accordance with the oscil-
lations of the upper level, may have diiferent functions.
For example, it may form the head of the supply-conduit, which leads the motive-
water to the movable members of a dam. Examples of this will be found in the fol-
lowing chapters. [Already given.]
In this case the water ought to enter the transverse aqueduct whenever the upper
pool falls below a given level. The lower wicket ougbt iheu to be shut, and the upper
wicket to be on the swing, when the wat.er is low.
It may also form the head of a waste-weir, designed to carry off in any direction the
superfluous water from the tipper pool. In this case the water should enter the trans-
verse aqueduct when the upper level is raised above the normal level, and in conse-
quence the lower wicket is the one to be closed, and the upper wicket to be opened
during high water.
There are therefore two distinct methods of combination, according to which one of
these two ends is to be attained.
I will begin by examining the first case, that in which the transverse aqueduct of
the pier, or the abutment, conducts the water which works a movable dam.
Plate 14, Figs. 77 and 78, shows the arrangement invente^l by M. Carro, and the fol-
lowing is his way of explaining the automatic movements of tbe wicket<s :
Suppose a wicket, A B, (Plate 13, Fig. 75.) standing vertically against a sill on its
lower side, and able to turn around an axis of rotation, I, in such a way that its chase
falls in the direction of the current. The pressure which it supports under a fall, A P,
is represented by the surface of the polygon, A B C D, and the center of pressure by
the projection upon the wicket of the center of gravity of this polygon. In low-water
the center of pressure is below the axis of rotation, and the wicket remains uprighc.
If a flood comes, the center of gravity of the flgure representing the pressure rises w^ith
the flood, and wheu it has passed the level of the axis of rotation the wicket swings.
REPORT OF THE CHIEF OF ENGINEERS. 469
On the other hand, let us consider (Plate 13, Fig. 76) a wicket resting against a sill
placed on the upper side of its breech in such a way that it can only turn in the oppo-
site direction to the preceding; the opposite conditions will prevail, opening during
low-water, and closing during rises.
Then let us snppose that these wicketis are united by a connecting-rod of such a
length that the vertical position of one corresponds to the horizontal position of the
other. Daring the period of low-water the lower wicket is naturally closed, and it
keeps the upper one open. The motive-water then enters the transverse aqueduct, and
assures the working of the movable parts that make a dam.
The river still rising, the center of pressure rises above the axis of rotation of the
lower wicket and makes it swing, and its movement compels the closing of the upper
wicket. The transverse aqueduct then no longer receives the water from above, and
the movable parts, deprived of their motor, fall down on the sole. If the river subse-
quently falls, the center of pressure of the upper wicket descends below the axis of
rotation, and by compelling it to swing, and in consequence to close the lower wicket,
the motive-water is again sent to the dam, and the latter rises.
It is possible so to arrange the axes of rotation of the two wickets that the centers
of pressure will coincide with them when the natural level of the river rises to a given
height; for example, when this level below the dam reaches the minimum depth tor
navigation. The discharge of the river, corresponding to this minimum level, is
known ; from it is deduced the depth of the overflow, and ci»nse(iuently the level above
which answers to this discharge when the dam is up. The shape of the polygon rep-
resenting the pressure is then determined, and it is only necessary to find its center of
gravity to know the height of the axes of rotation of the wickets.
At a slightly higher level in the upper pool the lower wicket will swing, and will
set up the upper wicket, and, in consequence, the flow of the motive-water will be
stopped.
At a slightly lower level in the upper pool the upper wicket will swing, setting up
the lower wicket, and sending the motive-water through the transverse aqueduct.
The automatic working of the dam is then assured by means of the twin wickets.
M. Carro expresses the opinion that the opening of the wickets would not take plaoe
suddenly, so as to cause the river to pass too rapidly from one state to another more or
less different. He says that the transition will undoubtedly take place by scarcely
preceptible degrees, corresponding to a partial working of the wickete, and giving, in
the transverse aqueduct, the effect of a level intermediate between those above and
below. It can readily be understood that when the upper wicket is partly set up, its
center of pressure #vill soon fall below its axis of rotation ; it will then react against
the pull of the lower wicket, and will hinder the latter from swinging completely,
holding it at an inclination corresponding to its own.
In certain circumstances it might be useful to maneuver the wickets without wait-
ing for their spontaneous movement. This can be done by fastening to the lower part
of the lower wicket CPlate 14, Fig. 77) a chain which is wound around a drum. A
second chain is likewise fastened to the lower end of the upper wicket and wound on
the same drum, but in a contrary direction to the first chain, so that one unwinds as
the other winds. The wickets may then be held wherever desired by simply turning
the drum.
Fig. 79. Plate 14, represents the arrangement of twin wickets which may be used to
carry off the surplus of a pool. The explanations already given, and an inspection of
the figure, are enough to indicate how this pool will regulate itself spontaneously.
The transverse aqueduct either empties the surplus into the lower pool, or into ditches
for use in agriculture or in manufacturing.
Twin wickets cannot be used to form a dam in the bed of a navigable river, since
they cannot get out of the way at any given moment, but we see that thoy can render
services similar to those obtained from oscillating wickets.
DAMS WITH SHUTTERS WORKED BY HYDRAULIC JACKS— GIRARD SYSTEM.
I explained in Chapter VII that Th6nard shutters, having their axes of rotation on
the sole, present so great a resistance to raisingr as to be inapplicable to high lifts as
long as only the ordinary mechanism of movable dams is used.
M. Girard, a civil engineer, who died in 1871, has found an easy method of working
these shuttiers by pushing them by means of hydraulic jacks, which, at will, by means
of a cock, may be put in communication with an accumulator on the bank.
This is the general idea of the system, whose trial was authorized by an official order
of June 23, 1870. The point selected was on the Yonne, at the weir of the Ile-Brul^e
Dam, which is situated a little more than a mile below Auxerre, and has a normal fall
of 6 feet.
The following is the description of the movable parts, taken from M. Girard's project
for a high dam : (Plate 14.)
£ach shutter is composed of three pieces of wrought iron of this shape, I, fastened
470 REPORT OF THE CHIEF OF ENGINEERS.
at bottom to au axle which forms a hinj^e thronghoat its length. This hiuge turns in
a cast-iron hollow quoin, made fast to the sole.
The I-iroDs are covered on their down-stream faces by a plate of sheet-iron, and on
their np-stream faces by oak timbers.
A shutter is 11^ feet in length, measured in a plane normal to the axis of rotation,
and commencing at this axis. Its vertical projection, when it is up, is 10^ feet ; its
horizontal width is 13 feet 1^ inches.
\ shutter, when up, has a batter of four-tenths. The space between two consecutive
shutters is If inches.
fielow each shutter a cast-iron cylinder is fastened to the sole on a slope of about
10^ ; this cylinder, called by M. Girard oorjis de preeeey receives a piston, one foot in
diameter, on whose outer end is a cast-iron cross-head, which is constrained to slide in
three cast-iron guides, designed to secure its rectilinear motion. These guides are fast-
ened to the sole, and are parallel to the prolongation of the axis of the cylinder of the
jack.
Upon the cross-head of the piston are fastened three bars, which act as props to the
shutter ; each of these bars is fastened by a wrought-irou fork to one of the T-irons of
the shutter at its middle.
Each cylinder receives at its lower end a gas-pipe of one inch interior diameter,
whose other end terminates in the accumulator.
A three-channel cock, placed near the latter, permits either the introduction of water
from the accumulator into the cylinder of the jack, or the removal of the water in the
cylinder, or the establishment of a direct communication between the cylinder and the
pump which snnplies the accumulator.
Each shutter naving its own jack, supply-tube, an<f regulating-cock, can at will be
worked by itself, or in conjunction with the others.
The motive-water is obtained either from the upper pool or from a tank, by meana
of a double-acting pump set in motion by a turbine, which receives its impulse from
the fall at the dam.
The turbine, the tank, the force-pump, and the accumulator are placed in a little
building constrncted on the abutment of the weir.
The use of a turbine presupposes the existence of a fall.
At the Ile-Brul^e Dam, as the weir is not shut until after the navigable pass, which
is provided with Chanoine wickets, is closed, the reduction of section which resulta
from the closing necessarily produces a difi'erence of level between the water above
the dam and that below it.
It is only necessary that this difference of level should be sufficient to enable the
turbine to do its necessary work. I will take up this matter directly.
In case there is no fall, as if, for example, all the dam were provided with Girard
shuttles, and the sill were not raised above the bottom, it would be necessary to leeort
to a steam-engine to work the supply-pump. Such was M. Girard's first idea, but hav-
ing observed that at the Ile-firul^e Dam the preliminary closing of the pass would
cause a fall of at least 16 inches, the turbine was calculated so as to produce with this
fall the useful work necessary for raising the shutters, and in this first application of
the system the idea of a steam-engine was abandoned.
As the pump can act directly on the cylinders of the hydraulic jacks, the accumu-
lator is not indispensable, but it is useful, in that it serves to equalize the work of the
pump, and also in that it permits more prompt maneuvering, as there is always pres-
sure in reserve even before the closing of the pass is begun.
This description is sufficient to explain the method of opening or of closing the weir,
a maneuver which is reduced to turning to a certain point each one of the cocks of the
supply-pipes.
Any shutter whatever may be stopped at any moment whatever in its rise or fall by
a simple turn of the corresponding cock.
I have already pointed out the advantages resnlting from this, both in moderating
the scouring force of the cataract and in providing for a small rise, precisely the outlet
which it needs, without sensibly changing the upper level.
It is important that the piston of each jack should be prevented from acquiring too
great a velocity, even though there may be a great excess of power. This result is ob-
tained by giving the cock an opening of such a size that the water in passing through it
loses a part of its living force.
Suppose, for example, that the piston has a velocity of 4 inches per second, a velocity
which cannot cause an injurious shock when it is stopped ; suppose, besides, that the
pressure in the acrnmulator is of twenty atmospheres, the velocity of exit of the water
will he\/ 2 g X 20 X 34 := 209 feet ; and all that is necessary in order that the piston
speed may not exceed 4 inches per second is that its section should bear the relation to the
209
opening in the cock of — = 627.
o.:«
With this speed the travel of the piston is 5 feet, and the raising or lowering of the
REPORT OF THE CHIEF OF ENGINEERS. 471
whole weir will take place in 15 seconds. Making dne allowance for losses of preasure,
we can still feel sure that each complete maneuver will take place in less than a min-
ute, whatever be the length dammed.
The cocks can readily be tamed by a float, and consequently they can at will be pas-
sive or automatic.
The system which has just been described has several remarkable properties, namely :
Rapid and easy manenvers withont shock.
Great reduction in leakage, on account of the less number of spaces between shut-
ters.
Possibility of application to great lifts and lengths.
But there are also inconveniences.
The principal objection to the system arises from the effect of freezing on the snpply-
pipes, and on the cylinders of the jacks.
if we endeavor to avoid these effects, by placing the machines at a considerable
depth below low water, it becomes very difficult to repair them. Besides, the smallest
leakage in apparatus, which is almost constantly subject to heavy pressure, will stop
its workings.
M. Girard proposed filling the pipes and the cylinders with a mixtnre of water and alco-
hol, which only freezes at a very low temperature. This water was to be collected in
a waste-well when it came out of the cylinders, when the dam was lowered, and then
repnmped into the accumulator ; but this expedient did not appear practical, and it
was considered sufficient, at the Lsle-Brul^ weir, to place the communicating pipes 5
feet below the lowest water, after the whole apparatus had been subjected to a proof-
pressure of at least thirty atmospheres.
The pipes are placed in a masonry conduit prepared in the sole, and covered by a
cast-iron plate.
To repair, while under pressure, a shutter which no longer works, a screen would
probably be placed in front of this shutter, which would support itself on the neigh-
boring shutters; the one to be repaired, being thus relieved, might be removed; but
unfastening under water and replacing the cylinder and its pipe are rather delicate op-
erations, and are very rarely admissible. Use will teach whether this is too great a
difficulty in practice.
The absolnte rigidity of each shntter has also been made an objection to this system.
If a floating body strikes, it will not yield, and violent strains are produced both on the
fastenings and on the organs themselves ; as a matter of fact, there is the same trouble
with a needle-dam.
On the other hand, I have seen a raft of timber drift against the navigable pass of
the Evry dam, and brea^ through, making the wickets swing, but causing no damage.
In addition, there is reason to fear that sand may work in between the slides and tne
erosss-head of each piston, and may give rise to so much friction as to cause too great
wear on the rubbing surfaces.
Lastly, when the operation of raising is begun, the prop makes a very acute angle
with the shutter, and consequently the normal component, which alone performs use-
ful work, is at first only a feeble nraction of the force exerted on the piston. It also
follows that the component in the direction of the shutter is large, and produces fric-
tion and compression on the axle and its collars, which cannot be neglected.
The author's calcalatioDs on the moments of the developed forces are
omitted.
** The dimensions of the force-pump, which in case of need must act directly on the
hydraulic jacks, without the use of the accumulator, depend on the time allowed for
raising.
If we suppose, for example, that the weir should be raised in the space of ten min-
utes, and if the travel of each piston is 5 feet 7 inches, the volume generated is 4.24
cubic feet, and for the seven shutters 29| cubic feet. This is equivalent to a continuous
discharge of 2.97 cubic feet per minute. Tbe pump and the turbine which puts it in
motion under a known fall of 16 inches, for example, as at the Ile-Brul^e Dam, should
be so arranged as to produce this discharge of 2.97 cubic feet per minute under the
pressure which cortesponds tyo the fall of 16 inches.
In addition, it is necessary that, after the fall increases, the pump and the turbine
should still be able to produce this same discharge under the increased pressure which
will result.
As I have said before, the navigable pass of the Ile-Brnl^e Dam is provided with Cha-
noine wickets. Its weir only is provided with Girard shutters, whose dimensions are
smaller than those represented on Plate 15, but whose general arrangement is the same.
Each shutter is 11^ feet wide and 6^ feet long, measured along its slope and ia a
plane normal to the axis of rotation. The total batter of a shutter when up is 16 inches,
which corresponds to an angle with the vertical of nearly 12".
The weir is 82 feet long and has seven shutters, each interval being 1| inches.
472 kepo:jt of the chief of engineers.
Two of these seven shutters have Papillon valves Id their chases.
The upper pool is at the refereDce 314.72 above the sea ; the lower pool is at the ref-
erence 308.65 ; whence results a fall of 6.07 feet.
The crown of the masonry which forms the permanent part is at the reference 308.15:
that is, at half a foot below the level of the lower pool. The axis of rotation fastenea
on this crown is at 3 inches below the level of the lower pool.
A shutter, with all the iron-work, weighs 2,552 pounds.
A piston, with its cross-head, weighs 3,938 pounds.
It is oonoeded that the pressure in the reservoir should not eKc^cd 25 atmospheres.
The administration, contrary to Its general practice, contracted with the inventor,
M. Girard, for the shutters of the Ile-Brul^e weir.
The sum allowed for furnishing and setting the movable apparatus and the depend-
ent mechanisms was 44,000 francs, (!^8,360.) This would be 5.i7 francs ($102) per run-
ning foot.
In conclading this description it should be stated that M. Cambuzat,
. in his report on the navigation of the Yonne and the Upper Seine, from
which we have already quoted freely, states, in regard to the Girard
shutters, that they work well, but that they are costly, and that a
needle-dam is preferable.
As ice here end our quotations from foreign reports^ it is proper to state
that all the measures and calculations which have been quoted from the
French are given in the originals in terms of the French metrical system.
They have all been transformed into English measures^ as it teas believed
that the usefulness of this report would have been seriously impaired, if a
unit of measure had been used which did not immediately convey definite
ideas of dimension to American engineers,
SUMMARY AND CONCLUSIONS OF THE BOARD.
We have thus far given drawings and descriptions of all the methods
of which we could learn that have been used up to the present time for
the management of hydraulic gates or movable dams. The most serious
difficulty in applying any of these systems to the Ohio River arises from
the severity of our winters and the great masses of ice that must be
provided for. In order to permit these heavy masses to pass freely, it
is indispensable that in the plan adopted there should be no projecting
mechanism that could possibly be injured when the pass is open ; in
other words, the sides and bottom of the pass should then be as smooth
as those of an open cut. An appi*oximation to this condition is an
absolute necessity.
Leaving temporarily out of consideration the question of the lengths
or heights of passes and weirs, we will first discuss the subject of ap-
paratus.
The following are the methods thus far described:
1. "The bear-trap," Plate 1, Figs. 1, 2, 3.
2. The wicket used on the Kioin, Plate 1, Figs. 4, 5, 6, 7.
a. Thdnard shutters, Plate 1, Figs. 8, 9, 10, 11, 12.
4. Th^nard shutters, as moditied by Fouracres, Plate 4, Figs. 30, 31, 32, 33.
5. Poir^e needle-<laui, Plate 2, Figs. 13, 14, 1.5, 16, 17, 18.
6. Combination of Poirde dam and Thdnard shutters, Plate 3, Figs. 25, 26, 27, 28. 20.
7. Chauoine wickets. Plates 5, 6, 7, Figs. 37, 38, 39, 40, 41, 42, 43, 44^5.
8. Desfontaines wickets. Plates 8, 9, Figs. 46, 47, 4H, 49, 50, 51.
9. Modified Poir6e needle-dam, Plate 10, Figs. 54, 55, 56, 57, 58.
10. Cuvinot drum-wickets, Plate 11, Figs. 63, ()4, 65, 66.
11. Krantz wickets with ponton, Plate 12, Figs. 67, Qi^, 69, 70.
12. Carro gates — improved •* bear-trap" — Plate 13, Fig«. 71, 72, 73.
13. Girard shutters, Plate 15, Figs. 80, 81, 82, 83, 84, 85, 86.
The objections to the " bear-trap " gates have been given at length
by M. De Lagren^, and need not be repeated here. The fact that this
system has been in use in France for many years to [>rovide artificial
REPORT OF THE CHIEF OF ENGINEERS. 473
waves for lumberiD^, and yet has not been adopted on the larger rivers,
is sufficient to condemn it. If such a combination were nsed at all, it
would probably take the form of the Carro modification, and therefore
we need not spend time on the prototype.
Mr. H. Werner, C. E., proposed a number of '* bear- trap" gates of or-
dinary width, giving each pair separate inlet and outlet pipes. As
these gates were to be raised in succession, it was necessary to retain
the water under each pair by closing each end of the space under them.
For this purpose he designed solid frames of triangular shape, which
were to be lilted by the main gates, risiug at right angles to them, and
closing each end of the space under th^m. The joints between the up-
per main gates were to be closed by narrow aprons, resting on and
raised by them.
This method of construction was tested on a large model, but did not
give satisfactory results. There was no trouble in raising the gates,
but they could not be lowered except by hand. The difficulty seemed
to arise from the side gates refusing to fall after the water was let out.
The friction between them and the main gates was such as to hold them
fast. This might have been expected, since even in the ordinary "bear-
trap" there is difficulty in lowering the gates unless the angle between
them is very obtuse.
The second method, that in use on the Hiom, is manifestly only de-
signed for small lifts and for rivers not incumbered by ice or drift. It
is evidently so much inferior to some of the others that no time need be
spent in discussing it.
The third, fourth, and sixth methods, two of which differ only in minor
details, the third being a combination of the shutter with another sys-
t<!!m, may be discussed together. The great difficulty of raising high
Th^nard shutters has been mentioned in the previous discussions, and
besides this, the first two methods, or the Thi^nard shutters proper, seem
to be very objectionable in a river which carries much ice or drift. The
third method, which uses but one shutter, and has a Poir^e dam in ad-
dition, seems to have a superfluity of apparatus. The only apparent
reason for the combination is to secure rapidity of opening by using the
#h*m as a screen behind which to raise the shutters, and subsequently,
sifter the dam has l)een removed, to drop the shutters by a tripping-rod.
In view of the various devices already described for promptly opening
a needle-dam, it seems unnecessary to have anything else where it is
used, and therefore we are of the opinion that all the methods using
the ordinary Th^nard shutters should be rejected.
Of the systems that are left for examination, those of Poiree and
Chanoine are in very general use. Desfontaines drum- wickets seem to
be used only on weirs in the Marne. Girard shutters are nsed on the
weir of a single dam on the Yonne ; the Krantz system is in process of
trial ; and the Cuvinot and Oarro systems exist only on paper.
The first question to be settled is the general arrangement of the
locks and dams that should be recommended for use on the Ohio. The
French system has a pass whose sole is level with the natural bottom
of the river, and a weir whose permanent part is somewhat higher.
When tlie pass is open, and the weir-wickets are down, the river is
almost in its natural condition, but there will be an increase of velocity
through the pass over the velocity that existed before the construction
of the dam, the amount of which will depend upon the height and ar-
rangement of the weir. The system which the board had in view was
to build ordinary slack-water dams, and to make openings in these, con-
nected with an inclined plane below, so that coal-fleets could be passed
474 REPORT OF THE CHIEF OF ENGINEERS.
through the openings and down the inclined pass into the lower x>ool.
This system was naturally suggested by the existing slack-water sys-
tem on the Monongahela.
Comparing it with the French systems, assuming equal lifts at the
dams, we find that the difference is that, on our plan, the weir is per-
manent up to the level of the pool, and the sole of the navigation-pa«s
is about half way between the low-water line and the surface of the
pool. Both weir and pass are therefore higher than is the practice
in France.
Assuming, for the present, that the general combination indicated is
an advantageous one, we will give a description of the various styles of
gates that were examined, and, after describing the one which in our
judgment seemed most suitable, will resume the comparison with the
French methods.
Assuming a dam with a lift in low- water of 8 feet, as is the case with
the lower dams on the Monongahela, we proposed to cut down a portion
of this for a width of 200 feet, more or less, and a depth of 4 feet, and
to provide the passage thus made with easily- worked apparatus for
opening and closing at will. We also proposed constructing below this
cut an inclined plane of slight declivity, which would form a pass into
the lower pool. It should be stated that when we commenced investi-
gating this subject we were ignorant of the great progress that had
been made in it by modem French engineers, as almost the only record
of their work is the Annates des Fonts et CliaMss6es^ a publication which
is seldom to be found in American libraries. The copies from which the
translations were made were borrowed from the library of the Head-
quarters of the Corps of Engineers. M. DeLagren6's work is just pub-
lished, and was only received during the present month.
The following plans were especially examined by the board, the ma-
iority of them being tested by models :
Mr. S. Petitdidier, C. £., proposed the system shown in section and ele-
vation in Plate 16, Fig. 87. It consisted of a solid dam of wood, three feet
wide and six feet deep, thoroughly bolted and stiffened with iron, which
moved up and down, in a narrow chamber with vertical sides, under the
action of heavy counter-weights at each extremity. Friction-rollers on
each side of the vertical chamber facilitated the movement. The coun-
ter-weights were hung at such a height that when the water rose they
were partly submerged, and their loss of weight caused the dam to
descend into the chamber, and to gradually open the pass. The coun-
ter-weights were protected from floods by heavy crib-work, and auto-
matic signals were designed to indicate, both by day and night, whether
the pass was entirely or only partly open. The designer claimed that
this system would work automatically. The model did not sustain his
views, on account of the friction of all the parts, and the whole system
was open to the objection that it would only work in floods, and could
not be maneuvered without complicated mechanism and a considerable
expenditure of work, at a time when there might be water enough to
let fleets through, and yet not sufficient to permit the pass to remain
open for any length of time.
Captain J. A. Wood, of Pittsburgh, suggested a modification of the
"bear -trap." He proposed to hinge the two gates together at top, and
to maneuver them by chains wound around an axle under the gates,
to which motion should be given by steam or water power. The upper
gate turned on an axle fastened to the floor of the pass, and the axis of
the lower gate was fastened to an apron at it« foot, which could move
horizontally in grooves on the x)latform of the pass. This apron was so
REPORT OF THF CHIEF OF ENGINEERS. 475
fastened to the platform that it could not rise. By drawing it np-stream
it caused the gates to rise, and they were lowered by reversing the
motion until the two gates were laid down on the platform, and the
passage was left open. The gates could not be lowered into a horizon-
tal position, as in that case it would be impossible to raise them, since
any force applied to the apron would be directly transmitted to the axis
of the upper gate.
No arrangement was made for admitting water under the gates, and
consequently the motive-power had to lift the entire body of water rest-
ing on the gates. On this account the greatest power would be needed
at the commencement of maneuvering, but at this time 'the lever-arm of
the force would be least, and it would be acting at the greatest dis-
advantage. For these reasons the board did not deem it necessary to
experiment on Captain Wood's system, but contented themselves with
an examination of his model.
There is a remarkable similarity between the gates of Captain Wood
and those designed by M. Carro. In both cases the twin gates are
hinged to each other, and in each case the lower end of the lower gate
is kept down on an iron track. Captain Wood, however, uses no links,
and entirely overlooks the advantage of utilizing the natural water-
pressure to lift his gates. On this account he would require biich enor-
mous extraneous force that bis system would be impracticable for any
considerable width of opening.
The Hon. F. R. Brnnot, of Pittsburgh, exhibited to the board a small
model of a floating hydraulic gate, which seems to meet the require-
ments of the case. Mr. Brunot only presented the model, leaving the
completion of the details necessary to put it in practice to be elaborated
by us. His system is shown, in section, on Plate 17, Figs. 90, 91, 92.
It consists substantially of a hollow caisson or ponton of the length of
the desired opening, (see Fig. 92,) and of suitable width and depth.
A chamber is excavated in the dam at the place chosen for the gate,
and when the latter is in place and lowered, the top of the caisson is
even with the floor of the pass, and the passage is free. The up-stream
edge of the top of the gate is securely hinged to the up-stream edge of
the gate-chamber.
Two methods of maneuvering the gate were proposed by the inventor.
The first method was to make a connection between the chamber and
the pool above the dam, so that the hydrostatic pressure of the upper
level might raise the gate. It could only rise in an inclined position, as
the upper edge would be held down by the hinges. To lower the gate
the connection with the upper pool would be closed and that with the
lower one opened, and the gate would fall on the removal of the water-
pressure. The service of the gate would be simple and inexpensive, as
one man only would be required, and his work would be limited to
opening and closing valves. One objection to this method of working
is that a certain amount of play is necessary between the gate and the
lower side of the chamber in order to prevent danger from jamming.
The width of this opening could hardly be less than 2 inches, and this
width into the length of the opening (200 feet) would give a total
opening of 33J square feet. In order, therefore, to retain within the
chamber the pressure of the upper pool, it would be necessary to have
a channel of communication with it of a greater sectional area than 33^
square feet. As this pressure would have to be kept up during the
season of low water, there would ensue such an expenditure of water
that, in many localities, the gate could not be used. On the Mononga-
476 REPORT OF THE CHIEF OF ENGINEERS.
hela, where the first pass with hydraulic gate should be built, the flow
during summer is often insufficient to supply the lockage.
H Another objection to this method is that it will oftentimes be neces-
sary to lower the gate and open the pass when the water in the lower
pool is even with the top of the chamber. In this case our experiments
indicated that the water pressure on top of the gate would not suffice to
make it fall.
f The other method suggested by Mr. Brnnot is to fill the gate with
water when the chute is to be opened, and to pump the water out when
it is to be closed. This will, undoubtedly, secure the desired result be-
yond any posfrfbility of failure, no matter what may be the difference
of level between the two pools, and this is the method which we recom-
mend. The power necessary to do the pumping can always be had from
the fall at the dam, and a turbine-wheel in a well in the abutment would
be the natural method of apx)lying it.
There is a danger that sediment may ent^r the chamber of the Brunot
gate through the opening left for play, and also that sticks and stones
may get fast in it and interfere with the moA^ement of the gate. For
this reason, and in order to secure a tighter chamber, we thought that
the system shown in section in Figs. 88 and 89, on Plate 16, would be
better. In this the Brunot gate is hinged to the lower edge of the cham-
ber, and a heavy wooden apron rests on it, which is hinged above the
chamber to the platform of the chute. This system gives ample play to
the gate, and almost entirely obviates any trouble from sediment and
from floating bodies or stones rolled along by the current. It is, in
fact, a combination of the Brunot and the " bear-trap '' systems. There
is also a very striking similarity to the main part of the Krantz system,
the chief diflerence being in the method of fastening the apron. It is
an apparent objection to the Krantz system that the cavity prepared
for the lower end of the apron might be filled with sediment or ob-
structed by stones and gravel rolled along the bed of the stream. We
finally, however, concluded to abandon this combination, because we
found that by putting a shoulder oil the lower edge of the Brnnot gate,
as shown in Figs. 90 and 91, we could retain sufficient play, and yet make
a tight fit against the chamber-wall, and because in elaborating the
details of filling and opening the gate in the combined system, we found
many practical difficulties that do not exist in the Brunot system proper.
In the combi nation of the two systems the apron would have to be very
wide, for the same reason as in the ^^ bear-trap" proper, and it would be
open to the same objections.
Col. P. J. Schopp, C. E., suggested what he termed a " triangular
caisson dam," but as it consisted substantially of a number of Brunot
caissons of triangular cross-section, each provided with an independent
chamber, and maneuvered in succession, we did not deem it necessary
to test the plan in a model. He proposed working his gates entirely by
changing the pressure of the water under them, but, as we have previ-
oiisly stated, our experiments on modcis indicated that this method would
sometimes fail, and the application of the pumping system to a number
of caissons would increase the difficulties of working, without correspond-
ing advantages.
Tbe system now in use on the Yonne and Seine has the advantage of
being the gradual growth of long years of study and experiment, and
will, undoubtedly, at least on the Upper Ohio, radically improve the
navigation. The question before us, therefore, is whether this system
is the best that can be devised for such navigation as is used on the
REPORT OF THE CHIEF OF ENGINEERS. 477
Ohio Eiver, or whether we cannot obtain a method more suited to our
wants.
As can be seen from the discussion, and from the tables which have
been given, the French system gives 5 feet in depth at the head of each
pool, and the lifts, or ditt'erences of level between the pools, vary on the
Seine from 4 feet 5 inches, at the Melun Dam, to 9 feet 10 inches at Port-
ia I'Anglais. The latter lift is exceptionally great, on account of the
wish to avoid constructing a dam within the limits of Paris, the next
greatest lift being 6 feet 1 inch, at Ablon.
At the La Madeleine Dam, which may be taken as a sample, the tops
of the wickets of the pass, when up, are 8 inches lower than those of
the wickets of the weir, and they are 4 inches below the surface of the
upper pool. Four inches is therefore the minimum depth of water that
is expected to pour over the tops of the wickets of the pass. During
this stage the water of the pool below stands against the back of the
pasH-wickets, at a vertical height of 4 feet 4 inches. Should the water
g|Bt too low to give four inches over the tops of the pass- wickets, the
dam can be tightened by temporarily covering the spaces left between
the wickets.
The length of the shortest pool on the Upper Seine is 3.38 miles and
that of the longest scA^en miles. The fall of the river between the Varen-
nes and the La Gave Dams, a distance of 18.63 miles, is 23 feet, or an
average of about 15 inches per mile, while between the same dam and
that at Port^l'Anglais, a distance of 56 miles, the fall is 60 feet, whi<5li
is an average of about 13 inches to the mile. The average fall of the
Ohio in the first twenty miles of its course is 17 inches per mile, but this
slope rapidly changes, and in the first fifty-six miles the fall is 53.3 feet,
or at the rate of about 11 J inches per mile. The slopes of the two rivers,
in the portions compared, are thus seen to be nearly the same, though
the greatest floods in the Ohio, in the sections compaied, vary from 35
to 45 feet, while in the Upper Seine they only vary from 16 to 23 feet.
As might be expected &om the greater height of floods, (he banks of
the Ohio are much higher above low-water than those of the Seine, and
therefore higher dams can be built without greater danger of overflow.
One objection to all the French systems is that the mechanism con-
sists of a great number of parts, all of which must be kept in perfect
working order, a thing which is less difficult in France than in the
former country because thereisalong-established and well-organized and
trained body of inspectors, engineers, lock and dam tenders, and assist-
ants, whose lives are devoted to such work, and who are thoroughly capa-
ble of attending to it. The lack of such a body in the United States
makes it eminently desirable that all machinery should be of the simplest
possible kind, and we believe that the plan which we recommend has
at least this merit.
Another and more serious objection to the French systems comes from
the greater cold of our climate, and the greater danger of injury by
ice. The account already given shows that the Seine dams were greatly
endangered by an unusual cold of 21o. As this is a very common tem-
perature with us, and as the thermometer is not unfrequeutly below
zero, it is manifest that the danger mentioned would be both more fre-
quently encountered in this country, and more dangerous when encount-
ered, particularly in Aiew of the higher and more sudden floods, and the
greater masses of drift-wood. Therefore, with our present information,
we think it would be better to test the Brunot gate in preference to
adopting the French systems thus far in use. If the test is unsatisfac-
tory, we still have them to fall back on, while if it is a success we be-
478 REPORT OF THE CHIEF OF ENGINEERS.
lieve that we will have a simpler, stronger, and more readily handled
apparatus.
Should the system which we recommend for trial be adopted, we will
find ourselves provided with a navigation that differs in many particu-
lars from that used in France. In the latter country, as soon as the
natural depth in the river is less than 5 feet, the passes are closed, and
all navigation in either direction is carried on through the locks. On
our system, if we can get a gate, as we think we can, that can be opened
in two minutes, and closed in five, it will be quite practicable to keep
up an intermittent down-stream navigation through the pass through-
out almost the whole year, as the opening of the gate for not to exceed
ten minutes at a time, (which, allowing for diminished discharge while
being opened and shut, will make the total expenditure of water about
equal to a full opening of the chute for 5 minutes,) will probably not
iujuriousl}'^ lower tjie level of the upper pool. We would thus have a
natural down-stream navigation throughout almost the entire year,
which would be an immense advantage, since our heavy products, sucU
as coal and manufactured iron, all go down the river. To counterbal-
ance this advantage, we would have the disadvantage of forcing all up
stream navigation, except in very high water, to pass through the locks.
The latter would have to be higher than the French locks, and our ex-
penditures for masonry and timber for the dam, /and inclined plane,
would much exceed theirs. To counterbalance this, we have simpler
constructions, less complicated mechanism, (which is both very costly,
and must be carefully watched and kept in order,) and probably less
expense for attendance. It is, therefore, mainly on account of the
special character of our climate and of our navigation, that we recom-
mend that a system differing from those used in France be first tested,
in preference to copying what are successful in their native country, but
which might not work so well here. We wish it to be specially under-
stood, that while we have attempted to collect all available information
on this subject, we do not presume to decide the question now, but limit
ourselves to recommending a preliminary experiment. Having, there-
fore, decided in favor of an experiment upon the plan proposed by Mr.
Brunot, it now remains to elaborate its details.
There are two methods of filling the gate — by opening valves in the
top of the gate itself, or by opening a pipe which communicates with
the interior of the gate. As the gate rises and falls around a horizon-
tal axis, there is some difi&culty in devising an apparatus to move these
valves at all times which shall itself be sheltered from floating bodies.
Moreover, valves in the top of the gate are liable to injury, and they
weaken the gate where it ought to be strongest. For these reasons we
propose to permit water to enter by a pipe under the platform of the
chute, which shall connect with the interior of the gate by several
branches of flexible pipe entering just below the hinges. The main
pipe will be controlled by a valve worked from the abutment, as shown
in Fig. 92. It is calculated that a two-foot pipe will fill the experimental
gate, 100 feet in length, in 2 minutes, which is, probably, quick enough.
To empty the gate a centrifugal pump is used whose suction-pipe has a
flexible length to connect it with a pipe extending to the bottom of the
gate. This pump will be set in motion by a turbine wheel. The neces-
sary power to drive this pump was calculated by assuming 5 minutes
as the time for the work, and taking the capacity of the experimental
gate as 5,000 cubic feet, and the lift as 6 feet. We, therefore, have a quan-
tity of work of 375,000 foot-pounds per minute, or 11.4 horse-power.
The eft'ective work of pumps is given by Bourne as ranging from 30 to
i
REPORT OF THE CHIEF OF ENGINEERS. 479
65 per cent, of the power applied to them, and, therefore, with an as-
sumed eflBciency of 38 per cent, we And that we require 30 horse-power
to work this pump.
To get the size of turbine necessary to develop this effective power,
we use Francis's formula :
in which P = 30, the effective horse-power, and
A = 6, the assumed head of water. We, therefore, find —
D = 6.93 feet.
The amount of water necessary to supply this wheel is found by the
formula, also given by Mr. Francis :
Q=0.5DV^
Whence we find —
Q = 58.8 feet per second.
To supply this amount of water without great velocity, and, there-
fore, without sensible loss of head, the water in the channel leading to
the turbine should have a velocity of not more than 3 feet per second ;
and, therefore, the cross-section of the channel should be about 20 square
feet. We have, therefore, taken a width of 4 feet and a depth of 5.
The positions of the pump and turbine are shown in Fig. 92.
It is important to have some arrangement for the automatic filling of
the gate, should a sudden flood come 'in the night, or when the gate-
tender was absent or negligent. This is provided for by a stationary pipe
at the far end of the gate, which is sheltered from floating bodies by
the recess at the end of the chamber. The height of this pipe is such
that when there is a greater depth in the chute than seven feet, the
water overflows into the gate. This pipe also answers as an air-pipe
during the maneuvering of the gate.
The most important navigation on the upper part of the Ohio Biver
is the transport of coal, and as this transport is always down stream,
and as the ponderous coal-fleets are not easily checked or stopped, it is
very desirable that the process of lowering the gate and opening the
pass should be very expeditious, while there need be no great hurry in
raising the gate. The system proposed answers these ends perfectly.
One man can maneuver the gate, and it can be filled with any desired
rapidity. If the 2-foot pipe should not do the work fast enough, there
is no difficulty whatever in using one of greater diameter. After the
fleet has passed, the attendant has only to open the gate of the turbine,
and in a few minutes the pass is closed. It seems hardly possible to
devise a system that could promise better results.
In order to scour out any sediment that may accumulate in the cham-
ber, a culvert is made at the far end, and inlet pipes at the abutment.
As this operation would seldom be necessary, (possibly once a year,) it
is believed that the management of the valve at the far end would offer
no practical difficulty. Excepting this one valve, all the mechanism is
on the abutment, and is therefore always accessible.
Besides the gHte, the shape and details of the pass require special at-
tention. In order to acquire knowledge in the working of passes, or
chutes, as they ^re frequently called, the board went to Lock Haven, in
Pennsylvania, and examined the chute in the dam across the Susque-
hanna at that place. This chute and dam are shown in Fig. 36, plate 4.
The length of the chute is 1,295 feet, and its width is 31 feet. The differ-
\
480 REPORT OF THE CHIEF OF ENGINEERS.
ence of level, in low water, between tbe pool and the river below, is 11
feet, and the slope of the chute is 1 in 142.
There is no gate at its head, as it is left open until the water above
becomes too ]ow, and then a temporary dam of plank, resting against a
horizontal beam, is constructed. The chute was unfortunately closed
when we visited it, but we obtained much information about it from an
ex-oflficer of engineers, Mr. E. W. Petrikin, residing in Lock Haven.
We learned that it was only used in running rafts down the river, and
that there was a marked wave at its entrance, and also that rafts in
passing out of the chute into the river were generally submerged. At
the .Williamsport chut€, on the same river, rafts dive so much that in
order to diminish this tendency they are forced to use, at tlie lower end
of the chute, floating timbers with one end fastened to the bottom..
Neither the wave at the head of these chutes nor the diving at the foot
is injurious to rafts, but they would be to coal-fleets. A very important
matter of detail is to make as much friction as possible on the bottom
and sides of the chute, so as to retard the velocity of the water. The
superiority of the Lock Haven chute to the others on the Susquehanna
is attributed, in some measure, to the fact that it has a stone bottom^
while others have wood. The stone paving has become so rough that
it checks the current very appreciably.
The board believe that by a judicious widening of the head of the
chute, so as to cause a large body of water to enter, the head-wave caa
be almost if not entirely obviated, and that a similar widening at the
foot would probably work equally well there. But these and other de-
tails can only be settled by actual trial, and without such trial they
would be unwilling to recommend the system for use on the Ohio. If it
is a success, there need no longer be any difference of opinion about the
radical improvement of that river. As such vast interests depend upon
this trial, they would most urgently press its importance upon Congress.
To test the whole scheme, the Monongahela Navigation Company, who
need something of the kind for their own use, offer the use of the lowest
dam on the Monongahela for a chute 100 feet in width, or half the width
proposed for ultimate adoption on the Ohio. The two locks in their
dam No. 1 are insuflicient to transact the rush of business that crowds
upon them whenever there is a coal-boat rise in the Ohio, and many
coal-barges lose an opportunity of getting to market on account of the
impossibility of getting through the locks in time. If the chute prove*
a success, barges can safely lie in pool No. 1 until a rise comes, and
then pass down the river promptly. An indirect result would be te
add pool No. 1 to the harbor of Pittsburgh, which is now greatly over-
crowded.
The Monongahela Navigation Company is, therefore, equally interested
with the United States in finding a successful solution to the problem
before us.
They therefore, through their president, Hon. J. K. Moorhead, offer
for this purpose their dam No. 1, and agree to pay one-half the cost of
the experiment, it being understood that in case of success they are to
become the owners of the gate and chute.
This proposition seems to us a fair one to both parties, and we would
therefore recommend its acceptance. According to the most careful
estimate that we have been able to make, the cost of ]>utting in a chute
100 feet wide, with a movable hydraulic gate, the bottom of the chute
being 4 feet below the crest of the dam, will be $80,000. We would
therefore urgently recommend the appropriation, by Congress, of $40,000
for the purpose of expeiimenting with a navigable chute, to be opened
^REPORT OF THE CHIEF OF ENGINEERS. 481
and closed by a hydraulic gate, in one of the dams of the Mononga-
hela IN^avigation Company, provided that the chute and gate be con-
strncted in accordance with the plans of the United States engineer in
charge of the improvement of the Ohio Eiver, and provided, also, that
the Monongahela Navigation Company shall pay one-half the actual
cost of construction, without any charge for the use of their dam or of
such tools or working-machinery as they may have on hand. It should
also be agreed that, in consideration of the foregoing provisions, the
chute and gate shall become the property of the said Navigation Com-
pany, but that both chute and gate shall be subject to such changes or
modifications, at the joint ex]:)ense of the United States and the Navi-
gation Company, as may be directed by the United States engineer in
charges until in his opinion further change or experiment is unnecessary.
It should further be agreed that in case the experiment should prove a
failure, the United States shall be liable for no charges for the cost of
removing said chute and gate, and restoring the dam to its original
condition.
There are still many details to be elaborated in the praetical construc-
tion of the Brunot gate which the pressing necessity for an early report,
and the unexpected amount of time and labor required to collect the
foregoing information, make it impossibe for the board to complete.
They believe, however, that they have sufficiently covered the subject iu
the foregoing, and would recommend that the duty of preparing the prac-
tical details of construction be assigned to the engineer in charge of the
improvement of the Ohio River.
Kespectfully submitted.
G. Weitzel,
Major of Engineers^ Brevet Major- Oeneral^ U. 8. A.
W. E. Merrill,
Major of Engineers and Brevet Colonel,
Brig. Gen. A. A. Humphreys,
Chief of Engineers^ U, 8. A.
N 4.
IMPROVEMENT OF THE MONONGAHELA RIVER.
In my report of September 1, 1873, the progress of this work was
given up to that date. This consisted in the purchase of laud for the site
of the proposed lock and dam at Hoard's Bocks, W. Va., and the letting
of a contract for the construction of the lock.
Work was begun by the contractors in opening a quarry for stone in
September last, and soon after the excavation for foundation was com-
menced. The progress of the work has thus far been slow, and I hardly
think it probable that the contractors will be able to complete the lock
this season, as contemplated by their contract. The excavation for the
foundation is now complete, and a large quantity of stone of all classes
is ready for the walls. From present appearances, not over live or six
courses will be built by the close of the season. These, however, are
the ones that are most troublesome and most subject to delay by rises
in the river, and by land-slides. After they are finished, the work can
progress smoothly and rapidly.
The funds appropriated for this work will probably be sufficient to
complete the lock, and a small margin may be left toward building the
dam. The additional sum of $22,000 will, however, be necessary to
31 E
482 EEPORT OF THE CHIEF OF ENGINEERS*
complete the improvement at EFoard's Rocks, being the difference be-
tween my estimate for the current year ($47,000) and the amount
($25,000) appropriated by act of June 23, 1874.
To complete the improvement of this river so as to proi)erly connect
with the slack-water system already established on the Lower Mononga-
hela, will requii*e two additional locks and dams, one of which should
be built at or near Cheat River Ripple, and the other at Jacob's Creek.
In estimating for a lock at Cheat River Ripple, I odly do so because
a lock must be built at or near this place in order to carry out the sys-
tem of improvement recommended by me and approved by Congress.
The question as to who should build it is an open one, as this matter
has never been settled ; but presuming that my opinion would be de-
sired, 1 give it herewith. I think that it would be better if the United
States were to build this lock, although it is in the State of Pennsyl-
vania. The Monongahela Navigation Company is bound by law to
make a navigation to the State-line, but not beyond it. The Hoani's
Rocks lock is beyond this line, and a good navigation cannot l>e
made up to it without two more locks, or one, besides the one which
the company must build. But should they comply with their obli-
gation and build a lock with a lift of 16 feet, the one to be built
by the United States need have only 4 feet of lift. The 16-foot
lock would have a lift that experience has shown to be too great
for useful service and the 4-foot lock would have an absurdly small
lift. As a matter of law, I suppose that the navigation company
could be compelled to build the lower 10-foot lock and pay a proportion
of the cost of another lock of equal lift above. As a matter of expedi-
ency, however, I would recommend that the United States assume the
entire cost, and, therefore, the undivided control of the lock at Cheat
River Ripple, only requiring of the Navigation Company a relinquish-
ment of all claim to control the navigation of that part of the Mononga-
hela, and an agreement that the lock, which they must build, shall have
G feet at low water over its own lower miter-sill, and shall raise the sur-
face of the water 10 feet. Several of the locks on the present navigation
have but 4 feet on their lower miter-sills in low water, but the Company
is now engaged in raising it« dams so as to give 6 feet, and my own cal-
culations have all been based on a 6-foot navigation in the part of the
river in the State of West Virginia.
If the Dnited States should build the lock suggested it will require
an appropriation of $110,000; I therefore make a contingent estimate
for this amount, presuming that all legal questions as to its construc-
tion will be settled with the navigation company by tht i>roper
authorities.
ESTIMATE.
Completion of dam at Hoard^s Rocks S^^iOOO
Dam at or near Cheat River Ripple, Pa 110,000
132,000
A Statement of the financial condition of this work at the close of the
fiscal year is hereto annexed.
Financial statement
Balance in Treasury of United States July 1, 1873 $90, 000 00
Deduct amount expended in last fiscal year 409 14
Amount appropriated by act approved June 23, 1874 25, 000 00
Amount expended during the fiscal year ending June 30, 1874 6 120 13
Amount available July 1, 1874, ($108,470.73 — ^403.84) 10f<[0(i6 89
Amount required for the fiscal year ending J une 30, 187C 132, 000 00
REPOET OP THE CHIEF OP ENGINEERS. 483
N5.
IMPROVEMENT OF THE GREAT KANAWHA RIVER.
Mr. A. M. Scott has been my assistant engineer in local charge of the
Government work ou this river.
The first appropriation for the improvement of this river was made
for the fiscal year 1873-'74, and my last annual report contains a
statement of the contracts made under that appropriation, and an ac-
count of the work done under it up to September 1, 1873. The present
report will bring up the record to August 15, 1874, at which date, in
obedience to your orders, the work was transferred to Maj. W. P Craig-
hill, Corps of Engineers.
The last annual report stated that contracts had been made for work
at Cabin Creek Shoals, Elk Shoals, and Two-mile Shoal.
CaHn Creek Shoals. — Sixteen miles above Charleston, and seventy-
three and a half miles above the mouth.
This contract was let soon after I took charge of the river, and before
Mr. Scott, the superintendent, had an opportunity to acquire sufficient
local knowledge of its peculiarities. It being important to get to work
as speedily as possible, in order to utilize the low-water season, I told
Mr. Scott to follow the advice of the Kanawha board, and make the
best estimates that he could. The contractor for this work also got the
contracts at Elk Shoal and Two-mile, and speat all his time on them.
He died before he could begin at Cabin Creek, and his contracts passed
into the hands of his executor. The latter asked to be released from
the Cabin Creek contract, and Mr. Scott having concluded, after the
preparation of a detailed map of the locality, that the proposed dike
would not answer the purpose for which it was designed, recommended
that the release be granted. For the reasons assigned b^' Mr. Scott, I
approved of the application an<l you granted the release. The contract
was therefore annulled, and no work has been done at Cabin Creek
Shoals.
Elk ShoaL — Half a mile below Charleston, and fifty-seven miles above
the mouth.
The dam at this point has been completed. The total amount of stone
in the dam is 4,427 cubic yards. The original improvement consisted
of a narrow chute, varying in width from 110 to 120 feet, bounded ou
each side by walls composed of loose stone and of material dredged to
make the chute. This method of improvement was useful to packets,
but injurious to coal-fleets, as the chute was too narrow for their use,
and iu consequence they ran entirely outside of it whenever the stage
of water would permit. To remedy this, the right wall of the chute
was removed, and the opening was made 100 feet wider, but the space
taken in was left at a higher level than the bottom of the chute, iu or-
der not to increase the width of channel in dead low-water. This
work w*as done by hired labor and has been completed. It necessitated
the removal of 4,300 cubic yards of stone, gravel, and bowlders. The
dike starts at the right bank, and connects with the new right-hand
wall of the chute.
Two-mile SJioaL — ^Two miles below Charleston, and fifty-five miles
above the mouth.
The dam at this place has been completed. There were used in its
construction 4,128 cubic yards of stone and 79 cords of brush. It was
built in order to stop the waste of water behind Blaine's Island.
484 REPORT OF THE CHIEF OF ENGINEERS.
REMOVING OBSTRUCTIONS.
My last annual report (p. 507, Report of Chief of Engineers, 1873) de-
scribed the large grapple which I had caused to be made for use on the
Great Kanawha and Ohio rivers, its special use being to raise large bowl-
ders lying in the bed of the river, and too large to be lifted by any ordinary
hoisting-apparatus. This machine has done admirable service, although
it can only work occasionally, when the river happens to be low and
clear.
In October, 1873, 112 large rocks and 10 snags were removed, and
three wrecks of sunken coal-barges were torn to pieces in fourteen days.
The grapple was not used in the Kanawha again until July, 1874.
During this month its work was as follows:
Cabin Creek. — Took 18 rocks from foot of shoals ; deposited them in
11 feet water above Ault's Landing. Two lying in the right of channel
were too large for the grapple, and were blasted and removed.
Witcher's Creek, — Removed from foot of shoal a large sycamore 100
feet long.
Machine Ripple. — Took twelve rocks from this place. Several of them
were large and badly spike-marked.
CampheWs Creek. — Removed several logs from this landing.
Two-mile Shoal — A large stump from Young Two-mile, and two logs
from channel at mouth of creek.
Island IShoal. — Removed a stump 6 feet in diameter from foot of
chute.
Tyler Shoal — From head of chute, 4 big bowlders.
Feeled Maple. — Took out 25 big rocks and a large root.
One mile abave CoaVs Mouth. — Moved Christy's Rock to left shore.
CoaVs Mouth. — Took a sycamore 100 feet long and 6 feet in diameter,
with a bad root, from the landing.
Scary. — Removed 4 rocks and a snag from head of chute.
Near George Wrighfs Landing, — ^Took 2 big elms and a large rock
from the middle of the river.
Taclcet Shoal — Four rocks from foot; one of them was very large and
badly rubbed and marked.
Two mills below Tacket — Took a large snag from the middle of the
river.
Summer's Shallows, — Blasted and took out 2 large rocks.
One mile above Red House. — Blasted, and removed in five pieces a
well-known troublesome rock.
Red House. — A big rock and a small snag from foot of shoal.
Little Hurricane Ripple. — Removed 9 rocks from head of chute.
Washington Shallotcs. — Thirteen bowlders.
Tucker^s Creek Bar. — Took oft' 13 rocks.
Big Hurricane. — Moved 14 large rocks from this ripple.
Oilles'pif?s Ripple. — Fifteen rocks from head ; one, very large, was
blasted and taken out, and a large sycainore from foot of ripple.
Vintreaux Shallows. — ^Nearly four days were spent in these shallows;
in all 01 rocks were removed ; several of them had to be blasted.
Mary^s Shallows. — Took from lower end 23 rocks.
Knob Shoal — Reuioved 4 dangerous rocks from foot.
Buffalo Sftoal — Removed 32 rocks here, several of them very large;
considerable time spent.
Bvffah Shallows. — Removed 20 rocks; also a big snag from opposite
Widow Sibbrell's landing.
Near Atkinson^s Landing.— Took out a snag and 4 rocks.
BEPOET OF THE CHIEF OF ENGINEERS. 485
Eighteen-Mile. — A bad rock from the ripple.
Arbuckle IShoal. — Removed 3 rocks from head and a very large elm
from foot of chute.
Thirteen-Mile Shoal. — Six rocks and 4 troublesome logs.
Ten-Mile. — Two very large trees. ,
Three-Mile Bar. — Took out a bad 8ycamoi*e snag about 75 feet long.
The Kanawha board were so much pleased with the work of this
grapple in removing from the river many large rocks, that for years had
been the terror of pilots, that at their request I had a design prepared
for the smaller grapple, to be used by them in removing the smaller
rocks, for which the large grapple was not well fitted.
PURCHASE OF MAPS.
The general map of the river which we nse, was made by Messrs.
Lorraine and Byers in 1856-'57. The set transferred to me by Major
Graighill was incomplete, but negotiations were then in progress for
the purchase from the widow of Mr. Byers of the missing maps and
profiles. With the approval of yourself and of the Secretary of War, I
purchased these documents irom Mrs. Byers for fifteen hundred dollars.
Our general map is therefore complete.
During the year, Mr. Scott, with one assistant, has been employed in
copying and arranging the purchased material, and in making detailed
surveys at places where improvements were contemplated. Detailed
.maps on a scale of one inch to 200 feet have been made of Cabin-Creek
Shoal,' Witcher's Creek Shoal, and of the rivei from Charleston to
the foot of Wilson's Island.
NEW APPROPRIATION.
At its last session Congress appropriated $25,000 for the improve-
ment of the Great Kanawha. As I have been directed to transfer the
charge of this river to Major Craighill, 1 offer no project for the expend-
iture of this sum, nor do I submit any estimate for the fiscal year
1875-76.
Financial statement.
Balance in Treasury of United States July 1, 1873 $25,000 00
Deduct amoant expended in last fiscal year ; :)52 96
Amount appropriated by act approved June 23, 1874 25, 000 00
Anionnt expended during the fiscal year ending June 30, 1874 14,3*22 21
Amount available July 1, 1874, ($35,324.81H^800.54 ) 34, 521 27
N 6.
IMPROVEMENT OF THE WABASH RIVER.
Mr. F. Stein has been my assistant engineer in local charge of this
work.
The work of snagging and dredging in the lower end of the river and
the rock-excavation and construction of wing-dam at Coffee Island
Ghate, all of which were under contract with Mr. R. Mackenzie, dated
August 27, 1872, have been completed, and the contracts closed. The
following is a summary of the work done under this contract :
Snaffging in the lower river, 134 dayb.
Dredging in the lower river, 115 days.
Rock-excavation at Coffee Island Chute, 10,809,65 cubic yards.
Wing-dam at Coffee Island Chute, 40,307 cubic yards.
486 REPORT OF THE CHIEF OF ENGINEERS.
Of this work 103 days' snagging, 79 days' dredging, and 6,450 cubic
yards rock-excavation were done in the fiscal year 1872-'73, as previously
reported. The remainder was done during the last fiscal year.
The river is now clear of snags and obstructions, and has had its chan-
nel dredged for a distance from its mouth of 31 miles. The improve-
ment of Coffee Island Chute one hundred and three miles above the
mouth does not connect immediately with the improvements on the lower
end of the river, but this place was selected by my predecessor, Major
Weitzel, because at the time the available funds were insufficient to
complete any more important improvement.
Under the appropriation of March 3, 1873, ($50,000,) a contract was
entered into with Messrs. Myers and De Ham for 23,000 cubic yards of
rock-excavation at the Grand Chain, thirty-eight miles from the mouth
of the river. This work was begun during the month of August, and
was continued until December; 14,710 cubic yards of excavation were
inade during this time, leaving 8,290 cubic yards still to be removed.
The contract provides that this work shall be completed by December 1,
1873, and work on it is now in active progress.
The next point which is in pressing need of improvement is the Grand
Rapids, one hundred and twelve miles from the mouth of the river, at
which place the ruins of a lock and dam constructed by the Wabash
Navigation Company aggravate the natural condition of things, and
render these rapids impassable, except in high stages of water. 1 would
respectfully refer to my last annual report (Report of the Chief of Engi-
neers for 1873, p. 511) for a full history of the lock and dam and its
present relation to the improvement of the river.
Deeming it indispensable that the Grand Rapids should be overcome
by the reconstruction of a lock and dam, a special survey was commenced,
and at .the close of the fiscal year was still in progress, to determine
whether the new lock should be built upon the site of the old one, or be
placed about two miles further down and just below the mouth of Whit©
River. The advantages of the latter location are that a look and dam
here would obviate the necessity of any further improvement of the
White River Shoals, and would at the same time improve the navigation
of the White River. Since the close of the fiscal year this survey has
been completed, and from it I conclude that, on account of the lowness
of the banks of the Wabash and of the Whitb in the vicinity of the pro-
posed site at White River Shoals, it would be inexpedient to remove the
dam from its present position, and therefore I recommend the retention
of the old site.
An appropriation to rebuild the Grand Rapids Lock was asked for in
my last annual report, but, by act of June 23, 1874, Congress appropri-
ated only $25,000 for continuing the improvement of the Wabash River,
adding a proviso :
That a portion of this appropriation ^ not exceeding $9,000, may be need by the Secre-
tary of War, in his discretion, for the extinguishment of any right, title, or claim of
the Wabash Navigation Company in the lock and dam at Qrand Rapids, on said river,
and other property said company may claim on said river ; and for the extinguishment
of any right said company may have to affect or interfere in any way with the naviga-
tion of said river; but no part of this appropriation shall be expended until said navi-
gation company shall have relinquished all right to control or otherwise, in any man-
ner, interfere with or affect the free navigation of said river.
This proviso forbids any new work on the Wabash until the rights of
the Navigation Company have been extinguished. A proposition for
the sale of their rights and franchises has been received from this
company, and has been referred to the proper authorities for action.
After the purchase is made, a project for the application of the remain-
der of this appropriation will be submitted to the Chief of Engineers.
REPORT OP THE CHIEF OF ENGINEERS. 487
ESTIMATE FOR YEAR 1875-76.
For rebuilding the Grand Rapids Lock |110,000
This sum cloes not include the amount necessary for reconstructing the
dam, as it is thought better to defer the building ot this part of the work
until the completion of the lock, for which at least one .season will be re-
quired.
For clearing out the chute east of the Little Chain 6, 000
This is one of the points named by Mi^or Weitzel for improvement in his
report dated Januar3' 4, 1872, (Report to the Chief of Engineers, 1872, p. 472.)
The object of this estimate is simply to remove snags, large numbers of
which have lodged here. It is expected chat when these are removed the
action of the current will sufficiently widen and deepen this chute, and thus
enable steamboats to entirely avoid the Little Chain.
For contingent expenses 14 000
Total 130,000
The construction of a dam at New Harmony to close the cut-off at
that place, and thus retain in the main channel the whole volume of the
river, is very much needed. I have omitted this work from the above
\iBtj because I hope to be able to build this dam out of what is left of the
yeair's appropriation after the purchase of the lands and franchises of
the Navigation Company.
A statement of the financial condition of this improvement is hereto
annexed.
Financial statement
Balance in Treasury ofthe United States July 1,1873 (65,000 00
Amouut in hands of officer and subject to his check, (including $2,772.83
per<:entage due on contracts not yet completed) 5, 542 40
Amoaut appropriated by act approved June 23, 1874 25, 000 00
Amount expended during the fiscal year ending Juue 30, 1874 47,558 35
Amount available July 1, 1874, ($47,984.05--$2,647,80) 45, 336 25
Amount required for the fiscal year ending June 30, 1876 130, 000 00
N7.
WATER-GAUGES ON THE MISSISSIPPI RIVER AND ITS PRINCIPAL TRIBU-
TARIES.
No annual inspection was made during low-water of last autumn, the
pro|)er season for inspecting, as Lieutenant Mahan, to whom I had
assigned this duty, was suddenly ordered by telegraph to proceed to
Savannah, and I had no one whom I could send in his place. As the
gauges were generally in good order, I thought it advisable to dispense
with an inspection, and to put the sum thus saved into the reconstruc-
tion in a permanent manner of such gauges as were located where the
banks were of sufficient stability to permit such construction.
Fort Leavenworth gauge, — ^This gauge is in good order, and has given
no trouble during the past year. The Missouri River was closed by ice
from the 4th to the 27th of January, and from the 31st of the same
month to the 4th of March, though during this period it was frequently
open in places. The first ice in the river was on the 28th of November.
Mr. W. N. Metz is still the gauge observer.
Rock Island gauge. — This gauge is a permanent one, being cut on the
pivot-pier of the draw of the Government bridge. The first floating
ice appeared in the latter part of November. The ice began to break
up about 3 p. m. on the 8th of March, (gauge reading, 11.40,) and gorged
at 4 p. m., opposite Bock Island water-works, (gauge reading, 14.90
488 REPORT OP THE CHIEF OF ENGINEER^.
and 15 at 5 p. m.) On the night of tbe 9th the water rose to 15.75,
but tbe gorge held fast. On the 10th, the ice finally moved oflF. Mr. G.
F. Evans has been the gauge-observer throughout the year.
Saint Louis gauge, — Since the date of my last report I have had a
substantial iron gauge constructed on the city wharf at the place where
the old records were taken by levelings, before the signal-service gauge
was placed at the elevator. The exact location of the gauge is opposite
!No. 4 South Front street. The construction is similar to that first nsed
at Memphis, and described in my report of February 19, 1872. (Report
of Chief of Engineers, 1872, p. 426.)
Piles from 10 to 15 feet in length, and 8 feet apart, were driven on the
line of the gauge. These were capped by an 8-inch stringer, and on this
was firmly spiked a railroad-rail. The paving of tbe wharf was then
re-set close up to the rail, leaving nothing visible after tbe work was
done but the top of the rail, on which the gauge was marked with steel
stamps. The zero of the new gauge is the low water of 1863. The
reading on it of the city directrix is 33.81. The gauge extends to 2 feet
below lowwater, its lower end beiuff supported by two extra piles and
beams. For its engineering, I am indebted to Mr. Julius Bapp, assist*
ant to Mr. J. B. Moulton, the city engineer. The latter gentleman gave
me all the facilities of his office, and whatever assistance and informa-
tion I needed.
In order to correct erroneous back records, I directed Mr. Leopold,
the gauge-observer, to take synchronous observations on tbe gauge at
the elevator, and on the new iron-gauge. Tbese observations did not
give very satisfactory results, as tbe difference in the readings varied
at the same stage in the river. After comparing the differences graphi-
cally and numerically, I established tbe following table of corrections,
to be applied to the readings on the gauge at the elevator :
Between 4 and 7 sabtract 0.^0
Between 7 and 11 sabtract 0. bO
Between 11 and 14 subtract 0.90
Between 14 and 17 subtract 1.00
Between 17 and 19 sabtract 1.05
Above 19 subtract 1. 10
The gauge-records which I send herewith have been corrected on
this system.
Mr. Jacob Leopold continues to be gauge-observer.
Cairo gauge. — As Cairo is the most important point in the Mississippi
Valley for water-gauge observations, I had even stronger reasons for
constructing a permanent gauge here than at St. Louis. The old gauge
at the freight-warehouse had become warped by the sun and injured
by the chains and cables of steamboats, and besides it was at a distance
from the main wharf. The place chosen for the new gauge is at the
lower end of the paved wharf at the foot of Fourth street, the old one
having been at the foot of Fifteenth. The distance between the two
gauges is 2,830 feet.
Owing to the instability of the Cairo levee, Mr. Charles Thrupp, the
engineer in charge, thought it advisable to support the stringer on
small trestles with mud-sills. These trestles have 6 by 8 inch caps, 6 by
6 inch posts, and a 12 by 4 inch mud-sill. The posts are fastened to the
cap by tenons and treenails, and to the sill by wedges and spikes.
Tbe stringer is of oak, with a section 8 by 12 inches, and is firmly
fastened to each trestle-cap by f -inch screw-bolts. Tbe trestles are 4
feet in height and 6 feet apart. The gauge proper is an iron bar 4 by
i inch countersunk into the stringer. Tbe gauge is a first-class one in
REPORT OF THE CHIEF OF ENGINEERS. 489
every respect, and reflects great credit on Mr. Thrnpp. The zero of the
new K^age is at the same level as the zero of the old one. Mr. M. S.
Ensmiuger, the city wharf-master, continues as gauge-observer.
The following bench-marks in Cairo were communicated in Decem-
ber, 1867, to my predecessor in charge of the Ohio River, Mr. W. Mil-
nor Roberts, by Mr. J. P. Hely, engineer, Cairo City property. They
are here recorded for future use. They are referred to the city datum-
line, which reads on the United States gauge 9.1G.
Grade of Ohio levee 42.00
Grade of the Illinois Centra Railroad on Ohio levee 43.00
Grade of Mlsaissippi levee 44.00
Door-sill St. Charles Hotel, northeast corner 43.26
Door-sill Adler's store, between Fourth and Sixth 43.63
Door-sill Donelly's store, between Eighteenth and Twentieth 43. 78
Upper Louisville gauge. — ^The observer at this station has also charge
of the gauge at the foot of the canal, the two gauges being about two
miles apart. The upper gauge is also repeated on the wall just above
the guard-gates, in close proximity to the lower gauge. I therefore con-
cluded that it would be better to stop reading the gauge at the head of
the canal, and to take both readiugs at the guard-gates. The readings
herewith forwarded were thus taken.
•
Lower Louisville gauge. — In my last report I stated that the stone-
cutter who cut the first gauge had made an error which amounted to
about 5 inches in the highest reading. With the assistance of Capt.
M. B. Adams, Corps of Engineers, who kindly superintended the work, I
have had a new gauge cut at the foot of the canal which is correct. Mr.
William Beynolds was the gauge-observer until May 3, since which
time the record has been kept by Mr. J. B. Thompson.
NOiShmille gauge. — There being no gauge on the Cumberland River, I
asked Mr. 8. Thayer Abert, then in charge of the work on the Cumber-
land River, to construct one for me at Nashville, requesting him, if pos-
sible; to put in an iron-gauge. As the natural shore at the Nashville
wharf is solid rock, the method of constructing the substructure varied
somewhat from the method used at St. Louis and Cairo.
The following is taken from Mr. Abert's report :
The trench for the foundation has been excavated, partly iti rock, partly in compact
clay. Upon this bed, silU 6 by 6 inches by 4^ feet, placed every 6 feet, support a con-
tinnoas string-piece of the same dimensions and 12 feet long, halved and spiked at the
Joints and the sills beneath. Upon this, rolled iron, 4 by f inches by 16 feet, is laid,
with ends abattiug, and secured to the string-pieces with four l-inoh spikes at dis-
tances apart of 1 foot, and upon alternate edges of the iron. Screws were used at
road-crossings, as the cedar, although ^ye times as durable as oak, does not hold nails
so well. The gauge is protected from 18 inches to 2 feet on each side with substantial
paviujc. The upper end terminates on Front street, but does not cross it. The observa-
tion of floods above this point must be transferred to the marks on Harrison's store.
A line has been cut, at every distauce equivalent to one vertical foot, with a cold-chisel.
In some cases these marks cross the iron obliquely, on account of the difference of level
in the two sides; a small difference in elevation making a noticeable difference in dis-
tance.
The low-water reference is 1 foot below the low- water of last summer, and very near
extraordinary low- water. The following levels are referred to the same zero :
Top of second course of Wood & Simpson's boiler-shop 33. 768
Top of curb-stone at lamp- post, Harrison's comer 48. 811
Top of curb-stone at southwest corner Broad and Front streets 50. 097
Top of sill-course, (marked x,) Harrison &, Son's corner 50.708
True high- water mark, Harrison's corner, notched 1847 51. 667
High- water mark in paint, Harrison's corner, 1847 55. 167
The entire length of tbe gauge is 304 feet. High- water mark 54.667
is 165.000 on the city-levels. Eegular gaage-observations began on the
17th of Aagust, 1873. Mr. H. H. Harrison is the gauge-observer.
490 REPORT OP THE CHIEF OF ENGINEERS.
Florence gauge. — This gaage has required no repairs during the year.
Mr. W. P. Stradford is still the gauge-observer.
Mefnphis gauge. — This gauge was partly constructed by me and partly
by the city of Memphis, (Rei>ort of Chief of Engineers, 1872, p. 430.) I
regret to stale that the lower portion of the city's part had to be taken
up on account of the caving into the river of that part of the wharf on
which it was built. This gauge therefore needs repair. It will be diffi-
cult to make a permanent gauge at Memphis until the city protects the
foot of its wharf below lowwaler by riprap or similar covering. I
urged this when the gauge was first con8tructed,)but without succeeding
in getting my recommendations adopted. Mr. W. L. Trask continues
as gauge-observer.
Jacksonport gauge. — No repairs have been needed on this gauge during
the past year. Mr. W. E. Bevens is still the gauge-observer.
Little Bock gauge. — ^The lowest section of this gauge is of wood, fast-
ened to the vertical timber- wall at the foot of the wharf. During very
low water, mud and sand accumulat.e so rapidly at the foot of the gauge
that a trench must be dug every morning to get an observation. I
thought of remedying this difficulty by duplicating the lowest section
of the gauge by cutting it on the rocks above the landing. The lowest
bid 1 could get for this work was $L50, and therefore I abandoned the
idea. On the night of the 5th of February the brick house to which
the upper section of the gauge was attached was destroyed by fire, but
the gauge, which was fastened on the outer wall of the cellar, was not
Injured. Since that time the owners of the building have been ordered
by the city authorities to take down the walls. The gauge needs inspec-
tion and probably a partial reconstruction. Mr. Joseph Meyer is stiU
the gauge-observer.
Helena gau^e. — The gauge at this place was injured in July, 1873, by a
coal-barge standing on it, but the observer made temporary repairs and
keptit in fair condition. In June,1874, he reported that the gauge needed
reconstruction, as some of the sections were inaccurate from settlement^
and others had been injured by drift and barges. He thought that the
bank should be graded, and a heavier gauge constructed. I authorized
this work to be done, but directed that the gauge should not be' marked
without orders. The reconstruction of the gauge is yet incomplete,
Mr. J. B. Miles continues. to be gauge-observer.
Oau{ie at mouth of White River. — ^This gauge needs a total reconstruc-
tion, and it may be advisable to change its location to Terrene, on the
Mississippi shore. In my last report I stated that the old gauge had
been carried away by the caving of the banks. Being unable to send
any one to White River at the time, I directed the observer to make a
new guage on the plan of the old one, and mark it as accurately as he
could. This gauge also was destroyed in June, 1874, and the observer
was directed to reconstruct it, the greater part of the material having
been saved. This has not yet been done, and the record is kept by
temporary marks. Gapt. F. G. Kendall has been the observer during
the year.
Lake Providence gauge. — In July, 1873, the falling of the river revealed
the fact that below the 24foot mark the guage was gone, probably de-
stroyed by the ice of the preceding winter. The record has since then
been kept up by temporary stakes. The gauge probably needs recon-
struction. There is a duplicate kighwater section of this gauge that
will keep an accurate record of floods, even should the whole of the
original gauge be washed away. Mr. S. T. Le May is still the gauge-ob-
server.
REPORT OF THE CHIEF OF ENGINEERS. 491
•
Vicksburg gauge. — The observer of this station reports that he thinks
that the elevator-piles to which the gauge is attached have settled, and
he recommends an instrumental examination. This matter, however^
has been unavoidably postponed. Mr. D. P. Fithian has been the gauge-
observer during the year.
Natchez gauge. — There has been no trouble with this gauge during the
past year. The bench-mark on Mrs. Oann's house having become en-
dangered by the rotting of the wooden door-sill, the observer had a
new bench established on the iron door-sill of Ray & Grant's store. Mr.
L. F. Carvny was the observer from April 27, 1873, until his decease, on
the 11th of August, 1874. The gauge is now under charge of Mr. J. B.
O'Brien.
Red River Landing gauge. — ^On August 3, 1873, the observer at this
station reported that the lower section of the gauge was missing. It
was temporarily, but erroneously, established by a local engineer, and
finally reconstructed by Mr. C. W. Babbitt, of Natchez, whom I sent>
there for that purpose. He found that 36 feet of the gauge required
reconstruction, due to the slipping of the banks and the shock of a
loaded barge. Maj. A. D. Smith continues to keep the gauge-records.
Alexa/ndHa gauge. — ^The lower section of this gauge was frequently
broken by steamboats striking against it, so that it became necessary
to reconstruct it more securely. The observer employed Gapt. R. W.
Bringhurst, the parish surveyor, for this purpose. He used 8 by 10-inch
stringers, on uprights of the same cross-section, 3 feet in length, supi-
ported on sandstone. The top of the stringer is even with the natural
surface of the bank. The length of gauge replaced was 56 feet. Not-
withstanding the care taken, the gauge was again broken in February.
It could not be repaired until the present mouth. Gapt. J. A. Williams
has been the observer since the gauge was established.
Baton Rouge gauge. — On the 5th of July, 1873, the observer reported
that the second upright post was missing, and that a part of the inclined
gauge was gone. The damage is supposed to have been done by a raft-
log. A temporary post was at once put in the place of the missing one.
As the water continued to fall, it was found that the lowest post was
out of pliimb, having been struck by a raft. This post was straightened
and made servi(5eable. In October the gauge was carefully examined and
put in good order by Mr. J. T. Van Pelt, civil engineer. His report con-
tains thefollowing interesting items, that should be preserved :
It may be deemed important by the Department to bavo on record tbo following con-
nections, or points of reference, which have been made by me at varions times, and
which have been carefuUy checked :
Mark on northeast (cornet of chimney of old mill near the gauge 95. 909
Top of stotie bouniy at boandary-line between United States garrison and
city property 34.111
Bench-mark on State-house, known as the State-house bench-mark, which I
think that Colonel Merrill used as his startiug-point 62. 570
Low- water 1854, (by Waller's records = 68. 370 below State-house bench-mark) 0. 200
Low-water 1851, (by Waller's records) 3.200
High- water 1851, (by Waller's records = 34. 33 above low- water 1854) 34. 530
High-water 1862, (by Waller's records = 35. 870 above low-water 1854) 36. 070
High-water 1869, (measured by a citizen, 4^ inches over the stone bourn) .... 34. 486
High-water 1871, (observed at the time by Van Pelt) 34. 520
The above readings differ somewhat from those of Colonel Merrill in 1872, but they
are the result of three lines of levels run, firat, by S. W. Hill, April 20, 1871 ; second, by
myself, May 20, 1872; and, third, by myself and Colonel Lockett March 31, 1873. The
three sets of levehi, and especially the last two, agree closely. The above is an average
of results.
492 REPORT OP THE CHIEF OF ENGINEERS.
These results are doubtless more correct than miue, which wereobtained
very hurriedly and under unfavorable circumstances, and I think that
they merit preservation. Colonel Lockett resigned his post as gauge-
obsen^er in June, 1873, since which time the gauge has been in charge
of Mr. W. N. Van Pelt, the business-clerk of the University of Louis-
iana.
Carrollton gauge, — In March, 1874, the observer at this gauge reported
that two of the sections of the gauge which overlapped differed 0.15 in
their readings. I at once wrot« to Captain Howell, Corps of Engineers,
and requested him to have the gauge examined. He directed Lieutenant
Quinn to make the examination, and the latter reported that the section
nearest the shore had settled 0.262 foot, and the next section 0.162 foot.
The other sections were under water. Captain Howell promised to have
another examination made in low water. On the 3d of the present month
(August) the observer informed me by letter that the wharf had slipped
into the river, carrying with it the gauge and ita nearest bench-mark.
Mr. William B. Williams, civil engineer, was employed to put in a tem-
porary gauge, and observations for the present are taken from it. Mr.
W. L. Duffy is still the gauge-observer.
Having at my own request, made on account of the pressure of other
duties, been relieved from the future charge of these water-gauges, I will
add a brief classification of them, as they appear to my mind after three
years' experience.
The gauges at Bock Island, St. Louis, Cairo, Louisville, and Nash-
ville may be considered as entirely permanent. Those at Fort Leaven-
worth, Jacksonport, Florence, Memphis, and Little Bock as semi-perma-
nent; but the others require constant watching and continual repairs.
The most suitable station for the officer in charge is at the point niost
central to the unstable gauges, and this condition is admirably filled by
Yicksburg, the station of my successor. The system thus far carried
out has been of great value to the planting and navigation interests, and
I strongly recommend its continuance. It is for this reason that 1 have
made all the gauges as permanent as their sites would permit. The
Cairo gauge is much the most important of the system.
RECORDS OP THE FLOOD OF 1874.
I directed all gauge-observers to send to this office all information
that they could obtain about the flood of this spring. I had intended
compiling this information for this report, but as the whole subject has
lately been referred to an engineer board, to whom I have been directed
to turn over all the information in my possession, it is evidently unneces-
sary for me to discuss the subject.
I send herewith the gauge-records for the fiscal year 1873-74 at the
above-mentioned gauge-stations. The St. Louis record commences in
1861, and would have been forwarded last year but for certain errors,
which have since been corrected.
•
Financial statement
•
Balance in Treasury of United States July 1, 1873 1 $5,000 00
Amount in hands officer and subject to his check 813 37
Amount aUotted from appropriation of June 23, 1874, for examinations
and surveys 6,000 00
Amount expended during the fiscal year ending June 30, 1874 5, 787 16
Amount available July f, 1874 *. 5,026 21
BPPORT OP THE CHIEF OP ENGINEERS. 493
EXTENSION OF THE CHESAPEAKE AND OHIO CANAL TO THE OHIO
RIVER.
United States Engineer Office,
Cincinnati^ Ohio^ March 20, 1874.
General: The act of Congress approved March 3, 1873, makiDg
appropriations for rivers and harbors contained the following clause :
"And not to exceed $5,000 of the above appropriation may be expended
in an exploration of routes for the extension of the Chesapeake and
Ohio Canal to the Ohio Kiver by the north and south branches of the
Potomac River."
The duty of making this exploration having been assigned to me, and
being unable, on account of my other duties, to make the survey in per-
son, I considered myself fortunate in being able to put it in charge of
Col. Thomas S. Sedgwick, late of the volunteer service, who had served
under my command in the earlier years of the late war. His report is
herewith forwarded.
The idea that there ought to be a canal from tide-water to the Ohio,
via the valley of the Potomac, is a very old one, and was a favorite
scheme of Washington, who was a stockholder in the Potomac Com-
pany, an organization that began work by attempting to improve the
channel of the Potomac. Their efforts, however, were abortive, and the
project slumbered until it was revived in 1824, under the auspices of the
National Government. During this year, and 1825 and 1826, very care-
ful surveys were made along the entire line of the proposed canal from
Washington to Pittsburgh, special care being given to the manner of
crossing the mountains. The results of these investigations are given
in the copies of the Reports of the Board of Internal Improvements,
which are herewith attached as Appendix A.
The object of the surveys of fifty years ago was to discover a practi-
cable water-route between the Potomac and the Ohio. As the eastern
division of the proposed canal (that portion lying in the valley of the
Potomac) has been built as far as Cumberland, I inferred that my
duty was to ascertain how to extend this canal toward the Ohio. The
act itself required the survey to be made " by the north and south
branches of the Potomac." As the limited sum at my disposal made it
impracticable to run more than one instrumental line, and as the south
branch of the Potomac enters the main river seventeen miles below the
present head of the canal, and flows from a direction almost at right
angles to the general line of canal, if Pittsburgh be considered as its
objective point, I decided to restrict the examination to the north branch
of the Potomac. Mr. Benjamin Latrobe, late chief engineer of the Bal-
timore and Ohio Railroad Company, very kindly placed at the service
of Colonel Sedgwick all of the information which he had acquired
while surveying to ascertain the best route for a railroad over the
mountains, and gave it as decidedly his opinion that it was useless to
seek, south of the Baltimore and Ohio Railroad, for a pass through
which to carry a canal whose western terminus was designed to be at
Pittsburgh. If thfere were an intention of making a connection with
the proposed James River and Kanawha Canal, then the valley of the
south branch of the Potomac should be surveyed, but inasmuch as I
could hear of no such intention among those interested in the extension
of the Chesapeake and Ohio Canal, and as such a canal, even if built,
would probably be unable to divert any through traffic from the shorter
494
REPORT OP THE CHIEF OF ENGINEERS.
aud easier line down the James River, T concluded to abandon the
south branch entirely. This survey was therefore restricted to a line
via the north branch of the Potomac.
The Board of Internal Improvements, in 1825, reported a feasible
route via North Branch, Savage River, Crab-Tree Creek, Deep Creek,
and the Youghiogheny. In 1826 they reported a much better route, at
a lower elevation, by way of Wills Creek, Flau^herty's Creek, and Cas-
selman's River to its junction with the Youghiogheny and the other canal
line. The route over the mountains, w^hich Colonel Sedgwick selecte<l
for e^camination, was intermediate between these two. Commencing at
Cumberland, it followed the North Branch, Savage River, and Blue Lick,
and then, by a tunnel, struck Cassel man's River at the Plucher reser-
voir of the Wills Creek route ; thence it followed down the Casselman
until it joined the Wills Creek route at the mouth of Flaugherty. The
details of these three routes are given in the accompanying documents.
The following is a tabulated statement of the more important features
of the three routes between Cumberland and the mouth of Casseluian.
The route recently surveyed is called, tor distinction, the Savage' River
aud Blue Lick route.
Comparison of lines for crossing the mountains.
Bootes and dimensions.
Len jEth fWim Cnmberland to mouth of Casselman miles.
Length of tuiiuel at sammit miles.
Elevation of Buniniit-tiinnel above tide feet . .
Locka>;e from Cum berLand to tunnel foct ..
Lockage from tnunel to mouth of Caaselman feet . .
Total lockage between tunnel and mouth of Casselman feet . .
Length of summit feeders miles.
Jd
M
65
r*^®
U-*-*
e
-. S
8-2
;?e
88.59
70.57
1.33
4.05
2,408
1. 972
1.80J
1, 363
1, 070. 5
634.5
2, 874. 5
2,002.5
12.0
6.0
cJ5
100
5
2,100
1.496
Vii. 3
2,25d.5
0. L
In preparing the above table it became necessary to determine the
elevation above tide of the Cumberland bench-mark. The surveys of
1828, and the construction of the canal, showed that there was an error
of 69 feet in the levels of the eastern section of the canal as surveyed
under the direction of the Board of Internal Improvements. The bottom
of the canal at Cumberland is 603.75 above tide, and its surface 609.75.
The Government bench-mark was found to be at the elevation of 632.27
feet above tide. An error in leveling was also found between Cuniberhtud
and the Wills Creek tunnel. As the latest survey put this tunnel
definitely at 1,972 above tide, that height has been considered as estab-
lished, aud the Deep Creek tunnel has been placed 436 higher, accord-
ing to the relative difference of level found by the Board of Internal
Improvements. The lockages up to the three tunnels have been calcu-
lated from the present level of the canal at Cnmberland.
A slight examination of the above table shows that the Wills Creek
route is greatly superior to the other two, being shorter than either of
the others, and having a much lower summit-level. It is eighteen miles
shorter than the Deep Creek route, and has 872 feet less loqkage, which
is equivalent to dispensing with 109 locks. It has a longer tunnel, but
this disadvantage is more than counterbalanced by the other great ad-
vantages. As compared with the Savage Eiver and Blue Lick route
(the new route surveyed by Colonel Sedgwick) it is twenty-nine and a
half miles shorter, has 256 feet less lockage, and its summit-tunnel is
REPORT OF THE CHIEF OP ENGINEERS. 495
one mile shorter. It is, therefore, a better route in every respect. Com-
paring the Deep Creek route with that by Savage Eiver and Blue Lick
we find that the former is eleven miles shorter and has a much shorter
summit-tunnel, but has 616 feet more lockage. As far as time of transit
is concerned we may assume that eight minutes are required at each
lock for passing a boat through, which is equivalent to one minute for
each foot of lift. The 616 feet of extra lockage would therefore re-
quire six hundred and sixteen minutes, or ten hours and sixteen minutes,
during which time a boat could travel thirty-one miles on a level. As
far, therefore, as speed of passage is concerned, the new route is twenty
miles shorter in distance, or six hours and forty minutes quicker in time,
than the Deep Creek route.
But there is always difficulty in maintaining enough water for navi-
gation in very short levels, and therefore it is very desirable to have the
locks as far apart as possible. Both of the last-mentioned routes follow
the same line going west a« far as the mouth of Crab-Tree, and there-
fore we need only compare them west of this point. On the Deep Creek
route the heads of the lock would be at an average distance apart of
351 feet, but the Board state that '' this is on the suppositiou^of a uni-
form declivity, which is far from \yeing the case, and more especially in
the valley of Crab-Tree Creek, where, toward the head, the locks on
account of the steepness of the ascent could not even find room, unless
their lift should be considerably increased. To this difficulty we must
add the narrowness of the valley, which would oblige to resort to very
expensive means to erect, where necessary, doublf^ sets of locks, as also
to shelter the work from destraction either by high freshets or by heavy
showers."
On the Savage Biv^r and Blue Lick route the average distance between
the heads of locks from the mouth of Crab-Tree to the eastern portal
of the tunnel is 651 feet, and there xis no difficulty in preserving this
average throughout this part of the line. This is a very great advan-
tage. Another advantage is that the new route, immediately after cross-
ing the summit, enters a rich coal-basin (the Salisbury) on the other side
of the mountains. As far as known, the country on the Deep Creek route,
between the mouths of Crab-Tree Creek and Castelman River has no
mineral resources and would furnish but little business to the canal.
If, therefore, a choice were necessary between the Deep Creek and
the Savage Eiver and Blue Lick routes, I think that the preference
should be given to the latter, although it is proper to state that the long
summit-tunnel will cause detentions that will appreciably reduce the
gain in time over the Deep Creek route.
An inspection of the map shows that the only other povssible route for
a Ciinal between Cumberland and Pittsburg, besides those already ex-
amined, is by way of the North Branch to its head, and thence across
the monntains to the Cheat River. To this route there are several ob-
jections.
1. The approximate height of the head- waters of the North Branch at
Fairfax Stone (as shown by Colonel Sedgwick's reconnoissance) is 2,520
feet above tide, showing that a tunnel in this vicinity would have a
greater elevation than on any other line, and that, therefore, this line
would require a much greater number of locks.
2. If the canal did not turn off before reaching the head-spring, it
could not be supplied with water.
3. A route by the North Branch and Cheat River would be greatly
longer than by any other line.
4. The Cheat River is an exceptionally wild and difficult stream, and
496 REPORT OF THE CHIEF OF ENGINEERS.
the maintenance of a canal alongside of it wonld be very difiScalt and
costly.
(For a description of Cheat River see Appendix A, page 513.)
6, Along this line the country is very sparsely settled, and there would
be but little business for a canal.
Any route passing south of the North Branch would be still more ob-
jectionable.
We therefore conclude that, in extending the Chesapeake and Ohio
Canal, the choice of routes is absolutely limited to the three mentioned
above. In order of desirability they are as follows :
1. Wills Creek route.
2. Savage River and Blue Lick route.
3. The Deep Creek route.
As by the appropriation act I was debarred from having an instrn^
mental examination made of the Wills Creek route, my knowledge of it
is limited to the older surveys and what could be seen while paSvSing
over the railroad between Cumberland and Pittsburg, which, except at
the summit, occupies throughout its whole length the location chosen
for the canal. The valley of the Little Wills Creek is so narrow and so
wild, that it is doubtful if the railroad has left room for a canal ; but
this route is so greatly superior to any other, that, in my opinion, no
work should be done toward extending the canal until a very careful
examination is made of this line, to ascertain if it is still practicable for
a canal. As far as the Salisbury coal-basin is concerned, it could more
readily be reached by the Wills Creek route (if the feeder from Pleucher's
were made navigable) than by the Savage River and Blue Lick route,
as the distance from Salisbury to Cumberland via Wills Creek is forty-
three miles, while by the Savage River it is fifty-seven.
But a canal by any of these routes is so very costly, that local advan-
tages must be entirely subordinated to the principal object of the ex-
penditure. In this case a connection between the Potomac and the
Ohio is the evident solution desired, and therefore the line chosen for
the canal should be such as will give the most useful connection, regard-
less of local interests.
After crossing the mountains the next question is how to descend the
valley of the Yougbiogheny. No instrumental survey could be made of
this part of the route, but enough was visible from the cars to indicate
that there would be considerable difficulty in this valley, especially at
Ohio Pile Falls. The route recommended by the Board of Internal Im-
provements has been occupied by the railroad from Cumberland to
Pittsburg, and an effort must be made to find room for the canal on
the other side of the river. I would, therefore, recommend an appro-
priation for this purpose.
In order to test the value of Colonel Sedgwick's estimate of the cost
of the summit-tunnel, I applied to the authorities of the Baltimore and
Ohio Railroad for a statement of the cost of the Sand- Patch tunnel,
which is at about the same place, though at a higher elevation, as the
proposed Wills Creek tunnel. Mr. Latrobe very kindly gave me full
particulars, and, with his consent, I append his letter as Appendix C.
This tunnel, 4,800 feet long, cost $420,000, or at the rate of $87.50 per
running foot for tunnel and approaches. Tbe section, in the clear, of
the Sand-Patch tunnel is 10 by 18 J, while that of the proposed canal-
tunnel will be a segment, 26 feet in height, cut from a circle whose ra-
dius Is 16 feet. The area of excavation for the Sand-Patch tunnel
is therefore about 330 square feet, and that of the proposed canal-tunnel
REPORT OF THE CHIEF OF ENGINEERS. 497
about 800 square feet. The latter is, therefore, two and four-tenths
larger than the railroad-tunnel.
Colonel Sedgwick places the cost of his five-mile tunnel at $8,346,000,
which is at the rate of $1,609,200 per mile, or $316 per running foot.
At this rate a tunnel of the sectional area of the Sand-Patch tunnel
would cost $132 per running foot, which is 51 per cent, more per run-
ning foot than the latter tunnel actually did cost. A wide tunnel is less
costly per cubic yard than a narrow one ; but, on the other hand, a long
tunnel is more costly than a short one. In the absence of any definite
knowledge of the depth of shafts, or of the stratification of the rock
through which the five-mile tunnel is to pass, we may content ourselves
with the above estimate as reasonably accurate.
As corroborative evidence that this estimate is not too small, I would
state that the published estimate of the cost of the summit-tunnel on
the James River and Kanawha line, 7.8 miles long, is $13,253,310. This
last tunnel has a section of 52 by 34J feet, being 46 feet wide at water-
line and 7 feet deep. It is, therefore, about 70 per cent, larger than the
tunnel proposed by Colonel Sedgwick.
WESTERN TERMINUS OF CANAL.
At present there is slack-water on the Monongahela to and above the
mouth of the Youghiogheny. The terminus of the canal should be at
this slack-water. An effort is being made to slack-water the Youghio-
gheny to West Newton, or higher, for the benefit of the coal-mines on
this river. Although this may answer the wants of coal-operators, who
can only ship coal when there is a sufficiency of water in the Ohio, at
which time there is usually good water in the tributaries, it cannot be
depended on as the terminus of a canal doing a large business. The
Youghiogheny, in dry seasons, does not supply enough water to provide
lockage for an extensive navigation, and there is sometimes trouble
even on the Monongahela. The terminus of the Chesapeake and Ohio
Canal should therefore be at McKeesport.
As Colonel Sedgwick has stopped his estimate at Conuellsville, it is
necessary to increase it by the cost of extending the canal to McKees-
port, The distance from Connellsville to McKeesport is forty-four miles,
and the lockage in this distance is put by the board at 152 feet. In
continuing the canal to Pittsburg they have an additional lockage
of thirty-five feet. As their canal was assumed to be 5 feet in depth,
and as all their levels refer to the bottom of the canal, the latter must
have been taken at McKeesport at an elevation of 30 feet above low
water in the Ohio at Pittsburg. Between Pittsburg and McKeesport
there are two dams across the Monongahela, each of which has a lift of
8 feet. The bottom of the canal at McKeesport must therefore be 14
feet above the surface of the Monongahela at the same place, and the
lockage to be provided for must be 19 feet. The increase in length of
canal over Colonel Sedgwick's estimate will therefore be forty-four miles,
and the increase in lockage 171 feet.
The Board's estimate of cost from Connellsville to McKeesport was
$2,047,996. Increasing this by 25 i)er cent, it becomes $2,559,995, and
adding the cost of the three additional locks, ($45,000 more,) we find the
total cost of this section $2,605,000. If we allow 10 per cent, for contin-
gencies the estimate becomes 82,865,500. This would make Colonel
Sedgwick's total estimate for a canal, 33 feet wide at bottom, 48 feet
wide at wat^r-line, and 5 feet deep, and extending from Cumberland,
Md., to McKeesport, Pa., a distance of one hundred seventy-one and a
half miles, $23,133,585.
32 E
498 REPORT OF THE CHIEF OF ENGINEERS.
SIZE OF CANAL.
The depth which Colonel Sedgwick has chosen for the canal seems
to nie bo be inadequate to the wants of a great through water-route. I
think that on no account should the extension have a less size than
the canal as now built to Cumberland ; otherwise the sums expended
below Cumberland in providing 0 feet of water will have been wasted
as far as through-traffic is concerned. Tlie chief objection to increasing
the depth of the canal comes from the increased supply of water re-
quired to keep up the levels. The increased waste in a deep canal is
due to the increased filtration through the soil, and the increased leak-
age through gates, both of which increases are due to the greater press-
ure exerted by the deeper water. If the calculations of those who ex-
amined and reported on the water-supply are to be trusted, there cer-
tainly seems to be enough water available to supply a G-foot canal, if
made reasonably tight.
There seems to be uo doubt that a 6-foot canal cau be kept up
throughout all but the summit-level without any unusual expense. If,
then, special care be taken in the construction of the summit-level, so
that a 6foot canal shall hold water as well as a 5-foot one amially does,
there will be no lack of water, and a slight increase in expenditure will
insure a far greater increase in the usefulness of the work. If the canal
can only give 5 feet depth of water its utility will hardly be suflBcieut to
justify its construction.
The only survey which we could make was so hurried, and the quan-
tities to be used in calculation so uncertain, that it fieems hardly worth
while to attempt to estimate in detail how much the estimate should be
increased to provide for a 6-foot extension. If a section were assumed
the same as that of the present canal at Cumberland, the water area
would be increased from 202^ square feet (as assumed by the Board for
a 5-foot canal) to 252 square feet. This is an increase of 24^ per cent.
Therefore, roughly assuming a corresponding increase of expenditure,
we find the cost of a canal 30 feet wide at bottom, 54 feet wide at water-
line, 6 feet deep, and extending from Cumberland to McKeesport, one
hundred and seventy-one and one-half milesi $28,801,313. I think that
this estimate is as fair an approximation as our limited information will
now permit.
WORKING OF SUMMIT-TXTNNEL.
I am decidedly of the opinion that the summit-tunnel shouhl be
worked by steam. The summit-tunnel on the Burgundy Canal in
France is successfully operated by steam-tugs, towing by the use of a
submerged cable. They work very economically, and in fact this sys-
tem is very generally used in France on their canalized rivers. To avoid
smoke, which would be very objectionable in very long tunnels, it might
be practicable to carry large reservoirs of steam, supplied from boilers
at each end of the tunnel, as I understand is now done in New Orleans
on one of the streetcar lines. The omission of the tow-path saves a
very considerable sum in the cost of the tunnel, and even in case of
accident to a tug there would be no difficulty in poling the boats out of
the tunnel.
INCLINED PLANES.
Where locks have to be so close together, as will undoubtedly be nec-
essary at many places on this extension, I think that it would be in
every way advantageous to resort to the system of inclined planes so
REPORT (;F THE CHIEF OF ENGINEERS. 499
successfully used on the Morris and Essex Canal. I am informed that,
by this system, boats travel up and down the inclines as fast as they do
on a level, and thus one of the greatest objections to a heavy amount of
lockage is entirely obviated. Colonel Sedgwick has nearly finished a
paper on this subject, which I will forward when completed, and which
I request may subsequently be attached to this re])ort. If the Wills
Creek route should prove to be still available, I believe that its heavy
ascending grade going west will make it necessary to use iuclines in-
stead of locks, at least immediately east of the sumnjit. Boats would
have to be in two parts to accommodate themselves to this arrangement.
There are probably other places on the line where the same construction
would be useful.
WESTERN CONNECTIONS.
It must be borne in mind that both this canal and the James River
and Kanawha will utterly fail to become great through-routes of water
transportation to the seaboard, unless the Ohio River is made to give a
depth of at least 6 feet throughout the summer and fall, the time when
the canals are doing their heaviest business, but the rivers are at their
lowest. It is foreign to the present report to do more than allude to
this matter, but as it is a vital one I think it proper, as the engineer in
charge of the Ohio, to state that there is no practical difficulty in the
way of securing this depth throughout the year by movable dams. For
details reference is made to Ex. JDoc. iSTo. 127, House of Representatives,
Forty-third Congress, first session. I have no hesitation in saying that
it is impracticable to secure such a depth for navigation, at least above
the falls, by any attempted guiding and controlling of the natural cur-
rents, however simple such operations may appear in the office. They
have been repeatedly tried and found wanting. Below Pittsburgh the
Ohio is often down to 12 inches, and between Louisville and Cairo it
is not unfrequently down to 20 inches. For a fuller statement on the
practicability of improving the navigation of the Ohio below the falls,
see Ex. Doc. 127, Part 3, House of Representatives, Forty-third Con-
gress, first session.
COmiEEOlAL ADVANTAGES OF THIS CANAL.
This is a matter that I thought of working up, and for that purpose I
had some statistics prepared from the last census-tables, but I have con-
cluded that until a definite line of canal is selected, and a fair approxi-
mation of its cost is made, it will not be practicable to make a useful
comparison with other through-routes. Until the profile of the canal is
determined its equated length cannot be obtained, and this alone gives
a basis of comparison. If this investigation is continued I will endeavor
in my next report (should the survey be again confided t<5 me) to take
up this branch of the subject. In order to have a graphic comparison
between this water-line, the Erie, and the James River and Kanawha, I
have prepared a profile-sheet which shows each line. They all end at
tide-water, the Erie beginning at Buffalo, the Chesapeake and Ohio at
Pittsburgh, and the James River and Kanawha at Point Pleasant. The
profiles show very clearly the immense natural advantage;^ of the route
occupied by the Erie Canal.
CONCLUSION.
In concluding this report I would recommend, as I have mentioned
before, that if this investigation is to be continued careful surv jys should
500 REPORT OF THE CHIEF OF ENGINEERS.
be made by the Wills Creek route from Cnmberland to McKeesport.
This would require three independent parties nnder the control of one
chief. One party should take the line from Cumberland to Meyer's
Mills, and the other two should divide the distance from Meyer's Mills
to Connellsville. From the latter place to McKeesport the route is un-
questionably feasible, and the old surveys will do until the work of con-
struction on the mountain section is well under way. The entire route
should be surveyed with a 8i)ecial view to the use of inclined planes on
difficult ground, and to the location of the necessary reservoirs; for res-
ervoirs will be needed along the whole of the line. 1 would not recom-
mend any survey at present of the Savage liiver route. It will be time
enough to take that up if it is found impracticable to get a line through
by way of Will's Creek. A saving in distance of twenty-nine and a half
miles, and in lockage of 250 feet, is equivalent to a saving in time of
about fourteen hours, which is so great a gain as to justify a large in-
crease of expenditure in order to secure it. The cost of the surveys rec-
ommended would be about $20,000, and this appropriation I would rec-
ommend if this extension is to be carried through,
llespectfully submitted.
Wm. E. Merrill,
Major of Engineers.
General A. A. Humphreys,
Chief of Engineers.
I eport of Mr. Thomas S Sedgtcickf Assistant Engineer.
Washixoton, D. C, January 30, 1874.
CoiX)NKL : I have the honor to make the following; report of instrumental reconnais-
«ance and examination for the extension Of the' Chesapeake and Ohio Canal.
The ^vcstem terminus of the canal is at Cnmberland, Md., and the problem of its ex-
tension is a difficult one, arising not only from the great elevation to be overcome and
the steep eastern slope of the Alleghany Mountains to be climbed, but also from the
changed condition controlling the extension now as compared with those existing when
the construction of the canal was begun in 1824. The rout« by WilPs Creek and
Flaugherty Creek to Meyer's Mills, on Castleman River, and thence by Castleman
River and the Youghiogheny and Monongahela Rivers to Pittsburg, then believed,
and, in fact, fully demonstrated, to be the best and most practicable route between Cum-
berland and Pittsburg, is now occupied and controlled throughout its entire length
by the Pittsburg branch of the Baltimore and Ohio Railroad ; so that portion of the
route between Cumberland and the summit of the mountain at Sand-Patch tunnel is
not now practicable for the location and constrnction of a canal, there being also a
second railroad (the Pennsylvania and Cumberland) between Cumberlaud and the
mouth of Little Will's Creek, fifteen miles, so that the hope of the extension of the
canal reasonably reverts to the Deep Creek route, the alternative route with the Will's
Creek route, both which were reported on in detail by the lioardof Internal Improve-
ments in 1H2C.*
This route follows the North Branch of the Potomac to the month of Savage River,
4ind thence by the Savage River and Crabtree Creek to Bi'ar Creek and Deep Creek,
»nd by the Youghiogheny to the junction with Castleman River, at Turkey Foot, now
confluence, a point common to the two routes.
This route is eighteen miles longer than the Will's Creek route, and its summit-level
was taken 440 feet higher than the summit-level of the Will's Creek n)ute. That por-
tion of the route boJ;^vcen Cumberland and the mouth of Savage River is occupied in
general by the main line of the Baltimore and Ohio Railroad, but, the valley being wide
iind open and the railroad company having been directed by process of law to respect
Ihe prior location of the canal, which had been made as far as the mouth of Savage
River, the conditions are not materially changed with regard to the location and con-
Kt ruction of a canal between those ])lace8, excepting, probabli', in the matter of laud
and right of way.
Thf favorable condition of the Will's Creek route being so disadvantageously modi-
fie<l by railroad occupation, the (juestion arose as to the probability of the existence of
REPORT OF THE CHIEF OF ENGINEERS. 501
a route between the WilPs Creek and Deep Creek routes, which could have a lower
summit-level than the Deep Creek route, and which could be supplied with water from
the reservoirs on Castleman River designed for the Will's Creek route, and at the same
time would have a summit-tunnel of a feasible length. In accordance with these con-
siderations it was deemed advisable, with your approval, to thoroughly examine tho
summit-passes between tho Savage and Ciistieman Rivers, a region not heretofore suv«
veyed,and to determine their character and conditions with reteronce to the extension
of the canal thereby. Accordingly a route, beginning at the mouth of Savage River,
the termination of the previous suryoys, and folio siring the Savage to Blue Lick Run,
crossing the summit of the mountains near the Shades, on tho old National road, and
descending to the Castlemau River at Salisbury, Pa,, by Piney Run, was examined by
instrumental survey.
This route was found to be generally favorable, especially as to the matter of a good
location and cost of construction of a line of canal, though not so fav^orable as to the
summit- tunnel. It traverses a very important and vahiable coal- basin, and would
provide an additional transportation outlet for the Cumberland coal-basin and enhance
the agricultural growth of the valley of the North Branch and its larger tributaries.
This route is longer than the Willis Creek route, but is better conditioned as to tho
distribution of locks and efficiency and economy of the water-supply.
THE CONDUCT OF THE SURVEY AND CHARACTEM8TIC FEATURES OF THE ROUTE.
The surveying party rendezvoused at Blooraington, W. Va., near tho mouth of Savage
River, on the 25th of July, but owing to some delay in procuring a cook, and the slow
arrival of the surveying instruments, surveying operations were not begun until Au-
gust 1. The survey was begun at the junction of Savage River and tho North Branch,
which comes some forty miles from tho southwest, runs northeasterly some thirty miles
to Cumberland.
The elevation was taken to be 960 feet above tide- water at Georgetown, D. C, as
determined by the surveys of 1828. This elevation corresponds with the grade-notes
of the Baltimore and Ohio Railroad.
The Savage River, from its mouth to Crabtree Creek, five and a quarter miles, has a
general direction west-northwest, its bed rising uniformly at the rate of 74 feet per
mile. In this distance it has worn its way through and right across the axis of Savage
Mountain (which lies northeast and southwest) to the depth of nearly 1,000 feet, conse-
quently the channel is crooked, and hiis rough, rocky bluffs at the bends, and is the
most unfavorable portion of the route ih regard to location and construction. The
Baltimore and Ohio Railroad holds its way high up on the southern si<le of the ravine,
to gain the summit of the mountain at the head of Crabtree Creek. The valley is un-
settled and wild, and covered with a rank growth of laurel, so that the line of tho
survey often followed the bed of the stream.
A gauging of the river just above its mouth gave a discharge of 18 cubic feet per
second.
From Crabtree to Monroe Run, two and a half miles, the river turns sharply to the
north, its bed rising at the rate of 53f feet per mile ; the valley grows wider and has
no bluff or rocky banks ; thence to Blue Lick Run the direction is north-northeast for
five and three-quarter miles ; and thence to the summit of the mountain by Blue Lick,
five and three-quarter miles, the direction is north, with a convex bend to the ease.
From the mouth of Crabtree the Savage River lies between the Savage Mountain
on the east and the main Alleghany on the west, with a general direction north-
northeast reaching some sixteen or eighteen miles, crossing the National road some
four miles west from Frostburg, Md. From the mouth of Crabtree Creek to Chaney's
Mill, on Blue Lick, near its head, the valley is wide and open, and has often several
hundred yards width of bottom-lands; the river is without bluffs or rocky banks, and
rising at the rate of 65 feet per mile. The general character of this section of tho
route is very favorable for the construction of a canal, there being room enough for a
good location, and the hill-slopes having terraces favorable for supporting the levels
of the canal to suitable sites for locks. A location can be made on the west side of tho
valley over this section, without difficulty or obj»tacles, to a poiut where the entrance to
the summit-tunnel may be satisfactorily located.- ,
From the summit of the mountain along Two-Mile Run to Piney Run, a distance of
four miles, the direction is northeast, and thence along Piney Run to its junction with
Castleman River, one mile north of Salisbury, Somerset County, Pa,, the direction is
north-northwest, and the distance is six and one-quarter miles, the ground falling at
the rate of 79.4 feet per mile. Along Two-Mile Run, which crosses the National road
at Shades, the same difficulty in surveying was met as on the first section of Savago
River, and also as far down Piney as Ingle's Mill, within one mile of its mouth. From
Ingle's Mill to the mouth of Piney the character of the valley is very favorable for
location and construction on either side of the valley, being wide and open, with much
bottom-land and meadow.
502 REPORT OF THE CHIEF OF ENGINEERS.
The survey having demonstrated the practicability of this route, the examination
might have closed when the valley of Castleman River was reached ; but, for the pur-
pose of making a more complete comparison of this route with the WilPs Creek route,
the survey was continued down the valley of Castleman River to Meyer's Mills, (Mey-
er's Dale City,) at the month of Flaugherty Creek, and thence to Blue Lick, these being
the valleys into which the proposed tunnels led from Bowman's Run on Will's Creek.
From Piney Run to Flaugherty Creek, a distance of six and a quarter miles, the river
has several great bends, making a very crooked route, with a general direction nearly
north, descending at the rate of 7^^ feet per mile. .
For the purpose of making close connections with the surveys of 1824 and 1828, and
to aid in the identification of prominent points of those surveys, lines were surveyed
three miles up Flaugherty Creek, and one and a half miles up Blue Lick. A bench-
mark was pointed out and identified as one made by the surveying party of 1828, under
the direction of Nathan S. Roberts, chief engineer of the b6ard of engineers of the
Chesapeake and Ohio Canal. This bench was marked 1828, aud under this was 1,972,
the latter being the elevation of the summit-level above the tide at Georgetown. Oar
levels agreed with this elevation within one foot.
In addition to these examinations, a survey wafi made of the portion of Savage River
above Blue Lick, and to the same summit by way of Mud Lick Run, the most diflicult
part of our work. This route was so very crooked and so much longer than the Blue
Lick route, that it is not at all taken into consideration.
The whole distance thus surveyed was fifty-three miles, closing with the 1st of Oc-
tober. The distances here given are those made in the chaining of the survey in
tracing the streams, and are greater than given in the approximate location for the
canal for the purposes of estimating the cost. One-half the survej'ing party was dis-
missed on the Ist of October at Dale City. Returning to Salisbury, the valley of Cas-
tleman River was examined instrumentally as far up as Pleucher's Narrows, the site of
one of the reservoirs proposed in connection with the summit of the Will's Creek route ;
and Meadow Run, a tributary of Castleman River, coming in from the east just above
Salisbury, was traced for a distance of two miles.
The surveying operations were closed here on the 14th of October, over sixty miles
of line having been surveyed and leveled in two and one-half months.
The valley of Castleman River, above Salisbury, is a fine, open, agricultural valley,
thickly-settled, but not so rich and well-cultivated as the portion between Salisbury
and Meyer's Dale City.
Taking with me two assistants, I made a reconnoissance of the headwaters of the
North Branch, examining the river from Fairfax's stone, the southwest boundary-corner
of the State of Maryland, to the crossing of the Northwestern Turnpike and Ryan's
Glade Run, a distance of some fifteen miles, in which distance the river falls at the rate
of 20 feet per mile. Thence to Bloomington, some twenty-eight miles, the fall is be-
tween 40 and 50 feet per mile. I had intended making an examination of the Black
Water Fork of Cheat River, which is just over the mountain from the North Branch,
but a snow storm of eight inches depth on the 20th October prevented the carrying out
this intention, and the remaining assistants were dismissed.
The valley of the North Branch is quite favorable for canal construction except in
the rapidity of its rise.
Dunng the time of our surveying operations the streams were at their lowest stages,
and excellent opportunities were afl'orded for determining their minimum of supply.
Several gauges of Savage River and Piney Run were made ; also of Castleman liiver
at Plencner's Narrows.
Mr. C. L. Fulton, assistant engineer, rendered efiicient services as transmit-man and
in conduct of the surveying party, and Mr. Fred. W. Frost, civil engineer, was a com-
petent and energetic leveler ; and in fact all the gentlemen of the party rendered most
efficient services, under untoward circumstances of bad weather, with becoming prompt-
ness and energy.
HISTORY OF FORMER SURVEYS.
The first authoritative move toward a system of national internal improvements was
made in April, 1824, when Congress passed an act authorizing the President '^ to cause
the necessary surveys, plans, and estimates to be made of the routes of such roads aud
canals as he may deem 6f national importance in a commercial or military point of
view, or necessary for the transportation of the public mail, and to employ two or more
skillful engineers and such officers of the Corps of Engineers as he may think proper
to carry this act into effect."
In pursuance of this act, the then Secretary of War, John C. Calhoun, constituted a
Board of Engineers, consisting of General Bernard, Corps of Engineers, Lieutenant-
Colonel Totten, Corps of Engineers, and John L. Sullivan, civil engineer, who entered
at once upon their duties, being assisted by many officers of the Army detailed for this
p'lrpose.
The Board made very complet-e surveys and reports on routes for the Chesapeake and
REPORT OF THE CHIEF OF ENGINEERS. 503
Ohio Canal, the Ohio and Erie Canal (since known as the Sandy and Beaver Canal) in
Ohio; Ohio and Schuylkill Canal, (now the well-known Pennsylvania Canal;) Dela-
ware and Raritan Canal ; James River and Kanawha Canal, and many other routes for
canals and roads.
The first examinations and surveys of a route for a canal to connect the Chesapeake
Bay and the Ohio River, by the valley of the Potomac, on the eastern, and the Yough-
ioghouy and Monongahola Valleys on the western, slopes of the Alleghany Moun tains,
wei*e made in the summer of 1H24, and were chieflj' to determine the practicability of
the undertaking, and were almost entirely restricted to the examination oT the mount-
ain or summit section between Cumberland, on the North Branch of the Potomac, and
the junction of Youghiogheny and Castleman Rivers, at Turkey Foot.
The route thus surveyed in 1^24 was by the North Branch of the Potomac to the
mouth of Savage River, and by Savage River, Crabtree Creek, and a branch of Crab-
tree Creek to Bear Creek and Deep Crt^ek, and thence by the Youghiogheny to Turkey
Foot. That part of the route from Cumberland to the mouth of Savage River was
surveyed by Maj. J. J. Abert, Topographical Engineers, and the remaining portion by
Capt. William G. McNeill, Topographical Engineers.
The Baltimore and Ohio Railroad now occupies a portion of this route from Cumber-
land, but in ascending the mountain it diverges to the south, its summit being about
eight miles south of the summit of the canal-route.
Several summit-crossings were surveyed, and carefnl gangings were made of the
Btreams most available for furnishing water for the summit-level, and an elaborate
report was prepared by the Board of Engiueei's. They considered the route practicable
with summit-tunnels from one and a third to five and a half miles in length, although
the sum of the lockages between Georgetown and Pittsburg was .3,837 feet, which
exceeded anything that up to that time had been deemed feasible. The summit-level
was found to be 2,408 feet above tide. It was to be supplied with water by means of
large reservoirs to be constructed on the Youghiogheny River, at the point where it is
now crossed by the route of the Baltimore and Ohio Railroad.
(See Appendix A.)
During the next year a more careful and detailed survey was made ** to determine
the route to be recommended, as also to obtain the^data nece&sary to frame a general
plan of the work and a preparatory estimate of the expense." The report of. this year
(1826) wafl more complete than the former one, and discussed the character and gen-
eral features of another route — that by the valley of Will's Creek, leading northerly
and easterly from Cumberlaud, and crossing the mountains to the valley of Flaugh-
erty Creek, which empties at Meyer's Mill into Castleman River, a branch of the
Youghiogheny River, which it joins at Turkey Foot, near Coufiueuce. The summit-level
of this route was placed 44U feet lower than the summit-level of the Deep Creek route,
with a tunnel four miles long. The distance by the Will's Creek line is eighteen miles
shorter lietween Cumberland and Turkey Foot than by the Deep Creek line.
The supply of water for the summit-level was to be provided by two reservoirs on
Castleman River, the lower one at Forney's Mill, one mile below Salisbury and six
miles from the west end of the tunnel-level, and the upper one at Pleucher's farm,
about five miles above Salisbury and about six miles above the oue at Forney's Mill,
with which it was to be connected by a feeder. The water-supply was deemed to be
more abundant than on the Deep Creek route.
A survey was also made with a view to connect the reservoirs of the Deep Creek
route with those of the Will's Creek route. This would necessitate a feeder of twenty-
five miles in length to reach Pleucher's fiirm, with one tunnel two miles long, and an-
other five miles long and otherwise very expensive. This plan, however, was deemed
feasible.
The report of 1826 was remarkable in that it gave a careful analysis of prices and
probable costn, based on units of labor, of men and horses, and on the cost of producing
lime, procuring stone, doing earth-work, obtaining transportation, &c., and these esti-
mates were given for the separate divisions or sections of the proposed canal.
A carefully-prepared estimate wa« given in detail for characteristic sections of th&
work, varying from .300 yards to 1,5,000 yanls in length.
The dimensions of the'proposed canal were 48 feet width at top water-line, 33 feet at
bottom, and 5 feet depth of water.
The section from Georgetown to Cumberlaud (one hundred and eighty-six
miles) was estimated to cost §8, 177,081
From Cumberland to Turkey Foot, (seventy and six-tenths miles) 10,028, 123
From Turkey Foot to Pittsburgh, (eighty-five and one-quarter miles) 4, 170, 224
Giving an estimated total cost of 22,375,428
This estimate of cost was so muc{i greater than had been anticipated that all inten-
tions of carrying out the enterprise were suspended.
504 REPORT OP THE CHIEF OF ENGINEERS.
The canal company was, however, granted a charter, and a convention was called to
consider the conditions controlling the enterprise, and, among other actions taken,
they appointed a committee to revise the estimates of the Board of Internal Improve-
ments. This committee met at Washington in December, 1826, and on the most reliable
information they could command, and based upon the cost and contract-prices ot
similar works then in progress, they estimated the cost of the entire canal from
Georgetown to Pittsburg at .^10,000,000. The estimates of the Board were severely
criticised as being very erroneous, and the then President of the United States, John
Quincy Adams, was influenced to appoint a commission of civil engineers to examine
the two sets of estimates and reconcile them. Messrs. James Geddes and Nathan S.
Roberts, civil engineers of high repute, were appointed to that duty, and reported in
1828. They made the estimated cost of the canal from Georgetown to Cumberland, on
the same scale of dimensions as proposed by General Bernard, 1^4,330,992, whereas the
Board's estimate for the same service was 88,177,081. This section was completed in
October, 1850, at a cost of 811,071,176. Augmenting General Bernard's estimate by
cost of lands for right of way, engineer expenses, damages, and salaries of officers,
there was yet a difference of 82,087,816 over General Bernard's estimate, an increase of
25 per cent., but it is proper to state that the canal as built from Georgetown to
Harper's Ferry, a distance of sixty miles, is 60 feet wide at water-line, 42 feet at bottom,
and is 6 feet deep ; from Harper's Ferry for a distance of forty-five miles it is 50 feet
wide at Avater-line and 32 feet at the bottom ; -^nd thence to Cumberland, seventy-
seven and one-half miles, it is 54 feet at top and 30 feet at bottom. The depth through-
out its whole length is 6 feet. The locks are 100 feet long, 15 feet wide, with an aver-
age lift of 8 feet, and they will pass boats of 120 tous capacity. Some difference should
also be allowed in favor of General Bernard's estimate for the increase in the value of
money and of labor from 1824 to 1850.
I have been thus particular in reciting the history of these estimates because that
portion of them relating to the cost of the canal from Cumberland to Pittsburg must
at present be taken to ^ive an approximate cost of the proposed extension of the canal
proper, reasonable additions being made to them for right of way, engineering ex-
penses, and salaries, &c, ; and it is, therefore, important to show their general cor-
rectness.
Messrs. Roberts and Cruger also made a location of the canal from Cumberland to
Pittsburg in 1828, following almost exactly the leading features of the plan proposed
by the Board of Internal Improvements, as to route, plans for reservoirs, &o., excepting
only that they passed the summit by a tunnel from the same point on Bowman's Run
to a point on Blue Lick Creek, instead of Flaugherty. Their estimate of the section
from Cumberland to Pittsburgh was 87^732,661, while that of the Board of Engineers
was 814,198,.346.
WATER-SUPPLY.
The quantity of water needed to operate the canal is dependent on its character and
dimensions, the size and lift of its locks, and the daily tonnage to be accommodated;
and if the canal have a summit-level, we must consider its character and the length
of canal on each side of the summit, which must be supplied therefrom.
The continual losses by surface evaporation, filtration, absorption, and waste at
weirs and aqueducts, muBt also be supplied. All these sources of loss, except that by
evaporation, can be reduced to reasonably small quantities by careful construction.
If we use the dimensions recommended by the Board of Internal Improvements, wo
get a surface width of 48 feet, and locks 100 feet long, 15 feet wide, and 8 feet lift.
These locks are adapted to the use of boats of 120 tons burden. [The average tonnage
of the canal-boats now in use on the Chesapeake and Ohio Canal is about 112 tons.]
Boats passing alternately up and down through the locks can be passed at the rate
of one boat in each eight minntes, or, say, seven per hour, or one hundred and sixty-
eight pfT day of twenty-four hours, which is equal to a daily tonnage of 20,160 tons, or
an annual tonnage of 6,148,800 tons for ten months of the year, the probable navigable
season on this route. [The greatest number of boats passed through one lock in one
day on the Erie Canal was 170 in 1862.]
The summit-level of this route is taken at an elevation of 2,100 feet above tide.
Cumberland has an elevation of 603 feet, and the mouth of Savage River 960 feet above
tide, while the Castleman River, at the mouth of Piney Run, has an elevation of 1,990
feet above tide.
Castleman River is a large stream amply sufficient to feed the canal westward from
the summit. The ascent from the mouth of Savage River to the summit is at the rate
of 65 feet per mile, and the tunnel is designed to pierce the mountains at an elevation
about 100 feet higher than the mouth of Piney Run. There is not a sufficiency of water
to feed the canal on the eastern slope of the mountain, above the mouth of Savage
River, and a portion of the canal must be supplied from the summit-level.
We will now examine the conditions of loss and supply of the section east of the
REPORT OF THE CHIEF OF ENGINEERS. 505
summit, with a view to determine how much loss must needs be supplied from the
summit-level.
The section from Cumberland to Savage River, thirty-one miles in length, can cer-
tainly be supplied from the daily discharge of the North Branch and Savage River
Allowing the daily loss by evaporation, iiltration, and absorption and waste at weirs
to amount to three inches per day for each square foot of surface, we find a daily loss
on this section of 1,964,100 cubic feet, (5,280 by :U by 48 by i,) 2,273 cubic feet per sec-
ond. No account has been taken of the leaking and spill at locks, as these (luautlties
may be considered as the same at each lock, and this water merely passes from one
level to another in the same manner as the prism of lift, without loss to the canal.
Several gaugings of Savage River, near its mouth, gav^ an average discharge of 18
cubic feet per second, and north branch was estimated to deliver at least three times as
much more, or 54 cubic feet per second, making an available supply of 72 cubic feet
per second, or more than three times the estimated quantity required.
These estimated losses of water are taken for a well-made, puddled canal of favora-
ble conditions. A new canal dnring the first year or two would probably lose twice
this quantity per day ; and if the canal were occupied by active transportation the
agitation cansed thereby would slightly increase the loss by evaporation and waste ;
however, these causes cannot have a maximum effect except when the canal is w^ell
filled with water. No account is taken of the lockage at present, because the prism
of lift-water passes from level to level like the spill and leakage at the locks. It pro-
vision be made for feeding the canal at one or two other points before reaching Cum-
berland— say at half way — then the loss to be supplied at the month of Savage River
would be but one-half that stated above, or 982,100 cubic feet, less than 12 cubic feet
per second, and only two-thirds of the quantity of water discharged by Savage River
alone.
The snmmit-level is at a distance of sixteen miles from the mouth of Savage River,
the ascent being 1,140 feet, and therefore requiring 143 locks of 8-foot lift, or 114 locks
of 10-foot Hit.
The daily loss from evaporation on this section would, in accordance with the above
data, be less than 12 cubic feet per second. There is no other available constant supply
of water east of the summit for this section than the Savage River, which in August
last gauged but 0 cubic feet per second at the mouth of Blue Lick. To supply the re-
maining 6 cubic feet per second~5 18,400 cubic feet per day — during the mouths of July,
August, and September, will require a reservoir-capacity of about 52,(500,000 cubic feet,
incTuditig a loss b^ evaporation of one-quarter of an inch per day on reservoirs of 15 feet
depth, without regard to either steady or periodical influx during that time. The
available places for reservoirs are the valleys of Crabtree Creek, >lonroe Run, Poplar
Lick Run, and the Savage River, above the mouth of Blue Lick Run. Allottiug one-
fifth of this ([uautity (say 10,500,000 cubic feet) to each of the three first-named places,
we find that these reservoirs must be 1,800 feet long, 500 feet wide, and must average 12
feet in depth. Allotting to the Savage River the remaining two-fifths of the quantity
to be stored, or 21,000,000 cubic feet, we must provide a reservoir 2,500 feet long by
560 feet wide, averaging 15 feet in depth. This can readily be done. A much larger
reservoir can be provided on the Upper Savage than is herein required, the valley
being very favorable in its topography, as -was developed by our survey. That these
reservoirs would be filled in the spring months is beyend doubt, as an influx of 4 cubio
feet per second would fill either of the smaller ones in thirty days,'and the larger one
in double that time ; and all these streams deliver from 10 to 20 cubic feet per second
in March or April, when the snows are melting ; while only two-fifths of a cuhic foot
per second is needed to replace the evaporation on one of the smaller reservoira.
We come now to consider the summit-level with a tunnel of five miles in length,
and a basin at each end one-half a mile long and 32 feet wide, the tunnel itself having
32 feet width of water. The evaporation in the tuntiel may be taken as nothing, as in
fact there is always an infiltration at tunnels that may be utilized in this case, and
assnming that the tunnel may be brick-lined, we need only consider the loss by evap-
oration, «&c., on the two basins, or open portions, and that by leakage and spill at the
locks at each end of this level. The latter may be taken at 1,000 cubic feet per hour
at each lock. Assuming, as before, the daily loss by evaporation, absorption, and filtra-
tion at 3 inches of depth per day, we obtain for one mile of canal a loss of 42,240 cubio
feet per day, which, increased by 48,000 cubic feet for loss at locks, gives a total waste
on the summit-level of 90,240 cubic feet per day. But the loss from evaporation, &.C.,
between the tunnel and the mouth of Piney Run on the west, and the mouth of Blue
Lick on the east, a total distance of nine and a half miles, must also be supplied from
the summit-level, and this causes an additional daily loss of 60 1,920 cubic feet, making
a total dailj' loss, which must be made good, of 692,160 cubic feet per day.
To determine the quantity of water drawn from the summit-level by lockage, we
must assume that a certain number of boats will pass the summit daily. If boats
follow each other in the same direction over a summit-level, each will take from this
level two lockfuls of water ; but if they alternate uniformly, boat with boat, then each
506 REPORT OF THE CHIEF OF ENGINEERS.
boat draws off but one lockfiil of water. For the purposes of thife estimate, we will
assume that two-thirds of the boats passing daily are going in the same direction, and
the other third in the contrary direction, and thus each boat may be charged as draw-
ing off one and a half lockfuls each, equal to 18,000 cubic feet.
We will for the present consider the daily tonnage to equal 100 boats per day, re-
quiring 1,800,000 cubic feet of water for lockage daily, to which add the daily loss from
evaporation, absorption, filtration, and leakage heretofore found, (672,160 cubic feet,)
and we have a total daily loss on the summit-level of 2,492,160 cubic feet, or 26.8 cubic
feet per second.
The only available source of supply for feeding this summit-level isCastleman River,
into whose valley the tunnel^opens. The elevation of the summit-level has been taken
with special reference to obtaining the necessary feed- water from the Pleucher reservoir
on Ctistleman River, which was originally designed for the Will's Creek route. The
average supply or discharge of the river is greater than the quantity required, as the
following gauging will show :
Cubic feet.
June 21, 1825, at Pleucher's, per second 18
July 10, 1^25, below Flaugherty, per second 38
July 12, 1825, mouth Flaugherty, per second 4C
March 21, 1825, at Pleucher's, per second 98
March 21, 1825, below mouth of Piney, per second » 536
At the time of our survey a gauging of the river at Pleucher's Narrows gave 25 cubic
feet per second.
Taking the same capacity of reservoirs as that proposed by the Board of Internal
Improvements, namely, 126,333,780 cubic feet, this amount would be furnished in fif-
teen days, according to tlie gauging of March 21. If we assume that only half of this
daily supply could be expected, we yet find that the reservoir could be filled in any one
of the spring months.
This reservoir was stated to have a surface-area of 9,365,400 square feet, from which
the daily evaporation, at a rate of one-fourth of an inch per day, would be 195,120
cubic feet, giving the total daily consumption and loss as follows:
Cnbic feet.
Lockage of 100 boats 1,800,000
Evaporation, &c., summit-level 90,240
Evaporation, &c., on 9^ miles of canal 601, 920
Total daily consumption 2, 582, 160
This is at the average rate of 31 cubic feet per second. It may be safely assumed
that this daily consumption would be met by the average daily discharge of the river,
except during the months of July, August, and September, but during these months
the natural flow, at a rate of 18 cubic feet per second, the lowest ganging given would
put into the reservoir 1,555,200 cubic feet per day, leaving only 1,133,440 cubic feet to
be supplied from the jirevions accumulations. At this rate the reservoir would not be
emptied in less than one hundred and eleven days, or in four months less nine days,
even if there should be no rain-fall during the months named.
In addition to this supply, a reservoir is practicable on Meadow Run, and another, of
a probable capacity of 25,000,000 cubic feet, on Piney Run, which has a supply of 3
feet per second at Findlay's Mill during the average summer discharge. Assuming for
the Meadow Creek reservoir an equal capacity and a depth of 10 feet in each, the loss
by evaporation would be for both 104,200 cubic feet per day, and the influx (allowing
only 2 feet per second for Meadow Run) 432,000 cubic feet per day.
The Meadow Run feeder would probably be about one mile in length, and the Piney
Rnn feeder about three and one-half miles. Assuming each feeder to have a width of
20 feet, we thus have a total feeder-surface for these two reservoirs of four and one-
half miles in length and 20 feet in width. According to our previous allowance of 3
inches vertical on each square foot for losses by all causes, we have a total daily loss
on these two feeders of 118,800 cubic feet.
We would thus have a storage-capacity of 176,333,780 cubic feet, and a daily flow
into the reservoirs of 1,987,200 cubic feet. On the other hand, we have a daily con-
sumption on the canal of 2,582,160 cubic feet, and a daily loss on reservoirs and feeclers
of 418,120 cubic feet. The daily drain on the suiiply stored would therefore be
1,013,080 cubic feet, which would not exhaust them in less than 174 days, or about six
mouths. If the total influx were but 12^ cubic feet per second, the reservoir would
last 92 days, even should the canal be worked to its maximum capacity throughout
the driest season of the year, couditions that seldom occur and act conjointly for the
whole season of the three dry mouths. Any less amount of business than lias been
assumed, (equal to 3,600,000 tons during a navigation season of ten months, and the
tonnage of the Erie Canal is given as 3,.562,500 tons for 1872,) or any rain-fall during
REPORT OF THE CHIEF OF ENGINEERS. 507
the mouths named, renders more certain the adequacy of the supply ; and only the
careless construction of the canal and its appiirteuances, or an increase of business
over that supposed, or a more protracted drought than has ever been known in this
region, can render the supply inadequate.
The data nsed for evaporation, absorption, and filtration and waste, are the averages
of the best authorities, and they are 50 per cent, greater than are taken for the canals
of Great Britain.
If we consider the summit-supply as dependent on the average annual rain-fall and
the catchment-basins, we find that the catchment-basin of the Pleucher reservoir is
very nearly twelve miles long and five miles wide, and has an area of sixty square
miles. The average annual rain-fall at Pittsburg, Pa., was 34.96 inches for eighteen
years ; at Marietta, Ohio, 41.58 inches for twenty-eight years ; at Portsmouth, Ohio,
38.20 inches for fifteen years; at Carlisle, Pa., 34.00 inches for six years; and at
Gettysburg, Pa., 38.80 inches for seven years. If we take an average of these as rep-
resenting the annual rain-fall for the region under consideration, we get 38 inches per
annum. Applying this to the catchment-area given, and assuming that but one-third
of the quantity is caujght by the reservoir, we have an annual quantity of 1,698,965,300
cubic feet, enough to nil the reservoir thirteen times ; and the Piney Run reservoir,
with a catchment-area of twelve square miles, would also bo filled thirteen times ; the
total annual supply by rain-tall being 2,038,758,360 cubic feet, which gives an adequate
supply for the use of the canal during a period of twenty-five months, with allowances
for evaporation of reservoirs and loss in feeding.
Again, if we take an average of the ganging in March and June as representing the
available rain-fall that will be caught by the Plencher reservoir, we get 1,829,088,000
cubic feet as the annual supply ; whereas the consumption for the uses of the canal
wonld be for ten months 780,000,000 cubic feet, or only about 43 per cent, of the esti-
mated supply. This estimate of consumption is twice as great as that assumed by the
Board of Internal Improvements.
The changed conditions with reference to the Forney's Mill reservoir, considered
essential to the supply of water for the Will's Creek route, renders it of doubtful pres-
ent practicability. Its site is at the mouth of Piney Run, with a dam one-quarter of
a mile below, and the height proposed would raise the water to a contour-line 30 feet
above the present surface of the mill-dam at that i>lace ; would reach nearly one-fourth
the distance to Pleucher's Narrows, and nearly a half mile up Piney Run ; would flood
the road from Salisbury toward Meyer's Dale City for a distance of half a mile, and
would submerge the bridge of Livcngood's Mill, and the one at the mouth of Piney
Run ; it would also cover the road and bridge toward Grantsville, about one mile of a
graded railroad, to a depth of from 10 to 20 feet, two mills now in operation, a large
area of valuable meadow farming-land, and a part of the surveyed site of the town of
Salisbury.
A low dam now in use on this site, if made tight, would save the water-supply for
feeding the canal below the mouth of Piney Run.
I have personally examined Castleman River to some distance above Pleucher's
Narrows, and find that a reservoir of considerable capacity may be constructed at the
crossing of the National road, about two miles above Pleuclier's. That wonld.be a very
useful auxiliary for storing water for the summit-level, saving a portion of the drain-
age that in spring floods would waste over the Pleucher dam.
There is yet another source of supply for the summit-level on the Upper Savage at
the crossing of the Lonaconing road, where the elevation of the stream is 2,180 feet at
the distance of five and a half miles from the mouth of Blue liick. The topography is
very favorable for a large reservoir — say of a capacity of 80,000,000 cubic feet. Thus
the summit supply would be increased by nearly 50 percent., and furthermore provide
an ample supply to replace the loss by evaporation on the Iburteen-mile section from
the summit-level to the mouth of Savage River. If reasonable expense were incurred
in puddling or lining the fee<lers, with a view to reduce the loss in transmission of
supply to a minimum, the supply of water would be sufficient for the most active
business of the canal.
The tunnel entera the valley of Castleman immediately at the Pleucher reservoir,
and there would not be any loss on feeding therefrom, but the feeders from Meadow
Run and Piney Run, if brought to the summit-level, should probably be lined, but if
fed into the canal at shorter distances they would not need to be lined.
ESTIMATE OF COST.
In making this estimate of cost I have adhered to the dimensions recommended by
the Board of Internal Improvements in their report of J 826, viz : 48 feet width at water-
line; 3:5 feet width at bottom, and 5 feet depth of water; locks 100 feet long, 15 feet
wide, and of 8 feet lift; because reference must be had to the quantities of work to be
done as estimatied by them between Cuuiberland and the mouth of Savage River, and
508 REPORT OF THE CHIEF OF ENGINEERS.
from Meyer's Mill to Pittsburoj. These dimeaaions are very nearly the same as those
of the completed canal between Harper's Ferry and Cumberland, a distance of one
hundred and twenty-five miles, ec^ual to two-thfrds of the length of the finished canal.
Section from Cumberland to mouth of Savage Riva^j length thirty-one mileSj lockage 334 /cef.
1,336.600 cubic yards excavation, earth, at 30 cents per yard $400, 980
300,000 cubic yards excavation, rock, at §1.25 per yard 375, 000
l,300j000 cnbic yards embankment, at 20 cents 260, OUO
200,000 cubic yards retaining wall, at §1.50 300,000
270,000 cubic yards puddling, at 10 cents extra 27,000
40 culverts, (arches,) at §2,000 each 80,000
42 locks, 8 feet lift, at §15,000 each 630,000
2 aqueducts, 120 feet and 210 feet, (wooden) 10,500
1,000 cubic yards aqueduct masonry, at §10 10,000
4 waste-weirs, §3,000 eaeh 12,000
30 farm-bridges, at §450 13,500
5 miles grubbing and clearing 1,250
3 dams, at §3,000 each 9,000
400 acres land-damages, at §,'30 20,000
Special damages, water-powers 15, 000
Engineering and superintendence 75,000
Sum of items 2,239,230
Contingencies, 10 per cent 223, 923
Cost of thirty-one miles, averaging §79,456.55 2, 463, 153
These quantities are made from a comparison of those of the Board of Internal Im-
provements, and those of Messrs. Roberts and Cruger. Adding the items of farm-
bridges, waste-weirs, land and special damages, and engineering superintendence,
growing out of the changed conditions of then and now, tne average cost per mile of
this section, by the Board of Internal Improvements, was §59,476.
From the mouth of Savage Biver to Crabtree CreeJCy distance Jive and a half miles, lockage
388 feet
150,000 cubic yards excavation, earth, at 30 cents §45, 000
50,000 cubic yards excavation, rock, at $1.20 60,000
80,000 cubic yards embankment, at 20 cents 16, 000
10,560 cubic yards retaining wall, at §1.50 .• 15, 840
40,000 cubic yards puddling, at 10 cents extra 4,000
3 culverts, at $1,500 each 4,500
48 locks, at $13,500 each 648,000
1 aqueduct..; 3,000
900 cubic yards masonry, at $8 7, 200
5 miles grubbing and clearing, at §300 1, 500
Dam and feeder, Crabtree Creek 15,000
2 dams 3,000
Engineering and superintendence 12,500
Sum of items a35,540
Contingencies, 10 per cent 83, 554
Cost of 5^ miles, averaging §167,108 919,094
The rock-excavation on this section is a sandstone stratum, and more cheaply workcdi
and being of a quality suitable for the required masonry, and close at hand, the ma-
sonry can be more cheaply done. The average cost is great ; but there are nine locks
per mile, making more than 70 per cent, of the cost.
From Crabtree Cicek to summit'levelf distance eleven miles, lockage 7^ feet,
800,000 cubic yards excavation, earth, at 30 cents $240, 000
400,(100 cubic yards embankment, at 20 cents 80, 000
140,000 cubic yards puddling, at 10 cents extra 14,000
10 culverts, at* §1,500 each 15,000
92 lockM, at §13,.'>U0 each 1,242,000
10 miles grubbing and clearing 2,500
REPORT OF THE CHIEF OF ENGINEERS. 509
5 cro.s8in);-bri(lge8, at $450 $2,250
5,000 cubic yards protection, at $1.25 6, 250
2 reservoirs and feeders 20,000
1 reservoir and feeder 15, 000
Eujrioeering and superintendence 25, 000
Sum of items/. 1,662,000
Contingencies, 10 percent 166,200
Costof 11 miles, averaging $166,200 1,828,200
On tliis section ninety-two locks make two-thirds of its cost. The reservoirs for
Monroe Run, Poplar Lick, and the Upper Savage are included.
Siimmit'levelj six and a half miles long.
This level comprises a tunnel five miles long and approach -basins each three-quar-
lers of a mile long. The dimensions of the tunnel are given by a segmental circular
section of 32 feet diameter, with a height of 26 feet from bottom of tunnel to crown of
arch, providing a wjiste-way 25 feet on bottom, 6 feet deep ,and 32 feet on top, and a
head-way of 20 feet; the lining to be of the best hard brick, with a thickness of 18
inches all around the section. Horizontal fenders are to be laid at water-line, to act as
fenders for passing boats and to protect the brick-masonry from injury. The approaches
are to give atop water-line of 32 feet and a bottom width of 25 feet, (in rock-cutting.)
No provision is made for a tow-path, because the additional cost of doing so, sav
$500,000, wonld, at 7 per cent, interest, maintain and operate five tng-boats, enough
for the business of 100 boats per day.
870,000 cnbic yards excavation, tunnel, at $5 $4,350,000
2,500 cubic yards excavation, shafts, at $5 12, 500
81 ,000,000 brick, lining of tunnel, at ^ per thousand 2, 025, 000
600,000 brick, lining of shafts, at $25 per thousand 15, 000
180,000 feet (board-measure) fenders, at $30 per thousand 5, 640
200,000 cnbic yards rock-excavation, approaches, at $1.25 250, 000
20,000 cubic yards concrete filling about arch, at $10. 200, 000
10.000 cubic yards puddling, at 30 cents 3,000
44,000 cubic yards filling on top of arch, at $1 44,000
Engineering and superintendence, 5 years 50,000
Sura of items 6,955,140
Contingencies, 20 percent 1,391,028
Cost of summit-level 8,346,168
From, 8u,mm\i-le\)el to tJie mouth of Piney, five and a quarter miles,
300,000 cnbic yards excavation, earth, at 30 cents $90, 000
50,000 cubic yards excavation, rock, at $1.25 62, 500
200,000 cubic yards embankment, at 20 cents 40,000
60,CK)0 cnbic yards puddling, at 10 cents extra 6, 000
8 culverts, at $1,500 each 12,000
1 aqueduct over Pinev Rnn 5, 000
16 locks, at $15,000 each 240,000
4.^0 cnbic yards abutment-masonry, at $8 3,600
Grubbing and clearing 600
6 bridge-crossings, at $450 2,700
Land-damages , 10,000
Engineering and superintendence 10, 000
Sum of items 482,400
Contingencies, 10 per cent 48, 240
Cost of 6^ miles, (averaging $81,636.90) 530,640
From mouth of Piney to Meyer^s Millj six and a quarter mikd.
200,000 cnbic yards excavation , earth, at 30 cents $60, 000
30,000 cubic yards excavation, rock, at $1 .50 45, OOO
510 REPORT OF THE CHIEF OF ENGINEERS.
500.000 cubic yards enibaiikiiient, at 20 cents ^100, 000
50,000 cubic yards puddling, at 10 cents extra 5,000
3,000 cubic vards protection, at §1/25 3, 750
(Hocks, at >i'l5,000 each 90,000
8 culverts, at si, 500 12,000
10 crossing-bridges, at 8^50 each 4,500
Grubbing and clearing 300
I aqueduct for Elk Lick 4, 500
Repairing dam at mouth of Piney, Slc 5,000
1 waste-weir 1, 800
Land-damage, 100 acres, at 8100 10,000
450 cubic yards abutment -masonry, at §S 3,600
Engineering and superiutendenco , 15,000
Sums of items 360,000
Contingencies, 10 per cent 1 36,000
Cost of 5i miles, averaging 872,000 396,000
Pleucher reeo'voir and fe€det\
Dam with regulating and outlet pipes $35,000
Meadow and Piney Run reservoirs and feeders 60,000
Sum of items, summit feeders 95,000
From Meyers' Mills to the vicinity of Connellsville the Board of Internal Iniprove-
menta considered the work in three characteristic sections.
The first section west from Meyers' Mills of sixteen and one-eighth miles, with 21&
feet of lockage and 27 locks, was estimated to cost $1,240,216, averaging $76,912.62 per
mile. Deducting therefrom one and one-eighth miles from the Sammit-revel to the val-
ley, where our line would join theirs, we get thus :
1st section, fifteen miles, 192 feet lockage $1,163,304
2d section, nineteen and six-tenths miles, 420 feet lockage 1,459,317
3d section, twenty-seven and one-half miles, 432 feet lockage 1, 515, 437
Meyers' Mills to Connellsville, sixty-two miles 4, 13d, 05&
Increasing this estimate at the rate of 25 per cent, as found to apply to the
section oetween Cumberland and Savage River 1,034,515
Sum representing estimate 5,172,573
Contingencies, 10 per cent 517,257
Cost of sixty-two miles, averaging $91,771.45 5,689,830
I have carried the estimate as far as Connellsville for the reason that I am infonned
that a company has been formed and incorporated by the State of Pennsylvania for the
purpose of establishing slack-water navigation as far east on this line as Connellsville, or
Ohio Pile Falls; and the section from Cumberland to Connellsville represents fairly the
extent of canal neede<l to be provided to complete the water-line to Pittsburgh.
The recapitulation is as follows:
Cumberland to Savage River, 31 miles $2, 463, 153
Mouth of Savage to Crabtree, 5| miles 919, 094
Crabtree to Summit, 11 miles 1,828,£00
Summit-level and tunnel, 6| miles 8,346, 168
Summit to mouth of Piney, 5^- miles i 530,640
Piney to Meyers' Mills, 6i miles 396,000
Reservoirs and feeders, (Summit) 95,000
Meyers' Mills to Connellsville, 62 miles 5,689,830
Cumberland to Cannellsville, 127^ miles, averaging $158,887 per mile 20, 268, 085
Comparing this estimate of cost with that of the Board of Internal Improvements
for the same section of route between the same places, we have from their estimate :
Cumberland to Summit-level $3,856,624
Summit-level 3,471,%T
REPORT OF THE CHIEF OF ENGINEERS. 511
Snraniit to mouth of Ciwtloman 82,090,532
Custleuian to Counellsvillo 1, iA'i, 437
Total, inclii(lii)g reservoirs and feeders 11, 543, 560
If the tuimel and approaches had been taken of the same dimensions as
for the Savage River route, they wouUl have ad<Uid 650,*000
Making a total of 12, lU3,5(j()
Adding 25 per cent., as before 3, 04"^, 390
We have 15,241,9r0
Contiugeucies, 10 per cent 1,5*24, 195
Cost of ninety-eight miles, averaging 8171,083. II 16, 766, 145
Showing an average of 81*^,739 more j)er mile than by our estimate.
The difference between the two estimates of $3,501,890, if reduced by the cost of the
increased number of locks and greater length of tunnel on the Savage River rente, will
be but :$2,003,000, reducing the average cost per mile to 8147,207, indicating the more
favorable character of the route in regard to cost of construction, as was stated in the
description of the character of the route.
If, in further comparison of the WilVs Creek and Savage River routes with reference
to their costs now, we take into consideration that the Will's Creek route between
Cumberland and Meyers' Mills is occupied by a railroad in operation holding almost
the very ground on which the canal was located, in a valley of which a great portion
is not wide enough for two such works, and wherein the canal would necessarily have
to be located across the railroad several times under the most unfavorable conditions,
and with a second railroad between Cumberland and Little Will's Creek, a distance
of fifteen miles, the present recast of the former estimate would fall far short of the
extraordinary expenses that are contingent upon the above conditions. It may be af-
firmed of the Savage River route that ** it would not cost more than the WilVa Creek route J^
The tunnel on the Deep Creek route was planned for a length of one and one-third
miles, but the western deep-cut approach would be^re and one-qtuirtermiles long.
The quantities given in this estimate of cost are as correct as may be, without a more
detailed survey and a definite location. The line of the proposed tunnel could not be
surveyed to determine its precise length, nor the character of the approaches thereto,
nor the location and depth of shafts, all which were determined from the preliminary
survey. It is but a reasonable presumption that a careful study of the ground would
indicate a somewhat shorter tunnel by correction of chaining and plat, and indicate
favorable places for the approaches thereto, that would reduce the estimate of cost.
The strata that would be pierced by the tunnel are inclined at angles of 15° to 2(P,
are carboniferous, and contain a portion of the *' lotoer ooal-measuresj as described in
Professor Lesley's report. The unfavorable condition of the pierced strata would ne-
cessitate the lining of the water-section of the tunnel to preserve the summit feed-
water.
The tunnel is presumed to be operated by steam-tugs, for the reason that a sufficient
number of them can be maintained and operated to accommodate the presumed business
of the canal at a cost far less than the interest on the cost of increasing the size of
the tunnel, so as to provide it with towing-paths ; it is, however, wide enough to be
operated in both directions at the same time, as it was thought that the delays in op*
crating a long tunnel only wide enough for one boat would be very burdensome to
business. Assuming a speed of three miles per hour through the tunnel, boats arriv-
ing shortly after a convoy had started through would be detained nearly four hours, and
while waiting, if the season were a busy one, boats would rapidly accumulate until there
would l>e more than could be taken through in one convoy, and a blockade that could
not be remedied would be formed; in the same manner a narrow tunnel with a tow-
path would caiuse a still more serious obstruction to business, as a convoy would con-
sume at least three hours in passing through the tunnel, and thus there would be
greater delays and unavoidable blockades. If steam should be brought to supersede
horse-power on the canal, the tunnel would be favorably conditioned for accommodat-
ing the maximum trafiic that could pass through other portions of the canal.
The tunnel could bo operated with an endless chain, or wire rope, worked by station-
ary machinery, or by pneumatic tubes fixed on the sides of the tunnel in connection
with fixed engines, so arranged as to tow single boats at from four to six miles per
hour.
The present state of the enter^mse does not warrant an investigation of these sug-
gestions.
An examination has been begun to determine the conditions governing the introduc-
tion of inclined planes as substitutes for locks, their economic value as to cost, and
economy of time, and water-supply, and their applicability for carrying canal-transit
routes over high mountain-ranges.
512 REPORT OF THE CHIEF OF ENGINEERS.
COMMERCIAX IMPOUTANCE.
Of the importance to be attached to the exteDsion of the Chesapeake and Ohio Caual
as one of the water-lines of transportation between the Atlantic seaboard and the great
cergal-produciiig region of the great Mississippi Valley, nothing can be added to the
volumes that have been devoted to that subject since Washington first interested him-
self in the scheme of improving the navigation of the Potomac River, with the ultimate
jiurpose of bringing the products of the then West to the seaboard by this route.
The unparalleled development of the great West into a dense population of agricul-
turists and collaborators renders the necessity of extension of this route urgent, and
the condition of monopolies controlling the transportation of the products of the West,
establishing the condition of middlemen becween the consumers and producers at a
ruinous cost, brings about the clamorous demands for its early completion.
The products of the region referred to may be stated at 40,000,000 tons, of which
25,000,000 tons, at least, are destined for market. The capacities for carrying this east-
waixl are as follows, based upon the work done by the routes named :
The Erie Canal carries in one year, tons 2,640,000
The Erie Railway, tons 895,000
The Pennsylvania Railroad, tons 880,000
The Baltimore and Ohio Railroad, tons 600,000
The New York Central Railroad 1,200,000
The other railway lines, say, tons 500,000
Total 6,715,000
P^Showing that only about one-fourth of the products seeking a market come direct to
the East, and that more than one-third seeks the cheapness of the water-line.
The necessity and utility of additional cheap water-lines of transportation are appar-
ent. Further illustration of the utility of this route as a through line of transporta-
tion is uncalled for, in view of the forthcoming report of the United States Senate com-
mitt'Oe on lines of transportation ; but the local interests dependent on the extenaioH
of this route are worthy df special consideration.
The first consideration is tne further developmeut of the valley of the North Branch
of the Potomac River above Cumberland and its several tributaries, in the progress of
which the low rates of transportation by canal as compared with railroads are of the
first importance.
The second important consideration is the establishment of canal transportation to
the Cumberland coal-basin at Piedmont, twenty-eight miles beyond and west of Cum-
berland, by which convenience the cost of coal to the sea-coast market should be re-
duced by $1.65 per ton on present rates by railroads, and a dollar per ton on present
combined rates on railroad and canal.
As a third consideration, there are extensive beds of the lotcer coaUseHeSf described
in the appended report of Professor Lesley, (Appendix B,) on the North Branch, from
the mouth of Savage River to its headwaters, a length of some thirty miles, and ex-
tensive forests of the finest of timber, both on the North Branch and the Savage rivers,
already in demand, and now taken to market under great disadvantages and at heavy
cost.
But the most important feature, and the one promising the greatest benefit, one that
will soon be demanded as a great necessity for the extension, is the fact that the Sav-
age River route traverses the very valuable and extensive Salisbury coal-hasiiij which
by calculation contains 90,000,000 tons of coal that can bo brought to market *»ut of a
deposit estimated at 154,000,000 tons, lying above the beds of the Castlcman River, at
the place where this route enters the valley. The quantity available from the lower
coal-series, lying below the bed of the river, is estimated at 90,000,000 tons out of a de-
posit of 120,000,000 tons. The upper beds can be worked by galleries and adits nearly
horizontal, are readily drained, and are identical with the great Pittsburgh, Sewickly,
and Cumberland beds, and of same general qualit}'.
Late estimates of the quantity of coal remaining of the great vein of the Cumber-
land basin give, for 1809, 112,000,000 tons. This basin is being exhausted at the rate
of 2,000,(K)0 tons per annum, increasing at the rate of 5 i)or cent, each yejir, and at
this rate will be exhausted in about twenty years; and the next available coal-field is
the Salisbury basin, only some twenty miles more distant from the eastern markets,
and yet within economic distance.
The Cumberland coal is now taxed by railroad freights $3.16 per ton per two hundred
and twelve miles, quite nearly one aud a half cents per ton per mile. This coal could
be brought to the seaboard by caual for $!l.06 per ton exclusive of tolls, which would
be in full business, say 30 cents per ton, a total of j<l.36 per ton, a saving to the con-
sumer of !?1.80 on present ])rices, or nearly 3G per cent. *
The Salisbury beds are opened in several places, and a railroad is graded to connect
with the Baltimore and Pittsburgh line. The Keystone Coal Company are mining
REPORT OP THE CHIEF OF ENGINEERS. 513
aod pntting coal on the Baltimore and Pittsburgh Railroad by a narrow-gauge line at
the rate of 150 tons per day; bnt the railroad monopoly obstructs tbe getting of the
products of this coal-basin to market, and retards and delays the operations of mining ;
and consequently the Cumberland Coal Companies avoid competition ; all which reacts
on the prices at the eastern coal-markets, to the great disadvantage of all classes of
consumers, domestic and productive.
For a faithfhl and full report on the Salisbury coal-basin with regard to quantity^
quality, and geological identity, I am enabled to refer to the accompanying report of
Prof. J. P. Lesley, for the use of which I am indebted to the courtesy of Mr. John
Anspach, president of the Salisbury and Baltimore Railroad and Coal Company ; I
am also indebted to Mr. Frank T. Wilson, engineer for the company, for valuable in-
formation and professional courtesies.
That the lower coal-series can be extensively worked on the north branch above the
month of Savase River is without question, as many places are opened to veins of
6 and 8 feet thickness, and even of greater thickness, near the head of that stream .
Tbe importance of this extension is also apparent in regard to reaching the several
coal-fields of the YouRhiogheny, referred to in Professor Lesley's report.
Very respectfully,
Thomas 8. Srdgwick.
Col. Wm. E. MttKRILT.,
Major Engineers, U, S, A.
Appendix A.
REPORT OF THE BOARD OP INTERNAL IMPROV^MKNT ON THE CHESAPEAKE AND OHIO
CANAI., FEBRUARY 2, 1825.
This canal may be divided in three sections — eastern, middle, and western. The
eastern section extends from the tide-water in the Potomac to the mouth of Savage
River, in the northern branch of the Potomac. The middle section extends from the
mouth of Savage River in the Potomac to that of Bear Creek in the Youghiogheny.
The western section from the mouth of Bear Creek to the Ohio at Pittsburgh.
EASTERN SECTION.
[As this section has been built, all matters relating to it are omitted.]
MIDDLE SECTION.
This section, from the mouth of Savage River in the north branch of the Potomac^
extends to the mouth of Bear Creek, in the Youghiogheny, on the west side of the
Alleghanies. It includes the summit-level of the canal, and from the complicated topo-
graphy of the ground, the height which must be overcome in a short space, and the
difficulty of securing a sufficient supply of water in dry seasons at such an elevation,
presente the greatest difficulties which occur in the whole project.
The Little Back Bone Ridge divides the waters, which, in that part of the Alle*
ghanies, nins east and west ; it runs parallel to the Great Back Bone, through which
Savage River- forces its way, and the canal must absolutely pass through this gap.
Between those two ridges niu Crabtree Creek, from southwest to northeast, and Sav-
age River from northwest to southeast, the former falling into Savage River four and
a half miles above its mouth in the Potomac. From the west side of the Little Back
Bone falls Deep Creek and the Little Youghiogheny ; the latter runs from east to
west, and, after forcing its way successively through Hoop-pole Ridge and Roman Nose
Ridge, joins the Great Youghiogheny. Deep Creek runs at first to the north, crossing
Hoop-pole Ridge and Negro Mountain ; then, intercepted by Marsh Mountaio, it turns
west and falls into the Youghiogheny. The gap through which it forces its way across
the Hoop-pole Ridge is only sixtv-six yards wide, and is called the Narrows.
Tbe heiMls of the Little and Great Youghiogheny, to some miles above the point
where they join in a single stream, run through marshy meadows known by the name
of glades. The valleys of Deep Creek and its tributaries offer the same features as
low down as Marsh Mountain, from whence their course continues in a deep and nar-
row ravine, with steep and rugged banks. The bottom of these glades, which has
been sounded in several places, presents the following layers : first, rich loam ; second,,
sand, colored by oxydated iron ; third, vegetable detritics ; fourth, alluvial clay ; fifth,
a horizontal bank of sandstone, 4 or 5 feet below the surface, on which the other
layers all Ue.
33 E
514 REPORT OF THE CHIEF OF ENGINEERS.
^ The Great Youghiogheny, after receiviDg tbe Little Yoagfaiogheny and Deep Creek,
receives Bear Creek. The east branch of tnis last stream rises on the west side of Negro
Monntain, and runs from south to north till it forces its way through Keyser's Ridge ;
it then runs suddenly west, and, after forcing through Winding Ridge, falls into the
Youghiogbeny. Its west branch springs from the west side of Keyser's Ridge, and joins
the other at the gap, where it forces its way through Winding Ridge.
Savage River runs on a bed of sandstone ; its course is rapid, and broad flats extend
along l^th its banks. Crabtree Creek is the chief tributary stream which joins it;
it runs between the Great and Little Backbone, and is formed by the junction of
Crabby 's Arm and Wilson's Fork, which take their sources in that part of the Little
Backbone which divides their ravines from the valley of the Little Youghiogbeny.
Crabby 's Arm runs in a narrow vale, but which is, however, wide enough to receive a
canal ; its bottom is a black, alluvial soil, and its banks present a gentle slope. Wil-
son's Fork is more rapid, but runs in a wide and well-wooded valley. These two
streams join at Swan's Mill, from whence they impetuously descend on a bed from ten
to twenty yards wide. They are interrupted in two or three places by perpendicular
falls, 7 or 8 feet high, and frequently by smaller rapids, which fall from 4 to 5 feet. From
the Great Backbone, Crabtree Creek receives several tributaries ; they are torrents
which fall into it with great impetuosity. On both sides of its valleys run flats eight
or ten yards wide, which are intersected by rugged bluffs, from 100 to 200 feet high,
which divide them into isolated portions, the bluffs on one side of the stream lying,
in general, opposite to the flats on the other, and the two banks presenting an alter-
nate succession of tbe same features.
Such are the main streams which, in this section, descend from the two sides of the
Alleghanies.
To conduct the canal across this summit ground we must, Ist, select the best pas-
sage for it through the Little Backbone, by leadinj^ it either from the valley of Savage
River to that or Deep Creek, and from that of Crabtree Creek to the same, or from
the valley of Crabtree Creek to that of the Little Youghiogbeny ; 2d, ascertain which
of these passages presents the shortest route from the mouth of* Savage River to that
of Bear Creek; 3d, ascertain, as the most essential element of the whole project,
whether a supply of water sufficient for all the purposes of the canal can be procured
at this elevation.
We shall point out the several passages which lead through the Little Backbone,
beginning by those which lead from the valley of Savage River to that of Deep Creek.
But, in the first place, it is necessary' to state that a base-mark has been fixed on the
bridge of Deep Creek, 3 feet above its bottom ; to this have been referred all the levels
taken on this section of the canal.
Monroe Run, a tributary of Savage River, and Meadow Mountain Run, a tributary
of Deep Creek, offer the only ravines through which Deep Creek and Savage River can
be connected. For this purpose it will be necessary to run a tunnel through the Little
Backbone. Supposing its bed on a level with the base-mark, and a deep cut of 35 feet
at each extremity of it, this tunnel would extend five miles 833^^ yards in length. The
greatest elevation of the ridge above the bed of the tunnel would be 213 feet. From
its eastern extremity to the mouth of Monroe Run, in Savage River, the descent is 983
feet, on a length of five miles 816f yards. From the mouth of Monroe Run to that of
Crabtree Creek, in Savage River, the descent is 109 feet on a lengjth of 2 miles 216|
yards. From the mouth of Crabtree Creek to that of Savage River itself in the Poto-
mac, the descent is 340 feet, on a length of five and one-half miles. The level of the
mouth of Savage River lies, of course, 1,432 feet below the base-mark, and at a dis-
tance of twenty-one miles 327 yards from it, ascending the ravines of Savage River
and Monroe Run, and descending those of Meadow Mountain Run and Deep Creek.
Meadow Mountain Run flows through glades, but Monroe Run falls down a ravine
whose upper portion is very steep and narrow ; it widens, however, as it descends, and
? resents a succession of bluffs and flats, which extend to twenty-five yards in breadth,
'he bluffs hang perpendicularly over the stream. At the mouth of Monroe Run, Sav-
age River is only thirty -three yards wide, and a dam might easily be thrown across to
form a reservoir.
This passage is the only one which leads from the valley of Savage River to that of
Deep Creek.
We shall now examine those which connect the valley of Crabtree Creek and Deep
Creek. The first lies between the middle fork of Crabtree Creek and the Meadow
Mountain Run, and would require a tunnel running under the Little Backbone and
Hoop-pole Ridge. Supposing its bed on a level with tne base-mark, and an open cut to
the depth of 35 feet through the height, the tunnel would extend three miles 1,333^
yards in length. From its eastern extremity to Crabtree Creek, in following the wind-
ings of the middle fork, the descent is 1,012 feet on a distance of six miles 1,333^ yards;
and from the mouth of the middle fork to tbe mouth of Savage River, in the Potomac,
the descent is 420 feet on a distance of six miles 685 yards. The height of the ridge
above the bed of the tunnel would be 210 feet, and the ravine of middle fork differs
REPORT OF THE CHIEF OF ENGINEERS. 515
little from that of Mooroe Rud. Its general breadth is aboat 27 yards, and its banks
are rugged. The whole distance from the base-mark to the mouth of Savage River
wonid be, by this passage, nineteen miles 915 yards.
Three passages run through the Little Backbone from three branches of North Glade
Run, a tributary stream of Deep Creek, to the valley of Crabtree Creek.
The first opens on the western branch of the middle fork, and would reqnire a tun-
nel through the Hoop-pole Ridge. Supposing its bed on a level with the base-mark,
and an open cut to the depth of 35 feet through the height, the titnnel would extend
three miles 1*^ yards in length, and the greatest height of the ridge abo^.e its bed
would be 144 feet.
From the second branch of North Glade Run a passage might be opened to the east-
ern branch of the middle fork by a tunnel of the same nature and on the same level as
the former. It would extend three miles and 83 yards in length, and the greatest
height of the ridge above its bed would be 184 feet. But from its eastern extremity
there would be a descent of 280 feet on a distance of one mile 366 yards.
From the third branch a passage might be opened to Rock Camp Run by a tunnel
fonr miles in length. The greatest height of the ridge above its bed would be 222 feet ;
but from its eastern extremity to Crabtree Creek the descent would be 728 feet on a
distance of two miles 166f yards, and through a very narrow, rugged, and precipitous
ravine. The north fork of Deep Creek rises near the summit of the Little Backbone
at WhitsalPs Springs, 105 feet above the base-mark. The spring of Savage Lick Run,
a tributary stream of Crabtree Creek, rises opposite to it. A tunnel whicn would join
them, with its bed on a level with its base-mark, and an open cut through the height
at each of its extremities to the depth of 35 feet, would extend two miles 1,083 yards
in length. From its eastern extremity to Crabtree Creek the descent would be 452
feet on a distance of two miles and 100 yards, and the greatest height of the ridge
above its bed would be 148 feet.
Three more passages have been surveyed between the tributaries of the north fork
and those of Crabtree Creek.
The first unites Hinch's Arm to Glade Road Run by a tunnel one mile 1,166 yards in
length on a level with the base-mark. The distance from its eastern extremity to
Craotree Creek is 1,500 yards, and the greatest height of the ridge above its bed 205
feet.
The two others unite Dry Arm and Dewickman's Arm wih small ravines of Crabby's
Arm, a tributary stream of Crabtree Creek, which rise opposite to them. The tunnel
which would be required at Dry Arm would extend one mile 916 yards in length, and
the greatest height of the ridge above its bed would be 271 feet. The tunnel of De-
wickman's Arm would extend one mile 683^ yards in length and the greatest height of
the ridge a1>ove its bed wonld be 227 feet. These two tunnels, on a level with the base-
mark, are the shortest of those that we have enumerated on any of the designed routes
of the canal.
Two passages have been surveyed and leveled to open a communication between
Crabtree Creek and the Little Youghiogbeny, the oi>e from Crabby's Arm and the other
from Wilson's Fork to the latter stream. They would each reqnire a tunnel. Suppos-
ing its bed on a level with the base-mark, the tnnuel from Crabby's Arm would extend
three miles 1,568* yards, and the tunnel from Wilson's Fork four miles 300 yards in
length, with an open cut at each of their extremities to the depth of 35 feet. The
greatest height of the ridge above the bed of the tunnel from Crabby's Arm wonld be
444 feet, ana above that of Wilson's Fork 253 feet. The distance from their eastern
extremities to Swan's Mill wonld be two miles, with a fall of 114 feet from Swan's
Mill to the month of Crabtree Creek the descent would be 940 feet on a distance
of seven miles 966 yards ; from the month of Crabtree Creek to that of Savage River,
on the Potomac, the distance five miles 880 yards, and the descent 378 feet. Thus
from the eastern extremity of the tunnel to the mouth of Savage River the total de-
scent is 1,432 feet on a distance of fifteen miles 86 yards, and of these two tunnels the
one by Crabby's Arm is the shortest.
Other passages have also been examined to open communications between Deep
Creek and the waters of the Little Youghiogbeny. The bed of the tunnels required
for this purpose was fixed 17 feet above the level of the base-mark. One of these tnn-
nels join Westlick Run to one of the branches of the South Fork of Deep Creek. Its
length was two miles 583^ yards, and it required a deep cut on the side of Westlick Run
of the len^h of one mile 600 yards, and another on the side of South Fork of the length
of two miles 50 yards. Another tunnel might join the Little Youghiogbeny itself to
South Fork. It would extend one mile 1,300 yards in length, and require an open cut
of one mile 1,566|- yards in length toward the Little Youghiogbeny, and two miles 300
yards toward the South Fork. The height of the ridge above the first tunnel would
be 143 feet, and above the second, 183 feet.
Such are the chief passages through which a communication might be opened be-
tween the waters which descend from the eastern and western sides of the Little Back-
bone.
516 REPORT OF THE CHIEF OF ENGINEERS.
In recapitalatiug the several routes by which the canal may be directed throngh
them, wo will observe that they all extend from the month of Savage River, either by
the valley of that stream or Crubtree Creek, to the base-mark on the bridge of Deep
Creek, and that the descent or fall of the canal by all these rontes is 1,4:12 feet,
Ist. The first ascends by Savage River, Monroe Rnn, Meadow Mountain Run, and
Deep Creek. Its total length, from the mouth of Savage River to the base-mark, is
twentv-one miles 325 yards. The length of the tnnnel which it requires through the
ridge is five miles 833^ yards, and the height of the ridge above its bed, 213 feet.
2d. The second ascends by Savage River, Crabtree Creek, Middle Fork, Meadow
Mountain Run, and Deep Creek. Its total length is nineteen miles 915 yards. The
length of the tunnel which it i*equires through the ridge is three miles 1,333^ yards, and
the beight of the ridge above its bed is 210 teet.
3d. The third ascends by Savage River, Crabtree Creek, Middle Fork, the western
branch of the same fork. North Glade Run, and Deep Creek. Its total length is twenty
miles 1,128 yards ; the length of the tnnnel which it requires through the ridge, three
miles 125 yards, and the height of the ridge above its bed, 144 feet.
4th. The fourth ascends by Savage River, Crabtree Creek, Middle F6rk, the eastern
branch of the same, North Glade Rnn, and Deep Creek. Its total length is twenty
miles 1,306 yards ; the length of the tnnnel which it requires through the lidge, three
miles 83 yards; the height of the ridge above i tabbed, 184 feet:.
5th. The fifth ascenas by Savage River, Crabtree Creek, Rocky Camp Run, North
Glade Run, and Deep Cre^. Its total length is nineteen miles 630 yards; the length
of the tunnel which it requires throngh the ridge, four miles, and the height of the
ridge above its bed, 222 feet.
6th. The sixth ascends by Savage River, Crabtree Creek, Savage Lick Run, North
Fork, and Deep Creek. Its total length is twenty-one miles 435 yards ; the length of
the tnnnel which it requires through the ridge, two miles 1,083 yards, and the height
of the ridge above its bed, 148 feet.
7th. The seventh ascends by Savage River, Crabtree Creek, Hi neb's Arm, Glade Road
Run, North Fork, and Deep Creek. Its total length is twenty-one miles 1,158 yards;
the length of the tunnel which it requires throngh the ridge, one mile 1,166 yards,
and the height of the ridge above its bed, 205 feet.
8th. The eighth ascends by Savage River, Crabtree Creek, a ravine of Crabby's Arm,
Dry Arm, North Fork, and Deep Creek. Its total length is twenty-one miles 1,368
yards ; the length of the tunnel which it requires through the ridge, one mile 916
yards; and the height of the ridge above its bed, 271 feet.
9th. The ninth ascends by Savage River, Crabtree Creek, a ravine of Crabby's Arm,
Dewickman's Arm, North Fork, and Deep Creek. Its total length is twenty-one miles
718 yards ; the length of the tunnel which it requires through the tidge, one mile
68:H yards ; and the height of the ridge above its bed, 227 feet.
From the base-mark the localities of the ground leave us a choice between three
routes to the mouth of Bear Creek.
The first runs by Deep Creek, Buffalo Marsh Run, Rocklick Run, a tributary stream
to the western branch of Bear Creek, that western branch to its month in Bear Cre<^,
and Bear Creek itself to the Youghiogheny. This route crosses, by a tunnel, the ridge
which divides the heads of the western and eastern branches of Bear Creek. This
tunnel beginning at McHenry's, and with an open cut of the depth of 35 feet at its
southern extremity, near McHenry's, and at its northern extremity, would extend abont
two miles in length, and the greatest height of the ridge above its bed, supposed on a
level with the base-mark, would be abont 170 feet. The whole ground along this route,
except where it passes throngh the gap of Winding Ridge, is of a soft and good
quality ; and its whole length, from the base-mark to the month of Bear Creek, would
be only twelve miles.
A second ronte might tnrii round the west of Marsh Mountain, and wind abont Pan-
ther's Point. It would then tnrn successively ronnd the heads of the ravines of Hoy*B
Run, Steep Run, Sang Run, Gap Rnn, and descend along Friend Run, a tributary of
the western branch of Bear Creek. This route is very circuitous, and in winding round
Panther's Point runs through a rocky and difiiciilt ground. It could only be shortened
by rnnning an aqueduct 250 feet high, and above a quarter of a mile long, through the
western branch of Hoy's Run, or a tunnel half a mile in length from that western
branch to the head of Steep Run. The height of the ridge above the bottom of that
tunnel wonld be about 250 feet. A level was also run over a bend of ground at Hoy's
Pine Bottom to endeavor to shorten it and avoid the winding round of Panther's Point,
but to run the canal over this line would require a deep cut of 1,431 yards in length,
and of the depth of 99.06 feet, at the highest point of the ridge. The total length of
this route would be twenty-four miles.
The third route, descending the valley of Deep Creek from the base-mark, might
follow the eastern shore of the Youghiogheny to the mouth of Bear Creek, crossing
Hucces-sively on aqueducts Hoy's Run, Steep Run, Sang Run, Gap Rnn, Bear Creek,
and the smaller tributary streams of that i-iver. The ground along this route is rocky
REPORT OF THE CHIEF OF ENGINEERS. 517
and difficult for one mile and tliree-qnartere from Deep Creek to Hoy's Ron ; then li^ht
and easy for four miles to Gap Run ; then rocky for the space of six miles, following;
the vrestem bank of Winding Ridge ; then for two and a quarter miles light and easy
to the mouth of Bear Creek. The total length of this route would be twenty miles.
We have not mentioned a fourth ronte, which, from the bafle-mark, running by a
tunnel through Negro Mountain, might unite Deep Creek with the eastern branch of
Bear Creek, because it would re^iuire a tunnel of eight miles in length, and that the
height of the ridge above its bed would be from 400 to 500 feet in the moat elevated
portion. The length of this route would also pass twenty miles.
Such are all the routes which lead from the valleys of Savage River and Crabtreee
Creek, in passing by that of Deep Creek to the mouth of Bear Creek, in the Youghio-
gheny. We mnst now examine those which, departing from the head of Crabtree
Creek, reach the same point in passing by the valleys of the Little and Great Youghio-
gheny.
For this purpose the canal should follow the valley of Savage River from the mouth
of that stream, and ascend along Crabtree Creek till it reaches two miles above Swan's
Mill, where opens the eastern extremity of the tunnel of Crabby's Arm, mentioned on
page 10 as the shortest of those by which Savage River can be connected with the
Voughiogheny. Passing through that tunnel it would descend the valleys of the Little
and Great Yonghiogheny, winding along their eastern sides. When it reaches the
mouth of Deep Creek, it may follow one of these three directions:
1st. Ascend Deep Creek and Buffalo Marsh Run, following the first of the three
routes which we have just indicated for passing from the base-mark to tbe mouth of
Bear Creek. This route, as we have seen, presents a tunnel two miles in length. The
total distance over which it runs is as follows :
Miles. Yards.
From the month of Savage River to the east extremity of the tunnel of
Crabby's Arm 15 86
From thence to the mouth of Deep Creek 22 426
From thence to the mouth of Buffalo Marsh Run 6
From thence to the mouth of Bear Creek 11 440
Total distance from the mouth of Savage River to that of Bear Creek . . 54 952
This route would present two tunnels, one three miles 1,538 yards in length at
Crabby's Arm, and the other two miles in length between Buffalo Marsh Run and
Rocklick Run ; total, nearly six miles of tunneling.
2d. The canal might cross Deep Creek and follow tb.e second route indicated for pass-
ing from the base-mark to Bear Creek, by winding round Panther's Point, and the
heads of the ravines of "Hoy's Run, Steep Run, Sang Run, Gap Run, and Friend Run to
the western branch of Bear Creek. Its total length would be:
Miles. Yards.
From the mouth of Savage River to that of Deep Creek, as above 37 512
From thence to Bear Creek 17 660
Total length 54 1,172
This route presents only one tunnel, of the length of three miles 1,538 yards, or
nearly four miles, at Crabby's Arm. It may also be shortened, as mentioned above, by
an aqueduct one fourth of a mile in length and 250 feet high, or a tunnel one-half mile
in length, with 250 feet of height of ridge above its bed.
3d. The canal might fall on this third route indicated above, after crossing Deep
Creek, by keeping along the eastern side of the valley of the Yonghiogheny, and cross-
ing its tributaries on aqueducts. Its total length would be as follows :
Miles. Yards.
From the mouth of Savage River to that of Deep Creek, as above 37 512
From thence to Bear Creek 13 660
Total length 50 1,172
This ronte would require, like the preceding one, one tunnel, of three miles 1,538
yards, or nearly four miles in length.
From the comparison of these three routes it is evident that the second is preferable
to the first. Their length is nearly the same, but the first requires six miles of tunnel-
ing and two tunnels, while the second requires only one tunnel, of something less than
four miles in length. The third is shorter again, by four miles, than the second, and
passes by the same tunnel. Aqueducts must be construct-ed on this route to cross
Hoy's Run, Steep Run, Sang Run, Gap Run, and Bear Creek, but by the successive drop-
ping of its levels they will require but a small elevation, and the waters of these runs
and of the Great Yonghiogheny may be raised and used to feed the canal, an advan-
518 REPORT OF THE CHIEF OF ENGINEERS.
tage wbich the other routes do not offer. It sboald also be observed tbat tbese runs
are not above 200 or 300 feet wide at their inoatbs in the Youghiogheny. The third
roate is therefore preferable to the two others, on the hypothesis of uniting the
mouths of Savage River and Bear Creek through the valleys of the Little and Great
Youghiogheny.
We will now compare this route, which we will call the Youghiogheny route, with
those which lead from Crabtree Creek to Deep Creek.
Nine routes, which all unite at the base-mark, have, as we have stated before, been
examined for this purpose. Their length varies only from nineteen to twenty-two
miles, but their tunnels present a much greater difference. The longest extends five
miles 833^ yards, or about five and a half miles ; and the shortest, one mile 683^^ yards,
or about one and one-third miles in length. The last should certainly be preferrcid. Its
whole length is twenty-one miles 718 yards ; and the greatest height of the ridge above
its tunnel is 227 feet. We shall call it Dewickmau's Arm route.
We have also observed that there are three routes from the base-mark to the mouth
of Bear Creek. The first runs twelve miles, by Buffalo Marsh Run, and Rock Lick Run.
It is the shortest, but requires two miles of tunneling. Were it not for this obstacle
it offers a favorable ground for digging the canal. The second, winding round Pan-
ther's Point aud the heads of Hoy"s Run, Steep Run, Sang Run, Gap Run, &c., is
twenty-four miles long, aud is objectionable, not only for its length, but from the diffi-
culties wbich it presents in turning Panther's Point. The third, by the valleys of
Deep Creek and of the eastern bank of the Youghiogheny, is twenty miles long. It
is shorter by four miles than the second, and requires no tunneling. In this respect
it is superior to the fii-st ; for two miles of tunnel costs more than eight miles of canal,
which is the difference of their length. The passage of an active trade will also meet
with more delay on a tunnel of two miles, unless its dimensions are very large, than
on four or six miles of canal. This route possessing, besides, over the two others, the
advantage of feeding the canal below the mouth of Deep Creek, by raising the waters
of the Great Youghiogheny and its tributaries, is preferable to them in all respects.
If we add the twenty miles of this route to the twenty-one miles 718 yards of
Dewickman's Arm route, we shall have for the whole length of the canal, passing along
Cabtree Creek, Deep Creek, and the valley of the Youghiogheny, forty-one miles 718
yards, with one tunnel one and a third miles in length, and the height of the ridge
above it 227 feet. We shall call this route Deep Creek route, in opposition to the
Youghiogheny route.
To decide between these two routes, which alone can enter in competition, we must
compare their length, and the time, expense, difficulties, and trouble of their con-
struction, viewed in a general manner.
The length of the Deep Creek route is forty-one miles 718 yards ; that of the
Youghiogheny route fifty miles 1,172 yards. The former is, therefore, shorter by nine
miles than the other.
The tunnel from Dewickman's Arm on the Deep Creek route is one mile 68'H yards
in length, and the height of the ridge above its bed is 227 feet. The tunnel between
Crabby's Arm and the Little Youghiogheny, on the Youghiogheny route, is three miles
1,538 yards in length, and the height of the ridge above its bed is 464 feet. The
former requires two miles 855f yards less of tunneling, and the height of the ridge
above the bed of its tunnel is 237 feet less. With respect to the expense of tunnel-
ing, the route by Deep Creek is, therefore, preferable to the other.
As to the deep cuts at each extremity of these tunnels, the deep cut at the western
extremity of the tunnel, toward the Little Youghiogheny, is two miles 930 yards in
length. The deep cut at its eastern extremity, toward Crabby's Ann, is 900 yards. The
whole deep cutting on the Youghiogheny route is thus three miles 70 yards.
The deep cut at the western extremity of the other tunnel, toward Deep Creek, ex-
tends five miles 1,096 yards. The deep cut at its eastern extremity, toward Dewick-
man's Aim, 572 yards. Total, five miles 1,668 yards.
The Youghiogheny route will therefore require two miles 1,598 yards less of deep cut-
ting than the other at the extremities of its tunnels. But this advantage is not to be
weighed with the expense of two miles 855 yards more of tunneling.
In comparing the nature of the soil on each of these routes and the obstacles which
it may present, it must be remembered that their eastern portion, from Savage River
to Crabby's Arm, and their western portion, from the mouth of Deep Creek to that of
Bear Creek, are the same. lu the intermediate space the ground is equally favorable
aud easy to work on both routes.
On the whole comparison of their respective lengths, of the time necessary to pass
through the one or the other of the obstacles which they meet, and the expense and
probable tiouble of their construction, we believe the Deep Creek route preferable to
the route by the Youghiogheny.
Our next task must be to compare the supplies of water wbich the canal may receive
on either of these routes, aud this will lead us to a detailed investigation of the re-
REPOHT OF THE CHIEF OF ENGINEERS. 519
sources which are offered hy the water-courses of the country to feed the middle section
and summit-level of the i>roposed canal.
Savage River and its tributary, Crabtree Creek, may feed the eastern branch of the
middle section , and the great Youghiogheny its western branch. The summit-level
must draw its resources from Deep Creek and the heads of the Little and Great Youghio-
gheny.
These streams were all gauged in 1824 at their lowest stage. We will give, iu a
general manner, the result of these operations, the minimum, in cubic feet of water ^
that flows through each stream iu a second.
EASTERN BRANCH OP THE MIDDLE SECTION.
Cubic ft.
Savage River gave on the 2Sth September below the mouth of Crabtree Creek,
in a second i 17. 73
Savage River gave on the 28th September at its mouth, (it had, however, rained
this day) 46. 01^
Savage River gave on the 2d September below Monroe Run 28. 62
Monroe Run gave on the 28th September at its mouth 0. 88
Monroe Run gave on the 16th September at its mouth 2.28
Crabtree Creek gave on the 14th September at Swanks mill 0. 97
Middle Fork gave on the 15th September at its mouth in Crabtree Creek 0. 84
Rock Camp Run gave on the 2d September at its mouth in Crabtree Creek 0. 12
Savage Lick River gave on the 14th September at its mouth in Crabtree Creek 0. 33
Crabby^s Arm gave on the 17th August at its mouth iu Crabtree Creek 0. 24
Wilsou^s Fork gave on the 17th August at its mouth in Crabtree Creek 0. 35
If we consider that the water consumed in the lockage of this branch is supplied
from the summit-level, these streams, turned into reservoirs by dams thrown across
the tributaries of Crabtree Creek and Savage River, above the mouth of that creek '
will serve to supply its losses from filtrations and evaporation. Between the month o^
Crabtree Creek and the Potomac, on a distance of Ave and one-half miles, Savage
River, which gives 17.73 cubic feet in a second at its lowest stage, will serve for this
purpose. In the remaining nine and one-half miles from the tunnel to the mouth of
Crabtree Creek the Middle Fork gives 0.84 cubic foot; Rock Camp Run, 0.12 cubic foot;
Savage Lick Run, 0.33 cubic foot; and Crabtree Creek itself, 0. 97 cubic foot, at Swan's
mill, at their lowest stages ; total, 2.26 cubic feet. Reservoirs may besides be formed
in the Middle Fork, Savage Lick Run, and Rock Camp Run. Filtrations may also be
prevented, in a great degree, by a careful construction of the bed of the canal ; and
from observations taken in the summer of 1824 the loss from evaporation did not ex-
ceed the quantity received by summer rains. It may also be observed that any deficit
will prove to be amply supplied by the waters of the summit-level.
From the mouth of Savage River the canal may be supplied from the North Branch
of the Potomac, which, on the 18th September, gave 106 cubic feet in a second ; and a
great reservoir may be' formed in it above the month of Savage River. From this
point, therefore, it needs no longer the waters of Savage River nor of its tributaries.
And if we except the waters required for its lockage, which will be supplied from the
summit-level, this branch of the middle section may be fed in a great degree by the
streams which fail into it.
WESTERN BRANCH OF THE MIDDLE SECTION.
This portion of the canal begins in Deep Creek, five miles below the base-mark, and
ends at the mouth of Bear Creek. Its length is fourteen and three-fourths of a mile,
and, like the former branch, it will receive from the summit-level the waters required
for its lockage.
Hoy's Run, Steep Run, Sang Run, and Gap Run may be employed to feed it and re-
pair its losses ; but these streams have not been gauged. They may, nevertheless,
offer some resources for reservoirs. Bear Creek may also form a great reservoir, by
damming its valley and feeding the western section of the canal, but cannot feed the
western branch of the middle section, from the diOTdrence of their levels.
Deep Creek is the only stream of any importance whose waters may supply the losse^s
of this branch from filtrations and evaporation. We should, therefore, examine accu-
rately the means which it oifers for this purpose. Its usual depth under the bridge
is 3 feet; but in its freshets it rises to 12 feet. High freshets generally occur in this
stream twice or thrice a year, and last from three to four days ; when the rains last so
long, it gives, during that time, from 400 to 500 cubic feet a second. During the most
unfavorable season it still has freshets, less considerable, but which, nevertheless, give
it a mean discharge about 100 cubic feet iu a second each time; these occur from six
to eight times a year. In the dryest mouths it gives, under the bridge, from 10 to 5i
520 EEPORT OF THE CHIEF OP ENGINEERS.
cubic feet a second ; on the 27th AugQHt, 1824, it gare 5.12 cubic feet, which was the
lowest quantity we ever found.
Supposing a dam erected across Deep Creek at the head of its rapids, and five miles
lielow the base-mark, its basis would be 19^ feet below that mark ; its length would
be 136| yards, and to raise its waters 4 feet above the base-mark its height should be
ii^ feet. This dam would raise the waters of Deep Creek so as to overflow an area of
948,924 square vards, from accurate surveys. The prism of this reservoir, comprised
between its surmce and a horizontal plane, run 3 feet below the base-mark, would be
7 feet high, and contain in capacity 2,214,156 cubic yards. In less than three months
of the rainy season, if we allow only 9 cubic feet, or one-third of a cubic yard a second
to the average supply of Deep Creek, this reservoir would be filled. It would be filled
in less than five months in summer if the stream yielded at the rate of 5 cubic feet.
Thus, every year, and for nine months of navigation, from the middle of March to the
middle of December, we may depend on a supply eqnal to twice the capacity of this
basin, or 4,428,312 cubic yards. This is equivalent to 492,034 cubic yards a month, and
supposes only a mean supply of 5^ cubic feet a second. This is the minimnm of what
Deep Creek can supply to repair the losses of the western branch of the middle section
from filtrations and evaporation. To ascertain its sufficiency, we must examine next
what those losses may amount to.
The length of this section is fourteen and three-quarter miles. Supposing it 5 feet
deep, 28 feet broad at the bottom, and 44 feet at the surface of the water, the prism
of its capacity will have a base of 20 cubic yards, on a length of fourteen and three-
quarter miles, equal to a cube of 519,200 cubic yards. This will be filled in the first days
of March without derangingthe economy of water which we have Just analyzed. We
have already observed that Deep Creek may supply every month a cube nearly corre-
sponding to this, or 492,034 cubic yards, at the minimum rate, and lowest stage of its
now ; we must now examine whether this supply will suffice everv month to the filtra-
tions and evaporation of fourteen and three-quarter miles of canal.
Without entering into minute calculations which properly belong to the report ac-
companying the final project of the canal, we will state generally the most positive
results which experience nas given as to the joint amount of filtrations and evapora-
tion. Having ascertained that no experiments of this nature have been tried on the
Erie Canal, where the supply of water was found evidently more than sufficient, we
were obliged to consult the results of those canals constructed in Europe, under a
climate which, in the summer, comes nearest to our own. We have selected for this
purpose the canal of Narbonne, in the south of France. Narbonne and Baltimore,
compared as to climate and rain, are as follows :
Narbonne, latitude north 43^ 11', (from observations made during twenty years.)
Mean greatest heat, 95^ ; mean temperature, 60^ ; mean greatest cold, 24^ ; mean quan-
tity ofrain, 29.30 inches.
Baltimore, latitude north 39^ 17^ (from observations made 1817-1822, by Mr. Lewis
Brantz, of Maryland.) Mean greateist heat, 94^.56; mean temperature, 52^.23 ; mean
greatest cold, 0^^.12 ; mean quantity of rain, 38.60 inches.
Of all such works, the canal of Narbonne has given most tronble to its engineers,
from its excessive filtrations- and loss of water in the gravelly soil through which it is
run. It is a branch from the canal of Languedoo to tue city of Narbonne, three miles
in length. As soon as it was opened, in 1788, it lost the value or contents of its prism
in a few days and overflowed the surrounding country ; in 1789 it still lost the value
of its prism in six days ; and in 1800 it lost it in eighteen days, or the value of its prism
and two-thirds every month — sixteen and two-thirds times its contents in ten months'
navigation. This evaluation is the result of careful and accurate observations ; and,
considering the climate and soil through which this canal runs, it may fairly be taken
as a specimen of the maximum loss which a canal can suffer through filtrations and
evaporation.
Tne ground through which runs the western branch of our middle section is of a
quality far superior to the countr3' through which runs the Narbonne Canal. It is, for
six and one-fourth miles, of an excellent quality ; the remaining eight and one-half
miles run through a rugged and rocky soil, but clay is everywhere at hand to puddle
the bed of the canal, if necessary. Supposing, therefore, that its losses from filtrations
and evaporation equaled in one month the cube of its prism, or 519,200 cubic yards,
this would certainly be their maximum, while the evaluation of 492,034 ciibic yards of
water, which we have given as the supply from the reservoir of Deep Creek in one
month, is its minimum. For it must be remembered that we valued this supply from
the lowest result, obtained at the lowest stage of Deep Creek, when it gave only Ave
and one-eighth cubic feet in a second.
We have allowed no loss for the evaporation from the snrface of the reservoir, as it
will be compensated by the frequent rains which fall on the summit of the Alleghany.
From observations made in July, Augnst, September, and October, 1824, in the valley of
Deep Creek, we have ascertained that there fell, from 19th to 30th July, four days of
rain, 4.36 inches, 5o<^ mean temperature ; from 1st to 3l8t August, eight days ofrain, 2.31
REPORT OF THE CHIEF OF ENGINEERS. 521
inches, 63^ mean temperature ; from Ist to 30th September, twelve days of rain, 3.15
inches, 51^ mean temperatnre ; from Ist to 3l8t October, nine days of rain, 3.19 inches,
44*^ mean temperature ; from 19th July to 31st October, thirty-three days of rain, 13.01
inches. During one hundred and four days, of which thirty-three were rainy, there
fell 13.01 inches of rain. The evaporation was 0.10 inch a day, and during the one
hundred and four days, 10.40 inches ; of course the rain more than supplied the loss
of evaporation.
The temperatures marked above are the mean temperatures of the rainy days. The
highest temperatures in that valley, during these months, were at midday ; in July,
76^ ; in August, 74° ; in September,* 70° ; in October, 72°. The lowest were at 6 in the
morning ; m July, 53° ; in August, 44° ; in September, 32° : in October, 25°. From
these observations it is evident that less evaporation is to be apprehended in the val-
ley of Deep Creek than in regions nearer to the level of the ocean ; besides, by raising
the dam which forms its reservoir, we might add to it a quantity of water sufficient to
supply all the loss of its evaporation and filtration. We will conclude these remarks
on the reservoir of Deep Creek by observing that its surface lies below the mouths of
its tributaries, and that they might, therefore, at small expense, be turned into reser-
voirs to preserve the waters of the valley, when (the great reservoir of Deep Creek
being full) they would otherwise escape over the dam. For this purpose, the dams of
these small streams should have sluice-gates, to distribute their sapplies whenever
required.
SUMMIT-LRVEL OF THE MIDDLE SECTION.
From these observations it is evident that the eastern and western branches of the
middle section possess sufficient supplies to repair their losses from filtrations and
evaporation. The tint is fifteen, and the second fourteen and three-fourths miles in
length ; and both, twenty-nine and three-fourths miles. If we subtract this length from
that of the whole Deep Creek route, forty-one miles 718 yards, there will remain eleven
miles 1,158 yards, or about eleven and three-fourths miles. If we subtract it from the
length of the Yonghiogheuy route, (fifty miles 1,172 yards,) there will remain twenty
miles 1,580 yards, or about twenty-one miles. These portions, on either of these routes,
may be designated as their summit-levels. On the Youghiogheny route this portion
might, perhaps, be dropped below the reservoirs of the Youghiogheny ; but its length
and expanse of water, which is our present object, would remain the same on either
level. We shonld now examine, first, what means exist to feed these summit-levels ;
second, what each of these requires to supply all its wants and losses ; third, what are
the respective advantages of the one and the other, and which is the most ad vautageous
with respect to that question.
The Great and Little Youghiogheny and their upper tributaries are the only streams
of any importance which can med either of these summit-levels. Their levels with
respect to the base-mark, and at different points, are as follows :
Feet.
Level of the Great Youghiogheny, at the mouth of Deep Creek below the base-
mark :...: 250.00
Level of the Great Youghiogheny, at the head of Swallow Falls, below the base-
mark 140.81
Level of the Great Youghiogheny, one mile above the mouth of Indian Kun,
below the base-mark 70. 50
Level of the Great Youghiogheny, two miles above the mouth of Indian Run,
below the base-mark 64. 00
Level of the Great Youghiogheny, at the month of the Little Youghiogheny,
below the base-mark 53,00
Level of the Great Youghiogheny, at the mouth of Snow Creek, two miles
above the bridge, below the base-mark 36. 69
Level of the Great Youghiogheny, at Charles Glade's Run, below the base-
mark .J 28.72
Level of the Great Youghiogheny, at the mouth of Cherry tree Creek, below
the base-mark 26. 18
Level of the Little Youghiogheny, where it is crossed by the State road, below
the base-mark 44. 00
These levels being all below the base-mark, proved that whichever summit-level we
adopt we must elevate the waters of the two Youghioghenies by throwing great dams
across them. The height of these dams would be lower and a less quantity of lockage
required if we dropped the summit-level of the Youghiogheny route; but the length
of the tunnel from Crabby's Arm, and deep cutting at each of its extremities, would
then be proportionably augmented. For the sake of comparison, we have, therefore,
supposed those two routes on a level. A passage was sought to open a communication
between Deep Creek and the Great Youghiogheny through the opposite valleys of
522 REPORT OF THE CHIEF OF ENGINEERS.
ludiau Run and Cranberry Run. But as the sources of these runs rise 2^ feet above
the base-mark) and the Youghiogheny at the Indian Run lies 70.50 feet below it, a dam
across the Youghiogheny, and tunnel through the Roman Nose Ridge, would both be
indispensably required to accomplish this object. . *
An attempt was also made to lead Muddy Creek, which from the west falls in the
Youghiogheny, to the summit-level of these routes. But to lead it to the summit-level
of the Deep Creek route it would be necessarv to conduct it by a long aqueduct up-
ward of 140 feet high, and to lead it to that of the Youghiogheny, to run a feeder up-
ward of thirty miles before it reached the mouth of Indian Run, and which would
absorb by filtrations and evaporation, during its course, most of the water which it
would receive. Aqueducts through the ravines which it should wind arouud would
shorten it, but a great number of them would be required^ and their constmctioD
would be very costly.
To ascertain the 'rolative levels of Pine Swamp (where rise the springs of Muddy
Creek of Youghiogheny, and Muddy Creek of Cheat River) and Deep Creek, a level
was rnn to the summit of the ridge which divides the waters of the Youghiogheny and
Cheat Rivers; this rid^, parallel to the Roman Nose Ridge, is called Snaggy Mount-
ain. From this level it appeared that the point from which rise the highest springs
of the two Muddy Creeks is 75 feet above Pine Swamp, and 226.77 feet above the base-
mark. This result, which proved the impossibility of running the canal in this
direction from the mouth of Deep Creek, proved also that a reservoir of three or four
miles area might be formed in the Pine Swamp, and that being raised at least 150 feet
above the base-mark, a feeder might be led from it, following the eastern ridge of
Snaggy Mountain, aud joining Snowy Creek, after winding around the heads of the
tributaries of the Youghiogheny, from Snowy Creek to Muddy Creek. This feeder
would be from eight to twelve miles long, and to form the reservoir a dam might be
thrown through Muddy Creek, of the Youghiogheny, at the gap where it breaks
through Snaggy Mountain. This reservoir would afford an important supply, if those
of the Little and Great Youghiogheny should prove insufficient to feed the summit-
levels. We shall now enumerate aud measure the capacity of these several reservoirs,
and give all the necessary details of them.
Reservoir No. 1 might be formed in the main branch of the Great Youghiogheny by
throwing a dam across it, above the mouth of Cherry tree Creek. It should be 40 feet
high to raise the water 6 feet above the summit-level and allow to the fueder a descent
of 6 inches per mile ; height of its dam, 40 feet, and length of its feeder, to the dam in
Deep Creek, sixtreen miles. Area of the reservoir exposed to evaporation, 2,894,331}
square yards; its prism, or capacity of water above the base-mark, 5,523,370 cubic
yards.
No. 2 might be formed in Cherry Creek by throwing a dam across it above its mouth.
The dam should be 40 feet high, and the length of its feeder sixteen miles. For this
and all the following reservoirs we shall allow the same data, 6 feet water above the
base-mark and 6 inches descent per mile for their feeders. Area, 1,752,000 square yards ;
prism, 3,170,148 cubic yards.
No. 3 might be formed on Youghiogheny, between Cherry and Snowy Creeks, by
throwing a dam through it above the mouth of Snowy Creek. Height of the dam, oiO
feet; length of the ft^eder, fourteen miles. Area, 1,47H,444 square yards; prism,
2,796,518 cubic yards.
No. 4, receiving Laurel Creek and Snowy Creek, might be formed by throwing a dam
across the latter above its mouth. Height of its dam, 50 feet ; length of its feeder,
fourteen miles. Area, 3,444,444 square yards ; prism, 6,536,666 cubic yards.
No. 5 might be formed in the Great Youghiogheny, between Snowy Creek and the
Little Youghiogheny, by throwing a dam across it above the month of the Little
Youghiogheny. Height of the dam, 67 feet ; length of the feeder, ten aud a half miles.
Area, 2,83:),3:)2 square yards : prism, 5,555,555 cubic yards.
No. 6 mij^ht be formed in the Little Youghiogheny by throwing a dam across its
mouth. Height of the dam, 67 feet ; length of the feeder, eleven miles. Area, 53,375
square yards ; prism, 106,750 cubic yards.
No. 7 might be formed in Dunker's Lick, by throwing a dam across it, above its
mouth. Height of the dam, 75 feet ; length of the feeder, nine miles. Area, 1,055,555
square yards; prism, 1,851,851 cubic yards.
No. 8 might be formed in the Great Youghiogheny, between the mouth of the Little
Youghiogheny and the ledge, by throwing a dam across the ledge. The height of this
dam, 94f feet ; length of the feeder, six and a half miles. Area, 2,770,666 square yards ;
prism, 5,303,555 cubic yards. Area of all the reservoirs, 16,279,149 square yards ;
prism of all the reservoirs, 30,844,413 cubic yards.
If we dispense with the last two reservoirs, whose dams are the highest and most
expensive, the live remaining reservoirs above the mouth of the Little Youghiogheny
will contain: Area exposed to evaporation, 12,452,928 square yards, or 4jl-fj square
miles, or 2,572.80 acres. Prism of their waters, 6 feet above the base-mark, besides
REPORT OF THE CHIEF OF ENGINEERS. 523
6 inches allowed per mile of the length of the feeder of each reservoir for its descent.
These are all available to supply the summit>level 23,689,007 cnbic yards.
These resei'voirs are all independent of one another, and* the higher ones may ponr
the surplus of their waters into the lower ones. Those numbered 3 and 5 in the Great
Youghiogheny may be ref^arded as one, to which all the others can contribute when cir-
cumstances require it. The dam No. 3 might even be suppressed, which would reduce
the number of dams to 5, but the proper location of these dams, as also their number
and dimensions, will receive further investigation, which belong to the final projeot ;
their number will likely be redaced.
As to the total quautity of water which these basins might hold, if we suppose their
mean depth 16 yards, and a middle horizontal section run between the surface and
bottom, equal in area to one-half of the upper surface, or to 6,226,464 square yards,
(half of 12,452,928 square yards,) it will amount to 99,623,424 cubic yards, or, in round
terms, 100,000,000 cubic yards.
As to the time necessary to fill them, from observations taken with care, from 1817
to 1824, inclusive, by Mr. Lewis Brantz, in the vicinity of Baltimore, Md., we have the
following results : In the course of eight years, from 1817 to 1824, there fell, on a mean
average, yearly, 2)9.89 inches. In 1822 there fell the smallest quantity. The summer
was very dry, vegetation deficient ; the crops of grain were short. The quantity of
rain which fell that year was 29.20 inches. The greatest quantity which fell was in
1817. It amounted to 48.55 inches. Applying these data to the country round the
summit-level, and using only the results of the year 1822, the rain which fell in the
first three and last three months of this year amounted to 16.70 inches, while that
which fell in the same months of the year 1817 amounted to 18.40 inches. These
16.70 inches are equivalent to 0.465 cubic yards. Thus, during the first three and
last months of each year, there will fall at least 0.46 cubic yards of rain on each square
yard of the heads of the Youghiogheny, and an area of 217,391,304 square yards
would be required to collect water for filling the 100,000,000 cubic yards of the
reservoirs. This area amounts to 70.18 square miles ; and the area of the valleys of the
two Youghioghenies, above their junction, and the surface of the reservoirs amounts to
much more. Besides, the heads of Cheat River could, perhaps, be brought to feed the
reservoira. These reservoirs once filled, the mass of waters which lies lower than the
head of the feeders will never alter, and the upper part, which feeds the sammit-level,
win alone require to be renewed every year. We have seen that it contains 23,689,007
cnbic yards.
The least quantity of water which the Great Youghiogheny gave in 1824, under the
bridge on the road from Mansfield to Morgantown, was on the 2l8t of September— 22.58
feet in a second. The little Youghiogheny gave, on the 23d of September, 1824, at
German bridge, 4.30 feet. Total given by those two streams in a second, at their lowest
stage, 26.88 feet.
This is the minimum which they can give to supply the reservoirs. In one month
it would amount to 2,580,480 cubic yards, and supposing, what is most unlikely, that
the two Youghioghenies and their tributaries should remain in this state, and give no
more for six mouths, from May to October, it would supply the reservoirs with 15,482,8?^0
cnbic yards ; and as during the six precedilig months they would have received much
more, they would be full at the opening of navigation, and receive every month at
least 2,580,480 cubic yards as regular tribute.
We do not consider in this calculation the loss by filtration and evaporation, for by
raising the dams of the reservoirs, a quantity of water would be added to them, which
'would overbalance it.
We must now compare those supplies, the minimum of what the heads of the two
Youghioghenies can furnish, with the maximum of what either of the two summit-levels
•will require.
They will both require the same expense of water for lockage. We know that two
lockfuls is the maximum expense for raising or lowering a boat, and eight minutes are
required for its passage through a lock of 30 yards in length, 5^ yards in breadth, and
2| yards in lift. Such a lock will contain 426.66 cnbic yards, without deducting from
it the draught of water of the boat, and its passage (at the maximum) will thus con-
sume 853.32 cubic yards, or 854 cubic yards at most. Now, if the canal is navigated
nine months, or two hundred and seventy days a year, at ten hours a day, and that the
locks of the summit-level be kept m constant operation all that time, they might pass,
allowing eight minutes for each boat, 20,250 boats, at an expense of water equal to
17,293,500 cubic yards for the nine months, or 1,921,500 cubic yards a month. This
maximum of water for the expense of lockage is 658,980 cubic yards less than the mini-
mum which the reservoirs will receive during that time.
The expense of water for lockage being 17,293,500 cnbic yards, and the reservoirs con-
taining 23,689,007 cubic yards, there will remain in reserve to supply the losses of the
summit-level from filtratious and evaporation, 6,395,507 cubic yards.
The summit-level of Deep Creek, extending eleven and three-quarter miles in length,
Tvill require 413,600 cubic yards to fill it ; and supposing that it loses by filtratious
524 REPORT OF THE CHIEF OF ENGINEERS.
and evaporation the value of it8 prism every mouth, or nine times in the year, it will
expend 3,722,400 cabic yards. The profile of its feeder having a supposed area of 10
square yards, and a length of ten and one-half miles, it will consume, at the same rate,
1,663,200 cubic yards. Total consumption for nine months, 5,385,600 cubic yards. Re-
trenching this quantity from the surplus mass of the reservoirs, there will still remain
1,009,907 cubic yards, which, after supplying all the waste of lockage and the losses
of the summit-level from filtrations and evaporation, will serve as an additional supply
to jepair those of the eastern and western branches of the middle section.
The Youghiogheny summit-level, extending twenty-one miles in length, will lose,
from filtrations and evaporation, on the same principle, 739,200 cubic yards a month,
(the value of its prism,) and 6,652,800 cubic yards in nine months. It would thus
absorb the whole surplus mass of the reservoirs, after the waste of lockage, and require
a much greater expenditure of water than the Deep Creek summit-level.
Thus the important advantages of a greater supply of water, of a length shorter by
nine miles, of a tunnel shorter by two and a half miles, render the Deep Creek route
superior to the other ; though the final surveys only can settle that point, yet at this
stage of our operations we would recommend that route in preference. However, the
ansdysis which we have just concluded is a convincing proof that a canal by either of
those routes over the chain of the AUeghanies, between the mouths of Savage River
and Bear Creek, is perfectly practicable. The total distance from the mouth of Savage
River to that of Bear Creek will be forty-one miles at least ; the rise from the month
of Savage River to the base-mark, 1,432 feet; and the fall from the base-mark to the
mouth of Bear Creek, 956.35 feet ; total of lockage, 2,:i88.35 feet.
The preparatory surveys executed on this middle section were performed by Captain
McNeill, of the United States Topographical Engineers, and Mr. Shriver, assistant civil
engineer, employed by the United States. The talents and activity displayed by these
gentlemen and their assistants enabled the board to collect the facts on which they
rest their opinion of the practicability of this middle section, and' of the best direction
through which its route can be directed.
Captain McNeill was assisted in these labors by Messrs. De Russy, Cook, Trimble,
Hazard, Dillahuntv, Fessenden, and Williams, lieutenants of artillery, whose scientific
education, imbibed in the Academy at West Point, was thus made valuable in the most
efficient and useful manner to their country and to themselves. Mr. Shriver was
assisted by Messrs. Jonathan Knight, John S. Williams, Freeman Lewis, and Joseph
Shriver. The memoirs, surve;^8, and maps of these gentlemen accompany this report.
Before we conclude the article relating to this middle section, we should give an
analysis of two other routes which have been proposed for leading the canal over the
Alleghany; the one by ascending WilFs Creek, (a stream which falls in the Potomac at
Cumberland,) and descending to the Youghiogneny by the valley of Casselman's River ;
the other by passing from the valley of the Potomac to that of Cheat River, and thus
descending to the Monongahela.
First. Two of the head springs of Willis Creek rise very near Flaugherty Creek, which
falls in Casselman's River, below Salisbury; the eastern is called Laurel Run and the
other Shock's Run. The shortest distance between Laurel Run and Flaugherty Creek
is one mile 756 yards. It was measured from Wilhelm's saw-mill, on Laurel Run, to
Engle's saw-mill, on Flaugherty Creek. The first is 156 feet lower than the second. A
deep cut of 333 yards loug and '35 feet deep, in the highest part of it, on the side of
Engle's saw-mill, a tunnel of 1,483 yards, and another deep cut 700 yards long and of
the same depth as the former, on the side of Laurel Run, would be required to unite
those two streams. The greatest height of the ridge above the bed of the tunnel
would be 156 feet. This route offers great advantages if we only considered the short-
ness of the distance and tunnel ; but as to the essential condition of a sufficient supply
of water, it is absolutely out of the question. Flaugherty's Creek, at Engle's mill, gives
only 0.415 cubic foot in a second, and Laurel Run, at Wilhelm's mill, 0.600 cubic foot,
(at their lowest stage in 1824.) Thev would only give, together, 1.015 cubic feet per
second to feed the whole summit-level. The details, which we have already given in
analyzing the Deep Creek route and summit-level, are sufficient to show the impracti-
cability of running a canal by the route of Flaugherty 's Creek with so small a supply
of water.
As to the route between Shock's Fork and Flaugherty's Creek, the season was too ad-
vanced to measure accurately its length, or the tunnel and deep cuts which it would
require.
Their profile will be surveyed next season. This route would be longer than the
other, and its summit-level should be fed by the waters of Castlenian's River al ove
Salisbury, led by a feeder to the western extremity of the tunnel. This feeder, follow-
ing the eastern side of Castleman's Valley, would receive the waters of its tributaries
between Salisbury and Flaugherty's Creek. At their lowestsrage these tributaries gave,
i Itogether, 5 fe t in a second, and Castlemau's River, above Salisbury, 15.3:) cubic feet ;
total, 20.3:) cubic feet to feed the summit-level. This nnantity is not considerable
when we consider that, on a length of thirty miles from the summit-level to Cumber-
KEPOET OF THE CHIEF OF ENGINEERS. 525
land, the canal would have to draw most of its water from Castleman's River, for Will's
Creek is a torrent, which, in the greatest part of its course, gives but little water in
summer. The length of this snmmit-levei, and of the route which the canal would
thus trace, are less than by Deep Creek. As to their comparative heights, no survey
was made in the season of 182^ to ascertain the difference. We shall now expose the
reasons why the western branch of £he canal was not led through the valley of the
Monongahela, (before concluding this part of our report.)
We have already seen that the valley of Cheat River, through which it would be
necessary to pass to the Monongahela, is divided from the Upoer Yonghiogheny by a
ridge whose greatest depression, at the head of the two Muddy Creeks, is 226.77 feet
above the level of the base-mark. A tunnel would, therefore, be necessary to pass
from the valley of the Yonghiogheny to that of Cheat River.
A single inspection of the map will show that the route of the canal would be very
much lengthened by running its summit-level from the heads of the North Brancli of
the Potomac to those of Cheat River, and that it should be raised to a much higher
level than on the route of Deep Creek. There is every reason to believe that the bed
of Cheat River has a more rapid descent than that of the Yonghiogheny ; and that
where it forces through the Laurel Hill, it is already nearly on a level with the
Yonghiogheny at Connellsville, for at this gap and a little above Furnace Run it begins
to be navigable. Its bed is here about 150 yards wide. The highest floods in Cheat
River do not rise above ei^ht or ten feet at Furnace Run, and at its lowest stage in
August and September it is very low at this place, and often fordabie. Indeed, Cheat
River to its junction with the Monongahela receives no stream of any importance but
the Big Sandy, vvhose supplv is constant, but in the summer is very trifling, even
toward its mouth and in the lower part of its course. After descending along a rocky
and very precipitous bed, Cheat River mingles its clear and limped waters with the
muddy stream of the Monongahela, whose oed and shores are all formed of aUavial
soil.
The Monongahela has absolutely the same features as the Ohio j its shores are flat,
but raised perpendicularly along both sides of the river to the height of 15 or 25 feet
above the line of water, formed of a rich alluvial soil. They are covered by the cur-
rent, and when the river rises they crumble into it and render its waters muddy.
The floods of the Monongahela are considerable. At Brownsville it rises 38 feet, while
at its lowest stage its depth is only from 12 to 15 inches on its highest bars. The two
banks present all along a succession of flats and blnfls. The nats of one bank are
generally opposite to the bluffs of the other, and the former are fonnd where the river
expands, while the latter close on its banks where it narrows. The chief tributaries
of the Monongahela are on its right shore: George's Creek, below Mr. Gallatin's resi-
dence; Big Re<lstone, below Brownsville ; and on the left, Ten-Mile Creek. These streams
flow constantly, but in summer give but a small quantity of water; an observation
which is also applicable to many of the tributaries of the Yonghiogheny.
If the western section of the Chesapeake and Ohio Canal caunot' be led to the
Monongahela, it will at least embranch with it at McKeesport, and perhaps, when a
denser population will render it desirable, a line of junction may be drawn between
Cheat River and the Valley of Yonghiogheny. It would be fed by a reservoir above
tbe gap of Cheat River and the constant springs which run from the western ridge of
Laurel Hill.
WESTERN SECTIOX.
This section begins at the mouth of Bear Creek and ends at Pittsburgh; descending
the valleys of the Youghiogheny and Monongahela to the Ohio.
From the mouth of Bear Creek to that of Castleman's River the Youghiogheny runs
in a very winding course between a succession of flats and bluffs, the flats of one shore
being generally opposed to the bluffs of the other ; the banks high and rugged where
they wind in, and flat where they wind out. The two banks present nearly the same
difficulties. The right shore, however, seems the best. The distance between those
points, following the winding of the river, is about sixteen and a half miles.
Castleman's River is about one hundred yards wide at its mouth. It is a fine river,
and will give a great deal of water to the canal. At the driest season it offers from 8
inches to I foot in depth. Before joining the Youghiogheny it receives Laurel Hill
Creek.
From the mouth of Castleman's River till you reaoh two or three miles above Con-
nellsville, the Youghiogheny forces through Briery Mountain and Laurel Hill, and its
bed is very deep. The left bank is very high and rugged, the right somewhat less. In
this space of about twenty-eight and a half-miles the canal must be frequently cut in
a shelf on the sides of the valley, or run on embankments supported by a wall. The
river has a fall of about 16 feet at Ohiopyle Falls; it is here about 150 yards wide.
Connellsville is considered as the head of navigation in the Youghiogheny. In the
driest season it has here from 8 inches to 1 foot in depth.
From Connellsville to Robstown the river winds during twenty- four or twenty-five
526 REPORT OF THE CHIEF OF ENGINEERS.
inilee. Oo all this extent the right bank is far preferable to the other. Except in
three or four places, where yon meet with bliiffis, it cousists of flats or gentle slopes,
where the canal can be ran without difficulty. As to these bluffs, they consist of
schistose rock, easy to work. The only stream of any importance which joins the
Youghiogheny between Connellsville and Robstown is Jacob's Creek, and it gives
but little water in dry seasons. That route is also intercepted by two or three deep
ravines, which the canal mast cross on aquednct&
The distance between Robstown and McKeesport is about sixteen miles. Along this
route the right shore remains preferable to the other ; it consists of a succession of flats
and spurs, which, being of a schistose nature and moderate height, will offer no con-
siderable obstructions to the canal.
From McKeesport to Pittsbargh the right shore of the Monougahela offers a most
favorable ground, except along the two spaces of about a mile each, where rugged bluffis
close on the river. The first is below Judge Wallis' and the field of Braddoclris defeat ;
the second before reaching Pittsburgh. The whole distance, in following the right
bank of the river, is between McKeesport and Pittsburgh, from fifteen to sixteen miles.
The highest floods of the Youghiogheny occur between Castleman's River and Con-
nellsville ; they rise to 18 feet. At Connellsville they rise from 12 to 15 feet. Salt- wells
may be dug in its valley ; coal and iron are abundant ; and excellent materials for
building, timber and stone, are found all along it.
The preparatory surveys of this western section were not commenced during the
last season, 1824. They can alone fix the general route of the canal ; they will be di-
rected on the following bases : From Bear Creek the canal must follow the right shore
of the valley, descending along the Youghiogheny ; and, though it is most favorable,
(presenting a nigged bank only for four or five hundred ysmis,) when it reaches Sel-
bysport bridge two lines of direction may be tried, one along the right and the other
along the left bank, to the old salt-works. The depth and breadth of the valleys and
ravines, which it will be necessary to cross on aqueducts, will be measured, and the
location of these aqueducts and of the dams to form reservoirs will be fixed. If be-
tween Selbysport and the old salt-works the left shore presents any advantages over
the other deserving the expense and trouble of crossing twice the Youghiogheny, the
location and dimensions of two aqueducts, one at Selbysport and above the old salt-
works, will be determined, and a feeder led from Castleman's River to the latter.
From the old salt-works to the Ohiopyle Falls the canal must follow the right shore,
which is most favorable, and then, crossing Indian Creek on an aqueduct, continue
along the same bank to the paper-mill, four or five miles south of Connellsville. It
will be proper to ascertain whether its line should not leave the valley of the Youghio-
eheuy aoove the Ohiopyle Falls, and, running east, gain the southern branch of In-
dian Creek, to rejoin the Youghiogheny by descending Indian Creek Valley.
From the paper-mill the canal should be run at a sufficient elevation above the river
to leave the shore, and gain, if possible, the high level which lies east of Connellsville,
in order to turn round tne rugged bluff below that place. From thence, following the
right shore, it will reach Robstown, after crossing on aqueducts Maunet's Creek and
Jacob's Creek. The localities and dimensions of these aqueducts must be determined,
as well as the resources which these streams may afford to supply the canal by turning
them into reservoirs.
From Robstown to McKeesport, keeping along the right shore, it must cross Sewickly
Creek over an aqueduct, whose dimensions and location must be determined. As this
creek has two considerable branches, they must be examined to determine whether res-
ervoirs cannot be made in them. From McKeesport to Pittsburgh the canal will fol-
low the right shore of the valley of the Monongahela, crossing in succession Crooked
Run, Turtle Creek, and Nine-Mile Run on aqueducts.
To ascertain whether from the paper-mill the right shores of the Youghiogheny and
Monougahela are certainly the best, a level should be run along their valleys on the
left shore, and the locations and dimensions of the dams or aqueducts which it would
be necessary to run through the Youghiogheny at McKeesport and through the Monou-
gahela near its confluence with the Youghiogheny, in case this route was adopted,
should be fixed and calculated.
It will also be essential to try whether the canal might not turn to the west of that
narrow and rugged portion of the valley of the Youghiogheny where it forces its way
through Briery Mountain and Laurel Hill. For this purpose a level should be run
from Selbysport and some point of a proper elevation, and cross the Briery Mountain at
the depression which it offers between the heads of Buffalo Marsh Run and the eastern
branch of Sandy Creek. This level should then wind round the ravines of the head
of the western branch of Sandy Creek till it met the Laurel Hill at the spot where it
might be crossed by the shortest tunnel. When it reaches its west-em slope it should
run northwardly along its foot, to descend by one of its ravines to the Youghiogheny
opposite the paper-mills.
On the whole, the western section of the canal, from the mouth of Boar Creek to
that of the Monougahela at Pittsburgh, offers no obstacles which may not be surmounted
REPORT OF THE CHIEF OF ENGINEERS. 527
at a reasonable expense ; and the waters of the Youghiogbeny, Bear Creek, and Cas-
tleman's River are amply sufficient to feed it. Large reservoirs may be formed in
Bear Creek and Castleman's River by throwing dams across them, and on the route
from Castleman's to the paper-mills, and at the mouth of the Yonghiogheny in the
Monongahela. The practicability of this section is out of the question.
Its length will be about one hundred miles, and ita descent from Bear Creek to
Pittsburgh 584^ feet, as Pittsburgh is 756 feet above the level of the ocean. The in-
vestigation of the topography and water-courses of the country through which the
Chesapeake and Ohio Canal should run, and the results of our preparatory surveys,
obtained up to the present moment, demonstrate that this noble enterprise is prac-
ticable ; and, although we have not yet sufficient data to calculate the expense of
the work, there is every probability that it will not bear any comparison with the po-
litical, commercial, and military advantages which it will procure to ^he Union.
The total result of the length, rise, and fall of the canal is as follows :
Z'oial length :
Miles.
From the tide-water in the Potomac to Cumberland, (from Messrs. Moore and
Briggs' survey) 182
From Cumberland to the mouth of Savage River, (from report of Major Abert,
United States Topographical Engineei-s) 27^
From the mouth of Savage River to that of Bear Creek, by the Deep Creek
route, from the surveys of Captain McNeill, United States Topographical
Engineers, and Mr. Shriver, United States assistant civil engineer) 41
From the mouth of Bear Creek to Pittsburgh, (from Mr. Shnver's computa-
tion) : 100
Tot€U rise :
350i
Feet
From tide-water in the Potomac to Cumberland, (from the profile of Cumber-
land road) , 537
From Cumberland to the mouth of Savage River, (from Major Abert's sur-
vey) 327i
From the mouth of Savage River to the base-mark on the Deep Creek summit-
level,(from Captain McNeill's survey) 1, 432
2,296^
Total descent :
Feet
From the base-mark to the month of Bear Creek 956
From thence to the Ohio, at Pittsburgh. 584i
1,540^
Total lockage for rise and descent 3,837
S. Bernard,
Brig<idier-General,
Jos. G. TOTl'BN,
Major Engineers J and Brevet LUutenant^ColoneL
REPORT OF THE BOARD OF INTERNAL IMPROVEMENT ON THE CHESAPEAKE AND OHIO
CANAL, COMPRISINO THE PLAN AND ESTIMATE OF THE SAME, OCTOBER 23, 1826.
The operations which have been executed in the field in 1824 in relation to the con-
templated Chesapeake and Ohio Canal bad chiefly for object to ascertain the practica-
bility of the undertaking. Those performed in 1825 were to determine the route to be
recommended, as also to obtain the data necessary to frame a general plan of the work
and a preparatory estimate of the expense.
Another series of operations remains yet to be executed : 1. To locate accurately
the canal on the ground, and to fix the final site of the locks, aqueducts, culverts,
dams, bridges, &c, 2. To frame for each portion of canal the plans and profiles neces-
sary for its execution. 3. To make on the spot the calculations of excavation and em-
bankment. 4. To draw up the estimate of each individual work according to local
circumstances. 5. To prepare the proper specifications to put the work under contract.
This series of operations belongs more properly to the construction than to the general
plan of the canal, and may be deferred until the execution shall have been decided.
These operations will then keep pace with the execution of the work, and their results
for each portion will improve by the experience gradually acquired during the con-
struction of the canal.
628
REPORT OF THE CHIFF OF ENGINEERS.
These considerations, the scarcit3'^ of means at onr disposal at this time, and the ex>
pediency of affording a result as to this great import-ant national work, have induced
us to limit the surveys to those strictly necessary to enable us to frame a general plan
and a preparatory estimate.
In the report submitted by the board on the 2d of February, 1825^ (marked A among
the documents which accompanied the President's message of the 14 th of February,
1825,) all the experimental lines surveyed in 18*24 have been described, and mention
has been made of several others which were yet to be surveyed. We have also pre-
sented, in the same report A, the considerations relative to the hydrography of the
country in the general direction of the canal. We will, therefore, confine ourselves to
the description of the experimental lines, which, on account of the advanced season in
1824, had been postponetl to 1825 ; we will compare these lines to the others, and point
out the route wnich seems to us entitled to preference.
EXPERIMENTAL LINES.
Summit-level by Deep Creek, — In the report A, it had been anticipated that the sec-
tion of canal from the tunnel at Dewickman's Arm to the mouth of Bear Creek would
follow the valley of Deep Creek as far as the Rapids, then turn Panther's Point, and
descend to the mouth of Bear Creek, along the left side of the Youghiogheny. How-
ever, it became necessary to compare this route with another more direct, which, fol-
lowing the former as far as Deep Creek bridge, would continue to Rock Creek Run, a
western tributary of Bear Creek. The survey has shown that, the bottom of canal be-
ing assumed three feet above the bottom of Deep Creek at the bridge, a tunnel would
be necessary to cross the ridge which separates Buffalo Marsh Run from Rock Lick Run.
The distance and descent are as follows:
Sections.
From the eastern end of the tunnel at Dewiokman's Arm to the base-mark at
Deep Creek
Descent in this distance
From tbe base-mark to the deboaohiuto Rock Lick Run
Descent in this distance
From thisdeboach to tbe mouth of Bear Creek
Descent in this distance
Total
Miles.
6
Yards. Feet.
1.048
38i
535^
912
18
1,622 I
913
In this total distance, two tunnels would be necessary : one at Dewickman's Arm,
whose length would be one mile 568 yards, and whose bottom would be below the top of
the ridge 233 feet; one at Buffalo Marsh Run, whose length would be. two miles 254
yards, and whose bottom would be below the top of the ridge 3-13 feet ; total length
of tunnels three miles 822 yards.
In order to remove all doubts as to the expediency of this portion of canal-route, and
to lessen, as much as practicable, the length of the tunnels and the excavation at
their deep cuts, a second line, 13 feet 9 inches higher than the preceding one, has been
tried ; the resnlt-s of which are as follows :
Sections.
Yards. ; Feet.
From the eastern end of the tunnel at Dewickman's Arm to the base-mark at
Deep Creek bridge
Descent m this distance
From the base-mark to the debouch into Rock Lick Run
Descent in this distance
From this debouch lo tlie mouth of Bear Creek
Descent i n this distance
S16
"hki
.1
^5k
Total.
19
790
»»}
As to the length of the tunnels and the height of the ridges above the bottom of
tunnels, they are respectively :
Sections.
Dowickman's Arm, length.
Height of the ridge
Buffalo Marsh Run, length
Height of the ridge
Total.
Miles. ' Tarda.
87»
1 , 1.315
SI 1,493
Feet.
H9k
REPORT OF THE CHIEF OF ENGINEERS.
529
This arraDgement would lessen the length of tnnnels by t,089 yards, and also the
excavation through the valley of Deep Creek by at least 1,000,000 cubic yards. But
the level of this route being 13| feet higher than that of the former route, the volume
of available water in the reservoir of Deep Creek would be much diminished, and it
would also become necessary to raise, by 13f feet, the dams recommended (in the report
A) across the Youghiogheny, in order to feed the canal ; a circumstance which would
increase the expense and difficnlty attending the erection of these dams. It must be
observed that Deep Creek alone is altogether unable to feed a summit-level, while it
scarcely yields, during the dry season, 5 cubic feet of water per second. Its tributaries
are liable to become entirely dry, a^ happened in 1825.
However, we will compare this direct route, running from Dewickman's Arm to the
mouth of Bear Creek, with that through Deep Creek and the right side of the Yough-
iogheny, and whose distance and descent are as follows :
Sections.
MUea.
Yards.
Feet
From tbe eastern end of the tannel at Dewickman's Arm to the base-mark at
Deen Creek bridire
6
1,046
Descent in this distance
From tbe base-mark to the western end of the samniit-level
6
2041
Descent in this distance
From the western end of tbe summit-level to the mouth of Bear Creek
15
100
Descent in this distance -
918
1
Total
27 ', i-r»ai
912
On this portion of route there would be one tunnel only, (at Dewickman's Arm,)
whose length, as alrt^ady stated, would be one mile 5()8 yards. The distance and de-
scent ill following the direct route would be, as above, ninet43en miles 790 yards 925f
feet.
Tbe length of the two tunnels taken together would be, as above, two miles 1,493
yards.
The direct route would, therefore, be eight miles 562|- yards shorter than the other,
but it would require a greater length of tunnel by one mile 568 yards, and cause an
increase of lockage of 27^ feet, which, as to time and expense, gives a decided advan-
tage to the other route. Again, the descent from the debouch into Rock Lick Run to
the mouth of bear Creek is 925f feet, on a distance of seven miles 535^ yards, v li ch,
on tbe supposition of a uniform declivity, could afford but 115 yards to the local on of
one look, 8 feet lift, with its adjoining pond ; but this declivity is far from l>eing
nniform, and in some places it will be so rapid as to oblige to locate the locks quit-e
close to each other, a circumstance which would involve the expense of a double set of
locks. All these considerations, added to the difficult}^ of feeding the upper level,
induce us to reject this direct Eoute, and to give the preference to that through the
valleys of Deep Creek and of the Youghiogheny, as assumed in the report A, (Febru-
ary, i825.)
Summit-level by Flaugherty Creek. — But a much more important route was yet to be
examined, which, having its summit-level at the source of Will's Creek, wonld com-
mence at Cumberland, ascend this creek, cross the ridge which separates WilPs Creek
from Castleman's River, and descend the valley of this stream t-o debouch into the
Youghiogheny at its Junction with Castleman's River and Laurel Hill Run. Mention
has been made of this route in report A, (pages 40 and 41.) Some experimental lines
were surveyed on the summit-ground in 1824, and some measurements of water were
taken ; but the season being then too far advanced to proBecut>e further the surveys
and levelings relative to this route, the board were compelled to defer their execution
until 1825 ; and as early as the 12th of March, 1825, they framed detailed instructions
respecting the surveys and investigations necessary to ascertain the practicability of
a route of canal in this direction. This route deserved so much the more a careful ex-
amination that it promised, by means of a tunnel, a short.er distance, but it became
necessary to ascertain, in the iirst instance, the minimum length of the tunnel which
should receive, at its western end, water enough from Castleman's River to supply the
summit-level and a portion of the canal down Will's Creek. Upon this point rested
the practicability of this ronte. Indeed, the survey made in 1H24 had tried a tunnel of
1,48^$ yards in length, with a greatest height of ridge of 156 feet ,* but the essential
condition of a sufficient supply of water had not been obtained at such an elevation.
It therefore remained to find out, by surveys, a tunnel combining the shortest length
with a competent supply of water. These surveys were intrusted to Capt. Wm. G.
McNeill, of the Topographical Engineers, who carried them, in the most able manner,
into execution.
The result has been that a tunnel from the mouth of Bowman's Run, in Will's Creek,
to the mouth of Flaugherty Creek, in Castleman's River, Was the shortest which oould
34 £
530
REPORT OF THE CHIEF OF ENGINEERS.
be admitted to procure at the same time the other requisite as to the suffioieucy of
water. The leugth of this tunnel is four miles 80 yards, with a deep cut at each eud ;
the eastern being 140 yards long, the western 1,060 yards; the greatest depth of each
l^ feet, but the height of the top of the ridge above the uottom of the tunnel is not
less than 856 feet.
Let us now examine the resources afforded to feed this summit-level. Castleman's
River is the only stream upon which we can rely to fulfill this object. It yielded, on the
21st of June, 1825, at Pleucher's farm, twelve miles above the mouth of Flaugherty
Creek, 18 cubic feet of water per second; on the 7th of the same mouth, it yielded at
the same place 44 cubic feet per second ; on the 10th of July, same year, it yielded 3d
cubic feet per second, above the mouth of Flaugherty Creek. It must be observed,
that in consequence of a freshet, the stream, on the 24th of June, 1825, yielded at
Forney's Mill, live miles above Flaugherty Creek, 803 cubic feet per second ; three days
afterwards it still <leliv«rred 103 cubic feet. From all these results we adopt the small-
est ; and we assume 18 cubic feet as the minimum of water supplied by Casselman'u
above the mouth of Flaugherty Creek. Besides this supply of running water, two res-
ervoirs can be made in the bed of the stream : one at Plcucher's &rm, containing
4,679,029 cubic yards ; the second, below Forney's Mill, coutaiuiug 17,091,490 yards ; to-
gether, about 22,000,000 .>ards. The dam of the first would be 40 feet high, 230 yards
long at the top ; the foot 114 feet above the summit-level ; the dam t-o &rm the other
would be 50 feet high, (to obtain a height of 40 feet of available water,) and from 140
to 160 yards long at the top. The feeder from the upper reservoir to the lower one
would be about seven miles ; but the feeder from the lower and larger reservoir to the
summit-level* would be three and one-third miles only. The area of the reservoir at
Pleucher's farm will be 1,040,600 square yards ; that of the great reservoir, 2,541,000
square yards ; total, together, 3,581,600 square yards.
We shall, iu the sequel of this report, take into more minute consideration these sup-
plies of water ; for the moment we leave the subject to present a comparison between
this route of canal and that by Deep Creek, as suggested in the report A, by and in
consequence of the limited facts which then it had been iu our power to ascertain.
The first will be designated Castleman's route, the other Deep Creek route.
The length, ascent, and descent of Castleman's route are as follows :
Sections.
From Cumberland beoch-mark to the eastern end of the summit-level
Ascent in this distance
Summit-level: eastern basin, 880 yards; eastern deep-cut, 140 yards; tunnel,
four miles 80 yards ; western deep-cut, 1,060 yards ; western basin, 880 yai*ds.
From the western end of the summit-level to the IToughiof^beny, 440 yards
below the month of CasUeman's Ki ver
Descent in this distance
Total distance and lockage.
Miles.
39
5
35
70
Yards. Feet
240
1,280
1,950
1,010
1.325
636
1,961
The length, ascent, and descent of the Deep Creek route are as follows :
Sections.
From Cumberland bench-mark to the mouth of Savage River
Ascent in this distance
From the mouth of Savage to the mouth of Crabt^ee Creek
Ascent in this distance. ■
From the month of Crabtree Creek to the eastern end of the summit-level . . .
Ascent in this distance
Total ascent. 1,761^ feet.
Summit-level: eastern deep-out, 352 yards; tunnel, one mile 568 yards; west-
ern deopcut, five miles 480 yards; western end, six miles 204} yards
From the western end of the summit-level to the mouth of Bear Creek
Descent in this distance
From the mouth of Bear Creek to a point in the Youghiogheny 440 yards
below the mouth of Castleman's
Descent in this distance
Total descent, 1,076 feet.
Total distance and lockage
Miles.
30
"'5
44
12
15
16
88
Yards.
350
1,430
90
1,604|
100
1, 075^
1,040
Feet
327|
"383
1, 761i
912
164
2,837|
Both summits of these routes, being compared as to altitude to the Cumberland
bench-mark, will show a difference of level of 436^ feet in favor of the Castleman
route. This difference would be 440 feet, if the level of comparison were assumed at
EEPORT OF THE CHIEF OF ENGINEERS. 531
the poiut of junction of these routes into the YQughiogheny ; bat as at this point no
well-fixed beuch-mark had been agreed to between the two surveying parties, we rely,
in preference, on the former result. This importaut result shows that through Castle-
man's the lockage will be H73 feet less than through the other route.
As to distance, the foregoing statements exhibit a length of eighteen miles 30 yards
in favor of the Castlemau route; which, coiubiued with a less amount of lockage,
gives to this route, as to time, a decided advantaj^eover the Deep Creek route.
JLiet us examine now which of these routes will afford the greatest facility to the
location of the locks.
By assuming 8 feet as a common lift, we find that, from Cumberland to the mouth
of ^avage^ the average distance between the heads of the two locks will be 1,296 yards;
from the month of Savage to Crabtree Creek, 183 yards ; from the mouth of Crabtree
Creek to the eastern end of the summit-level, 117 yards ; and this on the supposition
of a uniform declivity, which is far from being the case, and more especially in the
valley of Crabtree Creek, where, toward the head, the locks, on account of the steep-
ness of the ascent, could not even fiud room, unless their lift should be considerably
increased. To this difficulty we must add the narrowness of the valley, which would
oblige to resort to very extensive means to erect, where necessary, double sets of locks,
as also to shelter the work from destruction, either by high freshets or by heavy
showers.
As to the western section of this route, serious difficulty would be encountered to
torn Panther's Poiut, the sudden fall being great and the side of the valley very pre-
cipitous. It would become necessary to desceud at once about 400 feet>in a distance
which could hardly afford room fur the location of locks succeeding closely to each other
without intermediate ponds. This circumstance would either necessitate a double set
of locks, or oblige to stretch, at couslderable expense, the line of canal around this
steep spur which separates Deep Cut from Hoy^s Run.
These difficulties as to the location of locks are not to be met with on the Castle-
man route. In the valley of WilFs Creek 200 yards will be the shortest distance
between the heads of two successive locks, and in that of Castleman's 300 yards. We
must also remark that, though the valley of Will's Creek becomes graduaUy narrower
above the mouth of Little Will's Creek, yet it affords room enough for the works, and
these will be more easily protected against freshets and showers than they could be in
the valleys of Crabtree Creek and Savage River.
The foregoing considerations show that, in relation to a less difficult location of
canal, the Castleman route has (abstraction being made, for the present, of thn tunnel)
a decided advantage over the Deep Creek route. But another important object is also
to be examined: we mean the supply of water at the respuctive summit-levels.
Respecting this point, it has been suen that the resources yielded by CasMemau*s,
above the mouth of Flaugherty Creek, consisted of 18 cubic feet per second of running
water, and of two reservoirs of available stored water, amounting to about 22,000,000
cubic yards. As to the Deep Creek summit-level, it has been shown in report A (Feb-
ri^ary, 1825,) that Deep Creek delivered, as a minimum, 5.12 cubic feet per second,
(page 32 0 the Little and Great Youghiogheuy together, 26.88 cubic feet per second,
(page 38 ;) total of running water, 32 cubic feet per second.
The reservoirs in Deep Creek amount to 2,214,156 cubic yards of available water,
(page 32,) and those in the Youghiogheny to 2:^,698,007 cubic yards together, (page 1^7 ;)
total, 25,903,163 cubic yards ; we assume 26,000,000. These supplies of water will com-
pare as follows :
Cable feet
per second.
Deep Creek summit, running water. .. 32
Castleman's summit, running water.. . 18
Difference in favor of Deep Creek 14
Cnbic
yards.
Reservoirs 26,000,000
Reservoirs 22,000,000
4, 000, 000
But the following remarks will attenuate this advantage and induce to place these re-
floqrces upon a nearer footing: 1. Deep Creek and both Youghiogheuies were gauged in
1824, whereas Castleman's River was measured in 1825, whose summer and autumn were
drier than those of the preceding year. 2. The feeder destined to bring the water of the
Youghiogheny reservoirs on to the summit-level of Deep Creek will be about twelve
miles long, while the feeder from the great reservoir below Forney's Mill will be but three
and one-third miles in length. Therefore the loss of water by evaporation and leakage
will be for the latter the fourth of that for the former. This fact deserves so much more
due attention that experience has proved positively that such losses were by far greater
in feeders than in portions of canal of the same length. 3. The 18 cubic feet per second
allowed to Castleman's River were gauged at Pleucher's farm, 114 feet above the sum-
mit-level, and no account has been kept of the water delivered by Meadow Run, Tub
Run, Pine Run, tributaries of Castleman's, whose mouths are below Pleucher's farm
and higher than the summit-level ; however, they have yielded together, as a minimum
532
UEPORT OF THE CHIEF OF ENGINEERS.
on the last days of Jane and firut days of Joly, 1825, 13.84 cubic feet per second..
4. The reservoirs in the Youghio^hen3^ present to evaporation an area of (report A, page
37) 12,452,928 square yards, \7hile those in Castleman's present but 3,581,600 square
yards ; difference in favor of the latter, 8,871,328 square yards, a difference which will
cause a saving of about >^,000,000 cubic yards of water, the yearly fall of rain being
supposed to l^ but 36 inches, and the common ratio of 5 to 3 being admitted between
the yearly evaporation and fall of rain upon the surface of a given rcvservoir.
The foregoing facts and computations lead us to the conclusion that, with respect to
water-supply, both routes may be considered as on an equal footing. It remains now
to compare the expense attending the construction of either route.
The lockage on the Deep Creek route is 873 feet more than on the Castleman route ;
to which are tio be added, for double set of locks in Crabtree, at least 350 feet, and at
Panther's Point, at least 200 feet; total, 1,423 feet, or 178 locks, 8 feet lift, which would
cost $2,136,000, at the rate of $12,000 each.
The deep cut, from the western end of the tunnel to the base-mark at Deep Creek
bridge, is iive miles 480 yards long, and has, at its eastern end, a depth of 40 feet,
which diminishes gradually on approaching the base-mark. The amount of its exca-
vation will be l,4w.961 cubic yards, from which, on subtracting 87,556 cubic yards,
amount of excavation for the western deep-cut of the tunnel at Flaugherty, it remains
1,320,405 cubic yards to the disadvantage of the Deep Creek route. On the reasonable
supposiTion that the ground will require, for excavating, two men, one with shovel,
the other with pick, and the trunsxiortation being assumed at the distance of ninety
yards for an ascent of one-twelfth, this excavation will cost $448,937.70 at the rate of
34 cent>s the cubic yard.
The Dewickman tunnel is one mile 568 yards long, and has 232 feet of height of ridge
above its bottom.
The Flaugherty tunnel is four miles 80 yards long, and has 856 feet of height of ridge
above it^i bottom.
Difference in favor of Deep Creek, two miles 1,272 yards in length, and 623 feet in
height of ridge above its bottom.
The comparative cost of these tunnels will be as follows ; the substance supposed to
be sandstone :
Parte.
Jb'laugherty's.
Dewickman's.
Difference.
Shafts
Heading
Side-betMliiig
Tunnel
Draining
$233, 032 95
383.534 83
7, 704 27
2, 495. 242 80
159, 469 30
•17, 108 99
119, 738 12
2,704 27
608, 106 50
7, 010 90
9215. 923 96
263, 796 71
5,000 00
1, 687, 136 30
152.458 40
Total cost
3,278,984 15
954, 668 78
2. 324. 315 37
Respecting the dams to be erected across the two Youghioghenies to form the rese
voirs destined to supply the Deep Creek summit, they should have at least a height
of 50 feet, and may be reduced to four in number. They would also measure together
a length of 1,200 yards at the least. As to those across Castleman's, they may be re-
duced to one only below Forney's mill ; its height will be 50 feet, and its length at the
top 160 yards. The expense for this object will, therefore, be seven and a half times as
great for the Deep Creek as for the Castleman route.
The dam below Forney's mill will cost $27,601 60
Therefore the dams across the Youghioghenies will cost together 207, 012 00
Difference in favor of the Castleman route 179,410 40
Finally, the route by Deep Creek will be eighteen miles 30 yards longer than by
Flaugherty Creek. These eighteen miles, on the most favorable supposition of level
cutting and light ground, will cost, at the rate of 13.6 cents per cubic yard, digging and
transportation included, $96,940.80.
Recapitulating, now, the extra expenses for each route, we iind them as follows :
Deep Creek route.
For lockage $2,136,000 00
For the western deep-cut 448,937 70
For the dams 179,410 40
For the eighteen miles 96,940 sO
Total 2,861,28H 9o
REPORT OF THE CHIEF OF ENGINEERS. 533
Ca8tleman^8 route.
For two miles 1,272 yards of tunnel 2,324,315 37
Difference in favor of tbis route 536, 973 53
The Ctistleman rout« will, therefore, be less expensive than the Deep Creek route
its supply of water nearly the same ; its location more easy ; its summit-level less
liable to bo encumbered at the ends ; and on account of less lockage and sbort-er length
it will produce a saving of time of tweuty-two hours. All these results combined lead
us to give to the Castleman route a decided preference.
Before closing this part of our report we must exhibit the results of an attempt
made to avoid the rugged portion of the Youghiogheny, where the stream forces its way
through Briery Mount and Laurel Hill. To this effect a route was tried, which, com-
mencing either at the fork of Bear Creek or above the Swallow Falls, in the Youghio-
gheny, runs through Ashei-'s Glade, a depression of Briery Mount, thence crosses, oy a
lunuel, Laurel Hill, to follow afterward its western side, and debouch into the Yough-
iogheny at the mouth of Dunbar Creek, one mile above Connellsville.
Mention has been made of this route in the report A, (Febrnary, 1825,) page 44.
Though the single inspection of the ground had sufficiently shown that very little
reliance was to be placed upon it, yet It was essential to try its degree of practicability :
its surveys and levelings were, therefore, made at as long sights as the ground woula
admit. ^
The fork of Bear Creek, that is, the point where the western and eastern branches
unite, has been found to be 780.93 feet below the base-mark at Deep Creek bridge, and
■640.09 feet below Briery Mount at Asher's Glade; therefore, Asher's Glade is but
131.84 feet below the base-mark at Deep Creek. This fact alone shows the absolute
impracticability of obtaining a line of canal in this direction. It shows, also, that what-
ever may be the line devised to reach Asher's Glade, it cannot be kept lower than
131.84 feet below the summit-level of Deep Creek, and must rely on the Youghiogheny
alone for its supply of water; and this for its whole length, from Deep Creek to the
month of Dunbar Creek ; tlie resources afforded by the intervening streams being, in
«nmraer, of no consequence.
By trving a line through the left side of the Youghiogheny, we should first cross this
•Stream by an aqueduct of more than 150 feet high, then follow the western side of the
valley, to strike, in succession, the head-branches of Buffalo Creek, Big Sandy Creek,
and Little Sandy Creek. The line would then cross Laurel Hill by a tunnel of one
and a half miles in length and 547 feet under the ridge, and thence descend to the
mouth of Dunbar Creek, after having traversed deep and numerous ravines which fur-
row the western side of Laurel Hill. It must be remarked that, from the Little Sandy
to the mouth of Dunbar Creek, in a distance of about twelve miles, this route of canal
would oppose difficulties which would be far greater than those to be met with in the
valley of the Youghiogheny, where the stream breaks through Briery Mount and Laurel
Hill. The distance from Deep Creek to Connellsville by this route would be seventy-
-one miles, and six miles longer than through the valley of the Youghiogheny ; and if
we add to the foregoing statements the deficiency of water, we must conclude that a
•canal following this direction is utterly inadmissible.
In conformity to an order of the Engineer Department, a leveling has been made, in
March, 1826, in relatiod to a feeder destined to transfer the water-supply of Deep Creek
summit to the Casselman summit. Capt. William G. McNeill, of the Topogpraphioal
Engineers, to whom this duty was assigned, received from the board the necessary in-
structions. His report affords the following results :
Length of the feeder.
Prom the bafle-mark at Deep Greek bridge to the point where the feeder meeta Gaatle-
man'8 River
From this point to the bridse acrosa Castleman's River on the National Road, (nearly) .
Thence to the reeervoir at Pleucher's farm
Add the length of feeder from the dams in the Yonghiogheny to the reservoir at
Deep Creek
Yards.
15
8
585
880
1 , 880
IS ' 0
Total length ' 37
565
534 REPORT OF THE CHIEF OF ENGINEERS.
Od this distance there are fonr deep cuts and two tnnnels, viz :
A d^ep cut termiDatlDf^ in Buffalo Marsh Run
Thenoe a tunnel t^ the valley of Bear Creek
A deep cut from the end of this tunnel
A deep cut at the western side of Negro Mountain.
A tunnel through this mountain .-
A deep cut from the end of this tunnel
Miles.
Together i 10
Yards.
2
757
5
939
0
708
0
278
i
1,640
0
330
1,132
Out of which, for deep cut's, having 35 feet of greater depth, three miles 313 yards
for tunnels, seven miles 819 yards.
It is fortunate that so long and so expensive a feeder can be dispensed with.
The foregoing facts and investigations, connected with those exposed in the report
A, (February, 1825,) lead us to recommend the following route for the Chesapeake and
Ohio Canal :
From Georgetown, D. C, to Cumberland it will ascend the valley of the Potomac ;
thence the valley of Will's Creek to the mouth of Bowman's Run. It will then cross
the summit-ridge by a tunnel, and descend, in succession, the valleys of Casselman's
River and the Youghiogheny, to terminate at Pittsburgh, Pa., at the mouth of the
Monongahela.
We have now to present the description of the general plan of the work ; but as we
think it more expedient to progress simultaneously with the description and estimate^
we will previously give an amQysis of the main prices upon which the estimate is cal-
culated, and point out the dimensions upon which the plan is predicated.
We observe, also, that the whole line of canal will be subdivided into three distinct
sections, each of them forming of itself a separate system, viz :
Eastern section, from Georgetown to Cumberland.
Middle section, from Cumberland to the mouth of Casselman's River.
Western section, from the mouth of Casselman's to Pittsburgh.
PLAN AND ESTIMATE OF THE CANAL.
The transverse section of the canal is exhibited on the sheet No. 3. The breadth at
the bottom is 33 feet; at the surface, 48 feet ; the depth of water, 5 feet ; the t'OW-path,
9 feet wide ; the guard-banks, 5 feet at the top ; the snrf-berms, kept on the level of
water, 2 feet wide each ; the tow-path and top of the guard-bank, 2 feet above the sar-
face of the canal.
This transverse section is to be modified where local circumstances reqnire it, and,
more especially, in the cases of deep cutting, steep side-cutting, embanking, and also
where the canal is supported by walls. In toe framing of the plan a due attention haa
been paid to these modifications, with a view to conciliate the convenience of the work
with the strictest economy. The depth of 5 feet has been preserved throughout the line,,
but the breadth has been often much lessened. As to the surf-berms, they are intended
to protect the slopes from being washed off, as also to lessen the resistance opposed to
the boat by affording to the eddy-water a free passage.
We must submit, however, tbe reasons which led us to propose the above dimensions.
The experin*ents made in 1775 by the French Academicians (D'Alembert, Condaset,
and Bossat) have shown —
1. That the resiRtance of water to the perpendicular motion of a given plane may be
regarded as proportional to the square of the velocity.
2. That the velocity being the same, the resistance of water may be considered as
proportional to the area of toe plane.
3. That these results obtained only in the case of an indefinite expanse of water.
4. That in narrow canals the resistance increases in a more rapid ratio than the square
of the velocity.
To attenuate as much as practicable this inconvenience, researches have been made
to ascertain what should be the ratio between the transverse section of the canal and
the transverse section of the boat, in order that the boat might move through such a
canal as through an indefinite expanse of water.
Experiments made on the subject by the celebrate<l Chevalier Dubuat have shown
that to attain this result the cross-section of the canal ought to be, with moderate
velocities, 6.46 times the cross-section of the boat, and the water-line 4^ times the
breadth of the boat.
EEPORT OF THE CHIEF OF ENGINEERS. 535
Adopting, to preserve uniformity, 13^ feet for the breadth of the boats used on the
Chesapeake and Ohio Canal, (which is the breadth of the Erie Canal and of the Ohio
Canal boats,) if we suppose the draught to be 3 feet, the prow to be rectangular, and
the sides and bottom of the boat to conform to it, the cross-section of the boat will be
40.5 sqnare feet. Taking, now, this area 6.46 times, we find 261f square feet for the
cross-section of the canal, throutfh which the boat would not n)o<a with a greater
resistance than through an indefinite expanse of water. The water-lino should be 60f
feet ; that is, four times and a half the breadth of the boat.
Were not expense to be taken into consideration, these dimensions might be recom-
mended, but fitness of the work and strict economy must be reconciled as much as
practicable, and it is in such a view that smaller dimensions are to be Hxed upon.
It is to be remarked that Ihe distance from Georgetown to Pittsburgh in following
the line of the canal is three hundred and forty-one and three-quarter miles, which, at
the rateof two and a halfmiles per hour, will be traveled in about 136 hours. The ascent
and descent amounting together to 3,158 feet, will require, at the rate of one minute
per foot, aboat 52 hour?*; distance in time from Georgetown to Pittsburg, 18S hours.
Though a number of canals, selected among those executed to this day, might afford,
together, the distance and lockage fouufl for the Chesapeake and Ohio Caual, yet there
is not, within our knowletlge, any line of the sarme extent requiring even 1,800 feet of
ascent and descent taken together. The Erie Canal requires 68H feet for three hundred
and sixty-two miles; the line from Liverpool to London, 1,451^ feet for two hundred
and sixty-four miles ; the canal from the Rhone to the Rhine, connecting Lyons with
Strasbourg, has about 1,458 feet of lockage for a length of two hundred miles. The
proposed canal has, therefore, as to time, a decided inferiority when compared to a
canal of the same length, but having a less amount of lockaze ; and it becomes, in the
present case, indispensable to remedy this inconvenience. The means we propose con-
sist in the increase of the dimensions of the cross-section of the canal, with a view to
compensate by a greater weight (transported without additional power) for the virtual
increase of di.-^tauce caused by so great an amount of lockage.
We have shown that this section ought to be 261 square feet, with a water-line of 60
feet, to procure a boat 13 feet 6 inches in breadth the advantage of moving on the caual
as on an indefinite extent of water. After many trials and minute calculations, we
have concluded to adopt for the contemplated canal the four-fifths of the foregoing re-
sults, viz, for the cross-section 208 square feet, and for the water-line 48 feet ; and from
these data we have framed, with a depth of 5 feet, the general transverse profile of the
canal, as exhibited on the sheet No. 3.
Let us now compare this profile t<» one having 40 feet at the surface, 28 feet at bot-
tom, and 4 feet in depth ; the boat used being the same for both, and having 13^ feet
in breadth, and 3 feet in draught. We find by calculation that, the velocity remain-
ing the same, the resistance to the boat moving in the 48-foot catial is to the resistance
to the same boat moving in the 40-foot canal as 1.21 to 1.58, or as 100 to 130. Therefore,
at the same rate of velocity, 100 horses will, on the 48- foot canal, perform the same
work as 130 horses on the 40-foot canal ; and with the same towiug-power the weight
transported on the 48-foot canal will be to the weight transported on the 40-foot caniJ
as 130 to 100.
But the depth of the 48-foot canal being one foot greater than the depth of the other,
let us examine what will be the comparative resistance of the boat being immei*sed 4
feet into the 48-foot canal, and but 3 feet in the other. We find in this case the ratio
to be 1.47 to 1.58, or 100 to 107, and we infer from it that, with a gain of about 7 per
cent, of towing-power, the weight transported on the 48-foot canal will be one-third
greater than the weight transported during the same time on the 40-foot canal.
The foregoing considerations show that in determining the transverse section of a
canal of great length, and with a dividing summit-level, the amount of lockage must
have a due influence upon the breadth and depth of the water-section. And, indeed,
taking into view the great distance and considerable lockage belonging to the present
ca.se, a cross-section larger than that recommended might have been suggested bad not
a regard to economy and to a competent supply of water during the dry season forbid-
den it.
However, the transverse section, as just proposed, may be deemed sufficient to fulfill
in a satisfactory manner the main requisite for which it has been intended. And in
order to remove all doubt, let us compare as t<o amount of transportation the contem-
plated Chesapeake and Ohio Canal with another of the same length, but whose lock-
age would be 600 feet only, with a transverse section of 40 feet at the surface and 4 feet
in depth.
The rate of traveling being supposed for both two and one-half miles per hour, and
one minute allowed for each foot of lockage, 60 feet will be, as to time, equivalent to
two and one-half miles, and these canals will then compare as follows :
The Chesapeake and Ohio Canal having 3,158 feet of lockage in a distance of three
hundred aud forty-one and three-quarter miles, is equivalent, as to time, to a single
536 REPORT OF THE CHIEF OF ENGINEERS.
level canal of four hnnrlrod and seveuty-three miles, which would require 189 hours to
l»e traveled froiu one end to the other.
The 40-foot canal having 600 feet of lockage in a distance of three hundred and forty-
one and a half miles, is equivalent, as to time, to a single level canal of three hundred and
sixty -seven miles, and wnich would be traveled in 146 hoars from one end to the other.
But it has been shown that on the first canal the amount of transportation being expressed
by 130, it will be 100 on the 40-foot canal — the velocity and towing power remaining
the same in both cases. Comparing, now, this ratio ot ISO to 100 with that of the
time employed to travel respectively each canal, viz, 189 hours to 146, it is found that
these ratios are equal Therefore, on either of these canals, and notwithstanding a
difference of 2,558 feet lockage, an equal weight will be transported during the same
time, and with an equal towing power — a result entirely due to a larger transverse
section having been assigned to the canal whose lockage is greater.
With a view to augment still more the amount of transportation without increasing^
the expense attending it, the boat might have received a length of at least eight times
its breadth; but ilj would have required a length of lock of 118 feet, (betv\een the
hollow quoins,) which, on account of the great number of locks, would have caused
too great an expense. The necessity of conciliating economy with the object to be
expected from the \rork has, therefore, obliged us t>o limit the length of the boat to
seven times its breadth, 13| feet — that io to say, to 94 feet about ; this length varying,
however, from 90 to 94 feet, according to the mode of constructing the boat. With a
draught of 3 feet, such a boat, if rectangular, would displace about 100 tons weight
of water, or, on account of deviation from this form, about 90 tons only, it will carry a
hurden of 60 tons. Respecting the locks destined to admit this boat, they must have
at least 102 feet between the hollow quoins, and 14 feet breadth in the clear. In the
estimate, they are nearly all supposed to be of 8 feet lift, thouj^h in the framing of a
:final plan they should vary according to considerations not immediately connected
with the object of the present report.
The sheet No. 3 exhibits the plan and sections of the lock upon which has been made
the estimate of this article of expense. The main walls are built of common range-
work masonry, (No. 18 ;) their facing only is laid with water-line cement. Hewn stone
has been a&ed exclusively for the hollow quoins, mitre-sills, abutments, and recesses
of gates. The blocks do not exceed 9 cubic feet, (Nos. 27 and 28.) The botto.m of the
chamber consists chiefly of a reversed arch, built of brick, with water-line cement.
The estimate amounts to $13,069.80. But we must take into consideration that a
number of locks will have their foundation upon solid rock, and will therefore require
less masonry ; and also that owing to the necessary declination, which, in the final
plan, the bottom of the canal wiU receive, the amount of lockage will be less than it is
m this general plan. Under these impressions, $12,000 has been deemed a fair average
ooBt of a look on the whole line of canal.
Respecting the aqueducts, they are to be built of maeonry, and their lengths calcu-
lated to afford a free passage to the streams at the time of freshets ; they are gener-
ally to be connected with the sides of the valley by means of embankments carefully
made.
We now pass to the description of the canal.
KA8TERN SECTION.
[Omitted.]
MIDDLE SECTION.
This section includes the summit-level, and extends from Cumberland (or rather from
the western end of the eastern section) to the mouth of Castleman's River, in the
Yonghiogheny. Its length is seventy miles 1,010 yards : but a lockage of 1,961 feet
and a tunnel of four miles 80 yards long, under a ridge or 856 feet elevation, will make
this section extraordinarily expensive.
This section will, besides, require the erection of dams across the valleys through
which it passes, and more especially in the bed of Will's Creek. This stream, in fact,
affords, in summer and fall, a too small supply of water toward its sources to rely
altogether upon it ; the summit-level must feed, therefore, the upper portions, while
frequent dams erected across the valley will make available the water delivered by
the stream.
The valleys of Will's Creek and Castlemaii's River being formed of a succession of
flats and bluffs, the canal will often require to be supported by walls whose height
should place the work out of reach of the freshets. These freshets rise in WilFs Creek
fh)m 7 to 10 feet, and from 12 to 16 feet in Castleman's.
In planning this section, care has been taken to avoid, as much as practicable, ex-
pensive aqueducts, and none is to be erected over Castleman's River. The canal will
REPORT OF THE CHIEF OF ENGINEERS. 537
follow, constantly, the rignr »Ide of the valley, whose southern exposure will procure
au earlier navigation in spring and later i.i autumn. Respecting Will's Creek, its val-
ley is so narrow at some places, and the height of freshets so inconsiderable, that four
crossings have been made to take advantage of the most favorable ground, and thus
lessen the expense. It mu3t be observed that these two streams are not navigable,
and will; therefore, require no peculi^ir work to accommodate their trade and naviga-
tion.
The execution of the tunnel will be not only very expensive,* but also long and diffi-
cult; all the geological appearances lead to the conclusion that the excavation will
hAv« to be made through sandstone rock. The estimate has been calculated for three
different kinds of ground, hard clay, sandstone, granite, and unstratitied limestone.
The hypothesis of sandstone being admitted here, the estimate relating to this kind of
ground accompanies the present report. (See sheet No. 5.) The tunnel will require to
be lined with masonry, experience having shown that this precaution is indispensable.
Brick masonry has been adopted in the estimate as the most convenient to fulfill the
object. The dimensions of the interior of the tunnel are, 22 feet in width, 7 feet under
the water-line and 16^ feet above the same line, which form 23^ feet from the bottom
to the top of the arch. The tow-path is 4 feet wide. The shafts destined to facilitate
the excavation, and to air the tunnel, are proposed to be sunk 180 yards apart from
center to center. Their diameter will be 6 feet within the lining of brick masonry. A
gallery, lateral and parallel to the tunnel, corresponds with the shafts. This 'gallery,
or beading, is destined to drain the tunnel during its excavation; its width is 3 feet,
and it« height 6^ feet ; it is lined with brick masonry, and communicates with the tun-
nel by means of arcades or side-headings, which correspond to the points at which the
shafts terminate into the heading. The sheet No. 4, herewith annexed, exhibits all
the draughts relating to this tunnel, and to the deep cuts at its ends.
The deep cut at the western end is 1,060 yards long ; that at the eastern, 140 yards ;
each opens into a basin having 860 yards in length and 64 yards in width. The tunnel,
the deep cuts, and the basins, form together the summit-level, whose leugth will be 5
miles 1,280 yards; a lock is located at each end, and where each basin terminates.
Let us now examine the resources upon which we <can rely to supply with water
this summit-level, and the portions of canal contiguous to it. The stream upon which
we have chiefly to depend is Castleman's ; it yielded in 1825 and 1826 the following
results:
Oablo ft.
June 21, 1825, at Plnucher's farm, per second 18
J uly 10, Irti."!, bel . » w Flauirherty's Creek 38
July 12, 1826, at its mouth 46
March2 l,1826,at Pleucher's farm 98
March 27, 1826, below Flaugherty's Creek 715
March 21, 1826, at Forney's mill-dam 536
We have admitted, in the former part of the present report, 18 cubic feet per second
as the minimum of water yielded by Castleman's River; and we have also pointed out
two reservoirs, one at Pleucher's farm and the other at Forney's mill, containing
together 22,000,000 cubic yards. These are the resources afforded by the localities to
feed the summit-level and supply its lockage and also portions of canal contiguous to
the summit-level.
The reservoirs are to be filled in winter, during the interruption of the navigation —
an interruption which, considering the elevation of the summit-level above the ocean,
1,903 (f) feet, cannot be supposed less than four months, viz.: from the 1st of Decem-
ber to the Ist of April. By adopting 98 cnbic feet per second as the mean supply
afforded in winter by Castlemau's River, at Pleucher's farm, we find that in less than
seventy-two days both reservoirs would be filled up.
However, to remove any doubt on the subject, we will take an area of thirty-six
square miles of ground whose rain-water supplies Castlemau's River, and make a com-
putation of what such an area would yield ; we will suppose it to be formed of two
strips of land, each of eighteen miles long and one mile wide, and stretching along the
banks of Casselman's River above Forney's mill.
From observations made from 1817 to 1824, inclusively, by Mr. Lewis Brantz, in the
vicinity of Baltimore, we have the following results : In the course of these eight
years there fell, on a mean average, yearly, 39.89 inches of rain ; in 1822 there fell the
smallest qnantity, which was 29.20 inches; the greatest quantity fell in 1817— it
amounted to 48.55 inches.
Adopting these data for the country round the summit-level, and using only the
results of the year 1822, we find that the rain which fell in the three first and three
last mouths of said year amounted to 16.70 inches, and for the six other months to 12^
inches.
Cubic yards.
These 16.70 inches are equivalent per square-yard surface to 0. 463
The 12^ inches are equivalent per square-yard surface to 0. 347
The whole, or 29.20 inches, are equivalent per square-yard surface to 0. 810
538 REPORT OF THE CHIEF OF ENGINEERS.
Applying now these last resnlts to the area of thirty-six square miles above men-
tioned, we find that they will receive at the minimum :
Cable yards.
During the fall and winter 51,630,796.80
During the spring and summer 38,695,219.20
The whole year round 90,326,016.00
From which it will be seen, first, that the two-thirds of the first quantity, or
34,420,531-^ cubic yards, would be about one-third more than will be necessary to fill
up the reservoirs in four months ; second, that 44 cubic feet per second would make
up, during six months, the two-thirds of the second quantity, and might, therefore, be
deemed the mean discharge per second of Castleman's River during spring and sum-
mer, instead of 18 cubic feet, assumed in the present report ; third, that this surplus
will partly replenish the reservoirs during the time of navigation.
If to these consideratioua we add that, iustead of thirty-six square miles, we might
easily have taken double, we may conclude that, the filtratious and evaporations of
rain-water being taken into the most liberal account, the portion of Castleman'a
Valley above Forney^s mill will convey to the bed of this river more water than we
have admitted ; we believe, therefore, that the miuimum supply of the summit-level
will consist of, first, a reservoir of 22,000,000 cubic yards; second, 18 cubic feet per
second of running water. And, since the navigation is supposed to be opened during
eight months, the monthly resources will be 2,7r>0,000 cubic yards from the reservoirs,
1,728,000 cubic yards from the river itself; total, 4,478,000 cubic yards per month.
Let us see now how the use of this monthly supply will be regulated. Taking into
consideration the unavoidable delays at the end of the summit-level, the impediments
at the debouches of the tunnel and through the deep cuts, and, finally, the greater
resistance the boats will meet through the tunnel, we cannot suppose less than 3 hours
and 25 minutes for a boat to pass from one end of the summit-level to the other, which
comes to one and two- thirds miles per hour. But the passage is to be effected in fleets
or trains, on account of economy both of time and water ; and we adopt thirty boats
for each train — a number which in the present case seems to us favorable to combine
the time of passage with the supply of water during the same time. These thirty
boats, moving in train, will meet with more delay than would a single boat, and iustead
of 3 hours and 25 minutes, as before stated, we assign 4 hours to the train to pass from,
one end to the other of the summit-level.
We suppose, also, that a fleet of thirty boats, descending the eastern lock of the sum-
mit-level, and (through the same lock) passing an ascending fleer, of the same number
of boats, will effectuate this cross-passage in eight hours, under the plausible supposi-
tion that 16 minutes will be required for the cross-passage of a boat ascending and one
descending. A similar cross-passage is supposed to take place at the western lock of
the summit-level, and at the same time.
Now, a first fleet leaving the eastern lock will arrive four hours afterward at the
western lock, and meet there a fleet coming from the west, and ready to proceed east-
ward. This second fleet will reach in four hours the eastern lock, and find rhere a third
flet-l, having ascended the lock during the passage of the first and second fleets. This
thinl fleet will proceed westward, and arrive fiur hours after at the western lock,
where it will find a fourth fleet, having ascended the lock during the passage of the
second and third fleets. Lastly, this fourth fleet will move eastward and reacn in four
hours the eastern lock, meeting there with a fleet from the east, having ascended the
eastern lock during the passage of the third and fourth fleets.
The passages of these four fleets, forming together 120 boats, and requiring four hours
each, may be considered, as will be seen just now, the maximum of trade which the
supply of water can admit. At this rate of 120 boats a day, 3,600 might pass per
month, and 28,800 during the eight months of opt*n navigation.
Let us now compute the expanse of water which the lockage of these boats will re-
quire. Admitting, as in fact will be the case, that, at each lock, one ascending boat
alternates with a descending one, each boat will draw, from the summit-level, but one
lockful, viz., half a lockful at each end. However, in order to provide for contingencies
and unforeseen cases, we adopt one lockful and a half for the ])assage of eacli boat
through the summit-level. One lockful and a half coutuiniug 62^i cubic yards, the
3,600 boats passing during one month will require 2,242,800 cubic yards of water, which,
being taken out of the monthly supply, amounting to 4,478,000 cubic yards, will leave
2,235.200 cubic yards. This last quantity is destincvl to feed the canal itself, exclusive
of lockage, on a length of 18 miles and at a rate of 120,000 cubic yards per mile and
per mouth, absorption, filtration, and evaporation being taken into account. These
eighteen miles «omprehend the summit-level, a portion of six miles in Will's Creek, and
a Himilar of also six miles in Castleman's Valley. The remainder of the canal down
WilTs Creek will be supplied by this stream, while Castleman's River will feed the re-
mainder of the canal descending its valley.
REPORT OP THE CHIEF OF ENGINEERS. 539
The estimated cost of the summit-level, just described, is as follows :
The tannel —
Shafts $233,032 95
Heading 383.534 83
Sideheading 7,704 27
Tunnel 2,495,242 80
Draining 159,469 80
Total cost of tunnel 3,278,984 15
The eastern basin 26, 741 14
The eastern deep-cut jl 18,73:3 00
The western deep-cut 141,840 72
The western basin 5,668 00
Total estimate of the summit;-level 3,471,967 01
The details relating to the estimate of the tunnel are exhibited in the sheet No. 5,
annexed to this report. As to the basins and deep-cuts, their detailed estimates have
been carried into those belonging to the eastern and western portions of this middle
section. We shall now present successively the description of these portions : the
eastern, commencing at the eastern end of the summit-level and terminating below
Cumberland ; the western, beginning at the western end of the summit-level, and
debouching into the Youghiogheny belo.w the mouth of Castleman's River.
EASTERN PORTION.
Subdwimon 1. — From the eastern end of the summit-level to the mouth of Little Will's
Creek :
Distance, 15 miles 460 yards ; descent, 1,016 feet ; 127 locks.
The canal follows for 8^ miles the left side of the valley of Will's Creek ; it then
crosses the stream to descend for two miles along the right bank ; crossing again the
oreek it remains on the left side as far down as the fourteenth mile ; it then crosses a
third time, to follow the right side of the valley as far down as opposite the mouth of
Little Will's Creek.
The considerable descent in so short a distance, the contracted breadth of the val-
ley, the steepness of its sides, the great quantity of excavation in rocky ground, will
concur together to render this subdivision very expensive in proportion to its extent.
The distance between the heads of two consecutive locks will not be less than 180
yards. The first six miles will be fed, as stated before, by the summit-level ; the re-
mainder will be supplied by Will's Creek. To that effect dams, erected at suitable
places, will aftord the means of taking into the canal not only the wate^ of the creek,
but also those of its tributaries.
The estimate of this subdivision amounts to (the eastern basin and deep-cut ex-
cluded) $2,300,a^9.28.
Suhdimsian 2. — From the mouth of Little Will's Creek to the western end of the east-
em section, below Cumberland :
Distance, 13| miles ; descent, 309 feet ; 39 locks. PYom the summit-level, twenty-
nine miles 240 yards ; descent, 1,:^5 feet ; 166 locks.
At the commencement of this subdivision the line of canal takes a sudden change
of direction from nearly east and west to almost north and south. The valley also
changes its character, becoming broader, more level, aud less rapid in its descent.
The canal continues for ten and one-half miles on the right bank of the stream, pass-
ing alternately along steep and rocky hill-sides and through meadow-land, but even
in the latter requiring a large quantity of excavation of rock. It then passes over to
the left bank, and continues for more than half a mile on favorable ground, when it
enters the defile formed by the breaking of Will's Creek through the mountain of the
sami^ name.
The difficulties of this passago are great, and continue for more than a mile. The
ground then becomes favorable, permitting the canal to pass at the outskirts of Cum-
berland, to join with the eastern section.
Provision is made for taking in a supply of water immediately below the junction
of Great and Little Will's Creeks, and also at several points below. Adjoining Cum-
berland, the canal will receive a feeder from the Potomac for a supply below, and
more especially to complete what ii» necessary in relation to the first subdivision of the
eastern section.
This feeder is proposed to be made navigable, in order to accommodate the trade of
the Potomac above Cumberland. Its length is one mile ; its width, at the water-
line, 30 feet; its depth, 4 feet. At its point of departure from the Potomac a basin
is formed in the bed of the river, by means of a dam erected at the first ledge above.
540
REPORT OF THE CHIEF OF ENGINEERS.
Cumberland. This basiiif oomprehending an extent of abont eight miles, will afford a
constant supply of water, and also accommodate the coal-trade of the Potomac. The
levees around the basin, the dam, the guard-lock of the feeder, the feeder and its aque-
duct over WilPs Creek, are included in the estimate of this subdivision.
A basin is contemplated at Cumberland, and adapted to the probable wants of the
place; it will be provided with looks to communicate with the Potomac.
The estimate of this subdivision amounts to $1,555,764.32. The estimate of the east-
eru portion amounts to $3,856,6:^3.60.
WESTERN PORTION.
Subdivieion 1. — From the western end of the summit-level to the mouth of Middle
Fork Creek :
Distance, 16^ miles ; descent, 216 feet ; 27 locks.
This subdivision commences at the western end of the basin formed in the valley of
Flaugherty's Creek, and into which is introduced the feeder from the reservoirs in the
valley of Casselman's. Having already st-ated all the details relating to this append-
age of the summit-level, we find ourselves dispensed from entering into further expla-
nation upon the subject.
The canal for this subdivision is on the right bank of Casselman's River. On thifl
distance, although no very formidable difficulties are presented, yet the amount of
excavation of rook, as also the great quantity of walling, will render the work very
expensive. The first six miles are to be fed by the summit-level, as it has been stated ;
as to the remainder, provision has been made, at several places, for taking from Cas-
selman's River additional supplies.
It is to be observed that this upper subdivision of Cassel man^s River has a descent
less rapid than that of the lower; the reverse takes place in the valley of Will's
Creek.
The estimate of this subdivision amounts to (the western basin and deep cut ex-
cluded,) $1,240,215.32.
Subdivision 2. — From the mouth of Middle Fork Creek to the mouth of Casselman's
River :
Distance, 19 miles 1,030 yards ; descent, 420 feet ; 53 locks. From the western end
of the summit-level, 35 miles 1,250 yards ; descent, 636 feet; 80 locks.
This subdivision keeps on the right bank of Casselman's River, as far down as 440
yards below its month. The nature of the ground through which it passes resembles
that of the subdivision above, except in the vicinity of the Youghiogheny, when it
becomes much more favorable, offering more earth and less rock for excavation than
above. Occasional resorts to the stream will secure to th« canal a competent supply
of water. And at the end of this subdivision, two feeders, one from Casselman's River
and the other from Laurel Hill Run, are introduced for the supply of the section de-
scending the ^lley of the Youghiogheny.
According to the documents hereto annexed, the estimate of this subdivision amounts
to $1,459,316.93. And the estimate of the western portion amounts to $2,699,5^.25.
We close the description of the present middle section by offering the following sum-
mary of the main facte relating to it :
Eastern portion .
Sammit-fevel
Weatern portion
Total
DistanoM.
IfiUt. Tdt.
39 340
5 1,280
35 1,350
70 1,010
Aaoent and
descent.
Feet.
1,335
Number
of looks.
166
636
1,961
80x
346
Estimate.
13,656,633 00
a 471, 967 01
2.099,533 35
10,088,132 86
WESTERN SECTION.
This section commences 440 yards below the junction of Casselman's River with the
Youghiogheny ; it follows the right side of the valley to the Monongahela, and hence
to Pittsburg, along the right bank of this stream.
The ground on tne left of the Youghiogheny is nearly of the same kind as that on the
right; the distance and descent the same for either bank; however, the right bank
deserves the preference on account of exposure, and of its receiving the main tributa-
ries of the stream ; it will not require, across the Youghiogheny j, two aqueducts, which
would otherwise become indispensable, should the canal follow the left side of the
valley.
REPORT OF THE CHIEF OF ENGINEERS. 541
This seotton ^ill be supplied with water by the Youghiogheny and its tributaries ; and
since the eastern end ronst rely chiefly npon the Yoaghiogheny, Casselman's River, and
Lanrel Hill Rnn, we will first present the results of the gauging of the streams, made
in 1825 and 1826, during the month of July :
Cubic feet.
Casselman's at its month, July 20, 1825, per second 40
Laurel Hill Run at its month, July 20, 1825 7
Youghiogheny River, above the mouth of Casselman's, July 21, 1825 70
Cubic feet per second j^ 117
Cas'^elman's at its month, July 20, 1 826, per second 46
Laurel Hill at it« mouth, July 20, 1826, per second 26
Youghiogheny River, above the mouth of Casselman's, July 20, 1826 104
Cubic feet per second 176
These results, though obtained at a time of low- water, yet cannot be deemed as the
minima of what these streams can afford ; when measured they were not at their
lowest stage. Therefore, we assume but 70 cubic feet per second as the minimum of
water yielded by these three streams taken together, at the driest epoch of the year.
The Youghiogheny gauged at other points has given, in 1825, the following results :
July 28, at the Ohiopyle Falls, per second. 155 cubic feet reduced to 100 cubic feet.
Angust 2, at Connellsville, per second, 129 cubic feet reduced to 100 cubic feet.
September 2, at its mouth, per second, 200 cubic feet reduced to 150 cubic feet.
The stream, though very low when measured, was not, however, at its lowest stage ;
but the season was uncommonly dry, and the above reductions may be considered as
minimuni.
To these resources of running water wo must add the following reservoirs :
Cubic yards.
Indian Creek 210,:{70
Mouutz's Creek 323,H89
Jacob's Creek 356,857
Big Sewickly Creek 1,750,180
Dunbar 214,464
2, 855, 760
To which may be a<lded the reservoirs which might be formed in Casselman's River
and Laurel Hill Run Valleys.
We must remark that the feeders from all these reservoirs will be very short, their
length varying from half a mile to four miles only.
Having pointed out the means upon which we have full reliance to feed this section
of canal, we shall show their distribution at the same time as we describe the succes-
sive subdivisions of said sections.
Subdivision 1. — From the western end of the middle section to Connellsville:
Distance, twenty-seven and one-half miles ; descent, 432 feet ; 54 locks.
This subdivision begins about one-quarter of a mile below the mouth of Casselman's
River. The bottom of the canal is placed here 4 feet above the level of low<water in
Casselman's River, in order to afford the greatest advantage in taking a feeder from
this stream, and also in using the most favorable ground below.
In tbe course of the first three miles the ground becomes gradually more difficult
until it assumes the rocky and steep appearance which is so peculiarly the character
of the Youghiogheny in so many parts of its upper course. To this difficulty of the
ground must be added those arising from the necessity of keeping the canal above the
&eshets, whose elevation varies from 13 to 16 feet.
The ground continues unfavorable as far down as the old salt-works, seven miles
from the beginning of this subdivision, where the line pursues, for a short distance,
some favoiable ground ; but it becomes almost immediately thrown upon a steep hill-
side covered with loose rocks, and which continues for three miles further to Ohiopyle
Falls.
These falls form one of the most remarkable features of the Youghiogheny, and are
formed by the river breaking through the rocky base of the ridge of Laurel Hill. The
difficulty it has found in forcing this obstacle is plainly indicated by the sudden bend
which the river here makes and the rough appearance of the channel it has carved out.
It is most fortunate that the line of canal can, by means of a moderate cut, 283 yards
long and 18^ feet deep, avoid pursuing the bank of this rugged channel. This deep cut
across the neck of the bend of the river has, besides, the advantage of shortening the
line by one mile and a half.
A feeder is proposed to be taken from the river a little aboye the falls, for which tbe
542 REPORT OF THE CHIEF OF ENGINEERS.
localities are very favorable ; bat the line of canal, by pnrsning the most advautag^eous
ground, has to descend, within the short distance of one mile, 96 feet; which circum-
stance will oblige to locate the locks too near to each other for presenting ponds of
sufficient extent between them. Several plans suggested themselves to obviate this
inconvenience : first, to have the intervening ponds sufficiently wide to admit the easy
passage of two boats at once, and to supply these ponds and the locks by means of a
waste- way parallel to their course; second, to have lateral reservoirs to receive the
contA)nts of adjoining locks, and to transmit it respectively to the second lock below ;
third, to make the ponds liable to have the level of their waters varied from 2 to 3 feet,
and thus making them perform the fuuotions of locks. A close examination, when lo-
cating the line, will determine which of these means deserves the preference. The two
first will cause a greater consumptiou of water than usual, but as a feeder is to be im-
mediately introduced above for the purpose of supplying the next level below, this con-
sumption is not, in this case, to be taken into consideration.
Below the Ohiopyle Falls the ground continues difficult for about nine miles to In-
dian Creek. On this distance the canal is mostly to be carrie<l along a steep bank, in
part supported by wails, and excavated through rock. The descent is also rapid, being
about 160 feet, and requiring 20 locks. Indian Creek is to be crossed by an aqueduct ;
it will afford a valuable supply of water, for securing which a feeder and reservoir are
proposed.
The ground from Indian Creek to Connellsville, seven miles, is still difficult, but more
varied in its character than above; it will necessitate alteruately steep hill-side cat-
ting, much of which is rock, and some expensive walling, interspersed with some
pieces of moderate cutting.
A basin is proposed at Connellsville, on the level of the canal, for the accommoda-
tion of the trade of this place ; its communication with the river is established by
means of locks.
This subdivision is supplied with water by the Youghiogheny above the month of
Casselman's River, by Casselman's River and Laurel Hill Run. iit the Ohiopyle Falls
it receives a new supply from the Youghiogheny ; at Indian Creek it will also, when
necessary, receive a supply from the reservoir formed above the mouth of this creek
From the detailed estimate, hereto annexed, the estimated cost of this subdivision
amounts to $1,515,436.59.
Subditnsion 2. — From Connellsville to Sewickly Creek :
Distance, twenty -seven and oiie-fourth miles ; descent, 144 feet ; 18 locks'. From
the beginning of the section, fifty-four and three-fourths miles ; descent, 576 feet ; 72
locks.
Before arriving at Connellsville the line may be said to have completely passed the
range of the western ridges, and the face of the country undergoes an entire change.
The banks of the river, however, do not so suddenly lose the character they bear above,
but it continues to ofi^er a succession of similar, thoughfgradually decreasing, difficul-
ties for some distance below. This subdivision will, therefore, like the portion above
Connellsville, require, for almost its whole distance, steep side-cutting and walling
alternately ; it will, consequently, be expensive.
Mountz's Creek, one mile, and Jacob's Creek, seventeen miles, below Connellsville,
will afford a valuable supply of water for this subdivision ; but a resort to the river is
still considered necessary, and provision is made to effect this a little below Moantz's
Creek.
The two creeks hereabove mentioned are to be crossed by aqueducts, which, owing
to the great breadth of the valleys, will require, at their ends, considerable embank-
ments.
The estimated cost of this subdivision amounts to |l,306,425.95.
Suhdivmon 3. — From Sewickly Creek to the mouth of the Youghiogheny :
Distance, sixteen and a half miles ; descent, 8 feet ; 1 lock. From the beginning of
the section, seventy-one and a quarter miles ; descent, 584 feet ; 73 locks.
This subdivision offers a larger portion of easy cutting than the preceding, bnt will
still require a large portion of side-cutting and walls to pass round the bluffs. These
subdivisions are numerous, and though none individually is of great extent, yet they
form together a length of several miles of expensive works.
As McKeesport is at the Junction of the Youghiogheny and Monongahela, a basin is
proposed there for the accommodation of the trade of the latter stream.
The only lateral supply of water for this subdivision is from the reservoir above
the mouth of Sewickly Creek, and it becomes necessary to resort to the Youghio-
gheny again in order to meet the deficiency which otherwise would be felt on the
subdivision to Pittsburgh. To fulfill this object, a dam is proposed across the Youg-
hiogheny at a favorable point three miles above its mouth. This dam will require
a considerable height, and therefore locks must adjoin it, that the navigation of the
stream should not be ipjured by the works of the canal, but rather bo benefited by
them.
The estimate of this subdivision amounts to |741,469.54.
EEPOBT OP THE CHIEF OP ENGINEERS.
543
Subdivi8i&n 4. — From the month of the Yonj^hiogheny to Pittsburgh :
Distaijce, foarteen inilen ; descent, 35,feet; 5 lucks. From the begiuning of the sec-
tion, eigbty-iive and one-qnarter miles; descent, 619 feet; 78 locks.
This subdivision is generally located through favorable ground ; however, some side
excavation will still be necessary, and a deep cut near Pittsburgh, of about three miles
in length and 15 feet of average depth, is indispensable, to avoid a line yet more diffi-
cult aud expeusive.
This subdivision is almost entirely dependent on the Youghiogheny above McKees-
porl for its supply of water; the streams crossed by the canal atford so little water
during the dry season that no reliance can be placed upon them.
According to the documents hereto annexed theestimateof this subdivision amounts
to 1606,891.60.
Summary of the western section.
Distance, miles 85^
Descent, feet 619
Number of locks 78
Estimate $4,170,223 78
Here ends the description of the several sections of the Chesapeake and Ohio Canal,
and whose general summary is as follows :
Sections.
Distance.
Ascent and
descent.
Nmber of
locks.
Amount of
estimate.
Eastern
Middle
Western ,
Total
MUe», Yds.
185 00
70 1. 010
85 440
Feet.
578
1,961
619
74
246
78
$8, 177, 081 05
10, 038, ISX 86
4, 170, 283 78
341 1, 450
1
3,158
398
22, 37^ 427 69
The foregoing description shows that the Chesapeake and Ohio Canal present-s nearly
all the characteristics which contribute to render a work of this kind very expensive,
viz. an extraordinary amouitt of lockage, a long tunnel, passing under a ver3^ elevated
rid^^u; walling unusually frequent along the whole line ; extensive portions of deep
cutting, excavation of rocky ground and side-cuttiuj^, predominatiug from one end of
the canal to the other. The tunnel and lockage alone form together four-elevenths
of the whole expense, and if, from the total estimate, we take out the tunnel and re-
duce the lockage to 1,200 feet, (which may be deemed an unusual amount for such a
distance,) the estimate would then amount to $16,000,000 only, notwithstanding the
other difficulties to be overcome and the accommodation of trade along the valleys of
the Potomac and Yonghiogheny.
We will also observe that the middle section alone, whose length is bnt seventy
miles, or one-fifth of the whole length of the line, will cost Taccording to the estimate)
$10,(K)0,000, or the live-elevenths of the whole expense, while the eastern and western
sections, whose lengths form together the four-fifths of the whole, will cost but
$12,000,000, or the six-elevenths of the whole estimate.
We consider, however, as fortunate that these two expensive articles, extra lockage
and tunnel, should be found both located upon a section which, after new investiga-
tions and mature reflection, might prove to be advantageously superseded by a rail-
way. Indeed, the inexhaustible mines of coal found in the lower parts of the valleys
of Will's Creek and Casseluian's River seem to point out to us, as a means to avoid this
expensive middle section, the expediency of a railway, with either locomotive-engines
or stationary steam-engines, used as lifting- power.
We must also observe that this section will be wanted, but after the completion of
the eastern and western sections, which two last being in Washington and Pittsburgh,
within seventy miles of land communication, would soon point out, by their results,
what should be the most expedient mode of connecting them. Perhaps, then, a smooth
road, with an easy gra<lnation, would, at first, be resorted to from the mouth of Cas-
«elman's River to Cumberland ; or, should a great amount of trade warrant it, a rail-
way might be adopted. In this latter case, which we deem the most probable, the
revenue of the eastern and western sections would not only afford the usual interest of
the capital employed in their construction, but also have a surplus fund with which a
railway might be erected.
Therefore, we are decidedly of opinion that for the present the expense relating to
the eastern and western sections ought exclusively to be taken into consideration ; that
the sum of about $12 000,000, to be expended for their construction, will create the
means and afford the resonrces to procure to the work the mode of completion most
adequate to its object.
Our instructions being to plan a canal from tide-water in the Potomac to the head of
steamboat navigation in the Ohio River, we had not to take into consideration either
544 REPORT OF THE CHIEF OF ENGINEERS.
railways or any other sabstitute for the difficnlt and expensive sections of the canal ;
therefore no operations in the field, no investigations in the closet, have been made in
relation to such an alternative. And, indeed, had even oar instructions demanded
such iuqnirieSf the want of time and the limited means at our disftosal would have
prevented ns from bestowing upon the subject the full and mature consideration to
which it is so deservedly entitled. However, we do not hesitate anticipating that a
railway from the mouth of Casselman's River to Cumberland will bear, as to expense
and time, a favorable comparison with the middle section above described.
We recommend, therefore, fur a canal from tide-water in the Potomac to the head of
steamboat navigation in the Ohio the route and plan hereinabove described ; and we
snbniit respect^lly to consideration the expediency of making the sarveys and inves-
tigations necessary to ascertain, as accurately as practieuble, the comparative merits
ot a railway and a canal for the section of route from Cumberland to the month of
Casselman's River.
ADDITIONAL SUBDIVISION OF THB EASTERN SECTION OP THE CHESAPEAKE AND OHIO
CANAL FROM THE MOUTH OF SAVAGE RIVER TO CUMBERLAND.
Distance thirty miles 350 yards ; descent, '.U2 feet ; 39 locks.
The canal for this subdivision remains on the left bank of the Potomac. This plan
was adopted after an attentive consideration of the relativi* advantages and disadvan-
tages of passin|( the river several times to follow the best ground. But to do this such
frequent crossings would be necessary, and attended with so many inconveniences
and risks, that this project was deemed the leas expedient.
As the object of this subdivision is to attain t^e coal-mines near Savage River, it
was considered whether this might not Ik) attained by a canal of smaller dimensions
and less perfect than the main linn below ; the result of which was that the dimen-
sions and plan of the original canal were adhered to. For, first, it was found, on apply-
ing the calculations to the ground, that a very trifling decrease of expense would be
made by decreasing materially the dimensions of the canal ; and, second, the unfavor-
able character of the river to a lock-and-dam navigation, which was thought of as a
substitute, rendered this scheme almost as expensive, and much inferior in usefulness
to the independent canal.
The subdivision begins by a basin formed in the Potomac by a dam, immediately
below the month of Savage River: The line immediately enters on a most difficult
piece of ground, which continues more than half a mile; another half mile is then
favorable, after which it continues difficult for three-foarths of a mile, to Westernport.
It then becomes favorable, with the exception of several small portions, to the end of
the seventh mile, when the great bend of the river, opposite to Paddy Town, causes
the ground to become very rugged and difficnlt for a space of two miles. Below this,
for three miles, th** favorable ground is intersected by only small portions of rock side.
For the ensuing five miles the approach of Fort Hill to the river presents alternately
some easy ground, but a large portion of very difficult nature, requiring mnch walling
and excavation of rock. Below this the ground is favorable for three miles, through
Cressap's meadow, when difficulties again occur for two miles. The remaining dis*
tance to Cumberland is favorable, with the exception of three portions, which are not
of very great extent, but which will require extensive works. An aqueduct over Will's
Creek will be necessary.
About eight miles above Cumberland it is proposed to place a dam across the river,
and to use its water not only for the supply of the lower part of this subdivision, but
also of that below.
Bernard,
Member of the Board of Internal Improvement.
Wm. Tkll Poussin,
Captain Topographical Engineers, and Jsn'mtant to the Hoard.
W. HoWAi:i>,
Civil Engineer, Assintant to the Board.
ABSTRACT OF ESTIMATE,
1,336,618 cubic yards excavation, (Irt to 88 cent« per yard) 1^:^:59, 441 4f>
.')62,0()0 cubic vards enibankmont, (20 cents per yard) 113, 257 60
210.931 cubic yardn walling, (?;3.r>0 per yard) 720, ftS5 HO
2 aqueducts, (3 arches and 2 arches) 66, 277 (M>
41 locks of 800-foot lift, (?; 12,000 each) 492,IKK) 00
34 culverts 10,2(H> 00
12 bridges 4,200 00
Puddling 31,722 00
Fencing 16,200 00
2 waste- wtiiH 1,000 00
Total 1,794,963 86
Or 30 ! miles, at 9^)9,435 per mile.
REPORT OF THE CHIEF OF ENGINEERS. 545
Appendix B,
Report on the Salisbury Somkrset Coal-Basix, by J. P. Lkslky, Professor op
Gkoix)gy, University of Pennsylvania.
Somerset Countyf in soathwest Pennsylvania, borders on Maryland.
Salisbury and Berlin are towns in its first sub-coal-basin back of the Alleghany
Mountains; Ursina and Confluence are in next sub-basin west of Negro Mountain;
Ligonior Valley holds the second bituminous coal-basin, and lies west of Laurel Hill.
Connellsville and Blairsville, west of Chestnut Ridge, mark the east outerop of the
third, fourth, fifth, and sixth bituminous cool-basins, extending unbroken into the State
of Ohio.
The basin of the upper or Salisbury coals extends about nine miles, from near Meyer's
mills, at its north end, to just over the Maryland line.
The lower coal-beds, with which we will have less to do, spread down from the top
of the Alleghany Mountains under the whole of Somerset County, excepting only the
summit of Negro Mountain and the crest of Laurel Hill.
The upper coal-beds, which give to the Salisbury Basin its exceptional importance,
have been entirely swept away from the surface of Somerset County, except in two
places : 1st, they remain in the long narrow ridge at Salisbury ; 2d, they remain in the
central part of the Frostbnrg or Cumberland Basin. They ramain also in eastern
Fayette County, in one little hill-top near Ligonier ; and the Pittsburg bed has been
left in like manner, on Broad Top, in Huntingdon County, under a iew acres at the
summit of the highest peak of that mountain . With these few exceptions, this bed
has been washed, worn, or eroded from the whole surface of Middle and Western Penn-
sylvania, east of a line drawn through Connellsville and Blairsville. West of this line,
and south of the Kishkaminitas and Ohio Rivers, the upper or Pittsburg coal series
of beds have more or less escaped erosion, and are spread through western Fayette and
Westmoreland Counties, and are mined everywhere along the rivers which flow with
and into the Monongahela. At Ursina and Confluence we have only the lower coals.
At Connellsville, Greensburg, and Pittsburg we have the upper coals, as also in the
Salisbury Hills ; also in the center of the Cumberland, George's Creek, or Frostburg
coal-basin. The "Pittsburg Bed," the "Connellsville Bed," the "Irwin Gas-Coal
Bed," the " Greensburg Gi*eat Bed," the big bed at Latrobe and Saltsburg, are all
one and the same coal-bed ; the same as the lowest of the three upper Salisbury beds,
(about to be described,) the same as the George's Creek bed in the middle of the " Cum-
berland Basin."
This is the fact of first importance in a report on the Salisbury coal-basin.
The fact of next importance is that the coal-bed above described becomes thin and
poor toward Pittsburg and down the Ohio, but grows slowly and steadily in size and
quality going east along the Pennsylvania Railroad, southeast along the Baltimore
and Pittsburg Railroad, and south up the Monongahela.
At Pittsburg it is about 6 feet thick, and injured by pyrites and slate; at Irwin's
and Monongahela City it is 8 and 9 feet thick, and a fine gas-coal; at Connellsville and
Latrobe it is 11 and 12 feet thick, a noble bed for cooking-purposes. What it was in the
country between Connellsville and Meyer's mills we do not know, but when we next
meet a fragment of it at Meyer's mills, in the Salisbury ridge, we find it from 12 to 15
feet thick. And finally, in the Cumberland Basin it is 17 feet thick, and everybody
knows its quality there by the annual consumption of from one to two millions of tons
in Baltimore, Philadelphia, New York, and Washington, and on coastwise and ocean
steamers. This is the bed which furnishes almost all the coke used at Pittsburg and
the largest part of the raw coal of the Ohio River trade, and its quality is so superior
that it has long monopolized the iron-making market at Saint Louis, Mo. This is the
bed which furnishes almost all the coal to the gas-works of the seaboard cities and
inland towns ; and apropos of this circumstance —
The fact of next Importance is that the percentage of gas yielded by the coal of this
bed increases westward and decreases eastward. In the Pittsburg region it yields
from 35 to 40 per cent, of volatile matter ; at Blairsville, Latrobe, Connellsville, and
Uniontown \t% average may be called 30 per cent. ; in the Cumberland Ba^iu it is some-
times as low as 17 per cent. Its average in the Salisbury Basin will, therefore, be
somewhere above 20 per cent, and below 25 per cent.
(Note. — I have no trustworthy analysis of these Salisbury coals. One specimen was
s:iid to yield 29 per cent, volatile matter. The Ursina, Confluence, or Turkeyfoot
lower coals under-run 20 per cent., and lie farther west.)
As we distinguish such coals as semi-bituminous, coals with only 10 to 12 per cent.
as semi-anthracite, and coal with from 9 to 5 per cent, as anthracite, we may say (in
the market) that the Salisbury coal (of this bed) belongs with tJie George's Creek
Cumberland semi- bituminous steam-coals, the finest steam-coal, by the by, in the world
35 E
646 REPORT OF THE CHIEF OF ENGINEERS.
It has, however, a little more gas, and belongs properly also to the good coking-coals,
with an advantage over the Connellsville part of the bed, not in the excellence of its
coke, but in making 200 pounds more of coke from a ton of coal, viz, 10 per cent., or
whatever else may be the proved difference between the average percentage of volatile
matter in the coals of the two districts.
The next important fact to be noticed is that there are three other coal-beds over-
lying the Pittsbarg-Conuellsville bed, two of which are also preserved in the Salisbury
Bnsin.
On Cheat River, in Virginia, the whole system of fonr beds is as follows :
Feet.
Waynesburg coal-bed, from 6 to 9
Interval, (shales, sandstones, limestone,) from 183 to 207
Sewickly coal-bed, from 4| to 6
Intervaf, (shales, sandstone, limestone,) from 40 to 49
Redstone coal-bed, from 4 to 5
Interval, (shales, sandstone, limestone,) from 18 to 6
Pittsburgh coal-bed, from 7 to 14
At Uniontown and Connellsville there are, in all, six beds, well marked, and sep-
arated from each other, thus :
Feet.
Nameless coal-bed —
Interval 18
Waynesburg coal-bed 1 to 3
Interval 120
Uniontown coal-bed 2
Interval (great limestone formation) 130
Sewickly coal-bed, interval 5
Redstone coal-bed, very thin, interval 86
Pittsurgh coal-bed 14
In our Salisbury coal-basin we have as the highest rock on the hill-tpps, the equiva-
lent of the Waynesburg sandstone in the form of a massive conglomerate sandstone
called (after its Kentucky name) the anvil-rock — black slate representing the Waynes -
burg coal-bed.
Feet.
The upper limestone, black slate, and a little coal 20
Uniontown coal-bed, (coal and slate) 50
The lower limestone 15
Sewickly coal, (upper Berlin, coaJ and slate) 15
Interval 55
Redstone coal, (double bed) 10
Interval 30
Pittsburg coal, (lower Berlin) 11
Snch was the section I made at Myer's mills, in September, 1857. In 1870 I got
numerous sections along the southern or Salisbury portion of the basin, which show
the nsnal variations both in the size of the coal-beds and in the intervals separating
them, but prove the only fact of importance to us, that the Pittsbnrg bed maintains
its predominant quantity and quality the entire length of the basin. They prove also
the Sewickly bed is everywhere large, but not reliable in quality, being very slaty.
They prove also that the redstone bed is persistent, but not an unusually large bed.
They reveal, moreover, a new and important fact, that there is a valuable coal-bed
underlying the Pittsburg coal-bed.
The section of the southern half of the Salisbury basin (upper) coal-measures may,
therefore, be thus stated :
Feet
The great limestone Sewickly coal bed, (slaty) ^ 10
Interval, (soft shales) 44
Redstone coal-bed 6
Interval, (shales) 10
Pittsburg coal-bed, (with parting 2 feet) 18
Interval containing two small coal-beds 64
Salisbury coal-bed, over 4
Thence down to the level of Casselman River 55
(Opened recently on the Jonas Beechy tract, 15 feet above river, 5^ feet of pure coal.
Although the Salisbury basin is only nine or ten miles long, and one or two miles wide,
and cut bj' numerous short ravines, wjiich make the outcrop of these beds follow zig-
zag courses around the hUl-sides, it will be seen at once, from the above sections, what
REPORT OF THE CHIEF OF ENGINEERS. 547
an eDormotts qnantity of coal has been left in the ridge, and how perfectly accessible
it is. 1 shall give qaautities presently.
There lie beneath the river-bed, and conformable to the npper coal-measnres just
described, the following beds of the lower coal-measures. These have been struck in
an oil-well boriug as follows in depths from mouth of weU :
Feet
Elk Lick coal, (called 4 feet thick,) at 96
Upper Freeport coal, (called 10 feet thick,) at 132
Lower Freeport (f) coal, (called 8 feet,) at 252
Black slate and coal, (mixed, 2 feet,) at 300
Johnstown ore-bed, at about 340
Streaks of coal, at abont 480
Conglomerate, (forming crest of Alleghany Mountains) 500
And continuing more or less to • 640
Red shale of XI, hence down to bottom of well 690
These coal-beds of the lower system spread through the hills east 'of Casselman's
River, and form the mineral riches of all the Berlin, Salisbury, Ursiua, and Johnstown
country ; but they are hardly worthy of entering into our present discussion of the
npper coal-beds of the Pittsburg (Salisbury) series, in the Salisbury Basin ridge.
The area occupied by tj^e Pittsburg (Connellsville or Westmoreland) bed is eight
and a half miles long; its greatest width is three miles, and the average width oppo-
site Salisbury, and south or Tubmill Run, one mile.
QUAJrriTY OF PITTSBURG BED-COAL.
The sum total of b,000 acres of coal-bed is got by deducting abont 1,000 acres for loss
by valley erosion, and inde6nite southwest limit, from 5,955 acres of calculated total
coal-bed area between Meyer's mills and the south end of the Salisbury Basin.
The whole area is subdivided naturally into four portions, thus :
Per foot.
A 2,000 acres, which at 1,000 tons 2,000,000 tons.
B 2,200 acres, which at 1,000 tons 2,200.000 tons.
C 915 acres, which at 1,000 tons 915,000 tons.
D 840 acres, which at 1,000 tons 840,000 tons.
5,955 acres, which at 1,000 tons 5,955,000 tons.
Say 5,000 5,000,000 tons.
Allowing only 10 feet depth to the bed we get 50, 000, 000 tons.
Note. — The above estimate of 1,000 tons to the acre, for each foot thickness of bed,
allows for pillars, slack and waste of all kinds, and represents the amount of coal
placed in the cars ontside.
The actual geological quantity of coal in this Salisbury (Somerset County) outlier of
the great Pittsburg bed, must be nearly one hundred millions of tons.
quantity of REDSTONE-BED COAL.
The area of this bed is about one-half that of the great bed below it, and its aver-
age thickness is not so well known. I do not think it prudent to estimate for all its
detached areas, ten in number, more than 15,000,000 tons, possibly gross con ten tB
24,000,000 tons.
QUANTITY OP 8EWICKLY-BBD COAL.
Area abont one-tenth of the Pittsburg bed ; total of coal of all qualities, 5,000,000
tons. The above estimates are in 7Mnimo,
QUANTITY OF SALISBURY COAL.
The recent opening of this bed, 5^ feet thick, at an elevation a few yards above the
river-level, near the south end of the basin, is a matter of great importance. The coal
shown to me in Philadelphia is of superb qnality, although somewhat too prismatic
to bear long transport. It appears to be as pure as the best George's Creek (Cumber-
land) coal, and must make first quality of coke. (See analysis at end of this report.)
It outcrops all along the river-face and on both sides of Tubmill Run ; and its total
area must be at least one-half greater than that of the Pittsburgh bed, but I have rea-
son to believe its thickness to be less at the north end than at the south end of the ba-
sin. (On Elk Lick Creek is a 4-fuot bed of very good coal, but belonging to a lower
geological position.)
548 REPORT OF THE CHIEF OF ENGINEERS.
The Salisbury coal-bed, if even 5 feet thick andf^r the south end of the basin, will
contain 25,000,000 tons, the most, if not all, of which lies above water-level. It is then
proper to add to the above quantities a total available sum in this Salisbury bed of at
least 20,000,000 tons.
QUANTITY OP COAL BENEATH WATER-LEVEL.
Future mining operations in the beds of the lower coal-measures will reveal their
condition, thickness, and quantity. They underlie the whole area of, say, 9,000 acres,
more or less, which is in question. It is perfectly safe to give two beds yielding 5 feet
each, i. e., to say 1^0,000,000 tons, or on a practical estimate, 90,000,000 tons.
As these lower beds can only be reached by shafts, and as they spread throughout
Somerset County, and the upper beds are above water-level and monopolized by a few
properties between Meyer's Mills and the Maryland line, it seems hardly worth while
to introduce this secondary element into my estimate of the value of the Salisbury
Basin, which is in itselt, and entirely apart from the existence of these lower coal-beds,
so extraordinarily valuable.
Note. — In any other coal-region of the world the existence of beds nearly horizontal,
and to bo reached by shafts less than 300 feet in depth, (see oil-well boring,) would of
itself give great value to the overlying properties. My report on the Ursina lands
shows that one bed struck by such a shaft is the fine 6-fbot coal mined on the north
fork of Casselman's River, on the west side of the Somerset Basin. Its analysis is a
good deal like that of the Cumberland coal. This 6-foot bed is the great bed of Cassel-
roan's River, between Meyer's Mills, Confluence, and Ursina, and it is increasing in
thickness eastward, so that the report of its being 10 feet thick under Salisbury (see
oil-well boring) may very well be a true one.
I first became acquainted with the isolated and exceptional character of this bed in
1840, during my survey of Somerset, Fayette, and Cambria Counties, in company with
James F. Hodge, and as assistant of the StAte geologist, in whose fifth annual report
ray sketch of the geolo^ of the Salisbury Basin is embodied, but without details. My
knowledge of its peculiarities was much enlarged in subsequent years, and impressed
me always more and more. I have frequently ure^ed its claim to special attention, but
until the completion of the Connellsville and Cuniberland Railroad connection no steps
for ita development could be profitably undertaken. This connection being now made
nothing can prevent this Salisbury Basin from becoming a second, though somewhat
smaller, Cumberland Basin, and that without any rival but the Cumberland Basin.
(No. l.)-^For the little hill-top patch of Pittsburgh bed left standing in the Ligonier
Valley is entirely out of the way of all trade, and too minute in itself to be of any
account; and the Broad Top coals are those of the lower coal-system, small beds and
subdivided, hence coming to market in a soft and dirty condition.
The Salisbury upper (Pittsburgh) coals, if coked, can go down to Pittsburgh in com-
petition with the Connellsville upper (Pittsburgh) coal, coked ; but the Connellsville
coal, raw, is too bituminous to come eastward to Baltimore and Philadelphia in com-
petition with the Salisbury and Cumberland coals, raw. These, then, compete with
each other, but without competition from any other quarter whatever, forming virtu-
ally two competing but allied monopolies of the best steam-coal known.
To feel the full force of this remark it must be kept in mind that what is calleil ^ar
excellence ** Cumberland coal" comes from the "Big bed," (George's Creek bed, Pitts-
burg bed,) in the center of the Cumberland Basin, and what will soon be equally famous
as "Salisbury coal" will come from the same Big bed, Pittsburgh bed, in the central
ridge of the First Somerset or Salisbury Basin.
In considering the commercial value of these coal-beds in comparison with each
other and the transportation distances by the many existing and prox)08ed new routes
to the eastern markets, it is to be borne in mind that the two coals, the Salisbury and
Cumberland, come from one and the same (Pittsburgh, Connellsville, Salisbury, George's
Creek) upper coal series Great coal-basin, and are of equal purity, and the beds of
equal size or rather of greater size at Salisbury.
It is especiallv to be remembered that the Irwin coal (Westmoreland) is only to be
nsed for gas-making purposes, and can only be brought eastward for those purposes ;
for coking purposes it must go to Pittsburgh and down the Ohio. Whereas the Salis-
bury coal will rival the Cumberland coal on a footing of equality, as the best steam-
coal known, and have nothing but the Cumberland coal to compete with ; for the
Broad Top and Alleghany Mountain steam-coals all come from the smaller, more slaty,
and softer beds of the lower coal system, and therefore always must be of inferior value
in the market to the Cumberland and Salisbury coals ; while on the other hand the
Salisbury coal will coke admirably also, and command an equal staudiug in the Pitts-
burgh and down-Ohio-River markets.
Observing, finally, that the noble coals of Jefferson and West Clearfield, about to
enter the Heaboard markets, on the completion of the Low Grade Railroad, must tmvel
three hundred and twenty miles to reach Philadelphia, and then come into the sea-
REPORT OP THE CHIEF OF ENGINEERS. 549
board market in competition with the Irwin gas-coal kinds, (transported three hnndred
and thii*ty-two miles,) to which they really belong, (although the beds are the upper
beds of the lower coal system,) and cannot, therefore, compete well with steam-coals.
Considering all these points, I think I have justified the very exceptionable value
which I have for many years past attached to the Salisbury coal-basin.
Note. — Analysis referred to :
Jndlysia of the five-foot Salisbury bed, meniUmed in this reportfmade by Booth ^' Garrett
S^ymaVt^riiTwktei:;::::::::^^^^ l^;^j volatile matter 25.75
A^/!!^!:;::::::::::::::;:::::: ^issi^^^^ ^^.ss
100. OV
Note. — ^Assuming the specific gravity of the gas to be 0.45 compared with air as
unity, the amount of gas yielded by one pound of coal will be 4.64 cubic feet. This
analysis shows, first, the resemblance of this coal to the Cumberland ; second, the great
amount of coke it will produce even after a certain loss of fixed carbon.
Appendix C.
LETTER OF MR. B. H. LiiTROBE.
Baltimore, March 2, 1874.
Dear Sir : Upon my return home yesterday I received your letter of the 26th Feb-
ruary, asking for information in regard to the cost of the Sand-Patch tunnel upon the
line of the Pittsbnrg and Connellsville Railroad.
The work on this tunnel, of 4,800 feet in length, was commenced and carried on for a
couple of years or more prior to my connection with the road, and I am not now able to
say fro.m sources within my reach what it cost during that time. It was resumed in
lHi65, after a suspension of about eight years, and within the next two yean the sum
of $31,549 was expended in removing 7,620 cubic yards, at an average cost of $4.14 per
cubic yard. This work was done by the day under the superintendence of an agent of
the company, an experienced and trustworthy person, formerly and since a contractor
tipon the line. It gives, therefore, a pretty good criterion of actual cost without profit,
although if done by contract the net cost might have been somewhat less, the desire
to make a profit alfording, even to an honest man, an additional incentive to econ-
omy.
There were 350 feet linear of heading and 500 feet of bottoming in the 7,620 cubic
yards, the former constituting about one-third and the latter two-thirds of the whole
sectional area of the tunnel, which was 16 feet wide by 18^ feet high, with semicircu-
lar roof where masonry was not required, with 2 to 3 feet additional width and height,
where lining was needed. The lining was of stone, as no good brick-clay was found
in the neighborhood, and very good sandstone abounded in the large bowlders of the
conglomerate rocks which were found strewn over the surface in the vicinity.
The employment of this stone permitted the arch to be reduced from 18 inches (had
it been of brick) to 12 inches in thickness, which sufficed for so moderate a span, the
space over the arch not requiring more than 2 or 3 feet of packing, except at certain
points where the rock had fallen more from overhead. The strata were inclined cross-
wise to the line of the tunnel, the dip being 40^ or 50^, and the strike being nearly
parallel to the axis of the tunnel, the grade ascending 1 in 100 from east to west, and
the rock consisting of the old red sandstone underlying the coal-measures. A long
canal-tunnel would cut across the stratification and encounter the lower coal-measures
after passing through the old red and the mountain limestone and the millstone grit.
After the final resumption of the work on the Sand-Patch tunnel in 1868, it was let to
contractors, at the following prices :
Heading, what remained, (748 cubic yards,) nearly all being removed under previous
contract $7 per cubic yard.
Bottominc;, what remained, (27,725 cubic yards) $2.95 per cubic yard.
Stone packing over arch, (5,085 cubic yards) $2.25 per cubic yard.
Side walls, stone masonry, ('.i74 porches of 25 cubic feet) $1 2.00
Arch, stone masonry, (1,899 perches of 25 cubic feet) 13.25
The railroad company furnished cement and sand, costing about $1 per perch^ to be
added to these prices.
The tunnel and approach-cuts, which were long, were made passable by trains in
March, 1871 ; and since, some extension of the arching has been made, so that now
about half the whole length, I thinks is lined.
550 REPORT OF THE CHIEF OF ENGINEERS.
Since writing the above I have found Boroe papers which ^ive the prices of the first
contract, made in 1853, viz : Heading, |I5.25: bottom, $2; packing over arch, ^'^j ohafte,
(four in number, and 88, 120, 142, and 178 feet deep, respectively,) $6 per cubic yard.
These were sunk before I took charge of the work. The first contractors abandoned
the work, the prices being inadequate even at that day of lower prices of everything.
The last contractors made a small profit by close management. The whole tunnel and
approaches have cost about $420,000.
I shonld think it very nnsafe to assume the preceding prices in estimating the cost
of a long canal-tunnel, which might readily be 100 per cent, higher, and, for the shafts,
three or four times as high.
The Saud-Patch tunnel was remarkably free from trouble with water, the rock of
alternately hard and soft ledges, unfit for masonry, and much of it decomposing when
exposed to the atmosphere.
J am, dear sir, respectfully ^ouis,
Ben J. H. Latrobr.
Col. W. E. Merrill,
United States Engineer Office, Cindnnati, Ohio.
inclined planes.
United States Engineer Office,
CindnTuitU Ohio, May 8, 1874.
General : Iq my report on the extension of the Chesapeake and
Ohio Canal, dated March 20, 1874, and printed as Executive Document
No. 208, House of Representatives, Forty-third Congress, first session,
I stated, under the heading " Inclined Planes," that Colonel Sedgwick
was preparing a special paper on the method of canal navigation by the
use of inclined planes, which I intended to forward with the request
that it might subsequently be attached to my report. I have just re-
ceived the paper in question, and I herewith forward it, with the request
that it may also be transmitted to Congress for publication. The sub-
ject discussed is one whose details are not widely known, and the infor-
mation which the report contains will be quite useful to all engineers
who have to discuss the problem of canal navigation in mountainous
districts.
Respectfully, your obedient servant,
Wm. E. Merrill,
Major Engineers.
Brig. Gen. A. A. Humphreys,
Chief of Engineers.
Sapplementdl report of Mr, Tko/nas S. Sedgwick, Aasiatant Engineer.
Washington, D. C, March 30, 1874.
Colonel: Id relation to the extension of the Chesapeake and Ohio Caual from
Cumberland, Md., to Pittsbnrg, on the Ohio, I have the honor to make a snpplemental
report on the study of ^ inclined planes " ae a means of raising and lowering boats
from one level of a canal to another, instead of the canal lift-locks.
The use of such planes is not new, although they are somewhat of a novelty. They
have been in use on the Duke of Bridgewater's Canal in England, and planes carry-
ing caissons fuU of water in which tne boats were floated have been used on the
Monkland Canal, near Glasgow, Scotland ; but the most noted and, doubtless, the most
successful application and use of inclined planes is a matter of national pride to the
United States, in the example of their efficiency and economy in cost, and saving of
time in transportation, as used on the line of the Morris Canal, in New Jersey.
The Morris Canal extends across the northern portion of New Jersey, from Easton,
Pa., on the Delaware River, to tide-water at Newark, on the Bay of Newark, a distance
of one h uudred and one miles. The total rise and fall on the canal is stated at 1.557 feeti
of which 223 feet is overcome by locks of varions lifts, and 1,334 feet by inclinea planes,
REPORT OP THE CHIEF OP ENGINEERS. 551
ayeraji^iDg 58 feet lift each, of which onO) near the western terminus of the canal, has a
height of 100 feet.
'Hiese planes were, when first constructed, operated in connection with an ordinary
lift-lock placed at the head of the plane, connected with the npper level or pool, into
the hottom of which lock the track (an ordinary railway-track) of the plane was laid,
and led down the plane to the lower pool. The hoats were carried up or down the
plane on a wheeled carriage running on a railway-track operated by an endless chain
passing around large horizontal pulleys, (fixed at the head and foot of the plane,) and
attached to a large winding drum operated by a turbine motor, and the usual gearing
and machinery for transmitting such power. The turbine with its machinery is lo-
cated in a house on one side of the plane at about the middle of its length, and is ope-
rated by the head of water taken from the upper pool. The boats were taken into the
locks at the head of the planes in the usual manner, and as the prism of lift- water was
discharged the boat settled down into the carriage and was let down the piano to the
lower pool, where the boat, following the inclined plane to a depth greater than the
draught of the boat, floated and was detached, pa.ssing on its way. Boats moving in
the contrary direction were drawn over the carriages as thev stood in the lower pools
at the foot of the planes and made fast thereto, and the machinery being put in mo-
tion, the carriage rising along the planes, the boats settled down upon them and were
carried up to the head of the planes and into the locks, which were then closed, the
prism of lift-water let in, and the boats were raised to the upper pool and passed on
their way.
The locks at the heads of the planes have been taken away, and the railways of the
planes are carried over into and down to the bottom of the upper pools, where the
boats are received and discharged from the carriages in the same manner as at the foot
of the planes in the lower pools. This arrangement of the two planes is called a
'* summit-plane j" and this is the kind of plane I have considered in connection with the
extension of the Chesapeake and Ohio Canal, with special reference to their applica-
tion on the mountain section of the Savage River route, between the mouth of Savage
River and Salisbury, on the Castleman River, and at one or two places farther west on
the route where their usefulness is apparent.
The loaded boats of the Morris Canal, tK)gether with the carriage, weigh about 110
tons. Observations made on the operating of a plane at Newark, rising one foot in
ten, and having a lift of 70 feet, showed that boats were readily and efficiently passed
from one pool to the other, over a horizout.il distance of about 1,000 feet, in four
minutes, equal to a rate of twenty-eight miles per hour.
DESCRIPTION AND ESTIMATE OP COST.
The accompanying drawings, showing a profile and plan of a siujy/e-track plane, and
a plan of a double-track plane, illustrate the arrangements and dimensions of a sum-
mit-plane of 64 feet lift, rising one foot in 10 feet. H is the upper and L the lower pool
or level of the canal, connected by the inclined plane. The summit of the plane at S
is from 1^ to 2 feet higher than the surface of the upper pool, and the second brauc.
of the plane descends to the bottom of the upper pool at the rate of 1 foot in 10 feet
and the foot of each plane is continued beyond the ordinary depth of the canal to gain
depth enough to allow the carriage to pass under the boat as it floats, as shown <<t A.
The additional depth shown in this plan is about 6 feet, requiring a total depth of 12
feet. P and P are the horizontal pulleys around which the traction cable passes con-
necting the carriage with the winding-drum D. They are ^rmZj^ fixed to masses of
masonry. The turbine motor, connecting with the winding drum by suitable gearing,
is placed in a suitable house at the foot of the plane to utilize the available hydraulic
head between the pools.
The carriage is formed of two parallel trusses, each resting on two trucks of two
iron wheels, each flanged like ordinary railroad-car wheels. The trusses are connected
by bearing joists or floor-beams on which the boats rest while being moved up or down
the plane. The trusses are carried by bolsters resting on axle-pivots at O O in such
manner that the trucks may, in moving over the crest of the plane, adjust themselves
to the plane of the track by turning about the axle-pivots. The track upon which
the carriage runs consists of the •rmnary T railroad rail laid on longitudinal string-
ers, which are placed on a foundation wall of masonry, put deep enough in the ground
to be undisturbed by the freezing of the ground in winter. The traction cable C is
supported on grooved carrying-wheels placed at proper intervals, and iron rollers are
used to carry the cable over the crest of the plane. The carrying- wheels placed be-
tween the drum and the horizontal pulleys move horizontally on their axles, adapting
themselves to the horizontal motion of that portion of the cable as it winds off or on
the drum. The p^nes are increased in length in proportion to the depth reached in
each pool, and a portion of level track is laid in each pool for the carnage to rest on
when receiving or discharging a boat, the pulleys being placed at the ends of the level
portion of track.
652 REPOET OF THE CHIEF OF ENGINEERS.
The total height of the main plaine from the hottom of the lower pool to its crest or
Hummit is 77.5 feet, and the height of the plane in the upper pool is 13.5 feet. The
horizontal lengths of the planes are therefore 775 feet and 135 feet, and their slope
lengths are 778.86 and 135.67 feet, which, together with two level portions of 100 feet
each, makes the track needed 1414.5 feet long. [Fifteen feet are taken from each end,
leaving 1,085 feet of track.]
The length of cable used is twice the lengths between the pnlleys, measured on the
planes, the circumference of one pulley, and the distance passed over by the carriage
in going from one pool to the other, say 980 feet, a total length of 3,235 feet. The
ends of the cable are separately fixed to the di*um, and a length of cable equal to the
distance passed over by the carriage is always wound on the drum. In the double-
track plane the length of cable is twice the distance between the pnlleys by the planes,
once and a half the circumference of a pulley, the distance between the tracks, the
distance passed over by the carriage, and twice the distance from the drum to the
pnlleys in the upper pool, in all 4,140 feet.
The gauge of the track is 18 feet, and the slopes of the canal-prism, if carried to a
depth of 12 feet, will not provide room enough for the single-track plane, and the neces-
sary widening and the excavation of the prism between the foot of each plane, and
the surface of the pool is considered in the cost of the single-track plane ; and in the
cost of the double-track plane the expense of widening to a width of 75 feet for a dis-
tance of 300 feet in each pool is included.
The exx)ense of deepening the canal to a depth of 12 feet for a distance of 100 feet in
each pool is also included in the cost of the single-track plane.
COST OF SINGLE-TRACK PLANE.
Deepening pools, 2,150 cubic yards, at 40 cents I860 00
Grading surface of plane, say 3,000 cubic yards, at 30 cents 900 00
Trenches for masonry of track, 500 cubic yards, at 30 cents 150 00
Foundation walls, 350 cubic yards, at §8 per yard 2, 800 00
Track-stringers, 15,000 feet, board-measure, at $35 per thousand 525 00
Fastening stringers to wall, 450 pounds bolts, at 6 cents 2700
Track-raus, 80 pounds per pard, 25.8 tons, at $90 per ton 2, 322 00
Joint splices, 70, at $1 each 70 00
Track-spikes, 400 pounds, at 5 cents 20 00
Laying track, say 100 00
Carrying-wheels and rollers, 8,500 pounds, at 5 cents 425 00
Grooved-puUeyS) 5,000 pounds, at 4^ cents 225 00
Traction-cable, 3,235 feet steel- wire cable, 2i diameter, $1.65 5, 337 75
Turbine diameter, (in place) 1, 000 00
Gearing 20 tons cast iron, at $100 per ton 2, 000 00
Drum and fixtures, 2 tons, at $100 per ton 200 00
Flume and penstock, complete, with feed-gate 5, 640 00
Fixing grooved pulley, (masonry and iron) - 450 00
House for machinery 1,500 00
Boat-carriage, carefully figured 2,500 00
Sum of items 27,051 75
Contingencies, 10 per cent 2,705 17
Cost of plane 29,756 92
COST OP DOUBLE-TRACK PLANE.
Cost of single-track plane $27,052 00
To which add the following qaantities :
Additional widening, 3,000 cubic yards, at 40 cents 1, 200 00
Trenches for foundation, 500 cubic yards, at 30 cents 150 00
Foundations, track-masonry, 350 cubic yards, at $8 2, 800 00
Track-stringers, 1,500 feet, board-measure, at 835 per thousand 525 00
Stringer-fastenings, 450 pounds bolts, at 6 cents 27 00
Track-rails, 25.8 tons, at $90 8,322 00
Joint splices, 70, at $1 70 00
Track-spikes, 400 pounds, at 5 cents 20 00
Laying track 100 00
Grooved pulley, (large,) 5 tons, at 8100 per ton 500 00
Carrying wheals and rollers, 5,000, at 4^ cents 225 00
Traction-cable, 910 feet, at $1.65 1,501 50
FixingpuUey 250 00
REPOET OF THE CHIEF OF ENGINEERS. 553
Boat-carriage, as figared $2,500 00
Movable carrying- wheelB, 2,500 pounds, at 6 cents 150 00
Sainof it^ms 39,392 50
Contingencies, 10 percent 3,939 25
Cost of double-track plane 43,331 75
ECONOMY OP COST AS SUBSTITUTE FOR LOCKS.
In a mountainous country, where a considerable elevation is to be overcome in com-
paratively short distances, and where the ordinary lift-locks must be placed in flights,
8o called, that is, adjacent to each other, or be placed so close together as to seriously
retard navigation as to time, the pools being so short that the average usual speed
cannot be acquired between the locks, (and the time lost in locking and attendant
delays consume a great part of the time on the section where the locks are so close
together,) or where, to avoid such loss of time, the lifts of the locks must be made so
great that the requisite supply of feed-water cannot be had, (such locks being also very
expensive in their construction,) the locks in either case being a principal item of the
cost of the canal, as well as a continual source of delay in transportation, if there
should be but one lock for each mile, the cost of locks would be but some $16,000 per
mile ; but if the levels of the canal, as in some well-known cases, were ten or twelve
miles long, then the cost of the locks would be but some $1,500, or even only $1,000 per
mile for the ordinary lifts of eight feet ; on the contrary, if the canal s to be carried
into a mountainous region, where the slope of the valleys must be followed at a rate
of 50 or 60 feet rise per mile, requiring 6 or 8 locks per mile, their cost becomes the
principal item of expense, and may reach as much as $130,000 per mile.
Considering the section of the Chesapeake and Ohio Canal between Cumberland and
Connellsville, via the Savage River route, as presented in my report of January 30, 1874,
we And the cost of locks between Cumberland and the month of Savage River equal*
to 28 per cent, of the whole cost of the canal— $21,000 per mile — the locks occun-injp; at
intervals of three-quarters of a mile. At the mouth of Savage River the ascent of the
mountain begins, and between that point and the summit, a distance of sixteen miles,
there are 140 locks, aggregating more than 75 per cent, of the estimated cost of the
canal for that section.
If, to avoid this high ratio of cost of lift-locks on the line of canal, we consider
the substitution therefor of the single-track inclined-plane, as described above, we find
that one plane overcomes the lift of ei^ht locks of 8 feet each. [This lift of the plane
was assumed with special regard to this section of the canal, as, in my judgment, they
can be economically placed at average intervals of about one mile.] Eighteen planes
would be required to overcome the elevation of the Savage River section, where there
are 140 locks, and two planes for the section between the western end of the Summit
Tunnel and the mouth of Piney Run, where there are 16 locks in 6 miles. On these two
sections the slopes of the hill-sides are favorably conditioned for supporting the levels
of the canal for such use of the planes.
The 156 locks, estimated on this section of the canal at $16,500, (with 10 per cent,
contingencies,) would cost $2,574,000, while, on the contrary, the 20 planes would cost
but $595,138.40, a difference of $1,978,861.60 in favor of the planes, equal to a saving of
76.88 per cent, of the cost of the locks, and reducing the cost of this section of the
canal by 58.58 per cent. Comparing the cost of the plane with the cost of the eight
locks it would take the place of, there is a difference of $102,243.08 in favor of the cost
of the plane, overcoming the same height of lift by the plane as by the eight locks, at
22.5 per cent, of the cost of the locks.
There are no natural indications that planes could be used between Cumberland
and the mouth of Savage River, and the cost of supporting the levels of the canal on
the hill-sides might be a greater increase (in the cost of high embankments, or the
crossings of lateral ravines or valleys, and high aqueducts) than would be saved by
the planes of less lift than described above.
There are, however, two places on the line of the canal west of Meyer's Dale City
where planes could be advantageously used. Referring to the report of the Board of
Internal Improvement, (1st subdivision, western section,) there is a reference to the
Ohio Pyle Falls, where the fall is 96 feet in the distance of one mile. The cost of a
plane of this height would be, in addition to the cost of the 64 feet high plane, the
cost of 321.6 of track and traction-cable and their accessories, amounting to $3,068.45,
including 10 per cent, contingencies, making the total cost of the plane $.32,825.45;
while, on the other hand, twelve locks of 8 feet lift each would cost |l98,000, a difitur-
ence of $165,174.55 in favor of the plane. The other place I refer to as indicating the
substitution of a plane for locks is at the mouth of Castleman River. The use of a
plane at this point would save $102,243, as found above. These items of difference in
554 REPORT OF THE CHIEF OF ENGINEERS.
•
cost aggregate $2,246,279.15, which is applicable to the reduction of the cost of the
canal as estimated in my former report, reducing the cost from $19,937,285 to
$17,691,006, a reduction of 11.25 per cent.; a sum that, rated as an invested capital, at
6 per cent, per annum, is equal to a saving of $134,776.75 in annual expense of main>
taining the canal.
This character of inclined plane could also be applied on the Wills Creek section of
the Wills Creek route nnder very similar conditions, as will be seen by reference to the
report of the Board of Internal Improvements, '' eastern portion " of middle division,
where the intervals between the locks are given as 180 yards, equal to 540 feet, and
the average of six locks per mile obtains between Cumberland and the summit of the
mountain.
EXPENDITURE OF WATER IX OPERATmG THE TURBINE MOTORS.
In determining the work to be done in moving boats over the plane, the weight of
the boat is taken at 30 tons, the weight of the cargo at 120 tons, and the carriage at 35
tons, making an aggregate load of 185 tons, or 414,400 pounds. Resolving this weight
with reference to the plane rising 1 on 10, we have for the pressure perpendicular to
the plane 412,343.4 pounds, and for the weight acting downward, parallel to the plane,
41,234.34 pounds. This weight, together with the friction of the load, is to be overcome
in moving the load up the plane. Taking the friction at eight pounds per ton of the
weight normal to the plane, we have for the rolling friction 1,472.66 pounds, which
gives the force to be applied in moving the load 42,707 pounds — moment pounds —
parallel to the plane.
To raise the load one foot high, the travel along the plane will be 10.05 feet : and the
corresponding foot-pounds will be 429,205.35. To move the boat at a rate of 2^ miles
per hour gives a rate of 3.66 feet per second horizontal, or 3.685 feet along the plane,
and the corresponding foot-pounds are 157,375.44 pounds. As 550 foot-pounds are
rated as one horse-power, we require 286.20 horse-power to move the load 3.685 feet in
one second, or to raise it one foot high in one second. Adding five per cent, for friction
of machinery, we get quite nearly 300 horse-power as the measure of work per second
required for the turbine motor.
To determine tibie diameter of the turbine to do this work, and the quantity of water
expended per second, in cubic feet, with a height of head of 64 feet, we have, by the
formulas and proportions deduced from the Lowell hydraulic experiments, (by Mr.
James B. Francis^ C. £.,) for the diameter of the turbine 3.71 feet, and the water dis-
charge 56.26 cable feet per second. To move the carriage over the distance from the
average place at the foot of the main plane until the rear wheels are over the crest of
the planes toward the upper pool, whence the force of g^*avity will take it to the foot of
that plane, a distance of 825 feet, will require 3.75 minutes' time and expend 12,433
cubic feet of water. [These formulas consider the useful e£fect of the turbine as 0.75
of that due to the hydraulic head.]
As turbines are so arranged that the expenditure of water is in proportion to the
work done, we have an expenditure of 4,368 cubic feet of water to draw an empty boat,
65 tons, (with carriage,) up the plane, and, to move the same loads from the upper pool
over the crest of the plane a distance of 200 feet, we have an expenditure of 3,014
cubic feet for a loaded boat, and 1,059 cubic feet for the empty boat. These quantities
need not be necessarily fully expended, as a part of the work is done in moving the
load over whatever distance the rear trucks of the carriage may be from the foot of
the plane when the movement begins, and in carrying the rear trucks of the carriage
over the crest of the plane ; times]in which the full power of the turbine is not re-
quired.
The movement of boats up or down the slopes of a canal, whether operated by planes
or by locks, are somewhat analogous. When the canal is operated by locks, each loaded
boat passing up the canal draws from the upper pool one lockful of water, plus the
boat's displacement, and an empty boat one lockful, plus its displacement; and in
passing down the canal each boat draws off from the upper pool a lockful of water
less its displacement, when the locks are found empty ; but if the locks are found full,
the down-going boats will force the quantity of their displacement out of the locks
into the upper pool. [A lockful of water is considered as part of the lower pool.] In
the case oi the locks under consideration, the prism of lift contains 12,000 cubic feet,
and a loaded boat displaces its weight of 150 tons, 5,391 cubic feet, and an empty boat
its weight of 30 tons, 1,078 cubic feet, of water ; and in making a comparison of the
expenditure of water in the two systems of worKing the canal, the displacement of the
downward-going boats will be credited for the case of finding full looks.
To make the conditions of comparison equable in the two systems, we will first con-
sider the expenditure of water by four boats (two loaded and two empty) going up,
and two loaded and two empty going down, giving the benefit of full looks to one
loaded and one empty boat going down
EEPOBT OP THE CHIEF OF ENGINEEES.
555
Directioii and eondition of boats.
Two loaded boats going np
Two empty boats going np
Loaded boat down, (look empty)
Empty boat down, (lock empty) .
Loaded boat down, (lock fnli) . . .
Empty boat down, (lock fall) ...
Total for eight boats
Giving an average for each boat
a
OB
Oubicfeet.
34,782
26,156
6,609
10,922
5,391
1,078
B
e
CO
9
Oh
72,000
9,000
Ouhicfeet
24,866
8,736
3,014
1.059
3,014
1,059
41,748
5,218^
.5 o
2. ► 3
n
CMbicfeeL
9,916
17,420
3,595
9,863
2,377
19
3, 781^
Showing a difference of 42 per oent. in favor of the inclined-plane Bystem.
If, for a second comparison, we consider only loaded boats going in each direction,
taking for example two boats each way, and giving one boat the beneiit of finding a
fall lock going down, we find as follows:
Direction and condition of boats.
Two loaded boatfl going np
One loaded boat down, (look empty)
One loaded boat down, (lock full)
Totals for four boats
Giving an average for each boat
Lock ex-
pends.
Plane ex-
pends.
(htbie/eet
34,782
6, 609
5,391
CHtbicfeet.
24. 8G6
3,014
3,014
OvinefeeL
9.916
3,595
2,377
36,000
30,894
9,000
7,724
In favor
of plane.
1,276
Showing a diiference of 14 per cent, in favor of the inclined-plane system.
If we apply this method of comparison of the expenditure of water to the summit-level
of the canal, we shall find that, when we consider the system of inclined planes, each
loaded boat passing the snmmit draws off from the snmmit-level 15,447 cubic feet of
water, and each empt^ boat 5,427 cubic feet of water, in the operation of the two sum-
mit-level planes, an average of 10,437 cubic feet to each boat ; and if we take the case
of the locks, each boat passing the summit, loaded or empty, draws off either 24,000
cubic feet or 12,000 cubic feet, as the lock by which the boat leaves the summit-level
is found empty ^or full, an average of 18, 000 cubic feet for each boat, a saving in the ex-
penditure of water of 42 per cent, in favor of inclined planes. If we consider only
loaded boats passing the summit we find for the inclined-plane system an expenditure
of 15,447 cubic feet of water for each boat, and for the lock-system an average (again)
of 18,000 cubic feet, or 14 per cent, in favor of the inclined plane. This is the best j^roc-
iioal comparison that can be made in favor of the lock-system, and shows that the ex-
Senditure of water by this system of inclined planes is 86 per cent, of the expenditure
y locks.
The most favorable assumption that can be made in favor of locks is that which pre-
sumes that the boats alternate in direction regularly and continuously day by day, and
month by month, throughout the season, in which case each boat would expend but
one lockful of water in passing the summit-level ; bat this recurrence of boats is not
presumable, and any derangement of this order for one day is not compensated by a
similar disorder of recurrence on following days, and consequently presuming that two
boats may go in one direction to one boat in the contrary direction, one and one-half
lockfuls of water are estimated to be expended by each boat passing the summit-level.
This irregularity of directions of boats increases the expenditure of water at the sum-
mit by 50 per oent. in the lock-system, but with the system of inclined planes such ir-
re^larity in direction makes no change in the quantity of water expended at the sum-
mit, thus avoiding any doubt as to the supply required for a given number of boats, as
each boat requires a given expenditure in passing the summit-level. In the case of
looks, if twenty or thirty boate should pass the summit in the same direction and fol-
lowing each other they would each expend two lockfnls of water, or more than double
the quantity that would be expended by the same number of boats passing in the same
order by the system of planes.
There is, however, a general condition of commercial transportation, which consid-
ered as a basis of comparison between these systems of operating the canal with espe-
cial regard to the expenditure of water in its daily operations, gives great weight to
the system of inclined planes, ;
556 "eeport of the chief of engineers.
The moTement of ireiebts between the East and the West, by the lines of transport-
ation already established^ shows that the freights eastward are gpreatly in excess of the
freights westward, in the proportion of about 6 to 1. This indicates that abont six
loaded boats would so eastward to one loaded westward, that five-sixths of the boats
going westward would be emptv, and all going eastward would be loaded, consequently
we may presume that of twelve boats passing the summit-level of the canad seven
may be considered as loaded and five may be considered as empty. By the system of
looks each boat passing the summit-level will have an average expenditure of 18,000
cubio feet of water, or 216,000 cubic feet for the twelve boats, but by the system of
inclined planes the seven loaded boats will expend 108,129 cubio feet and the five
empty boats will expend 27,125 cubic feet of water, a total of 135,254 cubic feet, an
average of 11,271 cubic feet for each boat, or only 62 per cent, of the expenditure by
locks. Upon this hypothesis of the movement of boats loaded and empty, the quantity
of water required for operating the inclined planes may be determined definitely for
any given number of boats, and generally the quantity of supply of feed-water at the
summit may be determined upon the basis of tonnage per annum ; 100 boats would
carry (58 being loaded and 42 empty) 6,960 tons, and expend 1,127,117 cubic feet of
water, about 162 cubic feet per ton, varying as the tonnage : whereas, on the contrary,
by the lock-system the 100 boats passing the summit would expend equal quantities
of water whether loaded or empty.
It may be further remarked that by the system of planes the loss by leakage at the
locks would be entirely obviated at the summit-level, an insignificant quantity proba-
bly, but yet worthy of being noted.
Referring again to the comparison of quantities of water expended at planes and at
locks in the eastern slope of the canal, and applying the hypothesis of non-balance of
freights eastward and westward, we find that six loaded boats passing eastward, and
one loaded and five empty ones passing westward, will expend 52,^7 cubic feet of
water, and by the same movement of boats through a lock by the favorable condition
of three eastward boats, finding full locks, there will be expended 73,357 cubic feet of
water, nearly one-half more than the quantity expended by the inclined plane. This
feature of the comparison, together with the absence of leakage at the summit-looks,
shows that, in the system of incliued planes, the storage water in the summit-level is
under better control in the matter of its distribution down the slope of the canal, sav-
ing in the last case 33 per cent, of the water expended by the system of locks, under
the same condition of tonnage. This feature gives great weight to the system of in-
clined planes.
The local conditions in regard to these comparisons are, on the Savage River section
of the canal, especially favorable to the system of inclined planes.
EFFECT ON THE TONNAGE CAPACITY OF THE CANAL.
It was shown in my former report that the tonnage capacity of the canal is depend -
' ent on the facility for passing boats at the restricted points as at the locks, and was
equal, under ordinary circumstances, to about eight boats per hour, anil 192 per day.
Upon the basis of movements of freights eastward and westward, given above, seven-
twelfths of these — 12 boats — are loaded, aggregating a tonnage or 4,032,000 tonnage
for a season of 300 days. In the case of tne inclined planes, boats can be passed up
(and down) over a distance of 950 feet in 4.4 minutes, allowing for time to get into the
carriage, say ten boats per hour, increasing the capacity 25 per cent. With regard to
the convenience of passing boats at a plane, it may be readily shown that they can be
passed over the plane in one-half of the time, or in any other ratio, by the same expend-
iture of water, by increasing the power of the turbine motor.
If double-track planes were applied to the canal at the increased cost of 50 per cent.,
the capacity is to some extent unlimited, and ten boats could be passed in each direc-
tion in each hour, doubling the capacity last stated, which would give 480 boats per
day, and 144,000 boats, 17,280,000 tons, per annum of a season of 300 days.
ECONOMY OF TIME IN TRANSPORTATION.
To determine the time of transit over a canal oi>erated by locks, the time taken up
in slowing up the boat to enter the lock, and the time taken up in getting under way
again ar- the usual speed, must be taken into the account as the means of determining
the time lost by retardation of speed, as well as the time required in locking through. A
like amount of retardation takes place in passing a plane, as the boat must come very
nearly to a dead stop in entering the carriage, but by good management the boat may
be made to leave the carriage with the communicated velocity acquired in passing over
the plane— 2^ miles per hour.
[This is the practice on the Morris Canal.]
To determine the time consumed at locks in retardation and locking, we may take
the operations on the completed canal as a basis. Under the most favoi*able conditions
of the lock being open to an approaching boat, the tow-line is cast off at the distance
of 350 feet from the lock, and the boat comes to a stop when in the look, and we will
assume that an equal distance is required to get under way again at the usual speed.
REPORT OF THE CHIEF OF ENGINEERS. 557
The lock for this purpose is taken to be 120 feet long ; and tbe distance occupied in
slowing np, locking, and getting under way again is therefore 820 feet at eiich lock.
The usual speed acquired over the canal between locks is two miles per honr, rarely
faster. Loaded boats make the trip from Cumberland to Georgetown, a distance of
184.5 miles, in 4^ days, passing through 74 locks, making an average speed of 1.7 miles
per hour. \
The total distances taken to slow up, lock, an4 get under way are, for 74 locks, 60,680
feet, leaving 913,480 feet, over which the speed of two miles per hour is made, reqnir-
ing 86^ hours of time, and the time remaining of 4| days, 21^ hours, is taken up at the
locks in retardation and locking, equal to 17^ minutes at each lock, in passing over
820 feet of distance. To render this case somewhat more favoiable, we will assume
that but 15 minutes' time are taken up in slowing up, locking, and getting under way.
In applying these measures of time to the portion of the canal between Cumberland
and Connellsville, via the Savage River route, we will consider it iu characteristic
section. Connellsville to mouth of Piney Run, 68 miles, with 134 locks ; Piney Run to
mouth of Savage River, twenty -eight miles, with 156 locks; and Savage River to Cum-
berland, thirty-one miles, with 42 locks.
In passing over the first section of 68 miles, a boat will, take up 33.5 hours in passing
134 locks and 109,880 feet, leaving 249,160 feet to be passed over at the rate of two mile s
per hour, requiring 23.6 hours, a total of 57.1 hours for this section. On the middle sec-
tion, deducting the tunnel summit-level of 5 miles length, which will be passed iu 2.5
hours, 39 hours will be taken to pass 156 locks and 127.920 feet of distance, equal to
24.23 miles, 1.2:) miles more than tne distance to be passed over on this section, exclu-
sive of the tunnel. The reason for this result is that the distances between the locks
average about 660 feet, 40 feet less than is assumed to be taken up in getting under
way, and slowing up to enter the next lock, and the boat does not get the speed of two
miles per hour, as assumed, but in the half distance between locks will acquire a speed
of 1.89 miles per hour. [As we have assumc^d nearly 2| minutes less time at locks tlian
was found by the basis of times on the portion of canal in operation, we may disregard
this saving of a fraction of a minute.] The whole time on this section is 41.5 hours.
The time occupied in passing over the section from the mouth of Savage River to Cum-
berland, we have 10.5 hours to 42 locks, and 34,440 feet of distance and 12.24 hours to
pass over the remaining 129,240 feet or 24.48 miles, making for this section 22.74 hours,
and for the whole distance between Cumberland and Connellsville, 121.34 hours, a rate
of 1.05 miles per hour. If the 17.4 minutes found to be occupied at each lock hail been
used in these calculations the time would have been found to have been 13.28 hours
more, or 134.62 hours.
BY SYSTEM OF INCLINED PLANES.
The time required for the passage of boats along the canal where inclined planes are
used is to be determined in the same manner as for the system of locks. Equal times
and distances are taken up in slowing up to enter the carriage, as in the case of locks,
but no time is lost in retardation in getting under way again. If a boat, moving at
the rate of two miles per hour, comes to a stop in 350 feet when the propelling power
is stopped, the average rate of speed has been one mile per hour for the ikO feet of dis-
tance and the time 4 minutes, quite nearly. In the calculations for determining the
expenditure of water in passing the plane, the rate of two and one-half miles per hour
was assumed, and to pass from the upper to the lower pool, or vice versa^ a distance of,
say, 990 feet, the time will be 4^ minutes, making 8/^ minutes for the time taken at
each plane to pass over a distance of 1,340 feet.
Considering iirst the section between the mouth of Piney Run and the month oi
Savage River, a distance of twenty-eight miles, with 20 planes, we have for the time
occupied at planes, 2.83 hours and 26,800 feet of distance, and the remaining distance
22.92 miles is passed over in 11.46 hours, and the section is passed in 14.3 hours, (a
saving in time of 27.2 hours on this section,) with a rate of two miles per hour, quite
nearly, the section being passed as if it were one continuous unobstructed leveL
The saving of time at the other points named would be, at the mouth of Castleman
River, difference between 2 hours occupied at the eight locks in going over 6,520 feet
and 8^ minutes and 29.4 minutes (37.9 minutes) to pass the same distance by the plane,
a saving of 1.37 hours.
At the Ohio Pyle Falls, a plane of 96 feet lift would give a distance of 1,310 feet to
be passed in 6 minutes, and 1,660 feet in 10 minutes ; 12 locks would require 3 hours of
time to 9,840 feet of distance, while in passing this distance with the plane but 56^
minutes would l)e taken, saving here 2.06 hours ; and the whole time that would be
sav^l between Connellsville and Cumberland is 30 hours and 38 minutes, (equal to a
shortening of the canal by 61.26 miles,) making the time from Connellsville to Cum-
berland 94 hours, only four days, and the average speed 1.35 miles per hour. If the
time of passing locks as found by the operations of the canal in use, had been used, the
saving iu time would have been almost 4^ days.
It is quite probable that planes could be introduced at other places on the canal, but
the surveys are not made iu such detail as to determine this.
658 REPOET OP THE CHIEF OF ENGINEERS
From the above discussion of planes and locks it is apparent that if planes of higher
lift could be nsed, the economy of time and cost wonla be greater yet ; and that were
the canal operated to its full capacity with planes^ the planes conld be double-tracked
at an increased cost not exceeding 46 per cent, or the cost of the single-track pianos,
which would establish a double line of boats moving in opposite directions as fast as
two miles pei/hour over the mountain section ; nor would the double-track planes ex-
pend as much water in operating the turbines as would the single-track planes, because
the load to be moved up or down the plane would be counterbalanced by 35 tons, or
60 tons, or 185 tons : and in all cases 33 per cent, of a saving in work would take place ;
and in the case of the movement of two boat« at the same time, one or the other of the
boats might be said to have been moved without any expenditure of wat«r ; and for
the case of six loaded boats down^ or eastward, and one loaded boat and five empty
ones westward, on the Savage River section, if the boats could be moved over the
planes in pairs, the expenditure of water would be for the five empty boats up, and the
one loaded one, 36,204 cubic feet, or an average of 2,901 cubic feet for each boat as
compared with 4,363 cubic feet for each boat as found for the single-track plane, a sav-
ing, again, of nearly one-half of the quantity estimated for the operation of single-
track planes.
In the operations of the double-track plane, when two boats were to be moved at the
same time, double work would have to be done in moving the boats over the length of
the upper plane, and for this purpose a turbine of double the power figured for the
single-track plane would be required with double the expenditure of water for that
time, and this double expenditure is considered in the calculation of the last average
Quantity of 2,901 cubic feet. Fixed caissons carrying water in which the boats may be
noated while passing over the plane, have been used, as noted in the begiuning of this
report. Such an arrangement would add the weight of caisson to the load to be
moved and also the 'Weight of water required to float the boat, which would be an ad-
ditional load of about 115 tons, and would require an additional expenditure of water
in the same ratio for like movements of boats. In the case of a double-track plane with
caissons, the same increase in expenditure of water would be necessitated ; but in the
case under discussion, tiiat system of arrangement mu8t be established that expends the
least quantity of water.
In whatever manner the comparison may be made between the lock-system and the
inclined-plane system, either of single locks and single-track planes, or of double locks
and double-track planes, the economy in construction and in the expenditure of water
is pre-eminently in favor of the inclined planes.
Stationary steam-engines could be substituted for the turbine motors, but their cost
would be $15,000 additional at each plane. They would be more liable to accident,
and require skilled superintendence and the constant expense of fuel, while, on the con-
trary, they would avoid the expenditure of water needed to operate the turbines.
EFFECT ON COST OF TRANSPORTATION.
Taking the operations of the completed canal between Cumberland and Georget>own
as a basis of cost, a careful analysis of the cost of transporting coal shows a cost of 0.4
cent per ton per mile, exclusive of tolls, when the rate of transportation is 1.7 miles
per hour, or at the rate of 0.68 cent per hour of time, and conseqnentlv a saving of 30^
hours' time works a saving of 20.8 cents per ton between Connellsville and Cumber-
land, an equated saving of fifty-two miles in distance by the system of inclined planes,
in comparison with the system of lift-locks as herein compared.
Very respectfully,
Thomas S. Sedgwick.
Maj. Wm. E. Merrill,
U. S. Engineers^ Brevet Colonel^ U, 8. A,
N 9.
survey of the tougfflogheny river, pennsylvania.
United States Engineer Office,
Cincinnati^ Ohio, August 14, 1874.
General ; I have the honor to forward herewith LieuteDant Mahan's
report on the survey of the Youghiogheny River, as ordered by the act
of March 3j 1873.
The cause of the deLiy in getting this report before Congress is ex-
plained in the report itself.
^
REPORT OF THE CHIEF OF ENGINEERS. 559
Having no special instractions as to the limits of the sarvey I directed
Lieutenant Mahan to commence at West iN'ewton and work down stream
to the mouth of the river. I selected West ISTewton as the starting
point because I understood that the wishes of those at whose instance
this survey was ordered were to have an extension of thoMonongahela
slack-water system up the Youghibgheny ; and therefore I thought it
best to limit the survey to a length of river that could be examined
thoroughly, and not to "go above a point that could be reached by three
dams of 10 feet lift each, believing that there would be ample time to
continue the survey after these dams were built. I had no instructions
to make this survey a part of the examination for the extension of the
Chesapeake and Ohio Canal route, and therefore treated the question
as a purely local one«
After the estimate for an improvement by permanent dams had been
made, I directed Lieutenant Mahan to make another estimate for the
construction of movable dams, on the model of that across the Seine at
Port-^-PAnglais. I did not expect that this system could be advan-
tageously applied to the Youghiogheny, but I thought that it would be
a valuable study for similar work on the Ohio.
The mouth of the Youghiogheny is in the second pool of the Monon-
gahela, and, theretbre, boats descending the former stream must pass
two locks before reaching free navigation in the Ohio. For this reason,
and for its increased cost, I would not recommend an improvement on
the Youghiogheny by movable dams.
The most serious question in improving this river comes from the
scantiness of its water-supply in summer. On this account the esti-
mate for lock-foundations is particularly large in order to reduce leakage
to the minimum.
The estimated cost of slack-water to West Newton, by three locks
and dams of 10 feet lift each, is $688,023.21. This is a larger estimate
than is usual for such locks and dams, but it will be seen on examina-
tion that the increase of cost arises from the defective character of the
foundations.
Accompanying this report are fourteen sheets of maps, giving the
plat of the part of river surveyed on the scale of 1 inch to 200 feet,
its longitudinal profile, and various cross-sections. There is also a sheet
on which is shown, on a small scale, the kind of movable dam on which
the estimate was based. The movable parts are Chanoine wickets, and
the arrangement is similar to that adopted at Port-^l'Anglais on the
Seine just above Paris.
Eespectfully, your obedient servant,
Wm. E. Merrill,
Major of Engineers^ U. IS. A,
Brig. Gen. A. A. Humphreys,
Chief of JEngineerSi U. 8. A.
Report of Lieut F, A, MahaUy Corps of Engineers.
United States Engineer Office,
Cincinnati, July 28, 1874.
Sir : I have the honor to sabmit the following report of the survey of the Youghio-
gheny River from West Newton to McKeesport :
Having been ordered for temporary duty to the Atlantic coast just two weeks after
my return to this office, and not having had with me any maps or other data from
which a report could be prepared, I have been compelled to wait until the present
560 REPORT OF THE CHIEF OF ENGINEERS.
tiitie before completing it, as upon my retarn I found that certain additions liad to be
made to the maps, the data for which were to be found only in my own note-book.
The act of Congress approved March 3, 1873, reads as follows, in so far as it concerns
this work :
" Sec. 2. That the Secretary of War is hereby directed to cause examinations or sur-
veys, or both, to be made at the following points, namely : * • *
" The Youghiogheny River, Pennsylvania."
# « • ■ • # «
Your orders, given to me verbally, were that the survey should extend from McKees-
port, at the month of the river, to West Newton, about twenty miles up ; consequently
nothing was done outside of these limits.
The Youghiogheny rises near the boundary-line of the States of Maryland and West
Virginia. Its course is about due north as far as Confluence, where its direction
changes to west-northwest, preserving this general direction unchanged uutil it joins
the Monongahela at McKeesport. A few small, unimportant streams empty into it
above Confluence, at which point it is joined by its two most prominent tributaries,
Castleman's River and Laurel Hill Creek. Below Confluence three other streams
flow into it, but they are also very small. The Youghiogheny runs very nearly paral-
lel with the Monongahela ; just below its head- waters* it is crossed by the Baltimore
and Ohio Railroad. At Confluence the Pittsburgh, Washington and Baltimore Rail-
road comes on its right bank, which it follows thence to McKeesport. The Pittsburgh,
Wheeling and Baltimore Railroad is a branch of the Baltimore and Ohio Railroad,
which it joins at Cumberland^ Md.
There are no towns of any importance between McKeesport and West Newton. The
distances of the principal villages from Pittsburgh are as follows :
Milt 8.
McKeesport, on the right bank • 15.7
Boston, on the left bank .. 19.4
Osceola, on the right bank 21. 7
Alpsville, on the right bank 22.5
Shauer's, on the right bank , 25.2
Buena Vista, on the left bank 27.7
Armstrong's, on the right bank 27.7
Moore's, on the right bank 28.8
West Newton, on the right bank 34.5
In times of very high-water steamboats could go up to West Newton, and perhaps
even farther, were it not for the bridge that here crosses the river, and is about 10 feet
above high-water.
I could not And any data for determining an average high-water at West Newton, as
no one seemed to take any particular notice of the river. The highest water there
known occurred on the 7th of February, 1868, and stood at 23. 94 feet above low- water.
This -rise was caused by an ice-gorge in the river below.
The river in times past has been slack-watered, but I have so far been unable to
obtain any satisfactory information about its history or its work. I could only find
traces of two locks and dama, one about a mile below Osceola, the other at Buena
Vista, but they had long been lying in ruins, the dams completely broken through,
and the locks almost totally destroyed. Nothing of them is now standing save small
portions of the chamber-walls. So far as I could learn from conversation with persons
living in the neighborhood of the river, the great cause of failure was in the dame
having been built too high. What this height was exactly I could not learn, but the
lift from pool to pool was about 13 feet.
The survey was made in August, September, and October of 1873. The force at first
consisted of Mr. Hoag, myself, and five men, the number of whom was afterward in-
crease<l to seven. Considerable delay was caused by the difficulty of obtaining suit-
able transportation for the party and instruments, but work w^as finally begun on
August 11 and continued until November 1.
The party was divided into two sections. The first, under Mr. Hoag, took in the
topographical and hydrographical parts, while the second, under my own supervision,
attended to the leveling. The topography was conducted by the ordinarv methode
of courses and bearings. A system of diagonal time-soundings was made from West
Newton to McKeesport, and at all marked shoals lines of triangulated soundings, 20C
feet apart, were run perpendicularly to the shore.
The leveling was conducted with the special object of determining the difterence ol
level between the water-surface at West Newton and the water-suriace in the second
pool of the Monongahela slack- water system. Eleven bench-marks in all were est-ab-
lished. They are all cut on rocks and in the form of a Greek cross, the center of the
cross being the point at which the rod should be held. The following description ol
the bench-marks may be useful for future reference:
No. 1. On top of a sandstone guard-post, situated at the intersection of the curbs on
REPORT OP THE CHIEF OF ENGINEERS. 561
the northeast coroer of Main street and the street fronting the river, in West Newton.
The block is 18 inches high, horizontal section 14 by 8 inches, top face 12 by 6 inches,
B. M. on top face. This bench being the starting-point of levels, its reference TV'as
arbitrarily assumed at 250.0. All references in this survey are in feet.
No. 2. A cross cut on the sixteenth stone from the water-front, seventh course from the
top, north side of the east abui ment of the West Newton bridge. Reference 248,157.
No. 3. A cross cut on the eighth stone from the water-front, twelfth course from the
top, north side of the east abutment of the West Newton bridge. Reference 240,209.
No. 4. A cross cut, with a figure 4 alongside, on a large flat stone, about two miles
below West Newton, on right bank. The stone is a little to the left of a line through
the chimney of a paper-mill at W^est Newton, tangent to the left bank of the river.
The stone is 20 by ^.5 feet, cross is 0.22 foot square, figure 4 is 0.26 foot long. Refer-
ence 224,245.
No. 5. A cross cut on the northwest corner of the top foundation-course of the east
abutment of the railroad-bridge crossing Sewickly Creek, near its month, may he known
by a large Y cut near the northeast angle of the cross. Reference 225,030.
No. 6. A cross cut on a large stone directly across the river from Suter's Pier, at
Sutersville. Reference 221,1%. This B. M. is very badly cut, on account of the nature
of the stone, which, being slaty in its character, would not work well under the chisel.
No. 7. A cross cut on a large piece of conglomerate, irregular in shape'and reddish in
color. It is situated on the left bank of the river, about 800 yards below the old slack-
water dam at Buena Vista. Reference 214,908.
No. 8. A double cross (t) cut on a large out-cropping bowlder on the left bank of the
river, a little below Robbins's Run. The point of rest for the rod is at the cross near-
est the channel. Reference 206,453.
No. 9. A cross cut near the top of a large stone on the left bank of the river. Above
the cross is an arc of nine small holes drilleil into the stone, which is situated midway
between the Alps House (a large hotel at Alpsville, on the right bank) and the
Coultersville Baptist church, a very prominent frame building, with long windows,
standing near the southwest end of Alpsville. Reference 211,291.
No. 10. A cross, snrmonnted by a letter X, on a tiat stone lying on the right bank,
between the coal-tipples of N. J. Bigley and Brown & Cochran. Reference 200,863.
No. 11. No description will be here giveu,as it has since been destroyed.
No. 12. A cross cut on a large stone on the left bank of the river, almost in the pro-
longation of Sixth street, McKeesport. Reference 206,309.
The above description will, I think, be sufficient to enable any one to determine the
location of any of the benches without difficulty.
In determining the difference of level between the water-surface at West Newton
and at McKeesport, the rule was adopted to repeat on the morning of each day the
work done on the preceding afternoon. After reaching the end of the work, it was gone
over twice from end to end, continuously, for the purpt)»e of checking. On account of
my having been laid up sick, the final leveling was doue by Mr. Hoag, and our work
agreed within five-hundred ths of a foot. The difference of level found was 25.427 feet.
From this subtract 1.1 feet, the depth of water at the bridge, and we obtain 24.3 feet
as the difference of level between the Monongahela pool and the bottom of the river
at West Newton. A depth of 6 feet at West' Newton would give the water-surface 30.3
feet above the Monongahela pool. This can be divided into three pools, requiring a lift
of 10 feet to pass from pool to pool. The remaining 0.3 could be removed by dredging.
Owing to the low stage of water, the bottom of the riVer was distinctly visible for
almost the entire distance from West Newton to AlpQvJIIe. The surface of the bottom
is formed of gravel, except in a bend Just above Sutersville and below the old dams,
in which localities the surface-stratum was found to be of sand. As we were unpro-
vided with the necessary boring-tools, we were unable to determine what formation
underlay the bottom. This is a question that must be carefully investigated before
any final locations for the locks and dams can be decided on. '
The discharge of the river was determined by Mr. Hoag at Rattle's Ripple. He made
use of surface-floats over a course of 40 feet in length, the average depth of the section
being one foot. The amount of discharge he found to be 183 cubic feet per second,
which will give 10,980 per minute, or 658,800 per hour. Now, the size of lock pro-
posed for use in this work is that of the large locks on the Monongahela. The cham-
bers of these locks measure 250 feet in length by 56 in breadth. These dimensions,
with a lift of 10 feet, give 140,000 feet as the amount of water required for one lockage.
About twenty minutes is needed for a boat to pass one of these locks, or three boats
can pass in an hour, requiring 420,000 cubic feet of water in the same time, and leaving
a surplus of 238,800, or 1^ of a prism of lift. Now, when the river was gauged, although
it was very low, it was not at its lowest stage, and, judging by information furnished
me by the inhabitants in conversation, I am inclined to think that the supply in a dry
season must bo so scant that it would hardly be sufficient. On this point, however, it
was impossible to obtain reliable data, as the people living near the river do not seem
to study its movements with any care. Granting, however, that this supply (183 cubic
36 E
5G2 REPORT OF THE CHIEF OF ENGINEERS.
feet per second) can be kept up, it will be easily seen tbat the water must be care-
fully husbanded, and that a dam of the very best design to prevent leakage will be
required, and that the foundation for the lock must be made very tight, in order that
the water may not escape through it.
To form three pools three dams will be required. As the exact location of each dam
has not been determined on, I have only been able to assume a length for each one.
Taking that point on each pool where there will be 6 feet of water, and rae;i8uring the
distance from the toj) of the bank on one side to the top of the bank on the other, we
find the sum of the three distances to be 1,850 feet, which, deducting 85 feet for width
of lock, gives the total length of the three dams of 1,595 feet, or an average length
of 532 feet for each dam.
These dams I propose to construct as follows : 1st. To build strong timber cribs,
about 6 feet in height and 50 feet in width, and place them in line across the stream.
2d. To drive a row of heavy square piles along the down-stream side of the cribs, for
the purpose of keeping them in position, the tops of the piles to be flush with the
upper surface of the cribs. 3d. To drive on the up-stream side of these cribs two rows
of 8-inch sheeting-piles in juxtaposition, the rows to break joints. These piles to be
driven so that their tops shall be flush with the top surfaces of the foundation-cribs,
the up-stream row of sheeting-piles to support the lower ends of the timbers compos-
ing the apron of the dam. 4th. To build a strong crib on top of these foundation-cribs,
and make it a continuous structure from one end of the dam to the other. This super-
crib to be 10 feet in height, the down-stream side being built in three steps of 3^ feet
each, the up-stream eide being an apron formed of heavy timbers, wrought to true
faces, and laid as close together as possible. The apron to have a slope of 1 perpendic-
ular to 2.5 base. 5th. The crest of the dam will be formed by a timber 12 by 18, thor-
oughly bolted and fuatened to the crib- work. 6th. To fill in all the crib- work with
riprap. 7th. To cover the entire up-stream side of the dam from the top of the apron
down with gravel, the top surface of which is to have a slope of I perpendicular to 6
base.
ESTIMATE FOR ONE DAM 532 FEET IN LEN(JTH.
14,107 linear feet of piles, 12^ cents per foot $1,770 87
90,720 feet (board -measure) sheet-piles, at 35 cents per M' 3, 175 20
848,400 feet ( board-measure) timber in crib- work, at $:i5 per M 29, C94 00
127,000 feet (board-measure) timber in apron, at $ii5 per M 4, 445 00
.532 piles, driving, atS2.50each 1.330 00
1,064 sheeting-piles, driving, at $2.50 each 2, 660 00
11,000 cubic yards riprap, at $1.25 per yard 13, 750 00
10,588 cubic yards gravel, at 40 cents per yard 4, 235 20
Total cost of dam ; 61,060 27
MASONRY ABUTMENT.
At the end of the dam opposite the lock will be an abutment of stone, extending 30
feet above and below the dam, with wing-walls 40 feet in length. The abutment is to
be 5 feet thick at the top and 10.5 feet thick at the bottom, the side next the bank to
be vertical, the height 22 feet. It is to rest on a foundation of piles in four equidis-
tant rows parallel to the face of the abutment, the piles in each row to ^e 5 feet apart.
A capping-piece 12 by 12 inches will be laid on each row of piles, and the grillage thus
formed covered by a platform of 5-inch x^l^^uk laid crosswise upon it. The top of the
platform to be laid on a level with the bottom of the foundation-crib of the dam. On
this platform will be built the abutment.
ESTIMATE FOR ABUTMENT.
3,040 linear feet of piles, at 12i cents per foot $380 00
9,120 feet (board-measure) grillage, at $35 per M 319 20
9,975 feet (board-measure) platform, at $li5 per M 349 13
438 cubic yards quarry-face masonry, at $9.60 4, 204 80
636 cubic yards rubble masonry, at 87.20 4,579 20
5,000 cubic yards riprap for protecting banks, at $1.25 6, 250 00
152 piles, driving, at $2.50 each . 380 00
Laying grillage - 33 00
Laying platform 70 00
Total for abutment 16,565 33
The foundation adopted for the lock is similar to that of the lock recently built at
Henry, on the Illinois River, the bed in each case being permeable soil. In this caoe,
however, additional precautious have been taken to guard against leakage on account
of the scantiness of the water-supply.
Before going farther it may be well to give a brief de8crii)tion of tbe Henry lock.
REPORT OF THE CHIEF OF ENGINEERS. 663
This lock is built entirely in the bed of the river, the center line at the head being 350
feet from the low-water line, and at the foot 150 feet. The earth where the foundition
is placed was first removed to a depth of 6 feet. Three thousand two hundred bearing
piles 12 inches in diameter were driven so as to have five rows under the entire length of
each wall, the piles in each row being 3 feet apart, the remainder of the piles being driven
over the chamber space in seven parallel rows, the piles in these rows being also 3 feet
apart. Under the head-bay the longitudinal rows are doubled, being fifteen in number.
Longitudinal foundation timbers 12 inches square were then placed on these piles and
securely bolted to them. Cross-timbers 12 inches square were then laid on these and
securely bolted to them, forming a grillage. The spaces between the timbers, and to a
depth of 3 inches below, were filled with concrete, thus making a depth of concrete of
27 inches. All the foundation was then covered with 2^inch plank. Six rows of
sheeting-x)iles were driven across the foundation, the piles being from 4 to 6 feet in
length.
1 he additions I propose to make to the above are, to increase the depth of concrete
to 36 inches ; to put in ten rows of sheeting piles-instead of six ; to put at the head of
the lock two rows of sheeting piles, ti feet apart, instead of one, and to fill in the in-
termediate space with 6 feet depth of concrete; all the sheeting-piles to be 10 feet
long instead of 4 to 6 feet.
As the lock here proposed is smaller than the Henry lock, the chamber of which is
350 feet by 75, the number of piles will be reduced from 3,200 to 2,309.
ESTIMATE FOR FOUNDATION OF IX)CK 250 FEET LONG BY 56 FEET WIDE.
4i),180 linear feet of piles, at 12| cents per foot $5,772 50
173,440 feet (board -measure) sheeting-piles, at $35 per M 6, 070 40
42,000 feet (board-measure) sheeting-piles, at $35 per M 1, 470 00
135,000 feet ( board-measure) lower-flooring course, at $35 per M 4, 375 00
51,050 feet (board-measure) upper-flooring course, at $35 per M 1, 786 75
8,400 feet ( board-measure) binding-strips at $^35 per M 294 00
1,100 cubic yards of concrete, at $6 per yard 6,600 00
7,000 cubic yards of earth excavation, at $1 per yard 7, 000 00
2,309 piles, driving, at $2.50 each 5,772 50
1,050 sheet piles, driving, at $2.50 each .• 2,625 00
^^aying grillage - 550 00
Laying flooring 1,000 00
Total cost of foundation 43,316 15
The lock is to be of stone. Dimensions of chamber, 250 by .56 feet; lift, 10 feet;
walls, 22.5 feet high, 10 feet thick at top, 13.5 feet thick at bottom; 350 feet total
length.
ESTIMATE FOR LOCK.
2,000 cubic yards cut-stone masonry, at $14.40 per yard $28, SCO 00
1,200 cubic yards quarry -face masonry, at $9.60 per yard 11, 520 00
3,513 cubic yards rubble masonry, at $7.20 per yard 25, 293 60
4,000 cubic yards earth filling, at 50 cents per yard 2, 000 00
1 lift-wall, 167 cubic yards quarry-face masonry, at $9.60 per yard 1, 603 20
4 gates, complete, at $4,000 each 16,000 00
Total cost of lock superstructure 85,216 80
SUMMARY.
Cost of dam 61,060 27
Cost of abutment 16,565 33
Cost of lock foundation 43,316 15
Cost of lock superstructure 85,216 80
Cost of one lock and dam, complete - 206,158 55
ESTIMATE FOR ENTIRE IMPROVEMENT.
3 locks and dams, at $206,158.55 each 618,475 65
Removing obstacles already existing, as old locks and dams, old bowlder,
dams, &c 7,000 00
625, 475 65
Add 10 per cent, for contingencies 62,547 56
Total cost of improvements 688,023 21
564 REPORT OF THE CHIEF OF ENGINEERS.
This estimate will carry the full depth of water (6 feet) to the lower end of the town
of West Newton. It is possible that a little dredging may be needed near Buena Vista,
but it will be small in amount, and as the construction of the dams mentioned might
cause the removal of this bar in order to secure a supply of gravel, no account has
been taken of it in the estimate.
MOVABLE DAMS.
Auother mode of improvement, by means of movable dams, is presented.
The system proposed is the same as that adopted at Port-4-l'Anglais, on the Upper
Seine.
Tlie dam on the Youghioghcny will be somewhat longer than at Port-^VAuglais,
the former being 532 feet and the latter 446.
The movable dam proposed consists of Cbanoine wickets, erected in a free pass and
on a weir, the pass-wickets being 13 feet hi||;h and the weir-wickets 7 feet. The depth
of water required at the head of each pool is 6 feet ; consequently, we will have a lift
of 7 feet from pool to pool.
The pass is assumed at 150 feet in width, requiring thirty-eight wickets, and ninety-
five will be required for the remaining 362 feet, which will constitute the weir, the
wickets being taken as 4 feet wide.
The nse of movable dams reduces the lift of the locks from 10 to 7 feet.
As the total elevation required to give 6 feet of water at West Newton is 30 feet, it is
evident that five movable dams will give 35 feet of elevation, or five feet more than is
necessary, while four dams will give but 28 feet, or 2 feet less than is needed. If, there-
fore, the slack- water is to stop at West Newton bridge, we must have either five dams
of 6 feet lift or four dams of 7.50 feet lift each. I should recommend the latter. If,
however, the slack- water is to be extended indefinitely above West Newton, I would
recommend the construction of five dams with 7 feet lift, believing these dimensions
to be the best for general use. The estimates that follow are for movable dams having
the last-named lift. The comparison of cost is, therefore, somewhat unjust to the latter
system, as it actually gives 5 feet more' elevation than the former.
ESTIMATE OF COST.
For a movable dam, constructed like that across the Upper Seine at Port-iVl'Anglais,
height of wickets, 13 feet ; lilt of locks, 7 feet; breadth of wickets, 4 feet :
NAVIGABLE PASS.
C'jst of foundation jht running foot.
3.52 cubic yards cut-stone masonry, at S14.40 : $50 69
11 cubic yards rubble masonry, at 5^7.20 79 20
3.13 cubic yards riprap, at $1.25 3 91
7.30 cubic yards concrete, at $6 43 80
64 feet (board-measure) of sill, at 835 per M 2 24
1,500 feet (board-measure) piles, &c., for coifer-dam, at $35 x^er M 52 50
Total cost per running foot 232 34
Cost of trestle of, pass.
1 trestle, 1,300 pounds, at 10 cents $130 00
2 journal-boxes, 130 pounds, at 7 cents 9 10
2 anchoring-rods, 133 pounds, at 10 cents 13 30
1 anchoring-disk, 1^0 pounds, at 7 cents 5 60
2 claw-balks, 120 pounds, at 10 cents 12 00
1 hand-rail post, 12 pounds, at 10 cents 1 20
Cost of trestle, complete 171 20
Cost of tcickci of pass.
^ horse, 450 pounds, at 10 cents $45 00
^ anchoring-rods, I'Xi pouuds, at 10 cents 13 30
1 anchoring-disk, bO pounds, at 7 cents 5 60
1 prop, 600 pounds, at 10 cents 60 00
4 journnl-boxes, 220 pounds, at 7 cents 15 40
3io ft-et (board-measure) lumber for panel, at §50 per M 15 50
Cost of wicket, complete 154 80
REPORT OF THE CHIEF OF ENGINEERS. 565
Cost of the sole.
1 beur ter and slide, 480 pounds, at 10 cents $48 00
1 tripping-rod, 98 pounds, at 10 cents 9 80
2 guides, 42 pounds, at 10 cents 4 20
1 roller, 2G pounds, bronze, at 40 cents 10 40
Costof sole and appurtenances -^ 72 40
Total cost of one section 4 feet wide of the pasSf excluding the foundation.
Trestle, complete $171 20
Wicket, complete 154 80
Sole and appurtenances 72 40
Chains, bolts, &c., not considered in the above 50 00
Total cost of one section 448 40
Or, per running foot $112 10
Cost of foundation, per running foot 232 34
Cost of pass, per running foot 344 44
Cost of pass, 150 feet wide, $51,666.
WEIR.
Cost of foundation of iceir, per running foot.
1.10 cubic yards cut stone, at $14.40 $15 84
2.50 cubic yards rubble, at $7,20 18 00
3.70 cubic yards riprap, at $1.25 4 63
5.50 cubic yards concrete, at $6 33 00
64 feet(board-mea8ure)of sills, at $:35 per M 2 24
2,000 feet (board-measure) piling, &c., at $35 per M 70 00
Total cost per running foot 143 71
Cost of trestle and wicket of the weir.
There being no data of the weights and dimensions of the wickets of the weir, I as-
sumed that, as they are about three-fourths as high as the wickets of the pass, they
would probably cost about three-fourths as much.
Those of the pass (including the trestles) cost $112 per running foot, hence
those of the weir should cost per running foot about $84 00
To this add the cost of foundation per running foot 143 71
Costof weir, per running foot 227 71
Cost of weir, 382 feet long, $86, 985.22.
Cost of pass and weir.
Cost of weir 382 feet long 86,985 22
Cost of pass 150 feet long 51,666 00
Total cost 138,651 22
If a maneuvering-boat be used for the weir, we can omit the trestle bridge above
the wickets. This would effect a saving of 95 trestles, which, at an average cost of
$128, would amount to $12,160. From this we must take the cost of the boat, which
will be about $300, leaving a total saving of $11,860. The suppression of the wickets
would also greatly reduce the cost of the foundation of the weir, as the latter would
not then be so wide. Assuming that this would reduce the cost of foundation by one-
third, we have a saving from this source of $48 per running foot, or of $18,336 in the
length of the weir.
Under this condition, the total diminution of cost would be —
On the foundation $18, 3:?6 00
On the trestles 11,860 00
Or, in all 30,196 00
Subtracting this from the cost before given, which is . . .' ,. - . . ^. . 138, 651 22
We obtain as the cost when the boat is used 108, 455 22
566 REPORT OF THE CHIEF OF ENGINEERS.
Cost of five dams, giving a total elevation of 35 feet, $542,276.10.
The locks attached to the movable dams, having a less lift by 3 feet than those in the
permanent dams, will cost about one-fifth less than those used with the permanent
dams so far as the superstructure is concerned. The foundation will be unchanged.
Hence we shall have. for cost of the foundation of the lock, §43,316.15; for the super-
structure, §08,173.44. The cost of the abutment will remain as before.
SUMMARY'.
Cost of dam §108,455 22
Cost of abutment 16, 565 33
Cost of lock 111,489 59
Cost of one lock and dam : 236, 510 14
ESTIMATE FOR ENTIRE IMPROVEMENT.
5 locks and dams, at §236,510.14 each , §l,182,.^>50 70
Removi Dg obstructions already existing 7, 000 00
10 per cent, for contingencies 118, 955 07
Total cost of improvement 1, 308, 405 77
Total cost of improvement by permanent locks and dams 688, 023 21
Or the improvement by movable dams will cost more than that by per-
manent dams by 620,382 56
But in this connection we must notice that by the permanent dams we only reach a
height of 30 feet above the surface of the second pool of the Mouongahela slack-water,
whereas by movable dams we reach a height of 35 feet above the same surface.
The cost per foot of lift with the movable dams is §37, 383 02
And for the permanent dams it is 22, 934 11
Or 14,448 91
in favor of the improvement by permanent dams per foot of rise. Hence the cost per
foot of rise by the system of permanent dams is approximately only two-thirds of what
it would be by movable dams.
In view of the above figures, I would most certainly recommend that the permanent
dams be adopted for the improvement of the Youghiogheny River.
Very respectfully , your obedient servant,
F. A. Mahan,
First Lieutenant of EngineerHy V, S. A.
Maj. W. E. Merrill,
Corps of Engineers^ U. S, A,
APPENDIX O.
ANNUAL REPORT OF MAJOR G. WEITZEL, CORPS OP ENGI-
NEERS, FOR THE FISCAL YEAR ENDING JUNE 30, 1874.
(Letter of transmittal under Appendix D.)
IMPROVEMENT OF THE FALLS OF THE OHIO RIVER AND LOUISVILLE
AND PORTLAND CANAL.
The operations on this work are fully set forth in the report of Capt.
M. B. Adams, Corps of Engineers, my assistant, who was, under my
direction, in immediate charge of the work. The following is a copy of
his report! :
Report of Captain M. B. Adams ^ Corps of Engineers.
United States Engineer Op'fice,
Louisvillef Ky,, June 30, 1874.
General : In accordance with your instructions, I have fcbe honor to make the fol-
owiug report of operations on the Louisville and Portland Canal enlargement, and the
mprovement of the falls of the Ohio, for the year 1873-1874 :
REPORT OF THE CHIEF OF ENGINEERS. 5G7
During the past year the work carried on under the above heading was done in part
by contract and partly by hired laborers. That by contract was done by the firms,
Boyle & Roach, (contractors for constructing the guide- wall and for excavating be-
low the new locks;) Sheehan & Loler, (contractors for completing the retaining-walls
and grading the slopes;) and M. S. Lord, (contractor for constructing outer protection -
wall.) M. S. Lord completed his contract in August, 1873 ; Boyle & Roach completed
theirs in October, 1873; and Sheehan & Loler theirs in November, 1873. The entire
amount of work done under each of these contracts was as follows, viz :
Under M, S, LorWs contract.
Cubic yards.
Earth excavation 45, 074
Dry-wall masonry 3, 895
Under Boyle ^* Roach's contract.
Earth excavation .* 31, 985
Rock excavation 17, 230
Stone filling 2,862
Masonry 4,797
Under Sheehan tf* Loler' 8 contract.
Earth excavation 52,100
Dry wall 13,034
PaviuiT removed 150
'o
Within the fiscal 3'ear, under each contract, the following Amount of work was done:
M. S. Lord,
Cubic yards.
Dry wall 346
Fillin«r behind wall 53
'n
Boyle 4" Boach.
Earth excavation 1, 255
Rock excavation 2, 296
Stone filling 1,128
Masonry 180
Sheehan cf* Loler.
Earth excavation 46,044
Dry wall 5,846
The work that was done by hired laborers consisted in the excavation of a channel-
way through a rock reef below the new locks out into the main river-channel ; the ex-
cavation of a portion of a rock reef along the apron-dam at the head of the canal, and
the construction of the dam at the crest of the falls. This work was advertised three
times, and, the bids in each case being considered high, it was finally decided to do the
work by hired laborers.
The following extracts from the monthly report for October, 1873, will, it is thought,
explain the progress and results of the work under the labor-system, viz :
" During the month a cofier-dam was finished, which in all extended a dist>ance of
about 1,150 feet along the apron-dam leading into the canal, and at a distance from
that dam of about 100 feet in the extreme. The amount of stone that would require
removing within this area, in order to reach grade, is [was] about 4,600 cubic yards.
The area was divided into three rooms, by cross or partition walls of earth, in order to
make the power of our pumps more sure, and to better provide against accident from
a break in the dam. The first section of 400 feet was entirely surrounded with an earth
dam, which was not found to be as economical a structure as one of earth and timber
combined, even when built in 5 feet of water, and when the earth was costing only 25
cents per cubic yard, (in dam.) All the stone within the first, and about half of that
within the area of the second, room was removed during the month, making a total of
about 1,600 cubic yards removed.
Six hundred feet of the crib-work for the dam along the crest of the falls was con-
structed, and about 500 feet of this was filled with the stone from the excavation, the rest
of the excavated stone being used to replace the riprap in front of that portion of the
dam already constructed. This riprap was carried away by the ice-flood of last winter,
568 REPORT OF THE CHIEF OF ENGINEERS.
(1872,) and in order to secure the new riprap, the outer layer of st'One was placed on
edge, (or paved,) the fttone fitting in close to each other and being further secnred by rest-
ing some of the largest stones from the excavation against the last course at the bot-
tom of the slope.
It was the intention to have had this work all made secure in the manner as
described above before the close of the season, but the very sudden rise in the river
left it only in part done. There remains about 100 feet of crib-work to be filled with
stone, and there was not more than 300 feet of the paved riprap that was secured with
the large stones along the lower course.
At the foot of the canal, during the month, a coffer-dam was constructed of timber
and earth, surrounding an area of 200 feet by 400 feet, from within which it was the in-
tention originally to have removed about 3,000 cubic yards of stone, making a " 150-foot
channel '^ through the rock reef that extends across the steamboat channel out into the
river from the new locks. Within this area the work of excavating the stone was com-
menced on the 17th of the month, and between that time and the morning of the 26th
there were 1,500 cubic yards of stone removed. The water then broke into the dam
and prevented any further work. The channel resulting from this work gives a clear
passage-way down to grade of 90 feet in width in the narrowest place.
Total expense on upper excavation $14, 138 29
Cost per yard of stone removed 8 83
Total expense of lower excavation :. .. 13,977 49
Cost per yard of stone removed 9 32
Total cost of dam 7,058 48
Cost per foot '. 11 76
As the river remained up, all further work on the dams, tilling of crib-dam and the
like, was prevented. The coffer-dam surrounding the upper excavation was allowed
to remain through the season, but the lower one was taken up through the kind assist-
ance of the superintendant of the canal, who sent his dredge-boat to our relief. The
material was caught and brought to shore, and afterward taken to the Jefferson ville
yard and stored there. About lialf of the coffer-dam left in over winter was carried
away by the high water. The material saved from the other one ^ill be all that is re-
quired for the next season's work, (to surround and complete the upper piece of exca-
vation.) The riprap dam has again been carried away where it was not well secured
with paved face and heavy stones at the base of the slope.
The dam between the head of Sand Island and the Indiana shore will require repairs,
as reported in my monthly report for May, 1874. There being nothing further to
report,
I remain, very respectfully, your obedient servant,
M. B. Adams,
Captain of Engineers^ U.S. A,
General G. Wkitzel,
Major of Engineers , U. S, A.
As Stated in my last auiiual report, the sum of $100,000 is still Deeded
to complete this work as originally designed. The delay in making this
appropriation has already done harm to the unfinished parts of the work,
and will continue to do so if this appropriation is not made at once. It is
needed to complete the rock excavation at the head and foot of the canal,
to complete the dam on the crest of the falls, and to raise the protection-
wall at the upper end of the canal.
The original estimate for the cost of this work, as stated in my annaal
report for the fiscal year ending June 30, 1870, was $1,243,500. There
has been allotted and appropriated for the work as follows :
1868, allotted $85,000
1869, allotted .'. 178,200
1870, appropriated 450,000
1871, appropriated 260,000
1872, appropriated 300,000
1873, appropriated 100,000
1,363,200
Of this amount $1,335,983.00 has been expended. As above stated
the additional sum of $100,000 will be required to complete the work,
making its cost $1,403,200, instead of $1,243,500. The difference is,
REPORT OF THE CHIEF OF ENGINEERS. 569
in round nuoiberB, about $220,000, and this excess in cost is entirely due
to the manner in which the appropriations were made. If these had
been made as I recommended, 1 am certain that I could have built the
work in three summers, and for a sum less than my estimate.
The total amount of work done during the fiscal year was as fol-
lows, viz :
Dry wall built, cnbic yards 6,292
Earthwork, (excavation and lilliDg,) cubic yards 47, 354 +
Rock excavation, cubic yards 5, 396
Stone filling, cubic yards 1, 128
Masonry, cubic yards 180
The amount that can be profitably expended on this work during the
next fiscal year is $100,000.
The work is located in the third collection-district of Kentucky. The nearest port of
entry is Louisville.
The amount of revenue collected at this port during the last fiscal year was $82,0.54.44.
The commerce and navigation of the Mississippi River and all its branches will be
benefited by the completion of this work.
Financial statement
Balance in Treasury of United States July 1, 1873 $149, 989 00
Amount in hands of ofiScer and subject to his check, (including $20,889.17,
percentage due on contracts not yet completed) 31, 501 18
Amount expended during the fiscal year ending June 30, 1874 154,273 78
Amount available July 1, 1874 27,216 40
Amount required for the fiscal year ending June 30, 1876 100, 000 00
APPENDIX P.
ANNUAL REPORT OF MA JOR WALTER McFARLAND, CORPS
OF ENGINEERS, FOR THE FISCAL YEAR ENDING JUNE 30,
1874.
United States Engineer Office,
Chattanooga^ Tenn.^ Sepieniber 12, 1874.
General: I have the honor to transmit herewith my annual reports
for the j-ear ending June 30, 1874.
Very respectfully, your obedient servant,
Walter McFarland,
Major of Engineers,
Brig. Gen. A. A. Humphreys,
Chief of Engineers,
P I.
IMPROVEMENT OF THE TENNESSEE RIVER.
This improvement, as in the preceding year, has been carried on ex-
clusively by the use of hired labor, and with the usual good results. No
time has been wasted through inadequacy of outfit or supplies, and the
work has been well done, the dams particularly offering a marked con-
trast to those built under the contract system, the stone being larger
and more compactly placed, which enables them to resist better the
570 REPORT OF THE CHIEF OF ENGINEERS.
shock of floating bodies, while their greater tightness gives a better
depth of water in the channels which they are designed to improve.
In both the upper and the lower river woric has been carried on only
at the points where it had previously been begun, the appropriations
not being large enough to justify the commencement of new work,
although this is greatly to be desired.
On the 13th of January, the building in which was situated the
United States engineer-office at tliis place was destroyed by fire, and
with it were destroyed a number of instruments, books, records, and
maps ; amongst the latter were the results of seven months' work on the
detailed surveys for the Muscle Shoals Canal, consisting of sketches
and detailed estimates needed for beginning the repair of this work.
This was the most serious of our losses, as it involves the necessity of
going over all this field-work again, and produces a delay of several
months at a season when we ought to be at work. It is hoped that this
loss will be repaired in time to admit of the begiuniugof tthe work early in
the fall.
TENNESSEE RIVER ABOVE CHATTANOOGA.
The works are mentioned in their order, beginning at the one nearest
Chattanooga.
Sanda Shoals, — The dams here are completed; aggregate length,
4,984 feet; 9 feet wide at top, and averaging 4 feet in height. The effect
has been to give 12 inches more water at the head of the shoals, which is
at the foot of Sanda Island ; the gain diminishes, however, to nothing
at the foot of the lower dam. A small amount of excavation remains to
be done at the foot of the island ; and in order to gain a sufficient depth
of water in that part of the channel which is not affected by the dams
already built, it will be necessary to build here an additional dam, at a
probable cost of $6,000. Steamboats have, however, passed this ob-
struction regularly all this spring and summer, the river having been
sometimes within 6 inches of the lowest stage.
The name of this obstruction has been misprinted in previous reports
Sandy instead of Sanda,
Kelly's Shoal. — Very little done ; about 30 cubic yards of rock removed
from the channels.
Watts^s Bar. — Only a small amount of rock-excavation has been done
here this year. About one-quarter of the whole amount remains to be
done.
White's Creek Shoals. — This work, as ordered, has been completed.
The whole length of dam constructed here is 3,910 feet ; variable width
in some places, 12 feet; and in one place built in 13 feet depth of water.
Some of the stone used in this dam were much exposed to the impact of
drift-logs; weight from two to three tons apiece.
This improvement is completely successful, there being now 3.J and 4
feet depth in the channel where formerly there was a depth of but 18
inches and 2 feet. Three years ago this was the most serious obstacle
in this part of the river, being the first to close navigation when the
river fell. A sand-bar appears to be forming at the foot 6f this shoal,
and if we find that the scour of the river is insufficient to remove it, it
will be necessary to extend the lower dam some 500 feet further down
stream, at a probable cost of $2,500.
HaJf-moon Shoals. — ^The improvement at the head of Half-moon Shoals
is complete. About 2,000 linear feet of dams have been built, the effect
of which has been to give 3^ feet of water in what were formerly the
REPORT OF THE CHIEF OF ENGINEERS. 571
worst parts of the ehanuel, and to greatly increase the depth for several
miles dowD the chute.
At the foot of Half-moon Island a dam and some excavation in chan-
nel will be required, which will probably cost $3,000.
Shields'8 Dam, — Nothing has been done here.
King's Bar. — N^othing has been done here.
Tumerh Bar. — A small amount of rock-excavation in channel has
been done here, leaving about four-fifths of it yet to be completed.
Caney Creek Shoals. — The improvements originally ordered at this
point have been completed 5 but, although we have gained 12 inches in
depth, we have not yet secured 3 feet depth, as desired, there not being
more than 28 inches in the channel at low water. Another dam will
have to be constructed at the foot of these shoals in order to give the
desired depth. The probable cost of this dam is $5,000.
Long Island Shoals. — The rock for the dams has been quarried, and the
work is about half finished.
Seven Island Shoals. — All the stone required for the dams at this point
has been quarried, leaving about two-thirds of the work yet to be done.
^\ikon^s Island Shoals. — All the stone needed in the dams is quarried,
leaving about two-thirds of the whole wrtrk yet to be done.
Bacon^s Shoals. — Nothing has been done here.
Bogarfs Shoals. — A dam 575 feet long has been built, and half the
chaunel-excavation has been finished.
Sweetwater Shoals. — About 1,000 linear feet of dams have been built,
and 500 are yet to be built. An increase in channel-depth of 9 inches
has been gained.
Harrismi Shoals and London SJioaU. — Nothing has been done here.
The character of the work done is well indicated by the fact that,
although during the past winter these dams, with a united length of
three miles, have been subjected to the almost continuous action of
heavy freshets, loaded with trunks of trees and other heavy floating
objects, the damage which they have sustained is so slight that not more
than 200 cubic yards of stone would be required to repair them.
Until the interstices between the stones of which they are composed
are filled by the drift, the whole effect of these works cannot be ascer-
tained. This tightening of the dams will also strengthen them ; and
Mr. Hampton, the very able assistant engineer, who has supervised the
work on the Upper Tennessee, proposes to further strengthen them by
planting willow-twigs upon them. This wa« tried last year at Sanda
Shoals, Half-moon Shoals, and Caney Creek Shoals; and about one-
third of the twigs are still alive and flourishing, which is quite a fair
result.
The chief difficulty that has been experienced in conducting this
work arises from the sudden changes occurring in the stages of
water in the river. A slight rise is commonly sufficient to put an end
to channel-excavation, and work upon the dams is often stopped in the
same way. Where the rise seems likely to last for a time, it is often
necessary to disband the working-parties, as their subsistence, while
idle, would increase too much the cost of the work, and some delay is
of course experienced in reorganizing them again.
Some injury has been done to the dams by thoughtless people in
making passages through them for their canoes. These gaps are apt
to increase in size and to diminish the effect intended to be produced
by the dams. There is probably no remedy for this, except united
action on the part of steamboat-men and others who are engaged in the
navigation of the river, and who from their occupation are better able
572 REPORT OF THE CHIEF OF ENGINEERS.
than any one else to ascertain who are the mischief-doers, and to make
known to those who live along the river the danger to navigation of
snch injuries.
The estimates heretofore given for the improvement of the Tennessee
Eiver between Chattanooga and Knoxville are to be found in the reports
of Capt. L. 0. Overman, Corps of Engineers, dated August 9, 1871,
and January 5, 1872, contained in the Annual Reports of the Chief of
Engineers for the years 1871 and 1872, at. pages 502 and 488 respect-
ively.
It will be observed that these estimates are based upon rapid exami-
nations of the river, the first, between Chattanooga and Kingston ; the
second, between Kingston and Knoxville ; and were intended to be but
approximations. The more careful examination of the river by a party
specially organized for the purpose, which has been begun under
the recommendation of the Senate Select Committee on Transportation-
Eoutes to the Seaboard, will give us the means of correcting those esti-
mates, and in the meanwhile, as a convenience for future reference, I
will give here an abstract of Captain Overman's estimates.
In the first estimates, for points lying between Chattanooga and
Kingston, the quantities only-of work to be done are given, and no prices.
I have, however, given the prices for which the work could have been
done under the lowest bids received for a part of the work as advertised,
as given in the Report of the Chief of Engineers for 1872, page 484. In
this estimate, nothing was allowed for contingencies or supervision of
work.
In the second estimate, for points lying between Kingston and Knox-
ville, I have added the 60 per cent, mentioned as the increased cost of
a three-foot channel over a channel but 2^ feet deep.
The points mentioned are taken in order, beginning with that one
which lies nearest to Chattanooga.
Chattanooga to KiDgston :
Sanda Shoals $6,100 00
Kelly's Shoals 4,425 00
Watts'sBar 1,087 50
White's Creek Shoals 6,475 00
Half-moon Shoals 8,450 00
Shields'sDam 4,562 50
King's Shoals 5,606 25
Turner's Bar 2,725 00
Caney Creek Shoals 7,725 00
^ $47,156 25
Kingston to London :
Long Island Shoals 4,000 00
Seven Islands Shoals 5,120 00
Wilson's Island Shoals 3,680 00
Bacon's Shoals I,9d4 00
Bogart's Shoals • 5,280 00
Sweetwater Shoals '. 8,000 00
Harrison's Shoals .* 1,280 00
London Shoals 1,280 00
30,624 00
London to Knoxville :
Bonder's Shoals 2,560 00
Lenoir's Shoals 6,080 00
Bell Canton's Shoals 960 00
Bustle's Bar 2,560 00
Sister Island Shoals 2,400 00
Coulter's Island Shoals 5,120 00
Chota Island Shoals 10,240 00
Kussell's Shoals 9,920 00
REPORT OF THE CHIEF OF ENGINEERS. 573
Little River Shoals $9,200 00
Williams's Shoals 5,360 00
Lyon's Island Shoals 5,760 00
Knoxville Shoals 1,120 00
61,280 00
Superintendence, contingencies, &.C., (making the snm of these
last two estimates |125,000, as in the original report) 33, 096 00
J94, 376 00
172, 156 25
Which is the origiual estimated cost of the improvement of the Ten-
nessee Kiver between Chattanooga and Knoxville, exclusive of a part
of the contingent expenses.
In my reports I have nsually assnmed the cost of improving this part of
the river at $175,000 00
There have heen appropriated already for this part of the river the fol-
lowing sums :
From the appropriation of $80,000 for the improvement of the
Tennessee River below Chattanooga, act of July 11, 1870,
modified by the second section of the river and harbor bill
approved March 3, 1871 ^ $35,000 00
Act of June 10, 1872 • 25,000 00
Act of March 3, 1873 25,000 00
Act of June 23, 1874 25,000 00
110,000 00
Yet to be appropriated 65,000 00
• ' ~ —
From the sum of these appropriations, namely $110, 000 00
the following amounts have been paid :
For the fiscal year ending June 30, 1873 $40,472 40
For the fiscal year ending Juno 30, 1874 45,389 03
85,861 43
Unexpended balance 24, 138 57
This balance will be entirely exhausted before the close of the present
calendar year.
It should be remembered that the estimates for the cost of improving
this part of the river were based upon examinations or reconnoissauces
only, and it is quite possible, therefore, that the more minute examina-
tion or survey now being made may develop the necessity for more
work than was contemplated when these estimates were made.
This necessity has already shown itself at the following points where
we have been working, and where additional dams are needed :
Sanda Shoals, additional dam $6,000 00
Watts'sBar 5,000 00
White's Creek Shoals 2,500 00
Caney Creek Shoals 6,000 00
Total 19,!>00 00
I have not thought it necessary at present to add this and the con-
tingent expenses, omitted in the first estimate, to the $175,000 first
taken as the estimated cost of this improvement, because the whole of
that sum has not yet been appropriated ; and until it has been, and
there is actual need for more besides, it will be sufficient to indicate
simply the possible necessity for going beyond the amount first called
for.
TENNESSEE BTVER BELOW CHATTANOOGA.
For the reason given in my last annual report, namely, the greater
necessity for the speedy completion of the works above Chattanooga^
574 REPORT OF THE CHIEF OF ENGINEERS.
not SO much time bas been given to the works immediately below Chat-
tanooga, which are under the supervision of the same civil assistant.
Eo88^8 Towhead, — About 700 linear feet of dam have been built at the
head of the island, and about a thousand more cubic yards of rock re-
main to be put in it. The rock for the dam at the foot of the shoal has
been quarried, although the dam itself has not been begun. The work
here is difficult of construction, by reason of the strength of the current ;
and the scour of the bottom is so great that far more stone is needed
for the dams than was at first supposed necessary. Mr. Hampton re-
ports it as one of the hardest places he has had to manage The quar-
ries first opened for this work, and which were quite near it, gave out
before a sufficient quantity of stone had been obtained, and it became
necessary to open another one about three-quarters of a mile farther
up the river.
Tumbling Shoals, — About 350 cubic yards of rock have been removed
from the channel, and perhaps half as much more is yet to be removed.
The current here is very swift, and is likely always to give trouble, even
if all the channel-obstructions are removed. It will be necessary to place
here a good capstan and ring-bolts to enable steamers and flat-boats to
warp up against the stream.
The Suck ; the Pot — Nothing has been done at either of these obstruc-
tions during the year, and but little remains to be done under the origi-
nal schemes for their improvement, except the removal of the dSbris
left by the contractor, and the completion of a small amount of work
left unfinished by him. •
Muscle Shoals, — For the reason given in my last annual report, namely,
the utter inadequacy of the appropriation, no work of construction has
been attempted here. The approi)riation of June 2'i, 1874, of $100,000
for the improvement of the Tennessee River below Chattanooga, includ-
ing the Muscl^ Shoals, in addition to the balance of the appropriation
for the preceding year, although not nearly sufiicient to enable us to do
justice to the undertaking, would have enabled us to begin work at once
but for the unfortunate destruction of the records of last year's detailed
surv^eys in the burning of our office in the early part of the year. A.
party is now in the field engaged in the preparation of new data for
the beginning of this work, and before the close of the year I expect to
be able to report progress upon the repair of the old canal around Big
Muscle Shoals, lying between Lamb's and Campbeirs Ferries, twenty-
one miles and seven miles, respectively, above Florence, Ala,
1 must, however, repeat the statement made in my lastanniuil report,
that it is absolutely impracticable to conduct this work either satisfac-
torily or economically with such relatively small appropriations. The
preliminary expenses of a work of this magnitude, in the procurement
of tools and the construction of works of protection, will exhaust too
much of the money so far appropriated to admit of much progress in
the work proper ; and to omit these temporary protections would be
simply to invite the destruction of any work which might be undertaken
without them. This work ought not to be begun with a working fund
of less than $500,000, and much more than this could be expended an-
nually to the profit of the work.
The expensive system of making a large number of small annual ap-
propriations for a work, instead of a smaller number larger in amount,
is certain in the end to make the actual cost of the work exceed its
original estimated cost.
Colbert Shoals. — The work of removing rook from the channel across
KEPORT OF THE CHIEF OF ENGINEERS. 575
Hooi)-])ole lleef, and of constructing the dams provided for in the original
s[)ecifi cations, was continued to completion in the early pait of the fiscal
year.
In the course of operations here it was found advisable to remove
more rock from the channel than had been at first intended, and to
tighten, and in some cases to rebuild, the dams that ha dbeen previ-
ously built under contract. Nowhere on the river is the difference be-
tween the work done by hired labor and that done under contract more
conspicuous than here. While the dams built under the forqier system
are regular, solid, and tight, those built under 'the latter system are
crooked, loose, and weak, and must, without exception, be rebuilt. Dur-
ing the winter-freshets a large part of the dam built by the contractor
at the head of Colbert Island has been carried away, while its exten-
sion, built under the hired-labor system, and more exposed to the shock
of the waters than the other part, has stood uninjured. The whole
amount of work originally ordered at this point has been done, but the
effect expected from it has not been attained, because the dams first built
are so loosely put together that very much of the water which they
were designed to retain escapes through them. To put these dams in
such order as they should have been put in originally, and to rebuild
the parts which have been carried away, will make a large addition to
their original cost, which must come out of the appropriation for the
improvement of the Tennessee Eiver below Chattanooga. A force is
now engaged in repairing the break in the dam, which is of such a
nature and in such a position that it is dangerous for boats to attempt
the passage of the channel in its present condition.
The proper construction of these dams, in the first instance, which
could have been secured by the employment of hired labor, would have
resulted in a saving of all it will cost now to put them in order, which
will probably amount to one-half their original cost. There is no kind
of construction which can so little afford to be neglected as this water-
work ^ biTt it is next to impossible to have it done as it should be done,
unless the entire control of it is kept in our own hands, and the work-
men are made to feel an interest in their work and to take some pride
in it.
No very close examination has ever been made of the probable cost
of improving this part of the river, lying bet\yeen Chattanooga, Tenn.,
and Paducah, Ky., with the exception of Muscle Shoals, the cost of a
canal around which has been estimated at $4,003,000.
A hasty examination of some of the other obstructions in this part of
the river was made in 1868, but it was not sufiiciently in detail to admit
of the formation of very reliable estimates of the cost of improving
them. The detailed examination now being made of the whole river,
from Knoxville, Tenn., to Paducah, Ky., with a view to its imi)rovement,
will furnish the necessary data for this purpose.
The amounts heretofore appropriated for the improvement of this
part of the river are as follows, viz :
AUotted from the goneral appropriations for rivers and harbors —
In 1868 $85,000 00
In 1869 40,500 00
From the appropriation of $80,000, act of July 1 1, 1870 45, 000 00
Act of June 10, lSi2 50,000 00
Act of March 3, 1873 100,000 00
Actof June23, 1874 100,000 00
Total 420,500 00
And there have been expended in the year ending —
June 30, 1869 $15,239 69
June 30, 1870 47,4529 40
576 REPORT OF THE CHIEF OF ENGINEERS.
June 30, 1871 $36,149 86
June30,1872 21,274 42
June 30, 1873 : 5:^,673 30
June 30, 1874 60,835 41
Withheld for taxes, 1871 500 00
$235, 102 08
Unexpended balance 185,397 92
During the past year the efforts of J. H. Denuis, of Louisville, Ky., to
secure the payment to him of the percentage forfeited by his failure to
fulfill his contracts for the improvement of the Tennessee River have been
successful, and, upon the recommendation of the assistant judge-advo-
cate-general, approved by the honorable Secretary of War, January 3,
1874. I was directed by letter from the Office of the Chief of Engineers,
dated January 5, to pay to Mr. Dennis, through the attorney who prose-
cuted the claim, the amount of the percentage withheld under said con-
tract. I ac<'ordingly transmitted to Mr. B. H. Bristow, of Louisville, Ky.,
Mr. Dennis's attorney, on the 14th of January, checks for $19,229.79, the
whole amount of the percentage which had been retained under Mr. Den
nis's contracts, and their receipt was acknowledged uuder date of Janu-
ary 16, 1874.
When this percentage was forfeited through Mr. Dennis's failure to
fulfill his contracts, I was directed by letter from the office of the Chief
of Engineers, dated July 1, 1872, to carry on the work of improvement
" by hired labor to the extent of the balance of the a^jpropriation availa-
ble therefor, including the forfeited percentage." Under this authoriza-
tion the amount of this percentage had already been expended in the
additional work of repair required in the lower river, and the appropria-
tion, therefore*, is now diminished by just this amount.
I observe that in the last annual report upon the improvement of the
Tennessee River I have made an error in giving the relative amounts ex-
pended upon the two parts of it, above and below ChatUinooga, respect-
ively. This arose from accidentally including among the ex[)enditnres
for the fiscal year ending June 30, 1873, amounts which had been ex-
pended since the close of that year and before the date of my annual
report.
In this report this error is corrected, and the financial condition of
both works is accurately given.
The amounts of money which are required and which can be profita-
bly expended in these improvements during the year ending June 30,
1876, are as follows, viz :
For improving the Tennessee River above Chattanooga $65, 000 00
For improving the Tennessee River below Chattanooga, including the
Muscle Shoals 750,000 00
Total/. 815,000 00
The nearest port of entry is Louisville, Ky. The amount of revenue collected there
is unknown to me. •
The commerce of all the States bordering upon the Tennessee and its tributaries,
namely, Virginia, North Carolina, Georgia, Alabama, Mississippi, Tennessee, and Ken-
tucky, will be favorably affected by its improvement.
Financial statement
ABOVE CHATTANOOGA.
Balance in Treasury of United States July 1, 1873 §2.''>, 000 00
Amount in hands of oflicor and subject to his check 19, 527 60
Amount appro])riattMl by act a])proved June 2;^, 1874 25, 000 00
Amount expendtid during the fiscal year ending Juno 30, 1874 45, 389 03
Amount available July 1. 1874 24,138 57
Amount required for the fiscal year ending June 30, 1876 65, 000 00
REPORT OF THE CHIEr OF ENGINEERS. 577
BELOW CHATTANOOGA.
Balance in Treasury of United States July 1, 1B73 $130, 000 00
Auionut in hands of oflBcer and subject to his check Ifi, 233 33
Amount appropriated by act approved June 23, 1874 100, 000 00
Amount expended durin*; the fiscal year ending June 30, 1H74 00, H35 41
Amount available July 1,1874 185,397 92
AmoDut required for the fiscal year ending June 30. 1876 750, 000 00
P 2.
IMPROVEMENT OF THE CUMBERLAND RIVER.
Work under the contract for improving this river below Nashville,
Tenn., has not progressed during the past year with a satisfactoty de-
gree of vigor. Some delay was occasioned during the months of July,
August, and September, 1873, by the prevalence of cholera and other
diseases, chiefly malarial, in the vicinity of Nashville aud Harpeth
Shoals, at which latter point the main work under the contract was to
be done. But it appears, from reports received from the work, that this
was not the sole cause of the delay, but that inadequacy of outfit aud
want of experience on the part of the contractor himself had much to
do with it.
The contract was entered into on the 5th of October, 1872, and was
to be completed on the Ist of January, 1873. The operations, consisting
of the construction of riprap dams, and the removal of rock, &c., from
the channel, were to be conducted at Harpeth Shoals, between Sycamore
Creek and Reed's Reef, and the total cost was not to exceed $18,000.
On the 1st of January, 1873, when the whole work should have been
finished, but one-sixth of it had been done; but, upon the contractor's
application, he was allowed an additional year in which to complete it.
At the close of that year, however, his work was yet uncompleted, and
he applied for, and received, another extension of time to January 1, 1875.
During the fiscal year ending June 30, 1874, he accomplished about
$11,000 worth of work, and since then he has completed what remained
to be done.
On the 9th of October, 1873, I relieved Capt. L. C. Overman, Corps
of Engineers, from duty on the improvement of the Tennessee RivtT,
and sent him to Nashville to take local charge of the improvement of
the Cumberland River, with instructions to urge the work on as much
as possible. On the 16th of the same month, in answer to my applica-
tion, I was authorized by letter from the Office of the Chief of Engineers
to prosecute the work of improving the Cumberland River by the use
of hired labor, independently of the operations being conducted under
the contract. A force of men was immediately engaged and set to
work getting out stone for the construction of the additional dams re-
quired in this part of the river, and not provided for in the contract.
By the close of the fiscal year about 12,000 cubic yards of stone had been
quarried for this purpose and moved to the bank of the river, in readi-
ness for boating to the points where the dams were to be constructed.
No work of excavation in the channel had been done, because the height
of the water prevented this ; but preparations were made to begin it as
soon after the close of the fiscal year as the stage of water in the river
would permit, and it is expected that at the close of the present calen-
dar year the whole amount of rock-excavation in channel and construc-
tion of dams required at present at this point (Harpeth Shoals) will be
completed. This work has been pushed by Captain Overman with his
37 E
578 REPORT OF THE CHIEF OF ENGINEERS.
usual enorgy, and the results attained by the use of hired labor appear
to have been as satisfactory on the Ounibeiiaud, as they have proved to
be for the past two years on the Tennessee.
In his report Captain Overman states in relation to this system of
conducting work that —
The cost will uot exceed contract-prices for similar work, while other advantages of
the system strcmgly recommend its continuance.
In this opinion I need scarcely say, after the testimony I have given
in my rei)ort upon the Tennessee River, I decidedly agree. It is the
system of true economy to the Government and to the vessel-owners.
The total amount required for the improvement of the Cumberland River
below Nashville, as reported by Maj. Godfrey Weitxel, Corps of En-
gineers, (see Annual Report of the Chief of Engineers for the year ending
jutje 30, 1871, page 467,) is $248,821 00
For this work appropriations have been made as follows :
Act of March 3, 1871 $30,000
Act of June 10, 1872 20,000
Act of March 3, 1873 25,000
75, 000 00
Balance y«t to be appropriated 173,821 00
Oat of the amount so appropriated, namely |75,000 00
The following sums have been expended :
For the fiscal year ending June 30, 1872 $15,901 57
For the fiscal year ending June 30, 1873 8,185 67
For the fiscal year ending June 30, 1874 21, 506 04
Percentage retained 1,416 92
47, 010 20
Available balance 27,989 80
One half of this amount has already been expended since the close of
the fiscal year, and it will be entirely exhausted by the close of the cal-
endar year.
In my last annual report I observe there is an error of $5.25 in the
amount reported as expended by me, the amount given being too
small by this sum. In this report I have corrected this error, and the
amounts now given are exa<5tly correct.
No appropriation has ever yet been made for the improvement of the
Cumberland Eiver above Nashville, although the survey of this part of
the river was made by Mr. S. T. Abort, under the instructions of Maj.
Godfrey Weitzel, United States Corps of Engineers, in 1871, and the
cost of its improvement was submitted ; Major Weitzel's report is to
be found at page 463 of the Annual Report of the Chief of Engineers
for the fiscal year ending June 30, 1872. The improvement is a matter
of great importance to the people of Nashville and of Middle Tennes-
see, and I think it should be undertaken at once.
The estimated cost of this improvement, as given in the report referred
to, is $235,331, and I would recommend that at least one-half of this
amount be asked for for application during the next fiscal year.
The amounts of money which can be profitably expended in the im-
provement of the Cumberland Eiver during the next fiscal year are as
follows, viz :
For improving the Cumberland River above Nashville $100, OOO
For improving the Cumberland River below Nashville 175, 000
Total 275,000
The nearest port of eutry is Louisvillei Ky. The amount of revenue coUected there
is unknown to me.
REPORT OF THE CHIEF OF ENGINEERS. 579
The improvemeut of the Camberland Eiver throughout its whole ex-
tent would be of the utmost benefit to the States of Teunessee and Ken-
tucky, in aiding the development of the coal-mines to be found in the
vicinity of the head-waters of the river, and is, therefore, a question
which deserves the attention of the General Government.
Financial statement,
BELOW NASHVILLE.
Balance in Treasury of United States July 1, 1873 $35,000 00
Amount in hands of officer and subject to his check, (including $319.66 per-
centage due on contracts not yet completed) 15, 912 76
Amount expended during the fiscal year ending June 30, 1874 21, 506 04
Amount available July 1, 1874, (excluding $1,416.92 retained percentage). 27, 989 80
Amount required for the fiscal year ending June 30, 1876 175, 000 00
P3.
IMPROVEMENT OF THE TOMBIGBEE RIVER.
The history of this improvement is as follows:
By act of Congress approved July 11, 1870, the Secretary of War
was required to cause an examination or a survey to be made on the
" Tombigbee Kiver in Alabama and Mississippi, from its mouth to the
head of navigation," and an examination was accordingly made of this
river from Columbus, Miss., which was regarded as the head of high-
water navigation to its mouth, three hundred and seventy miles below,
and fifty miles above the city of Mobile. The report of this examina-
tion is contained in the report of Col. J. H. Simpson, Corps of Engi-
neers, dat«d April 17, 1871, to be found at page 573 of the Annual Ee-
l)ort of the Chief of Engineers for the year ending June 30, 1871, which
gives the estimated cost of improving this part of the river as $21,500.
By act approved June 10, 1872, Congress directed an examination or
survey of the —
Tombigbee River between Fulton and Columbus, MiBS.
And by the same act an appropriation of $10,000 was made for —
The improvement, of the Tombigbee River.
The report of this second survey is contained in my last annual report,
and will be found at page 548 of the annual report of the Chief of En-
gineers for the year ending June 30, 1873. At page 697 of the same
annual report will be found the report of Capt. A. N. Damrell, Corps of
Engineers, of the work done under this appropriation in the improvement
of the Tombigbee River.
By act of Congress approved March 3, 1873, it was directed that —
The 1 10,000 appropuated at the second session of the Forty -second Congress for
the improvement of the Tombigbee River shall be expended in the State of Missis
sippi.
But more than half the appropriation had already been expended,
and when the work was placed under my direction, there was a balance
of but $4,667.05 to be transferred to me.
In order to determine where this balance could be applied with the
best results, I directed Mr. Powhatan Robinson, civil engineer, who
had conducted the examination of the river between Fulton and Colum-
580 REPORT OF THE CHIEF OF ENGINEERS.
bus, to make a personal examinatioD with this view, and his report is
so much to the point that I give it entire :
September 10, 1873.
Majok : 1 beg leave to subrait the following suggestions in regard to the application
of the unexpended residue of the appropriation to the Tombigbee Rivor. They are
made in compliance with your orders of Juno 13.
In uiy report to you of an examination of the river from Columbus to Fulton, I
attempted to show the impolicy of any expenditure on the river above Columbus, save
for the improvement of high-water navigation, which I strongly recommended. But it
is for the planters on the upper part of the river that this aid is most imperatively de-
manded, to deliver them from the heavy burden of taxation to which they are sub-
jected to get their produce to market and to obtain their return supplies.
Navigation \s practicable at high- water from Columbus to Aberdeen, thongh not good.
Moreover, these towns, situat-ed on the river, and only twenty-eight miles dist-ant by
land from each other, have each a branch road connecting with the main trunk of the
Mobile and Ohio Railroad.
It will be seen, therefore, that the planters in that section possess very superior facili-
ties to those dwelling above.
If the money be expended below Aberdeen, it will be of no benefit to the planters
above. If it be expended above, it will inure more or less to the benefit of all. If the
high-water navigation be improved up to Cotton-Gin Port, it will tend to relieve the
planters above to some extent. It is a very accessible point, located on a high bluff on
the east side of the river.
I attended a town meeting of the citizens of Aberdeen, and they were unanimous in
desiring that the money should be expended above.
I was invited Xjo a conference with the board of trade at Columbus. They wished to
have the residue expended below Columbus in the improvement of low-water naviga-
tion. I informed them that I had already determined to recommend its application
above Aberdeen, because the work below was more expensive, the benefit to be derived
from it was less, but, above all that, their necessities were far less urgent than those of
the people above.
They admitted the force of my reasons, and acknowledged that under my instruct-
ions I could not well act otherwise.
I shall therefore respectfully advise that the residue be applied from Aberdeen up-
ward in the direction of Fulton, and on the plan suggested in my report, to wit, by
removing drifts, logs, stumps, <&.c., in the bed of the river down to the level of low-
water and to a width of 60 feet, and by clearing away the leaning trees on the bank.
I am, m^jor, with great respect, your obedient servant,
Powhatan Robinson,
AfiSiBiani Engineer, <fv.
Maj. Walter M. McFarland,
Corps of Engineers,
In accordance witb these suggfestions, I recommended that the balance
of this appropriation be expended in the improvement of the Tombigbee
River, between Aberdeen and Cotton-Gin Port, in the manner indicated,
and by letter from the OflBce of the Chief of Engineers, dated Novem-
ber 10, 1873, my recommendation was approved, and I was authorized
to do the work either by contract or hired labor, as the one or the other
method might, in mj judgment, seem best to snbserve the public interest.
The metliod by hired labor was adopted, and Mr. liobinsou was
assigned to the execution of the work.
Preparations had already been made in anticipation of the approval
of the Engineer Bureau, so that there wa« no delay in getting the work
started, and work was vigorously prosecuted up to the 27th of Decem-
ber, when the rain and the rise of the river put arf end to the season*s
operations.
iietier progress was made than had been expected, as the working
party reached a jmint on the river five or six miles above Cotton-Gin
Port; and some hopes were entertained that the improvement might l>e
carried, before the winter rise occurred, as far up as Barr's Ferry, the
point where the Foad from Smithville crosses the Tombigbee, and
through which the benefit of the improvement would first manifest itself
\
REPORT OP THE CHIEF OF ENGINEERS. 581
to the citizens of Itawamba County; but in this hope we were disap-
pointed.
In these operations many thousand trees, large and small, have been
cut down and a good many logs removed, and islands denuded of the
small growth which covered them, in order that they might not obstruct
the passage of boats during the high-water stage. About half of the
available balance has been expended in this work, and the remainder
will probably be sufficient to extend the same improvement as far as
Ban's Ferry, fifty-five miles above Aberdeen and thirty miles above Got-
ton-Gin Port, to which latter point only, it was supposed, the available
funds would enable us to go.
Since the close of the fiscal year these operations have been resumed,
and by the close of the month of October the funds will be exhausted.
The estimates for the improvement of this river, as given in the
reports referred to in the earlier pages of this report, are as follows:
For the improvement of the Tombigbee River from Colambas to the
mouth $21,500 00
Colambus to Fulton 35,000 00
' 56, 500 00
Appropriated act of June 10, 1872 10,000 00
46,500 000
Out of the appropriation of $10,000 OOO
There have been expended during the year ending June 30,
1873 15,332 95
June 30, 1874 2,350 77 7,683,72
Unexpended balance 2,316 28
The whole unappropriated balance of $46,500 could be profitably
expended in this improvement during the next year.
The region benefited by this improvement would be Western Alabama and Eastern
Mississippi. The nearest port of entry is believed to be Mobile, Alabama.
The amount of revenue received there is unknown to me.
Financial statement.
Anionnt in hands of officer and subject to his check $4, 667 05
Amount expended during tlie fiscal year ending June 30, 1874 2, 350 '77
Amount available July 1, 1874 2,316 2^
Amount required for the fiscal year ending June 30, 1876 46,500 00
P4.
OOSTENAULA AND COOSAWATTEE RIVERS, GEORGIA.
Report of Captain L. Cooper Overman, Corps of Engineers.
United S'j^ates Engineer Office,
ft Nashville^ Tenn., March 19, 1874.
General : In compliance with telegraphic instructions, dated Wash-
ington, D. C, March 2, 1874, and letter dated Office of the Chief of En-
gineers, Washington, D. C, March 2, 1874, I have the honor to submit
the following brief report and " estimate for the improvement of the
OoHtenanla River, Georgia, between Eesaca and Carter's Mill."
The examination was commenced on the morning of the 13th instant,
582 REPORT OF THE CHIEF OF ENGINEERS.
and completed by the evening of tbe 14th instant. The Hon. P. M. B.
Young a(5coinpanied me for a part of the time. The trip from Besaca
to Carter's mill and back, for the examination of the river, was made
on the steamer Mary Carter, built at Resaca, Ga., and intended to trade
between Rome, Ga., and Carter's mill. This steamer, a stern- wheeler,
is 111 feet long, 18 feet wide, 3 feet depth of hull, draws 10 inches light
when under way, and from 24 inches to 30 inches when loaded. The
cylinders of her" engines are 10 inches in diameter and 30 inch stroke.
The stage of water at the time of the examination, according to the
testimony of those living on or near it, was from 24 inches to 30 inches
above low-water.
At this stage the steamer employed had no difficulty, from want of
sufficient depth of water, in passing over the whole length of river in
question, as but one shoal was found with less than 33 inches of water
upon it, and that only for a short distance.
Four miles above Resiica, by river, the Conasauga and Coosav^attee
Rivers unite, and from their junction t-o Rome, Ga., the stream is called
the Oostenaula. Carter's Mill, the point mentioned as the end of the
survey ordered, is on the Coosawattee River, near the foot of the
" Chatua Mountains," through which the river breaks from the north-
east. The distance from Resaca to " Carter's Mill " landing, by river, is
estimated at 45 miles.
The river from Resaca to the junction of the Coosawattee is about
seventy yards wide, with bluff banks and plenty of water at ordinary
stages ; from the junction to " Carter's Mill," the Coosawattee varies in
width from sixty yards to forty yards. The banks are generally steep, fre-
quently rising into high, rocky blufl^s. The stream, except at the shoals^
is from 5 to 10 feet deep at all seasons. The shoals are scattered along
the 45 uiiles in question, and vary in length from a few yards to one-halx"
a mile. The low- water season lasts ordinarily from June till November,
but during the remaining months of the year the river is as high or
higher than it was when this examination was made.
The navigation is at present obstructed even at ordinary stages in
many places by sunken logs, trees, and "snags;" by "overhanging
trees," which prevent a boat from keeping in the best water, and inter-
fere with her management at short turns; by various " fish-traps,'^
erected by individuals under the laws of the State of Georgia, which
laws permit the same, provided an opening of 40 feet in width is allowed
for the passage of boats ; by the remains of two or three old mill-dams,
which have only been partly remov'ed, and by detached masses of rock
lying in the channel, and especially dangerous iu the short turns of the
stream.
The navigation during the low -water season iss^till farther obstructed
by a number of gravel-bars and two or three rock-bars, or reefs.
APPROXIMATE ESTIMATE TO IMPROVE.
Ist. To secure good navigation for boata drawing from 24 inches to 3G
inches during seven montlis, (November to June;) cost of suitable der-
ricii-boat, with quarters for men and blacksmith-shop on board (1,000 00
Services of two foremen, at $3 per day, including rations for ninety days. 540 00
Services of twenty men, at 81.50 per day, including rations for ninety
days 2,700 00
Tools, materials, &c 360 00
Contingencies, 15 jM^r cent 690 00
Total for seven months 5,290 00
REPORT OP THE CHIEF OF ENGINEERS. 583
2d. To Becare good navigatioo duriog eight months, (October to June,)
for boat drawing from 2A inches to 28 inches, wonld require 50 per cent,
additional work and the improvement of four or five of the worst shoals.
Approximate estimate for seven months $5,290 00
Adding 50 per cent, for additional work '. 2, 645 00
Excavation of eight hundred cubic yards of gravel, at $2 per yard 1, 600 00
Excavation of tw^o hundred cubic yards of rock, at |4 per cubic yard 800 00
Total for eight months 10,335 00
3d. To secure good navigation for boats drawing 24 inches during nine
months (October to July) would require the same amount of work as for
eight months, with the improvement of six additional shoals. Approxi-
mate estimate for eight months $10, 335 00
Excavation of twelve hundred cubic yards of gravel , at $2 2, 400 00
Excavation of five hundred cubic yards of rock, at $4 2, 000 00
14, 735 00
Contingencies, 10 per cent 1,473 50
Total for nine months 16 208 50
For a longer period than nine months the cost to improve would increase in a degree
far beyond the advantage to be gained or the amount of trade benefited. No estimate
is therefore made for a longer period than nine months.
Very respectfully, your obedient servant,
L. Cooper Overman,
Captain of Engineers,
Brig. Gen. A. A. Humphrrys,
Chief of Engineers, U. S. A,
APPENDIX Q.
REPORTS UPON BRIDGING NAVIGABLE WATERS OF THE
UNITED STATES.
Q. 1.
BRIDGE ACROSS THE GENESEE RIVER, NEW YORK.
Letter of the Chief of Engineers.
Office of the Chief of Engineers,
Washington^ D. C, October 4, 1873.
Sir : Congress by an act approved March 3, 1873, (vol. 17, Statutes
at Large, page 610,) aathorized the Lake Ontario Shore Railroaci Com-
pany to coustrnct a draw-bridge across the Genesee River, in Munroe
County, New York, and required that the structure shall be located and
built under and subject to such regulations for the security of navigation
of said river as the Secretary of War shall prescribe, &c.
The president of the company submitted drawings showing location
and plan of the bridge, and also certain papers and petitions in relation
thereto. These were referred to a board of engineer officers, instructed
to assemble at Charlotte, N. Y., the site of the bridge, and, after a care-
ful examination, to prepare such regulations as are necessary for the
security of the navigation of the river, and report whether a bridge
constructed at the location selected and according to the plan proposed
will conform to these regulations.
584 REPORT OF THE CHIEF OF ENGINEERS.
The report of the board is herewith respectfully submitted. They
recommend that the location of the bridge be approved, and that the
draw-openinjjs proposed by the company, viz, 70 and 71 feet, be accepted.
In regard to the height of the bridge above surface of the river, the
board expresses the opinion " that the nnder-surface of the bridge should
not be less than 13 feet above high-water mark.'' This would. require
the plan proposed by the president of the company, in his letter of July
26, to be raised 11 J feet.
The board recommend certain regulations for the working of the
bridge : First, that in all cases the navigation interests shall have the
precedence in passing the bridge ; and second, that during the season of
navigation the company be required to keep such lights at the draw as
may be prescribed by the Light House Board.
'\: These appear to be matters of regulation, belonging rather to the local
or State authorities, and not contemplated in the a<;t of Congress as
coming under the supervision of the War Department.
The views and recommendations of the board, with the above excep-
tion, are concurred in by me, and if they meet your approval, it is rec-
ommended that I be authorized to so inform the president of the rail-
road company.
Yery respectfully, your obedient servant,
A. A. Humphreys,
Brigadier- Oeneralj and Chief of Engineers.
Hon. W. W. Belknap,
Secretary oj War,
[Indorsement.]
The Secretary of War approves the recommendations of the Chief of
Engineers.
H. T. Crosby,
Chief Clerk.
October 8, 1873.
Report of Board of Engineers.
Charlotte, K Y., August 26, 1873.
General : The Board of Engineer Officers constituted by Paragraph
1, Special Orders No. 103, dated Headquarters Corps of Engineers,
Washington, D. C, August 15, 1873, convened at Charlotte, JST. Y., Au-
gust 26, 1873, in obedience to that order, all the members being present.
The board proceeded to examitie and deliberate upon the several maps
and papers brought to their attention, and bearing upon the question of
the location and plan of the bridge proposed to be built across the
Genesee River, in Monroe County, New York, by the Lake Ontario
Shore Railroad Company. The resident engineer of that compj^ny laid
before the board all data necessary to enable the members to fo m their
opinions upon the matter in question. The Board also gave careful
attention to the opinions expressed by dock -owners, masters of tugs, and
prominent citizens of the village of Charlotte. Full opportunity was
given, and a free expression of public opinion was invited as to the
location and plan of the proposed bridge, resulting in, with one excep-
tion, a general expression of approval of the railroad company's project
without alteration in any manner.
The board, after mature deliberation and a thorough discussion of the
subject in all its bearings, came to the tbllowing conclusions, which they
respectfully present as their
REPORT OP THE CHIEF OP ENGINEERS. 585
REPORT.
lu discussing the wants of the harbor at Chadotte, N. Y., and the
nect^ssary qnalilications of a bridge to be bailt across the Geuesee Eiver,
which forms this harbor, the board feel that it would be very short-
sighted to limit themselves to the present wants of the village at the
mouth of the Genesee. The harbor at Charlotte has been recently
made one of the best on Lake Ontario, and being only seven miles from
the large city of Rochester, of which it is the port and with which it is
connected by a branch of the New York Central Eailroad, it is reason-
able to assume that its commerce will steadily grow with the general
growth of the country, if it does not do so at a faster rate.
As all bridges across navigable waters are obstructions, it is manifest
that the only safe method is to so regulate them that they shall present
the least possible hinderance to free navigation, and be adapted as faraB
possible to the greatest probable development of commerce, provided
that in so doing no excessive burden is thereby imposed upon those
building them.
Acting on these general views the board come to the following con-
clusions :
LOCATION OP THE BRIDGE.
ft
The Board approve of the location, believing that in the course of
time a bridge at or near the point selected will become a necessity, and
that there is no good reason for refusing the privilege to the railroad
company that in all probability would be granted at some future time
to them or other parties.
It has been asserted that in heavy storms vessels need a free entrance
to a point above the site selected for the bridge, but this was denied
by the master of one of the tugs belonging to the harbor, and the Board
have every reason to consider his statements correct.
WIDTH OP DRAW-SPAN.
The act of legislature of the State of New York, the conditions of
which are accepted in the act of Congress legalizing the proposed bridge,
requires a draw with two clear openings of 60 feet each. The railroad
com[)any propose giving one opening of 70 feet and the other of 71 feet.
These openings we consider sufficient and recommend that they be ac-
cepted. At Chicago the Eush-street bridge gives 78 feet, the Clark and
State street bridges 67 feet, and the Wells-street bridge 62 feet. The
Ohio-street bridge at Buffalo gives 67 feet. The proposed openings for
the Charlotte bridge are, therefore, in excess of all excepting the Kush-
street bridge at Chicago.
HEIGHT ABOVE WATER OF THE UNDER SURFACE OF THE BRIDGE.
The board believe that in order to reduce to the minimum the obstruc-
tion caused by this bridge it is essential that it should have a height
sufficient to permit all tugs to pass under freely, so that the draw' need
only be swung when masted vessels and steamers require passage.
If a large city should ever arise at this point a bridge too low for the
passage of tugs would be an intolerable nuisance. Knowing how very
difficult it has always proved to change the order of aflFairs once estab-
lished, when such change is opposed by a wealthy and influential cor-
586 REPORT OF THE CHIEF OF ENGINEERS.
poration, the board believe that the only way to secare the rights of
navigators is to insist upon the proper order ot affairs from the begin-
ning. We, therefore, are of the opinion that the uuder surface of the
bridge should not be less than 13 feet above high-water mark. The top
of the pilot-house of a first-class tug, with chimney lowered, is 12 feet
above water, and 1 foot is needed for clearance.
At Buffalo the Ohio-street bridge is 12 feet above high- water and 14
feet above low- water. The new Michigan -street bridge at the same
city is to be nearly 14 feet above high-water, and nearly 16 feet above
low-water, thus indicating that experience has shown the need of a
greater height than was given to the Ohio-street bridge. The height
we have selected is the mean of the two, and we believe it to be the
lowest admissible. The effect of this change would be to require the
company to raise their bridge 11^ feet higher than indicated in the
elevation furnished us with our instructions. We have carefully exam-
ined the profile of that portion of the Lake Ontario Shore Eailroad
which crosses the Genesee Valley, and are satisfied that there is no
material difiiculty in making the change recommended. The new level
of the bridge can be reached by a grade not exceeding 62.8 feet to the
mile, commencing 1,125 feet east of the bridge. On the west side by
means of a down grade of 39.6 feet to the mile, the level of the furnace-
track can be reached at its crossing. This level may then be continued
westwardly until the railroad company's up-grade is reached. The prac-
tical effect on the main line will be simply to change a portion of up-
grade from the west side of the valley and put it on the east side, and
a portion of the down-grade from the east side to the west side, l^o
change whatever, either in construction or in use, would be made in the
siding leading to the wharves north of the proposed slips, and in the
other siding the difference would simply be that westwardly-bound
trains made up at the wharves would have to back out a few hundred
feet further before crossing the bridge than they would if the proposed
change were not made. On the west side the railroad would cross the
furnace-track at a level instead of 4 feet below, as now graded, thus
avoiding an inconvenience. The New York Central track could pass
under the raised track without difiiculty.
The board are of the opinion that there are no engineering difficul-
ties whatever in the way of the proposed changes, and tliat the question
is simply one of money. We estimate the cost of the changes recom-
mended at not to exceed $20,000. The temporary use of tirestlework
would much diminish this estimate.
In view of the great expense of building a long line of railroad, the
sum above mentioned is insignificant, and in view of the great injury
that may be done to the harbor if the changes recommended are not
made, even at this cost, it does not seem unreiisonable to demand that
the railroad company shall make this necessary expenditure, in view of
the privilege granted them of crossing Genesee Eiver Harbor near its
mouth.
REGULATIONS CONCERNING USE OF BRIDGE.
The board are of opinion that the right of way properly belongs to
navigation, and that the draw should always stand open when not in
actual use, and that should a vessel desire to pass when a train is about
to cross, the train should wait until the vessel has gone by. They
would also recommend that the company be required to keep such lights
at the draw as may be prescribed by the Light- House Board.
EEPORT OP THE CHIEF OF ENGINEERS. 587
Respectfully submitting these conclusions, and forwarding with this
our report, the maps and papers specified in the accompanying schedule^
We have the honor to be, very respectfully,
Wm. E. Merrill,
Major of Engineers.
John M. Wilson,
Major of Engineers^ U. S. A,
F. Harwood,
Major of Engineers,
The Chiep op Engineers, U. S. A.
Q 2-
BRIDGING THE CHANNEL BETWEEN LAKES HURON AND ERIE.
Report of the Board of Engineers,
Detroit, Mich., December 24, 1873.
General : The Board of Engineers appointed by Paragraph 3, Spe-
cial Order 61, dated W^ar Department, Adjutant-General's Office, March
18, 1873, to inquire into and report upon the practicability of bridging,
consistently with the interests of navigation, the channel between Lake
Huron and Lake Erie, &c., in accordance with section 3 of act of Con-
gress approved March 3, 1873, and convened by your order of March 26^
has the honor to submit the following report:
Pursuant to the above orders the board met at Detroit, Mich., on the
12th of May, and representatives of the opposing interests presented
their several opinions, as follows:
Railroads. — Michigan Central Railroad and Canada Southern Rail-
way : A. B. Maynard, esq.. United States district attorney and attorney
for these roads.
Michigan Central Railroad : James P. Joy, esq., president.
Canada Southern Railway: George Goss, esq., managing director,
and E. W. Meddaugh, esq , attorney.
Navigation. — Captain E. B. Ward, Captain Eber Ward, E. G. Merrick,
esq., G. W. Bissell, esq., Robert J. Hackett, estj., and several others.
The railroad companies desired to bridge the strait, while those in the
interest of navigation protested against it, and for three days the mat-
ter was fully and openly discussed, and opinions mutually interchanged
between the several parties and the members of the board.
It appeared that much preliminary information would be required be-
fore the subject could be properly treated, and the board accordingly
adjourned on the 17th, subject to the call of tlie senior member.
In the interim obvservations were made on the velocity and direction
of the currents, the nature of the river-bottom, substrata, &c.
A continuous record of passing vessels was kept, the methods of
navigation now in use were investigated, and commercial statistics, for
several past years, compiled from vnrions sources.
Surveys, examinations, and estimates were also obtained from the
railroad companies, and statements, in writing, received from both par-
ties upon many points bearing on the question.
On the 14th of November the board re-assembled, and after digesting
the accumulated information the final statements of the parties above-
mentioned were heard.
588 REPORT OF THE CHIEF OF ENGINEERS.
Three days were then occupied iu deliberation, and the board finally
adjoarned on the 19th of November.
Section 3 of act of Congress making appropriations for repairs, pres-
ervation, and completion of certain public works on rivers and harbors,
approved March 3, 1873, reads as follows :
That the Secretary of War is hereby authorized and reqnired to detail from the En-
gineer Corps one or more engineers, whose duty it shall be to inquire into and report
upon the practicability of bridging, consistently with the interests of ilavigation, the
-channel between Lake Huron and Lake Erie at such points as may be needed for the
pasHing of railroad-trains across said channel ; and, further, to inqnire into the num-
ber and character of the vessels navigating said channel, and the number of trips made
hy each; and, if said bridging be practicable, to report what extent of span, or spans,
And elevation above the water, will be required in the construction of such bridge or
bridges, so as not seriously to injure the navigation of said channel.
DESCRIPTION OF WATER-WAY BETWEEN LAKES HURON AND ERIE.
Of the great railroad thoroughfares which traverse the continent,
from east to west, one of the mostimportantroutes lies across the penin-
«ula of Upper Canada.
The valley of the Hudson Eiver, by piercing the range of the Alle«-
ghauy Mountains, continuous for nearly a thousand miles, affords to this
route facilities for reaching the sea-coast not enjoyed by others, but the
delay and expense of crossing the channel under consideration detracts
to some extent from the superiority which its railroads possess by rea-
son of their low" grades.
The strait or channel through which the waters of the upper lakes
discharge themselves in Lake Erie is designated at its origin as the
Saint Clair Eiver.
On leaving Lake Huron, the opposite banks are not more than 800
feet distant, but the passage soon assumes its ordinary breadth, which
may be estimated at 700 yards. Twenty-seven miles below Lake Huron
it separates into a delta, twenty miles wide, and enters Lake Saint
Olair, a shallow sheet of water, through no less than eight independent
outlets, one of which has been artificially deepened and protected by
wooden cribs.
From the head of the delta to this canal the water-way measures thir-
teen miles, and the distance across the lake is about seventeen miles.
Here the waters are again contracted, and, under the name of the Detroit
Eiver, flow with a gentle current past the city of the same name, which
is located on its right bank, seven miles from its origin. Near its upper
and lower course, two or three small islands divide the channel ; but
throughout its length the general width of the main channel may be
taken as 2j0()0 feet.
The total length of the navigable course of Detroit Eiver is twenty-
eight miles, and of the whole of the strait, from Lake Huron to Lake
Erie, about 85 miles. Its general direction is 30^ west of south, and the
accompanying tables will show in further detail the dimensions and char-
acteristics of those locations at which the railroad companies might
bridge the stream, and of other important points in the channel.
It will thus appear that it affords throughout its whole extent the
finest facilities for the passage of vessels.
The average width of the channel of the Saint Clair Eiver, which
would be navigable for boats of 16 feet draught, may be computed at
2,0(K) feet, with an average depth of 36 feet, and that of the Detroit
Eiver at about the same width, but with less depth in its lower course.
The only points at which any serious difficulties to navigation exist
REPORT OF THE CHIEF OF ENGINEERS.
58»
are at the Lime-Kilns, below Stony Island, and in the old channel at
Saint Clair Flats. The former lies partly in Canadian waters, and though
vessels sometimes strike in passing, yet the difficulty might be obviated
at small expense. But at the latter channel the depth is about 14 feet,
and vessels of that draught are confined in their course to a passage of
about 150 feet width.
So narrow a water-way was an injury to navigation ; and the CTnited
States Government has been constructing, at the expense of half a mil-
lion dollars, an artificial channel, or canal, which gives a clear opening
of 300 feet for vessels of 13 feet draught, and this depth is now being
increased to 16 feet.
Table No. I. — Skewing the dimensions of Detroit and Saint Clair Hirers at important point&^
the figures marked thus * being approximate.
Place.
Fort Gratiofc 6. T. Rail-
waj crossiu^
Sain t Clair projected cross-
ing of branch of C. S.
Railway
Saint Clair Flats Canal. . .
Site of tunnel
Detroit M. C. Rfldlway de-
pot
Stony Island
Lime-Kilns
Month of Detroit River . .
a 'A
•a 3 5
3
>
X
o
•*»
800
m 3,820
40
62i
634
78
79
3,800
3,900
3,500
8,000
8S 30,000
«
a
a
1
5
•
&
<iH
o
■*»
9
1
<
780
48
30
2,600
42
30
300
16
14
2,700
45
40
2,750
48
40
2,000
27
14
600
18
9
27
15
M
s
2
I
o
o
15
20
Artificial
25
35
25
Rock.
Claj' .
Clay.
Clay .
Clay.
Rock.
Rock.
Mad
5
S
I.-
it
s
p
s
H
48
110
85
27
18
s
a ^
l5
g
la
&
♦5
105
80
14
9
•2J
3 3
►6
2f
3
5
*3
The channel is usually free from fogs, except occasionally in the
spring. The prevailing winds are from the southwest, though it fre-
quently blows with violence from all points of the compass. It is
scarcely affected by tides, and the annual changes in water-level rarely
exceed two feet ; but during the winter season it is much obstructed bj
ice, and at some points is completely frozen over for several weeks.
It is usually in the month of December that the shallow waters of
Lake St. Clair and the west end of Lake Erie begin to freeze over, and
the floating ice which soon appears in the rivers is so dammed up by
this impediment that the blockade gradually extends to their upper
courses, and it has been stated by the pilots and ferrymen that, al-
though the floating cakes range in thickness only from eight to sixteen
inches, the accumulated mass often covers considerable areas to the
depth of five or six feet in the severest weather.
But at the head of St. Clair liiver the influx of ice is stopped by the
blocka<le at the foot of Lake Huron, and the rapid current keep's the
passage quite open in all seasons of the year.
Of the value to the country of the water-way between Lakes Huron
and Erie, now described, no estimate can be made. It is a part of a
magniflcent channel for commerce, stretching uninterruptedly from
Chicago to Buffalo, a distance of eight hundred and eighty-eight! miles;
or, if we include the ship-canals in connection with it, from Ogdens-
burg to Du Luth, a distance of one thousand two hundred and twenty-
eight miles ; and to its existence are due, in a large degree, the growth
and wealth of the great Not*thwest.
590
REPORT OF THE CHIEF OF ENGINEERS.
AMOUNT AND CHARACTER OF NAVIGATION ON THIS WATER- WAT.
If the tonnage of entries and clearances reported by the several cus-
toms districts be taken to measure the amount of navigation, it will
appear from the Tables II and III, below, that that of the northern lakes
is 40 per cent, of the total coastwise and foreign trade of the country ;
that one-sixth of the vessels in the country are engaged in it 5 and that
in the year more trii)s are made on these lakes than in all the rest of the
country. To maintain and foster this commerce over a million dollars
are annually appropriated by the General Government for the improve-
ment of its harbors and water-ways.
The strait just described is the key to all these lakes ; and it will be
fieen below, from Tables III and IV, that during the summer, if July be
taken as an average month, more than one-half of the lake com-
merce, and nearly one-third of all in the United States, passes through
it ; and during these months about three times as many passing vessels
have been observed here during the last season as the sum total of the
entrances and clearances of the port of New York for the same time in
1872.
During the eight months of navigation, usually from April to De-
cember, 27,000 vessels annually pass this channel, and of this number
more than 20,000 carry masts varying in height from 80 to 160 feet.
Most of the sailing-vessels are towed in their passage by large and
powerful tugs, taking from one to ten vessels at a time, and the largest
tows sometimes exceed three-fourths of a mile in length ; but the aver-
age number would be between two and three vessels to each tow, mak-
ing the total number of separate passages over 15,000 per year.
The details of this method of navigation are given in Table VI ;
while Table VII shows the relative number of the different classes of
vessels as well as the average and maximum dimensions of each class,
an<l No. X the proportion of the different kinds of cargo for the year
1872 ; this being taken from the statement of Messrs. Bissell and Hack-
ett, submitted herewith.
In all these tables the figures marked thus * are taken from the re-
port of the Chief of the Bureau of Statistics for 1872.
Table No. IL ^Showing the number of United States merchant vessels and amount of ton--
nagSf geographically classified.
Tons.
Atlantic and Gulf
Northern lakes . . .
Pacific
Weatem rivers . .
Total
«3, 094, 903. 33
♦?«4, 493. 51
*180,34&44
M46. 001. 36
*4, 447. 740. 64
Tablr No. III. — For comparing the number of trips coastwise or to foreign countries made by
all vesselSf of whatever nationality , throughout the country ^ with those which pass through
St. Clair Flats in the same length of tims.
United States |
Northern lakes <
Passed St. Clair J
Time.
July, 1872
July, 1872
July, 1872
July, 1872
July, 1873
July, 1873
Number
of trips.
•129,364
*16,966
*e9, 101
*n, 102
t27,109
t5, 107
Tonoaice.
*49, 770, 2S5
♦5,632,807
*18, 674, 263
*2, 964, 674
!9, 116, 570
§1,800,000
t From Table No. VL I From Table No. X. § Approximated by soTeral independent methods.
REPOET OF THE CHIEF OF ENGINEERS.
591
!NoTE. — ^The figures for the United States and northern lakes are ob-
tained by adding together the number entered and cleared in the foreign
and cleared in the coastwise trade.
Number of vessels entered and cleared at port of New York, 1872,
foreign and coastwise: Number, 18,840; tonnage, 11,803,958.
Table No. IV. — Showing the ratio of the commerce under consideration to ihut of several
cities.
New York
Passed St. Clair FlaU.
Fort Wayne
Stony Island
NUHBKK OF VB6SBLS.
jQly, 1873.
Entered.
»749
Cleared.
i\
'851
5,107
4.348
3,544
ToUl.
*1,600
October, 1872.
Entered.
►816
Cleared.
*9I7
Total.
•1,733
4,113
TONNAOR.
New York .
Baltimore. .
BoDton
Chica{{o ...
Milwaukee
St. Clair Flats, approximately
*496,000
*n6,000
*200, 000
M84.000
*379,000
Up.
900,000
*5a3.000
♦146,000
*20l,000
*4d7, 000
*385,000
Down.
900, (KX)
*1, 019, 000
-534, 000
1
*573. 000
*-2ea,ooo
*129, WK)
*163,000
*401, 000
•172,000
*184, 000
•971, 000
*441,000
M38,000
*764,000
*344,000
♦a-Ti, 000
Up.
Down.
1,800,000
700,000
700,000
n, 107, 000
-292,000
•s.'ie, 000
•879,000
•696,000
1, 400, 000
Table No. V. — Shomng the relative importance in tonnage in summer months of lake
commerce and other commerce, July, 1872,
Atlantic
Gulf
Pacific
Lakes
Interior
Total United States
Foreign.
Entered.
*609,000
•19, OuO
♦67,000
♦388.000
•9,000
Cleared.
Coastwifie.
Entered.
♦634,000
•30,000
•53,000
"390,000
•12, 0« 0
•1, 150, 000
♦112,000
•56,000
*% 159, 000
•63,000
♦1,092,000 I ♦1,119,000
♦3, 549, 000
Cleared.
♦1, 030, OOC
•98,000
•40, 000
•2, 185, 000
•64,000
-3, 417, 000
Entered and
cleared for-
eign, and
cleared coast-i
wise.
TotaL
2,273,000
147,000
160,000
2,963.000
85,000
3,432,000
259,000
216, 000
5,122,000
148,000
5, 628, OOa 9, 177, 000
Table No. VI. — Shotoing the number of vessels that passed different points of the channel in
question.
Jannarr^,..
February..
Harcb
April
l«Uy
June
July
August . . .
September
October . . .
Kovemoer.
December.
Stony
Island,
1873.
Fort
Wayoe,
1873.
St
Clair Flats,
1873.
St
Clair Flats,
(partial
count)
1872.
St
Clair Flats,
(partial
count,)
1871.
649
2,153
3,010
3,544
3,702
3,866
4.348
4,562
Total.
5,107
4,186
4,376
4.113
'1,721
19,503
314
1,704
1,941
2,612
2,260
2,460
2,4.18
1,655
102
2,336
1,838
1,807
1,663
1,391
66
15,486
♦ To November 25.
592
EEPORT OF THE CHIEF OF ENGINEERS.
If we take the whole Dumber of vessels which passed the flats in 1872,
and divide by the number from July 1 to November 25, it gives ^^^ as
the ratio to be added to those observed in 1873 to express the total for
this season, which may therefore be computed at 27,109. The number
counted by the light-keeper at Port Huron for the previous year is given
at 26,381 for the day-time only, to which he adds 25 per cent, for those
passing at night.
The first column is from observers in employ of Canada Southern
Railway.
The second and third columns are from those in the employ of the
Board of Engineers, and are considered reliable, but may be somewhat
too small, since some vessels passing at night may not have been seen.
The fourth and fifth columns are from count by the custodian of the
St. Glair Flats Ship-Canal, who counted only the larger class of ves-
sels passing between daylight and 10 p. m.
Table No. VII. — Showing the number of vessels of each dctee which passed St. Clair
Flats in 1873, taken frmn actual county from July I to November 25jWith '39 per cent, added
in secofid Uncy as in Table F/, to represent the total number for the year*
Jnly^ i to November 25.
April 1 to December 1 . .
Sido-'wbeel
steamers.
1
Steam-
barges.
Tugs.
Barks.
Sb
i
I
H
3,567
«
s
1
300
2,0M)
2,496
3,170
550
152
3,600
3,047
417
3,898
3,470
4,406
765
211
4.958
5,004
4,236
45
63
DIMSN8I0NB OF THE ABOVE CLASSES GIVEN BY MB. KIRBY, 8HIP-BUILDBB.
Maximum beam
Average beam
Maximum longth
Average leugtb
Maxiranra draught
Average draught
Maximum height Dilot-honse. . .
Average height pilot-house
Maximum height smoke-stack,
above water.
Average height smoke-stack...
Maximum masts
Average masts
Maximum counage
Average tonnage
Maximum horse-power
Average horse-power
75
55
280
200
lOi
35
25
60
50
1,600
804)
1,200
600
42
30
275 I
200 I
i^
m,
40
30
60
50
120
110
1,502
750
800
600
40
32
250
200
14i
12
40
30
60
50
120
110
1,406
BOO
fcOO
350
26
22
150
130
m
l^
30
20
50
40
247
220
500
350
40*
30
247
190
14i
12
165
140
1, 092
700
125
75
5.000
2,000
4
8
* This column indicates sailing-vessels of all classes.
Other papers sav that rafts average 600,000 feet, b. m., to 1,000.000 feet, b. m. ; andeasnres 2,60(K
eet X 50 feet, and 2.000 feet X 50 feet ; or 1,000 feet X 100 feet, and 1,500 feet X 100 feet.
Table No. VIII. — Shoicin'g the length of several ioivSj taken from actual observations made
by John T. CoXy civil assistant.
•Tng and three vessels
Do
Tug and four barges
Tng an<l five vessels
Tug and four vessels
Average leDsth per vessel, 389 feet.
Raft of saw-logB; 2,000 feet long.
Total length.
Feet
1.200
1,150
1,600
1,950
1,500
Length per vessel
towed.
Feet
400
383
400
390
375
REPORT OP THE CHIEF OP ENGINEERS.
693
Tablr No. IX. — Showing for two weeks (selected at random from the records of the Board)
the number of tows of different lengths that passed Fort Wayne, and the average time of
passing.
Tug and
Tag and
Tug and
Tug and
Tug and
Tug and
Tug and
Tug and
Tug and
one vessel
two vessels . .
three vessels .
four vessels . .
flvo vessels. . .
six vessels . . .
seven vessels,
eight vessels .
nine vessels . .
Number of each
class that passed
week ending June
7, 1873.
58
30
35
16
6
8
Number of each
class that passed
week ending July
12, 1873.
49
40
34
S5
17
1
1
1
Average time of
each class in pass-
ing a given point,
taken for three
weeks in July,
1873.
m. 9.
28
1 01
1 48
2 01
2 35
4 00
5 00
6 30
6 00
Tows going down.
Table No. X. — Taken from statement by Messrs, Bissell 4' Hackettj to show the number of
ions, ^T., of different kinds (^freight which passed Detroit in 1872.
Freight
liumber feet.,
Coal
Grain ^ bushels . .
Plour barrels. .
Iron, ore and pig
Sal t barrels .
Staves
Wood
Sand
General merchandise
Stone
Entered and cleared at Detroit in small vessels, %. <., vessels less than 150
tons.
In large vessels, t. «., vessels over 150 tons.
Total for 1872
Quantity.
971,977,349
75, 146, 567
800,034
616,009
Weight.
Tons.
1,943,954
1, 109, 196
2, 028, 857
86, 403
985, 621
92,400
108, 693
201,289
39, 431
876, 789
132, 748
328. 717
1, 182, 472
9, 116, 570
Table No. XI. — Shoicing the nitmber of sail and steam vessels that passed Fort Wayne in
ioxcs or single for three months, and the approximate numbers of each kind for the whole
season of navigation.
1873.
May 24 to July 28
Approximate for year
No. of single passages
Average number of vessels to one tug.
Steam.
Single.
3,675
8,500
8,500
4,500
3,500
16,500
10,500
4, 500=2i
Towing.
1,954
4,500
SaU.
Single.
1,498
3,500
Towed.
4,581
10, 500
n
11, 708
27, 000
From the preceding statements an idea of the magnitude and char-
acter of the commerce passing through the channel connecting Lakes
Huron and Erie may be formed.
38 £
594 REPORT OF THE CHIEF OF ENGINEERS.
RAILWAY- CROSSINGS OF SAID WATER-WAY EITHER EXISTING OR PRO-
POSED.
The points at which railroads are interrupted by the water-way are
Sarnia, St. Glair, Detroit, and Stony Island. At Samia the Grand
Trunk Bail way crosses the St. Glair River at a point where the cur-
rent is so rapid that the passage of ferry-boats is never obstructed by
ice. The Grand Trunk Gompany apparently has no desire for a bridge
at Sarnia, and has not furnished any statistics to the board in reference
to freight crossed there. It seems probable that the crossing of freight
by ferry is more economical than by any admissible bridge.
At St. Glair a branch of the Ganada Southern strikes the St. Glair
River, but the representative of the road stated that no bridge was
desired. It is not known that any commercial freight has been crossed
at this point.
At Detroit the freight and passengers of the Michigan Gentral Rail-
road are ferried across the river to the Great Western Railway at Wind-
sor by the latter company.
From Table XIII it appears that in the year ending April 16, 1873,
there were crossed by three ferry-boats 838,310 tons of freight and
218,858 passengers. During the season of navigation there is no diffi-
culty in transferring freight and passengers by ferry, and the method is
probably cheaper than by bridge. Indeed, the president of the Michi-
gan Gentral Railroad stated to the board that if it were not for the ice
a bridge would not be thought of; but, during ordinary winters, the ice
has been an obstacle which, in the severe winter of 1872-73, became
very serious, and, aided by lack of rolling-stock on the Great Western
Railway, caused a serious blockade of freight at the Detroit River. It
is probable that, with ferry-boats better adapted to breaking down the
ice, less trouble would be experience<l ; and it is stated that the Great
Western Railway is now adding such a boat.
Tables XII, XIV, XV, XVI give details as to railroad connections as
to these ferry-boats and their rates of crossing. It will be seen that the
average time of crossing in January, 1873, was more than double that
in the summer months, and this difi'erence was doubtless mainly due to
ice.
REPORT OP THE CmEF OP ENGINEERS.
595
I
o
s
•£
S
I
o
3
n
§
es
a
a
S
^
!^ I
♦J 5 3
I
P
-a -a
i.i
49
IS
p
P4
s
5
o £ n
c
s
§
2-2
a
es
'Si
Is
a o
d o ® S
i
i
CI
I »
& ^ s
i -S •«'
I 1 I
'I
O O S
§
a
5
I
s
sr •*
s
I
I"
»4
I
1
I I
f 3
OQ CO
^ (S
QQ
*iiopfi9nb ix| x^^
•mrqa oq^ «9qo«9J
I
o « o u n
S
I
I
*§
i ^
0^
1^
•a
s
I
rs
3
o
H
iSiS
f^ AOO
''las
a
g
H
o
S
I
QQ
et C
So
too
0)0
g'
CO
B
I
a
i
-3|
U
&
gsss
00 0»"-"-^
r? 0*r4
3
:SI
■^ ^o
01
I
a<> s<i
::s::a
^ ©^ ©
<JP<1P
S
596
EEPOET OF THE CHIEF OF ENGINEERS.
PASdEXOEBS.
Time.
Steamer Union.
Interest on
cost, depre-
ciation, and
insurance.
•
1
ft
as
•
Wages of iFnel and
crew. 1 repairs.
1
April 16. 1871, to Deoember 15, 1871
December 16, 1871. to April 15, 1872
April 16, 1872, to December 15, 1872
December 16, 1872, to April 15, 1873
•5,138
2,792
5,536
3,171
$13,413
7,188
19,611
30,633
$17,357
86,78
17, 357
8,678
$34,908
1 18.660
42,505
32,4TJ
$133. 646
49, 476
166. 970
51, b88
Cents.
26.12
37.71
85.45
63.58
Totals
16,638
59,836
52,072 !l*J 54ft
401 980
Table No. XIV. — Skaicing the dimensions, ^-c, of the ferry-boats helonging to the Great
Western Railway Company ^ taken from Document Xo. 9f furnished by that company.
Dimensions.
Tonnage.
Kame.
Length.
•
1
.a
C
•
9
999
712
327
Cost in
gold.
Capacity.
Union, (paddle)
Ft
163
220
168
Ft. in.
33 6
40 3
39 10
FL
11
1,190
1,352
759
$120, 424
Great western, (iron paddle) . . .
Transit, (propeller— 3 wheels) . .
197. H63
93,000
14 loaded ears.
10 loaded cars.
Saj^naw, smaU steamer. Dimensions not given.
It is said that the Grand Trunk ferr^'-boat International carries 21 cars.
Canada Son them steamer have not been rarnished.
The dimensions of the
Table No. XV. — Shomng work and time of ferry-boats Great Western and Transit, t<iken
from record 10:ii, furnished by Great Western Bailway Company.
Month.
1873.
Septe mber
October
November
December
1873.
January
February
March
April
M^y •-.
JUUQI
July
Anj^unt
I
it
1^
28.5
34.2
24.8
1&5
14.06
20.5
23.04
23.74
26.6
26.4
22.74
Laid up .
GREAT WE8TKKN.
Average time per trip.
Time run-
ning.
Minuter.
16.60
17.89
19.43
30.65
39.25
28.20
18. 675
17.77
17.02
16.60
16.60
Time at dock.
Loading .
and un* ' Lying idle,
loading. I
Minutes.
2t;.oo
28.2
29.5
30.0
28.0
27.4
2<).0
26.0
Minutes.
7.93
13.43
9.01
17. 19
28.3
29.2
35.13
14.63
13.93
16.ri9
11.13
8.66
17.50
REPORT OP THE CHIEF OF ENGINEERS.
597
Table No. XV. — Showing work and time of ferry-boats Great Western and Transity taken
from record 102, ^c. — Continued. #
Tbansit.
Average number of
trips dally.
Average time per trip.
Month.
Time run-
ning.
Time at dock.
Loading
and un-
loading.
Lying idle.
f
1872.
Scntembor ^.. -----
13.20
21.26
Minutes.
19.85
19.45
Minutes.
18.0
18.0
Minutss.
71.24
October
30.28
November
December
13.16
14.55
21.28
22.03
21.50
25.55
18.97
37.96
36.66
2i.23
31.74
22.08
19.00
16.23
14.90
15.00
15.50
16.00
20.0
20.0
20.0
20.0
18.0
lao
18.0
18.0
18.0
6ai9
1873.
January -
47.23
February
25.59
March
26.37
April
32.75
May
23.46
Jane
42.91
Jnlv
4.43
Auffast
5.*^
Tablk No. XVI. — Shoicing the number of trips made by Great Western ferry-boat from dock
to dock during the month of Januqry^ 1873, in 10, 20, 30, ^o., minutes^ compiled from log
of steamer Great Western — the month of January y 1873, being said to be the worst on record.
Minutea.
Trips.
Minutes.
Trips.
1
Minutes.
Trips.
Minutes.
Trips.
10
36
163
107
58
35
80
90
100
110
120
130
140
150
160
170
180
200
210
23(r
7
230
S40
2.')0
260
270
280
290
20
30
6
4
6
6
8
1
2
40
50
60
1
3
70
1
It will also be seen by the following extract from the aaiiaal report
of June, 1873, by the president of the Michigan Central Railroad, that,
in his opinion, the means of ferriage supplied by the Great Western
Railway have been entirely inadequate to the business:
It (the Great Western) undertakes to do the ferry business at Detroit, but the means
have been wholly inadequate. Even before the winter set in, during several months
the cars could not be taken across as rapidly as was requisite, and for that* period, ail
the time, large numbers of loaded cars, often as many as from seven hundred to one
thousand, were waiting in our yards to l)e moved across. When winter came on — and
it was the most severe by far ever known at Detroit — the ditficulty was still greater ;
though, could the freight have crossed, it could not have been got over that road.
Although the last-named difficulty may be so far corrected as to re-
lieve the railroad companies from embarrassment, yet the gross earn-
ings of eight miles of railroad are expended in crossing during the sum-
mer season, and those of more than twelve in a winter of unusual
severity. Moreover, the delay to passenger traffic is au important con-
sideration; hence an association, representing $100,000,000 capital, did
not regard $2,650,000 too great an outlay to secure, by means of a tun-
nel, with double track, an uninterrupted passageway of a most perma-
nent nature, capable of fulflUing the demands of an unlimited increase
598 REPORT OF THE CHIEF OF ENGINEERS.
of traffic, and neither subject to delay iVoni the coDdition of the river
T\%T from encouDtering the constant stream of navigation which has
been described.
The accompanying papers of Mr. Chesborough, the engineer, and of
Mr. McBean, the superintendent of the Detroit- Eiver tunnel, will serve
to give a correct idea of its history; and while the former explains the
object of the plan he adopted, the latter dwells with bitterness upon the
abandonment of the enterprise.
This tunnel, commenced in the winter of 1872, was to pass under the
Detroit River, from Windsor to Detroit.
Its plans and sections, furnished by the Michigan Central Railroad,
show the limestone bed-rock, at 110 feet l|^low the river level, with the
following formations immediately above : 1st, hard-pan, with bowlders,
10 feet in thickness on the Canada side and 22 feet on the American ;
2d, forty feet of hard blue-clay, perfectly clear, on the American side,
but with a vein of sand on the other, varying in thickness from a few
inches to two feet, and lying one or two feet above the hard-pan ; 3d,
ten feet of laminated clay ; and, 4th, the soft blue-clay of the river-
bottom.
The work was begun by sinking two shafts, 3,275 feet apart, at Detroit
and Windsor, respectively, and a small drift of 5 feet in the clear was
started to explore the ground and to form a drain for the main work when
completed. It appears from Mr. Chesborough's statement that the
American drainage-tunnel, of 1,220 feet, was completed without embar-
rassment, but not without difficulty or delay, for its course lay not in
the blue-clay, as they had supposed, but in the hard-pan, which had not
been reached by their economical boring-apparatus. On the Canada
side they were delayed from the same cause, and the veins of sand,
above mentioned, occupied so much of their attention, that the railroad
companies began to get impatient.
At the annual meeting of the stockholders of the Great Western Rail-
way, at London, Ontario, April 7, 1873, the chairman says: " We now
believe that, by making the proper application we shall be able to get
the' bridge over that river by a smaller expense than the tunnel, and get
it more expeditiously done." And Mr. Chesborongh says, after it had
been abandoned : '^ While the construction of the Detrbit tunnel, as a
simple engineering problem, cannot seem otherwise than practicable to
members of the profession, ♦ ♦ ♦ ♦ ♦ the. advisability of con-
structing it, as a judicious expenditure of money, is more doubtful." The
growing hope that a bridge would be permitted was doubtless one mo-
tive for abandoning the tunnel.
At Stony Island the C3auada Southern Railway crosses the river, ^
where the total width of water-way on the line of the railway is 6,640 '
feet. Of that distance, by bridging, embankment, and piers, the rail-
way has already taken possession, entirely without authority of the
United States, of 3,280 feet, and, doubtless, in the future hopes to take
possession of the remaining gap.
The line of this road, as prolonge<l, crosses the river at a short dis-
tance above one of the narrowest and worst places for heavy vessels in
the river, known as ^' the Lime kilns," where, during the past season, a
large amount of damage has been done to navigation by heavily-laden
vessels touching the rocky bottom. The current is curved, swifter than
at Detroit, its velocity having been increased by the obstructions al-
ready placed in the river by the railway company, so that now it is five
miles an hour at the railway company's pier on Stony Island, and about
two and a half miles an hour in the main channel.
REPORT OF THE CHIEF OF ENGINEERS. 599
All objectioDS arising from injury to navigation by a bridge at De-
troit apply with still stronger force to a bridge at this place.
The general features of this section of the river may be gathered
from the Table I and the accompanying remarks, and should any danger
arise to' the present ferriage system from the unfortunate location of
their piers or the ponderous machinery of their ferry-boats, such diflB-
culties could easily be obviated before the traffic of the road might re-
quire another mode of passage. The shallow water, while favoring the
method of open coffer-dams in the construction of a tunnel at this
place, would reduce its length much below that of the Detroit tunnel
if it received the same gradients for its approaches.
The different railway crossings of the river have now been consid-
ered. Two bridges only are at present desired, namely, at Detroit and
at Stony Island. As the road crossing at the latter point has but just
been opened, we have no data for the amount of freight it will take
over. From Messrs. Bisseil and Hackett's statement, the amount of freight
which would pass through a bridge at Detroit is about 9,000,000 of tons
per annum, while from the Great Western Eailway Company's state-
ment the whole amount of freight crossed at Detroit in 1872 was less
than one-tenth that amount. But what makes a bridge necessary to
the railroads is the winter ice, as during the summer freight can be
crossed about as cheaply by ferry as by a bridge, when interest on the
cost of the latter and maintenance are considered.
Hence, supposing one-third of -the railway freight to be crossed dur-
ing the winter months, it will be seen, in case of a bridge, that
9,W0,000 of tons of freight is asked to yield its interests for the bene-
fit of one-thirtieth of that amount. This ratio will become larger when
the Canada Southern Eoad is in full operation, but it must always be
small.
But, aside from the relative amounts of freight whose interests are
in opposition, there is a wide difference between the rates of transpor-
tation between points connected both by water and by rail.
From Chicago to Buffalo, during the season of navigation, there is
the freest competition. The vessels engaged in freighting are of the
most varied kind, their owners and managers are widely scattered, and
almost as numerous as the vessels ; and, when the rates of freight be-
come high enough to make carrying a little more profitable, any man
with a few thousand dollars can build a vessel and compete with the
others.
A combination of any serious extent and long continuation becomes
then impossible.
Among the railroad lines between Chicago and Buffalo, which are
few in number, combinations to fix the rates of freight are easily formed.
If the rates are too high, the fact that, to enter into competition with
these, a capital of many millions of dollars is required, practically de-
stroys such competition as would fix and keep the rates at the lowest
practicable point.
The results of unlimited competition and water-transportation on one
hand, and of no competition and rail- transportation on the other, are
shown in the rates on grain from Chicago to Buffalo by water, in 1872,
which varied, according to Messrs. Bisseil and Hackett's statement^
from 1.66 mills per ton per mile to 3.53 mills per ton per mile ; aver-
aging 2.74 mills, or about 12 cents per hundred pounds from Chicago to
Buffalo, while the rail-rates by Blue Line were in October, 1872, 35
cents, and in May and September, 1873, 30 cents. In 1871 these rates
vailed from 22^ cents in summer to 35 cents in winter.
600
REPORT OF THE CHIEF OF ENGINEERS.
The earnings on through-freight of the Michigan Central Railroad
are given in Table XVII, and in 1872 they average 12.80 mills per ton
per mile.
The most pressing want of the whole Northwest is cheap transporta-
tion to the East, and no steps should be taken which can interfere with
the main channel by which that transportation is secured. If we con-
sider the magnitude of the freights which pass through the Detroit
Eiver as compared with those which in winter need a bridge to cross it,
or if we compare the rates by which freight is carried between points
like Chicago and Buffalo, common to the two routes, the immense im-
portance of the preservation of the water-way unimpared stands clearly
forth. Bridges would be of an additional value to the railroads on
account of the quicker time its passengers could make. This consider-
ation is, however, of minor importance to the country at large, and
especially to the Northwest, which demands, not the quickest passenger
transit to New York across the Detroit River, Ifiit the cheapest freights
on grain.
Table No. XVU. — Shotaing the movement affreight^ through and locaL and earnings on same
for the year ending May 3, 1873. — {Taken from report of Michigan Central Kailroad Com-
pany for 1S7^ J page 53.)
Freight.
Total through
Total local
Grand total
Tons
carried.
687,673
729, 119
1, 416, 70-2
Tons carried
one mile.
189, 466, 925
56, 611, 587
Earnings.
346, 078, 512 i 3, 852, 933 41
Earnings
per mile.
Earnings
per ton
per mile.
12, 430, 695 16
1, 422, 238 25
18,822 20
18, 318 37
Oentt.
1.28
2.51
22. 182 81 :
1.57
For nature of this freight see page 52 of same report.
PLANS OP BBmaES OONSIDEBED.
The various forms of bridge that might be constructed across the
channel will be considered and discussed under three separate heads:
1st. If the height to which the topmasts of all sailing-vessels might
be reduced (without serious detriment t.o their sailing qualities) be taken
to determine the headway of a high bridge, and the most economical
length of truss as the measure of its spans, the former would be fixed at
150, the latter at 400, feet in the clear. The description and estimates
for such a structure, adapted by Mr. W. S. Pope, president of the Detroit
Bridge and Iron Works, to the circumstances of the Michigan Central
Eailroad, make the cost little less than $9,000,000, which a further mod-
ification by the board reduces to $8,000,000.
At no point do the river-banks rise to a height of more than 30 feet,
and when we consider the additional motive-power required, the length
and grades of the approaches, making the bridge equivalent to several
miles of level road, and the great interest on cost and expense of main-
tenance, it becomes apparent that a high bridge, while still an obstruc-
tion to navigation, would be less desirable and mure expensive to the
railroad companies than the crossing by tunnels or by efiicient ferry-
boats, although, as a work of engineering, it would be practicable at any
of the places above mentioned.
2d. Another form of bridge leaves a clear headway of only 12 feet,
and is provided with two pivot-draws, each leaving two openings of 166
REPORT OF THE CHIEF OF ENGINEERS. 601
feet in the clear, and the remainder of the structure built on piers of
masonry 200 feet apart.
At the first meeting of the board it was to a bridge of this form that
the arguments of the railroad companies were directed, however their
opinions or policy may have been altered by subsequent investigation.
The cost of such, a structure they fix at $2,451,000 for Detroit, and it
would be about the same for the other crossings.
The nature and magnitude of the commerce which would thus be
forced tlirough these narrow passages has already been described and
compared with that of the largest sea-ports of the lakes and oceans.
If the right of way were given to vessels passing through a draw, it
would subject the railroad-trains to as severe a blockade as they have
ever suffered heretofore from insufficient ferriage ; thus, in the single
month of June, 1873, as appears from the records kept by the board,
there were three hundred and sixty-one times when the draw would
have had to be kept open for 20 minutes or more; ninety-three times, for
30 minutes or more; twenty times, for 45 minutes or more, and once, for
an hour and a quarter, to make way for vessels passing in one direction
only. This is based on the belief that 12 minutes must be allowed for
closing the draw, passing a train, and opening again. If it took 14
minutes to do this, there was one instance where the draw would have
been kept open for two hours and a half; but the vessels passing in the
opposite direction might keep open the other draw after the one just
considered was closed, and thus still longer delay the passing of trains.
Details may be seen in the graphic representation of passing vessels,
accompanying this report.
The president of the Michigan Central Railroad proposed that the
draw should be closed thirty times a day for a space of 10 minutes each,
thus giving time for the transfer of all their trains, and throwing all
the delay upon the vessels ; but the wind and current will not permit
the latter to remain long in a position to pass; and, for safety, at
least 6 minutes must, on this account, be added to the time when the
draw is actually closed or in motion, making 16 minutes in 48, or one-
third of the day ; thus stopping in their course, during the season of
navigation, about 9,000 vessels, an obstruction altogether inadmissible.
But even if there were no stoppage, there would yet be great difficulty
to tows, rafts, and sailing-vessels in passing draws.
The 8,500 steamers must slacken their speed, and the 3,500 sailing-
vessels, which annually pass, must often come to anchor to wait for a
tug to tow them through, or be drifted by the wind and current against
the bridge. Of the 4,500 tows many must break up, especially under
cross-winds, and be taken through in parts. Rafts might, perhaps,
usually pass in safety with the aid of additional tugs, but would some-
times be wrecked by the operation, and the damage that would inevit-
ably result from this and other apparent causes would soon reach a
large amount.
Some of the statistics of a draw-bridge at Chicago have been fur-
nished to the board by the railroad companies, as evidence that a draw
could readily pass the shipping of the Detroit River. They show that
43,735 vessels passed during the season of navigation of 1868. The
detailed records for some months in 1873 show that more than half the
entire number were tugs, aud about half the remainder scows and canal-
boats. A tug rarely takes through more than one vessel at a time.
Two tugs are often required for one vessel. The current is almost im-
perceptible, the banks are only about 120 feet apart, are built up with
docks on both sides, which serve as fenders and guides, the draw is not
602 REPORT OF THE CHIEF OF ENGINEERS.
more than about one-third the length of that proposed for the Detroit
River and can be swung round very readily. For these reasons, no ade-
quate comparison can be made between the Chicago draw-bridge and a
draw-bridge over the Detroit River.
During the past season of navigation about 250 vessels ran aground
in the old channel at St. Glair Flats. If a small fraction of this num-
ber were to strike the piers of the bridge proposed across the water-
way, as the vessels would in some cases sink, the loss would be serious.
When it is considered that all these difficulties are largely multiplied
by the increase of traffic on the river, and again by the increase of traffic
over the bridge, the board is of the opinion that no bridge with draws
alone for the passage of vessels should be tolerated across this water-
way at any point.
.3d. The board having suggested a bridge which should be continuous
duHng the winter, when the railroads need the bridge, and during the
season of navigation have a portion removed so as to give a clear way
for navigation, a plan and estimate was made by Mr. Pope tor such a
structure.
The plan gives two movable portions, each 400 feet long. Each por-
tion is made of two spans, the abutting ends being supported by a pon-
ton, and the extreme ends resting on permanent piers of the bridge ;
during the season of navigation the pontons and spans resting on them
to be removed from the channel. The estimated cost was $1,966,500.
In discussing this plan the board changed it by substituting for the
pontons movable caisson-piers, resting on permanent foundations at
least 18 feet below the lowest known stage of water, the caissons being
floated to their foundations, loaded and sunk at the close of navigation,
and the trusses placed upon them. Two such piers to be used with
three spans resting on them ; the removal of the caisson part of the two
piers and the three supported spans, at the opening of navigation, to
give a clear water-way of 700 feet, measured at right angles to the cur-
rent. Bridge to have 30 feet clear headway, the rest of it to have 300-
foot spansi, and with a pivot-draw with two openings of 100 feet each in
the clear, near the American shore ; this draw being kept constantly
open during the season of navigation. The 700foot opening to be, if
practicable, in American waters. Such a bridge gives to navigation
during the season a clear water-way 700 feet wide, while at Sarnia the
river is only 800 feet wide, and at the Lime Eilns practically much less,
for heavy vessels. To the railroads it gives a bridge during the winter
months, when alone the need of a bridge is imperative.
The board deem a water-way 700 feet wide during the season of navi-
gation sufficient to accommodate the commerce in question without seri-
ous inconvenience, and they therefore think the bridge just described
admissible, so far as the interests of navigation are concerned, without
being so costly as practically to prohibit its construction to a railroad
company. But while it suffices for the needs of the railroad, it requires
the ferry system to be kept up, and is a bridge useless to it for eight
months in the year ; while it is not a grave obstacle to navigation, it yet
cramps a noble navigable river, which if it had been formed by art would
have been held as of priceless value; it diminishes its width by two-
thirds and places in it permanent obstacles to navigation.
CONCLUSIONS.
The conclusions to which the board has arrived are, then —
1st. That a bridge giving a clear headway of 150 feet, and clear spans
KEPORT OF THE CHIEF OF ENGINEERS. 603
of 400 feet, would not seriously injure navigation, but would be very ex-
pensive, involving long and in some places inconvenient approaches.
2d. That no bridge giving passage to vessels by draws alone, with
draw-spans at present practicable, can be permitted without serious
injury to navigation.
3d. That a bridge giving a clear opening of 700 feet from April 1 to
December 1, with two draw-openings 100 feet in the clear, and with the
permanent foundations of its movable piers 18 feet below lowest stage
of water, will not be a serious obstacle to navigation.
4th. For the reasons heretofore given, although the question has not
been directly referred to it, the board deem the crossing of the river by
tunnels the only unobjectionable method ; and from all the information
they have obtained, think a tunnel at Detroit or Stony Island is by no
meads impracticable, at a cost not so great aB to debar its construction.
Finally, the board would remark that at no place between Lakes Huron
and Erie should a bridge be permitted which would give less facilities
to navigation than the one already discussed, having 700 feet clear open-
ing } that no construction should be commenced without prior approval
of the plan and location by the Secretary of War ; that, under his direc-
tion, the construction should be so carried on as during its progress to
give least obstacle to navigation ; that the opening of 700 feet should
be kept clear to navigation from April 1 to December 1 of each year
under severe penalties; that as a portion of the opening might be in
Canadian waters, to control this poition so far as the interests of Ameri-
can commerce are concerned the United States should reserve the right
at any time to stop the running of trains across the American portion of
the bridge.
All of which is respectfully submitted.
G. K. Warren,
Major of Engineers and Bvt. Major- Gen.
0. B. COMSTOCK,
Major of Engineers and Bvt Brig.- Gen.
G. Weitzel,
Major of Engineers and Bvt. Major-Gen., TJ. S. A.
W. E. Meurilx.,
Major of Engineers and Bvt. Colonel.
W. R. LiVERMORE,
Captain of Engineers^ Recorder.
Brig.-Gen. A. A. Humphreys,
Chief of Engineers, U. 8. A.
The following papers are herewith transmitted to acconipany the re-
port:
I. Report of James F. Joy, president Michipfan Central Railroad Company, to the
Board of Engineers, concerning the interests of tbe railroad companies in bridging De-
troit River.
II. Statement of G. \V. Bissell and Robert J. Hackett.
III. Opinion of Franklin Moore, lumber-dealer; on the proposed scheme for bridging
Detroit River.
lY. Opinion of R. A. Alger on the same.
y. Opinion of R. W. Gillett on same, and statements of facts concerning the com-
merce of tbe lakes.
VI. Opinion of Mitchell B. Kean, tag-owner, of effect on vessels of a bridge over De-
troit River.
YII. Opinion of Allen Sheldon, wholesale dry-goods merchant ; W. B. Dickerson,
6U4 REPORT OF THE CHIEF OF ENGINEERS.
produce merchant ; and Dancan Stewart, (J. S. Hard & Co.,) grain merchant, con-
cerriiiig bridging Detroit River.
VIII. Statement of Willard S. Pope, civil engineer, concerning bridging Detroit
River.
IX. Statement of same concerning relative merits of high and low bridges over De-
troit River.
X. Proposal by A. B. Maynard and E. W. Meddaugh on behalf of Michigan Central
Raih'oad and Canadian Southern Raih'oad to accept a grant from the Grovernment al-
lowing said roads to build winter bridges across Detroit River, with two openings of
400 feet each, and a draw of 166 feet to each bridge.
XI. Report of paper read by E. S. Chesebrongh on Detroit River tannel, before
Civil Engineer' Society of Louisville.
XII. Answers by F. N. Finney, Chief Engineer Canada Southern Railway, to ques-
tions proposed by Board of Engineers to railroad and bridge companies.
XIII. Statement of W. R. Clinton, master ferry-boat Victoria, in favor of ferrying
cars across Detroit River.
XIV. Statement of Joseph Nicholson, vessel-captain, against bridging Detroit River.
The following drawings are herewith transmitted, to aecoinpany the
report :
I. Vessels passing Detroit, Mich., (No. 37.)
II. Diagram showing traffic on Detroit River, from record kept at Grosse Isle by
Canada Southern Railroad.
III. Diagram showing number of cars ferried weekly at Windsor by steamers Great
Western, Transit;, and Saginaw, from 1869 to 1873.
IV. Map of crossing of Canada Southern Railroad, &c., furnished by Canada South-
em Railroad Company.
V. Plan showing Canada Southern Railway crossing St. Clair River.
VI. Plan showing Canada Southern Railway crossing Detroit River.
VII. Chart of Detroit River, showing railway connections, currents, &c.
VIII. Profile of Detroit tunnel.
IX. Profile of Detroit River, lines A, H, P, R.
X. Plan showing draw and fixed spans across main channel, Detroit River, famished
by Canada Southern Railroad.
XI. Detroit bridge, Plans Nos. 1,2, 3, furnished by Willard S. Pope, for Michigan
Central Railroad.
I.— Report of Mr. James F. Joy, President Michigan Central Railroad Com-
pany.
To the Board of Engineers appointed to invejtigate and report as to bridging the Detroit Rirer:
There are invested in the railroads whose outletting point is Detroit, and
whose business crosses the river at that point from the west, including
the Michigan Central and roads tributary to it, (the Detroit and Milwau-
kee, Detroit and Bay City Road) $65,000,000
In the Great Western, now in and to go in this year :te, 000, 000
100, 000, 000
The main portion of this capital is invested in roads whose chief business is the
transportation of the productious of the country, and merchandise and passengers,
between the Gast and the West. This investment has been made as the necessities of
the country have required, and must continue to increase as the country becomes popu-
lous and expands, and none can estimate the limit to which it will reach, provided a
passage of the river by means of a bridge can be effected.
The expense of transportation has been so much diminished of late years that the
grains of the West, as well as other productions, are rapidly changing from water to
transportation by rail ; and especially during the five months during which navigation
is closed, the trains of all the roads are overburdened by the immense volume of this
kind of busiuess. The extent of it may, to some extent, be estimated from a statement
made by the Chicago Board of Trade, in a petition to Congress for a new road espe-
cially for freight, a copy of which is appended hereto.
REPORT OF THK CHIEF OF ENGINEERS. 605
t
Many millions of bushels of grain are annually locked np each winter at Chicago
and other lake- ports for want of transportation, and the distress is so great that efforts
are actually being made to induce Congress to grant the money necessary to build a
new double or fourfold track all the way from Chicago to the seaboard for the relief
of the country from this annual stoppage of this immense business. Consider for a
moment the necessities of the millions of people whose productions are thus stopped
on their way to market some months in every year, and the ex))en8e also to which they
are subject for storage, loss of interest, and other charges to which they are compelled
to submit. Though it is not easy to state the amount of loss, or damage, or expense
caused to the agricultural community by reason of this cause, yet it is not difficult to
see that really it will take the damage and loss of not many winters to amount to all
the value of all the shipping afloat upon the lakes.
In the latter part of January, 1865, after the winter's blockade, and the rivers were
opened, and before the ice passed from the lakes and the Straits of Mackinac, the busi-
ness of the West was moving eastward upon the railways in a large volume. The
price of all kinds of pro<lucowa8 ruling very high, as well as of beef and pork. Just
at that time a iiood in the Genesee River swept away the New York Central bridge at
Rochester, and all the business finding its way out by that avenue, by the roads both
north and south of Lake Erie, was brought to a stand. All depots, and trains upon
side-tracks, on both lines, as far back as Chicago, were filled with valuable property
which could not move, as were all the store-houses in the lake cities. It was nearly four
weeks before the bridge was restored and the trains could freely move, and about as
much longer before the cars going East could return and be employed in the regular
business. In the me;in time prices fell off, perishable property was much injured, and
the losses were very large. Indeed, it was estimated that the losses to the shippers of
western productions to the seaboard and to the agricultural portion of the West in
that year, from this cause alone — the stoppage of the movement of produce East for
only four to six weeks — was enongh in amount to have built another road such as t^e
New York Central Road was at that time.
It is safe to say that with uninterrupted trains, and with a bridge across the Detroit
River, three or four or five, and perhaps ten times as much property would pass the
river every winter in the same period of time as was then stopped by that calamity.
For the business which will pass by rail through Detroit is not to be measured at all
by the past, when it could not move sometimes at all, and never with facility during
the winter months, but by the ability of a double-track road between Chicage and New
England and New York, moving across the river by a bridge, and therefore not subject
to interruption) upou which road full trains may be as they are now moving on the
New York Central Hoad, both ways at the same time, and not more than twenty min-
utes apart froii\, each other. Estimating the capacity of the roads by that standard,
and with such frequent trains and cousrantly moving, and it will be difficult to even
value the amount of business to be done or the immense relief it will be to the whole
West during the four or five months when the navigation is usually closed, and with
four or five such roads north and south of the lake constantly at work, night and day,
for that time, the relief given by property reaching market and sales, by saving inter-
est, cost of storage, and other charges occasioned by delay, will be of the most incal-
culable value to all the West. It will be felt upon every farm, and by every business
man, in fact by every inhabitant of the great Northwest, and through all the arteries
and channels through which business of any kind moves and money circulates through
the whole western country.
It would not only be a relief of such incalculable importiinco, but it would affect the
price of transportation by water all the rest of the year. The store-houses of the West
would be coutiuually drained during the winter. There could be no such accumulation
as now takes place of many millions of bushels of grain at a single point in a single
winter. The flow of produce East would be constant, and spring would open with little
or no surplus at the shipping-points, and when at last navigation should open, there
being no largO accumulation, the price of freights would not be from 15 to 20 cents
between Chicago and Buffalo, as they were nearly all last year, and at the opening of
this season, but from 2 to 5, and the effect would be felt all the summer through. In
this way the saving to the West would each year be simply enormous. There might
not be, it is true, so many vessels upon the lakes, and the width of the draws of bridges
possibly might not be considered so important as vessel-owners seem now to consider
them. There might not be a vessel of some sort every five or ten minutes passing up
and down the river, but the gain to the people of the West in every aspect of the case
would be almost incalculable.
Now the time during which the Straits of Mackinac are closed and navigation is
obstructed was last .winter five months, and is rarely less than four, and will probably
average from four to five, more than a third of the whole year by considerable. Shall
trade and transportation stop during that time to suit the vessel-owners and enable them
to reap a richer harvest from the millions who earn their bread by the sweat of their
brows during the rest of the year — and they do not hesitate always to take all they can
606 REPORT OF THE CHIEF OF ENGINEERS.
get — and if it must stop why shall it stop f Can there exist any necessity so great as
to justify such a stoppage and subject so many millions of people to such inconven-
ieuces, and such damage and loss, amounting, to say the least of it, in money, to a great
many millions every year f It does not s^m possible.
Let us examine the reason. It is not certainly in the amount of money invested in
shipping upon the lakes. The highest estimate of all the shipping afloat is $50,000,000.
There are at least $100,000,000 of railway property interested in the crossing of the
Detroit River at Detroit, and there are probably $50,000,000 which will be interested in
the passage at Trenton^ including the western and southwestern connections, which
will ontlet there. If, therefore, the value of the property Interested in this question
alone is considered, there are at least three times as much in the railways as in the
shipping.
Shall the interest of the $.50,000,000 weigh down and obstruct the business and the
revenues of the $150,000,000, and thereby depreciate and alfect its value, or should the
larger interest outweigh the lesser one, if either is to be affected by the proposed bridge f
This does not seem to be right or fair.
If the interests of the public alone are to be the criterion, and if those who have
money invested in vessels and railroads are to be laid aside in the consideration of pub-
lic policy, how will the case then stand f
Let us take the passage of the river at Detroit, by means of a bridge, to test the
queBtioti. Let us supx>o8e such a bridge as we think necessary at the root of Second
street, built across the river with one or even two draws, by means of bridges resting
on a pivot-pier, and having openings of 166 feet in the clear on each side of the pivot,
and there being four such openings for the passage of vessels, and the bridge, consist-
ing of spans o^ say, 300 feet long, otherwise than at the draws, and the bridge being
a low bridge, say from 10 to 20 feet above the water. Let us compare the evils which
the millions of producers in' the West will suffer by reason of such a bridge, and those
which they now suffer and must continue to suffer by the want of it.
First. There will be no perceptible inconvenience to any and all vessels going up
stream, and no increase of expense of navigation in that direction. The almost uni-
versal mode of passing the Straits of Detroit, and so elsewhere, also, is by tugs taking
a line of four or five, or less number, of vessels in a line, and drawing them up or down
the river. They go always up in a straight line, and could easily go through a passage 66
feet wide, instead of 166 feet wide. The only contingency in which there could possibly
be any inconvenience would be when up and down tu^ might meet, and desire to pass
the Fame opening at the same time with their vessels in tow. In stormy weather there
might possibly be some difficulty in both passing the same opening. There would be
none in any other weather. But there will be an opening on each side the pivot-pier
of 116 feet, and they need never meet in the same opening.
Tugs, both ways, should pass through the right opening, and they could never meet.
And the two openings of a single-draw bridge upon a pivot-span would be ample for
the poAsage of all the boats and vessels engaged in the navigation of the lakes in the
usual course of business. Going up, theretore, there can be no difficulty, or trouble, or
inconvenience.
It is contended that there would be some going down with a line of tugs. Let us
examine this question and see bow much difficulty there would be :
First. There would be none when the draw was open. We assume that whatever
the weather when a tug is manageable, and navigation can go on, a tug (and they are
always strong and powerful, passing through the water by the power of steam) will
pass enough faster than the current to keep the vessels m line. This is always the
case, and with a man at the helm of each vessel and a powerful tug pulling, it would
be totally impossible to get out of line, except purposely, even going down. With the
draws open, therefore, perpetually there could be no difficulty. In pleasant and ordi-
nary weather, and with the open draw, there would be no possibility of difficulty, of
course. In going up, the tug can always go fast or slow on approaching the draw, as
it pleases, and should a train be passing it would only have to slacken speed for a mo-*
ment or two till the train had passed and the draw again opened. In going down, if a
tug approached when a train was passing, it could not stop, of course ; and if so near
that it could not continue its course, it might be compelled to round to and start down-
ward again, 'iliis is the whole extent of the inconvenience there could be, aud it
remains to consider how important it will be. It is the most common thing for tugs
with their tows to round to, and tie up to the shore or wharf. They do it for wood.
They do it to go and help other vessels. They do it to obtain supplies. It is the work
of only a few minutes at most. It is not expensive, but might mvolve a loss of time,
say from fifteen to twenty minutes at the outside.
How often would this occur with a biidge, and how much would navigation suffer
by it f And in discussing this question we will adopt the extreme statements of the
vessel-owners, that the passage of vessels averages one every six minutes during nay-
igation. This includes tugs and craft, big and little, of all kinds.
In the first place, we will state a fact which bears upon the case somewhat. All the
trains of the Chicago and Saint Louis«RaihK>ad and of the Pittsburgh and Fort Wayne
REPORT OF THE CHIEF OF ENGINEERS. 607
•
Railroad mn over a single-track bridge over the Chicago River, where there are an im-
mense number of vessels passing ap and down with tngs. Those roads both do an
immense bnsiness, and a very great number of trains pass across the bridge. In 1868,
when there was not probably half the business there now is upon those roads, between
March and December the draw was opened for the passage of vessels 16.984 times, and
43,785 vessels of all craft passed through. This was done without seiions inconven-
ience to either the roads or vessels. The time was eight months, and calling each
month thirty days, there were 345,600 minutes in the time, and there was a vessel
passed through during that whole period in every seven to eight minutes. With the
increase of navigation this number is doubtless largely increased, and it is possible
that there is one every five minutes, and yet there is no trouble for the railway or nav-
igation which materially affects either. Now, as has been stated, a tug generally takes
in tow five vessels, and averaging from three to five, say on an average four, and in-
cluding the tug, there are five vessels generally. This reduces the number of passages
at once to one in a half an hour, and we venture to state they will not average that
during the year. Now, during the season when the navigation is fully open the draw
would be kept open for the passage of vessels, and there €ould be no delay except dur-
ing the actual passage of trains, and we estimate that for the present the draw would
be closed thirty times a day, and for a period each time of about ten minutes, in all
the twenty-four hours, say five hours out of the twenty-four. This will be at regular
stated periods of the day, and will come to be understood, aud the result will be really
no inconvenience, because tngs will know all the time when to approach the bridge,
and they will have nineteen hours out of the twenty-four to pass and repass, and they
will pass, on an average, only once in half an hour in any event. It is not at all prob-
able that there would be any difficulty or real substantial inconvenience to any inter-
est more than there is at Chicago, where there is quite as much passing and repassing
of vessels through many draw-bridges as there can be here. Indeed the passages win
be, and are, more frequent there, because tugs rarely take more than one or two ves-
sels there at a time. Here they will take from three to five, as above stated. There
will not be, it is safe to say, one out of fifty tows which will be required to round to
at all, or slack up in a direct course. If there be so many as that, that one iu fifty
mi^ht possibly be delayed a half an hour at the outside, and then would pass along.
This is really the extent of the injury to navigation, and the whole extent ; and it is
safe to say that if there were twenty such bridges across the river between Lakes Hu-
ron and Erie, the ii^ury to the agricultural community of the great West, whose inter-
ests are principally invoked, would not be half or a quarter as great as the interrup-
tion of ralway passage by ice for a single month in any one winter would occasion.
The injury caused by the bridges would be imperceptible upon the busines-t and upon
the value of the productions of the country. The stoppage of the trains for a single
winter, and sometimes even for two or three weeks, is, as has been shown, immense.
And when we consider the immensity of the benefit to all the West of uninterrupted
and constant trains running upon double-track roads all the year round, and especially
in winter, when all other means of transit are closed, and that the productions of the
West can only move by rail, and the effect upon business and trade, and upon the com-
fort of every industrious farmer of the West, and every merchant and mechanic, re-
sulting from uninterrupted and constant movement of traffic, and consequent circula-
tion of money in the West, the argument is overwhelming, and cannot be resisted, in
favor of a bridge or bridges wherever necessary.
Let it be borne in mind, also, that there is no change in the current of the Detroit
River — there are no floods there. The flow of the current is gentle and uniform, and
always alike. There is no river in the world where, from those causes, a bridge would
be so little interruption to navigation. There are no eddies or side-currents to take a
vessel out of its course and drive it against a pier. Everything favors the easy and
perfectly-safe passage of vessels of all kinds through a draw.
This argument has all been based upon a sin^e draw with two spans, which' are
amply sufficient for navigation. But at Detroit we propose two, both equally con-
venient for navigation, and one near the Detroit side, while the other should be in the
thread of the stream, or mid-channel. The one near the Detroit side would, besides
admitting the free passage of vessels engaged in the long navigation of the lakes, admit
the free passage up and down of vessels moving locally in the port of Detroit.
Now, for a moment, set the disadvantages to navigation by a bridge against the dis-
advantage to the railway by being without one. The whole sum of disa<lvantage to
navigation is, that possibly, in the course of the year, some tows going down may be
compelled to round to and be delayed in their passage by that cause possibly half an
honr each. This might or might not occur, and would certainly occur rarely, and the
effect on the general business of the country would be inconceivably small, and not in
the slightest oegree perceptible. Last winter the trains were obstructed by ice in the
Detroit River about two months, and the business from the West was totally stopped
in consequence about three months. The cars of the railroa^l companies to the number
of 3,000 were accumulated on the borders of the river and on the side-tracks of the
railroad waiting passage. We estimate that this obstruction cost the Michigan Central
608 REPORT OF THE CHIEF OF ENGINEERS.
and Great Western Roads, in business, about a milliou dollars. The obstruction prob-
ably obstructed tbe passage of property to the amount of from twenty to fifty times
tbat for tbe period of tbrce mguths whicb it took to clear roads, get cars back, and get
business moving again freely. The loss in damages, delays, costs, and loss of interest
was immense, and the large amount of money represented by that amount of property
was kept out of circulation in the West during that time ; and it is safe to say that the
price of every bushel of grain in tiie whole West, and the amount of every man's busi-
ness, and the comfort of every household there was affected by it, while the railroads,
whose losses were minute when compared vrith the effect upon the country in general,
were many hundred times greater than would be all the damage to navigation in
twenty years occasioned by any number of bridges ever likely to be built between
Lakes Erie and Huron. These results, so far as the railroads and community are con-
cerned, are from actual experience. All the possible inconvenience to navigation which
can result is perfectly apparent. Yet, in these circumstances, the vessel-owner will, if
he can, continue to subject the railroad companies and the ten millions of people in the
Northwest to these great losses, to avoid the almost infinitesimal inconvenience to which
thoy may possibly become siAject if a bridge is built. It cannot be necessary to argue
this question further. Nothing which can be said will add to the strength of the case
beyond that given it by a simple statement of facts and resulting consequences.
As to the place where the bridge should be built, we have to say that at Detroit it
should be at the foot of Second street, and directly across the river, at right angles with
the current. K not there, it must be two or three miles above or below the city.
Either would occasion great inconvenience. Trains from Detroit cast would be com>
])elled to run back int^j the country some miles to start, and trains to and from the
West and East would have to break up outside the city, aud only the part destined for
Detroit would come into it. In both passenger and freight business the inconvenience
and additional expense would be very great. If the bridge were at the foot of Second
street the trains would only stop at Detroit, between New York and the West, to take
on and let off passengers, aud their passage would be continuous along the same track,
which would be an immense advantage both in passenger aud freight business. The
plan hereto appended will show what we desire for the Central and other roatls center-
ing at Detroit. The grade should rise gently to the border of the river, so as to place
the bridge, if possible, say twenty feet above the river.
With regard to the tunnel, we have to say that it was given up, because there was
no reasonable hope that it could be built iu any tolerably short period of time, if by
possibility it could be at all. The chief engineer, Mr. Chesborough, determined not to
commence the main tunnel till the small tunnel built for drainage and exploration was
through. That was estimated to cost ;^70,000, and the time to complete it six months.
The time which had been 8X)ent upon it was near two years, and the money expended,
$l'35,O0O. There remained about 1,700 feet to go with the work, aud the utmost per
day which had been accomplished for some weeks was one foot, aud the work was be-
coming more and more difficult. There was no way by which it could be hastened.
Mr. Chesborough stated that it might take six years to accomplish it. If the work
could be carried through at all, prob(ibly the main tunnel could not have been com-
pleted short of ten years. Mr. Chesborough's estimate, last made, for the cost of the
small tunnel was ^'200,000, instead of $70,000, the original estimate. The original esti-
mate for the main tunnel was $*<^,600,000, but, judging from the past, it would probably
cost three or more times that. No well-based estimate can be made of the cost of the
work about which there are so mauy contingencies a hundred feet below the surface,
aud under such a river as tbe Detroit.
The data relative to transportation of freight by ferry-boats, and costs, &c., and
amount of freight, will be furnished by the Great Western Company. The amount of
freight carried under present disadvantages is no criterion of the amount which will
be carried with a double-track bridge, over which trains can pass freely at all times
during the winter. Then it will be immense, and it will be safe to say that with the
means of doing the business now being prepared by means of four great roads, of which
three are being double-tracked aud two of which are north and two south of Lake
Erie, there can be and will be no accumulation of grain iu tfie lake cities. It will move
all winter. Tliere will be no stagnation of business during the winter months. The
great roads will be always open. Freights will move all the time. The business of
the country will continue through the year round. There will be little cost of storage,
little delay or loss of interest. Money will continue to circulate in t&e agricultural
country during all the year. The market for the farmer will be always open, and he
will be able to command money for his productions in winter as well as summer. Life,
business, and energy will be as apparent, and the internal commerce of the country
will move as rapidly iu midwinter as at any other season of the year.
In cloHing we will remark that, by reasou of the policy of Government, the agricul-
REPORT OF THE CHIEF OF ENGINEERS. 609
the enormons volume of the prodnctions of the soil, until the overproduction is such
that they will hardly bear transportation to market. Homestead laws are passed, free
lands are given^ to induce emigration and competition in the business of farming.
While all other industries are protected at the expense of the large farming population
of the country^ the value of their productions is depressed by an equal, and x>6rhaps
even stronger, stimulus in the shape of homesteads, to tempt him to come here and
multiply the productions of the soil. In a double manner is the production of his in-
dustry affected. The only possible protection or favor he can receive at the hands of
Government is to remove the obstacles in the way to market, and, if possible, procure
for him cheap, and, what is of equal and perhaps more importance, by ever-open and
adequate roads, to the great markets of the world. That the roads that we represent
may he made such, and put in the best position to accomplish these ends, it is that we
ask to be permitted to bridge the Detroit River, and keep forever, and at all seasons of
the year, one of the old and great avenues over aad through wliich can best pass as
large a share of the immense volume of western productions as can be transported by
any one line of railroad.
As to the site of the bridge, we have to say that, in the judgment of the railroad com-
panies, it should cross the river at the foot of Second street and run across at right
angles witb the current. The river is so wide and so spacious, and so uniformly deep,
that in either portion of the river iu front of the city, above or below a bridge so loca-
ted, there is ample room, probably, for all the vessels upon all the lakes at any one
time. All boats can round to above or below. All vessels will be able to approach
any wharf above or below, and with no material inconvenience. So fur as any inter-
est connected with navigation is concerned, the precise location is not important. So
far as the railroads are interested, and the city or Detroit, the location on this site is of
very great moment.
First. With regard to the railroads, I have to say that that is the only site within
the city where the passage can be made, and if it be not made there, it must be far
above, at Belle Isle, or belowr near the fort. Either of these would involve large addi-
tional cost and subject the railroads to very great inconvenience. All the roads termi-
nating at Detroit must run their business some miles out of the way to reach the
bridge, except the Michigan Central, with its through business. The business of the
city of Detroit to and l^om the east, both travel and passengers, would be compelled
to run back on one or the other roads three miles or more to reach the track leading
to the bridge, whether it should be above or below the city. This would place the
loads east from Detroit and the business of that city to such a disadvantage as to com-
pel the maintenance of ferries in the summer to obviate it, and there would be involved
the double expense of both ferry and bridge. This would be inevitable, and the bridge
would be reduced mainly to a winter passage-way.
The effect upon Detroit itself would be disastrous. If the bridge were used for the
through business, the trains for that business would never pass through the city^ but some
miles away from it, and the roads to the city would become switches or side-tracks
from the great through route, extending into the city for such business as was purely
local. All the business to and from the city east, in the winter, as has been said, would
be compelled to reach these side-tracks from three to five miles out, increasing the dis-
tance between it and the seaboard from six to ten miles, and to avoid which in the
snmmer ferries would be kept up. Detroit would cease to be upon one of the great
thoroughfares of the country, and would be placed, aside from that, at a very great dis-
advantage. That this would be the case we need not argue at any length. Every
man and every citizen will realize it at once from the simple statement of the case.
All advantages are iu favor of the location at the foot of Second street. That location
will disturb no existing values in property. The business of the country will continue
to approach the city in the same manner and at the same places as heretofore. The
trains, both through and local, will not be disturbed or broken up outside, a part to
run to the bridge, and a part to run into the city. The track of the great railroad
route through the city from Chicago to New York, and vioe verea, would be contiuuons.
Freight ana passenger trains either way, for through business, would continue through,
without being compelled to back or run back to get upon another track. The travel
and business to and from Detroit would take the tnrough train as it passed along. It
miffht also, in the winter, when the interest of navigation did not require its draws to
be Kept open, and when the passage of the river at aU times is difficult and unpleasant,
and much of ttie time impossible, be used as a highway for travel and business of all
kinds, and would in that aspect be valuable to the public. Every argument from con-
venience, necessity, and the public interest, in every form, points to that locality as
the site of the bridge, and fixes it there so firmly that anv other seems impossible.
Such are the reasons respectfully submitted to show wny there should be built a rail-
road-bridge across the river to Detroit, and also why it should be located at the foot
of Second street, and for which we request respectful consideration.
With the utmost respect,
Jambs F. Jot,
PreBidmt <i(f the Michigan Central Bailroad Company,
39b
610 REPORT OF THE CHIEt OF ENGINEERS.
ItfEMORIAL TO CON6KESS.
To the Senate and House of Representatives of the United States :
We, the uiiderttighed; citizens of the several States named below, wonld most respect-
fally present this memorial :
During the -winter months, for years past, there has been a pressing want of increased
transportation facilities from the West to the seaboard. The railroad companies have
been unable to receive and transport all the property offered them, and their inability
to meet the demands upon them for transportation has indacedFthem to exact largely
increased rates of freight, with results alike damaging and disastrous to the agricultu-
ral, manufacturing, and business interests of the entire country. The immense eleva-
tors and grain warehouses of Chicago have been (in midwinter) filled to overflowing,
compelling them partially to suspend business, so that the railroads bringing grain
from the West to Chicago have [been unable to unload their cars, and consequently
they have been obliged to refuse transportation to their patrons.
The warehouses in the country becoming full, farmers nave, in many instances, been
unable to find a market for their grain. This winter-freight embargo has also pre-
vented the western pork-packers and provision-dealers from realizing on millions of
dollars' worth of property wanted in European markets. The impossibility of shipping
said property when ready for market has resulted in severe stringency in money mat-
ters, deranging and damaging business and causing financial embarrassment. We
would, also, respectfully remind your honorable bodies of the rapid increase of popula-
tion, and of the agricultural growth and industrial pursuits of the vast territory (more
than 600,000 square miles) between Lakes Michigan and Superior and the western
boundary-line of Nebraska, which, to a very great extent, is tributary to Chicago in all
business matters, and through which city the major portion of the surplus prodncts of
that section of the country must pass daring the season of sospended navigation of the
lakes and rivers to reach the great markets of the Atlantic States aud Europe. We
have observed with pleasure the several propositions for enlarged aud additional water
facilities between the East and West to mutuaUy benefit the producers and the consumers
of our produce. But we are convinced that water-routes alone, however improved and
enlarged, will not fully answer the purpose desired, especially in this northern latitude,
where lake, river, and canal navigation is suspended for more than one-third of the
year, which turns the entire transit business on to the present railroad-lines, greatly
overtaxing their rolling-stock, at winter rates of freight, the effect of which, as ha«i been
shown, is to check grain-shipments to the East, thereby filling the large warehouses in
Lake Michigan ports at long-storage rates, with grain at low prices. The farmers who
can hold their corn-crop until the next spring can store it at home for better rates at
the opening of navigation; but those who cannot do so must often sacrifice their best
interest to meet current expenses and payments, while, at the same time, the consumer
at the East is obliged to pay prices out of proportion with those received by the pro-
ducer, because the present facilities for transporting property are inadequate to move
all that is pressing forward, and likewise insufficient to move the quantity demanded
by the wants of the East.
What we need, and must have, as it appears tons, to afford properrelief to all interests,
is a double-track railroad between Chicago and New York, to be worked exclusively in
the tonnage business, at slow speed and at cheap rates. This road, worked at about
seven miles to the hour, would carry from Chicago to New York, every year, a tonnage
equal to /our hundred and fifty million bushels of wheat, aud return as many tons to Chi-
cago. In case Congress is not prepared to order the construction of such a highway as
a national public work, we humbly pray your honorable bodies to grant a charter for
the construction of such road, with judicious and proper restrictions as to capital stock,
toll-rates, speed of trains, and impartiality in the reception and transportation of
freight.
In the judgment of your petitioners, said charter should require the company ^to
whom it may be granted) to receive and transport over its line, with reasonable dis-
patch and at prescribed maximum and uniform rates of toll, all oars (whether loaded or
empty) corresponding iu gauge and construction with its own, or of a certain specified
standard of construction. The charter, also, to require of the company complete and
full responsibility in the care and delivery of all property which it receives. The char-
ter, also, to require the company to make annual reports to the Secretary of the Inte-
rior of all its operations, including detailed statements of its capital stock paid in, its
receipts and expenditures, and such other information as may be required by the said
Secretary of the Interior ; and that the Government, by order of the said Secretary, or by
vote of Congress, to have at any time the right to investigate all the affairs of said
company, for the purpose of verifying said reports, or for other purposes.
In the establishment of rates of toll for transportation, the company should be al-
lowed to exact only so much as will, in the judgment of its managers, approved by
the Secretary of the Interior, produce a net revenue of not exceeding 12 per cent, per
REPORT OF THE CHIEF OF ENGINEERS. 611
annum on the actual cost of the road and equipment ; and no dividends to be made
exceeding 12 per cent, per annum, any surplus earnings over the amount so divided
being carried to a surplus account, to be appUed to Aitnre dividends, producing corre-
sponding abatements in the traffic-rates.
And your petitioners will ever pray, &.e.
II.— Statement op Messrs. G. W. Bissell and Korert J. Hackett.
To the Board of Engineers :
Gentlemen : We herewith submit our report of the commerce passing through the
Detroit River in 1872. This report is made from information derived from the custom-
houses, and boanls of trade, at Chicago, Milwaukee, Detroit, Toledo, Sandusky, Cleve-
land, Erie, Buffalo, Tonawanda, and Welland Canal.
Our statements are from absolute data, except as to " general merchandise.'' This
item we believe to be much larger than we have estimated it. Our information as to
the number, tonnage, and value of the different classes of vessels is from the under -
writers' books ; but there are some 100 scows not on their books, and consequently not
here reported. There were 52 foreign vessels that entered the port of Chicago during
the season of 1872, not included in this report.
We beg leave to call your attention to the statements of Captain Mott, (hereto ap-
pended,) who has charge of the St. Clair Flats Canal. We think the facts given by
him, as to the delays and difficulties at that place, conclusive as to the damage to nav-
igation that would result from four or five bridges across Detroit River,
Detailed report of the oommeroe passing through Detroit in 1872.
lumber.
For Detroit : 42,667,000 feet.
In rafts 100,000,000
For Toledo 89,781,349
For Sandusky 65,389,000
ForCleveland 200,000,000
For Erie 20,140,000
For Buffalo' 200,000,000
For Tonawanda 175,000,000
For Welland Canal 79,000,000
971,977,349 1,943,954 tons.
COAL.
From Sandusky 13,336 tons.
From Cleveland 314,540
From Erie 849,933
From Buffalo *. 385,387
From Welland Canal 46,000
1, 109, 196
grain.
From Chicago 59,354,268 bush.
From Milwaukee 13,579,101
From Detroit 1,692,198
FromDuLuth 412,000
From Racine 56,000
From Sheboygan 53,000
75, 146, 567 2, 028, 857
5, 082, 007
FLOUR.
From Detroit 75,000bbl8.
From Chicago 223,467
From Milwaukee 501,567
800, 034 86, 403
IRON-ORE, SCRAP, PIG, AND RAILROAD IRON.
Gross tons to Detroit 56,648
Gross tons to Toledo 5,789
Gross tons to Sandusky 8,720
Gross tons to Cleveland 458, 771
Gross tons to Erie 267,044
Gross tons to Buffalo 31,722
Gross tons to Welland Canal 51, 323
985, 621
612 REPORT OF THE CHIEF OF ENGINEERS.
SALT.
Syracnse and Saginaw to Detroit .... 65, 000 bbls.
Saginaw to Toledo 56,000
Saginaw to Cleveland 45, 000
From Buffalo to Upper Lakes 250, 000
From Welland Canal to Upper Lakes. 200, 000
616,000 92,400 tone.
STAVES.
Shipped to Erie 2,922 tons.
Shipped to Buffalo 90,688
Shipped to Welland 15,083
RECEIVED AT DETROIT FROM SMALL SAIL- VESSELS.
Wood, 3,235 entries 201,289 tons.
Sand, 716 entries 39,431
Stone, 371 entries 33, 146
Stone from Sandusky and Kelly Island 99, 602
GENERAL MERCHANDISE.
To and from Toledo 15,789 tons.
To and from Sandusky 6,000
To and from Cleveland 150,000
To and from Erie 125,000
To and from Buffalo 330,000
To and from Welland Canal 250,000
108, 693
373, 468
876,789
Entered at the port of Detroit fall cargoes, part cargoes, and no cargoes
not included heretofore :
4,897 entries of vessels of 150 tons and under 328,717
2,271 entries of vessels over 160 tons , 1,182,472
9, 116, 570 tons
There were 3,630,000 tons more freight carried down than were carried np.
Number of vessels and tonnage.
1, 542 sail-vessels 338, 924 tons
529 steam-vessels 136,863 tons
134 new vessels, steam and sail 134,000 tons
609,787 tons
5, 205 whole valuation $36, 765, 000
Freight on wheat per bushel from —
Chicago to Buffalo. Freight per ton. Freight per ton per mile.
April IM SSS| 6i cents, 83 16.6 10. COS. 64 2 milta .64
yi% 20;i rS 4icentB.«14l.6 $0,001.66
jZi7',6* ^SS 51 oente. $1 79.1 $0,002.10
jSiy 16,^ SSS 6icento.$2 08.3 $0,008.46
iSf: IM ZSi 6icente,$2 16.6 $0,002.54
til lit SSSi 7iceDto,$2 50 $0,002.94
Oct.
Oct. lill^wSS! m cents, $4 25 $0,005.00
Kov. 4,9 cents 9 cents, 13 00 $0,003.62
Arerage $2 33 $0,009.74
REPORT OF THE CHIEF OF ENGINEERS. 613
Cotidensed report of the commerce paeaing through Det}*oit Biver in 1872.
Lumber, aggregate tons 1,943,954
Coal, aggregate tons 1,109,196
Grain, aggregate tons 2,028,857
Flour, aggregate tons • 86,403
Iron-ore, scrap, pig, and railroad iron, aggregate tons 985, 621
Salt, aggregate tons 92, 400
Staves, aggregate tons 108,693
Received at Detroit in small vessels 373,468
General merchandise 876,789
Entered and cleared at Detroit in small vessels 328/717
Entered and cleared at Detroit in large vessels 1, 182,472
9,116,570
Whole number of vessels 2,205, tons 609,787
Whole valuation of steam and sail vessels $36,765,000
Average freight per ton on grain from Chicago to Buffalo S2 33^
Average freight per ton per mile, 2 mills -f^.
The vessel business both in numbers and capacity is increasing quite as rapidly as
the railroad business.
St. Ci^ir Flats Canal, July 16, 1873.
Dkar Sir : I can safely say that thirty vessels per month get aground in the old
channel over the St. Clair Flats during the entire season or navigation ; this is on
either bank, exclusive of what ground in the center of the channel.
W. H. MOTT,
Custodian SL Clair Flats Canal.
L. W. BlSSELL.
St. Clair Flats Canal, July 11, 1873.
At the request of Mr. J. B. Bloss, I make the following statement in regard to the
detention of vessels at the canal. When a number of tows are coming down at the
same time, some of them have to round to, and wait for the first to get through. When
a tow is going up through the canal and tows are coming down, the downward-bound
tows have to round to, causing much detention. In a beam-wind while in the canal,
vessels often sheer so as to strike one side of the bank of the canal, while the tug
which is hauling them is on the other.
In a strong beam-wind they are obliged to break up their tows and take a part of
the tows through at a time. There have been several cases in entering the canal from
above in which the sheer of the vessel caused them to strike the dikes at the head of
the canal, damaging both the dikes and the vessels. And it became necessary to
drive heavy piles and bind them with heavy chains to avoid danger in future.
A raft came down a short time since and was swung by the winds entirely across
the head of the canal, blocking it iip entirely for twenty-four hours. There have b<^en
a number of similar cases before. The same difficulties are liable to occur at any time.
When there is a fog tows do not attempt to pass through the canal, but rouud to and
wait until it clears off. The largest class of vessels have taken the old channel on
account of drawing more water than there is in the canal, and as the United States
Government are now deepening the channel of the canal, no tows pass through at the
present time.
W. H. MOTT,
Custodian of the St, Clair Flats Canal.
answers TO QUESTIONS.
Ist. How many vessels have passed Fort Wayne, both ascending and descending,
during the season of navigation, annually, in the last six years T
Answer. We have not the actual count* Our estimate is from 125 to 150 X'^r day.
2d. What was the tonnage-amount of these vessels for each year ?
614 REPORT OF THE CHIEF OF ENGINEERS.
Answer. The touna^e of vessels for 1872 was 609,787 toDS.
3d. What is the height of .the top of the topmast of the largest of these vessels
above the surface of the water, and the height of the top of the mainmast ?
Answer. One hundred and seventy^twofeet to the t.op of the topmast, and 106 feet to
the top of the mainmast.
4th. Please famish me with a list of abotrt* twenty or thirty of the vetoels which
have the highest mast«, with the height of the latter in each case, and the height of
the top of the mainmast above water, and the same, and the tonnage of each ?
Answer. Schooner A. B. Moore, mainmast 101 feet, topmast 174 feet, 1,099 tons ;
schooner Emma C. Hntchins, mainmast 106 feet, topmast 177 feet, 736 tons ; schooner
Nelly Redington, mainmast 106 feet, topmast 172 feet, 817 tons ; schooner Scotia, nniin-
mast 105 feet, topmast 164 feet, 904 tons ; schooner B. F. Bruce, 671 tons ; schooner
Bridgewater, 706 tons ; schooner Alva Bradley, 649 tons ; schooner City of Painsville,
601 tons; schooner W. S. Crosthwaite, 671 tons; schooner F. L. Danforth, 715 tons;
schooner S. H. Foster, 720 tons; schooner Helvetia, 793 tons ; bark Homer, 513 tons ;
bark J. S. Mastin, 620 tons ; schooner Marengo, 648 tons ; schooner Lucerne, 727 tons ;
schooner £. A. Nicholson, 721 tons ; schooner S. S. Osbarne, 655 tons ; schooner Joseph
Page, 625 toos ; schooner Pathfinder, 6.35 tons ; schooner Thomas Quayle, 644 tons ;
schooner Red Wing, 722 tons ; schooner Thomas P. Sheldon, 669 tons ; schooner Annie
Sherwood, 622 tons ; schooner Kate Winslow, 733 tons.
The exact height of the masts of the above list of 23 vessels we cannot give, but it
is safe to say that the mainmast will average 100 feet or over, and the top of the top-
masts 160 feet above the surface of the water.
5th. What is the character of the freight carried by these vessels f
Answer. Grain,floar, lumber, staves, salt, coal, iron-ore, and general merchandise.
6th. What has been the average cost of transportation per ton for one mile of the
freight carried by them in the different months ?
Answer. On grain from Chicago to Buffalo, in 1872 : April, S.54 mills ; May, 1.66
mills; June, 2.10 mills; July, 2.45 mills; August, 2.54 mills; September, 2.94 mills;
October, 5 mills ; November, 3.53 mills. Average through the season, 2.74 mills, or for
the entire season, l$2.33 per ton from Chicago to Buffalo.
What would be the average delay caused to each vessel in the following cases, viz :
6-1. lu case of a bridge with 400 feet spans, 135 feet high, and the same bridge with
800-fect spans f
Answer. Twelve hour^ each time they go under the bridge. This, we think, much
below the time the large vessels would be delayed, but taking into account the small
vessels that would not have to lower the topmast, we estimate twelve hours as the
average delay. This estimate is based on time occupied in preparing to go through
and putting gear in place after getting through — not estimating the delays caused by
collisions with the piers, which, wo think, would be at least one every day ; and that
25 per cent, of the collisions would sink the vessels. The delay in case of the 800-feet
spans would be the same as the 400 feet, from the fact that the estimate is based on
time occupied in lowering topmast and putting it in place again. But the risk of col-
lision with the piers would be very materially reduced.
6-2. In case of a bridge with 400-feet spans and 100 feet high f
Answer. This case we should estimate the same as in the 400-feet spans and 135 feet
high, so far as the vessels could get through at all, many of the large vessels having
100 feet or over mainmasts, besides a much larger number that could not got through
with their topmasts up; these would in case of a bridge 135 feet high. We think it
would be quite low enough to estimate this delay at fifteen hours each time of passing
the bridge.
6-3. In case of a bridge with three pivot-draws, with six openings, each being 160
feet in the clear, and also in case of the same bridge with two pivot-draws and font
spans T
Answer. In this case of course no lowering of the topmasts ; but the draw l>eing
only 160 feet wide it wonld involve the necessity of breaking up the tows and taking
each vessel through separately, which of itself would take considerable time ; and
some part of the time vessels wonld have to come to anchor above and below the draw
before the tow would be prepared to move on. We think four hours per vessel each
time of passing the draw would be a low estimate, and this for one bridge only. To
gfve permission to build one bridge means /our bridgeSf to wit, one at Detroify one at
St. Clair, one at Port Huron^ and one at Maiden, making a detention of sixteen hours
each time a vessel passes through the river.
6-4. In case of a low bridge with two spans 400 feet in the clear removed during the
season of navigation, leaving a bare pier not more than 25 feet high, and a draw near
the American shore with two openings each 100 feet in the clear f
Answer. We think two hours' detention would be a just estimate. We make the
detention in this case less than the three pivot-draws of 160 feet spans. From the fact
that more tows will go through without breaking up, we estimate the detention in this
case one-half of what it would be with three pivot-draws. In case of 6-1, allowing
REPORT OF THE CHIEF OF ENGINEERS. 615
that tbe lowering of the topmast would be done but once dnrinc the passage of the
river on data of twelve hours' detention, the loss to vessel-owners in one season would
be $1,516,000 ; to add to this would be a large amount for damage caused by vessels
colliding with the bridge, and with each other.
7th. What would be the total loss to the whole navigation produced by this delay in
each of the cases mentioned above ; and upon what data are your estimates based ?
Answer. In case of the IBO-foot'draw bridge on the lowest estimate of the number
of vessels, 125 per day, and detention of fowr hours each at e<ich bridge, the daily loss in
time would be twenty-one days each, twenty-four hours for one bridge only, or 50.40
days in the season, which, at the estimate of $100 per day, would be $504,000 for the
season. This estimate of $100 per day is low ; and to give you sotiie data to judge by
we would say the daily expense of most of the steamers is $140, and of moderate size
and large sail- vessels $100 per day, making our estimate of $100 per day within the
actual value of the time alone in passing the /our bridges $2,016,000, to say nothing of
the large amount that would be required to pay damages caused by colliding with tbe
bridge and each other in the process of getting through the draws, which of itself
would amount to millions of dollars. In aSditiou to the estimated loss of $2,016,000,
we believe it would not be an unusual thing for the large class of vessels in colliding
with the bridge to sink themselves and throw the bridge off tbe abutments into the
river, causing great detention both to vessels and to railroad- trains.
8th. What number of each of the following classes of vessels pass and repass Fort
Wayne :
8-1. Vessels with masts and Vithout steam-power f
Answer. Ninety-five daily.
8-2. Vessels with masts and with steam-power f
Answer. Thirty daily.
8-3. Without masts and without steam-power f
Answer. One-half of one per cent, of all.
9th. What is the aggregate tonnage of each of these classes of vessels for each of the
last six years t
Answer. For 1872, sail- vessels, 336,924 tons; steam-vessels, 136,863 tons ; new vessels,
sail and steam, 134,000 tons — aggregate 609,787 tons ; average tonnage of sail and
steam craft 277 tons each.
10th. What is the total amount of freight carried by each class past Fort Wayne
annually during the last six years ?
Answer. The amount of freight is about equally divided among the sail and steam
craft in proportion to their capacity, except the general merchandise is mostly carried
by the steamers, and coal and salt on sail-vessels. The total commerce of the Detroit
River for 1872 was 9,116,570 tons.
11th. What is the value of the freights carried in each of these classes of vessels an-
nually during the last six years f
Answer. We have no means of determining the proportion of value of freights car-
ried by sail and steam vessels, but we think it safe to say that the total value is
$500,000,000.
12th. What is the value of these vessels T
Answer. Thirty-six million seven hundred and sixty-five thousand dollars. The data
for the valuation is the underwriter's valuation, with 25 per cent, added. Tbis esti-
mate will come below the true value, as we have verified by many cases within our
personal knowledge.
13th. How many of them carry passengers ?
Answer. Ten per cent, of all steam- vessels.
14th. What is the number of passengers f
Answer. We have no means of ascertaining.
15th. What is ihe number which are towed, and what is the number of tows T
Answer. Seventy-five per cent, are towed.
16th. What percentage of those towed number eight vessels in a tow or more f
Answer. One-tenth.
17th. Please fnmish the estimate of cost of special apparatus for lowering top-
masts, and the time and cost of one such lowering and raising with the apparatus in
passing the bridge for a three-masted schooner of 1,000 tons.
Answer. We have applied to ship-builders for an estimate of the cost of such appa-
ratus, but as yet have not been able to obtain it. *
18th. Please furnish us with any information which, in your judgment, will have
any bearing on the questions before us.
Permit us to call your attention to some considerations which, we think, have an
important bearing on the policy of bridging the Detroit River :
1st. The increase of tonnage of vessels navigating the river and lakes is 20 per cent,
annually, and there is every reason to believe it will increase in the same ratio for the
next decacle. This increase is quite equal to if not greater than the increase of rail-
roads in Michigan or the Western States.
616 REPORT OF THE CHIEF OF ENGINEERS.
2(1. For long distances prodnce and merchandise can be carried by water at far less
cost than by rail. For instance, some of our largest vessels will carry 60,000 bnshels
of wheat from Chicago to Buffalo. /To transport the same quantity by railroad would
take 9 trains of 20 cars each, or 9 engines and 180 cars ; the cost of the vessel and
equipments, $75,000 to $80,000. Nine engines and 180 grain-cars would cost not less
than $225,000, to say nothing of c^st of building the railroad, culverts, bridges, station-
houses, &c. Then the engines and cars wear out three times as fast as vessels. We
think it a self-evident proposition that any obstruction to the river and lake navigation
will increase the cost of transporting the products of the great West to the Eastern
States and the seaboard. The policy of bridging the Detroit River, we suppose, de-
pends upon the answer to a single question : Will it be a general benetit to the whole
people of this country f If bridging the river will give cheaper transportation, and
thereby better reward the toil of the farmer, the miner, and mechanic, then the bridging
should be allowed. But if the producers will be iuiured for the benefit of the middle-
men— the carriers — then it should not be allowed, though demanded by all the wealthy
corporations in the country.
The General Government has expended some half a million dollars to remove the
natural obstructions to our river navigation. This removal of obstruction by construct-
ing the St. Clair Flats Canal is of immense benefit to navigatioji and the whole peo-
ple. Now it is proposed to place artificial obstructions, not below the water, but above
it. We consider it by no means certain but that the latter obstruction would be quite
as serious as the former was.
Individuals of moderate capital can build and equip a vessel and enter the market
in the carrying-trade as a competitor with other vessel-owners and railroads. When
freight is scarce this competition carries the price down to the lowest point. For in-
stance, last May grain was carried from Chicago to Buffalo for 1.66 mills per ton for
one mile, or $1.32 per ton from Chicago to Buffalo. The owners of vessels are so nu-
merous, they are scattered so widely apart from Lake Ontario to Lake Superior, and
their interests are so varied, that any consolidation or general combination is an im-
possibility.
The reverse of all this is true in regard to railroads. It requires large and associated
capital to build and equip railroads, and when built they are often under the control
of one man, or, at best, a very few.
There is not and cannot be competition and individual enterprise among the own-
ers (stockholders) as there is between vessel-owners. Even where there are competing
lines of railroads, mutual interests lead to consolidation, and competition is at an eud.
We hazard nothing in saying that the only competition that is really worth anything
to the producers of this country against railroad monopoly and high freights is water
transportation.
It is a well-known fact to all experts and men engaged in crossing the river during
the winter months that railroad facilities are entirely inadequate and unfit for the
work they attempt to perform. They are a long way behind in the construction and
capabilities of their boats now in use to perform the work, as compared with modern-
built boats. To bear me out iu this statement, I call your attention to the ferry-steamer
Victoria, built and equipped l^y one of our oldest and most efficient ferryman, Captain
Clinton. She is but 192 tons burden ; was completed and put on the ferry in Decem-
ber, 1872; and though last winter was the most severe within the recollection of that
most familiar veteran, the oldest inhabitant, yet I am told by her captain that in no
case during last winter was she longer than 15 minutes in crossing the river, unless
the detention was from other causes than ice.
It is plain to be seen that if a vessel of the size of the Victoria can cross the river in
the coldest weather (such as we had last winter) in 15 minutes, a vessel of a thousand
tons burden, built in a first-class manner, would find no difficulty in crossing in a much
shorter time. I claim, without fear of intelligent contradiction, that four such steam-
ers could promptly carry all freight and passengers that the Great Western and Mich-
igan Central Railroads could bring to the river in coldest weather, and in moderate
weather two of them conld do it all.
It is a well-known fact that weather severe enough to bridge the Detroit River with
ice reduces the capacity of the railroads in transporting freight about one-half.
During the severe weather of last winter all railroads having no rivers to cross in
about this latitude -v^re delayed in their freight transit nearly as much as was the Great
Western and Michigan Central Railroads.
I will state here that where the steamer Victoria cresses the river so successfully is
at right angles with the current ; that is to say, one landing is directly opposite the
other, so that no time is lost or expense incurred which the railway ferries are subject
to by starting down stream and landing up stream, thereby doubling the distance by
crossing the river diagonally.
I think I am correct in saying it was the original intention of the Great Western
Railway to cross the river at right angles from the Michigan Central depot, as they
REPORT OF THE CHIEF OF ENGINEERS. 617
proonred the right of way aloDg the river shore, and drove piles for a railroad track
to a point directly opposite said Central depot.
Boats for taking cars across the river should he huilt douhle-enders, and cross the
river on the shortest line. Especially should they cross in this manner during cold
weather. Then hy frequent passage the river wonld he kept open at the point of cross-
ingy and neither freight nor passenger trains would he much delayed, and in no winter
need there he any partial delay over a period not exceeding twenty-five days in each
iDonth. Both these roads, I believe, have the necessary ground to make suitable slips
to receive the double-enders, and thereby save the trouble of turning round in the ice,
as is now done by all the ferries. One million dollars would build and equip these four
boats.
It is claimed that there is a large number of boats pass the Chicaa^o bridges without
trouble ; this is the fact ; these vessels passing the Chicago bridges are in a good harbor
where winds cannot affect them as in an open roadstead ; their canvas is all in, their
anchors on board ; but most of these vessels are moved with two tugs, oue at the bow
and one at the stem, and this at an average cost of fifty dollars for each vessel. I think
boats can be built that will transport the freight across the river at Detroit for the
interest on the cost of a bridge and the cost of managing it, and at an average delay of
no more time than would be caused by the opening of the draws in the bridge for the
passage of vessels, understanding, of course, that vessels have the preference in pass-
ing the draw as against freight-trains.
G. W. BiSSBLL,
RoBT. J. Hackbtt,
Ccmmittee.
MEMORIAL FROM DETROIT AGAINST OBSTRUCTING LAKE-NAVIGATION BY BRIDGING
DEl'ROIT RIVER, AND FACTS TOUCHING THE SAME.
To the Legislature of Michigan, in Senate and House :
The undersigned, residents of Detroit and mostly persons engaged in business, re-
spectfully but earnestly ask that you take no action indorsing or encouraging the
building 9f a railroad-bridge across Detroit River, here oi^at any point, and we offer
the following as some of our reasons for this request :
First. Such a bridge would not relieve or expedite the business of railroad, while it
wonld be a serious hinderance to the much larger business of the great shipping-
interest of the lakes, and thus raise the cost of transportation, to the injury of
the people. In round numbers, the 2,500 vessels on the lakes pass any given
point on the river (Detroit for instance) 33,000 times during seven and a half
months, averaging one vessel each t-en minutes, night and day ; and sometimes
this average is once in five minutes, with successions of tows of four to eight vessels,
which would prevent a draw-bridge being closed for hours, and of course prevent
meanwhile the passage of all cars. We leave it to your judgment to see of what use a
railroad-bridge thus constantly obstructed could be. It is also impossible for a long
tow of vessels to control its motions so accurately as to pass a draw without danger of
accident.
Second. Even if a tunnel beneath the river is abandoned, (for which there is no good
reason, as the late statement of the superintendent herewith offered shows,) powerful
ferry-boats will serve the railroad better than a bridge. The International is an iron
ferry-boat used at Port Huron by the Grand Trunk Railroad, and has made freq^uent
trips across the river and back in twenty minutes, carrying twenty-one loaded freight-
cars, and its yearly expenses are but $20,000. Allow one nour for each trip, and this
boat could transfer aoross the river at Detroit four hundred cars each twenty-four
hours, and three such boats would transfer twelve hundred cars per day, at a total cost
of not over $100,000 per year, while the mere interest on the cost of a bridge, not count-
ing wear and damage, would be oter $200,000. Responsible parties in our city are
ready to contract to transfer all cars, ^c, at less than the interest and wear of the
proposed bridge.
During the past winter the ferry-boats here have actually carried across the river all
cars offered from this side, and any hinderances suffered have been caused by the ina-
bility of the Great Western Railroad of Canada to send east, from the Canadian side of
the river, the freight sent them ; and this inability compelled the Michigan Central
Railroad to lend this Canadian road some twelve or more locomotives to help carry off
its accumulated freights. At Toledo, where the Maumee River is bridged, we hear of
cars waiting for weeks to go east ; so that granting hinderances here, they are there
also during the past winter.
Third. The ice is not a barrier to rapid passage of boats five months in the year, as
has been stated, but aot over an average of fori^ days, for a term of years.
618
KEPORT OF THE CHIEF OF ENGINEERS.
Fourfch. Far more freight is carried by water than by rail, and at lower rates. From
Milwaukee, in 1872, while 13,000,000 bushels of wheat aad 700,000 barrels of flour were
forwarded by water, only 326,000 bushels of wheat and 490,000 barrels of flonr were
sent by rail, and from Chicago the proportions are nearly the same. As to comparative
prices, we would ask if railroads will carry freight in the winter at the same rates they
do in snmmer, when compelled to meet the competition of vessels f We apprehend
they would hasten to abandon both bridge and tunnel rather than make sncn agree-
ment.
We would also suggest that when railroads will transport the grain and flonr of
Michigan farmers from the interior to Detroit as low even as they do the products of
Illinois farmers from Chicago, a proposal to build a bridge across our river, to the
hinderance of navigation, would come with better grace than now. For instance, the
freight on flour from Marshall to Detroit is 34 cents per barrel, while through-freight
from Chicago, treble the distance, is but 30 cents, now that no lake competition is to
be met.
These are some reasons, among many, why we believe our request to be Just, for the
public good, and not injurious to the railroad interest, which we wish to prosper, int
not at the expense of the larger shipping interest or of the people. We would also suggest
that the thousands of vessel-owners for whom we address you are scattered along the
lakes, in many harbors and ports, while the railroad management is concentrated in a
few hands, ready to act at once and to gain a hearing easily.
Merrick, Fowler &. Eaaeltyn.
Robert J. Hacket.
P.J. Ralph & Co.
Geo. McMillan.
James M. Ballantine &, Co.
H. Moffat.
F. Buhl, Newland <& Co.
John Owen.
E. B. Ward.
G. F. Bagley.
A. E. Bissell.
Brady & Co.
G. F. Hinchraan &. Co.
S. R. Kirby. ' '
D. V. Bell.
C. Van Uusen.
A. R. &, M. F. Linn.
Geo. £. Curtis &, Co.
Corn wells. Price & Co.
Hitchcock, Esseltyn & Co.
Darius Cole.
Ira F. Holt.
Jno. Babillion.
Evans &, Walker.
R. H. Anderson.
Preston Brady.
C. R. Bagg.
A. G. Lindsay.
T. £. Daniels & Co.
E. W. Moore.
J. S. Craig.
P, Young.
C. H. Moore.
Geo. C. Langdon.
D. J. Clark.
L. B. Austin.
W. H. Brace.
O. Staples.
George Newberry.
Moses Duncan.
S. B. Grnmmond.
Jos. Nionolson.
J. N. Dean.
C. H. Dickerson.
J. B. Bloss.
G. T. Eames.
F. L. Lasier.
T. J. Perry.
A. Morrison.
D. R. Pierce.
O. P. Lewis.
D. C. Spaulding.
R. O'Connor.
Thomas Adams.
John Baxter.
David Hill.
Wm. Cuddy & Co.
H. Coyne.
James A. Armstrong.
George N. Brady.
J. M. Nicol.
Chas. Chamberlain.
G. W. McGregor.
C. C. Blodgett.
Miles Joy.
Joseph Cook.
Henry Hackott.
Peter J. Ralph.
D. D. Roberston.
N. L. Montgomery.
James E. Pittman.
Wm. Smith.
Wm. Phelps.
James Findlater.
James T. Campbell.
Mowry & Co.
L. J. Staples 6l Co.
S. Ferguson & Co.
G. S. Wormer &, Son.
Geo. B. Eelley <& Co.
John Demass.
W. H. Chelvers.
H. Smith.
P. B. Thompson.
Geo. F. Thompson.
Geo. Ramsdell.
Geo. E. McCulley.
H. W. Colman.
M. H. Brooks.
S. R. Thompson.
John Kent.
Timothy Moynaham.
F. A. Hnssey.
Funda, Esselstyn & Co.
Livingstone & Co.
Fenton, Mc Williams <& Co.
John Monagban.
John R. Gillett.
John P. Sullivan.
J )hu W. Thompson.
B. Carter.
N. J. Rodier.
Eber Ward.
E. S. Ketsey.
B. Whitaker.
C. K. Dixon.
J. Pridgeon.
J. Demass.
H. Estell.
S. Longston.
I. Ibbotson,
John Oades.
E. Mayes.
J. Hoffner.
R. CUSOD.
J. Harvey.
D unlay, Donaldson &. Co.
S. R. Kirby.
Croul Brothers.
C. Hurlbut.
John Hosmer.
George Wilks.
James M. Beck.
Robert Holmes.
H. Coyne.
Wm. Clay.
G. W. Bissell.
D. Carter.
E. R. Vigor.
Wm, McKay.
F. Lambie.
Linn & Craig, Gibraltar.
A. P. Toulrain.
David Gallagher.
W.R.Dodsley.
N. Gonyau.
Wm. Richtenberg.
O. C. Wood.
BEPOBT OF THE CHIEF OF ENGINEERS. 61 9
FACTS ON SHIPPING ON THE LAJCES.
Detroit, March- 13, 1873.
Memoranda from the hooks of the United States supervising engineer of steamboats for the
eighth district.
There have been inspected in the eighth district, in 1872, 413 steamers of all classes,
a total of 73.156 tons, with 1,524 masters, mates, pilots, and eogineera, licensed, and
they carried, last season, 1,146,343 passengera; the eighth district comprising Lakes
HaroD, Superior, and Michigan, trading through the Detroit River. In the ninth dis-
trict, comprising Bufifalo, is about the same ratio as the eighth.
Peter J. Ralph,
United States Supervising Inspector of Steamboats, Eighth District
Tonnage in eighth district has more large iron steamers which pass Detroit River to
Lakes Michigan, Huron, and Superior. In thirty trips one of these boats would bring
up or down Detroit River 40,000 tons of freight in a season, equal to 140 trains of 25
loaded cars each. A single large sailing-vessel, of which there are many, will make
eight trips, carrying 50,000 bushels wheat one way and 1,000 tons coal or iron-ore the
other, equal to 65 trains of 25 loaded cars each, for the freight of a single vessel for a
season.
In addition to the vast quantities of wheat and flour freighted down the lakes at
lower rates than by rail, Arom seven hundred thousand to a million tons of iron-ore will
pass down Detroit River from Lake Superior the coming season, and the hinderance of
a bridge would tend to increase costs and enhance the cost of iron to the consumer.
THE TUNNEL— AN INTERNAL AND TECHNICAL HISTORY OF ITS CONSTRUCTION — WHY
WORK WAS STOPPED — NO REASON IN THE NATURE OP THINGS WHY IT SHOUIJ) NOT
GO ON.
To ihe Editor of the Detroit Post:
I have frequently seen m your paper accounts of the impracticability of building
a tunnel under the Detroit River because of the bad ground and length of time
required to puc it through. Having had the honor of starting this work, being
superintendent, first, foi the contractors, and latterly for the tunnel company, I
should know more about the ground than those who have based their opinions upon
mere hearsay. One of the statements was, that the ground is too bad. That is entirely
wrong, for the ground through which the main tunnel was intended to be constructed
is about the best ground in which a tunnel was over projected. It is much better than
any person connected with the work expected to find, being a very tough blue clay.
Other statements were that the large tunnels would cost over and above the estimate,
in the same proportion that the small one has cost above its original estimate. That is
not right, for several reasons: When the estimate for the work was made it was the
opinion of all parties concerned that the blue clay extended down below the bottom of
the proposed drainage-tunnel, which, bear in mind, is entirely below the large tunnels.
The boring-tools that were used were not of sufficient strength to test the ground be-
low the main tunnel. The cost of the drainage-tunnel was the only doubtful esti-
mate, and for that reason it was started first. It it had turned out as represented, that
is, had it been blue clay, we should have made 18 feet per day; but when the shah ou
this side was sunk down to the level of the drainage-tunnel, we found the ground hard-
pan instead of blue clay, and instead of 18 feet per day, could only drive 4 feet. Now
the company knew before we started that it would take at least four times as long to
put the drainage-tunnel through as had been expected ; and being so close to the bed-
rook, it was also liable to strike water, which would add very materially to the cost of
the work. There were then left them three or four different ways to save time and
money ; one way would have been to sink one or more shafts in the river so as to have
so many more faces to work from. Another was to have started the main tunnels, and
carried along the bottom-drift with it, which would have lessened the cost of the small
drift at least 100 per cent., for the reason that the same machinery that was required
and used in working the small drift woald have doue for the rest at about the same
cost. The company may claim that they wanted to prospect the ground before starting
the large tunnel. Why, then, did they not begin ou the main work, and run a head-
ing through the large tunnels, where they could have made nearly five feet to every
foot in the drainage-tunnel, and thereby have saved four- fifths of the time f But in-
stead of that, before we were at work two months, the report came that the tunnel
was going to cost too much money, and would be stopped. ' From that time to this it
620 EEPORT OF THE CHIEF OF ENGINEERS.
has been the report from week to week. I, for one, coald not work with the energy
and will required in order to put tbrongh an undertaking, such as it was, knowing
there was no spirit where the money came from, and that our work was liable to be
thrown away next day. We pegged away, however, until we reached a point 1,220
feet from the shaft, when we struck a spring of sulphur-water, which, with what we
had struck previously, made 120 gallons per minute, requirine: more powerful machin-
ery than we had in use. On this account we waited until the Canada side had invested
as much money as the Americans had done. The Canada shaft was sunk in about
thirty days. In sinking it it passed through identically the same strata of clay that
it did on the American side. But between the hard-pan and blue clay lay a thin vein
of sand. We drifted in here something over 200 feet, when we struck a small spring
of water (not any more than would pass through a two-inch pipe) which came to us
through this vein of sand. It carried considerable sand into the tunnel with it. The
driffc was BO small only one man at a time could work to shovel it, and while it was run-
ning no other work could be done, for want of room. The sand that lay nearest to us
wonld run out, then the blue clay (which is over 70 feet thick) would swell down and
shnt off both sand and water. We drifted ahead until we came to ground that had
not swollen, and then got our spring again. We ran along with it in this way for
over 150 feet. In advancing this 150 feet the water broke out, and clay shut it off again
about twelve different times. We always found that the same quautity of water came
each time, neither increasing nor decreasing. We wasted all summer and fall in this
work, being compelled to work at it with one face at a time, though knowing that if
we had another drift alongside of this one the water and sand, while moving into the
one would leave the other dry and workable. It was months after this plan was pro-
posed before any action was taken on it. However, on or about the 14th of December,
permission was given to start the second drift immediately above the first, in the
stratum of blue clay. We ran that drift 289 feet in thirteen days ; 22^ feet per day;
whereas in the first drift, down in the hard-pan, it took ns nearly six months to go
that distance. We had then passed over some portion of the ground under which
the sand had been taken. We ran through this section without any sign of sand or
wat>er until we reached a point 454 feet from the place of starting, which brought
us 50 feet ahead of where we left the first drift. At this point our spring of wat.er
came in, but stopped running in the old one. We then pushed the old one ahead 50
feet, let the water in there, changed back to the new drift, and ran it ahead 20 feet
farther, when orders came to stop work. Such are the difficulties that have, it seems
to me, put a stop to the Detroit River tunnel. Why, a gan|( of gold-prospect miners,
a part of them working for wages while the rest were fighting obstacles, would laugh
at the idea of stopping a drift for the sake of a two-inch stream of water.
Again, the company claim that they can build a bridge in less time than the tunnel
can be built. Let them start in with the same determination to build the tunnel that
they have the bridge, and, in my opinion, the tunnel will come out first every time.
Let them sink a shaft every 800 feet and work both ways from each shaft. It
would then be only a question of how long it would take one gang of men to build 400
feet of the tunnel. If one gang of men can build 400 feet of tunnel in one summer,
why cannot twenty gangs <of men build 8,000 feet in one summer T Perhaps they think
the shafts too expensive. To have one every 800 feet would require (besides the two
they have now down) four cm the laud and three in the river. The land-shafts will
cost less than $8,000 apiece — the river-shafts considerably less than $100,000 apiece.
The shaft now down on the American side was put down in 22 feet of water, and cost
$20,000. Those required in the river would be in the water 30 feet, one on each side of
deep channel. Let them offer that price to put them all down in six months, and see
bow quickly they will find men to put them down for the money. The. shafts in the
river should be set between the two main channels, and as soon as the tunnel is com-
pleted be torn out again. My reason for writing the above is to try and correct any
impression that this tunnel was abandoned on account of lack of skill to overcome the
difficulties met with there, and to show that a tunnel can be built in less time than a
bridge. Those who come hereafter and build this tunnel will wonder what obstacle
stood in the way. I have put in too many hard knocks and long hours on this tunnel
to see it thrown aside in this way, without expressing my regret.
Lack of energy and faith on the part of those who hold the purse leave the tunnel
not yet commenced, whereas otherwise it might have been nearly completed.
D. D. McBean,
Superintendent of the Tunnel- Works.
III. — Statement of Mr. Feianklin Moorb.
I have resided in Detroit nearly forty years. My business during that time has been
mercantile principally. I am now engaged more in the lumbering business than anv-
thing else, and tugging and running logs down the river. I am interested individually
REPORT OF THE CHIEF OF ENGINEERS. 621
in briofinDg to market, towing, and sawins aboat twonty^five million logs a year, a i^reat
minority of which I tow down throngh this river to Ohio. In towing these logs we
use our own tugs. This year we have employed two ; we do a little tugging outside
for others. I have been more or less engaged in the lumber business for the last twenty
years; largely for the past six. I ought to be pretty well acquainted with the com-
merce that passes up and down the nver. I have been at it always, furnishing vessels,
and with them, and using them, &c. The principal items of commerce on the river
are minerals, lumber, and grain ; some considerable salt of course. The other articles
are the three principal ones. Of late years it has been the habit of transporting alto-
gether more in barges; lumber principally. The great migority is transported either
ID barges drawn by tugs, or one barge will tow itself and draw two others ; it is all
the same thing. This mode of transportation has been increasing every year up to
this year. Almost all. the transportation through the river from one lake to the other
is effected by tugs. There is hardly anything of any kind that is not drawn so. It is
a very rare exception that a sail-vessel goes tnrough without being drawn by a tug.
There is considerable more commerce above Detroit than there is below. There is a
f'eat deal stops at Port Edward. Now that they have got a loan of $20,000,000 from
ngland for the Grand Trunk Railroad, they aro going to put it in trim, and it is going
to be more important than ever. There is an immense amount of commerce passes
around by Sagmaw to Milwaukee and Chicago. I could not fix the proportion of the
jl^eneral commerce which is above Detroit.
I think, and it is the general opinion, that the completion of the Northern Pacific
Bead will largely increase the business of the Michigan Road. I think the building of
this bridge is one of the most important things for our agriculturists of Michigan ;
more important than any other thin^ that has been projected in this country.
Navigation often closes early ; busmess all stops ; there is a large foreign trade springs
up. There is a great demaud for our wheat; here it is, but you cannot get it to nmr-
ket ; it is all dammed up here and yon can't touch it, whereas if we had a good bridge
across tbe river we could market that wheat at a large price. Here in the winter,
when we have nothing else to do, it would l>e a saving of interest and a saving of
time, and it would improve the market ; whereas without it we are completely stopped
up the whole winter. For years and years we have suffered immensely here on account
of the ice in the river, even from the first.
The second year after the railroad was built here, there was an immense lot of pork
coming forward. They didn't go over the roads on the sooth shore. They brought
the hogs here, great numbers of them. They had to take them in lots, of a hog, or a
hog or two at a time, and run them over the river. They had no boats to do anything,
and they were all winter getting the hogs across. That was the only way tli«y could
get them across at all. ^That is the way it has been, more or less, ever since. As the
business of the country increases the more embarrassed they are. As the business of
the road increases it becomes more and more serious. We have had nothing before to
conapare with last winter. We have had some winters that there was not much Ice
in tue river, but those were rare. Generally there are some two or three months when
the river is so fiill of ice as to seriously impede navigation. Some years, of course,
there are more than that. The ice in the river during the winter often breaks up very
rapidly. The moment it stops freezing, and a south wind comes up, it will go off', some-
times in a ni^ht. From my idea a winter bridge, to be laid out on the ice and taken
up, I don't think would be practicable at all. Then there is another thing. There are
six months in the year when there are no vessels passing up or down, ice or not. There
are only about six or seven months that you want to use vessels. Sometimes, in fact,
during the winter, the ice breaks up so rapidly that it could not be depended upon as
a foundation for a bridge. The river itself does not freeze clear across, but the water
freezes in pieces and becomes wedged together, and so is frozen. Consequently break-
ing up takes but little time. I have often known the channel nearly free, or the ice
floating in pieces in the morning, when in the evening before it appeared to be frozen
solid clear across. There is one particular point about it. This river don't freeze across.
It is the ice that comes down from above and is clogged here and freezes in pieces.
I do not think myself that a bridge of four draws of 160 feet each would seriously
impede navigation. There would be always of course some little delay ; but the great
interests of this State, ninety-nine hnndreaths of it, are in favor of it — a railroad cross-
ing the river. I don't myself think the people of this State ought to be deprived of a
railroad to accommodate the vessels, when they only run half of the year any way.
Even if it should embarrass navigation a little, they have got to put up with something.
This great amount of travel must be divided up between the two interests. They cannot
have It all. They have got to put up with some slight inconvenience for the sake of
the great public interest, not only of this State but of the whole West. A few men
cannot have all the benefits of that thing. That is my view of it. If I bring a raft
down here I might possibly have to stop uere to put on wood, or stop here to get pro-
visions. We do that now very often as it is— half the time. They often stop and round
to here, and that is the case with all tows. No matter how many vessels they have
622 REPORT OF THE CHIEF OF ENGINEERS.
they will stop here for half an hour for provisions; ten times as -long as it woald take to
fet through that bridge, very often. Even if they had to wait for one to go through,
don't think anything of that at all. We stop oftentimes going up or down with onr
raft. We don't so often with a raft as we would with a vessel, for the reason that yon
cannot handle a raft as well as a vessel. Our business office is right on the water, and
very frequently a tug passing by will come up and lie there 20 or 30 minutes with
the whole tow until they can go ashore and get provisions. It is no inconvenience,
then, and it would be no more, cert-ainly, if we had a bridge. That is my opinion.
Tows coming down here, if they stop, are always obliged 1 o turn around on account of
the current. I should think a bridge, 16 miles below, at the Canada Southern, with
two draws of 160 feet, would be as effective as one here with four. Of course so near
the city, right here in the harbor, four drasv^s would be very convenient. I think with
four draws it is almost equal to no bridge at all.
I think the bridging of the Detroit River would be of the greatest public interest.
The effect of the blocking up here in winter is of course very bad. Others can tell yoa
more about the delay in grain than I can, but there has been so much said about it, so
much fault found with it, that it is hardly necessary to repeat it; but it certainly is a
very great delay, and a very serious inconvenience to the grain community, and to
every conmiunity. We must consider the fact that the commerce Af the West is con-
stantly increa.sing, and such being the fact, if we are compelled to rely upon the agen-
cies we have in getting across the river, the conclusion is inevitable in my mind that
the commerce coming from the West to the East must necessarily change its passage
off^ around the lakes.
Franklin Moore.
IV.— Statement of Gen. R. A. Alger.
I have resided in Detroit seven years. 'We are engaged in the business of producing
and towing to market long pine timber in rafts. We tow from Au Sable and Saginaw,
and the ea.st shore of Lake Huron, to Port Huron, Detroit, Ecorse, Wyandotte, 'loledo,
Buffalo, Touawauda, and Sandusky. We produce about thirty million a year of our
own, and we tow for other people fifteen or twenty million more, making from forty-
five to fifty vJUions. We own two large tugs, th<j Torrent and the Vulcan. We bring
down an average of about a million feet to the raft. Our raft« will average from 85 to
100 feet wide and from 1,500 to 2,000 feet long.
I think here I had better make a statement of our position fh the bridge matter from
the start. When this first bridge was talked of down at the Canada Southern, there
were these same men that opposed it, and we went in with the crowd and subscribed
$50 to defeat it by legal measures. Some time afterward, Mr. Moore and myseff, in
talking of the matter, decided that we had done a wrong thing; that possibly it might
inconvenience us a little, (we did not think it would,) but possibly it might, and we
were satisfied that to cut off the bridge was going to ii^jure Detroit, to make Detroit
a side-station, and anything that embarrasses the railroads would, of course, injure De-
troit. I so stated to these parties, and since then we have decidedly been in favor of a
bridge. However, I suggested to Mr. Moore that we send to Mr. Hackett, who sails one of
ourtiigs— has sailed tugs for eight years; hasworked for us five seasons; a man who has no
superior ; a uiau whom we pay $:3,000 a year, nearly twice as much as any other tug-captain
ffets. We called him here and asked him whether he thought it would embarniss us— a
bridge acroi)s the river. Hesaj'S, ** No ; where the current isstraight, as it is here, it would
not. It would not be half as much trouble as the Government improvement at St. Clair
Flats, because ou the upper end of the Government improvement the current divides
both ways. There we cannot take the full width of 300 feet. We have to come in on
the center." We told him that our own private convictions were that we ha<l no busi-
ness to resist the baildiug of a hridge. We had made up our mind to it, and thought
it would not hurt us materially. He thought we were right. He said, "I don^t think
it will hurt you at all." That is my judgment about it ; and the captain of the Vulcan
was of the same opinion. He is also a man of experience. He has sailed on these
lakes for years. He sailed a tug before the war, aud he was in my regiment during
the war, and since then has been on tugs all the time. William H. Rolls is his name.
Since that we have tried to investigate the necessities and wants here, as far as we
could, and how much injury it would be to us, and we are satisfied that it would be
none at all, if captains used due prudence. Of course if a man goes through a bridge
he has got to have his senses about him, and steer for the hole and not against the
bridge ; but there are many places where men cannot sail with their eyes shut. If they
oould there would be no need of light-houses or experienced high-priced men.
Captain Hackett says there are places on the river, especially below Detroit, that he
REPORT OF THE CHIEF OF EMQINEERS. 623
thiDks are more difficult now than it wonld be to go through a bridge. For instance^
about the *^ Limekilns/' where they have to steer to get through and pass those hidden
rocks and obstructions ; and he considers the Government improvement at the fiat-s
mnch more difficult than it would be here, because there, although they have 300 feet,
they have to meet in the channel, and they never can go out close to the cribs on
account of the wash ; but he says they never experience any trouble. He even tows
onr rafts in there when the current sets both ways. I asked Captain Hackett about his
experience of the vessels getting out of line while towing. He says that can be avoided.
He says a vessel can be steered out, but a tow of vessels can be kept nearly or (juite in
line, as there is always a man at the helm to steer. Ht^ does not think that 50 fe^t,
with any headway that a tug wonld give, would be more than any tow would drift or
get out of line. Captain Hackett says in his opinion there is but one niiuiite in sixty
that there are vessels passing any given point. That is his opinion. That is also my
Jndguient. I don't believe there is naif a minnte, on an average, in an hour that ves-
sels i»aS8 np and down from April 1 to December 1, exclusive of the railroad ferries.
Our business has been right here on the dock, where we could look out upon the river
all the time; and since this matter came up I have taken no little pains to look into
these facts.
Nearly all vessels on the river are towed except such crafts as are themselves pro-
pelled by steam. They never sail except in favorable winds, and seldom then.
Scarcely ever a craft sailing goes by here, and never except in favorable winds. Yon
seldom see a sail-vessel going from lake to lake, with the exception of light scows,
unless towed.
I believe that if-a bridge is not built it will very seriously affect the growth and
prosperity of Detroit, and will make virtually a side-station of it, and will, of course,
injure the State just as far as it blocks up its outlet for supplies. If you send it around
by Toledo, you cripple our competing lines and increase the cost of transportation, and
that will injure our own railroad interests in the State, and would be a greater injury
to the producers than to the consumers, because the producers are the great class. A
loss of one, two, or three hundred dollars to a farmer may be more than a lo.ss of thou-
sands to men who operate largely. I am satisfied that were the farmers to understand
this issue, the whole State, not only here, but the whole West (as they have to send out
so many products during the winter, and do not wish to be confined to any one means
of transportation) would rise en masse and demand it. We claim that if any person
would* be injured by this bridge, we, of all others, would be injured most. W«< think
the risk to us, bringing down our rafts, is much greater than that incurred by any venscl.
A raft has no means of steering. It is simply towed. Ir. is subject to be drifted one
way to the other by the wind, and in anj' still weather cannot be towed to excee<l two
miles or two and a half miles an hour, and here with the current not to exce<^d four
miles ; and we are satisfied that if that gives a draw of 160 feet, one on either side, so
as to leave two, that it would not obstruct us at all. I do not think this bridge, if
built, will seriously obstruct the vessel interest, except by way of competition ; and the
country should have the benefit of every means of transportation, both by rail and
water, to facilitate and cheapen transportation of its rapidly increasing amounts of
produce from the West to the seaboard, and of merchandise in return.
This proposed plan of a temporary winter-bridge I do not tl4nk practicable, because
with the ice settling and gorging against it, it would be impossible to hold it iu line,
carried as it would bo by the heavy current. Indeed I think it would be a very
serious question to keep a railroad-track in line there without ice across the current;
the slightest deflection would, of course, throw a train off. I hear also an idea
advanced of leaving a gap of four or five hundred feet to be bridged over with a pon-
ton. I look upon that with the same objection. You cannot have such a thing witli-
out encountering those large masses of ice in winter. I think a bridge with two
draws, one on this side to accommodate those veteels wishing to load at Detroit
docks, and the other in the main channel, would obviate all just and serious objections
that can be raised against it. I don't think there would be any diffienlty in a tow of
vessels coming down within, we will say, five or six blocks of the bridge, rounding
down and go right down the river. But, with a man of good judgment, of course if
there were bridges here, if they were going to round to, they would round to far enough
up so as to give them headway in coming down. Our captains both say that in any
place where the current is straight abridge with the 160-foot draws wonld be no serious
obstruction.
We have no interest in any way with any railroads. X never received a dollar from
them nor a ''pass" in my life. I do not care any more about railromls than I do
any other public corporation, but we are looking now to what we consider the interest
of the State. We are satisfied from investigation that the producing classes, not of
Michigan alone, but of the whole country, demand thot^e bridges as an outlet for these
railroads.
R. A. Alger.
624 REPORT OF THE CHIEF OF ENGINEERS.
v.— Statement op Mr. R. W. Gillett.
I havo resided in Detroit eleveu years. My busiDess is flour and grain. I have been
eDgaj(ed in that business elven years. My business is commissiou purchasing and
selling. It is ovei two millions and a half in extent yearly. I am well acquainted
with the character of commerce on this river. I was in the transportation business
here six years, in connection with the flour and grain business — transporting from
Buffalo to Chicago. I was agent of a transportation line ; the great bulk of the com-
merce passing up and down the river in grain, timber, farm-produce, generally with
difierent ores, iron-ores and others, and salt.
There has been a decided change in the mode of transportation on the river within
a few years. Up to within six years the lumber and the grain were transported almost
entirely by sail-vessels and by propellers ; and within the last six years there has been
a great change, until now the great minority of lumber is transported by barges, either
steam-barges themselves or barges in tow of steam-barges, s6 tnat the amount of lum-
ber is largely transported by steam. Navigation is almost universally effected by tugs,
but occnsionally, from a local port, a small craft might sail up and down here ; but a
vessel coming through here by sail, that is to say from Lake Erie to Lake Huron, is a
novelty.
I should not think, with a tug going fast enough to keep steerage-way, there would
be any danger of their getting out of line, so as to make it diflQcult or impracticable to
pass through a draw of 160 feet. I never saw any such thing. I never have seen them
out of line to any extent, so as to embarrass their passing through a draw of 160 feet.
I don't think I have ever even seen them out of line 20 or 30 feet. I should say that
fully one-half of all the tugs passing up and down the river here stop at Detroit for
supplies. When they stop nere they are obliged to turn around on account of the cur-
rent. If they are going to stop at a. wharf, they round to— stop with the stern up
stream.
1 am not prepared to answer with regard to the commerce above Detroit being larger
than that below. There is a very large commerce leaving the Lake Michigan ports
that goes to Lake Superior ; goes to Saginaw and other Lake Huron ports. There is a
very large commerce that leaves Saginaw and other points on Lake Huron that is
bound for Chicago that never comes throngh Detroit River at all. There is a very
large amount of commerce that goes to Point Edward. There is a daily line of propel-
lers leave there that never come throngh Detroit River.
There is a daily line of steamers running from Chicaco to the Grand Trnnk cars at
Saruiu — tirst-chibs steamers. The term * Make commerce^ would include a large amount
that never comes through the Detroit River.
We have here, now being built and already built, eight lines of railroad, and I look
npon four of these as being yet in their infancy. They have not, either one of them,
reached their farther terminus yet. Such being the case, if we are troubled to-day to
get our transportation across the river, there will be an absolute blockade in twelve
months at the rate business increases. I have had some little experience about deten-
tion on the river, this last winter particularly. I have been here in this business eleven
years, and I have never seen a year that we haven't been seriously detained. Last
winter I was buying grain in Illinois, and I sold a large amount of that corn to distill-
ers across the river — not to go on the Great Western— so the transportation over that
road had nothing to do with it ; that grain was delivered to the Michigan Central, and
was taken over as fast as it could be.
At one 1 ime I had fifty cars over there, and on account of the detention by the ice I conld
not get them back. I went over twice with ihe superintendent of the railroad to get
those empty cars back here. We had forty-odd cars lying there at a detention of over
sixteen days on the average. We had twenty oars lying there at an average of over
twenty-three days. All it was necessary to do was to get them back here, but they
could not be got back on account of the ice. They w6re not bound east or west, simply
waiting to come back here, and the railroad suffered for want of cars. The agent
of the Great Western Railroad at one time told me that he had 600 empty cars there
waiting to go west, but they could not move on account of the ice. More or less every
month of the winter-months the passage of steamers across the river is seriously im-
peded by the ice. There were two different times this wint-er when there was a delay
of from two to five days, simply from the breaking of the slip. I had grain lie there five
days, loaded at the Milwaukee slip. These railroads, diverging from Detroit all over
the State of Michigan, all over Northern Indiana, and roads wiiich will connect with
the Northern Pacific Railroad, all come down through this one channel; and if they
are tmubled now with limited facilities for transportation, when thev are folly devel-
oped they have either got to ^o across here with all necessary speed, or they will be
compelled to go around; that is all there is about it.
The river is never stopped np with ice made in the river. It is ordinarily that which
comes down from the lake, floats down here, and stops here, so that it is in masses and
freezes together ; then by a strong wind of a day or two it is liable to be broken np.
REPORT OF THE CHIEF OF ENGINEERS. 625
There are days at a time when this river is frozen over, and the boats are three or four
liours in passage, when it is ice not made in the rifv^er, but simply masses that have
floated down ; and it wonld be impossible to sustain a bridge on these masses of ice.
We see here every winter, for days, when it is simply a block of masses of ice headed
up the lake, and breaking all up in one day.
I cannot see how bridging the river as proposed should be any detention to steam-
navigation whatever ; I cannot see how there should be any detention to sail-naviga-
tion, unless there should be some accident to the bridge, which would temporarily dis-
able it, which would force them to round to. In cjise they ha4 to stop on account of
the bridge, they would be obliged to round to ; but we have sufficient way to roui d to
anywhere Here for two miles up and down the river. For vessels coming from below
there wonld be no trouble of that kind, for the current would keep them in position.
They would simply have to hold on until they got through. I think the detention
would bo very littlejf any, provided you have four openings of KiOfoet each ; because,
even if thc^re are tows going up and down at the same time, those going up can take
one side of the river, and tliose going down the other.
With a bridge dowa below, where the Canada Southern proposes to build, there
would be no necessity of as many draws as here. I think two openings there would
be snfficient.
Of course there would be some trouble in a vetisel rounding to there, because the
channel is not so wide. I think there would be ug^rious detriment to navigation by
having a bridge there. « ^
I always understood, while I was conneotednvith ^the transportation business, that
the channel near the Lime-kilns, about Maiden, wjis only 90 feet wide in places, and
steamers often get on the rocks there.
I have not had much occasion to observe the operation and effect of vessels passing
through the Government improvement in Lake St. Clair, but from the fact that there
the cniTent draws both ways, although there is an opening of 300 feet, in my opinion
it wonld be very much more diflScult to euter that canal co iiiug down the river than
it would be to go through a draw here.
I think that railroad transportation from the West to the East is far behind the
growth of the country ; that we need all sorts of facilities in iiddition to what we have
now, and I think that a bridge is of vital importance to the farmers and the producing
interests of Michigan and the States tributary to it.
I think that the further building of railroads to Detroit, or the further development
of railroads tending to Detroit, is labor thrown away without a bridge.
B. W. GlLLKTF.
VI. — Statement of Capt. Michael B. Kkan.
I reside in the city of Detroit, and have resided there and on the St. Clair River
forty-one years. My business is owning and running steamers and vessels. I built my
first steamboat in 1853, and run her in the lake and river, doing business as master, for
several seasons. Have been all the time since 1853 engaged in running tug-boats on the
lakes and rivers. Have also run passenger and freight steamers and sail-vessels.
During this time I have built, bought, owned, and run, twenty-eight water-craft, six of
which were passenger-steamers, ten were tug and freight boats, seven were sail-vessels,
and five were barges. I am still engaged in the business, running two tug-boats and
four sail-vessels. At the present time and for some years past sail- vessels passing up
and down the Detroit River are and have been almost universally towed. From my
knowledge of the Detroit River, and the commerce of the lakes, I think it could be
bridged without seriously injuring or interfering with its navigation. The river is not
subject to floods, and at Detroit there are no side currents to draw a vessel out of its
coarse. I know of no navigable river which is freerarom floods and side currents than
Detroit River.
A bridge with four draws of 166 feet each, properly regulated and managed, I do
not think would substantially discommode or injuriously affect the vessel-iuterests.
In passing up the river, it seems to me that no one who is acquainted with the business
of navigation could seriously claim that it would be any inconvenience, if the draws
here were properly attended.
In passing down the river in all ordinary weather there would be no serious incon-
venience to ordinary navigation, if proper regulations were made for the opening ot
the draws.
It sometimes happens, especially when there are strong head winds, that veswols in
tow get out of line with the tug towing them ; this is caused sometimes by bad-steer-
ing vessels, or inattention to duty on the part of those in charge, or by the fact that
tlie tag is moving more vessels than she can safely handle in narrow waters ; so that
she is not able to keep sufficient st^jerage-way on the vessels in tow. Vessels do sonu-
tiuies get out of line for the causes just mentioned.
40 E
626 REPORT OF THE CHIEF OF ENGINEERS.
It not uufreqnently happens that a tug having a tow coming: down the river ronods
to and stops at Detroit lor supplies^ &c. ; this ** rounding to " ordinarily wonld delay
them from one-half to thre^-quarters of an hour, depending on the size of tow.
I have noticed the time for several years that navigation is closed, and I think it will
average four and a half to five months. During most winters I know it is exceedingly
difficult to cross the river with steamers, however strongly built, in consequence of the
ice. The shipment of freight by that cause is greatly impeded, and especially when
the winter is severe large quantities of freight are blocked up and accumulate on both
sides of the river, inducing loss to the common carrier, but a much more severe loss to
shippers in additional charges for storage, insurance, loss of interest, &c. I thiuk if
a bridge were properly built, so that trams could move at all (or stated) times over the
river, it would prevent these large accumulations of freight and should thereby reduce
the cost of transportation.
I believe theproducing-classes of the Northwest would be greatly benefited by the
construction ot such a bridge, aud that the injury or inconveniences to navigational
interests would be trifling iu comparison to the public benefit derived. Nothing in my
judgment would do afi much to keep the carrying-trade within the bounds of modera-
tion as to furnish liberal facilitien to both the navigation and railroad interests, thereby
creating a wholesome competition between them. Boat and vessel owners exact the
highest prices they can obtain for the tranhportation of freight, and are as exacting in
their demands, but no more so, than railroads aud other interests. Nothing but fair
competition keeps any interest within the bounds of reasonable i^rofits. But aatde
from the special interests of vessel-owners and railroads, I am fully of the opinion that
the general public interests would be largely benefited by the construction of such a
bridge over the Detroit River as above stated, aud proi>erly regulated and managed.
M. B. Kean.
September 13, 1873.
^JI.— Statemi NTS or Messrs, Ali^n Shelden, George B. Dickenson, and Duncan
Stewart, (J. L. Hurd & Co.)
I have resided in Detroit about eighteen years, and have constantly been engaged in
the wholesale dry-goods business. The amount of my sales are nearly ^,000,000 per
year, and my trade is with people of all parts of the State. I have aji^cneral aconaint-
ance with the commerce which passes up and down the Detroit Kiver, principal items
of which are grains, Inmber, iron, and iron-ore. Of late years, much of this is in barges
towed by tugs: and I think pretty much all the vessels engaged in commerce, whether
sail-vessels or uarges, are drawn by tugs. I am not familiar with the amount of com-
merce between Chicago and other lake-ports and Detroit that does not pass down the
river, but from my general observation sliouhl think it quite large. In my judgment,
a bridge over the Detroit River at Delroit would greatly benefit the producing and
consuming classes, as the obstruction by ice during the winter is such as seriously to
delay the passage of freight. And I also think a bridge at Trenton, for the passage of
freight on the Canada Southern Road, would be equally desirable. Laying aside alto-
gether the vessel and railroad interests, J am entirely satisfied, as a business man, that
the interests of the producing classes would be greatly benefited by bridges over the
river. With the present serious obstructions from ice to the passage of freight east-
ward, large quantities of grain and other produce accumulate at Detroit and other
lake-ports during every winter. The expense of storage, loss of interest, &c., operates
seriously upon the producing classes, so that when navigation opens in the spring they
are compelled to ship and pay whatever prices the vessel-owners may demand. If
bridges were built and double-track roads, so that the means of marketing would be
constantly open to the producers of the West, I have no doubt that the benefits would
be immense ; indeed it would benefit the consumers as well as the producers in all
parts of the country. I have no definite opinion as to the number of months during
the winter when the steamers are seriously impeded by the ice, but I should think it
would average three or four months each winter.
Without professing to have any special knowledge on the subject, I do not believe,
from my observation of th*e effect of bridges elsewhere, that bridges over the Detroit
River, with draws of 160 feet each, would seriously injure the vessel- interest. The
river IS not subject to floods, and the current is nniform and without side currents. I
assume that the bridges will be so arranged that the draws could be opened with
facility, and be closed during the season of navigation only during the passage of trains,
and that such r^ulations will be made that neither the vessel nor railroad interest will be
seriously incommoded. Then it is to be borne in mind that for nearly half the year navi-
gation is closed. I feel entirely satisfied that unless Detroit River is bridged the freight
passing from the West to the East, during the winter months, at all events, will take new
channels round the lakes, and that the interests of Michigan and of Detroit will beseri-
REPORT OF THE CHIEF OF ENGINEERS. 627
ously injured, as her railroads will practicall j' fail to become part of throii^U lines for the
transportation of throngh freight. It seems to roe that the agricnltaral interests of the
country demand to be, and should be, fostered, at least by cheap and ready facili-
ties for the marketing of its productions, and that bridging Detroit River would tend
to promote this without seriously affecting other interests.
Allen Shelden.
Detroit, Xot>ember 14, 1873.
I have been engaged in the produce business in Detroit for about fifteen years, and
ara familiar with the movement of graiu and general produce from the West to the
East. I concur in the general statement above, and am of the most decided opinion
that the general interests of the West would be greatly promoted by the construction
of a railroad-bridge over the Detroit River at Detroit, and that a bridge could be so
constructed as not to interfere with the shipping interest to any extent.
Geo. B. Dickenson.
Detroit, Xoveniher 14, 1873.
I have been a partner of the house of J. L. Hurd &, Co. for about twenty-five years.
Our business during that time has averaged $3,000,000 per annum. In 1871 we pur-
chased over sixteen hundred thousand bushels of Michigan winter wheat, for Great
Britain, France, and Belgium. Have exported largely at various times Michigan wheat
to London and Liverpool ; have been, during these twenty-five years, agents and con-
signors of the Western Transportation Company of Buffalo for a period or ten or twelve
years, also consignors at this port of New York Central Road for over ten years, during
said period ; was also, for a number of years, agent of American Transportation Com-
£any ; also, for several years, consignor of New York and Erie Railroad Company,
lost of these agencies we held at one and the same time. Have also built and owned
thirteen propellers, one steamer, and one bark. Our business as commercial men, our
bnsiness as agents for the above lines, our experience as ship-owners, leave no doubt
in our minds of the imperative need of bridges across the Detroit River at Detroit and
Trenton, to relieve the fast-increasidg production of the West from the grievous delays,
disappointments, losses, and damages arising from its present inadequate transporta-
tion facilities, and thi^t said bridges, propeny constructed, will be no impediment or
binderance to vessels propelled by sail or steam.
Duncan Stewart,
For J. L. HuKD & Co.
Vin. — Statement of Mr. Willakd S. Pope, Civil Engineer, concerning bridging
Detroit River.
The location of the bridge is from the foot of Second street, in the city of Detroit,
crossing the river at right angles with the general direction of the current. The dis-
tance across the river on this line is 2,650 feet. The surface-speed of the current at or-
dinary stages of water is about two miles per hour, and is quite uniform across the
entire stream. The extreme recorded variation in the water, for a period of thirty
years, is about 7 feet ; fluctuations, however, of even 2 feet are rare ; the surface of
-water in the summer of 1873, when these surveys were made, was 2.35 feet below the
assumed base-line ; the variations for a number of years are between 2 below and 4
below. The depth of water varies from 20 to 50 feet, the average being, say, about 38
jfeet. The immediate river-bed is soft mud, varyin^^ from 5 to 30 feet in depth, under-
laid by a hard tenacious clay. The bed-rock lies quite uniformly at a depth of, say, 88
feet below present water-level. The entire water-way of the stream on this profile is,
say, 100,000 square feet. Of the three x'lans for bridge mentioned below, that marked
No. 1 creates the greatest obstruction of the present water-way, the piers occupying
an area of, say, 16,000 square feet. To recover the water-way thus usurped, the river
must scour it« bed between the piers to an average depth of^ say, 6i feet. It is snp-
ned that this will easily be done, inasmuch as the bottom, tor a depth of from 5 to 20
*, is a soft, semi-fluid material through which the sounding-rod descends quite read-
ily ; therefore it is presumed that the construction of a bridge on any of the plans
mentioned below will not permanently increase the velocity ot the current.
Three plans are suggested for bridging the stream, descriptions and drawings of
which are herewith submitted, marked, respectively, Nos. 1,2, and 3.
Plan No. 1 is for a bridge about 12 feet above the water, with fixed 'spans about 200
feet long, and with two pivot-draw spans so constructed as to allow, when open, four
passage-ways 160 feet wide each, in the clear, for vessels.
Plan No. 2 is for a bridge with spans of 400 feet each, in the clear, placed at such an
elevation above the water as to give a clear headway under each span of, say, 150 feet.
628 REPORT OF THE CHIEF OF ENGINEERS.
Plan No, 3 is for a "winter-bridge," which shall have one pivot-draw span, with
two clear openings of 100 feet each in clear, permanent, fixed spans of 200 feet each,
and two spans of 400 feet each, which shall be moved away during the period of active
navigation, say eight months in the year, and used only in the winter-season. Height
of bridge above the water, say, 12 feet. ' •
Plan No. 1.
Low bridge J with two draw-spans— superairucture.
The proposed arrangement of spans is as follows, beginning at the dock-line on the
Detroit side of the river; the lengths of span noted in each case being the distance
between axes of masonry :
Feet.
One fixed span 100
One pivot-draw span 375
Seven fixed spans, 200 feet each 1, 400
One pivot-draw j-pan :}?
Two fixed spans, 200 feet each ^ 400
Total length of bridge 2,a'>(>
The draw-spans, when open, will leave a passage-way 160 feet wide, in clear, for ves-
sels on each side of each pivot-pier. The bridge will be for two railroad-tracks, and
the superstructure will be, say, 32 feet wide over a^l. The trnsses of the fixed spans
will be, say, 28 feet high, while those of the draw-spans will be, say, 28 feet high at
the ends and 38 feet high at the centers. From ordinary surface of water to the ex-
treme nnder side of the superstructure will be, say, 12 feet. Superstructure to be iron
throughout.
Superstructure,
Superstructure to consist of two abutments, two pivot-draw piers, two upper and
two lower draw-rest-s, or guard-piers, to receive the ends of the draw-spans when open,
and eleven channel-piers, all to be of maaonry except the draw-rests. Foundations of
all piers to consist of piles driven to practical refusal, and cut off, say, 16 feet under
ordinary water-line. Riprap to be deposited between and around the piles, taking its
natural slope, and reaching from the river-bed t>o the tops of the piles. The piles will
form the support for a grilTage of timber 6 feet thick, on which will be placed the ma-
soniy. Thus the bottom of the masonry will be, say, 10 feet below ordinary water-line.
Pivot-piers t<o be circular in horizontal section, and, say, 40 feet in diameter at top,
with the usual batter downwards. Channel-piers to be 10 feet wide and 40 feet long
at top, with the usual batter downwards except at the up-stream end, which will lie
provided with a suitable starling or ice-breaker; masonry of piers at bottom, say, 14
feet wide and 60 feet long. Draw-rests, or guard-piers, to consist of timber cri1>s sunk
around piles and filled with and surrounded by riprap. The up-stream ends of the
upper guard-piers will be so constructed as to act as an ice-breaker. Between^ the
draw-rests and the pivot-piers will be placed floating cribs of sufficient width and
strength to act as fendera to protect the bridge when open, and also as guides to ves-
sels in their passage through the draw-ojienings. The estimated cost of the bridge built
on this plan is as follows :
Substructure $l,ir>0,(K)0
Superstructure 862,0(M>
Approaches 25,000
Right of way and land-damages 100,000
2,137,(KI0
Contingencies, say, 15 per cent 320,550
2, 457, 550
The work of constructing the bridge will occupy, say, a year and a half.
Pj^n No 2.
JTigh bridge, — Superstructure of main bridge.
There will be over the river six spans of 420 feet each, and one span of l.'^O feet,
meastired between centers of masonry, making the entire length of the niain bridge
2,650 feet. The bridge will lie for two railroad-tracks, and the superstructure will be,
say, 50 feet wide over all. The trusses will be, say, 50 feet high. From ordinary sur-
face of water to the extreme nnder side of the superstructure will be, saj", 150 feet.
Superstructure will be of iron throughout.
REPORT OF THE CHIEF OF ENGINEERS. 629
Substructure of main bridge,
Siibstrnctare to consist of two land-piers and six cbaunel-piers. Foundations of
piers to be tbe same as described for tbe piers in plan No. 1, except that the timber
grillage will be, say, 8 feet thick. Piers will be of masonry, reaching from the top of
the timber grillage, say, 10 feet below the water, to a point 20 feet above water, making
a mass of masonry 30 feet hisb. Masonry at top will be 23 feet wide and 82 feet long,
battering as usual downwards on all sides, except at the upper-stream end, which will
be provided with a suitable ice-breaker; size of pier at bottom of masonry, say, 28 feet
wide aud 98 feet long.
On the top of the masonry will be placed a wrought-iron trestle, consisting of ten
vertical and four inclined columns, properly braced and tied together ; at the top of
this trestle will be, say, 6 feet wide, aud 52 feet long Itetween centers of exterior col-
umns; and at bottom 17 feet wide and 74 feet long, its height will be, say, 132 feet,
making the vertical distance from the surface of the water to the top of the trestle,
say, 152 feet.
Approaches.
The main bridge will be reached from each side by a carved approach, constructed
with a gradient-rising toward the bridge at the rate, say, of 100 feet per mile. The
total length of each of these approaches will be, say, 6,600 feet, of which 1,200 feet at
the lower end will be eavth embankment, and 5,400 feet will be iron trestle-work,
arranged in spans of, say, 30 feet each. The iron trestles will vary from 25 to 150 feet
in height.
Cost of the bridge.
The estimated cost of the bridge, if built on this plan, is as follows :
Substructure, main bridge $2,000,000
Superstructure, main bridge 2,430,000
Approaches 3,100,000
Right of way and laud-damages 250,000
7, 780, 000
ContiugencieSy say, 15 per cent ^ 1, 167,000
8, 947, 000
The work of constructing the bridge will occupy, say, three years.
Plan No. 3.
JVinter-bridges, — Superstructure,
There will be one pivot-draw span 250 feet long, leaving, when open, a passage-way
100 feet wide, in clear, on each side of the pivot-pier; eight permanent fixed spans of
200 feet each, and two movable spans 400 feet each, making a total length of 2.650
feet. The bridge will be for two railroad-tracks, aud the superstructure will bo, say,
32 feet over all. The trusses will be, say, 28 feet high. From ordinary surface of
water to the extreme under side of the superstructure will be, say, 12 feet. Super-
structure to be of iron throughout except the temporary movable spans crossing the
400 feet openine, which will be of wood. Each opening of 400 feet will be crossed by
two spans of 200 feet each. These spans will be supported where they meet in the cen-
ter of the opening by a ponton. Just above the ponton will be placed a heavy floating
timber crib of such constrnctiou and strength aud so securely anchored as to afford
the ponton protection from the ice. The temporary spans, the pontons, and the float-
ing cribs to be removed from the channel during the season of navigation.
Substructure,
The size, shape, and construction of piers aud foundations to be of the same general
kind described above, for plan No. 1.
Cost of bridge.
The estimated cost of the bridge, if built on this plan, is as follows :
Substructure |8a5,000
Superstructure 700,000
Approaches 25, 000
Right of way aud land-damage 100, 000
1,710,000
Contingencies, 15 per cent 256,500
1,966,500
The work of constructing tbe bridge will occupy, say, one and a half years.
WiiXAKi>'S. Pope,
' Civil Engineer*
Detroit, August, 1873.
630 REPORT OF THE CHIEF OF ENGINEERS.
IX. — Statement of Mr. Wiixard S. Pope concerning relative merits of high
AND low bridges OVER DETROIT RlVBR.
To the Board of Engineers:
Please allow nie to present the following considerations regarding the respective
merits of a high bridge and a low bridge over the river at Detroit :
It is legitimate to assume that capital invested should receive a fair return in the
shape of interest. The only way in which such interest can be derived for capital in-
vested in transportation-facilities is by taxing the goods transported. Assuming the
investment to be a judicious one, this tax must always be large enough to cover the
fair interest thereon, as well as the current expense of doing the business and of making
good the usual and necessary wear and tear. The larger the investment the greater
the tax. And this tax falls of course ultimately upon the consiimers of the goods trans-
ported— that is to say, upon the public. Therefore, any policy or system which in-
creases beyond what is absolutely essential either the first cost of a railroad or its nec-
essary operating expenses, or both, becomes at once a permanent public burden, while
any policy or system which diminishes such cost is a public benefit.
Oi the plans proposed for the Detroit bridge, two are prominent, viz, one for a low
bridge, with two draws, estimated to cost $2,500,000, and the other for a high bridge,
estimated to cost, say, $9,000,000, a difference of $6,500,000, the annual interest on which,
at 7 per cent., is, say, $455,000. The former is on a level with the railroads now or
hereafter to be built, while, to reach the latter, all trains must forever climb LSO feet.
The extra cost of making this ascent may be assiimed at, say, $50,000 annually. Taking
the annual expense of repairs and renewal of the trestle-approaches to the high bridge
at 5 per cent, on their first cost, ($3,100,000,) this item will amount to, say, $155,000.
The annual extra cost will therefore be :
Interest on first cost $455,000
Extra cost of working 50, 000
Extra cost of repairs *. 155,000
Which, capitalized at 7 per cei^, is $9,430,000.
660,000
This amount mav be fairly asslfmed therefore as the real difference in cost between
the high and the low bridge, so far as the items above are concerned, and the in-
terest on this amount ($660,000) the public must annually pay for the luxury of the
high bridge over what the low bridge would cost them.
Now, the amount of damage, whatever it may be, to navigation interests, from the
presence of the bridge, forms a legitimate charge upon the goods transported by water,
and must be paid by the consumers thereof, that is, by the public. Assuming the high
bridge to inflict the minimum damage, it may be Baid that it is of public interest that
this form be adopted. But its adoption as shown above entails a permanent and inevi-
table expense to the public (through the railroad charges) of $660,000 annually. If
a low bridge be adopted, this can be forever saved ; against which saving it is fair to
offset simply the increased amount of damage to navigation interests from a low
bridge over that from a high bridge. If this increased damage should amount to just
$660,000 per year, the two forms of bridge would be exactly on a par. so far as the pub-
lic interest is concerned. If it should exceed that amount, the hign bridge would be
an economy. If it should fall short of that amount the low bridge will be an economy.
I have no estimate of the extra damage that navigation interests would sustain from
a low bridge over that from a high' bridge at Detroit, but to suppose that it would
amount annually to $660,000, or the half or the quarter or the tenth of that sum,
seems to me absurd. If this reasoning is correct, it is respectfully submitted that
every consideration of public economy dictates the a<loption of a low bridge.
In addition to this, the elevation of the bridge (150 feet) is equivalent to removing
Detroit one and a half miles away from the railway. All the local business of the city,
as connected with the railroad, must be transacted at the foot of the gradient of the
approach. Detroit will be located no longer on the main line, but on a iiranch or snur
track ; and all the evils will be experienced in perpetuity which are set forth in tnat
part of Mr. Joy's communication to your Board which refers to the location of the
biidge at a point near Fort Wayne,
Very respectfully,
WiLLARD S. Pope.
Detroit, Novemher 13, 1873.
X.— Proposal of Michigan Central and Canada Southern Railroad Companies
relative to bridge over Detroit River.
To the Board of Commiseionera to inquire into the pradicdbiUty of hridging Detroit Siver :
For the purpose of harmonizing, as fa^ as possible, the apparently conflicting inter-
ests between the vee sel-owners and the railroad companies. We herewith submit the
BEPORT OF THE CHIEF OF ENGINEERS. 631
proposition on behalf of the Michigan Central and Canada Southern Railroads, that a
grant from the Government, allowing said roads to construct winter-bridges over the
Detroit River, with two openings of 400 feet each, and a draw of 166 ^et to each
bridge, will be cheerfully accepted and acted upon by said railroads.
A. B. Maynard,
Of Counnelfor Michigan Central Railroad,
E. W. MiDDAUGH,
^ Of Counsel for Canada Southern Railroad.
Dated Detroit, Xoveniler 18, 1873.
XL— Detroit River Tunxel— A paper by Engineer Chesbroujti.
The following paper on the Detroit River tunnel was read by Mr. E. S. Chesbrough,
its engineer, before the Society of Civil Engineers at LouiKville :
At the date of the former paper on this subject, read at the last convention, the pre-
liminary work on the Detroit River tunnel was in a very encouraging state. The De-
troit shore-shaft had been sunk, and a drainage-tunnel extended from it for about 600
feet toward the Canada end. The Windsor shore-shaft had l)een sunk to below the
bottom of the drainage-tunnel, which had progressed 100 feet toward the Detroit end.
With the exception of finding harder ground, and consequently making slower prog-
ress than had been originally expected, the prospect of a successful completion of the
work was brighter tlian at its inception, since previous to sinking the Detroit shaft
there was a fear that very troublesome veins of water, supplied from the land, and
having a higher source than the river, might be met. For tliis retuson tlie Detroit shaft
was sunk first, as tt;e borings on the W^indsor side did not indicate such veins of
water.
In the latter part of July, 1872, when the work on the Windsor end had progressed
about 2r>0 feet through, for the most part, very hard ground, some of which was blasted,
a sudden irraption of sand and water occurred which threatened to fill the tunnel out
to the sump and choke the pumps. To prevent this a buJk-bead was constructed near
the face, but before it could be made suHQciently tight the workmen had to retreat
some distance to make an apparently successful stand ; and even this did not prove
snfiicient, so that a third and last bulk-head, still nearer the shaft, was put in. This
state of things looked very discouraging, and it wa?, of course, impossible to tell the
exact nature and extent of the source of the irruption, or how long it would continue.
From the character of the water itself, as well as from other circntustances, it evi-
dently did not come from the river, and there was reason to hope its fiow would soon
diminish. This hope was not disappointed, and about the 14th of August the face was
again reached, the bulk-heads having been removed. Regular operations were ro-
snmed, but, after WO feet of new tunnel had been built, a fresh irruption of sand and
water occurred, making it again necessary to put in bulk-heads, preventing further ad-
vance for four days more. 13y this time it was concluded that the source of the irrup-
tion must be a vein, and not merely a pocket of sand ; still it was hoped that it might
prove quite limited in extent, and soon be passed. On the 12th of September, after the
work had been extended 47 feet further, a tjiird irruntion occurred. After another
placing and removing of bulk-heads, and taking out oi sand, causing a delay of five
days, regular operations were resumed, and 10 feet advance made, when a further
irrni)tion occurred.
By this time the contractors had become very much discouraged, and felt that to
continue the drift on the same level would be ruinous to them, as the work was cost-
ing more than four times the price they received for it. Inasmuch as the work on the
Detroit side had been extended about 1,200 feet, sufficiently far to drain the lowest
portion of the main tunnel, and inasmuch as the principal object now remaining was
to explore the ^^round through which the main tunnel was to be built, it was decided
to make a **' litt-shaft" at the end of the drift, on the W^iudsor side, and get into the
ground through which it was proposed to construct the main work, thus avoiding, if
possible, the irruption which had been so troublesome. This was accordingly done,
and a new drift started at a level 10 feet higher than that of the drainage-tunnel. The
ground was much easier to excavate, but the irruptions, which formerly came from the
top of the excavation, now came up through the bottom, there being a vein of sand at
the level of the top of the lower drift. This was not quicksand, nor usually running,
and was only brought in, when it did come, by the force of running water. On reach-
ing a point about 370 feet from the shore-shaft an irruption occurred that coutinued so long
that it seemed as if further progress in that direction was impracticable in so small a
drift, with the ordinary means of tunneling.
Before describing the further steps taken at this end of the tunnel it will be
well to mention what had been encountered on the Detroit side. The work there was
632 REPORT OF THE CHIEF OF ENGINEERS.
carried on without any serious difficulty, and at a satisfactory rate of progress, until a
point 1,100 feet from the shaft was reached. There the quantity of water coining
from the bed-rock immediately beneath increased considerably. Gas had been more or
less troublesome most of the way, sometimes making the men's eyes so sore that they
had to quit work for a while. When a distance of about 1,180 feet had been reached
the machinery for ventilating the tunnel proved inadequate, and some delay was occa-
sioned by having to put in more.
Before the ventilating-apparatns was started again, a man went out to the end of
the work and returned, without having been injuriously atfcicted by the air, which he
•said was bad. He reported a sand-leak at the face. Two others then went out to stop
the leak, which they expected to do in a few minutes; but they never returned alive,
^hen they had remained as long as was thought necessary, the foreman sent a man
to order them back if their eves were afifected by the gas. He returned and said they
were dead. Others went in for them, but were unable to get them out alive, although
•one of them showed signs of life when first reached. It was only aft«r several attempts,
at great risk, that their bodies were recovered. Previous to this no one connected with
the work had feared any fatal result from inhaling the gas, the greatest evil appre-
hended being sore eyes.
After the new ventilatiug-apparatus was set in motion, regular operations were re-
4sumed, and the work was extended to a point 1,220 feet from the shatt. The influx of
water here became so great as to require more powerful pumping-machinery. It was
thought beet, however, not to require the contractors to incur this expense at the time,
but to let them suspend work at this end until further developments were made at the
Windsor side, where the prospect, as previously stated, was so discouraging.
At this juncture the contractors requested to be relieved from all further obligation to
prosecute the work under their contract, which the directors agreed to, on conditions
not necessary to mention here.
It was then determined to carry on the work at the Windsor end by the day, by
means of two parallel trial-drifbs, and to begin the second one at the shore-shaft, at a
level ten feet above the grade of the drainage-tunnel, leaving the latter to be used as
u sand-holder in case of further eruptions. Thus it was hoped that in either one or
the other of the parallel drifts some progress might constantly be made, experience
having shown that a stream of sand and wat<er flowing into the tunnel at one point
woiild never be accompanied by a troublesome one flowing in at another. In fact it
was observed that water which flowed from an oriflce which at flrst discharged sand
as well as water ceased flowing either shortly before or just when a new eruption oc-
curred at the face.
The upper dritt, for a distance of about 380 feet from the shore-shaft, was easily con-
structed, in some cases upward of *20 feet of progress being made in twenty-four hours.
This drift w^as continued to the right of the old one, beyond the lift-shafb, and no
irruption occurred in it until an advance of about 20 feet was made beyond the face of
the old or first drift. There an irruption occurred, and the water and sand ceased flow-
ing into the old drift, which was extended ^ feet before the water returned to it, and
left the new one free. The latter was in turn extended about the same distance, when
the water changed over to it. Thus the work was carried on alternately in the old
and new drifts, when the directors, becoming discouraged at its slow progress and ex-
cessive cost, ordered it stopped. The actual advance in the new ground during the
last two months was only 60 feet, aud the cost about ^7,500, or more than six and one-
half times the contract price.
Besides the discouragements connected with the work, the usual severity of last
winter caused su6h an interruption in the movement of freight across the river at
Detroit as to amount almost to strangulation, certain and sp^^dy relief from which
was felt to be an absolute necessity, otherwise the already very heavy and constantly
increaf>iT)g business of the two railways interested must be largely diverted into other
channels.
TUe uecided refusal of the Canadian Parliament, a few years since, to grant a bridge
charter has been succeeded recently by the granting of one to a company whose road
crosses only a few miles below Detroit, on condition that Congress shall grant one also.
The matter is now th& subject of investigation by United States engineers, who are to
report before the next meeting of Congress.
While the construction of the Detroit tunnel, as a simple engineering problem, can-
not seem otherwise than practicable to the members of the profession, especially in the
light of the experience gained in the Thames tunnel, and other works completed since,
the advisability of constructing it, as a judicious expenditure of money, was left to be
fully settled by the making of a drainage-tunnel. The engineer believed, from the
originil borings, and from tbe earlier operations of the drainage-tunnel, that the main
work was not only practicable, but desirable; later developments, however, throw
ninc'h doubt upon its advisability.
It remains to nnswer several questions which will very naturally occur to menbers
of the society, such as —
REPORT OF THE CHIEF OF ENGINEERS. 633
iBt. Wby was not the character of the veins of sand which gave so rnach trouhle
revealed by the borings made before the work was begun f The borings did frequently-
pass through small deposits of sand, but pockets of this material are so common in
drift-clay that nothing is thought of them in ordinary tunneling. As already men-
tioned, fears were entertained that trouble from a great influx of water might be en-
countered in the Detroit end, but no such difficulty occurred there.
2d. Why could not the orifices through which the irruptions occurred be stopped ?
This experiment was tried several times, but it always ended in making matters worse
instead of better. If the influx was stopped at one point it broke oat at auother. If
the whole face was carefully protected against it, the fresh points in the masonry
would be washed out. This will not be wondered at when it is stated thac the source
of the impressing water was ascertaine<l, after the 8tox)page of work, t-o be more than
100 feet above the bottom of the drainage-tunnel.
3d. Wby could not a shield have been used to advantage f This was thought of, but
experience both in Chicago and elsewhere had shown that shields in snob small drifts,
through soft clay, are exceedingly difficult to keep in Hue. Such would have been es-
pecially the case in this work, where after each irruption the end of the masonry, and
toward the last the timbering, were so twisted and broken laterally and vertically as
to require rebuilding in several instances.
4th. Could not the work have been carried on by the pneumatic process f Besides
the fact that no horizontal drift of any length is known to have been made in this man-
ner, it will be sufficient to state to those familiar with the process that work executed
under a pressure equal to 90 or 100 feet head of water is not only very expensive, but
hazardous to human life.
Another reason for not excluding the sand permanently, if it could be done, was
that by letting it come in till it ceased to flow of itself, the ground would be left in a
much better state for the main work. This belief was conhrmed by making the sec-
ond and parallel drift, in which no irruption occurred until after all the old ground
worked in had been passed through.
XII. — Answers by Mr. F. N. Finney, Chibf Engineer Canada Southern Rail-
way, T() Questions Proposed to Railroad and Bridge Companies "by the
Board of Engineers.
«
Ist. The Canada Southern Bridge Company propose to cross the Detroit River at a
point about one and a half miles above Amherstburg. The Canada Southern Railway
and the Michigan Midland and Canada Railway Companies propose to cross the St.
Clair River just below the city of St. Clair, in Michigan.
2d. The railways connected by the Detroit River crossing are, the Canada Southern
main line on the^ east, the Chicago and Canada Southern on the west, which at Chi-
cago connects with all the principal lines leading west, and the Toledo, Canada South-
em and Detroit Railway, the latter being a connecting-link between the Toledo, Wa-
bash and Western Railroad ; the Cincinnati, Hamilton and Dayton Railroad, the Day-
ton and Michigan Railroad, and other raihvays of the South and West ; and also the
railways from the North and West terminating at Detroit. The railways connected by
the crossing of the St. Clair River are, the Candida Southern, (St. Clair branch,)
the Michigan, Midland and Canada Railway, and other railways leading into the lum-
ber and mineral regions of Upper Michigan, and which seek an outlet over the Canada
Southern Railway to the east ; the distance from St. Clair to Butfalo over this route
being only one hundred and eighty -five miles.
3d. Attached schedule A is the profile of Detroit River. No extensive borings have
been made, but the bed of the river is limestone, displaced and permeated with fis-
sures. The piers would be of stone, on rock foundations, 7 feet in thickness and
23 feet in length, under the copings and the s^tans, which would be of iron, about 200
feet in length.
The attached schedule, marked B, is the profile of St. Clair River. The bed of
the river is clay, and the piers would bo of the same general style and size as those in
the Detroit River, but the foundations would be on piles. The spans and structures
would be similar to those at the Detroit River crossing. The bridge over Detroit River
could be built in two years, and the one over St. Clair River would probably require
three years to build, owing to the increased labor in preparing foundations.
In answer to the fourth section of the third interrogatory,' we consider the plan of a
bridge with a clean headway of 150 feet impracticable, in consequence of the low
banks and other channels adjacent thereto.
In answer to the fifth section of the third interrogatory, we do not consider a bridge
built solely for winter use, to be removed during summer or the season of navigation,
practicable in operating a bridge for railway purposes at the x^ints hereinbefore
mentioned.
634 REPORT OF THE CHIEF OF ENGINEERS.
The draw of the bridge would stand open during the season of navigation, excepting
while trains were actually passing, which would occupy not to exceed from one min-
ute to one and a half minutes for each train.
4th. We do not consider the project of a tunnel at either of the crocsings feasible.
At the first for the reason that the rock is so permeated with seams that it would be
practically out of the question to construct a tunnel. At the second crossing for the
reason that the bed of the river, so far as examined, presents a similar formation to
that found in the experimental tunnel commenced under the Detroit River at Detroit
by the Michigan Central and Great Western Railway Companies, aud which proved
that a tunnel would be quite impracticable.
In answer to the fourth section of the sixth interrogatory, reference is respectfully
made to the report submitted by the Michigan Central and Great Western Railway
Companies.
The Canada Southern not being in operation at this date, no data are at hand touch-
ing these questions.
F. N. FfXNKY,
Chief Engineer Canada Southern Raihray.
XIII. — Statement ok Capt. W. R. Clinton in favor of fkrrving cvrs across
Detroit River.
I have been a ferryman on the Detroit River thirty years, aud in charge of a ferry*
steamer twenty-two years. My father was a ferryman on the Detroit River twenty-
four years; in fact, my time has been entirely devoted to ferrying and building ferry-
boats since I arrived at an age to be useful to myself or father.
I have stock in the company to which the Victoria belougs. This new boat was
built and put on the ferry in December, 1872. I modeled her and superintended her
buildiug and her machinery, and have sailed her as master since. She is the kind aud
style of boat that I have been desirous of building for the last twelve years, but had not
capital enough within myself to do it. In 1871 I was able to get capitalists to take
hold with me and build the Victoria. It was the distinct agreement, in ag^eeiu^ to
build this steamer, that I should use my owu plans and specitiuatious in every particu-
lar, and in due course of time I brought the Victoria to the dock ready for business.
She is 19*2 tons burden, 108 feet long, and 28 feet beam. She has been constantly em-
ployed from December, 1872, and the longest time occupied in crossing the river during
the winter 1872-73 was nine minntes.
Last winter we had the heaviest ice of any winter during the last nineteen years, and
in no case were we longer than nine minntes in crossing from Detroit to Windsor, while
the railway ferries were one hour and upwards.
I say I 9an build a boat, or any number of boats, that will run in the heaviest ice we
had last winter, from the Michigan Central Railroad dock to the Great Western Rail-
road dock, in twenty-five minutes, and carry at least fourteen loaded cars. This is
double the distance it would be' to run directly across the river.
I am so sure that I can build such boats and make them successful, that I would be
willing and ^lad of the chance to put all my time, talent, and means into such boats
as a life business.
Everything I promised my stockholders to do with the Victoria, I have done, and
more; and, with my experience in building and operating her, I know that by not be-
ing limited to size of boat or quantity of money, I can far exceed the doings of the
Victoria in her business abilities. **-
W. R. Clinton.
Capt. W. R. Clinton is an old river-captain, and is, in my judgment, the most
competent person in this city to judge of the capacity of steamers to cross the Detroit
River during winter or summer.
E. B. Ward.
XIV. — Statement of Capt, Joseph Nicholson against bridging Detroit Riv£R.
To the Board of Engineers appointed hy the War Department to investigate ths subject of
bridging the Detroit Eioer,
Gentlemkn : I have beeen requested to address you on the question of bridging the
Detroit River, and what effect it would have on the vessel-interests^ so far as such
bridging would increase the dangers of navigation. In presenting my viewSi gathered
from personal experience as a seaman, and from observation since I quit sailing, I will
REPORT OF THE CHIEF OF ENGINEERS. 635
endeavor to be as brief as possible, and not undertake to tell of things foreign to this
sabject.
1 presume you do not care to know whether the roads that terminate in this city pay
any dividends or not, or why it costs more to carry a barrel of flour or pork from any
point over one hundred miles from here, not reached by lakeorcaoal, than it does from
C icagOy unless it can be shown that the want of a bridge has something to do with
such things, but the producers who live at way-stations that have no outlet by water
have an interest in some of the above questions, and as this question is said to be of
almost national importance, it might be well to give this case a few thoughts to see
how their freight would be made lower by an extra expenditure of several millions
that must be made up from local business, for I believe it is not claimed that through-
rates have brought any profit, particularly from points reached by the lake and rivers.
I commenced sailing on the \akea in 1844, and continued on them until 1866. For
four years of that time I sailed as master and part owner of a first-class tug, and seven
years as master of steamers and propellers, and since 1866 I have been employed by
the Detroit Fire and Marine Insurance Company as its marine inspector.
I will not pretend to say that a tow of five vessels could not be taken through the
draw of a bridge 160 feet wide in fine weather, where the bridge was directly across
the current, but I do state that there are many times during the season that it could
not be attempted with any degree of safety, especially if the wind was from any other
quarter than nearly right ahead, for the drift of the vessels toward the end of the tow
would be increasecl in accordance with the speed of the wind at the time ; and it wonld
not be safe or prudent to attempt to overcome this drift by an increase of speed in pass-
ing through the draw, for it is a fact beyond dispute that vessels cab be taken through
all such narrow places much safer when taken with just sufficient steerage-way on than
at any greater speed. Consequently the drift or lee- way made by the stern vessels of a
tow would be greater in a strong beam- wind than the width of the proposed draw.
Vessels do not answer the helm so quick in a tow as by themselves, and to attempt to
overcome the drift by an increase of speefl would be very hazardous ; for if the head or
other vessel should take the least sheer, it wonld be pretty sure to put all behind her
in bad shape, and very much lessen their chance of going through without striking
either side of the abutments. Besides the beam- winds there are other causes that
would make a bridge a very seilous danger to navigation, and at some points more so
than others. You, of course, are aware that a dense fog is about all that stops the tugs,
either night or day, and that a steamer must in all cases give way to a sailing-vessel.
Now, supposing a tug, with five, six, or seven vessels, in approaching the bridge from
above at night, with only a moderate breeze blowing irom, say, the south, and, when
within a short distance of the draw, should meet a sailing-vessel bound either way,
that would compel her to alter her course a point or more, and it would be impossible
to get that tow in line again before getting to the bridge ; and to approach it in any
other way than in a straight line would bo sure damage to an extent told only when
too late to prevent it.
Yon also are aware that vessels, in passing through the bridge, have to contend with
the acts of each other, each one looking to his own safety only, without any regard to
how their position would afi^ect others, nor is there any law to compel them to do so, so
long as they conform to the well-known rules of sailing.
Now, as there are quite a number of small craft navigating these rivers that never
tow, a tug or steamer is just as liable to meet one or more just when getting in posi-
tion to go through, as at any other time or place, all of which make such an obstruc-
tion more dangerous ; and as for vessels beating through, that I should say would be a
thing seldom attempted.
I might go on and call your attention to other dangers that would arise in conse-
quence of a bridge being put across the river at this point, but I do not wish to occupy
too much of your time ; besides, you are well posted in many I wonld mention, such as
change of direction and speed of the current caused by, and close to, the piers or abut-
ments of a bridge, and how it would affect vessels in passing between the same.
An attempt has been made to compare dropping a raft through the draw of a bridge
across the Au Sable River, a stream out little wider than a raft, where the wind can-
not strike it, and towing one through a similar structure across the Detroit River, for
the purpose of Bhowing the latter would not be a serious obstruction to navigation, so
far as raft-towing was concerned, and I can only say that in making the above com-
parison the person doing so showed he was entirely ignorant of the subject, for it is a
fact well known to every intelligent man who has had a personal experience in towing
rafts that it requires but a moderate breeze of beam-wind to drift the after end of a
long raft a far greater distance from a straight line than the width of the draw of any
bridge, and in consequence could not be got through without fouling the abutment
and breaking up the raft ; besides the beam- wind, there are other causes, well known to
every competent tug-master, that would make a bridge an obstruction very much
feared even to raftsmen.
Much has been said about the bridges across the Ohio and Mississippi Rivers being
no obstacle to their being safely navigated. Gentlemen, there is no comparison, as our
636 REPORT OF THE CHIEF OF ENGINEERS.
mode of towing and sailing and the kind of vessels are so widely (different, that I will
not occupy your time with any further remarks, as I believe you are perfectly familiar
with both.
I will not take np any time on the question of the great loss said to be sustained b^ the
railroads, caused by the ice blocking the river during a part the winter, for, I believe,
you will have facts enough brought before you to show that such a loss is only in the
imagination, and not in fact.
For many years the people of the Northwest, and of Michigan in particular, have
been asking Congress lor large appropriations of money to improve our harbors and
remove obstructions from our rivers, and they never could get enough, and now we
have a few asking Congress to place obstructions across our rivers to spoil the natural
outlet for the products of the great Northwest, and, as a consequence, increase the cost
of transportation ; for, when you stop navigation, up goes the freight by rail.
In conclusion, gentlemen^ permit me to ask 3^ou to consider well this subject before
you recommend that permission be granted for a bridge, for I believe such would be a
very serious and costly obstruction to the safe navigation of our rivers.
Very respectfully, yours,
Joseph Nichoi^os.
Detroit, Kovember 20, 1873.
Capt. J. Nicholson has been an able and rRspected sailing-captain and insurance-
.a^nt. I am well acquainted with him, and have full confidence in his judgment and
views on any subje'ct pertaining to the navigation of the lakes.
E. B. Ward.
Q 3.
ST. LOUIS AND ILLINOIS BRIDGE ACROSS THE MISSISSIPPI RIVER.
Letters of the Chief of Engineers.
Office of the Chief of Engineers,
Washington^ D. C, March 20, 1874.
Sir : I had the honor October 6, 1873, of submitting to you the report,
<lated September 11, 1873, of a Board of Engineers convened at St.
Louis, Mo., by Special Orders, No. 169, War Department, Adjutant-
Oeneral's OflBce, dated August 20, 1873, '* to examine the construction of
the St. Louis and Illinois bridge across the Mississippi River at St.
Louis, and report whether the bridge will prove a serious obstruction to
the navigation of said river, and if so, in what manner its construction
•can be modified.' A copy of the report was furnished to the bridge
<;ompanj\
The Board was reconvened on January 14, and on January 31 a sup-
plementary report was submitted by it.
I now have the honor to transmit copies of the two reports of the
Board, and, concurring in their views respecting the obstruction to navi-
gation which the peculiar construction of the bridge forms, to renew my
recommendation that the subject be submitted to Congress.
Very respectfully, your obedient servant,
A. A. Humphreys,
Brig. Gen, and Chief of Engineers
Hon. W. W. Belknap,
Secretary of War.
report of the chief of engineers. 637
Office of the Chief of Engineers,
Washington. D. C, October 0, 1873.
Sir : Congress, by acts approved July 25, 1860, and July 20, 1868,
(Statutes at Large, vol. 14, pp. 245, 240 ; Vol. 15, p. 123,) authorized the
St. Louis and Illinois Bridge Company to build a bridge across the
Mississippi River at St. Louis, Mo. This bridge is now in process
of construction, and, representations having been made, by parties inter-
ested in preserving the free navigation of the river, that the bridge,
when completed, would materially obstruct and injuriously modify that
navigation, a Board of officers of engineers was ordered to convene at
St. Louis, and, after a careful examination of the whole subject, to
" report whether the bridge will i)rove a serious obstruction to the navi-
gation of said river, and if so, in what manner its construction can be
modified."
The Board met in accordance with the order, and in pursuance of
their instructions made a report, which is herewith respectfully sub-
mitted.
The Board confined itself strictly to the consideration of the question
whether the bridge will prove to be a serious obstruction to the naviga-
tion of the Mississippi River, and if so, to the remedy therefor. Hav-
ing obtained from the representatives of the navigation interests on the
one hand, and from the officers of the bridge company on the other, the
statistics and drawings necessary to a clear comprehension of the sub-
ject, and having caused examinations and measurements to be made
under their own direction to assure the accuracy of the latter, the Board
are unanimously of the opinion " that the bridge, as at present designed,
will prove a very serious obstruction to the free navigation of the Mis-
sissippi River.'' The Board, in additioa, state that arched trusses like
those in the bridge under consideration " present so many difficulties
to free navigation, that in future their use should be prohibited in plans
for bridges over navigable streams." No satisfactory plan for changing
the present structure could be decided upon ; and as it was deemed ''ab-
solutely necessary that some provision should be made for allowing
large boats to pass the bridge with safety," when necessary, the Board
recommend ^' as the most feasible modification a plan which has been
already tried and found efficient at the railroad bridge over the Ohio
River at Louisville, Ky.," viz : "A canal, or rather an open cut, be formed
behind the east abutment of the bridge, giving at the abutment a clear
width of water-way of 120 feet." The shore side of this cut to be laid
out on an easy curve joining the general shore-line about 500 feet above
the bridge, and about 300 feet below it. This opening to be spanned
by a draw-bridge, giving a clear span of 120 feet in width. This plan
would enable boats of the largest class to pass the bridge in any weather,
and at any stage of water, with but little delay. The steamboat inter-
est would, it is stated, be satisfied with this modification, and the bridge
company object to it only on account of the delay to railroad trains
caused by the opening and closing of the draw.
Detailed estimates of the cost of this modification can only be given
after a special survey and study of the locality.
The modification proposed by the Board will not interrupt the work
of constructing the bridge.
The views and recommendations of the Board are concurred in by me,
and it is recommended that the matter be submitted to Congress at its
next session for such action as in their judgment may seem to be neces-
sary.
It is further suggested that the Chief of Engineeis be authorized to
638 RPPORT OF THE CHIEF OF ENGINEERS.
farnish the bridge company with a copy of this communication and the
report of the Board
Very respectfully, your obedient servant,
A. A. Humphreys,
Brig, Oen, and Chief of JBnginee^'S.
Hon. W. W. Belknap,
Secretary of War.
The recommendations of the Chief of Engineers are approved by the
Secretary of War, October 10, 1873.
^ H. T. Crosby,
Chief Cleric.
Report of the Board of Engineers.
Engineer Office, United States Army,
St. Louis, Mo.j September 12, 1873.
General : I have the honor to transmit herewith, for your consider-
ation, the report of the Board of engineer officers convened by Special
Orders No. 169, War Department, Adjutant-General's Office, Washing-
ton, August 20^ 1873, to examine and report on the Illinois and St. Louis
bridge.
The papers furnished for the information of the Board are herewith
returned.
I am, general, very respectfully, your obedient servant,
J. H. Simpson,
Colofiel of Engineers^ U. S. A.
Brig. Gen. A. A. Humphreys,
Chief of Engineers^ U. S. A.
Engineer Office, United States Army,
St. Louis, Mo.y September 11, 1873.
General : The Board of engineer officers convened by Special Orders
No. 169, War Department, Adjutant-General's Office, Washington, Au-
gust 20, 1873, " to examine the construction of the St. Louis and Illinois
bridge across the Mississippi River at St. Louis, and report whether the
bridge will prove a serious obstruction to the navigation of said river;
and if so, in what manner its construction can be modified," have the
honor to submit the following report :
In considering the subject laid before them, the Board have confined
themselves strictly to their instmctions, which direct them to ascertain
whether the bridge, as being built, will be a serious obstruction to the '
navigation of the Mississippi River; and if so, what modifications can
be made in its construction.
They have not undertaken to decide whether the bridge is, or is not,
being built in conformity to the acts of Congress authorizing its con-
struction, although this question will be of importance when it becomes
necessary to decide who shall pay for such modifications as may be deter-
mined on.
The Board have obtained from the steamboat-men who complain of the
present structure a statement of their objections and the reasons
therefor.
They have obtained from the officers of the bridge company such
drawings and statistics as were needed for a clear comprehension of the
nature of the structure, and have caused a sufficient number of meas-
REPORT OF THE CHIEF OF ENGINEERS. 639
uremeuts to be taken to assure them that the drawings herewith sab-
mitted are substantially correct.
Appended to this report are the following documents and drawings :
A. Copy of special order convening the Board.
B and C. Copies of acts of Congress authorizing the constraction of the bridge.
D. Tracing giving profile of bridge and approache3, (furnished by the bridge com-
pany.)
E. Tracing showing elevation of ceot«r and west spans of bridge, and portion of
western approach, (fnrnished by the bridge company.)
F. Tracing showing the outline of the lower part of the superstructure as originally
designed, and as now being constructed, (furnished by the bridge company.)
G. Water-record of the port of St. Louis for the Jast thirteen years giving the dura-
tion of various stages for ewih montli of eacli year, and also some special observations,
taken previous to the continuous records. (Compiled by the board from the official
records.)
II. Tabular recapitulation of the above, giving the duration of various stages for
each year, the average yearly duration of each stage, with the corresponding heights
under the center of tne middle span, and the heights available for a width of 174 feet,
or 87 feet on each side of the center of the arch.
I. Drawing showing outline of center arch, with lines of extreme high and low water,
and also the width ofclear headway available at different heights above extreme low-
water. (Prepared by the Board.)
K. Tabular statement giving the most important dimensions of some of the principal
steamboats plyinsr to and from the port of St. Louis. ( b'urnished by the Boatmeu^s
Association of St. Louis.)
L. Diagram giving graphically the heights of chimneys and pilot-houses of steam-
boats enumerated in the preceding list, and showing the relative height of the chord
of center arch, which is 174 feet long and 5 feet below the crown of the arch, for differ-
ent staffOB from extreme low-water of 1863 to extreme high- water of 1844. (Prepared
by the Board.)
These drawings, &c., present the general features of the structure so
clearly that a detailed description seems unnecessary.
The objections made to the bridge are as follows, viz :
1st. The height under the lower arch is so small that a large propor-
tion of the boats which will have occasion to pass under it must lower
their smoke-stacks at all, or nearly all, stages of the river, while many
of the larger boats will not be able to pass under it during the higher
stages, even with their smoke-stacks down.
2d. The small height afforded is only available for a portion of the
whole span, owing to the arch-form of the lower part of the superstruct-
nre. Moreover, the diiUculty of passing under the exact center of the
arch will be very great, especially in foggy or windy weather, and any
considerable deviation to either side may bring the boat's upper works
in contact with the bridge.
3d. These difficulties would probably deter most boats from ever
passing the bridge, thereby preventing the ready transfer of freight
from one boat to another, or its delivery and shipment at different parts
of the city, without resorting to costly transfers by drays or barges.
This, it is claimed, would practically cut the Mississippi Biver in two at
this place.
An examination of Appendixes K and L will show that the first point
is well sustained. The list of boats enumerated therein comprises only
those which happened to be in port at the time the Board was in session,
or whose dimensions were attainable. It might have been increased
considerably had time been available.
The apparently unreasonable height and size of the chimneys in gen-
eral use on these steamboats, are really essential to secure a good draught
to the furnaces and economical combustion of fuel. Artificial means to
l)roduce the same end are generally very expensive, and often ineffective.
Although it is a comparatively easy task to lower small chimneys,
dealing with those of large size is a very serious matter indeed. Their
weight is so utterly disproportionate to their strength, even when new,
640 REPORT OF TEE CHIEF OF ENGINEERS.
that no machinery yet devised will enable large chimneys to be lowered
either wholly or in part, without very great labor and danger.
The elevated position of the pilot-house is necessary to enable the
pilot to have an unobstrncted view of the river ahead and astern of his
boat. Experience has decided this point most clearly.
The second objection is mainly owing to the peculiar system of super-
structure employed, and which we understand was adopted principally
on the ground of economy. Appendix I gives the widths which are
available under the center span at dift'ereut heights above extreme low-
water. The side spans have not been considered, as they are four feec
lower than the central one.
Appendix F shows the lower line of the superstructure as originally
designed, with the rail road -tracks below the arch for a portion of the
width (226 feet.) By a subsequent modification, the lower arched tube
was lowered 4 feet at the crown, while the railroad-tracks were raised
through a similar distance. This brings the roadway entirely above the
arch and increases the height at the center of the arch about 4 feet.
The practical conditions are, however, but little altered by this modi-
fication. The full height is only given at the exact center of the arch,
and in order to consider the matter in its practical bearing, it is neces-
sary to assume that same definite width will be required for the safe
X)assage of a boat.
The width of draw spans required by congressional legislation up to
this date varies from ICO to 200 feet. The former width would be too
small for the large boats used on the Lower Mississippi, and an approxi-
mation to the greater width w^ould probably be necessary. The hori-
zontal chord of the center span, which lies 5 feet below the crown of the
arch, is 174 feet long, and gives the least width of water-way which
seems compatible with safe navigation. The height of this chord is 60
feet above the city directrix. It may therefore be assumed that a boat
no portion of whose structure extended above this limiting height,
might pass safely under the bridge, provided that the pilot was enable<l
to keep her within the space mentioned, viz, 87 feet on ea<5h side of the
center of the span. The position of this chord with reference to differ-
ent stages of water is given in Appendix L, which also shows the rela-
tive height of the chimneys and pilot-houses of a large number of the
boats which will wish to pass under the bridge when it is completed.
There remains still to be considered the practical difficulty of keep-
ing a boat within the limited width necessary for safety.
It is the opinion of the Board that this will be a matter of very great
uncertainty, and this is also the view taken by intelligent pilots who
were questioned on this point. They maintain that the same width of
water-way between piers with clear headway above, would be far pref-
erable. The reason given for this is that the piers would define the
available width with exactness; they are easily seen and can be avoided.
In case of wind a boat can be dropped through the opening by lines
made fast to ring-bolts on the pier itself.* In case of striking them
under headway the damage done is to the hull alone, and, even if so
great as eventually to sink the boat, time will generally he afforded to
save the lives of the crew and passengers.
In the case of a wide arch, however, the case is different. The piers
are too far apart to be of service as guides, and lights placed on the
structure will be so nearly overhead as to be of no great assistance. If
range-lights could be placed at some distance above and below the bridge
* In this case the piers would have to be extt'iuled up scream about 400 leet by cribs,
piles, or other suitable meauB.
REPORT OF THE CHIEF OF ENGINEERS. 641
the difficulty might be mitigated, bat in a crowded harbor like that of
St. Louis it would be almost, if not quite, impossible to give the lights
sufficient individuality to avoid the chance of mistakes. Moreover, in
foggy weather the lights could not be seen. In case of wind there would
be gi^at danger of a boat sheering or making so much leeway as to come
in contact with the bridge. In this case the shock would come upon
the light upper works, which would probably be destroyed. ' As the pas-
sengers are carried on the upper decks, such an accident would proba-
bly be attended with great loss of life.
The chance of dropping through along the pier is not available in
this case, as the arch of the center span springs from a point about at
the level of high- water of 1844.
The third objection seems fairly sustained by the facts already cited,
especially when it is remembered th^t the principal part of the river
business is done during the higher stages of water. The large 'New
Orleans boats, for instance, rarely attempt to do busines after the river
gets to a lower stage than 20 feet above extreme low- water.
A large portion of the St. Louis river front is above the bridge, and
several elevators, a sugar-refinery, and other similar buildings, are
already located above it. These could not safely be reaehed during
high stages by the large bo-its navigating the lower river; and much
inconvenience and expense would thus be entailed ; but the Board con
sider these interests in a measure local, and of infinitely less impor-
tance than the national interests involved in the question. The Gov-
ernment has expended, and is still expending, large sums of money in
improving the navigation of the Upper Mississippi, Missouri, Illinois,
and other rivers, for the express purpose of allowing the largest steam-
ers to navigate them. It would, therefore, seem entirely out of keeping
with this general policy to allow, at the very threshold of these im-
provements, a structure which would x)racticaily debar a large propor-
tion of existing steamboats from using them.
The Board are, therefore, unanimously of the opinion that the bridge,
as at present designed, will prove a very serious obstruction to the free
navigation of the Mississippi River,
They would, moreover, state that arched trusses like those under
consideration present so many difficulties to free navigation, that in
future their use should be prohibited in plans for bridges over na^d-
gable streams.
The Board have very carefully considered the various plans proposed
for changing the present structure, but find none of them satisfactory.
The piers being only made strong enough to withstand the thrust of
the unloaded arches, it will be impossible to raise separately either of
the spans, or to substitute for one of them a straight truss or a sus-
pended roadway. The practical difficulty of raising the entire structure
would be very great, as well as enormously costly.
Moreover, in any such plan, the present approaches, including the
costly tunnel under a portion of the city of St. Louis, could not be used
without considerable modification, as the steamboat-men deem a clear
height of 76 feet above high-water the least admissible.
Under these circumstances the Board do not feel justified in recom-
mending any change which would involve a complete remodeling of
this magnificent structure, now so nearly completed. At the same time,
as already stated, they deem it absolutely necessary that some provision
should be made for allowing large boats to pass the bridge with safety
whenever they find it necessary to do so.
They would, therefore, recommend, as the most feasible modification,
41 B
6455 EEPORT OF THE CHIEF OP ENGINEERS.
a plan wliicb bas been already tried and found efficient at tbe railroad
bridge over the Ohio Jliver at Louisville, Ky.
Let a canal, or rather an open cut, be formed behind the east abut-
ment of the bridge, giving at the abutment a clear width of waterway
of 120 feet. The shore-side of this cut should be laid out on an easy
curve, joining tbe general shore- line about 500 feet above the bridge and
about 300 feet below it. The river-side may be entirely open, but the
shore-side should be revetted vertically with stone or with crib-work
to a height of about 5 feet above extreme high-water. This wall should
be provided with ring-bolts and posts, to enable boats to work through
the cut with lines.
Let this opening be spanned by a draw-bridge giving a clear span of
120 feet in width.
By this plan boats as large as any now built would be able to get
through the bridge in any weather and at any stage of water, and only
at the cost of some little delay.
The steamboat-men have stated to the Board that they would be satis-
fied with this modification, and the engineers of the bridge company
only raise as an objection the delay to trains caused by opening and
shutting the draw.' While recognizing the validity of this objection, the
Board deem that the difficulty can be mitigated, if not entirely overcome,
by providing machinery capableof opening andclosing the draw with any
desired rapidity. The use of this draw by tbe boats will be only in
cases of necessity, and the inconvenience which this use may occasion
to travel on the biidge there seems no course left but to submit to.
Detailed estimates of the cost of this proposed modification can only
be made after a special survey and study of the locality. Owing to the
pressure of their other official duties the Board deem that it would be
impossible for them to remain in session while these surveys and calcu-
lations are being made, and would, therefore, recommend that it be made
a special duty of the local engineer officer to prepare and submit the
estimate.
Whether this modification be carried out or not, the Board deem it
very important that such lights and marks be displayed by the bridge
as will enable boats not only to distinguish the positiou of the piers and
arches with certainty, but also to be able to tell the clear headway
available under the bridge.
The modification proposed by the Board will not require the present
work of constructing the bridge to be interrupted, and the only action
which seems necessary is to submit this matter to Congress at its next
session, with the recommendation that action be taken to enforce the
modification, and at the same time to determine by whom it shall be
carried out.
Respectfully submitted,
J. H. Simpson,
Colonel of Engineers and Brevet Brig. Gen.^ U, IS, A,
G. K. Wakren,
Major of Engineers and Brevet Major-Oen,^ U. 8. A,
G. Weitzel,
Major of Engineers and Brevet Major- Gen.
William E. Merrill,
Major of Engineers and Brevet Colonel,
Charles R. Suter,
Major of Engineers^ Z7. S. A.
Brig. Gen. A. A. ITumphreys,
Chief of Engineers, U. 8, A.
REPORT OF THE CHIEF OF ENGINEERS. 643
A.
[Special Orders No. 169 — Extract.]
War Department,
Adjutant-General's Office,
Wdshingtotif August 20, 187.3.
10. A Board of Engiueers, to cousist of Col. James H. Simpson, Maj. Gouvernenr K.
Warren, Maj. Godfrey Weitzel, Maj. William £. Merrill, Maj. Charles R. Snter, is ap-
pointed to meet at St. Louis, Mo., on the 2d day of September, 1873, or as soon
thereafter as practicable, to examine the construction of the St. Louis and Illinois
bridge across the Mississippi River at St. Lonis, and report whether the bridge will
prove a serious obstruction to the navigation of said river; and, if so, in what manner
its coustraction can be modified.
The Junior member of the Board will act as recorder.
By order of the Secretary of War :
E. D. TOWNSEND,
Adjutant- General.
Official :
J. P. Martin,
Assistant Adjutant-General.
A true copy :
J. H. Simpson,
Colonel of Engineers,
B.
[Extract.]
AN ACT to anthorize the constmction of certain bridges and to establish them as post-roads.
Be it enacted by the Senate and Bouse of Representatives of the United States of America
in Congress assemblitdf That it ahull be lawful for any person or persons, company or
corporation, having authority from the States of Illinois and Missouri for such purpose,
to build a bridge across the Mississippi River at Quincy, 111., and to lay on and over
said bridge railway-tracks, fur the more perfect connection of any railroads that are
or shall be constructed to the said river, at or opposite said point, and that when con-
structed all trains of all roads terminating at said river, at or opposite said point, shall
be allowed to cross said bridge for reasonable compensation, to be made to the owners
of said bridge, under the limitations and conditions hereinafter provided. And in case
of any litigation arising from any obstruction, or alleged obstruction, to the free navi-
gation of said river, the cause may be tried before the district court of the United
States of any State in which any portion of said obstruction or bridge touches.
Sec. 2. And be it further enacted, That any bridge built under the provisions of this
act may, at the option of the company building the same, be built as a draw-bridge,
with a pivot or other form of draw, or with unbroken or continuous spans : Provided,
That if the said bridge shall be made with unbrokeu and continuous spans, it shall not
be of less elevation in any case than .50 feet above extreme high-water mark, as under-
stood at the point of location, to the bottom chord of the bridge ; nor shall the spans
of said bridge be less than 'i50 feet in length ; and the piers of said bridge shall be
parallel with the current of the river, and the main span shall be over the main chan-
nel of the river, and not less than :i00 feet in length.
Sec. 11. And be it further enactedy That the St. Louis and Illinois Bridge Company,
** a corporation organized under an act of the general assembly of the State of Missouri, '^
approved February fifth, eighteen hundred and sixty-four, and an act amendatory of
the same, approved February twentieth, eighteen hundred and sixtv-five, and aho con-
tirmed in its corporate powers under an act of the legislature of the State of Illinois,
approved eighteen hundred and sixty-four, or any other bridge company organized
under the laws of Missouri and Illinois, be, and the same is hereby, empowered to erect,
maintain, and operate a bridge across the Mississippi Biver, between the city of St.
Loaia, in the State of Missouri, and the city of East St.' Louis, in the State of lUi-
Dois, subject to all the conditions contained in said act of incorporation and ameuQ-
meuts thereto, and not inconsistent with the following terms and provisions contained
in this act. And in ctise of any litigation arising from any obstruction, or alleged ob-
struction, to the free navigation of said waters, the cause may be tried before the dis-
644 REPORT OF THE CHIEF OF ENGINEERS.
trict conrt of the United States of any State in which any portion of said obstmctioii
or bridge tonches.
Skc. 12. Jnd he it further enacted, That the bridge antborized by the preceding section
to be built shall not be a snspension-bridge or draw-bridge, with pivot or other form of
draw, but shall be constructed with continuous or unbroken spans, and subject to these
conditions : First, that the lowest part of the bridge or bottom chord shall not be less
than fifty feet above tbe city directrix at its greatest span ; second, that it shall have at
least one span five hundred feet in the clear, or two spans of three hundred and fifty
feet in the clear of abutments ; if the two latter spans be used, the one over the main
steamboat-channel shall be fifty feet above the city directrix, measured to the lowest
part of the bridge at t)ie center of the span ; third, no span over the water at low-water
mark shall be less than two hundred feet in the clear of abutments.
Sec. 13. Avd be it further enacted. That the right to alter or amend this act so as to
prevent or remove all material obstructions to the navigation of said river by the con-
struction of bridges is hereby expressly reserved.
Approved July 25, 1866.
C.
AN ACT amendatory of an act approved Jnly twenty-six [five], eighteen fanndrGd and sixty-six, entitled
*'Aq act to authorize the coastraction of oertain bridges, and to establish them as posl-roads.''
Whereas the St. Louis and Illinois Bridge Company, organized under the laws of
the State of Missouri, and the Illinois and St. Louis Bridge Company, organiased
under an act of the general assembly of the State of Illinois, have been consolidated in
pursuance of the authority granted to the stiid Illinois and St. Louis Bridge Company
in their act of incorporation, and the authority granted to the St. Louis and Illinois
Bridge Company, by an act of the general assembly of the State of Missouri, approved
Marcli nineteen, eigbteen hundred and sixty-eight : Therefore,
Be it enacted by the Senate and House of Repreaentativee of the United States of America in
Congress assembledf That the company formed by this consolidation under tbe name and
style of the Illinois and St. Louis Bridge Company is hereby recognized and declared
to be a corporation by that name, with full power and authority to construct a bridge
across the Mississippi River opposite the city of St. Louis, in conformity to the act of
which this act is amendatory, with all the rights, privileges, and powers granted and
conferred by tbe several acts of the general assemblies of the States of Illinois and Mis-
souri to the respective companies, by the consolidation of which the said Illinois and
St. Louis Bridge Company was formed, and not inconsistent with the provisions of the
act to which this act is amendatory : And provided further. That in constructing said
bridge, there shall be one span of at least five hundred feet clear between piers.
Sec. 2. And he it further en^justed. That the said corporation may execute a mortgage
and issue bonds payable, principal and interest, in gold ; and their bridge across the
Mississippi River and approaches thereto, when constructed, shall be a post-road to
carry the mails of the United States, and enjoy the rights and privileges of other post-
roads.
Sec. 3. And he it further enacted. That said corporation may hold their meetings in
either the State of Illinois or the State of Missouri, as the board of directors may
elect, and the directors may be citizens of any of the United States ; and said corpora-
tion may sue and be sued in any circuit conrt of the United States : Provided^ That
nothing in this act or in any previous legislation affecting the premises shall be so
construed as to deprive the legislatures of the States of Illinois and Missouri of the
right to regulate the tolls and fares which may be charged by said company for the
use of such bridge : Provided further. That the tolls now fixed by the legislatures of
Illinois and MisMonri shall not be increased.
Approved July 20, ltf68.
Q.
RECORD OF THE STAGE OF WATER IN THE MISSISSIPPI RIVER AT ST. LOUIS, COM-
PILED FROM THE OFFICIAL REPORTS OF THE CJLTV ENGINEER.
Note. — The following tahles show on how many days of each month the river- surface wa» at
or above the indicated heights ab<n>e law-water.
High-water of 1844 reads on the gauge -f- 7.58
High-water of 1851 reads on the gauge -f. 2.80
High-water of 1858 reads on the gauge -{- 3.28
Low-water of 1860 reads on the gauge —33.21
Low-water of 1863 reads on the gauge —33.81
REPORT OP THE CHIEF OF ENGINEERS.
645
The zero of the gauge is a bench-mark at the foot of Walnut street, which, when es-
tablished, was supposed to be at high- water mark. This bench-mark is called the city
directrix, and all ordinary stages of water are below it, and have. minus readings on
the gauge. The directrix is 7.58 feet below the high-water mark of 1844.
SPECIAL HIGH-WATER RECORDS.
Incomplete records of the high- water of 1844, 1851, and 1858, are found in the office of
the city engineer, which are consolidated in the following table :
Year.
1844.
1851.
1858.
Month.
Jane 31 to Jnlv 13
JaoeSto JulySl .
Jttoed to JuueilS.
No. of daya
on which
obs erva-
tioHR were
taken.
S3
49
16
Height in feet
al)ove low-water.
30.
23
46
16
39.
21
S4
8
40.
6
0
0
Month.
Hei{(ht in feet aboye low-water.
5.
10.
15.
20.
25.
30.
35.
1861.
JanoATT
February
15
31
30
31
30
31
31
30
31
30
S4
13
31
30
31
30
31
9
26
16
March.
27
30
31
30
'/3
April
11
13
May
3
June
Jul V
5
AniFiiati ...... .. .......... ................
SeDtembor....
OctobAT
If ovember ...............
Deoembflr
Total davs in the year
314
217
141
29
3 1
1862.
Jannary..
16
28
31
30
31
30
31
31
30
31
30
28
8
1
18
30
31
30
31
31
26
31
2
4
February
March ^
13
30
31
30
31
3
.... .•!......
April
28
31
10
12
19 1 9
18 1
1
May
June
Jnly
V *•• J ......................................................
Atiirnat
Senteniber
October
Xovember
Deoeniber
m
Total days in the year
347
243
138
81 1 :u
10
1863.
January r,.,-, ..-,tT-^........^. ...... .....^,.^.....-T^*.r
31
28
31
30
31
30
31
31
83
25
20
31
30
31
18
6
2
2
13
20
11
February.
March - .^. ,^^^^, ,.,,.,-. ,^,^
April
May
Juno
Joly
V M' J ......................................................
Angnat
September
October
12
Deoeniber
1 ""■
Total da\'a in the year
278
163
1:-=-: —
46
1 1
1
1 1 ■
, , .—
646
EEPOBT OP THE CHIEF OF ENGINEERS.
Month.
Height in feet above low<water.
5.
93
39
31
30
31
30
31
19
10.
15.
30.
25.
30.
3&
1864.
January
I'^Hliniarv . ........................
•
T^aiv^h . .................
10
31
39
24
34
Anril
6
13
Mav
•TllIlA - ..-*•.....•..•«.•...,
Juiv
Au^oBt
RftntAm har ......... .. .
OctiobAr ..........................
^OVftltlhfll* . . .. ......
7
19
December
TotAl dAVS In the vear . . ...........
250
108
19
1865.
•Tftnnarv . . .... ..................
16
31
30
31
30
3
31
30
31
30
1
19
30
83
11
31
31
6
Inarch . . ....................
i
13
1
1
May
Julv ............ ....................
. 31 Sl
9
17
4
3
V Uijf .....•................•..•••..••••...•«......•.......•
31
30
31
30
31
31
30
26
19
3
SAntanibAr . . . ...............
^iivomlidr - - .- .... .......
323 ' 965
151
40
7
31
28
31
30
31
30
31
31
30
31
30
31
35
9
31
30
31
30
31
31
30
17
18
9
4
Febmarv .. .. . . ....................
19
35
31
30
28
3
13
21
4
Anril
9
"T*"-'
June ..
V UMJ ......................................................
A-Qimst .. ... ........................
Sentember .........a...
10
5
4
October
In ovember ................................................
December .. .... .
Total davB in the vear ...n..
365
393 i
Ihi
45
9
1867.
Jannarv ...............................
33
38
31
30
31
30
31
31
30
31
30
7
Kebroary .................................................
90
31
30
31
30
31
31
13
13
31
24
31
30
31
31
11
2
17
25
30
31
March . .... ........................
14
7
8
17
May
July
Sentember
November
.......
1 ^
3:13
816
171
116
46
......
7
17
99
30
31
30
31
31
30
Febrnarv ..........................
•
90
30
31
30
31
3
13
14
31
18
13
A.Dril
2
19
June .....................................................
''"*."
Aiiiriifit -
EEPOET OP THE CHIEF OF ENGINEERS.
647
Month.
October . . .
^November.
December.
Total Atkyn in the year.
1869.
January..
February.
March
April
May
Jane
Jnly
August
September.
October ...
November.
December .
Total days in the year
1870.
January...
Pebrnary..
March
April
May
June
July
Anfnist
September
October ...
November.
December.
Total days in the year.
January...
February .
March
April
May
Juno
July
Auf^ust ...
September
October . . .
November .
December .
1871.
Height in feet above low- water.
31
30
27
324
10.
15
15w
20.
25.
30. 35.
159
31
38
31
30
31
30
31
31
30
31
30
31
365
31
28
31
30
31
30
31
31
30
31
30
31
365
21
38
31
30
31
30
31
31
9
30
21
17
.30
31
30
31
31
30
31
30
15
317
15
30
31
30
21
2
17
27
16
88
21
1
4
1 , ^
24
1
1
81
31
8
3
1
31
30
1
31
30
- « • * • ■
31
1
30
29
......r ••.•..
1
1
" "!
210
65
33
......1......
4
30
31
12
8
189
7
20
31
30
31
30
23
85
5
31
7
21
8
30
14
44
6
6
9
Total days in the year.
1673.
January . . .
February .
March
April
May
June
Jnly
August ...
September
October . . .
Novftmber.
December .
Total days in the year.
1873.
January..
February
Mnrch....
April
May
June
16
18
276
172
72
9
15
29
31
30
31
30
31
31
30
30
23
5
1
2
30
31
30
31
29
16
26
30
31
8
10
19
4
316
154
111
33
Total days in the first six months of the year
31
28
31
30
31
30
11
13
20
30
31
30
1
10
25
31
30
181
134 ! 07
13
15
30
58
6
"2'i
8
648 EEPORT or THE CHIEF OF ENGINEEES.
H.
DURATION OF EACH STAGE.
This table shows the number of days in each year during which there were not less than the
following heights above low-water.
Yoar.
5 feet.
10 feet.
15 feet.
90 feet.
25 feet
30 feet.
35 feet.
1861
314
347
278
2.'i0
322
365
332
324
365
365
276
316
181
217
243
163
108
265
292
216
159
317
189
172
154
134
141
138
46
19
151
152
171
86
910
85
72
111
97
99
81
3
31
1862
10
1863
1864
1865
40
45
116
21
65
44
9
33
58
7
9
46
1866
lc!67
1H68
1869
32
6
1870
1871
1872
1873, first six months
8
AvoTaee duration of each staise
322.8
2ia3
11&5
4a3
11.4
as
CoiTesponding space under oenter of bridge.
83.57
7&57
73.57
68.57
63.57
5a57
CorroHponding sxMioe available allowing a
widta of 174 feet
78.57
73.57
6a 57
63.57
5a 57
43.57
K.
NAMES AND DIMENSIONS OF SOME OF THE LARGEST BOATS EMPIX)YED ON THE MISSIS.
SIFPI RIVER, AND WHICH PASS THE CITY OF ST. LOUIS, MO.
Passenger-packets,
Names of boats.
James Howard . . .
Thorapsou Dean .
Phil. Sheridan ...
J. H. Johnston . . .
Andv Johnson . . .
Jo. Kinuey
Tom Jasper
Richmond
Jobn A. Scndder .
Dexter
(rrand Tower
Lucy Bertram . . .
Continental
City of Helena . . .
Paiiline Carroll . .
Belle of Memphis
Exporter
City of Cheater ..
Heliry Ames
Julia
Emma C. Elliott .
(yommon wealth,. .
Dlinois
iSusio Silver
John Kvle
P. W.Strader....
Citvof Quiuoy.,.
RoGlioy. ...;....
Lake Superior ...
Clinton
North western
P.iuuy Keener . . .
4& «
texas
water.
cabin
water.
•sl
1
■s
-a
1
»i^
^!
'S^
^'-J
t
1^
a
s
^
Ft in.
11 in.
Ft in.
Ft. in.
Ft. in.
Ft in.
69
67
104
91 4
46 4
36 8
306
79 4
65 8
36 2
27 8
72 8
222
62
65 8
36 2
27 8
72 8
246
62
63 2
36 2
27 8
80 8
273
72
62 3
35 9
27 9
75 9
241 6
65
62
37 6
27 10
72
237
68
61 2
45
35 5
97 5
340
80
£9 7
43 10
34 2
94 2
306
88
59
44
33 10
87 10
340
89
58 4
41
32
90
276
73
58 4
34 4
26 2
76 2
250
67
57
40 6
31 4
83 4
288
73
56 10
40 4
31 4
93 4
277
74
56 8
42
32
88
266 6
77
56
40
31
93
273
79
55
39
32
77
238
62
55
38 10
30
84
250
70
54 10
39 *9
31
83
305
74
54 8
34 8
27 4
83 4
243 6
70
53 8
38
28 3
82 3
222
63 6
53
39
30
84
264
73 8
52 9
35 3
27 8
67 8
210
50
52 4
37 2
28
86
265
68
52 1
38 3
31 1
83 1
299
78 6
51 8
35 8
26 8
80 8
933
56 6
50 10
36 10
29 6
79 6
280
78
50 4
36
27 4
79 4
273
73
49 9
35
27 8
76 8
245
64
49 9
35 11
27 8
73 8
253
65
46 7
29 11
21 7
65 7
257
79
46 5
33 11
25 7
67 7
908
40
Great R4>public, not in port, higher than that of any on this list, and runs to sogar-rotiAery and eleva-
tor above the bridge.
EEPOET OP THE CHIEF OF ENGINEERS.
649
Toto-hoaU.
i?
S^
?
d
.^i X
II
g
71
liTamoB of boata.
•agf
« ^
§
i
11^
t
•s^^
n
S
1
FL in.
It in.
FL in.
FL in.
>f"^ftW^--Tr,-,.. . ,r . ..T-r.wr
64 3
51 0
78 3
75 5
189 0
233 0
35 0
TutnreCity
46 4
St. Jolm
37 8
37 8
59 0
64 8
3000
191 0
44 0
Atlantlo
33 5
Crescent City, Mary Alice, and Bee, not in i>ort. are as blgh as, and two of them are higher than, those
given in the above liat.
Ferry'boat East St Louis,
FLIn.
Height of pilot honse above water 40 2
Height of chimneys above water 80 6
Belleville, Cahokia, Charles Malliken, Edwardsville, £d.C. Wiggins, LonisV/Bogy,
S. C. Christy, Springfield, America, Banker Hill, Lavina Marie, and Submarine, No. 13,
are near or about the same measurement as the East St. Louis.
Jameb McCord,
Secretary of Boatman's AssooiaHon of St, Louis, Mo,
Supplementary report of Board of Engineers,
Engineeb Office, United States Army,
8t. LouiSj Mo.j January 31, 1874.
General : The Board of engineer officers constituted, by Special
Orders No. 169, dated War Department, Adjutant-General's Office,
Washington, D. C, August 20, 1873, to examine and report upon
tbe Illinois and St. Louis Bridge across the Mississippi Biver, at St.
Louis, Mo., having been reconvened by its president, under instruc-
tions from the Chief of Engineers, United States Army, dated Novem-
ber 25, 1873, met at St. Louis, >Io., January 14, 1874, to consider and
report upon the survey and estimates made in pursuance of the recom-
mendation of the Board in their previous report and also to consider
and report upon certain documents submitted to them by the Chief of
Engineers, United States Army, under date of December 30, 1873,
These documents consisted of a review of the previous report of the
Board by Mr. James B. Eads, chief engineer of the Illinois and St.
Louis* Bridge ; and of two affidavits made by William Taussig, chair-
man of the executive committee of the bridge company, and John W.
Noble, its attorney, setting forth that, in the investigation made by the
Board at its first meeting, the bridge company had been unfairly
treated.
The Board were also directed by the Chief of Engineers, United
States Army, under date of January 10, 1874, to investigate and
explain certain discrepancies between the official report of the Board
as received at the War Department, and the copy of the same pub-
lished by the St. Louis papers and quoted by Mr. Eads in the review
already mentioned.
Having performed the duties assigned them, the Board have the
honor to submit herewith their report, to which are appended the fol-
lowing maps and documents :
650 REPORT OF THE CHIEF OF ENGINEERS.
LIST OF APPENDIXES.
A. Map showing the cat aroand the last abutmeDt of the Illinois and St. Louis Bridge
over the Mississippi River, at St. Louis, Mo., as proposed by the Board of United States
engineer otficers, convened by Special Orders No. 169, dated War Department, Ai^a-
tant-GeneraPs Office, Washington, D. C, August 20, 1873.
B 1. Letter of Wm. Taussig, chairman of the executive committee of the Illinois and
St. Louis Bridge Company, to the honorable Secretary of War, dated December 19,
1873, inclosing affidavits, &o. (The three following documents were inclosed in the
above.)
B 2. Review of the first report of the Board by Jas. B. Eads, chief engineer lUiuois
and Sc. Louis Bridge. (The appendix to this review is omitted.)
B 3. Affidavit of John W. Noble, addressed to the honorable Secretary of War.
B 4. Affidavit of Wm. Taussig, addressed to the honorable Secretary of War.
C. Personal statement of Col. J. H. Simpson, Corps of Engineers, senior member of
the Board.
D. Personal statement of Maj. G. K. Warren, Corps of Engineers.
E. Letter addressed by the Board to Mr. Eads, dated January 14, 1874.
F. Reply by Mr. Eads to the above letter, dated January 15, 1874.
PLANS AND ESTIMATES/
The plan sketched by the Board in their first report contemplated a
canal, or rather an open cut, behind the east abutment of the bridge,
giving a clear width of water-way of 120 feet at the abutment ; the
shore-side of this cut to be laid out on an easy curve, joining the gen-
eral shore-line about 500 feet above, and 300 feet below the bridge ; the
river-side to be entirely open, but the shore-side to be revetted vertically
with stone or crib work to a height of 5 feet above extreme high water ;
this wall to be provided with ringbolts and posts, to enable boats to
work through the cut with lines ; finally to span the opening thus formed
by a drawbridge, giving a clear span of 120 feet in width.
The survey made in accordance with the recommendation of the Board
developed the necessity for several modifications, which are set forth in
the accompanying map, (Appendix A.)
The cut, as shown, is 1,400 feet long, extending an equal distance
above and below the bridge. The bottom is 40 feet below the St,
Louis City directrix, or 6 feet below extreme low water. Ttie shore side
has a slope of one horizontal to one vertical, and is paved with stone,
the foot of the slope being secured by sheet-piling.
The pivot pier rests on a square bed of concrete, with piles under-
neath, the area covered by the concrete being inclosed by sheet-piling.
The draw-span is 308 feet long, one end resting on the east abutment,
and the other on a new pier built on Front street, in East St. Louis.
A combination of wooden cribs, filled with stone and floats, rising and
falling with the water-surface, is designed to prevent boats from coming
in contact with the draw when opened.
Finally, ring-bolts on the levee-slope, and attached to the cribs, are
designed to enable boats to work through the cut with lines.
ESTIMATE.
Land damage :
1,400 linear feet river-front, less 100 feet owned by bridge company, 1,300
feet, at $300 $390,000 00
Bemoving present approaches :
Taking down masonry of present eastern approach, 10,624 cabio
yards masonry, at $3 $32,052 00
Removing foundation of eaatern approach, four caissons, at
$1,000 4,000 00
Foundation tower-pier 2,000 00
38,052 00
REPORT OF THE CHIEF OF ENGINEERS. 651
Canal:
Earth excavation, (dredging,) 108,620 cnbic yards, at 30 cents. .$32, 586 00
Paving side-slope, 5,924 square yards, at $1.50 8, 886 00
Sheet-piling at foot of slope, 1,471 linear feet, at $3 4, 413 00
■ $45 885 00
PivoUpier:
Excavation for foundation and pumping, 11,500 cubic yards, at
90 cents 10,350 00
Concrete, 749.555 cubic yards, at $10 7,495 55
Sheet-piling, 244 linear feet, at $10 2, 440 00
289 piles, at $20 5,780 00
Masonry of pier, 3,620.65 cubic yards, at $18 65, 172 74
91, 238 29
Draw pier :
Excavation for foundation and pumping, 300 cubic yards, at 75
cents 225 00
Concrete, 200 cubic yards, at $10 2,000 00
Masonry, 800 cubic yards, at $18 -• 14,400 00
16,625 00
CnU :
300,700 feet (board-measure) of lumber, at $40 per M 12, 028 00
2,000 cubic yards stone, at $1.50 3,000 00
6,000 cubic yards excavation, (dredging,) at 30 cents 1, 800 00
16, 828 00
Floats :
106,000 feet (board-measure) lumber for floats, at $50 per M 5, 300 00
20,000 feet (board-measure) lumber for platforms and guides, at
$40 800 00
30 piles for platforms, at $25 750 00
20,000 pounds iron, (bolts, spikes, &c.,) at 8 cents 1,600 00
8,450 00
Miscellaneous iron-work — ring-bolts, &o 1,500 00
Repairs to levee 5,000 00
Draw-tpan :
308 feet long; width, &c., to correspond with present structure 225,000 00
. Total 838,578 29
Contingencies, 10 per cent 83,857 83
922 436 12
Annual ejcpensea:
Labor, operating draw, &c 5,000 00
Repairs to canal 10,000 00
Total 15,000 00
The above ($15,000) capitalized, at 6 per cent 250,000 00
Grand total 1,172,436 12
This plan does not give promise of all the accommodation to naviga-
tion that the steamboat-men and oar own judgment deem necessary,
and the comments of the bridge company^s agents show that it is exceed-
ingly distasteful to them, and, as they hold, quite inadmissible. Its
cost will, moreover, be so great that it is desirable to consider whether
the difficulty might not be more effectually met without involving a
much larger expenditure.
Several plans have been proposed. One of these, if practicable, seems
more desirable than the canal. It consists in buttressing the west pier,
so as to enable it to resist the thrust of the loaded central arch, then
removing the west arch and substituting for it a truss with horizontal
chord, or else a pivot-draw as long us can be operated. The space re-
maining in the latter case would be filled by a short span.
Another plan would be to buttress the east and west piers and re-
/
652 REPORT OF THE CHIEF OF ENGINEERS.
move tbe center arch, substituting for it a straight-chord truss, and at
the same time increasing the gradient of the railway-track as much as
possible. This plan would give more clear headway than the other.
The trusses with straight, continuous, horizontal chords would not
interfere with the passing on the bridge, and would be less of an ob-
struction to navigation than the present ones.
The draw, located as proposed, would undoubtedly be better for navi-
gation than the canal and draw around the east abutment, and it would
not obstruct the St. Louis landing. It would, however, be objection-
able, as all draws must be, to travel on the bridge.
All these projects would involve as much or greater expense than the
one already estimated for, and would probably be objected to by the
bridge company, not only on this account, but also because they would
destroy the symmetry of the bridge.
It has always been held that navigation should never be subjected to
injury from bridges that reasonable expenditure and engineering skill
could avoid. This bridge, though admirable in some engineering feat-
ures, is so faulty in its relations to navigation, that, if no acceptable
modification can be made, then, in our opinion, it should be entirely
reconstructed.
The simplest plan of doing this, involving no new masonry, would be
to remove all three arches, and substitute for them horizontal trusses at
the same grade as the railroad. This is the istructure apparently in-
tended by law. This change could be made entirely satisfactory to the
river navigation by, at the same time, raising the bridge about 27 feet.
The abandonment or modification of the present approaches would re-
sult from this change, but is one of the unavoidable dif&culties of chang-
ing this structure.
OHANOES IN THE ORIGINAL REPORT.
A letter from the Chief of Engineers, of January 10, 1874, called the
' attention of the Board to the fact that their report, as published by the
St. Louis papers, and as quoted by Mr. Eads in his review, did not cor-
respond in several respects with the official copy on file in the War De-
partment.
As printed by the papers, two paragraphs read as follows :
A large portion of the St. Lonis river-front is above the bridge, and several eleva-
tors, a sugar-refinery, and other similar buildings, are already located above it. These
could not safely be reached by the large boats during high stages, and much inconven-
ience, &o. « • • ^ . » •
The steamboatmen have stated to the Board, ^c, * * * by pro-
viding machinery capable of opening and closing the draw with any desired rapidity.
They think, moreover, that it will only be in exceptional oases that boats will desire
to pass through this draw, so that the delays to trains from this cause wiU not be ex-
cessive.
In the official report these paragraphs read as follows :
A large portion of the St. Louis river-fW)nt is above the bridge, and several eleva-
tors, a sugar-refinery, and other similar buildings, are already located above it. These
could not safely be reached during high stages by the large boats navigating the lower
liver, and much inconvenience, &c. # » iJ » ♦ »
The steamboatmen have stated to the Board, &c., « # "» by pro-
viding machinery capable of opening and closing the draw with any desired rapidity.
The use of this draw by the boats wm be only in cases of necessity ; and the inconven-
ience which this use may occasion to travel on the bridge, there seems no course left
but to submit to.
These alterations were made by one of the members of the Board, to
whom the report had been forwarded for signature, and the recorder
JtEPORT OF THE CHIEF OF ENGINEERS. 653
was duly notified. This officer was at the time absent from St. Louis,
so that the senior officer was not notified of the changes made until after
the report had been made pnblic. The official copy received by him
from Washington was by instructions at once forwarded to the bridge
company, and the representatives of the press were given a retained
copy of the report as it left St. Louis. Why Mr. Eads, in his review,
used this incorrect copy instead of the official one famished him, the
Board are unable to state.
They wish-it, however, to be understood that the alterations noted
were such as meet with their entire approval, and they desire to call
attention to a foot-note, which they have added to the original report,
to explain more clearly their views on the subject of dropping through
the bridge by means of lines, a carelessly worded sentence in the re-
port having given rise to a misconception of their meaning, as noted fur-
ther on in their reply to Mr. Eads's review.
BEPLT OP THE BOARD TO MB. BADS'S REVIEW OF THEIB FIBST BEPOBT.
(For th s review see Appendix B 2.)
As the review of Mr. James B. Eads, chief engineer of the bridge
company, is one of the documents which have been referred to the Board,
they make the following reply to such portions of it as seem to require
an answer :
Mr. Eads commences with a philological disquisition on the meaning of
the word expert. As this term was not used by the Board, but is quoted
from a private conversation with the honorable Secretary of War, who is
presumed to be acquainted with the character and ability of the officers
of the Army, it is hardly necessary to follow Mr. Eads in his comments
on this subject.
The question of the adaptability of certain formB of bridges to the wants
of navigation is one with which all the members of the Board are famil-
iar from several years' service in improving western rivers ; in which
service they have been compelled to study the management of steam-
boats in narrow channels, under all circumstances of wind and weather.
In addition to this general experience, the majority of the members of
the present Board composed the Board on all the bridges over the Ohio
Eiver, and one or more of the members have been ou every engineer
Board convened since the war to examine western-river bridges.
This matter of so arranging bridges that they shall not be unnecessary
obstructions to navigation, has thus become a speciality with the mem-
bers of the Board, and from the success that has thus far attended their
efforts to harmonize the two opposing interests, they feel justified in
considering themselves as better informed on this special subject than
those whose engineering knowledge and experience are confined to a
single bri4ige, or than such steamboatmen as seldom, if ever, take their
boats above the bridge in question.
Mr. Eads goes on to state that the opinions of the Board must bear
the crucial test of experience. WHh this they fully agree, and are
quite willing to meet him on that ground. Although their report has
been published in the newspapers, (with some errors, however, due to
copying the first draught, which had been somewhat changed,) and has
been subjected to much unfair criticism, been held up to public ridicule,
and an erroneous public sentiment created by appeals to local interest,
the members of the Board have felt it improper for them to reply. Now,
however, that the matter has been recommitted to them, the Board take
this opportunity to comment upon the criticisms that their report has
called forth.
654 REPORT OP THE CHIEF OF ENGINEERS.
HEIGHT OP STEAMBOAT-OHDffNEYS.
Mr. Eads quotes from the report of the Board :
The apparently nnreasoDable height and size of the chimneys in general use on these
(western river) steamboats are really essential to secure a good draught to the fur-
naces and economical combustion of fuel. Artificial means to produce the same end
are generally, very expensive and often ineffective.
He theu goes ou to state :
Nowhere has the economy of fuel been so closely studied as in the construction of
ocean-steaihers.
In this statemeot Mr. Eads is entirely in error. Economy in fuel has
been chiefly studied in connection with land->engines, especially those
used for pumping. Here there is no limit to the size that can be given
to the boilers, and by using very large evaporating surfaces and slow
combustion, great economy in fuel has been attained.
The mechanical effect due to the combustion of a pound of coal, gen-
erally expressed by the number of pounds raised one foot high in a
minute, is alone considered in this case, the time required for combustion
being immaterial.
But if from any cause the size of boiler is restricted, while the same
amount of mechanical effect is required, it is manifest that the element
of time must be considered.
For instance, suppose an engine to be supplied with steam by a boiler
of such capacity that the necessary amount of water can be evaporated
by burning 5 pounds of coal per square foot of grate per hour. Now,
suppose the engine to be replaced by another requiring double the pre-
vious amount of steam, the boiler remaining unchanged, other things
being equal, it is clear that the boiler can only accomplish the work re-
quired by burning 10 pounds of fuel per square foot of grate per hour,
instead of 5 pounds, as in the previous case. In practice the amount
would be greater, so that economy of fuel has been sacrificed to efficiency
In steam generation.
To drive large ships at high rates of speed requires powerful engines
and boilers, while the room allowed for the machinery is kept as small
as possible. Marine boilers are therefore necessarily very compactly
built, and maintain a high rate of combustion.
In their construction efficiency in supplying steam with sufficient
rapidity is the ruling consideration. Economy of fuel, while still of
course important, must and does give way to it.
Artificial means are seldom used on them to produce a draught, and although the
largest ones consume much more fuel per day tnan any MisHissippi steamer, none of
their chimneys approach the height of some of those on the river.
The statement that ^' the largest ones consume much more fuel per
day than any Mississippi steamer,^ is certainly undeniable. As the en-
gines of the larger ocean-steamers work up to six or seven thousand
horsepower, while the largest ones on the Mississippi probably never
run higher than 3,000, it is not surprising that the fuel consumption per
day is greater in the former case.
If, however, Mr. Bads refers to the rate of combustion — that is, to the
number of pounds of coal burned on a square foot of grate per hour —
then he is again in error. On ocean-steamers this rate is from sixteen
to twenty-five pounds, while on western-river boats it runs from twenty
to fifty pounds.
The next statement, that '^ none of their chimneys approach the height
EEPORT OF THE CHIEF OF ENGINEERS. 655
of some of those on the river," is specious and deceptive as well as
erroneous.
Persons who judge the height of an ocean- steamer's smoke-stacks
from that proportion of them which they see projecting above the upper
deck, may well infer that this height is small when compared with that
of the chimneys of some of our river-boats.
But it must be borne in mind that on the ocean-steamer the boilers
and furnaces are located deep down in the hold, so that a large portion
of her chimneys are hidden by the hull, and the actual height, measured
from the grates to the top of the chimneys, may be very respectable.
Still this height must always be limited, first by the depth of hold, and
secondly by the height to which it will be safe and expedient to carry
the chimneys above the upper deck. A very great projection would
cause much resistance during head winds, and the chimneys would be
liable to be rolled overboard in heavy weather.
The Board append a table in which are given the heights of the smoke-
stacks of a number of ocean-vessels both large and small. These di-
mensions are taken from Scott, Russell, and Kankin's works on ship-
building. In addition to the examples given in the table, they would
state that on the large vessels engaged in the transatlantic trade, this
height is from 60 to 70 feet.
They also append a table giving the height above the grates of the
chimneys of a number of river-boats frequenting this port, which were
selected by the river-men as an argument against the small height of
the bridge, and hence may be considered extreme cases. From this
information it will be seen that the chimneys of the James Howard, the
largest boat on the river, are of the same height as those of the Great
Eastern, the largest boat on the ocean, and that 65 feet, the average
height for large ocean-vessels, does approach the height of a good many
of the chimneys used on the river.
Still, their height is generally less, and, as Mr. Eads states, they do not
usually require artificial draught. Presumably the drift of this state-
ment is, that as the short chimneys on marine boilers give a natural
draught, the higher chimneys on river- boilers are unnecessarily high.
To decide this question, it will be necessary to refer to the laws which
govern the combustion of fuel. To effect this combustion a certain num-
ber of pounds of air must be supplied to the furnace lor each pound of
coal or other combustible burned therein. This air may be mechanically
forced into the furnace by a fan or blowing-machine, or it may be forced
in by the excess in density of the external air over that of the gases in
the chimney. This excess of density may be caused solely by the rarefi-
cation and constant expansion of the gases by the heat of the furnace,
and in this case the draught is called natural. The same effect may be
produced by exhausting or drawing out the gases by a fan or by driving
them out by a jet or blast of steam.
The velocity of a natural draught depends upon the head produced,
and this is equal to the difference in weight between a chimney full of
hot gas and an equivalent bulk of the external air.
This difference, or head, thus varies with the temperature of the gas ;
hence two chimneys of equal sectional areas, but of unequal heights,
will give the same draught if the temperatures of the gases contained
in them are inversely proportional to the heights.
For instance, the draught produced by a chimney 100 feet high in
which the gases have a temperature of 600^ may be produced in a chim-
ney 50 feet high and of similar sectional area, provided the gases are
heated up to l,200o.
656 EEPOHT OP THE CHIEF OP EHGINEEK8.
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REPORT OF THE CHIEF OF ENGINEERS.
.657
Height above grates of the chimneys oj a number of steamboats frequenting the port of St.
Louis J Mo.
Ft. in.
o
2
4
James Howard -« . 96
Eichmond ^d
John A. Sciulder 86
City of Helena 85
Belle of Memphis 85
Thompson Dean 83 4
Grand Tower &2
Pauline Carroll 80
Dexter 79 10
Susie Silver 78
City of Chester 76
Commonwealth 76
Continental 75
Julia 75
John Keyle 75
Henry Ames 75
Emma C.Elliott 74
Andy Johnson 72
P. W.Strader 72
4
4
1
3
8
8
Ft. in.
East St. Louis 72 6
RobRoy 71 4
City of Quiuey 71 6
Mohawk 70 3
Exporter 69
Lake Superior ^ 8
Lucy Bertram 68 2
Jo. Kinney 67 9
Future City 67 5
Clinton 65 8
Phil. Sheridan 54 8
J. H. Johnston 64 8
Tom Jasper 64
Illinois 59 8
Fanny Keener , 59 7
Northwestern 57 7
Atlantic 56 8
St. John 51
l^ow, in the types of boilers used on ocean-vessels, the flues or tubes
through which the gaseous products of combustion pass, on their way
from the furnace to the chimney, are always short ; the whole distance
from furnace to chimney rarely exceeding 15 feet, and being generally
less. On western-river boilers this same distance varies from 40 to 80
feet ; therefore it is evident that, in this latter case, the gases on their
way to the chimney will be longer in contact with cooling-surfaces, and
will finally reach the chimney with a much lower temperature than
would be the case in the short-fined marine boiler. Therefore, from what
we have previously stated, it must be apparent that the river-boiler will
require a higher chimney than the marine to give the same intensity of
draught. So much for ocean-steamers.
As Mr. Eads formerly commanded river-steamboats, and as he has
several times crossed the ocean, he certainly should have known that
he was comparing things whose conditions were in no way alike. He
goes on to state:
The great development of power witnessed evey day in locomotives whose chimneys
never exceed ten or twelve feet in length is obtained without any artiiicial means to
produce draught excejit by the escapement of their waste-steam.
To locomotives the same remarks apply as to marine-boilers, but in a
still greater degree. Lightness and compactness are the essential qual-
ities, and all questions of economical combustion must be subordinated
to the far more important one of efificiency in generating steam rapidly.
They are simply machines wherein enormous power is packed away in
small compass.
The rate of combustion is from 40 to 140 pounds of coal per square
foot of grate per hour, and it must be apparent to any reasonable person
that no natural draught could supply the air needed for such rapid
combustion unless a chimney of most inordinate dimensions was em-
ployed. Even if such could be safely carried on a locomotive, it would
be a source of great loss of power from the resistance of the air, and,
therefore, the men who first made the locomotive-engine a success
wisely decided to produce the requisite draught by artificial means ;
for the escapement of the exhaust-steam into the chimney, to which
Mr. Eads alludes parenthetically, and as though it were of no particular
importance, is really the life and breath of the machine, and without its
42e
658 REPORT OF THE CHIEF OF ENGINEERS.
lieli> the locomotive-engiue, as we see it to day, would be an utter im-
possibility.
It is a difficult and tedious matter to get up steam on a locomotive,
and all round-houses are provided with special means for temporarily
lengthening out the chimney until the fire is got fairly burning. After
steam is once raised, the fire is kept up by a jet of live steam in the
chimney when standing still, and by the fierce blast of the exhaust-
steam when in motion.
So much for the facts which Mr. Eads asserts " completely disprove
this first statement of the Board."
Before leaving the subject, the Board wish to state that the whole
choice between natural and artificial draught is pretty much a matter
of dollars and cents. To run or fan a blowing-machine uses up a por-
tion of the available power ; to use a steam-blast reduces the power of
the engines by back-pressure on the pistons ; the steam-jet uses live
steam from the boiler, and hence appears the most costly of all; finally,
natural draught requires the expenditure of fuel for heating the air in
the chimney. Where the choice is unrestricted, the cheapest and most
efficient method would naturally be adopted.
It should, however, be stated that while all artificial means of pro-
ducing draught involves a direct expense, natural or chimney draught
may be created by heiit which would otherwise go to waste. When this
is the case, it is unquestionably the cheapest and best, and from the uni-
versal preference given it by river-men the Board judge that the proper
conditions for ita economical use are obtained by them.
Probably the most economical artificial draught is obtained by using
the blast of the exhaust-steam. The main objection to its use is the
heavy back-pressure which it throws on the engine-pistons when the
nozzle-pipe is much contracted. It is also very destructive to the chim-
neys, as it hastens oxidation. The force of the blast, by detaching rust-
scale, constantly presents fresh surfaces to this action. The life of a
chimney is shortened fully 50 per cent, by its habitual use.
A very Important argument in favor of tall chimneys is afforded by
the fact that the sparks thrown out of a short chimney by a powerful
draught are a very great source of danger, as hay, cotton, and similar
bulky and highly combustible materials form a very important item of
river-freight. With a tall chimney the sparks are either extinguished
before they reach the top or else are thrown clear of the boat.
The next question discussed by Mr. Eads is the practicability of rais-
ing or lowering large chimneys with facility and dispatch. He says
that it is perfectly feasible, at an expense of from $1,000 to $1,500. This
statement may or may not be correct, but there is no proof of it other
than the statement itself and a document signed by '^ thirteen experi-
enced steamboat-captains." As the apparatus recommended is not
stated to be in use, and presumably has been invented by Mr. Eads or
some friend of his, it must be received with the usual discount due to
the statements of inventors.
The real difficulty is not in raising or lowering a new chimney at a
wharf, but in handling one not new and under the pressure of winds.
When chimneys are raised on a steamboat under construction it is done
at a favorable time, when there is no wind, and while the chimneys have
their maximum strength. When once up, they are secured as firmly as
possible by chain-guys, but even this precaution does not prevent them
from being occasionally blown overboard. These guys must be cast off
before the chimneys can be lowered. They are thus left unsupported,
;iad would probably go overboard if much wind were blowing. There-
REPORT OF THE CHIEF OF ENGINEERS. 659
fore a boat arriving in windy weather, at a bridge which required her
chimneys to be lowered, would either have to risk losing them over-
board or else wait until the wind abated^ and might thus be detained
for <lays at a time.
Tlie 'thirteen experienced steamboat-captains" have been paraded
at considerable length as river-men who are in favor of the bridge. As
so much is made of their testimony, it may be worth while to see who
they are. The following brief descriptions are from the best informa-
tion we could get, and are believed to be substantially correct :
!N. S. Green: Steamer Eichmond; is a steamboat-captain of good
repute, whose business is entirely confined to the river below St.
Liouis.
John McOloy: Steamer Continental ; is personally unknown to us,
but the newspapers have informed us that his steamboat has recently
been sold by the sheriff. To the best of our knowledge he is now out of
occupation on the river.
N. BoFiNGBR: President of St. Louis and New Orleans Packet
Company ; has not commanded a boat since the war. He is a recent
convert to the bridge, having until lately strongly opposed it,
Jno. W. Carroll: Superintendent St. Louis and New Orleans
Packet Company ; has not been in command on the river since the war.
Has been on duty on a wharf-boat in St. Louis since that time.
Henry C. Haarstigk : Vice-president Mississippi Valley Transporta-
tion,Company ; has not commanded a boat on the river since the war.
As his business is confined to transportation by barges, it is manifestly
to his interest to have as many obstructions to large steamboats as pos-
sible, provided his tow-boats are not injured thereby.
Theodore Laveille: Has been one of the proprietors of the South-
ern Hotel, in St. Louis, since it opened, in 1865, and during this
time has not been in command on the river.
J. P. Fitzgerald : Is at Shreveport, on the Red River, acting as
steamboat-agent. It' is not known to us definitely when he left active
service on the river.
Daniel G. Taylor: Is understood to have no interest in steamboats,
and has not, so far as we can learn, commanded one since the war.
George W. Ford: Is one of the proprietors of the Southern Hotel,
in this city, ftnd, according to his own statement, left the river in 1861.
Barton Able : Left the river about the close of the war.
J. S. Nanson : Is a commission-merchant, and has not commanded a
boat since the war.
P. Yore : Commands steamboats when he can get one ; but we under-
stand that he has no regular position on the river.
This record of the " thirteen experienced steamboat-captains ^ does not
make a very satisfactory exhibit for the bridge. Of all the steamboat-
men who frequent this port, which is probably second only to New
Orleans in the amount of its commerce, the bridge authorities have only
been able to produce one steamboat-man, Captain Green, who is now in
active service. His opinion is, of course, entitled to respect, but all the
others either left the river about the time of the war or are now out
of employment. The value of the opinions of ex-river-men on thij
point may be estimated, when it is known that before the war the only
bridges across the Ohio were at Steuben ville and Wheeling; the only
ones across tbe Upper Mississippi were at Clinton and Rock Island ;
and there were none over the Missouri or the main Mississippi.
The nearest bridge on the Upper Mississippi >vas three hundred and
660 REPORT OF THE CHIEF OF ENGINEERS.
forty-seven miles above St. Louis, and the nearest one. on the Ohio
was one thounand and seventv-seven miles distant.
The Board do not think it their province to enter on the question of
possible changes in the character of river- vessels. Opinions will differ
on such points, and speculations on possible changes are of little value.
Taking the navigation as itis and as it tca^ before the later bridges were
huilt^ it seems reasonable to suppose that the character of construction,
which is the result of fifty years' experience, is that which best meets
the requirements of the trade which it accommodates. They therefore
take tor granted that there are sound practical reasons for having ele-
vated pilot-houses and high chimneys.
Mr. Eads entirely misrepresents the position of the Board on the sub-
ject of wide and narrow spans. He states that they have come to the
following conclusions :
1. Lights placed on an arch 50 feet above high-water are of no greater assistance.
This they maintain to be absolutely true, but nevertheless they rec-
ommende<l the establishment of lights on the bridge because they are of
some little service, and therefore they proposed using their help for
what it is worth. Something must be done to help find the middle of
the span, and although the remedy is an imperfect one, it is yet the only
thing that the paltry construction of the bridge will permit, and there-
fore they recommended it.
2. Greater head-room for passing boats is indispensable.
This they also maintain, and in defense of the proposition they quote
Mr. Eiids himself. In the report of the proceedings of the C/Ongressioual
oouvention held in St. Louis in May, 1873, page 50, the following res-
olution was introduced by Mr. Eads :
Seventh. That the vast commerce depending on the Mississippi River for cheap trans-
portation demands that no artificial obstruction be permitted in it« channel, except
upon the most urgent necessity, and that no bridge shonid be anthorized across it be-
low St. Louis having spans over the stream of less width than 500 feet, and a clear
height of 75 feet above high-water mark should be preserved under the center of the
channel-spans of such bridge.
This was his opinion about any future bridge, but he thinks that his
own bridge need only be 43^ feet above high- water, and that only at the
middle of an arch, a deviation Irom which exact point might insure the
destruction of a passing boat. The excellent principles which he applies
to others he is unwilling to have applied to himself. The Board are de-
cidedly of the opinion that either the bridge under question should have
been of this height above water throughout the span, or else shonid have
been built with a draw. A more objectionable form than the one
adopted could scarcely have been devised.
3. Piers 520 feet apart are too wide to servo as guides.
This sentence, as it stands, conveys a false impression of the mean-
ing of the Board. Piers as wide apart as stated would give amplespace
for navigation. The true statement of their opinion in that this width is
practically useless in the present case, as no boat could approach within
150 feet of either pier on account of the arches, and therefore these piers
are useless as guides.
Mr. Eads makes a strong point of one sentence in the report of the
Board, which was carelessly written and open to misconstruction, though
it is difficult to see how it could have been really misunderstood by per-
sons who profess to be familiar with river navigation.
REPORT OF THE CHIEF OF ENGINEERS. 661
The sentence read : **In case of wind a boat can be dropped through
the opening by lines made fast to ring-bolts in the pier itself." The true
meaning of this sentence, as intended, is that in case of a narrow open-
ing, with a clear headway, it would be practicable to extend the piers
up-stream for more than the length of a boat, so that before passing
through the opening she could round to, make fast to the extension of
the pier, and then drop through gradually. This system is adopted at
the Louisiana bridge over the Crp|>er Mississippi for passing the draw
in windy weather, and a similar method is used at other bridges where
the draw is located near the shore. That this use of ringbolts has
often been made on the Upper Mississippi and Missouri was a fact well
known to all persons navigating those streams.
Mr. Eads thinks that the Board have not been sufficiently explicit in
their reasons for condemning arched bridges over navigable streams.
They thought that they had said enough to convince any unprejudiced
person, but for his benefit they will repeat their reasons for this state-
ment. They will be based solely on the effect such structures have on
navigation.
In determining the height and shape of a bridge, the first point to be
settled by those building it is, what shall be the least height of the road-
way f The second question is, shall this roadway be supported from
above or from below f The latter question will generally be answered
by bridge-builders, either way which may seem most convenient and
economical. The Board make a definite issue between two bridges with
roadways on the same level, one of which is supported from above and
has a level bottom chord, and the other is supported underneath by an
arch. Both may give the same height for navigation under the center
of the span, but the straight-chord bridge allows a boat to pass anywhere
under this span without danger, while the arch-bridge compels a boat to
pass at the exact central point.
As a practical case, take two bridges built as above, and suppose a
boat, whose highest part when chimneys are lowered is just within the
clear height afforded, to arrive from upstream at these two bridges in
succession. If she has an inch to spare she can pass with perfect safety
under any part of the straight-chord bridge, whether she heads straight
down-stream or goes down broailside under the influence of wind or cur-
rent; but it is self-evident that any attempt under such circumstances
to pass the arched bridge might result in the partial or total destruction
of the boat, and she would probably go to the bank rather than risk it.
Kiver-steamboats are very high above water, flat-bottomed, and of
shallow draught. They have, therefore, little hold on the water, and
are easily turned out of their course by the wind. To assume, therefore,
that such boats, under all the varying conditions of wind, weather, and
currents, can be steered so as to follow a line exactly, would show great
ignorance of river-navigation.
The great width of spans given the present bridge is, therefore, prac-
tically useless. A narrower span with level chords would be much bet-
ter, as the piers would always be clear and distinct obstacles, and a boat,
under all ordinary circumstances, could avoid them without difficulty,
knowing that if she did this she was safe. It would be very different
from endeavoring to stear for an illy-defined point, high in the air, with
the knowledge that if the exact point were not reached the boat might
be wrecked. The least change in the current, and the currents of dif-
ferent stages are seldom exactly parallel, may vitiate the conclusions of
the best-informed pilots, and none of them would approach such a dan-
662 REPORT OF THE CHIEF OF ENGINEERS.
^eroas spot without dread. It seems hardly necessary to multiply minor
reasons against this form of bridge, as any steamboat-man who would
not be convinced by the above would probably continue a skeptic, no
matter what evidence were brought before him.
As a practical illustration of the effect of this bridge, we will state
that during the few weeks that have elapsed since the arches were
closed two ferry-boats have been injured by striking against the iron-
work of the bridge. During this time navigation on the upper river has
been pretty much suspended by ice and low water, or the number of
casualties would probably have been much greater.
Mr. Eads concludes by stating that he alone was the bridge-engineer,
and therefore he alone was authorized to speak for the company on
engineering matters. As he was said to be in Europe when the Board
met, it was manifestly impossible to call upon him for information, and
therefore the Board called upon Colonel Flad, the engineer, who has
generally been understood to be responsible for the scientific part of the
work, and also upon Mr. Katte, who, as the engineer of the contractors
for the superstructure, was largely responsible for that part of the
work.
Colonel Flad was presented to the Board of engineers by Mr. Taussig,
chairman of the executive committee of the bridge company, as the
officer authorized to speak for them on matters of engineering, and all
the drawings presented to the Board were signed "James B. Eads, per
Henry Flad." If the Board misunderstood Colonel Flad, they regret it,
but they certainly can recollect of no other objection from him to their
proposed modification of the bridge than the one alluded to in their
report.
Although great exception has been taken to the report of the Board,
and many difficulties in the construction of the lateral cut have been
indicated, yet no other remedy for the obstruction to navigation has
been proposed by the bridge company. They have contented them-
selves with stating that the bridge is not much of an obstrubtion after
all.
This is, however, simply a question of fact, and the Board believe
that any intelligent man is able to judge in this matter for himself, and
that all such who are unbiased by interest or local feeling will come to
the same conclusions that they have. If that fact be conceded, it is an
inevitable consequence that some change ought in justice to be made.
The cost of making the change is something for which the Board are in
nowise responsible. It is the inevitable result of a badly -designed
bridge.
The Board think it due to themselves to state that the review of Mr.
Eads has mainly been based on minor and comparatively unimportant
points. The main and essential point that the Board made was that
this bridge was a decided obstruction to the navigation which now ex-
ists on the Mississippi Eiver, and to prove this they cited figures and
dimensions, which have not been cont^ested, and which of themselves
prove the extent of the obstruction.
The substance of Mr. Eads's reply is that the majority of river-steam-
boats must be rebuilt to conform to his bridge.
If a duplicate of this bridge were to be built at Carondelet or Cairo,
it would be generally denounced in St. Louis as a great outrage upon
her river-commerce, and the Board cannot see why the present bridge
is not as serious an obstruction to the commerce of all the cities and
towns above St. Louis.
♦
REPORT OF THE CHIEF OF ENGINEERS. 663
REPLY OF THE BOARD TO THE AFFIDAVITS OF MR. TAUSSIG AND MR.
NOBLE.
(See Appendix B, Nos. 1, 3, and 4.)
The affidavits made by William Taussig, member of the Board of Di-
rectors of the bridge company, and Johu W. Koble, acting as attorney
and counsel to this company, concerning the proceedings of this Board
at its first meeting, addressed to the honorable the Secretary of War,
and transmitted to the Board for oar [their] information, " and for con-
sideration and report," having been considered by the Board, they sub-
mit the following report in regard thereto :
There appears to have been a misunderstanding on the part of the
affiants as to the duties of the Board, although the latter did all in their
power to explain their understanding of the instructions furnished them,
which alone could be their guide. The Board regarded themselves as
engineers directed by the orders of a superior officer to examine into
certain alleged facts, and did not think it necessary to inquire of any-
body regarding matters which were plain to their own observation and
reason.
The only facts that were vital to the question were the height, width,
and form of the bridge-spans, and the height and general dimensions of
the steamboats likely to pass under them. These were all before them.
The Board, however, granted the fullest liberty to all parties to appear
before them and make their own statements. There existed from the
first a marked difference of opinion between the Board and the affiants ;
the latter, as shown by their affidavits, holding that such statements
were testimony, while the Board held that '^ testimony is strictly the evi-
dence of a iHtness given under oath^ and, as they had not the legal right
to administer an oath, they could not take testimony.
The Board, therefore, declined to make record of the irresponsible
statements which they received, deeming that they, in their own judg-
ment, could rightfully give to each statement the weight it deserved,
and that the Secretary of War wanted their opinions on the facts of the
case, and not those of irresponsible persons. The Board also, as stated
by the affiants, declined to hear counsel on questions of law, that sub-
ject not having been submitted to them.
The senior member of the Board duly informed the bridge company
of the order directing their meeting, as shown by the paper prepared
by him, and which accompanies this report, (Appendix C.) No pains
were spared to give that company the earliest notice practicable and to
treat them fairly.
The Board, in its hearings, first had before them those who complained
of the obstruction of navigation by the bridge. These gave their views,
in the words of Mr. Noble, one of the affiants, '' concerning the heights
of boats, their chimneys, the character of the St. Louis Harbor, the
necessity for high pilot houses and tall chimneys, the comparative safety
of raising or lowering steamboat-chimneys, whether they could be raised
and L)vvered at all, whether artificial draught could be used, the expense
that would be incurred by preparing chimneys, and the difficulties of
piloting boats un<ler the bridge.^
The above hardly states the number of questions which were consid-
ered ; but, taking it as it is, it is evident that a very considerable time
was necessary to hear an individual on each point. A large number of
persons opposed to the bridge were present and ready to give their views
on these points. After hearing several, and finding their statements
merely cumulative, in order to save time one of the members of the
664 REPOET OF THE CHIEF OF ENGINEERS.
Board drew up the memorandum quoted by Mr. Noble, and asked these
men if it did not in brief express their opinion as to what constituted a
serious obstruction in regard to height. To this they all assented, and
wrote their names in pencil upon the memorandum, although such action
was not requested by the Board.
The Board then proceeded to hear those river- men that the bridge
company brought forward on their side. All present, consisting of Bar-
ton Able and George W. Ford, were heard. They were both out of
river business, and but little interested in it.
The affiants then stated that they could bring others to make similar
statements, if the Board would adjourn till the next Monday or Tuesday,
it being then Friday. This was impossible, because the other duties
of the members of the Board did not admit of this delay.
The affiants then asked to be allowed to circulate a paper for signa-
ture, in opposition to the memorandum drawn up by a member of the
Board, to represent the views of those opposed to the bridge. This was
objected to by the Board, as they had determined not to take the views
of any one that did not appear before them in person, so as to answer
the questions they might put to him as to his knowledge of the subject.
The senior member specially informed the affiants that any one who ap-
peared in person should be heard.
To avoid any appearance even of unfairness, the memorandum, which
had been signed by the river-men, as to what constituted a serious
obstruction to navigation, was torn up, and no use was made of it by
the Board.
The remark made by Major Warren, and quoted by Mr. Taussig in
his affidavit. Major Warren asks to be allowed to make his own explana-
tion of. This he has done in writing, and his statement accompanies
this report. (Appendix D.)
Kespectfully submitted, by your obedient servants,
J. H. Smpson,
Colonel of Engineers and Brevet Brig. Oen. U. 8. A.^
Frcftiflent of Board.
G. K. Warren,
Major of Engineers and Brevet Major Gen.^ U. 8. A.
G. Weitzel,
Major of Engineers and Brevet Major Gen.y U. 8. A.
Wm. E. Merrill,
Major of Engineers and Brevet Colonel,
Charles R. Suter,
Major of Engineers^ U, 8, A.
Brig. Gen. A. A. Humphreys,
Chief of Engineeis, U. 8. A.
B 1.
Letter of Mr, Wnu Taussig to the Honorable Secretary of IVar.
Illinois and St. Loris Bridge Compaxv,
St. Louis J Dectmbtr 19, 1873.
Sir; Inclosed I have the honor to transmit the affidavits of Gen. John W. Noble and
of myself, relative to the manner of couductinjir the investijjatiou by the Board of
United States engiueei-H, convened under Special Orders No. l()l), War Department, Ad-
jutant-General's Office, Waahiugton, August 20j 1873. These affidavits cover the
REPORT OF THE CHIEF OF ENGINEERS. 665
*
grounds of complaint which I had the honor to snbmit to you personally on behalf of
this company, and which yon desired me to forward to you.
The pressure of other important bussiness has prevented me from attending to it
sooner.
Very respectfully, your obedient servai^t,
Wm. Taussig,
Chairman Executive Committee.
Hon. W, W. Belknap,
/Secretary of War. /
B 2.
lievieic of the first report of the Boards hy Mr. James B. Eads.
Engineek's Office, Illinois and St. Louis Bridge Co>fPANY,
October, 1873.
To the President and Directors:
Gentlemen: The report of a Board of United States engineer officers, dated Sep-
tember 11, 1873, approved by the Chief of Engineers, United States Army, having been
referred to ine, I respectfnlly snbmit on these important papers the following review :
Owing to an inadvertence which occurred in the United States Bureau ol Engineers
when transmitting to this company the above papers, it was stated that the report
bad been approved by the Honorable Secretary of War. Fearing such high official
<>auction might possibly affect the credit of the company, the chairman of your execu-
tive committee and myself immediately visited Washington to obtain a recall of this
approval until a review of the report could be laid before the Department.*
We learned from the Honorable Secretary that he had not approved the report, and
Ijml taken no action on it, and a letter from the Chief of Engineers, addressed to the
pi^sideut of the company, explained and corrected the inadvertence above mentioned.
The order convening the Board directs it *' to examine the construction of the St.
Liouis and Illinois bHdge across the Mississippi Klver at St. Louis, and report
vrhether the bridge will prove a serious obstruction to the navigation of the river; and
if so, in what manner its construction can be modified."
I was informed by the Honorable Secretary of War that the Board was convened as
**■ experts to examine the subject, and was not required to take the opinion of others
upon it. The report, however, conveys, by its tenor, the evidence that the decision of
its members was formed not alone on their own judgment as experts, but also upon
the statement of a few of the steamboat-men examined.. I was not present, but am
reliably informed that the Board refused to receive the rebutting testimony of the
company, which, in cousoquence, has made complaint, through its counsel, to the War
Department.!
The report declares that the bridge will be a very serious obstruction to navigation
^'hen completed.
The correctness of this decision rests wholly upon the reliability of the testimony
received by the Board, and the qualifications of its own members as experts in river
uavi<;ation. For, manifestly, if the evidence relied upon be untrustworthy, and the
members themselves not qualified to act. as experts, their opinions, although unani-
mous and strengthened by ihe indorsement of the chief officer of their corps, can be of
no value whatever. The views of the steamboat-men referred to in the report are
iihown by the accompanying letters to be wholly incorrect. The first one of these let-
ters is from the Mayor of St. Louis, Capt. Joseph Brown, who commanded several
of the largest steamers on the river, and the second one is from a number of other well-
known, highly respected, and skillful commanders, who have also navigated some of
the largest steamers afloat. Several of these gentlemen are to-day deeply interested
in the largest ones; hence they would be pecuniarily injured if the bridge were really
a serious obstruction. Not one of these gentlemen has a dollar of interest in the
bridge.
The height necessary for the pilot, and the difficulty of steering through the central
part of the arch, are the only two questions on which the Board seemed to think it
necessary to support its own views by reference to the insertions of steamboat-men.
It will be hereafter seen by quotations from these lettei's that on these two points
their stat'Cments were wholly unreliable. This fact established, it remains to examine
\y\iekt value should attach to the opinions of the distinguished experts themselves.
* The r»>port of the Board, with the approval of the same by the Chief of Euijineei a, will be foaud
iu the Appendix,
t See affldavittt of Dr. William Taussig and General Noble \w Appendix.
666 REPORT OF THE CHIEF OF ENGINEERS.
Webster defines an "expert" as "one who has skill, ei^perience, or peculiar knowl-
edjje on certain subjects of inquiry in science, art, tnule, or tbe like." I believe this
(letinitiou is generally accepted as correct. The possession of either " skill " or " experi-
ence " in steam navigation on rivers can only be the result of individual practice, and
as these gentlemen have not had this, it cannot be claimed that they have either skill
or ex^perience. Hence their qualifications must necessarily rest solely upon the pos-
session of " peculiar knowledge" of river navigation, and this, for the same reason,
cannot be practical knowledge.
Their distinguished reputation would, however, lead the public to infer that they
had carefully studied the various problems of river navigation, and that their supe-
rior scientific acquirements made the correct solution of these questions so simple that
practical knowledge was unnecessary. It will be presently seen whether the views of
the Board justify this inference. The opinions of purely scientific gentlemen on qnes-
tions of commerce,, navigation, and the like, must, when challenged, bear the crucial
tests of experience, or they will fail to command public confidence. The report de-
clares: "The apparently unreiasonable height and size of the chimneys in general use
on these steamboats are really essential to secure a good draught to the furnaces and
economical combustion of fuel. Artificial means to procure the same end are gener-
ally very expensive and often inefiective."
Nowhere has the economy of fuel been so closely studied as in the construction of
ocean-steamers. • Artificial means are seldom used on them to produce a draught, and
although the largest ones consume much more fuel per day than any Mississippi
steamer, none of their chimneys approach the height of some of those on the river.
The great development of power witnessed every day in locomotives whose chimneys
never exceed 10 or 12 feet in length is obtained without any artificial means to pro-
duce draught, except by the escapement of their waste steam. These facts completely
disprove this first statement of tbe Board.
The report says: "Although it is a comparatively easy task to lower small chimneys,
dealing with those of a large size is a very serious matter indeed. Their weight is so
utterly disproportionate to their strength, even when new, that no machinery yet de-
vised will enable large chimneys to be lowered, either wholly or in part, without very
great labor and danger."
As it is well known to every one that it is more difficult to raise a thing thau to
lower it, the reader will wonder by what extraordinary means these formidable chim-
neys were ever erected, when it is so very difficult to let them down. The second let-
ter referred to above says : " We have often raised and lowered them, and do not think
with such appliances (falls and derricks) that it is either dangerous or a very great labor.
We believe $1,000 or $1,500 would pay for hinging the chimneys and providing im-
proved appliances by which the largest chimneys in use could be readily lowered and
raised." This is the testimony of thirteen experienced steamboat captains, and it is
sufficient to refute this second statement of the Board.
The entire weight of that part of the largest chimney which would require to be
lowered is only three or four tons. If we assume the length of this part to be 70 feet
above the hurricane-deck, and 7 feet in diameter, and made of No. 12 sheet-iron of a
strength equal to 50,000 pounds per square inch, a little calculation will show that
such a cylinder, if well riveted, will, even after discounting 40 per centum of its
strength for the riveted joints, require over three hundred tons to pull it asunder.
Standing erect, it will sustain sixty tons with safety. If each end of such a chimney
be provided with a strong angle-iron flanch sufficient to preserve its circular form, and
it be placed horizontally on rests at its ends, it will support a distributed load over its
length equal to hiilf a dozen such chimneys.
Tlie size of chimney named is an extreme one, while the thickness is not unnsual,
uor is the tensile strength beyond that of good iron. A few of the simplest calcula-
tions that are made in the office of an engineer will suffice to disprove completely tbe
third statement of the Board, to the effect that " their weight is so utterly dispropor-
tionate to their strength, even when new."
The Board enforces its opinion respecting the necessity of very high pilot-houses by
declaring that " experience has decided this point most clearly." This declaration
loses all its force when compared with the following simple statement made by the
gentlemen just referred to, one of whom is the captain and part owner of the Rich-
mond, which probably carries the highest pilot-house afioat. " In no case is it abso-
lutely necessary for safety (in navigating the largest boats) for the pilot to be more
than 35 or 40 feet above the water-line." The fourth statement of the Board is thus
shown to be fallacious.
On the assnmption that a clear height of 50 feet above directrix is requisite for safe
navigation, the report says : "The horizontal chord of the center span, which lies 5
feet below the crown of the arch, is 174 feet long, and gives the least width of water-
way which seems compatible with safe navigation." On this assumption it will be
evident, x>rosently, that the Board ht'is understated the safe width at least 50 per
centum.
REPORT OF THE CHIEF OF ENGINEERS. 6G7
The highest part of the boat remaining:;, when the chimneys are lowered, is the pilot-
house. This, on lar^e steamers, is usnally surmoanted with a pyramidal canopy or
roof, the apex of which is of course safe anywhere within the 174 feet. As it is much
higher than any other portion of tlie boat, it follows that when it is at either end of
this distance, one-half the width of the steamer must be outside of this 174 feet, and
yet in safety under the descending part of the arch, for the apex of this canopy is im-
mediately over the kedl of the boat. As the largest steamers are from 85 to 90 feet
wide, it. is evident that that much more should have been added by the Board to this
174 feet. Therefore, on its own data, this fifth statement, to wit, that the least width
compatible with safe navigation is only 174 feet, is also an error. It should have been
stated at about 260 feet.
The Board having arbitrarily assumed 174 feet as the only width of water-way com-
patible with safe navigation afforded by an archway 520 feet wide, and 55 feet high,
then endeavors to support the remarkable proposition that if the piers w^ere placed at
no greater distance than 174 feet apart, they would be '* far preferable " if there were
clear headway above. The arguments advanced in support of this novel opinion are
equally as notable as the proposition itself. The report says : *^ The reason given for this
is that the piers would define the available width with exactness ; they are easily seen
and avoided. In the case of a wide arch, however, the case is different. The piers
are too far apart to be of service as guides, and lights placed on the structure will be
so nearly overhead as to be of no great assistance.^' Even the possibility of hitting
the piers when so close together does not lessen the superiority of the narrow gauge.
In this event the board offers the following consolation : ** In case of striking the pien*
under headway, the damage done is to the hull alone ; and even if so great as eventu-
ally to sink the boat, time will generally be afforded to save the lives of the crew and
2)assengers," whereas in case of a collision with the arch, the Board assumes that the
upper works of the boat would be destroyed, and '^ as the passengers are carried on the
upper decks, such an accident would probably be attended with great loss of life.''
Fnrthcf on we are told that ** the steamboat-men deem a clear height of 75 feet above
high w ater the least admissible," a concurrence in which opinion doubtless actuated
the Board in recommending the canal.
In these last few extracts there are three distinct assumptions, and these constitute
the 7th, 8th, and 9th errors on which the decision of the Board rests. These are as
follows :
1. Lights placed on an arch 50 feet above high-water are of no great assistance.
2. Greater head-room for passing boats is indispensable.
3. Piers 520 feet apart are too wide to serve as guides.
From these three postulates, draw-bridges and narrow piers are absolutely neces-
sary for sate navigation. If lights 50 feet high ue "of no great assistance," burely
they will be of no use at all 75 feet high; and if piers 520 feet apart are too wide to
serve as guides, there would be no means left the bewildered navigator, in approach-
ing an opening 520 by 75 feet, but to run it by the compass, or by buoys placed in the
channel.
The absurdity of this corollary proves that the three premises, of which it is a logi-
cal sequence, are incorrect.
The fact that all three of these assumptions are errors is fully established by the
counter-statements in the letters referred to. In addition to this disproof, the follow-
ing extract from the report will show the fallacy of two of them, and prove conclusively
that the Board itself believed it quite pra<2ticable for an arch 55 feet high to be effect-
ivelv lighted, and its wide piers distinguished with certainty. The report says:
"Whether this modification (the canal) be carried out or not, the Board deem it very
important that such lights and marks should be displayed by the bridge as will enable
boats not only to distinguish the position of the piers and arches with certainty, but
also to be able to tell the clear heifdway available under the bridge."
Reasonable gentlemen would hardly wish to compel the company to display lights
to enable boats "to distinguish the position of the piers and arches with certainty," if
they really believe "the piers sire too far apart to serve as guides, and lights ou the
structure will be so far overhead as to be of no great assistance." As the latter state-
ment is completely refuted by the former one, I think its insertion in the report must
have escaped the notice of the Board. Another proof that the Bpard was not justified
in declaring that the arch is too low, is shown by the following facts, which the bridge
company was prevented from laying before the Board. In the spring of 1866, several
large meetings were held on 'change in this city by gentlemen interested in protecting
the navigation of these rivers. Much discussion ensued as to the proper conditions
to be imposed by law in bridging them. A memorial to Congress, presented at one of
the meetings, was referred to a committee of the following fifteen gentlemen : J. S.
McCune, J. F. Griflith, Barton Able, .Joseph Brown, H. C. Moore, David White, J. H.
Alexander, William M. MePherson, A. W. Fagin, George Pegram, Adolphus Meior, Felix
Coste, James Ward, N. Stevens, and J. B. Eads.
668 REPOET OF THE CHIEF OF ENGINEERS.
Oq the IQth of April, 1866, this committee unanimomly reported a series of resolu-
tions, and from their report I qnote the following:
" Your committee have carefully examined the subject with reference to ascertaining
what restrictions are really demanded by the marine interest involved, and what can
be conceded by those interests to such an extent as to leave no serious difficulties in
the way of the requirements of the land transportation in crossing the river, and yet
preserve a comparatively uninterrupted navigation on the Mississippi.
"The views of your committee are embodied in the following resolutions, the adoption
of which they respectfully recommend:
"i?e»o?rcd. That the delegation in Congress from Missouri be requested to procure at
an early day the passage of a law to regulate the construction of bridges over the Mis-
sissippi River, and that they earnestly endeavor to incorporate the following provisions
in said law:
"1. That all bridges crossing the Mississippi River shall have a clear height of 50
feet over the mam channel, between the lower part of the bridge and high-water
mafk, measured in the center of the greatest span.
"2. If below the mouth of the Missouri, they shall have one span of 600, or two
spans of 450 feet each, in the clear of abutments. » « » • # »
" 4. No draw-bridge, with a pivot or other form of draw, shall be permitted.
" Beaohedf That a copy of this report and resolutions be sent to each member of the
Senate and House of Representatives from Missouri at Washington."
These resolutions were unanimously adopted by the Exchange, and may, therefore,
be taken as the authoritative expression of the largest and most influential body of
merchants, shippers, and steamboat-men in the valley of the MiRsissippi. Among the
lift:een names are those of ten gentlemen directly interested in river navigation, and,
with very few exceptions, these were all representative men in that interest.
In recommending such unusually long spans, the committee was informed at the
time by me that arches of such great lenjjth were entirely practicable, but that trusses
increased in weight so rapidly in proportion to the span, that their great cost made
them virtually impracticable. It was for this reason, and with a full knowledge of
the fact, that in defining the height, the words " measured in the center of the span " were
inserted by this committee.
These resolutions were published in the papers at the time, and every one had, there-
fore, full notice of the height agreed upon, and that that height referred expressly to
the center of the greatest span over the channel. After a company has, during the last
five 3'ears, expended millions of dollars in constructing a bridge with spans greater
and higher than those required in these resolutions, and with its plans publicly exposed
on 'change all the time, it is a remarkable fact that some of the gentlemen who were
most influential in shaping the report of the committee in 1866 have been the most
active in 1873 in obtaining from six eminent United States engineers an official declar-
ation that the bridge, whose dimensions they were chiefly instrumental in fixing, will,
when completed, prove " a very serious obstruction to navigation ;" and this, too, after
being prominently active in securing an official declaration from the Merchants' Ex-
change, of St. Louis, that these dimensions will "preserve a comparatively uninter-
rupted navigation on the Mississippi." This Exchange is composed of more than 1,000
members, a large number of whom are owners and captains of steamboats, while
almost every one in it is more or less directly interested in preserving the navigation
of the river. On such questions it can speak more intelligently than any other body
in this valley.
It is no justification for the bad faith of these recalcitrant committee-men to say
that the Exchange declared in 1873 that 75 feet in height was requisite for the safe
navigation of the Mississippi. The Exchange did not, like them, ignore and repudiate
in 1873 what it said in 1866. The height of 75 feet, as will be seen by the resolution of
last May, applied only to bridges that may be built below St. Louis.
It will, on these facts, be conceded that it was an error of the Board to assume that
greater height than is given by the center arch of this bridge is really necessary.
The tenth objection to the bridge is because its arched make the following method of
navigating bridge-openings impracticable when descending the stream:
" In case of wind, a boat can be dropped through the opening by lines made fast to
ring-bolts in the pier itself. The chance of dropping through along the pier is not
available in this case, as the arch of the center span springs from a point about at the
level of high water of 1844."
This metliod of navigating bridge-openings, I think, originated with the Board, as it
is not credited to any of the steamboat-men examined, and has not yet, I believe, beea
used on these rivers. I have never seen a steamboat or other vessel dropped diwn in
a current by a line attached to a ring-bolt below her, and I think the laws of gravity
would prevent the success of the system, even if this bridge had unlimited head-room :
but as the proposition seems seriously advanced by United States engineer officers
of the highest rank, and as objection is made to the bridge, becanse the proposed sys-
tem " is not available in this case," I have deemed it proper to question experienced
REPORT OF THE CHIEB" OF ENGINEERS. GG&
navigators of the Mississippi on the subject. I quote the following reply from letter
No. 2 :
" As the face of the piers is only from one-fourth to one-sixth of the length of the
large steamers, we dou t know how such a thiug is possible. Ring-bolts, to be useful
in dropping a steamer, must be place4l above the boat, uot beluw her. To check the
lower end of the boat, as it eut<ers the opening, by fastening to ring-bolts in either
pier, would simply result in having the upper eud swing around broadside, and would
probably wreck her on one of the piers. The up)>er end could not, of course, be con-
trolletl by ring-bults 150 or '200 feet below. lu case of wind it would be still more im-
practicable."
From this it is evident that, without further exydanation, the proposed system of
ring-bolt navigation will meet with but little favor from the steamboat-men. Ou their
testimony I feel justified in saying that this tenth statement of the board is not sus-
taine4l.
The Board thinks the steering through 174 feet of the center of the archway would
be a matter of great uncertainty, but the testimony in the letters directly refutes this
objection. Letter No. 2 declares ou this point : " It wonld not be a matter of any diffi-
culty. •* • * * Many of the channels through the difficult bars below St. Louis
are not over 100 or 150 feet wide, and these are run by the largest boats, either by
buoys in them or by marks ashore.*' So much for the eleventh objection of the Board.
The report says : " They would moreover state that arched trusses, like those under
constraction, present so many difficulties to free navigation that, iu future, their use
should be prohibited in plans for bridges over navigable streams."
It is to be regretted that the Board was not more explicit in defining the '' so many
difficulties" before condemning the u^eof aform which often combines the highest
economy with the most elegant and graceful proportions in architecture and engineer-
ing. Only two of these ''many difficulties" are clearly indicated in the report. One
is, that it prevents the proposed system of navigation by ring-bolts ; and the other is,
the danger to life in case the upper works of the boat shonld come in contact with the
arch.
The opinion of practical navigators, as set forth iu the letters, seems to prore that
ring-bolts wonld be nseless, even if there were no arch to limit the head-room, and
therefore the first objection falls to the ground. In the second one, the Board offers-
only the alternative of narrow piers and danger to the bull versus wide arches and
danger to the upper works. As practical navigators (see the secoud letter) assert that
injury to the hull would be more dangerous than to the upper works, the second objec-
tion falls also. Uuder this evideut diversity of sentiment t>etween practical boatmen
and the Board, it would seem advisable not to prohibit the nse of arches until experience
shall demonstrate what insuperable difficulties will really result here when this bridge
is completed. On almost every navigable river in Europe arches are in use, and are
passed without delay by steamers. It will be asserted that these steamers are much
smaller than ours; but it may be answered that the arches under which they pass are
also much smaller and lower. Certaiuly a large vessel can pass through a large one
as safely and easily as a smaller one can through a small archway, if the relative pro«
portions of the arches and vessels be the same.
The report says of the proposed canal: "The steamboat-men have stated to the
Board that they would be satisfied with this modification, and the engineers of the
bridge company only raise as an objection the delay to trains caused by opening aud
shutting the draw." ,
I do not know what authority the Board had for thus committing me to a plan which,
iu my opinion, is impracticable and useless. No " bridge-engineer" but myself is justi-
fied in speaking authoritatively on any proposed modification of this bridge, and I was
not addressed ou the subject by a single member of the Board, nor in any way notified
of its appointment or sitting. Colonel Flad, who was temporarily m charge of the
work during my absence, assures me that he gave no authority for any such statement^
Dor do I know of a "bridge-engineer" wb# did. If consulted on the subject, I should
have objected to the canal, for several reasons: First, it is absolutely unnecessary ;
second, it would delay the completion of the bridge; third, it would be enormously
expensive; fourth, it would destroy all of the woarf of East St. Louis alongside of
the canal ; fifth, it would ruin the landing for several hundred feet below the canal,
by causing a deposit along the shore ; sixth, it would involve a draw-bridge, which
would be inconvenient and dangerous, if ever opened; and, seventh, it would mutilate
the bridge.
It has never been claimed that the bridge will not, to some extent, prove an impedi-
ment to the free navigation of the river. A single pier cannot be planted iU its chan-
nel without involving increased caution on the part of those who navigate it, nor can
a structure be thrown across the stream which will not either limit the height of that
which floats beneath it, or retard its progress until a draw be opened to let it pass. The
right, however, of the traffic which flows east or west to cross the river is luUy equal
to that of the commerce on the river to go to the north or south. They are both com-
mon interests of the whole country, and the one cannot be favored at the expense of
670 REPORT OF THE CHIEF OF ENGINEERS.
the other without loss to the nation. Both intersect each other at St. Louis in such
volume that mutual concessions are imperative to insure the least delay to each other.
These facts must be patent to the uneducated mind, and should not be ignored by gen-
tlemen of intelligence when sitting as experts in a matter where the question of what
concessions should be made by each of these great interests really underlies the prob-
lem they were ordered to investigate. If they bad no authority to consider this cardinal
question, there was no necessity of convening so much ability ; for it requires no great
intelligence to discover that two piers standing in the main cbannel are an obstruction
to navigation, and that the sides of an arch are too low to permit the passage of a
craft as high as the crown of it. Yet this is really the sum-total of the information
given us by the Board. Such a result is no less unfortunate for the Board than for the
bridge company. For the ability of its members in their legitimate profession, no one
entertains more profound respect than myself. The question of obstruction to naviga-
tion, however, is not an engineering one. It is one in which the judgment of expe-
rienced boatmen is of more value than that of the ablest engineers living. I cannot
help regretting, therefore, that the Board thought its instructions did not require it to
hear evidence in favor of, as well as complaints against, the bridge.
Constrained by a sense of official duty not to seek for the testimony of experienced
steamboat-men in favor of the bridge, the Board was deprived of the intelligent and
liberal opinions of such gentlemen as those whose views are herewith submitted, and
the result is that it was unconsciously biased in its judgment while striving to dis-
charge its duty conscientiously. The report, therefore, reflects the absurd objections of
the complainants, and some of those are set forth with an amount of surperlatives
which serve to make their fallacies still more prominent. Unreasonably high chim-
neys are declared " really essential for an economical combustion of fuel.'' Dealing
with lar^e ones is " a very serious matter, indeed," because their weight is ** so
utterly disproportionate to their strength," that they cannot be let down ** without
very great danger and labor;" pilot-houses cannot be lowered because "experience
has decided most clearly " that they must be maintained too hi^h for the arch; " great
loss of life" will most probably occur if the upper works collide with the arch, but
none is expected from the boat striking narrow piers ; ring-bolts cannot be used iu
dropping boats through : " the piers are too far apart to serve as guides ;" lights on the
arch ^* will be of no great assistance," and therefore the bridge is not simply declared
an obstruotionf nor even a «moi(« obstruction, hnt^^ a very serious obstruction to naviga-
tion."
This recit-ation of difficulties and objections is greatly to be regretted for reasons be-
yond those which affect the bridge ; for when gentlemen of acknowledged technical
ability are led, from any cause whatever, to ntt>er opinions which experience disproves,
or judgments which time will reverse, public confidence iu the value of scientitic
acquirements is lessened, whereas their real worth, when legitimately applied, can
scarcely be overestimated.
As a remedy for imaginary difficnlties, the Board proposes to destroy the stone
arches on the Illinois shore, and in their place to make a canal with a draw-bridge over
it. One argument in favor of this scheme is as follows : They [the Board] think, more-
over, that it will only be in exceptional cases that ** boats will desire to pass through
this draw, so the delay to trains from this cause will not be excessive." In this opin-
ion 1 fully concur. I fail, however, to see the propriety of building such an expensive
canal for such exoeptknal cases. This one argument alone is certainly sufficient to
condemn the proposition it is intended to sustain.
The remarkable decision rendered against your bridge, and the remedial canal pro-
posed, will constitute one of the notable incidents oonnect<ed with its history. If there
be any who still think the structure will prove a very serious obstruction to naviga-
tion, the indulgence of a little patience from them must be asked until the completion
of the work, and then the bridge will vindicate the judgment of the St. Louis Mer-
chants' Exchange, which officially fixed its dimensions in 1B66, and secured from Con-
gress an incorporation of them in the charter of the company, in strict conformity to
which the bridge is now being constructed.
Respectfully submitted.
James B. Eads, Chief Engineer.
Letter No, 1.
Mayor's Office, St. Louis, Xovember 7, lr73.
To the IllinoU and St. Louis Bridge Company, Capt. James B. Eads, Chit^ Engineer :
Bear Sir : Having been requested to give my opinion as to whether the Illinois and
St. Louis bridge, now building across the Mississippi River at St. Louis, can hr»
considered an obstruction to navigation, I have to state that, in one view of the cm*';
every formidable object placed in tne channel of a river is an obstruction to navigation
but it is also clear that bridges are a necessity, and that they cannot be built over
REPORT OF THE CHIEF OF ENGINEERS. 671
large streams without placing piers where they must interfere more or les-s with navi-
gation.
The spans of the Illinois and St. Louis bridge are the largest arch-spans in the world,
the central river piers being over 500 feet apart, and consequently interfere less with
the free navigation of the river than any other span-bridge.
From observation and from twenty years' experience as a boatman and navigator of
the Mississippi River, if I was iq charge of one of our largest steamers, (numbers of
which I have commanded,) I would not be afraid to take ner through between the
pierS; even in a storm or any other weather except fog, and it is impracticable to run a
fiteamer anywhere on the river in a fog.
I consider the proposition of the Government engineers, to drop a steamer between
the piers tUncn strmm by the aid of ring-bolts attached to the piers, as entirely unneces-
sary, impracticable, and contrary to the laws of gravitation.
In relation to the elevation of the spans of the bridge, it would have been better if
the arches ha<.l been higher, as in some stages of water it may prevent the largest class
of steamers from passing under it even if their chimneys were lowered, and to pass
under it in high-water would necessitate a change in some portion of the upper works,
such as the texas (so called) and pilot-house. I think the pilot-houses could be so
located and constructed that the largest steamers could pass ander the arches at the
highest stages of water, but, in my opinion, it would be at the sacrifice of the symme-
try of the boat, and somewhat of the adaptedness of the location and construction of the
pilot-house for piloting purposes. As between the present structure without a draw,
having piers 500 feet apart, and a structure with a draw and piera only 174 feet apart,
I am satisfied the present bridge will obstruct or interfere with a much smaller pro-
portion of the various craft navigating the river.
While I greatly wish that the arches of the bridge, could have been placed higher,
yet I know that was impossible from its location and ooitnection with the tunnel, the
height of which was arbitrary on account of having to pass under the streets of the
city ; hence the height of the arches had to conform to the height of the tunnel.
In regard to making a canal around the east abutment of the bridge, on the East
St. Louis side, I should think it a poor commentary on the good sense of our law-
makers at Washington to authorize the damming-up of the Mississippi to such an
extent as to render it necessary to construct u canal in place of it. Indeed, I think it
would be a poor way of remedying the evil, for it would create another, by destroying
the East St. Louis levee ; and, even if constructed, I do not believe enough steamers
would pass through it to pay toll sufficient to maintain it, saying nothing of the origi-
nal cost.
Finally, the Illinois and St. Louis bridge has now been nearly five years in con-
stant construction, at a cost of probably |10,000,000, and I consider its completion more
vital to the interests of St. Louis than any other public improvement now in prog-
ress, and to delay or obstruct its completion would be a very great injury not only
to the business of the city, but to the country at large, and especially the commercial
development of the West. Whatever inconvenience may be caused the larger class of
steamers during extreme high-water, (which is to be regretted,) yet we must come
back to the original proposition, viz. Are not the advantages accruing to business and
commerce, through the instrumentality of the bridge, of far greater importance than
any injury it may entail upon river-navigation f and the answer must be emphatically
in favor of the bridge. I consider the time for fault-finding or urging its removal as
having more than elapsed, and that now no obstacle should be placed in the way of its
earliest completion, leaving the future to dictate what means, if any, may seem neces-
sary to obviate any difficulties that may present themselves ; for I consider the struc-
ture one of national importance, and in every point of view past modification or
removal.
Very respectfully,
Joseph Brown. Mayor,
Letter No. 2. ^
St. Louis, Novemher^, 1873.
Dear Sir: We are in receipt of your letter of November 1, 187:*, requesting replies
to certain questions herein repeated, which we have answered in their respective order,
as follows : ^ Ml
Question. At what height do you deem it really essential to place the pilot above
the surface of the water lor safe navigation of the largest steamers on this river?
Answer. An elevation that will give the pilot a fair view of the upper outlines of the
boat. In no case is it absolutely necessary fur safety to exceed 35 or 40 feet abo7e the
water-line.
Question. In passing through an archway of this bridge, would it be a matter of very
great difficulty to keep the boat within a width of 174 feet, occupying the central por-
tion of the archway T
Answer. It would not be a matter of any difficulty, as the current runs parallel with
672 REPORT OF THE CHIEF OF ENGINEERS.
the face of the piers. Many of tfae channels throagh the difficult bars below St..
Louis are not over 100 or 150 feet wide, and those are run by tbe largest boats, either
by buoys in them or by marks on shore. It is when steamers have barges or other
vessels in tow that wide spans iu bridges are most important. In foggy or very windy
weather it would not be safe to attempt running narrow and diSicult channels an i/-
ivhetr on the river, and in such weather there would, of course, be some danger in piss-
ing through the bridge.
Question. Is it a matter of great labor or danger to raise or lower the largest chim-
neys on the river with the usual a])pliauces of falls and derricks?
Answer. We have often raised and lowered them, and do not think, with such appli-
ances, that it is either dangerous or a very great labor. We believe $1,000 or §1,500
would pay for hinging the cTiimueys and providing improved appliances by which the
largest chimneys in use could be readily lowered and raised.
Question. Do you deem such very high chimneys really necessary for economy of fuel
or draught ?
Answer. We think not ; too great a draught may be created for economy ; the proper
construction of the furnaces render extra lengths of chimneys unnecessary.
Question. If there was clear head-room alongside the piers of the St. Louis Bridge,
would it be practicable to drop a large steamer through by means of lines and ring-bolts
fastened to the piers, either iu windy or clear weather.
Answer. As the face of the piers is only from one-fourth to one-sixth of the length of
the large steamers, we don't know how such a thing is possible. Ring-bolts, to be use-
ful in dropping a steamer, must be placed above the boat ; not below her. To check
the lower end of the boat as it enters the opening, by fastening to ring-bolts in either
pier, would simply result in having the upper end swung around broadside, and would
probably wreck her on one of the piers ; the up}>er end could not, of course, be con-
trolled by ring-bolts 150 or 200 feet below it. In case of wind it would be still more
impracticable.
Question. Do you' believe steamboat-men are generally hostile to this bridge T
Answer. We believe, on the contrary, that a largo portion are friendly to it, because
it proves that wide spans are practicable. Of course they would prefer higher spana,
bat they recognize the right of the railways to cross tbe river, and they feel that the
steamboat interests must make reasonable concessions. We think the construction of
any steamer afloat can be altered at little cost, so as to enable her to pass \t» arches at-
all stages of water. These alterations would only relate to her upper works. Large
boats need seldom go above the bridge, and can, in high-water, take a little extra care
in going through it. If it were located below the city, and in the constant (rack of
the big boats, it would then he important to have the arches much higher.
Question. What do you think of the canal proposed by the United Stat^js engineers T
Answer. We think it altogether impracticable.
Question. For safe and convenient navigation, would it be preferable for this bridge
to have an opening limited in width by piers to 174 feet, but with clear head-room lor
chimneys and upper works, or to have an archway of 5*20 feet, with the central 174
feet of it limited m height to oO above the city directrix ?
Answer. As the portion of the archway that is full 50 feet high is greatly more
than 174 feet in ordinarj'^ water, and as very high-water conies quite rarely, we think
the present form and width greatly preferable, so far as safety is concerned. It i»
chiedy a question of which is the greatest danger, having the hull collide with the
piers or having the ujiper works damaged by the lower part of the arch. The latter
accident would, of course, be much less dangerous, aud hence the wide span is much
safer.
N. S. Gkeex,
Steamer Richmond.
John McCloy,
Steamer ContinentaL
N. BOFINGKR,
Praiident St, Louis and Xeir Orleans Packet Company.
^ Jxo. W. Cakrolu
Superintendent St. Louis and New Orleans Packet Compantf.
Henry C. Ha.vrstick,
* rive- President MissisHippi VaUey Transportation Company^
Theodore Laveille.
J. P. Fitzgerald.
Daniel G. Taylor.
Geo. W. Ford.
Barton Able.
W. H. Brown.
J. S. Nanson.
P. Yore.
Capt. James B. Eads,
Chief Engineer of the Illinois and St. Louis Bridge.
REPORT OF THE CHIEF OF ENGINEERS. 673
Affidavit oj Mr. John W. Noble,
Stats of Missouri,
County of St. LouiSy ss :
John W. Noble, being duly sworn; on bis oath deposes and says, that be is acquainted
witb the proceedings of the Board of engineer ofhcers, so far as the same were made
public, under Special Orders No. 169, War Department, Adjutant-General's Office,
Washington, August 20, 1873, to examine the St. Louis and Illinois Bridge across the
Mississippi at St. Louis, and report whether the bridge will prove a serious obstruc-
tion to the navigation of said river ; and, if so, in what manner its construction can be
modified ; which proceedings were had at St. Louis, commencing September 4, 1873 ;
that affiant appeared before said Board with Dr. William Taussig, managing director
of the Dlinois and St. Louis Bridge Company, affiant acting as attorney and counsel.
That on September 2, 1873, the bridge company had addressed to the said Board of
Engineers a written communication, requesting, among other things, that tbe corpora-
tion should be allowed to appear and be represented before the Board by its officers
and counsel, to assist in obtaining, arranging, and eliciting testimony, and also re-
questing the Board to have its proceedings and all testimony adduced reduced to
writing by a short-hand reporter. To this commnnication a reply was received from
the Board by the company, in writing, dated September 4, 1873, stating, among other
things, that the Board was desirous of having the company represented by its chief
engineer, and by any other executive officers of the company, by the company thought
best ; but the Board did not desire to hear legal counsel, as it was not directed to con-
sider questions of law ; and also saying that the Board was not authorized to take
sworn testimonv, but only such as persons interested might choose to give ; and the
Board did not therefore consider it worthy of being recorded in the maimer proposed.
When this answer was received the Board went into open session, and affiant and Dr.
Taussig were informed that they might attend if they saw fit. Affiant and Dr, Taussig
went before the Board, and there were present also Capt. John S. McCune and some
other representatives of the river interest, with Mr. Bryson. Some interchange of
opinion was then had between said Taussig, affiant, and the members of the Board,
regarding the propriety of the company preparing, arranging, and presenting testi-
mony by affiant, as attorney, on the different branches of facts and statistics as to
the navigation of the river, and statistics as to other branches of commerce in con-
nection therewith : the result of which was, that affiant was told that Uiere would
be no objection to his presence, but that no legal discussions would be entertained.
The Board then proceeded to hear the statement-s of Captain McCnne and others
against the bridge, Colonel Bryson acting as agent or attorney in making suggestions
to witnesses against the bridge, propounding questions, and otherwise acting in the
capacity of an attorney. Affiant does not mean that the said Bryson was an attorney-
at-law, but acted in that character.
The witnesses against the bridge testified concerning the heights of boats, their chim-
neys ; the character of the St. Louis Harbor ; the necessity tor high pilot-houses and
tall chimneys; the comparative safety of raising or lowering steamboat-chimneys;
whether they could be lowered and raised at all ; whether artificial draught could be
used: the expense that would be incurred by preparing chimney and the -difficulties
of piloting boats under the bridge.
The persons who appeared at the different sessions and gave testimony against the
bridge were Capt. John S. McCune, Captain Silvers, Capt. £. W. Gould, C^pt. J. B.
Pegram, Mr. James Collins, and it may be some others. A paper was presented, to the
following purport, to the Board : " The river interests, represented by those present,
hold that the lowering of the pipes and pilot-houses is impracticable, and any bridge
requiring it to be done, for any considerable portion of the season, is a serious obstruc-
tion to navigation ;" to which were affixed the names of several of the persons opposing
the bridge, they being present and assenting thereto. ' This paper was received by the
Board, having been suggested and prepared, as affiant remembers, by General Warren,
as a means, it was said, of shortening the Investagatirm.
The bridge companv had secured the attendance of a number of steamboat-men en-
tertaining views on tne questions which the Board had investigated directly opposed
to those already received by the Board, and was prepared to bring forward other river-
men of experience, who were of opinion that it was not impracticable to lower steam-
boat-chimneys and pilot-houses ; that it was more desirable to alter the boats than
the bridge, and that the alleged difficulties of piloting under the bridge did not exist.
Of these the company presented Capt. Bart.* Able and Capt. George W. Ford ; Captain
Ford expressing tne opinion that steamboat-chimneys were built a third higher tiian
they ought to be.
Aiffiant then proposed to meet the paper already received by a paper to the contrary,
43b
674 REPORT OF THE CHIEF OF ENGINEERS.
signed by river-men holding views exactly opposed to those expressed in the paper
received, and asked if it would be received. The president of the Board said he did
not think it would.
Affiant then — it being Friday afternoon — ^proposed an adjournment until next Mon-
day morning, that the company might bring forward its other witnesses, stating that
the company had not been informed by reasonable notice of the coming of the Board ;
that the other side, protesting against the bridge, and upon whose application the
special order was issued, had had every means of knowing the questions to be raised
and preparing therefor, while the company had had no reasonable notice, and was de-
sirous of the adjournment only to concentrate their testimony. The members of the
Board expressed themselves not only as opposed to any ac^ournment, but to hearing
any further testimony, except from the chief engineer, and to make such inquiries of
a scientific character as they saw fit.
Dr. Taussig joined with affiant in his reonest of an adjournment for the purpose of
presenting further testimony, stating, in effect, that the other side had had months,
while the bridge company had had only a few days ; but was also told that there would
be no continuance, and that further testimony was not expected except from the en-
gineer and on scientific questions.
Whereupon the bridge company, speaking through affiant and Dr. Taussig, informed
the Board that they withdrew from any further participation in these proceedings,
leaving Colonel Flad, the engineer, at the request of the Boards to give them such
scientific information as they stood in need of.
Affiant has read a printed report, purporting to be a report of said Board, dated Sep-
tember 11, 1873, addressed to the Chief Engineer of the United States Army, wherein
appear the following statements : ''The apparently unreasonable height and size of the
chimneys in general use on these steamboats are really essential to secure a good
draught to the furnaces and economical combustion of fuel. Artificial means to pro*
cure, the same end are generally very expensive, and often inefifective.
"Although it is a comparatively easy task to lower small chimneys, dealing with
those of large size is a very serious matter indeed. « • • •
The elevated position of the pilot-house is necessary to enable the pilot to have unob-
structed view of the river ahead and the stern of his boat. Experience has decided
this point most clearly.''
And wherein it is also said : ** There remains still to be considered the practical diffi-
culty of keeping a boat within the limited width necessary for safety. It is the opinion
of the Board that this will be a matter of very great uncertainty, and this is also the
view taken by intelligent pilots who were questioned on this point ;" which report
then proceeds to give the reasons stated by said pilots to maintain this proposition.
Affiant says that the said Board did not, and would not, give the bridge company
the opportunity to produce before them the testimony they had at command on reason-
able notice, and opinions of numerous experienced pilots and steamboat-men, whose
views were entitled to consideration, and which would have been against the conclusion
and reasons stated in the said report, and above quoted. And further affiant saith not.
John W. Noble.
Subscribed and sworn to l^efore me this 26th day of November, A. D. 1873, at my
office in St. Louis,
r T Theo. F. Childs,
l^^^l Notary Puhlio, St, Louis County, Missouri.
B4.
Affidavit of Mr. William Taussig.
State op Missouri,
County of St. Louis, ss. :
William Taussig, being duly sworn, on his oath says that he is a member of the
Board of Directors of the Illinois and St. Louis Bridge Company, and the chairman of
its executive committee ; that on the occasion of the investigation had by the Board
of engineer officers, convened under Special Orders No. 169, War Department, A^utant-
GeneraVs Office, dated Washington, August 20, 1873, to examine the oonstructiou of
the St. Louis and Illinois Bridge, and report whether the bridge will prove a serions
obstruction to river-navigation, and if so, in what manner its construction can be modi-
fied— which proceedings were had at St. Louis about September 4 and following days-^
he was present at the sittings of said Board, and represented the bridge company, in
connection with John W. Noble, who acted as counsel for said company.
Affiant states that he has read the affidavit of John W. Noble, dated November 26,
1H73, and that the statements therein contained are true ; and, in addition thereto, afil-
REPORT OF THE CHIEF OF ENGINEERS. 675
/
aDt farther states that said bridge company has never received from said Board of En-
gineers or from the War Department any official notification whatever of the issnance
of said order No. 169, nor of its object, nor of the grounds of any complaints which
may have been made against said bridge, nor of the names of any complainants, nor
of the day or time of the sittings of said Board of Engineers, but that said bridge com-
pany was entirely ignored and disregarded ; that tbe only information derived by the
company of these intended proceedings was from the reports of newspapers some two
weeks before the sitting of Haid Board of Engineers ; that the bridge company, being
largely ii>terested in the snbject-matter to be investigated, and being possessed of, or
able to fiiruish, much valuable testimony and other evidence in relation thereto, ex-
pected to be notified and informed as to the character of the complaints made against
the bridge ; but that, receiving no notice, after waiting within a few days of the meet-
ing, this affiant called personally, on the 30th day of Au^nst, 1873, on Colonel Simpson,
in order to obtain such information ; on which occasion all he could obtain was a
printed copy of the order convening said Board, which was handed to him personally,
but in nowise took the character of an official notification to the company ; that there-
upon the president of the bridge company and tbe undersigned sent to the Board of
Eugineers a letter, a cony of which is hereto annexed, and received from said Board a
reply thereto, a copy oi which is also annexed, that at the sittings of the Board of
Engineers, to wit, during the whole of Thursday, the 4th, and during Friday, the 5th.
of September, up to 2 o'clock p. m. of that day, only the complainants against said
bridge and their witnesses were heard and examined by the Board ; that during that
time a great many persons, witnesses procured ^y the bridge company to attend, had
called and were present for the purpose of being heard, but left again because no op-
portunity was given them ; that on Friday, September 5, at 2 o'clock p. m., the first
two witnesses of those in attendance on behalf of the bridge company were given an
opportunity to testify, and that at the close of their testimony. It then being late and
ail their witnesses having left, affiant, in behalf of the bridge company, asked for an
adjournment to the next day (Saturday) or to the Monday following, in order to enable
the company to bring forward important evidence upon the points involved and as to
the complaints made, tending to disprove such statements as had been heard from
complainants against tbe bridge, and which statements were the first intimations the
company had of the grounds of complaint. In making this request affiant stated that
the bridge company " askod only for as many hours as the complainants had ^ad weeks
within which to prepare their testimony," as was evidenced by the complainants' care-
fully-prepared plats, schedules, measurements, and otherwise organized opposition to
the bridge.
This request was positively denied, and when this affiant stated that a great many
old and experienced steamboat-men were ready to disprove the statements of those
complaining against the bridge, one of the members of said Board of Engineers, Major
Warren, said, *' If a thousand steamboat-men should come and say that this bridge was
no obstniction, it would not change my opinion."
And thereupon, as affiant further says, the bridge company asked at least for the
privilege of being allowed to present a paper sigued by steamboat-men and experts
similar to the one which had been prepared by the Board of Engineers and by them
handed to tbe complainants present for signature, but of the contrary import. This
request was also denied, whereupon the bridge company, represented by affiant and
their counsel, formally protestea against said proceedings as partial and one-sided,
and withdrew from all participation therein.
Affiant says that the bridge company would have been prepared, if sufficient and
reasonable time had been granted them, to disprove, by a large number of experienced
and expert persons, by statistics, by measurements, and by adducing of facts, all of the
grounds of complaint which had been heard and considered by said Board, but by the
arbitrary and summary action of said Board they were prevented therefrom.
Wm. Taussig.
Subscribed and sworn to before me this 4th day of December, A. D. 1873.
[SEAL.] THKO. F. ChILDS,
Notary PiibliOf St. Louis County^ Missouri.
C.
Personal statement of Colonel James H. Simpson, Corps of Engineers.
St. Louis, Mo., January 17, 1874.
General: Touching the affidavit of William Taussig, esq., a member of the Board
of Direectorsof the Illinois and St. Louis Bridge Company, and chairman of the
execntiye committee, on the mode of conducting the investigation by the Board of
676 REPORT OF THE CHIEF OF ENGINEERS.
United States Engineers convened under Speeial Order No. 169, War Department,
Adjutant-GeneraPs Office, Washington, August 20, 1873, which is among the papers
referred by the Chief of Engineers, United States Army, under date of December 30,
1873, to the Board at its present session, for consideration and report, as senior mem-
ber of the Board I think proper to make the following answer, so far as it relates to
my action previous to the organization of the Board on the 4th of September, 1873 :
Dr. Taussig, in his affidavit, swears " that said bridge company has never received
from said Board of Engineers or from the War Department any official notification
whatsoever of the issuance of said order No. 169, nor of its object, nor of the grounds
of any complaints which may have been made against said bridge, nor of the names
of any complainants, nor of the day or time of the sittings of said Board of Engineers;
but that said bridge company was entirely ignored and disregarded ; that the only in-
formation derived by the company of these intended proceedings was from the reports
of newspapers some two weeks before the sitting of said Board of Engineers."
In reply, I assert that on the ^oth day of August, 1873, as senior member of the
Board, I addressed the following communication to Capt. John S. McGuue, president of
the Keokuk Northern Liue Packet Company :
" Enginbrr Office, United States Army,
"1122 Pine Street, St, Louis, Alo.y August 25, 1873.
^*SiR : In order to facilitate the work of the Board to examine the bridge over the
Mississippi River at this city, I would be glad to know the names and dimensions of
a number (as great a number as p(KSvSible) of the largest packets and tow-boats which
ply on the river past this city. The information should come from reliable Bources,
and could be given in a form like the inclosed.
" Very respectfnlly, your obedient servant,
"J. H. Simpson,
" Colonel of Engineers j U. S. A.
" Capt. John S. McCune,
"President Keokuk Northern Line Pcieket Company, St, Louis, MoJ*
On the same day that I addressed the above letter to Captain McCune, August 25,
I called at the office of the bridge company, on Col. Henry Flad, acting chief engineer
of the bridge company in the absence of Mr. J. B. Eads, understood to be abroad, and
requested him to furnish such drawings of the bridge as might be necessary for the
use of the Board, which was to convene on the 2d of September, for the purpose of
determining whether the bridge was an obstruction to navigation. Colonel Flad
politely furnished me with an official drawing of the bridge, as may be seen by the
following correspondence:
"Engineer Office, United States Army,
" 1122 Fine Street, St, Louis, Mo., August 26, 1873.
''Colonel: I acknowledge, with thanks, the receipt of the tnicing, designated
'skeleton' of Illinois and St. Louis Bridge, which yon have kindly forwarded to me,
in accordance with my request of yesterday. Shall I return it to you, or can the
Board of Engineers, which are to convene here on the 2d proximo, have it for file with
their report T
" Very respectfully, your obedient servant,
*' J. H. Simpson,
" Colonel of Engineers, U, S, A.
" Col. Henry Flad,
*' Chief Assistant Illinois and St. Louis Bridge Company, St. Louis, Mo."
"St. Louis, Mo., August 28, 1873.
" Colonel : I have the honor to acknowledge the receipt of vour favor of the 23di
[26th, 1 and beg leave to inform you that the skeleton-map of the Illinois and St.
Louis Bridge which I sent you need not be returned, but is at your service or that of
the Board of Engineers.
" Very respectfully, your obedient servant,
"Henry Flad.
"Col. J. H. Simpson, U. S. A."
The foregoing will show that the bridge company had at least a week's notice of the
meeting of the Board, and of its purpose ; and it also answers another portion of Dr.
Taussig's affidavit, in showing that the bridge companv had not only " as many hours
as the complainants had been granted weeks to get their evidence ready,'' but that
each party had the same time.
Dr. Taussig also swears " that the bridge company being largely interested in the sub-
ject-matter to be investigated, and being possessed of or able to furnish much valuable
REPORT OF THE CHIEF OF ENGINEERS. 677
testimony and other evidence in relation thereto^ expected to be notifiod and informed
as to the character of the complaints made against the bridge, but that receiving no
notice, after waiting nntil within a few days of the meeting, tliis affiant called per-
sonally on the 30th day of Angnst, 1873, on Colonel Simpson, in order to obtain snch
information, on which occasion all he could obtain was a printed copy of the order
convening said Board, which was handed to him personally, but in no wise took the
character of an official notification to the company/'
In answer to the foregoing charge, I aver that on the 30th of Aagast I addressed to
Dr. Taussig the following letter :
"Engineer Office, United States Army,
« 1122 Pine Street, St Louis, Mo,, August 30, 1873.
** Sir : As requested by you verbally to-day, I transmit herewith, for the information
of the Board of Directors of the Illinois and St. Lonis Bridge Company, a copy of
Special Order No. 1(59, paragraph 10, War Department, Adjutant-General'a Office, dated
August 20, 1873, directing a Board of Engineers, United States Army, to convene in
this city on the 2<1 proximo, or as soon thereafter as practicable, to examine and report
upon the Illinois and St. Louis Bridge.
" Very respectfully,
" J. H. Simpson,
" Colonel of Engineers^ U, S» A,
" William Taussig, Esq., 8L Louis, MoJ*
This letter certainly bears on its face an official character, and with the previous cor-
respondence with Colonel Flad, the acting chief engineer of the bridge company, shows
that the bridge company had not only not been " ignored and disregarded," to use the
language of Dr. Taussig's affidavit, by the Board, but that as senior member of the
Board I had, previous to the meeting of the Board, done everything fairly and in good
faith for facilitating the business of the board when it should convene.
But further, Dr. Taussig, while swearing positively that the bridge company had
received no official notification of the meeting of the Board, in the very next paragraph
of his affidavit expressly acknowledges it in the following words:
'' That thereupon the president of the bridge company and the undersigned sent to
the Board of Engineers a letter, a copy of which is hereto annexed, and received from
said Board a reply thereto, a copy of which is also annexed."
The following is an extract ixom the letter of the president of the bridge company
and Dr. Taussig referred to, and will show more fully that the bridge company not
only received a cop3' of the order of the War Department convening the Board, com-
municated by my letter of August 30, but that they considered it official :
" St. Louis, Mo., September 2, 1873.
'* Col. James H. Simpson, M%j. GJouverneur K. Warren, Maj. Godfrey Weitzel,
M%j. William E. Merrill, and Ma,j. Charles R. Suter, Board of Engineers under
Special Orders No, 169, War Department, August 20, 1873.
*' The undersigned, the Illinois and St« Louis Bridge Company, having learned from
a copy of Special Orders No. 169, issued by the War Department, and obtained from
you on Saturday, the .30th ultimo, by personal request, that your honorable Board is
convened in this city for the purpose oi examining the construction of this company's
bridge, and reporting whether it will prove a serious obstruction to the navigation of
the Mississippi River, and, if so, in what manner its construction can be modined, begs
leave to represent that this company has received no notice and is possessed of no in-
formation as to the grounds for or character of the complaint, if any, on which your
special order is based, and that, being largely interested in your proceedings and final
actions, it feels authorized to respectfully request that you permit it to be represented
at your several meetings by counsel."
It is true that the bridge company in the above letter, while admitting the receipt
of the order of the War Department convening the Board and acknowledging its offi-
cial character, also states that it was *' possessed of no information as to the grounds
for or character of the complaint on which the order from the War Department was
based." But they were put; in the possession of the basis the War Department had
given to the Board for it« action, and therefore all I could give the bridge company ;
and as for the particular grounds of complaint against the bridge, these could not be
known nntil they could be brought out by the Board in its investigations after organ-
izing.
In conclusion, I will state that previously to the assembling of the Board I took all
the precaution, as senior and local member of the Board, I could, to obtain from the
parties on both sides interested in the bridge question the data proper to be laid before
the Board, showing no partiality to either ; and that each party had the same and
snfficient time to enable thejn to prepare themselves for the presentation of their
678 REPORT OF THE CHIEF OF ENGINEERS.
respective cases, in such mode as they deemed best ; and this, in my jadj^ment, was all,
as an individual member of the Board, before its session, I had any right lo do in the
premises.
I am, very respectfully, &c.,
J. H. Simpson,
Colonel of EngineerSj U. S. -1., President of Board.
Brig. Gen. A. A. Humphreys,
Chief of Engineers J U. S, A.
D.
Personal statemsnt of MaJ, G. K, Warren, Corps of Engineers.
St. Louis, Mo., January 16, 1874.
General : The remark made by me in a meeting of the Board of Engineers on the
bridge at this place last September, quoted by Mr. William Taussig in his affidavit
sent to the honorable Secretary of War as showing a want of fairness toward the
bridge company, was made, as those present know, at a time when all the information
necessary to decide the matter under consideration was before the Board. The motive
in making it was to assure Mr. Taussig that, as far as I was concerned, his case lost
nothing by not hearing the steamboat-men whom he had proposed to bring the follow-
ing Tuesday. It was tnen Friday, and the Board, owing to other pressing public duties,
were unable to adjourn until the time thus asked for.
We had, at the time, the drawings of the bridge, furnished by the bridge company,
and we had verified by measurement the principal dimensions shown on the drawing.
We had also the dimensions by measurement of the steamboats of the class whose
business required them to pass the bridge. There were the steamboats themselves, and
there was the bridge itself before us. From these alone it was plain to see with our
eyes that a mfyority of these boats could not pass the bridge at all, which was proof
the bridge was a serious obstruction. It was an undeniable fact. But, in addition
to this, many of the principal business men engaged in the navigation of the river at
the present time had stated to us that the bridge was a most serious obstruction , which
would, when completed, tx) use their own words, ** practically cut the river in two.'' In
the face of this positive statement of those injured that they are injured, I did not give
much weight to the statement of those who are not injured on account of not being
engaged in river-navigation. It is sufficient to make a thiug a nuisance that it be
obnoxious to a large portion of the public by interfering with their rights. This is
especially true as to the effect of this bridge on navigation, for it injures all those
wishing TO pass it, and is only harmless to those who have no large boats engaged in
business requiring them to pass it. The steamboat-men (so-called) whom Mr. Taussig
presented to us are not now engaged in river-navigation, and I have no doubt that a
close examination will show that all steamboAt-men who may be got to say the bridge
is no obstruction have no occasion to pass the bridge, or are in some way benefited by
the injury received by others. It is, therefore, beyond doubt that) according to the
statements of men truly representing the steamboat interest, the bridge is a serious
irjury to navigation.
I wish to state that I have been since the autumn of 1666 (under a resolution of
Congress) engaged at various times in collecting information on the subject of build-
ing oridges across the Mississippi, between St. Paul and St. Louis, so as to cause
the least obstruction to navigation. I have in this period also been a member of
many boards of engineers considering bridges at different places, and on one such
board the question of bridging for the whole Ohio River was considered. I also
planned the bridge across the Mississippi at Rock Island, and located the abutments
and piers. I have also been a member of several engineer boards on various river-
improvements and in charge of improvements. I have bad steamboats and steamboat-
men directly under my control. In all these operations I have been in freouent oon-
Bultation with steamboat-men, and believe I know their views generally on the
subject of bridges nearly everywhere on the western rivers. Therefore, in considering
the bridge here in the heart of the Mississippi Valley, which threatens to sever or clog
this great arterv of commerce in its middle course, I feel that the opinions of river-men
in any one locality should not be allowed to materially affect my judgment.
Besides this personal experience, I had read the voluminous proceedings in the
Wheeliuff-Bridge case, which in essential features was like the one at St. Louis,
where all the points raised at St. Louis about high chimneys and high pilot-hooses
were fully considered and discussed, which bridge the Supreme Court required to be
removed, although there were then but nine steamboats interfered with by it. I had
REPORT OF THE CHIEF OF ENGINEERS. 679
beard all this matter talked over at Cincinnati about a bridj^e that Congress has since
required to be raised, so that I really believe I know all that could be said on the
questions involved. Thus I said to Mr. Taussig, as quoted by him, (in order to show
him that higher considerations than the statement of irresponsible river-men con-
trolled my mmd,) " That if a thousand steamboat-men were to come and say the bridge
was no obstruction it would not alter my opinion.^' I meant no disrespect to the
steamboat-men. I believe there are none of them now engaged in river-business that
will say it is no obstruction to navigation. I do not believe there is any disinterested
man who will come and look at the bridge, who will say it is no obstruction. Those
who may doubt the correctness of my opinion, and the report of this Board, should
come here and look at the bridge and at the steamboats, and not make up their minds
by such misleading illustrations as have been lately given out from the press of the
" I)emocrat " of this place. There can be no doubt that this bridge is an obstruction to
navigation. What modification of the bridge will remedy this is one of exceeding
difficulty. If it should prove that no change that can be devised and carried out will
satisfj^ the interests of navigation, without destroying the usefulness of the bridge,
then justice demands the bridge must come down and a suitable one take its place.
I am not indifferent to the importance to the pnblic and to this great city of having
a reliable means of crossing the river at all times. I am not indifiSrent to the interest
of those who have lavished their money in this undertaking ; but a greater public inter-
est should not be destroyed unnecessarily for their sake. I am convinced that a bridge
suited to this great want, at an expense much less than has already been made, almost
if not entirely unobstructing navigation, could years ago have been completed, upon
designs well known and tried in this country, had not the authors of the present mon-
ster stood in the way.
G. K. Warrkn,
Mt^ of Engineers,
Brig. Gen. A. A. Humphreys,
Chief of Engineers f (7, S, A,
Correspondence between the Board of Engineers and Mr, J, B Eads,
£.
Engineer Office, United States Army,
1122 Pine Street, St. Louis, Mo., January 14, 1874.
Sir : The Board of United States Engineers on the St. Louis bridge have re-as-
sembled to prepare estimates of the cost of making the cut and draw-bridge which
they recommended around the east abutment of the bridge. Your reply to the report
of the Board is among the documents which have been referred to them.
As you were absent when the Board held its first session, and may be desirous to pre-
sent your views in person, they take this opportunity to notify you tha^> they are pre-
pared to ^ve you a hearing. As their time is limited, they would suggest that you call
at 1122 Pme street at such hour to-morrow morning after 10 o'clock as may be conven-
ient to yon. Captain McCune has also been invited to call to-morrow.
Very respectftdly, your obedient servant,
J. H. Simpson,
Colonel of Engineer s^ U. S. A,, President of the Board.
J. B. Eads, Esq.,
Cki^ Engineer Illinois and St. Louis Bridge Company, St, LouiSf Mo,
A true copy :
J. H. Simpson,
Colonel of Engineers.
Y.
Illinois and St. Louis Bridge Company,
Chief Engineer's Office,
Nos. 213 and 215 WashingUm Avenue, St. Louis, January 15, 1874.
Sir : I have the honor to acknowledge receipt of your letter of 14th instant, notifying
me of the re-assembling of your Board ** to prepare estimates of the cost of making the
680 EEPOET OF THE CHIEF OF ENGINEERS.
cut and draw-bridge which they recommended aroand the east abutment of the bridge,
and stating that my *' reply to the report of the Board is among the documents whicn
have been referred to them.''
Your ofler to give me a hearing at any time to-day after 10 o'clock, if I desire it, is
likewise noted in yoar letter, and also the fact that Captain McCune nas been invited
to be present.
Having nothing to oommnnicate on the subject beyond what is embraced in my re-
view of the report of the Board, a copy of which you possess, and thanking you for the
courtesy of your notification and invitation to be heard by the Board,
I have the honor to be your obedient servant,
Ja8. B. Eai>8,
Chirf Engineer.
Gen. J. H. Simpson,
President of Boardj ^*c., United States Engineers.
Q 4-
PONTON RAILWAY-BRIDGE ACROSS THE MISSISSIPPI AT PRAIRIE DU
CHIEN.
Bepari of Colonel J, N. Macomb, Corps of Engineers,
Book Island, Ills., May 6, 1874.
General : I have the honor to acknowledge the receipt of your letter
of 14th ultimo, transmitting to me for report a letter of 9th April, 1874,
addressed to the Hon. Secretary of War by the chairman of the Com-
mittee on Commerce of the Senate of the United. States, inclosing H.B.
bill 2638—
To legalize and establish a ponton railway-bridge across the Mississippi River at
Prairie dn Chien —
and requesting information and suggestion in regard to proposed laws.
On the receipt of your letter I gave instructions to my assistant en-
gineer, Mr. E. F. Hoffman, to proceed to Prairie du Chien and make the
requisite examination on which to base the report called for ; and I now
beg leave to present his report upon the subject, by which it appears
tbat while the bridge in question is exceptionally free from objection,
as an obstruction to the navigation, it only conforms to existing laws reg-
ulating the bridging of the Mississippi Eiver, in that it affords excellent
facilities for steamers and rafts to pass through the draw-openings. In
view of this fact, it is suggested that in legalizing the construction of
the bridge it should be required that the draw-openings be maintained
without any reduction of their existing widths.
The third section of the proposed act seems to provide amply for all
alterations in this bridge that may be found necessary hereafter for the
better protection of the navigation.
The papers sent to me for report are herewith returned as required.
I remain, very respectfully, your most obedient servant,
J. N. Macomb,
Colonel of Engineers, U. 8. A.
Brig. Gen. A. A. Humphreys^
Chief of Engineers, U. 8. A.
REPORT OP THE CHIEF OF ENGINEERS.
681
Report of Mr, E. K Hoffman^ Assistant Engineer.
United States Engineer Office,
Eock Island^ Ills , May 6, 1874.
Colonel : In obedience to your order, contained in the letter of the 23d ultimo, I
proceeded to Prairie da Chien, Wis., for the purpose of examining the crossings of both
channels of the Mississippi River at that place. I report as to the extent to which
this bridge at Prairie da Chien will obstruct the navisation of the river, as follows :
The river between Prairie dn Chien, Wis., and North McGregor, Iowa, is divided into
two branches by an island. The eastern channel, Prairie da Chien side, is solely used
bv the large steamers of the difierent packet companies ; the western channel, North
McGregor side, is exclusively the water-way which is chosen by rafts of any size.
The towns of I^rairie du Chien and North McGregor are connected by a bridge. The
bridge is constructed of piles driven into the bed of the river, over which rests a single
railroad-track. Len^Hbh of the bridg«>, measured upon the track, 7,200 feet from one
shore to the other. There are two ponton-draws in this bridge. The draw inserted
into the pile-bridge of the eastorn channel consists of three pontons connected length-
wise firmly, and representing a distance of 396 feet. Two pontons have each one 28
feet beam — the middle one 17 feet. The draw, inserted into the pile- bridge of the
western channel, consists of bat one ponton, having a length of 408 feet by 28 feet
beam. The pontons have a height in their sides of 5 feet and 4^ feet, and a draught
of 10 inches and 12 inches. When trains are passing over the draught increases to 16
and 18 inches. The varying height of the planes between the pile-bridge and the pon-
tons is overcome by aprons or inclined planes. The draws are opened by the current
of the iJYeT in less than one minute, as soon as the connection of the ponton-^raw
with the pile-bridge is broken. The closing of each draw is effected by a small en^ne
which pulls the end of the draw, by means of a chain, into its connection with the bridge
again. This operation requires from 3 to 4 minutes. In reference to navigating the
draws, I state that both are located in good, deep water, but the direction ot the cur-
rent strikes the eastern draw at an angle of 75° 30', and the western channel at an
angle of 55°. It will be therefore seen that the benefit of the length of the 396 ieet in
the eastern draw and the len^rth of 408 feet in the western draw practically is reduced
to 383 feet and 334 feet, viz, 396 feet, sin 75° 30^=383 feet and 408 sin 55°=334 feet. The
bill pending in Congress in relation to this bridge demands not less than 250 feet for
HVgSTEfW GHMMNO.
EASTOW
GMAMMEL
the eastern draw, and not less than 320 for the western draw. It will be therefore
seen that the builders of the bridge and draw have not only complied with the require-
ment but even increased the lengths of each of the draws, and that the bridge as con-
structed seems to be in accordance with the requirements of the act approved 4th of June,
1872, " further regulating the construction of bridges across the Mississippi River," as
far as concerns the ready passing of boats and rafts through said bridge. At the same
time it should be remarked that the draw-openinprg alone afford the way of passing
through, and that such a bridge as the above-described combination of pile- work ana
pontons can only be authorized across the Mississippi River by the enactment of a
special law as proposed, and the act should be entitled an act to legalize and establish
a pile-bridge with ponton-draws upon which to locate a railway across the Missis-
sippi River; and in view of the fact that the draw-openings at each channel are singlci
682 EEPOBT OF THE CHIEF OF ENQINEEBS.
the width which said draws respectively have, as described iu this report, shall not be
diminished. In relation to the navigation, I have to state that the captains and pilots
unanimously opine this bridge to be the easiest to pass on the whole river, and consider
it not to be obstructive to navigation. The accompanying sketch shows approximately
the location of the bridgo.
I have the honor to be, colonel, yonr most obedient servan^,
E. F. Hoffmann,
Jaeiatant Enginesr.
Col. J. N. Macomb,
Carps of Engineers, U, S. A,
APPENDIX R.
ANNUAL EEPOET OF CAPTAIN C. W. HOWELL, CORPS OP
BNGINEEKS, FOR THE FISCAL YEAR ENDING JUNE 30,
1874.
United Statbs Engineeb Office,
New OrleanSj La.n October 5^ 1874.
Genebal : I have the honor to submit the following reports of prog-
ress wade in all works of river and harbor improvement under my
charge, for the fiscal year ending June 30, 1874.
Very respectfully, your obedient servant,
C. W. Howell,
Captain of Engineers. V. 8. A,
Brig. Gen. A. A. Humphreys,
Chief of Engineers^ U, 8. A.
R I.
IMPROVEMENT OF THE MOUTH OF THE MISSISSIPPI RIVER.
This work was continued throughout the fiscal year at Pass d, Loatre.
DREDCHNa AND RESULTS.
A tabular statement is appended hereto giving detailed information
regarding dredging, its results, and the conditions of winds, tides, cur-
rents, and stage of river attending it; also commercial statistics regard-
ing the use of the channel made.
The following is Sk brief synopsis.
REPORT OP THE CHIEF OF ENGINEERS.
683 ^
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REPORT OF THE CHIEF OF ENGINEERS.
SOUTHWEST PASS.
Southwest Pass during the year retained its normal depth, and was
much used for light-draught vessels.
Attempts in February and March to pass deep-draught vessels result-
ed in the usual blockade, which was maintained until a considerable
fleet had been collected inside and outside the bar.
As, during this time, Pass ^ Loutre afforded a good channel, the par-
ties controlling the fleet were finally forced to transfer it to Pass ^ Loutre,
where it passed the bar with but little trouble, as it might have done a
month previous.
Leaving Southwest Pass in its*normal condition and improving Pass
^ Loutre permits a course of action that will greatly aid in x>reventing
blockades, viz, the sending of all vessels not drawing more than 16 fleet
to the former, and all deeper draught to the latter.
In this way a rush of vessels at particular seasons will be avoided
at either pass, and greater care can be observed in selecting times and
tides for crossing.
For the past few months this course has been partially followed, the
local interests at Southwest Pass drawing to that place nearly all ves-
sels of the lighter draughts, while the representatives, in New Orleans,
of the commercial interests have insisted on having their deep-draught
vessels taken to Pass ^ Loutre.
The result has been very satisfactory.
THE DJtEDGES.
Both dredge-boats were repaired during the year, and at its close both
were in good working order and employed on the bar.
The McAlester will need but slight repair this fall to put her in condi-
tion to work throughout the year.
The Essayons will need greater repairs, and next year must be thor-
oughly overhauled. .
The end-dock, steam-launch, and barge are in good order.
StJRVlBYS.
Surveys were continued as heretofore, but the field of survey greatly
extended so as to cover the bars at Pass ^ Loutre, South Pass, and
Southwest Pass several miles seaward of their crests, and tlie heads of
the passes.
OOMMEROIAIi STATISTICS.
The following commercial statistics have been received from the ofSce
of the collector of the port of New Orleans :
Kamber of entrances, steam^vesselB.
Tonnage ."
Number of olearanoes, steam- vessels
Tonnage
Namber of entrances, sailing-Tessels
Tonnage
Namber of clearances, sailing-vessels
Tonnage 1
Total valne of imports, specie, tne
and dntiable
Total valne of exports, domestic, to
foreign countries
Total value of exports, foreign, to
foreign countries
Orand total of exports
Amount of revenue collected on im-
ports
le?©-*?!.
1871-'7S.
916
949,830.06
i.aoi
1,331,161.15
1,091
563,824.46
1,141
566, 415. 69
$19,331,119 00
183,953,081 00
$1,893,710 00
$95,846,791 00
$5^899,390 85
616
639, 943. 88
704
739, 850. 21
945
436,650.77
1.000
457,006.23
$18, 543, 188 00
$89, 501, 149 00
$1, 301, 700 00
$90, 808, 849 00
$5, 184, 053 93
187»-'73.
385
404,427
444
473.965
83d
457,836
811
517,833
$19,933,180 00
$104, 389, 965 00
$285,127 00
$104,615,098 00
$3, 738, 550 78
1873-'74.
467
458,285
477
485,499
846
418,833
643
453,056
$14,714,388
$96,788,338
$997,683 00
$97,086,081 00
$9,396.483 34
REPORT OF THE CHIEF OF ENGINEERS. 685
PROJECT FOR THE YEAR ENDING JUNEV 30, 1875.
The work will be continued as heretofore.
Both dredges will be kept at Pass k Loatre during the summer with
but one crew.
In October the McAlester will be repaired and put on duty at the bar.
The Essayons will then be brought up, repaired, and retained in port
until the river rises. Afterward, both dredges will be kept at the bar.
Should it prove advisable, one boat will be sent occasionally to South-
west Pass to keep the channel there in fair condition for the passage of
light-draught vessels.
The work is not susceptible of permanent completion.
It is located in the collection-district of New Orleans and near the
light-house at Pass ^ Loutre.
GENERAL. REMARKS.
m
The recent legislation giving the Secretary of War authority to estab-
lish and enforce certain regulations governing the use of the pass im-
proved, although regulations have not yet been drawn, has already had
a beneficial effect. The facts on which it was based were not generally
known, and the monopoly at which it struck was in a position to over-
awe its victims. This is now changed. The monopoly has been broken
down, and in its place we have a very promising opposition in the tow-
age business.
Pilots, ship-masters, and ship-agents are resuming, their proper au-
thority, and, understanding the necessity for a system of laws, to govern
their action, that looks to the general good rather than the aggrandize-
ment of a corporation, are acting now very much as they should. For
example — many pilots are taking greater pains to familiarize themselves
with the channel ; masters frequently wait for a high tide when their
vessels are deeply laden ; agents of steamers, when it is necessary, take
tow-boats to insure crossing the bar without detention, and the tow-
boat companies are willing to render such assistance without waiting
for the vessel to get hard aground.
These are but a few indications *of a growing, healthy, commercial sen-
timent, which, properly fostered j will make dredging as beneficial to com-
merce as it may be made, and place the efforts ot the Government at
their proper value.
The depths of channel given in this report, it should be observed, have
been obtained by reducing the actual soundings to the plane of extreme
low-tide for the year. This departure from the usual rule, adopted in
hydrographic work of reducing to mean low-tide, was made for the pur-
pose of inducing greater care on the part of persons using the channel,
and has, I think, been of practical benefit.
I have not worked up my records from self-registering gauges so as to
ascertain how far the plane of mean low tide is above that of extreme
low, but an inspection of the records indicates that the difference is be-
tween 8 and 10 inches.
Great care has been taken in making the soundings, men being em-
ployed who have, by constant practice, become expert and give the sur-
face even where the bottom is softest.
Mushroom leads have been used, and their length not included in the
measurement of the sounding-line — this length is about four inches. The
lines were the best close-laid attainable in this market. These have
been wetted, thoroughly shrunk and measured each time before using,
686 REPORT OF THE CHIEF OF ENGINEERS.
and after using remeasured. The depth reported is the least depth ob-
tained by crQSS, diagonal, and longitudinal soundings, between buoys
located by triangulation ; in many cases but one, two, or three sound-
ings for this least depth have been obtained from the whole number, of
from 600 to 800 soundings made in the channel. The width of channel
reported is also the least width.
This statement goes some way toward explaining why vessels draw-
ing from 2 to 4 feet more water than reported in the channel have passed
the bar without detention.
Adding to the depth reported, the height of tides as shown by the
preceding table, and one foot for semifluid mud, gives the iictual com-
mercial value of the channel.
For example, in February, the depth reported was from 16 to 16 J feet
+ tide 2 feet = 18 to 18J + 1 foot mud =« 19 to 19J feet. During this
month a 20-foot vessel was delayed 146 hours, one drawing less than
15 feet 10 hours. No other vessels were delayed.
The 20 foot vessel (a steamship) delayed had a jury rigging for her
rudder, and grounded because unable to steer properly.
A sailing-vessel drawing 19 feet 7 inches, with the same depth of chan-
nel, (16j feet,) passed out a few days ago with but two hours' detention.
With the dredges now employed, and the manner of obtaining and
reporting depth an^ width of channel, my reports do not show the
maintenance, throughout any one year, of a channel 18 feet deep and
300 feet wide. Depths of from 17 to 20 feet at extreme low tide are
frequently reported, but never a width of 300 feet for those depths.
Yet it was reported that in 1859 and 1860, for a whole year, a depth
of 18 feet and a width of 300 feet was maintained by simply dragging
harrows and scrapers over the bar at Southwest Pass, and at a cost of
only $60,000. Also, that under the contract of Craig & Eightor the
same depth and width was obtained at Southwest Pass and Pass 4 Loutre,
the latter by exploding a few hundred pounds of gunpowder on the bar.
My experience on this work during 1869, 187J, and 1871 convinced me
that there was something wrong about the measurements on which these
reports were based. If not, then we were spending $150,000 a year
with a plant worth $500,000, when as good results might be obtained for
$60,000 a year.
I investigated the matter. I questioned pilots, tow-boat captains,
shipmasters, and employes of the contractors who received pay for the
results reported. The information so obtained could not be put in shape
for report, for the reason that while the men interviewed would freely
tell me what they knew they were unwilling to sign written statements.
A few months ago a suit for libel was brought against me by the Tow-
boat Association, which offered an opportunity to bring this testimony
out ; but the suit was withdrawn and costs paid by the plaintifif.
In view of the fact that I have satisfied myself that the depths and
widths of channel reported in 1853, 1857, 1858, 1859, and 1860 have been
erroneously reported^ it seems proper to state my grounds for belief.
There are many tricks about sounding that, while generally known to
sea-faring men, are unknown to or escape the observation of the most
conscientious and careful inspectors. I will explain some of them.
There are various qualities of lead-lines ; all shrink more or less on
being wetted.
Experiments I had made with several qualities found in this market
resulted in showing a shrinkage of from 6 inches to 2 feet in a length of
20 feet. An inspector who does not select liis lines and measure them
REPORT OF THE CHIEF OF ENGINEERS. 687
himself wlien thoroughly wetted, neglects a prime precaution against
getting wrong results.
There are various shapes and sizes of leads suited to different kinds
of soundings.
Where the water is only about 20 feet deep and the bottom soft, as at
the month of the Mississippi, accurate results can only be obtained with
a light, fiat lead, since a long lead, and especially a heavy one, though
well thrown, will sink a great part 6f its length into the bottom, and,
whether the lead-line be measured from the lower or upper end of the
lead, wrong results are obtained. Then much depends on the honesty
of the leadsman. Even when the water is smooth, it requires an ex-
perienced and close observer to determine if he be not calling from 6 to
12 inches more or less than the actual sounding. In rough water it is
yet more difilicnlt to detect error of this kind, since the leadsman himself
must average the rise and fall of the waves to give the true sounding.
It will be seen from this how, even ascribing to contractors and leads-
men average honesty, and to inspectors average knowledge of and at-
tention to what has been stated above, erroneous results may be ob-
tained.
Returning to the works of 1853, 1857, 1858, 1859, andl860,all my inform-
ants agi^ee that those works at no time afforded a channel more than 16
feet in depth at mean low-tide. Why was a greater depth reported f
The contractors provided the leadsman leads and lead- lines; the leads
were long and heavy, such as used for off-shore soundings ; theJines
were measured dry, and from the lower end of the lead ; the soundings
were often taken from the bow of a steamer, with the inspector in the
pilot-house, watching the leadsman as well as he could, recording the
calls, and his attention distracted as much as possible by the conversa-
tion of persons about him.
In one case they were taken from boata, one on either side of the
steamer, at a distance of 150 feet from the latter^ with the inspector
on the steamer.
These soundings, it was thought, were verified by triangulation, the
inspector and his assistant using the instruments from stations on mud-
lumps distant from the channel, while soundings located were made
from small boats by the contractor's employes.
My informants were, some of them, at the time cognizant of the fact
that the inspectors were being systematically deceived, as I -have in-
dicated.
I give the statement of a master of a dredge-boat, as near as I can
remember it, as a sample of my information:
We had a channel between 15 and 16 feet deep ; the contractors reported it 18 feet
deep and called for inspection. I was notified that the inspector would be down on a
certain day.
£ selected the most loosely-laid lead-line I had and stretched it over the boiler of the
boat, fastening it at one end and attaching a weight at the other.
When the inspector came aboard, the bne was thoronghly dry and stretched. Our
other lines were put out of sight. The inspector took oar prepared line, carefaUy
measured and marked it himself. We then ran down to the bar. As we neared the
bar the leadsman was instructed to take sonndinss in water that wo knew was over
18 feet deep, ostensibly to show the depth above tne bar, but really to wet the line so
that it would be properly shrank before using on the bar.
We then sounded back and forth through the channel, the inspector standing by the
leadsman and watching every throw, as if he thought he could judge from mere sight
whether the leadsman was throwing and calling honestly or not. There resulted the
reporting of a channel over 18 feet deep at mean low-tide, when there was really not
a channel 16 feet deep.
The result not only deceived the inspector, but exceeded my expectations, as I had
taken pains to impress on the inspector the fact that shoaling in the channel was rap-
688 REPORT OF THE CHIEF OF ENGINEERS.
idly effected, and that a little less than 18 feet might possibly be found for one or two
soundings. This was the subject of remark after completing the inspection, but the
inspector did not think of again measuring the lead-line, nor would such a course have
enlightened him, for as soon as the soundings were completed I had it put out of sight
and another line exactly like it and properly measured substitut-ed for it.
This is the substance of what one witness stated to me in conver-
sation.
This exposS appears necessary to put the work of to-day in its proper
light when comparison between it and past works is attempted.
It may also suggest to future inspectors some points of value.
Financial statement
Balance in the Treasury of the United States July 1,1873 $85 083 00
Amount in hands of officer and subject to his check 7, 748 55
Amount appropriated by act approved April 3, 1874 30, 000 00
Amount appropriated by act approved June 23, 1874 , 130, 000 00
Amount expended during the fiscal year ending June 30, 1874 1 17, 503 40
Amount available July 1, 1874 135,328 15
Amount required for the fiscal year ending June 30, 1876, running ex-
penses §150, 000, repair of dredge $100,000. 250,000 00
Total amount appropriated since June, 1869 984, 883 53
Total expended since June, 1869 849,555 3J^
REPORT OF THE CHIEF OF ENGINEERS.
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Steamer Quillermo got off bar, and
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days and two hours. During her
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by McAlester.
Brig J. M. Byrne bound in; broke
tow-line, drifted to south side of
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Coaling; foggy weather.
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Too foggy to work ; steamer Tomas
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702 REPORT OF THE CHIEF OF ENGINEERS.
R 2,
REMOVING RAFT IN RED RIVER, LOUISIANA.
The progress made on tbis work is shown by the following extracts
from the monthly reports of the assistants in charge:
July, 1K73. — Work contiDued by the Aid and saw-boata from raft No. 32 to No. 35, the
latter above Kouus's Canal. The water continued to fall and remained too low to per-
mit the sending of a saw-boat aronnd through O'Rourk's Slough to the foot of raft
No. 42, as propoHed.
The saw-boats worked in rear of the Aid, and were kept busy sawing the drift
polled from the raft by the Aid's capstan.
Rafts 32, 33, and 34 proved to be among the most difficult of any to remove, bnt 35
proved to be loose and floating, though filled with large trees. A wide channel in raft
No. 41 was made by Hollister's saw-boat. This channel is a fonrtli of a mile long, ex-
tending above Alban's Canal No. 2. On the 17th the party stationed at the head of
Dooley's Bayou was sent down the river to begin the work of cutting the willows and
impending trees, and removing the snags between Twelve-mile Bayou and Carolina
Bluffs. Three men were drowned during the month.
August, 1873. — A channel has been opened from Kouns's Canal to raft No. 39. The
length of channel through solid raft opened by the Aid during the month is exactly
one mile.
The saw-boat at work on ratt No. 41 has opened a channel in that raft a fourth of a
mile in length. This raft is less compact than those below Alban's Canal No. 2.
On account of the falling water several jams that have given much trouble formed
above Shreveport.
The supply-steamer Kalbangh was put in order and started for Shreveport on the 3th ;
the numerous jams delayed her arrival until the 15th. Nitro-glycerine is the effective
agent in opening jams, and is carried constantly on the Kalbangh for this purpose.
No fears are entertained by either the captain or crew in it« use, and it is considered
indispensable in keeping the river open during present stage of water. The work of
cutting the impending trees and removing the snags from the river above Shreveport
has reached a point above the Hotchkiss cut-off. The low stage of the river causes most
of the drift to Imlge on the banks; but all that which passes Shreveport is turned into
Tone's Bayou as it arrives.
September. ^hieutenskut Woodruff was taken sick with yellow-fever on the 15th. No
yellow-fever, or unusual sickness, prevailed among the workmen engaged in the removal
of the raft. Early precautions were taken to prevent the introduction among the
employes of the fever raging in Shreveport, and it is (lossible their immunity was in a
great measure due to the sanitary measures enforced.
Work Was continued on raft No. 39, through which an opening was effected by the
end of the month. Contrary to expectations, this raft proved to be much harder to re-
move th<iu auy before operated upou. The chanuel, originally 10 to VZ feet deep, was
tilled from the bottom to the height of from 3 to 6 feet above the surface of the water
with large logs interlaced, and thoroughly compacted by the smaller drift wedged into
the inteFHiices. Nitro-glycerine was, for the firet time, used in connection with the
work of the Aid, in the removal of this raft, and was found most effective. Cans, con-
taining from 10 to 20 pounds of nitro-glycerine, were sunk as near the bottom of the
river as possible and exploded, with the effect of breaking the long logs and a general
loosening of the mass in the immediate proximity. Small charges were also used in
cutting long logs and stumps too far beneath the surface of the water to be operated on
by other means.
The low stage of the wator during the month has proved an important obstacle to
the advance of the work. Jams, are continually forming, and the services of the sup-
ply-steamer Kalbaujfh have been thereby considerably au^mentod. They increase the
difficulties presented in the navigation of the river; and m fact the greater portion of
the time of the steamer is consumed in the removal of such obstructions. In this
service nitro-glycerine has proved almost indispensable, breaking up the obstructing
submerged logn and snags, and liberating the drift lodged against them. These jams
are composed of floating drift, which is often piled up far above the surface of the
water, and otherwise compacted by the current in narrow places, and often present
almost as great obstacles to removal as original raft. Work of removal upon raft No.
41 has continued with fair success. The work of clearing the banks of old river of
willows and impending trees has progressed to near Dillard's Plantation.
LientiMiant Woodruff died on the last day of September of yellow-
fever. So complete was the isolation from Shreveport of the parties
employed on the raft, that the first intimation received by them of the
REPORT OF THE CHIEF OF ENGINEERS. 703
death of Lieatenant WoodruflP was conveyed through a telegram from
the "New Orleans office, in which the responsibility of further personal
supervision was delegated to Mr. George Woodruff, the brother of the
lieutenant, who was, under the circumstances, the most competent per-
son to whom such charge could be delegated. He had been the per-
sonal confidant of Lieutenant Woodruff; was therefore thoroughly ac-
quainted with the project for the further prosecution of the work ; no
interruption to the progress of the work therefore ensued.
October, — Raft No. 40 was removed withont much difficult}'' ; the large quantity of
drift produced by the operations upon raft No. 41 was liberated by the removal of this
raft in its passage down ; this drift formed a jam at raft No. 28, which required the
united efforts of the crews of the Aid and saw-boats for over three days to remove.
The channel made throngh No. 41 was then improved, and the snags, &c., in the chan-
nel between this and raft No. 42 removed. On the 23d the saw -boats were towed into
position, and on the following day work was commenced on the last portion of the raft
remaining.
A considerable addition to the raft has taken place since the time of the survey. By
the end of the month the work of removal had extended to what was the head of t he
raft in November, 1870, and there still remained to be pulled about two-thirds of a mile.
The work of removal of impending trees, &c., below Carolina Bluffs has progressed
favorably.
An obtruding portion of a raft immediately below Dooley's Bayou, and which
seriously impeded the passage of drift, was removed, and the channel below in the
▼iciuity improved. The steamer Kalbangh has been employed in keeping the river
open from the Aid to Shreveport, and has proved verj^efficient In the removal of several
very large jams; it has also transported the necessary supplies from Shreveport, and
performed other useful work in towing saw-boats, &c.
In breaking the jams and cutting off v^ags, uitro-glycerine has been found indis-
pensable, from 60 to 75 pounds being used in a day, generally in from 2 to 5 pound
charges. For instance, tne 3lBt was almost entirely spent in an uiisuccetssful attempt
to remove a snag under water, which stopped all drift pulled ; the last attempt for the
day was made with a V^inch premium line led to the large steam-capstan of the Aid.
The capstan was " stalled.'' The next morning a 5-pound charge of uitro-glycerine re-
moved the obstruction.
November. — Operations upon raft No. 42 were continued until the evening of the 26tli.
The river at that time was rising rapidly, and at daylight on the 27th the remaining
portion of the raft obstructing the channel went out, and Red River waA relieved of a
serious obstruction to its navigation. The most important portion of the work having
been accomplished, preparation was at once made to return to the foot of the raft and
improve the channel existing through the raft. Several extensive jams were encoun-
tered on the return to Carolina Bluffs, and several below this. A considerable reduction
of the force was effected.
December, — ^The work of clearing the banks of brush and impending trees was con-
tinued below Benoit's Bayou. The Aid, followed by the saw -boats, continued to widen
the channel through the raft until the rapid rise in the river, and the blockade at the
head of the raft, caused by the timbers of the Fulton Railroad bridge, rendered a re-
turn to the head of the raft necessary. After the removal of the obstructions at the head
of the raft, the Aid continued to work in the vicinity until the arrival of the order to
saspena operations, when the Aid and saw-boats returned to Shreveport, and the crews
were dischar|B^ed. The property stored at Carolina Bluffs was brought to Shreveport
and stored with the remainder already there.
No further work of importauce was done during the remainder of the year.
During the present year it is proposed to continue the work by keep-
ing the river above Shreveport clear of jams, clearing the banks and re-
moving snags from the bed of the river.
The work is located in the collection-district of New Orleans, and on Red River from
Shreveport up. There is no light-house near it.
No commercial statistics have yet been obtained.
A general discussion of the eflfects of raft-removal is in course of
preparation, and will be presented in a separate report, to be reudered
some time in November next.
Not having time to treat the subject as fully as I desired, I have
placed my notes in the hands of my assistant. Prof. 0. G. Forshey,
whose professional reputation and long acquaintance with the questions
to be considered insure a valuable paper
704 REPORT OF THE CHIEF OF ENGINEERS.
Financial statement.
Balance in Treasury of United States Jiily 1, 1873 ♦54,000 00
Amount in hands of officer and subject to bis check 40, 141 47
Amount appropriated by act approved June 23, 1874 50, 000 00
Amount expended during fiscal year ending June 30, 1874 94, 068 72
Amount available July 1, 1874 50,072 75
Amount required for the fiscal year ending June 30, 1876 20, 000 00
DETAILED STATEMENT OF ORIGINAL ESTIBCATED COST OF THE WORK.
1. One stern-wheel saw-boat, fitted with ten saws on sloping sides and bow,
steam-crane, two steam-capstans^ with equipage complete $57, 950
2. Flat-boat or scow to receive water-logged raft from saw-boat 1, 000
3. Stem- wheel tow-boat, with steam-capstans and steam-crane, for unloading
scow of saw-boat 10,000
4. Double-hull scow, with lifting and sawing apparatus, and small engine for
working same 15,000
5. Stem- wheel tow-boat for same, with one steam-capstan and steam-crane,
for unloading water-logged snags 15,000
Total machinery and boats 96,950
Estimate for work one year.
No. 1 saw-boat, at $5,000 per month |60,000
No. 3, with No. 2, at J1,000 per month 12,000
Nob. 4 and 5 20,000
Axe and saw party above raft 12,000
Axe and saw party below raft 3,000
Repairs of machinery, 10 per cent, on cost 9,695
Total work and repairs for one year 116,695
Summary for one year.
Boats and machinery ,. $96,950
Work and repairs 116,895
Contingencies, 20 percent 43,169
259,014
Subsequent expense of keeping river clear of raft and improving channel may be
estimated, for first year after opening of channel, $50,000. Afterward the expense wiU
decrease rapidly, but for several yiBars the work of destroying raft-material and guard-
ing against jams must continue at an annual expense of from $10,000 to $25,000.
Whole amount appropriated since commencement $^0, 000 00
Amount expended since commencement 229, 927 25
R3.
IMPROVEMENT OF TONE'S BAYOU, LOUISIANA.
In my report for last year it was stated that the dam built across the
bayou during the year had been undermined and washed away; that a
raft formed on the site of the dam had shared the same fate, and that a
second raft was being formed.
These rafts were composed of drift from the Eed Biver rafb, ran into
Tone's Bayou, with the primary object of preventing its obstructing the
narrow channel of Red Biver, below the head of the bayou; second-
arily with the hope of diminishing the volume of discharge through the
bayou, and consequently increasing that through the river.
The raft last formed yet remains in place, but the water has cut under
REPORT OF THE CHIEF OF ENGINEERS. 705
it, SO that the secondary object of formatioa has not produced any
appreciably valuable results iu the river.
It is now my opinion that the bayou should be entirely closed by an
earthen dam, of the same height as the levees along the river, if it be
intended to do anything at this point to improve low-water navigation
of Eed River between the bayou and Alexandria. Twenty thousand
dollars, I think, would construct such a dam, if the work be done at
extreme low-water.
My previous reports give my views as to its probable effects ; I have
but to add that, in the absence of full statistics, my observation during
the present low-water iu Eed Eiver leads me to think that had such
dam been put in during the last low-water season, it would have bene-
fited Eed Eiver commerce this season an amount greater than its cost.
My supplies for the work at " removal of Eed Eiver raft " and " Im-
provement of Cypress Bayou," would have cost me about $1,000 less
than they have so far.
FinaneicU statement.
Amonnt in hands of officer and subject to his check |1, 007 63
Amount expended during fiscal year ending June 30, 1874 969 00
Amount available July 1,1874 18 63
ORIGINAL ESTIMATE.
Bill of material for proposed dam and revetment of Tone's Bavon. — Length of revet-
ment 200 feet on each bank ; dam substantially as in plan before furnished :
216 linear feet of 12^' by 18'' cypress timber, at $30 per thousand, board-
measure 1116 64
2,504 linear feet of 12" by 18" cypress timber, at |30 per thousand, board-
measure r 901 44
65,000 feet, board-measure, of 3-inch cypress or pine plank, at $30 1, 950 00
Sloping pile-revetmenU
16,000 feet, board-measure, of 2" by 20" cypress plank, at $30 480 00
Sheet-piling along foot of sloping revetment, 14,400 feet, board-measure ;
sheet-piling 3" by 12" plank, at $30 432 00
5,760 feet, board-measure ; sheetrpiling, 3" by 12", at ends of revetment .... 172 80
52 piles, 10 feet long, for upper edge of slope-revetment ; 52 piles, 15 feet
long, for lower end of slope-revetment, and to hold guides for sheet-pilihg,
at lower edge of slope ; 104 piles, at $2 each 208 00
800 linear feet of 4" by 8" clamp-pieces to clamp upper ends of lower row
of piles, and sheet-piling at foot of slope-revetment, 2,133i feet, board-
measure, at $30 64 00
700 linear feet of 6" by 6" hlling-pieces to go between clamp-pieces hori-
zontally between piles of the lower row, to fill space between said clamp-
pieces and sheet-piling, 2,100 feet, board-measure, at $30 63 00
Plank binders for upper piles of slope-revetment, spiked on opposite sides
of the pile, and above and below the slope-plank, 800 linear feec of 3" by
10" plank, 2,000 feet, board-measure, at ^ 60 00
Battens spiked across lower side of upper piles and to the ends of planks
which abut against them, each batten 3' long and 2" by 6", 156 linear
feet 2" by 6", 156 feet, board-measure, at $30 4 68
Iron holts,
52 18" iron screw-bolts, |" diameter, 340 pounds, at 10 cents 34 00
2,000 pounds spikes, at 10 cents , 200 00
104 cast washers, 250 pouhds, at 10 cents 25 00
2,000 cubic yards of clay, at 50 cents, for ballast at bottom of dam, upper
slope 1,000 00
200 cords of riprap for bottom edge of apron of dam and ballast on revet-
ment, at $20 4,000 00
45 £
706 REPORT OF THE CHIEF OF ENGINEERS.
TrainiDfj^ 2,720 linear feet heavy timber, at 10 cents $272 00
Driving 52 short piles, at $5 each 260 00
Driving 52 long piles, at $10 each 520 00
10, 763 56
Contingencies on cost of material, 20 per cent '. 2, 152 71
Labor of building dam and revetment after dry basin in river is secured
by auxiliary dam 10,000 00
Cost of auxiliary dam, (to ^vhich a freshet may add the cost of a second or
lower side, or cause suspension of work by backing up water from Bayou
Pierre) 10,000 00
Labor, expense of superintendence, and cost of outfit for clearing banks
between Tone's Bayou and Loggy Bayou 10,000 00
Minimum of appropriation required 42,916 27
Whole amount appropriated 20, 000 00
Whole amount expended 19,981 37
R4.
IMPROVEMENT OF CYPRESS BAYOU AND CONSTRUCTION OF DAMS AND
DREDGING AT THE FOOT OF SODA LAKE, TEXAS.
This work, authorized by act of Congress approved March 3, 1873,
is an extension of that commenced under act approved Jane 10, 1872,
appropriating 810,000 for «' the improvement of Cypress Bayou, near
Jefferson, Texas."
For report, I divide the work into two parts, as it can best be treated
in that way.
I. IMPROVEMENT OF CYPRESS BAYOU. .
Cypress Bayou proper is a small stream passing Jefferson, Texas, and
debouching into the head of Fairy Lake, and is thence connected with
Bed Eiver by a chain of lakes generally known as the Soda Lakes.
The work of improvement during the past year has been confined to
the bayou. It has consisted in dredging bars, widening and straight-
ening the low-water bed of the stream, removing snags, logs, and stumps
from tJie bed, and protruding logs and overhanging trees from the
banks. Incidental to this work there have been made extensive repairs
to the machinery employed.
For details, reference is made to the following report of the overseer
in charge :
Dredge-Boat, Cypress Bayou, Texas,
June 30, 1874.
Sir : In obedience to Inetructions contained in yoar letter of May 19, 1874, 1 have*
the honor to Bubmlt the following report of operations for the improvement of naviga-
tion of CypresA Bayoa, Texas, for the fiscal year ending Jane 30, 1874.
Daring the month of Jnly the dredge was lying at the wharf, city of Jefiferson,
Texas, waiting the arrival of the hoisting-dram and machinery ordered of Messrs. At-
kins &, Burgess, of Chicago, to replace the one broken in June. The engines, ma-
chinery, &c., were overhamed, repaired, and pat in proper condition for work. A new
swinging-circle was made for the nead of the mast and pat on ; the crane was repaired
and put in order, and such other repairs about the boat as were considered necessary
were made, the work being done by the crew of the dredge.
The new hoisting-drum ordered from Chicago did not arrive untilJuly 21, 1873.
The unfinished condition in which the drum and castings were received from the
makers caused a delay of several davs in fitting them so that they would work. The
dredging was not commenced till July 29.
It was the original intention to complete dredging the channel from Boon's Bend to
the city wharf, a distance of about three miles. The distance was not quite two-thirds
dredged when the season of high- water came on and made it necessary to discontinue
REPORT OF THE CHIEF OF ENGINEERS. 707
the work or move the dredge up the bayou to the more shallow places, which was done
according to instructions received from the late Lieut. E. A. Woodruff.
At the time of the breaking of the hoisting-drum, in June, the dredge was at work a
short distance below the city wharf, on a shallow point or bar.
During the interval of waiting the arrival of the new drum from Chicago the water
had fallen so mnch that it was impossible to get the dredge back down the bayou to
resume operations where the work had been interrupted by the high water without
dredging a portion of the way to that place, the dredge drawing 5^ feet, and at places
there was only 3^ to 4 feet of water in the channel. Under these circumstances it was
deemed advisable to complete dredging the channel in the vicinity of the wharf. Con-
siderable dredging was necessary to make a good and permanent channel to the lower
end of the wharf^ on account of the bayou being very shallow and having a bend in
it, requiring a dredging of two cuts, or double the usual width the most of the distance,
BO that boats in making the bend would have sufficient room and water lo do so with
very little trouble.
On the evening of the 29th of August the hoisting-drum was again broken. Another
one was immediately ordered from Chicago by telegraph.
The new drum was ordered to be made mnch heavier and stronger than the one pre-
viously fiimished, and to be warranted to stand one year without breaking, which the
makers agreed to do, and to be ready for shipment in ten days from date of receiving
the order. Owing to the yellow-fever epidemic at Shreveport, La., and the est-ablish-
ment of a rigid quarantine on all the lines of communication to this place, the arrival
of the second hoisting-drum was delayed until October 27. On receiving it on board
it was got into position and dredging resumed as soon as possible.
While waiting for the drum the crew of the dredge were employed in making repairs
and improvements on the boat, overhauling the engines and machinery, rebabbitting the
Journals or boxes of the engine-shaft, and shafts of the hoisting and swinging drums.
A new boom was made and put in the crane^ a new swingiu^-chain was put up, the
siphon repaired and new pipe put in, also pipes put up connecting the boiler with the
fe^-pump pipe, to be nscil as a heater to prevent the pipes from freezing up. A new
smoke-stack was made and put over the forge ; a flat-boat was built for carrying wood
from the bank to the dredge ; and, among other repairs, a tin roof has been put on the
cabin.
By the middle of December the channel, from the first deep water below the city to
the lower end of the wharf, was completed, and the dredge moved down the bayou to
the shallow point'above the railroad-landing, a distance of about three-quarters of a
mile from the city, and the dredging out of this place commenced.
During the time the dredging of the channel in the vicinity of the wharf was being
done, teams and laborers were employed to remove from the bank of the bayou some
7,000 cubic yards of excavated earth to prevent its being washed back into the bayou
during the high-water season.
The earth removed was about two-thirds of the quantity excavated, and that only
that.had been thrown out on the right-hand bank while dredging up-stream. Before
the whole of the earth could be removed the water rose, covering the greater portion
of that remaining.
Having completed dredging the channel between Boon's Bend and the city, the
dredge was taken down the bayou some eighteen or twenty miles to the Benton
Cut-oflfs.
There are two cut-offs at Benton. Work was commenced on the lower one, it being
the shortest, and, by dredging a channel from 100 to 150 yards in length, cut off about
a mile of very difficult navigation.
The upper cut-off is considerably longer, and saves following the channel of the
bayou for about the same distance as thelower cut-off.
By the time I had finished dredging the short cut-off, which was in the latter part
of March, the high-water made it impossible to continue the work any longer. The
probability of the water remaining high for a considerable time decided me to take the
dredge back to Jefferson and have the engines and the machinery overhauled and re-
paired, the decks and sides of boat calked and pitched, and the new crane-machinery,
new dipper, and new chains that had been ordered, and were in Jefferson, put into
position. The old dipper and chains were badly worn and broken.
In order to disconnect the old dipper and put the new one in it« proper place, it was
necessary to have the dredge by the side of the wharf or some high bank, as they
weigh about 4,000 pounds each, and would be awkward to manage and get into place
without the proper facilities for doing so.
During the high-water season, which lasted about eight weeks, the dredge was kept
lying at the wharf and undergoing thorough repairs, the crew doing the work.
The new hoisting and new arm chains were put on, and everything about the boat was
put in as good comlition as possible, ready to resume operations as soon qa the stage of
the water would permit.
The water did not recede to the ordinary stage, or within the channel proper, till
708
REPORT OF THE CHIEF OF ENGINEERS.
abont the Ist of Jane. On the 8th of June I Btarted from Jefferson with the dredge^
down the bayou, for what is known as " Dorherty's Defeat,'' about four miles below
Smithland. Here the banks are low, and the bayou spreads eut over the conntry for
some distance, and is quite shallow in many places, and makes a number of short
bends. There are also many stumps along the channel and in the shallow places that
give much trouble to boats,*especial1y in the low-water season.
That portion of ths bayou called " Dorherty's Defeat is from one-half to three-fourths
of a mile in length, but the whole distance is not low water, only in places.
By dredging a channel through the low- water portions and cutting off several short
points or bars, thereby making the bayou straighter, and removiug the stumps from
the channel, the navigation will be materially improved.
After finishing the work at this place, (Dorherty's Defeat,) which will require two
months' time, or more, the next place of any importance in the bavou, between Jef-
ferson and its mouth, requiring dredging is the upper Benton Cut-off.
considered it better to complete the work of dredging the channel of the bayou as
the dredge worked toward the lakes.
My reasons for passing over Dorherty's Defeat, when taking th» dredge below last
February, was, the water was then too high to work to advantage and to be able to find
and remove all the stumps.
To cut a channel across the upper cut-off at Benton will take considerable dredging,
as the distance is more than twice that of the cut-off already dredged.
Upon eompletion of the work at Benton no more dredging in the bayoa will be neces-
sary, at least for some time, that I am aware of.
However, there are some places in the bayou where the channel will fill up in a much
shorter time than in others on account of the light sandy nature of the soil and the
peculiar shape of the stream, and, in my opinion, it will be fbond necenary to dredge oat
these localities every year or two.
If the excavated earth coold have been deposited at a greater distanoe from the edge
of the bank it would have prevented the filling of the channel as soon as otherwise.
The navigation of the bayou will be comparatively easy at the ordinary low stages
of the water for steamboats of the class usually running upon these streams.
Judging from what I have seen and learned regarding the work required in the lakes,
especially in the vicinity of the Bois d'Arc Passes and the Blind Bayou, in the upper
end of Fairy Lake, I am of the opinion that navigation could be greatly improved by
working the dredge there, in straightening the channel, and taking the stamps out,
which are the pnncipid obstructions to be removed. As for the length of time that
would be required to ao the work at these places, I could not say.
In the month of February 1,000 poands of nitro-glvcerine was purchased for the pur-
pose of blowing up and removjng stumps and logs that are in the bottom of the chan-
nel, and are found to be too large and heavy for the dredge to get out without the risk
of breakage of machinery and kiss of time. From the experiments I have made with
it, and the benefit derived from its use in the work of removing the Red River Raft,
there is no doubting its efficacy, and I am confident the use of nitro-glyoerine in, re-
moving these large cypress stumps and logs will be of great advantage to the work,
as the breakap^e of machinery in pulling these stumps has caused serious delays.
The following statement shows the amount of excavations made each month the
dredge was in operation :
During the months of July, September, and October the dredge was not at work on
account of breakage of hoisting-drums ; and during the months of April, May, and
part of June, work was suspenoed by reason of high water.
Angnst . . .
November.
December .
Jaiinary...
Febnia^ .
Marcb
June
Hontbs.
Length.
Fui.
838
516
868
858
720
400
380
TotAl.
4,580
Ayenmre
breadd.
Teet.
45
45
45
45
45
45
40
Average
depth.
Tut.
6-h
7 +
6 +
7
10
7
7
10
7
to
Cabio yarda
excavated.
9,456
6,586
1^904
7,799
4» 066
4,4in
45 , 6+ 10 I 53,730
Tett.
18
94
18
Yt
94
18
11
17
I have the honor to be, very respectfully, your obedient servant,
Frank W. Gee.
Capt. C. W. Howell,
(Sorp% of EngineerBj U, S. A,
REPORT OF THE CHIEF OF ENGINEERS. 709
II. CONSTRUCTION OF DAMS AND DREDGING AT FOOT OF SODA LAKE.
In bis report of April 29, 1872, which was a preliminary report on a
survey of Cypress Bayou, and made before the operations of the survey
were fully completed, Lieutenant Woodruff recommended the construc-
tion of certain dams, at the foot of Soda Lake, to confine the low-water
discharge at that point to a single narrow channel or chute. The ap-
propriation of March 3, it is believed, was based on this recommenda-
tion.
In his final report on the survey, (page 669, Report of Chief of Engi-
neers for 1873,) Lieutenant Woodruff states that the supposition on
which he based his first recommendation he afterward found to be en-
tirely incorrect, and recommends the substitution of a lock and dam for
the dams previoasly projected. In submitting this report to the Chief
of Engineers, I stated that I was not prepared to indorse the plan and
had directed further investigation. This investigation Lieutenant \Voo<l-
ruff was directed to make during the season of extreme low- water in the
fall of 1873. Preparations for the work had been made, and it is pre-
sumed that the Aisit to Shreveport, resulting in his death, was made by
Lieutenant Woodruff with the intention of proceeding with the exami-
nation. Finding himself in the midst of an epidemic ; unable to get as-
sistants; having been exposed to disease; and unwilling to risk carry-
ing that disease among his jcmploy^s at work on Red River raft, he
did what was proper, prudent, and humane, though his action cost him
his life. His death suspended the inveKtigation directed, and it was late
in December, 1873, before a party could be placed in the field to make it.
In December, Mr. H. A. Leavitt, assistant engineer, was employed to
make the survey, the field-work of which was completed March 10, 1874.
The work was plotted, and Mr. Leavitt's report, with plans and estimates,
available at the close of May. It was then too late in the season to com-
mence work on the plan suggested, even had the amount of appropria-
tion available warranted.
Pending investigation and survey above reported, it was proposed, in
place of dredging at the foot of Soda Lake, to remove Atumi)s and logs
from the channel through the foot of the lake, and Lieutenant Wood-
ruff' was instructed to avail himself of the first favorable stage of water
for doing this work. For the reasons stated above, the favorable sea-
son of 1873 was lost and the project abandoned for the year.
With the light we now have it must appear well that monej: has not
been expended on either of the three projects named above.
It is now possible for me to submit a definite plan for the improve-
ment desired, and in doing so I will first present a description of the
navigation from Jefferson to Shreveport, and afterward a discussion of
the several plans for improvement that have been considered.
DESCRIPTION.
Jefferson, Texas, is at the head of navigation in Cypress Bayou. From
that point down to the head of Fairy Lake, a distance of twenty-seven
miles, the Bayou, at low-water, is narrow, tortuous, and before improved
was shallow and greatly obstructed by timber. Fairy Lake, from its
head for about half its length, is thickly studded with cypress-trees,
stumps, and fallen timber, through which the old channel of Cypress
Bayou may yet be traced at low-water, and this, if cleared of logs and
stumps, would afford low-water navigation of about 2 feet.
In high-water this channel is partly followed by steamboats, and
710 REPORT OF THE CHIEF OF ENGINEERS.
partly avoided by use of what are known as " cut-roads." The lower
half of the lake affords a navigation of over 6 feet.
At its foot the lake enters the valley of Red River between bluffs but
1,480 yards apart. At this point it meets the whole discharge from Red
River that is made by the latter through breaks in its western bank be-
tween Hurricane Bluff (directly opposite the foot of the lake) and Blan-
ton's Landing, twenty-two miles above.
January 1, 1872, when at Albany Point, the water-surface was 6 feet
above extreme low-water; the surface at this point was found 2.3 feet
below the surface of Jefferson, (twenty-five miles distant in a straight
line,) 38 feet below the surface of Red River at Blanton's Landing,
(twenty-two miles distant,) and 11 feet below that at the nearest point
on Red River, (five miles distant.)
The great body of water concentrated at this point finds vent through
Willow Pass into Soda Lake, giving the pass a depth of from 20 to 30
feet, but at its foot, where the water spreads into Soda Lake, forming a
bar having over it only a depth of about 2 feet at low water. Through
the lake there is a depth of from 3 to 5 feet, and at its foot a wide shoal,
known as Albany Flats, with a depth of but 1 foot at extreme low water.
This lake forms a settling-basin for the Red River water drawn through
it. The slope of its water-surface at the date before stated was but 1 J
inches to the mile. It is gradually filling up with Red River deposit.
Below Albany Point the old channel of Oypress Bayou is well defined,
and affords good low water navigation through the upper portion of
Cross Lake, Twelve-mile Bayou, and Red River, to Shreveport.
At Albany Point, January 1, 1872, the surface of the water was 6.3
feet below the surface in Red River at the nearest point, 2.3 miles dis-
tant. At the head of Twelve-mile Bayou the water-surface was 2.8 feet
below Red River opposite, a distance of 704 yards.
The fall from Albany Point to Shreveport was 11.8 feet ; from Red
River, opposite Albany Point, to Shreveport, 18.1 feet.
From this it appears that the foot of Fairy Lake is the center of a
basin, having Red River on one side and the line of bluffs to the west
of it on the other. [This is better shown by the chart inclosed, marked
(A).]
The raft in Red River, along the eastern rim of this basin, deflected
the greater portion of the river-discharge above the raft into the basin,
thus converting what before the advent of the raft was a cypress-swamp,
with a sluggish, unnavigable stream flowing through it, into a series of
lakes, afibrdiug good navigation for the greater portion of each year.
It is feared on the part of the commerce interested that the removal
of the raft will immediately effect a shortening of the season for this
navigation, and perhaps ultimately return it to its original condition.
It is too early to determine if such fear be well grounded.
It is desirable at present to obtain a 3foot low- water navigation from
Shreveport to Jefferson ; this is probably as much as wiU ever be re-
quired. To obtain this the following plans have been considered :
1st. Dredging.
2d. Wing-dams at Albany Point.
3d. A lock and dam at Albany Point
4th. A tumbling or other dam at Albany Point, with a cut into Red
River.
5th. A dam across Willow Pass, at the foot of Shift-tail Lake, and
the re-opening of Irishman's Bayou.
6th. A dam in Gross Lake and Twelve-mile Bayou, with a cut from
near the head of this bayou to Red River.
The following consideration of these several plans is submitted.
REPORT OF THE CHIEF OF ENGINEERS. 711
DREDGING.
Beginning at Albany Point, on a straight line through Sodo Lake, the
distance to deep water in Willow Pass is about eight miles ; over this line
the depth at low-water varies from 1 to 5 feet. This is the line that ap-
parently should be adopted for a dredged channel through the lake, for
the reason that, except through a very short portion of the lake, (about
one-quarter. its length,) the old channel of Cypress Bayou has been
obliterated by deposit, while that portion that may yet be traced is so
narrow and tortuous that it would require widening and straightening
by dredging to put it in good condition.
Dredging on the straight line indicated, to obtain a 3-foot channel,
would require excavation to a depth of about li feet for one mile over
Albany Flats, and excavation of about 1 foot, for the same distance, at
the foot of Willow Pass ; a total excavation of about 35,200 cubic yards
for a channel 60 feet wide.
The excavation would run through the remains of a Cypress Swamp,
and would consequently be very expensive. Further, it has been shown
by the surveys made that Soda Lake is the main settling-basin for the
Eed Kiver water passing through it.
The deposit in this lake has been so great as to entirely cover the
knees of the cypress yet standing in the lake, while in the other lakes
these knees are yet uncovered.
The depth of such deposit was not ascertained, nor is it known for
how long a time it has been forming, but the covering of cypress-knees
indicates a thickness of several feet, and the living trees at points in the
lake show it to be a very recent formation. The inference is that since
the cause of deposit does and will continue, any dredged channel
through the lake must sooner or later be silted up. If, then, dredging
be resorted to, the depth should be made considerably greater than
actually necessary for the time being, in order to avoid annual dredging
to keep the channel open.
I assume, therefore, that the depth of a dredged channel through
Soda Lake should be 6 feet at extreme low-water; this would make an
average dredging of about 2 feet, sixty feet wide, for a distance of
eight miles, equal 563,200 cubic yards of excavation. This, of itself,
appears sufficient to condemn dredging, but when there is added to it
the dredging that would have to be done in the upper end of Faii^r
Lake and across the bar at the present mouth of Cypress Bayou, it is
clear some other plan of improvement should be considered.
WmG-DAMS AT ALBANY POINT.
This wafe Woodruft's first recommendation. He afterward found that
the chutes he proposed to close with dams were so nearly dry at low-water
that but little, if any, concentration of low-water discharge would be
effected by the dams, and that consequently they would be of little or
no use in holding the last stages of a flood in Soda Lake to prolong navi-
gation through it.
LOCK AND DAM AT ALBANY POINT.
This was recommended by Lieutenant Woodruff in his final report of
survey of Cypress Bayou, and the plan was well calculated to give at all
seasons a depth of 6 feet from Albany Point to Jefferson. Having
doubts of its low- water effects below Albany Point, I have awaited the
results of the further survey ordered before considering the project.
712 REPORT OF THE CHIEF OF ENGINEERS.
The survey of Mr. Leavitt, besides disclosing difficulties of foundation
not anticipated by Lieutenant Woodruff, show^ that without the inter-
position of a second lock and dam between the first and Shreveport, in
low-water the bayou and lake below Albany Point, for a distance of
nearly 6 miles, would run dry. This is best shown in section on Leav-
itt's chart herewith, (marked" B.)
The first lock would require a lift of 10 feet, the second a lift of 13
feet, at low- water of 1873 at Shreveport, to make 3-fooL low-water navi-
gation from that point to Jefi:'erson.
The walls and gates of the locks would have to be 26 feet high in
order not to be overtopped at a stage of water equal to the high-water
of 1866, the highest of which we have record.
In view of the above, the project was rejected, and it was not consid-
ered necessary to make detailed plans and estimates for it.
DAM AT ALBANY POINT AND CUT INTO RED RIVER OPPOSITE.
Woodruft's survey showed the whole fall from Jefferson to Albany
Point to be but 3.5 feet at a time when there was 4-foot navigation over
Albauy Flats. Of this fall, 2.3 feet was from Jefferson to the head of
Fairy Lake. The lake was a level; from the foot of the lake to Albauy
Point the fall was 1.2 feet.
By placing directly across the water way at Albany Point a dam
having its crest 14 feet below the local high-water mark of 1866, there
will be given over Albany Flats a depth of about 6.5 feet, whence, fix)m
the above, it is evident there will be given to the foot of Fairj' Lake a
least depth of 5.3 feet, and from thence to Jefferson a least depth of 3
feet throughout the year.
It is considered that the latter depths will be greater than stated, for
the reason that the slopes reported will not probably be very greatly
diminished ; also, no allowance is made for the dredging from Jefferson
to the head of Fairy Lake, a distance in which the greater fall occurs,
for the reason that it is anticipated that the dredged places will fill in a
few years.
For perfect safety the figfires are based on a level from Albany Point
to Jefferson.
As such dam, while answering the purpose of giving good navigation
above it to Jefferson, would effectually cut off the navigation below
from that above, it would be worse thau useless, except a new connec-
tion be made with Red River. A cut to Red River from a point above
the dam is therefore necessary as a portion of the project.
The difference in level of water-surface between Soda Lake at Albany
Point and of Red River (opposite) at Gold Point renders such connec-
tion practicable without lowering the surface created by the dam, as
shown by the following:
Our surveys indicate the fact that during all seasons of the year the
surface of the lake at Albauy Point is lower than the surface of ihe river
opposite at Gold Point, viz, at high-water of 1866, when there was be-
tween 19 and 20 feet over Albany Flats, the lake-surface was 2.38 feet
below that of the river.
In 1872, with 4 feet over the flats, it was 6.3 feet below ; and in 1867,
with between 2 and 2J feet over the flats, it was 3.8 feet below.
Although no observation was made to determine the difference of level
at extreme low water, viz, when there is but one foot of water over the
flats, it is assumed that this difference is probably not less than 2 feet,
REPORT OF THE CHIEF OF ENGINEERS. 713
inasmach as the measurements gi^en were all made before the removal
of the raft.
Under this assumption the proposed dam and cut should give at all
seasons of the year 3 feet navigation over Albany Flats, a sufficient
depth for the present, since the river below Shreveport only affords a
depth of 20 inches during low- water; and it is not the local trade be-
tweeh Shreveport and Jelferson that is to be served by improvement,
but the trade between the Mississippi Elver and Jefferson.
Besides the improved navigation it is designed to give above Shreve-
port, this project presents another subject for consideration.
It is claimed that in case the removal of the raft should prove to effect
a shortening of navigation through the Soda Lakes, it will also shorten
the season below Shreveport.
This is on the supposition that the lakes serve as reservoirs to detain
floods of Upper Red River, so that they are longer in passing Shreveport
than they would be if these reservoirs did not exist. If this be true,
then the reservoirs are useful in lengthening the season of navigation
below them.
The plan of a dam and cut at Albany Point appears to present the
means not only for preventing any possible deterioration of these lakes
as reservoirs, but also a probable means for increasing their efficiency.
In connection with this three plans for a dam have been considered,
and these require notice.
Ist. A tumbling dam, having its crest 14 feet below the loeal high-
water mark of 1866. This is the one so far assumed for illustration, and
the one called for if navigation above it is alone to be considered.
In this case there is but one objection to it,-and that may be overcome
by a suitable construction. Tbe objection is this: The character of the
foundation offered for a tumbling dam is not favorable to permanence of
the structure, the soil being of an easily abraded mixture of santl and
clay, with strata of sand at intervals. • During low-water the bed of the
lake at the foot of thie dam will be dry, while just above, on Albany
Flats, there will be from 3 to 6 feet.
At the commencement of a rise, when the water begins to flow over
the dam, the fall over the several portions of the length of the dam will
range from zero to 15 feet. It will afterward be some time before the
lake below fills sufficiently to afford a useful water-cushion to break this
fall. At extreme high-water the surface of the upper lake will be from
10 to 14 feet above the crest of the dam, and the lake below will prob-
ably be filled to nearly the same level; during tlie intermediate stages
we must expect powerful eddies about the foot of the dam.
These facts suggest difficulties of construction which may certainly
be overcome, but at great expense, and by taking every precaution to
have workmen and material on hand so as to begin and complete the
work in a single low-water season, the length of which may only be
safely assumed at 4 months, and those 4 mouths the most unhealthy
of the year.
If we further look to this dam as a means for increasing the efficiency
of the Soda Lakes as reservoirs, then it must appear too low to have any
appreciable effect, for it has been shown that during all except the lower
stages, water must run from Red River to the lake rather than from the
lake to the river, while after the lake has fallen to the crest of the dam,
and further discharge must be into the river, the possible fall of three
feet, taken in connection with the area of the lake, indicates such a
&msL\\ volume of discharge that it does not need figures to prove it of no
value below Shreveport.
714 REPORT OF THE CHIEF OF ENGINEERS.
2(1. A dam from Albany Point to the bank of Eed Eiver, having its
crest 2 feet above the high-water of 1866, on Red River.
As the first plan of dam is the minimum allowable for improved navi-
gation, so this plan appears to ofter a maximam for reservoir effect.
It would throw the whole of the lake discharge into Red RiveF
throngh a channel which (following its meanderings) woald be 7.6 miles
longer between Albany Point and Shreveport than the present route
via Twelve-mile Bayou, and 9.1 miles longer than the route via Cross
Bayou.
This difference in length would necessarily retard the emptying of
the reservoir, but on the other hand we should lose an important por-
tion of the present effect of Lower Cross Lake. The latter would then
be only a reservoir in proportion as the water was ponded back into it
from Shreveport, whereas now it holds a large volume of the flood- waters
received throngh tbe Sodo Lakes, for a time after the latter have well
run out. This is evidenced by Leavitt's survey, and a section displayed
on his chart, where it is shown that the water-surface in the neck be-
tween Dpper and Lower Cross Lake was 3 feet above the surface in
Twelve-mile Bayou, 540 feet distant, and the same above Red River,
just above.
It is questionable if the gain on the one hand would not be balanced
by the loss on the other.
There is another and more serious objection to the plan, viz : The
river between the dam and Shreveport has not the capacity to carry
the volume to be added from the lakes, and to give it the capacity would
require radical changes in its bed, involving the destruction of many
plantations.
These two considerations condemn the plan of a high dam.
3d. A dam across the foot of Soda Lake, having its crest of the height
of No. 2 ; the crest between the lake and river to be depressed to 9 feet
below the high- water of 1866.
This is a compromise between the 1st and 2d, and while offering the
advantages possessed by both, permits the filling of Cross Lake by di-
rect ove&ow, and it is thought will not seriously affect the plantations,
along the river bank.
This is the plan recommended in my communication of May 1, trans-
mitted to the Chief of Engineers in answer to the inquiries of the chair-
man of sub-committee of House of Representatives on rivers and harbors.
It is the plan I recommend for adoption on two conditions^ viz :
1st. That the money required to carry it out be all appropriated before
the work is commenced.
2d. That the commerce to be benefited be found to warrant the
expenditure. Of this I do not pretend to judge.
The other two plans considered call for but brief mention.
5th. The fall from Red River, through Irishman's Bayou, to the foot
of Fairy Lake, January 1, 1872, was 11 feet. It is evident that a dann
crossing the head of Sodo Lake, Willow Pass, passing around the foot
of Shift-Tail Lake, and connecting with the bank of Irishman's Bayou,,
might be constructed the same as at Albany Point, and to answer the
same purposes.
The length of the dam, as indicated on Woodruff's chart, and it»
great height, due to the depth of Willow Pass, together with the labor
of re-opening Irishman's Bayou, which is filled with raft, shoal, narrow
and tortuous, condemns the project, further by cutting off the settling:
basin afforded by Soda Lake, a great deposit would be induced above thfib
dam, making in a short time, it is anticipated, a second Albany Flats^
REPORT OF THE CHIEF OF ENGINEERS. 715
6th. Mr. Leavitt snggested a dam across the neck between Upper and
Lower Cross Lakes, thence across Twelve-mile Bayoa to the bank of Bed
Kiver, and a cat from the bayou above into the river. This was rejected
becanse of the dimensions of the dam required and the insufficient fall
from the river t4) the bayou, the latter being so slight that it could not
have effected the depth over Albany Flats.
The location at Albany Point appears to be a proper mean between
the two locations last named.
CONSTRUCTION OF DAM-MATERIAL.
• The neighboring country afifords an abandance of cypress timber,
which may be delivered in rafts at the site of the work during high-
water. Albany Bluff affords a good clayey soil. Albany and the neigh-
boring bluffs will furnish, it is thought, enough stone (of a quality not
suitable for masonry) that will answer for ballast. No other material
for construction can be had except from a great distance and at great
expense.
The dam must therefore be mainly built of timber.
A pile-dam, judging from the fate of that built across Tone's Bayou,
would probably not stand long.
A framed dam would be difficult of construction, costly, and offer no
better hope of permanency than one made by piling.
In the Red River raft we found numerous large islands, (comparatively
speaking,) formed by an accumulation of timber, cemented together by
river-deposit and the roots of willows ; these were able to withstand the
full force of the river-current during the floods and were difficult of re-
moval by machinery, even when aided by nitro-glycerine.
It is proposed to imitate this natural formation, as is best shown by
the drawings herewith, by building a dam with untrimmed cypress-trees,
placed butts down-stream, layer over layer, with the interstices filled in
with earth from the bluff', and the top and apron ballasted with stone.
On this plan the cost of a tumbling-dam, No. 1, is estimated at
$57,661, viz:
4,437 trees, (in place.) at 44 $17,736
1,576 cubic yards earth, (in dam,) at 50 cents 788
10,120 cubic yards ballast, (in dam,) at $3 30,360
Add 20 per cent, contingencies 9, 777
Total 57,661
The cost of dam Ko. 3 is estimated at $217,314, viz :
24,896 trees, (in place,) at $4 $99,584
75,950 cnbic yard earth, (in dam,) at 50 cents 37,975
20,000 cubic yards ballast, (in dam,) at $3 60,000
Add 10 per cent, contingencies 19,755
Total 217,314
Note.— Only 10 per cent, is added in this case because of the magnitude of the work
and its offering no more nnder-water work than No. 1 does.
THE CUT.
The place of the cut is indicated on Leavitt's chart. The estimated
excavation for it is —
467,170 cnbic yards, which, at 30 cents per cubic yard, will make it cost $140, 151
Add 10 percent, for contingencies 14,015
Total 154,166
Total cost of dam No. 1 and cut 211,827
Total cost of dam No. 3 and cut 372,580
716 REPORT OF THE CHIEF OF ENGINEERS.
The estimate for the dam is based on the assumption that all material
for it is to be collected, so that the dam may be constructed during a
single low-water season.
The estimate for the cut is based on a width of GO feet at top, 30 feet
at bottom, and a uniform depth of G feet below low-water mark.
It is thought that perhaps a cut of lesser dimensions may answer, on
the supposition that the currents through it may scour it wider and
deeper. This consideration, however, could not be made to safely enter
the estimate.
The following report of Mr. Leavitt contains such commercial statistics
as I have been able to collect :
Report of Mr. H, A, Leavitt^ Assistant Engineer.
New Orleans, May 28, 1874.
Captain : I have the houor to submit the following report of survey of that portion
of Cypress Bayou known as Soda Lake and Twelve-mile Bayou :
The field of operations extends from Albany Flats, four miles from the foot of Soda
Lake, to Shreveport, La., a distance of some seventeen miles. -
The field-work was commenced January 5, 1874, and completed March 10, 1874, hav-
ina occupied a little over two months.
Before completing the organization of my party, I spent two days in making a pre-
liminary examination. Owing to the high stage of the water, and the probabilities of
a still further rise, I conclnded to begin my work at Albany Point, with a view of
ascertaining the cost of a lock and dam located at that point, as recommended by
Lieutenant Woodruff, assuming that to be the only way in which the difficulties of
Albany Flats could be overcome.
On January 10, having perfected my organization, I went into camp at Albany Point,
and established gauge, taking readings morning and evening until the close of the
survey.
My progress was very much hindered by the dense growth of timber which lines both
shores of the lake and islands, and much time was lost in clearing sights. Had the
survey been made during low-water much more work could have been done and with
better results.
The field-work of Soda Lake was made from a base-line located one-half mile above
Albany Point, and, where opportunities offered, tie-lines were measured as checks on the
work.
For the line down Twelve-mile Bayou the stadia was used.
Accompanying this report are —
1st. One general map, showing the country in the field of operations, with sections at
Albany Point, Cross Lake, and Twelve-mile Bayou, also section through channel from
the flats to Shreveport, with water-slope of January 20, 1874.
2d. Detailed drawings of proposed dam, showing front elevation, plan, and sections.
The soundings are reduced to gauge-readings of January 20, that being the date of
the lowest stage during time of survey. The highest water-mark of 18()6 was obtained
from Mr. Howe, who has lived at Albany Point for some twenty years. The mark shown
me was a stake driven in the ground near a stump which protected it from anything
that would be likely to disturb it. I compared ic with well-defined marks found on
the timber at the head of Blind Bayou and found them to agree very closely. The
extreme low- water mark on Albany Flats is not so reliable. I was obliged to depend on
the statements of parties of whom I made inquiries. I was informed that during low-
water " one could wade anywhere on the flats without getting their feet wet,'' and that
navigation even by skiff's was a matter of difficulty.
With the above uncertain information I assumed one foot on the flats to be very near
extreme low -water.
I obtained from the Signal-Service ofiice at Shreveport the record of the gauge for
the time during the survey, and from the files in this otlice the high and low water for
1873.
The section shown by dotted red line on map through channel from Albany Flats
to Shreveport was fixed by trraugulation'from base and shore lines, after careful sound-
ings at right angles; across the channel signal-flags were put uj) iu the deepest water
found.
This channel is used by all boats, when there are 6 feet and less on the flats ; at 6 feet
And over, what is known as the '* Cut Road,'' and indicated pu the map by dotted black
linos, from Albany Point to the ** Gate Poet," is used ; it is of little benefit, however, to
navigation, as the saving in distance over the crooked channel of the bayou will not
compensate for the risk run in ^* picking up stumps."
REPORT OF THE CHIEF OF ENOINEERS.
717
The Cot Road, as the term indicates, consists in chopping the standing timber dar-
ing low-water, and is resorted to very often in the lake-uayigation to save distance
doring high-water.
The fall, as shown by water-slope, is 11.82 feet when there is 6 feet of water on
the flats ; at extreme low-water it is 18.24 feet, and for high-water of 1873 it is 8.85.
The section shown in bloe, and marked Leavenworth's secrion, is submitted to show
the difference of level between Sodo Lake and Red River, October 20, 1867, and high-
water of 1866.
After completing survey in vicinity of Albany Point, I located a line shown in red,
and by section C D, for the purpose of making estimates of proposed lock. and dam.
Borings were taken to a depth of 34 feet, and specimens preserved wherever a change
of material was found.
Sections of borings are shown, and the materials and depths found marked.
The following table of difference of level between Albany Point and Sbreveport is
submitted to show that should a lock and dam be constructed at Albany Point, another
would be required located near the mouth of Twelve-mile Bayou to hold navigation
good to that point.
The zero of the United States gauge at Sbreveport is taken as the plane of reference*
Date.
Gange, Atbany
Point
Gauge, Sbreve-
port.
Difference o f
level.
1
Date.
Gange, Albany
Point.
»
>
£
St
a
es
Differenoe o f
level.
1874.
Jannarv 15.
27.64
27.49
27.28
27.14
26.96
26.89
26.94
2&90
26.94
27.39
27.57
28.00
2a 91
16.82
10.65
J6.,12
16.07
15.73
15l07
15.00
14.67
15.07
16.17
16.73
17. 4r*
18.90
10.82
10. 84
10.96
11.07
11.23
11.^
11.94
12.23
11.87
11.22
10.84
10.52
10.01
1 1874.
Pebmary 8
29.46
29.81
29.97
30.09
30.17
30.50
30.70
30.83
30. b3
30.84
32.14
36.34
21.89
19.98
20.42
20.67
20.93
21.17
21.50
22.00
22.33
22.58
22.33
23.58
27.49
3.65
9.53-
* 16
9
9.30
17
10
9.30*
18
11
9.16
19
12
9.00
21
13
9.00
24
14
a70
25
15
a50'
»26.
T6
&25
31
26
&51
FfibrmirY 1
MaKh 4
&56
3
High-water, 1B73
Low-WAter. 1873 .........
&85
6
1&24
As the plan assumed to overcome the difficulties of Albany Flats by lock and dam^
from the nature of the foundations, scarcity of material for ballast, and the necessity
of a similar structure iu Twelve-mile Bayou was thought too expensive, and the con-
struction attended with many difficnlties, I was led to examine some other method more
safe and reliable.
I extended my survey down Cross Lake to a point offering very favorable advantages
for the construction of a dam. The width of Cross Lake at this point is 1,025 feet, and
completely filled with cypress stumps from 2 to 4 feet in diameter and standing some
6 feet above ordinary stage of the lake, presenting a firm anchorage. The west shore
of the lake is very abrupt, with an elevation of 40 feet above the water. Sections of
Cross Lake and Twelve-mile Bayou are shown, and marked £, F, A, B.
The plan proposed would be a high-water dam, crest of dam 2 feet above highest
known water, located on line E, F, A, B, and extending 1,000 feet from B. Total length
of structure, 2,600 feet ; and a channel cut from Twelve-mile Bayou to Red River on
line L, N, section shown. Length of cut, 1,100 feet.
The construction of the dam is shown by the detail-drawings, and consists of trees-
and earth, the west shore of the lake furnishing both materials in abundance. The
trees would be taken just as they fall from the stumps and placed in position, the tops
up-stream and butts resting on timbers nlaced parallel with line of dam. After placing
one layer in position as closely as possible, the spaces are filled with clay, well rammed.
This is repeated until the desired elevation is obtained. The firont slope is 2^ to 1,
and rear 1 to 1.
The distance from Twelve-mile Bayou to Red River, measured on line of dam, is
4,500 feet. As the proposed structure would occupy 1,000 feet, this would give 3,500'
feet for high-water-way.
The banks of Red River are 6 feet higher than Twelve-mile Bayou. This would give
an area of some 18,000 square feet before Red River would be called upon to assist in
carrying flood.
The object in leaving this water-way is to afford protection, during a flood, to the-
718 REPORT OF THE CHIEF OF ENGINEERS.
stracture, by allowing the water to escape and back op in the rear of the dam and
form a cushion to receive the overflow and prevent undermining.
During high- water the whole country is submerged, and there is but little current.
This, together with the fact that the proposed outlet is heavily timbered with oak,
gum, cypress, &c., indicates that no danger may be apprehended that a new channel
would be formed between the end of the dam and Red River.
The difference of level between Twelve-mile Bayou and Red River, on section L,N,
March 6, 1874, was 0.07 of a foot, and the fall from site of dam to mouth of Twelve-
mile Bayou, March 7, 1874, was 3.06 feet.
The distance by Red River from proposed cut to mouth of Twelve-mile Bayou is 9.66
miles, while from dam to same point is but 3.64 miles. This would lengthen the water-
slope over two and one-half times what it now is, with the same fall. The elevation
of the banks of Twelve-mile Bayou is 30.90, and when bank-full would give 10 feet on
the flats. As the dam would cut off the escape of water by Cross Lake and Twelve-
mile Bayou, the only outlet during a good boating-stage would be by Red River, and
we would then have all of the lakes as a reservoir for slack-water navigation.
The estimates on this plan were not completed, as, by your directions, the location
was changed to Albany Point.
The site on which estimates were made is a line running from Albany Point to Gold
Point, on Red River, taking advantage of Islands Nos. 1 and 2.
The crest of the dam is, at an elevation of 42.98 feet, (above zero of gauge at Shreve >
port,) 2 feet above high- water of 1866 at Albany Point. This elevation is carried 1,000
feet inland from north shore of Sodo Lake, at which point it falls 0.53 per 100 feet for
A distance of 1,500 feet, when it reaches an elevation of 34.96, at which it is carried a
distance of 3,100 feet, where it reaches the slopes of Red River bank. Total length of
dam, 10,400.
The proposed cut is shown by red line from Blind Bayou to Red River. For a por-
tion of the way Blind Bayou would be used; very little improvement would be needed,
and would consist in dredging and removing stumps.
The main cut would be through red clay and sand, and is susceptible of easy hand-
ling.
The benefits to be derived from this plan are as shown by Leavenworth's section :
Red River is 3.80 feet above Sodo Lake ; the elevation of the low portion of the dam
is 34.98 ; this would give 14 feet on the flats before allowing any water to escape.
The fall from Jefi'erson to Albany Point, as stated in Lieutenant Woodruff's report,
is but 3.50 feet ; this would give over 10 feet of water to Jefferson.
The distance by Red River, from Gold Point, to mouth of Twelve-mile Bayou, is
nearly twice as great as by Sodo Lake and Twelve-mile Bayou. This increased dis-
tance with difference of level will no doubt materially lengthen the boating-season,
and, in my opinion, secure navigation to Jefferson when Red River is navigable to
Shreveport.
The following statistics were kindly prepared by Messrs. Johnson & Eberstadt, of
Jefferson, Texas, and to whom I am indented tor much valuable information.
While in Jefferson I paid a visit to Kelly's foundery and iron- works, and examined the
ore and castings made from it, and can safely vouch for the statements made by Mr.
Kelly.
I remain, very respectfully, your obedient' servant,
H. A. Leavitt, C. E,
Capt. C. W. HowKLL,
Corps of Engineers, U. S, A,
COMMERCIAl. STATISTICS.
We ask, in behalf of the citizens of Jefferson and adjacent country, to lay before you
the following facts and statistics, showing the importance of Gk)verument aid for the
benefit of navigation through the bayou and chain of lakes between the cities of Jef-
ferson, Texas, and Shreveport, La., a distance of ninety-five miles.
For several years. Just after the close of the war, there were shipped annually through
this channel to New Orleans from sixty to seventy-five thousand bales of cotton, at a
freight-cost of from $1 to $2.50 per bale ; besides large numbers of beef-cattle, large
quantities of hides and other productions, and articles of commerce.
In 1869 the number of bales of cotton reached 75,352; hides, 160,000; and all other
classes of products in like ratio. During the same commercial year the number of
packages of merchandise landed here for the interior reached over 350,000, valued at
§1,750,000, while the value of merchandise received by the merchants of Jefferson was
$20,000,000. At that time the population of the city was 11,000 souls, and business of
every class was prosperous in the extreme.
Since that time, from various causes, trade and commerce have been gradually dimin-
ishing, and principal among these causes has been the lessening of our navigation,
EEPORT OF THE CHIEF OF ENGINEERS.
719
arising from the expenditure of Government appropriations on the Upper Red River
in and about the great raft.
We may here also beg leave to sav, and call attention to the fact, that the cutting out
of this raft and the turning loose of so great a volume of water, is proving very detri-
mental to farming-interests on Red River below Shreveport ; while, we are assured by
-our oldest and most competent steamboat-men that but little, if any, good will result
from the work to the upper-river navigation.
Whether this be fact or not we are not positively prepared to declare ; but, if so, we
bope that some clause may be found in the Constitution that prevents the interference
of the General Government in benefiting one section of the country and people at the
expense and ruin of another.
But should Congress grant the appropriation of |300)000 now asked for, for the per-
manent improvement of the lake-navigation in either of the feasible ways that have
been suggested by engineers, it will settle all existing difficulties, and benefit a larger
population and more territory than any appropriation of the same amount ever made by
Congress.
To prove this statement we offer the following facts, together with the agricultural
statistics of the territory immediately surrounding and entirely dependent on this out-
let for its exports and imports, leaving out many counties even more populous and
with larger productions than most of those named. These statistics, too, are from the
•census of 1870, the latest at command, since which time the population and products
have increased 40 per cent.
Coanty.
Bowie
Cass
Tittis
XJpshur
3lkrion
Hopkins . . .
Hnnt
Total
■
s
«
a
O
A .
1
i
1
1
1
|i
1
1
3
Fann-p
r
S
M
a
-a
yumber.
Value.
Talue.
Acre*.
Aerei.
2,990
$126,295
mi, 261
1323, 347
18,360
106.587
5.966
255 723
1,066,633
406,566
53,903
182,001
7,030
467,387
899,135
1, 133, 072
53, 012
297.536
7,362
370, 570
928,687
590.238
63,804
228,921
2,862
85,117
126,025
412.591
27,819
87, 944
5,417
568,393
874, 987
1, 037, 789
42,371
192,985
4,272
779,394
735, 109
780,140
41,065
194. 442
35.908
2,652,879
4, 961, 837
4, 583, 740
300.334
1. 302, 416
It will be seen that we have only given statistics of seven counties, leaving out more
than that number whose interests will always lead them to seek cheap water-trans-
portation for their shipping when it can be reached. The return, however, from the
territory given shows how strong are the claims we bring before Congress for a suffi-
cient appropriation. It sums up as follows :
Bales cotton 35,908
Live-stock, value $2,652,879
Farm-value $4,5a3,740
Farm-products, (value) 14,961,837
Improved land, (acres) 300,334
Unimproved land, (acres) 1,302,416
In this must be added 40 per cent, in increase of production and value of farms and
live-stock since 1870.
With permanent navigation, it is safe to declare that 150,000 bales of cotton (to say
nothing of the immense numbers of cattle, hides, and various other articles) would be
annually shipped through this chaunel, with a rapid yearly increase, at a saving of 75
cents a bale less than railroad freights, with a like saving in freight on all importa-
tions, both to individuals and the General Government, on the large quantities of sup-
plies for the forts and stations west of this, to all of which this is the nearest inland
water-navigation.
ThU Government in many cases has given $30,000 per mile to railroads, which, for
the distance of this stream, ninety-five miles, would amount to $2,850,000, where we
only ask for $300,000 to insure permanent and uninterrupted navigation that would
afford more tonnage and accommodate more commerce than a dozen single-track rail-
roads. And this navigation lasts forever without repairs.
We now reach probably the most important and obvious reason among the many
why this improvement should be made ; this is to be found in the exhaustless fields of
iron-ore and forests of valuable timber by which these lakes are surrounded, all of
which are required at less-favored points, and the citizens of which the improvement
720 REPORT OF THE CEIEP OF ENGINEERS.
of navigation asked for would greatly benefit in the saving by reduced freights, thus
proving that the appropriation would be far from a sectional matter.
It is now fully and justly admitted that our iron is the best in the United States, and
the quantity inexhaustible. The stock-company, just formed for that purpose, are
largely increasing the operatious of Kelly*s foundry and furnaces, have orders for
thousands of tons already — 500 tons from one manufacturer alone in Galveston — and
the only drawback is the high tariff of railway-freights, which would be overcome by
the improvement in question, and thus save thousands of dollars annually, not to the
manufacturer, but to the consumer,, which class is composed mostly of farmers and
laborers, that class which honest legislation should always endeavor to legally protect*
The manufacturer and merchant have their regular profits, and, therefore, all exorbi-
tant freight and other charges always ffUl on the consumer.
In conclusion, we ask the candid consideration of all to the undoubted early great
future of the rich and rapidly growing country by which we are surrounded. A soil
unsurpassed in productiveness, a stock-raising region unequaled elsewhere, and a
climate healthy and salubrious, with a territory larger than the entire State of New
York, and capable of sustaining a more dense population, what can prevent its speedy
development to a thriving, populous, agricultural, and manufacturing region f
The demand of commerce will be great, and to meet the wants and requirements of
the whole people we ask for this mite from the national Treasury to give us a safe and
permanent water-navigation. For the foregoing reasons we ask and demand the relief
sought for as a matter of simple justice to a large section of the country and a large
population, and for all of which we will ever pray.
E. Eberstadt.
^o estimate has yet been submitted for the cost of completing the
work of improvement in Cypress Bayou proper.
The following is the original estimate for the work of one year, at re-
moving stumps, &c., from the bayou, and opening a new route into the
lake :
Cost of flat and machinery $5,000
Running expenses one year 12,000
Opening new route 3,000
20,000
The following is the estimate for dredging :
Running expenses six months $12,. 000
Making it for one year 24,000
Making a total estimate for one year's work 44,000
The actual expense for two years has been $35,573.96.
The balance of appropriation available is expected to complete the work.
My present estimate for cost of work at Albany Point is made greater
than that submitted in my letter of May 1, 1874, by the addition of bal-
last in the construction of the dam, an addition which, if not positively
necessary, is certainly prudent.
Whole amount appropriated since commencement i^, 000 00
Amount expended since commencemeut 35,573 96
The work is situated in the collection-district of New Orleans, and there is no light-
house near it.
I am nnable to state if it may effect permanent improvement or not.
Financial statement
Bahmce in Treasury of United states July 1, 1873 $38,000 OO
Amount in hands of officer and subject to his check 14,794 3d
Amount expended during fiscal year ending June 30, 1874 26, 368 34
Amount available July 1, 1874 24,426 04
Amount required fiscal year ending June 30, 1876 372,580 00
The following charts are submitted :
A. Reduction of Woodruff's chart.
B. Leavitt's chart.
C. Plan of dam No. 3, Albany Point.
I). Plan of dam No. 1, Albany Point.
REPORT OF THE CHIEF OF ENGINEERS. 721
R5
IMPROVEMENT OF CALCASIEU PASS, IN THE STATE OF LOUISIANA.
This work was authorized by act of C«)ngresa approved Jane 10, 1872.
and appropriating $15,000. It was commencect in May, 1873, and con-
tinued to June 30, 1873, as reported page 634, Report of the Chief of
Engineers for 1873. It was afterward continued and completed Jan-
uary 14, 18'i4.
There has resulted from the work a straight channel, 60 feet wide and
6J feet deep, at mean low-tide, from the deep water in Calcasieu Pass
to the deep water in Calcasieu Lake, as shown by the accompanying
tra<;ing. Vessels drawing 6 J feet loaded have now free access from
the Gulf to and from the important lumbering-region about the head of
Calcasieu Lake, whereas, before improvement, the route was only open
to vessels drawiiigmorethan 3J feet, by lighteringover thebarimproved.
Since completion of the work, a period of nearly six months, no ma-
terial tilling of the channel excavated has been observed.
• The benefit accruing from the work cannot be stated definitely ; the
following information in that regaril is all I have been able to obtain.
A larger class of vessels has engaged in the trade of Calcasieu Pass,
since its improvement, without resort to lightering. These have been
able to make tlr^^e trips in the time before required for two trips.
A direct trade with Mexican ports has been started.
The freights on lumber to Galveston and adjacent ports have been
decreased $2 per M.
In Galveston the price of first quality lumber has been reduced from
$6 to $7 per M.
By the old system of lightering over Calcasieu Bar, w^hat was first-
quality lumber at the mills became tilled with grit and reached market
deteriorated in value, which is not the case now.
I have nothing further to present in the shape of commercial statis-
tics than those contained in my report of 1871.
The work is locat-ed at the outlet of Calcasieu Lake, Louisiana, in the collection -dis-
trict of Galveston, Texas. The nearest Jight-house is at the Gulf entrance of Calcasieu
Pass.
Financial statement
Amount in bands of officer and subject to bis check $9, 287 51
Amount expended during fiscal year ending June \M), 1874 9, 210 96
Amount available July 1, 1874 76 55
Statement of origi nal estimated cost of the work 15, 000 00
Whole amount appropriated 15, 000 00
Whole amount expended 14, 923 45
R6.
IMPROVEMENT OF THE HARBOR OF GALVESTON, TEXAS.
During the year, operations were confined to the care of property be-
longing to the work, there being no appropriation avaihible until late in
June, 1874, for continuing the work. Diiring the present year, the avail-
able appropriation of $60,000 will be expended in accordance with the
recommendation of the board of engineers convened to consider the plan
of improvement submitted in my report of December 30, 1873. (Ex,
Doc. No. 136, U. of R., 43d Cong., 1st sess.)
4G E
722 REPORT OF THE CHIEF OF ENGINEERS.
The operations possible with the amount of money appropriated look
only to a test of the merits of the plan submitted ; and it is hoped their
results may be presented early in December, when estimates for next
year will be forwarded.
The work is located in the collection-district of Galveston, near the light-house ou
Bolivar Point.
Financial statement.
Amount in hands of officer and subject to his check $3, 608 31
Amount appropriated by act approved Jane 23, 1874 60, 000 00
Amount expended during fiscal year ending Juno 30, 1874 3,606 54
Amount available July 1,1874 60,001 77
Total amount appropriated since June, 1869 137,000 00
Total expended since June, 1869 76,998 23
R 7.
SURVEY AND IMPKOVEMENT OF GALVESTON HARBOR AND ENTRANCE,'
TEXAS.
United States Engineer Office,
^ew Orleans^ La,, Deee^nber 30, 1873.
General : I bave the honor to transmit the following report on the
recent survey of Galveston Harbor and entrance:
Charts and statistics are transmitted as follows :
Ist. Chart of survey.
2d. Tracing from chart of survey of 1H52 and 1867.
3d. General chart, to show location of dam M. N.
4th. Diagram of tide observations.
5th. Record of wind observations.
6th. Si^ctions showing plane of blue clay, with strata above.
7th. Details of cement-covered gabions.
Very respectfully, your obedient servant,
C. W. IT dwell,
Captain of Engineers^ U. S, A.
Brig. Gen. A. A. IZumphreys,
Chief 0/ Engineers J U, S, A.
THE SITRVEY.
The survey carried on in connection with the work of improvement of
Galveston Harbor was made in accordance with recommendation con-
tained in a previous report from this office, for the purpose and substan-
tially in the manner there indicated, the purpose being to furnish data
for a general plan designed for the improvement of the harbor, for ob-
taining 18 feet of water over both the inner and outer bars, and for
forming estimates of the probable cost of same.
The facts collected are displayed on the charts herewith, and in the
reports of assistants, made a i>ortion of this report.
Lieut. II. M. Adams, Corps of Engineers, U. S. A., in charge, reports
as follows :
Galveston, Tkx., June 19, 1873.
fiin: In coinpltance with your ortler of September 9, 1872, I have to report on the
snrvey of (ialvcNton Harbor as follows :
The object of the snrvey, as stated in yonr letter of instnictious, was " to determine
REPORT OF THE CHIEF OF ENGINEERS. 723
nnd estimate the cost of some plan calculated to give an eighteen-foot entrance to Gal-
veston Harbor."
We have made a complete hydrographic survey of the outer and inner bars of the
Bolivar and Galveston Channels and of the city wharf-front. The chart also includes
Bolivar Point, Fort Point, Pelican Spit, and the end of Pelican Island. This work is
plotted on a scale of Tiriiru*
To determine the character of the material to be removed in order to give the re-
quired depth of channel, and also to determine the nature of the foundation available
for the construction of jetties or breakwaters, borings have been made at different
points (shown on the chart) to a depth, in one case, of 81 feet below mean low-water.
A tide-gauge was established, the zero of which was referred to a fixed bench, and
half-hourly readings have been taken since the commencement of the survey. From
the United States signal-observer at this station we have obtained the record of the
direction and force of the wind for the same period. This record of tide and wind has
been plotted on section paper. (Sheet D.)
Many observations have been made at the stations indicated on the chart to deter-
mine the direction and velocity of the different currents, particularly on the outer and
inner bars.
Careful attention has been paid to the subject of littoral currents, and the results of
the observations are indicated in exact position on the chart.
The survey was commeuced October 1, 1872, and the field-work was continued until
April, 1873 ; when, unable to work out-doors on account of fogs, northers^ or other bad
weather, the time was occupied in plotting field-notes in the office.
An eftbit was made to connect this survey with the Coast- Survey work by determin-
ing the position of their plane of reference, but after some correspoudence with Mr. J.
E. Hilgard, assistant in charge of the United States Coast-Survey Office, to ascertain
the location of their hench-maik, an examination w^as made which proved that the
bench-mark left by the Coast-Survej' party had been washed away.
We have been able to coutinue our tidal observations over a period of eight months,
which gives a very close approximation to the height of mean low-water. The chart
of the survey A, submitted herewith, is shaded so as to show at a glance the position
and extent of the outer and inner bars. The depth of water on the outer bar is 12
feet. The distance from 18 feet to 18 feet depth, across this bar, is 7,040 feet.
The position of the bar is much exposed, and the directions of the currents, both
flood and ebb, are very much dependent on the direction aud force of the wind. The
bar is composed of fine rounded sand and very fine broken shell. This material shifts
about with every tide and current, so that the channel is coistantly changing.
On the inner bar we found an intricate channel, to the north of the middle ground,
giving 12 feet of water. The distance across this bar, from 18 feet to 18 feet depth, is
5,000 feet. The inner bar is not so much exposed as the outer bar ; but the bottom is
composed of the same materials, and the currents are quite as variable as on the outer
bar.
A pile-jetty was commenced by the city of Galveston, at Fort Point, in 1869, with a
view to deei>ening the channel across the inner bar. This work has been continued
since 1869, and is now over a mile in length. The effect of it has been to deepen the
water along the front of the jetty, but a circular bar has been formed beyond the
outer end of the latter, and a large middle ground still remains opposite the outer end
of the structure. There is now, however, a channel 2 feet deeper than that indicated
by the chart of 1867. The middle ground on this bar seems to be formed by an eddy.
We have noticed that when the tide is running in at station E (see chart) it may be
commencing to ebb at station A. (The directions of the flood and ebb currents are
indicated, on the chart, by the blue and red arrows, respectively.) By examination it
will be seen that a large eddy is thus formed, which may account for the existence of
the shoal water, which we have called the middle ground ou the inner bar.
In order to compare the survey of 1867 with the results which we have obtained, a
tracing sheet, B, enlarged to TTTocrrTj has been made from the chart of 1867. This may be
placed over the chart of 1873, and the changes which have taken place can bo noted
at once. On the outer bar we see that the ship-channel has shifted some distance to
the southwest; that the depth of water in this channel has slightly increased, and that
the distance across the bar from 12^ to 12' depth has diminished. The changes are,
however, unimportant, since the sand of w^hich the bar is composed shifts about so much
that a year hence we may find the channel in still another x)lace, with a trifle more or
less water in it.
We have already indicated the change which has taken place on the inner bar. This
has been accompanied by a continuation of the movement of Pelican Spit toward
Pelican Island, which wjis noticed in 1867. The Gulf has encroached 300 feet on the
east side of Fort Point, but the extremity of Galveston Island is in about the same
place as in 1867. It has been stated, however, by the board of harbor improvement
that the point has made in a direction toward Bolivar since the commencement of the
jetty in lc69.
724 REPORT OF THE CHIEF OF ENGINEERS.
CURRENTS.
We have iudicat'ed on the chart at various points the direction of the current by
arrows — blue for dood-tide and red for ebb-tiae. The depths at which the observa-
tions were made are indicated thus: d = depth, in feet. The velocity in miles, per
hour, is indicated by Y. The direction and force of the wind is also given for each
observation. By examining the notes at velocity stations W and Y, we see that the
ilood-tide current in the main channel over the outer bar does not run in the direction
of the axis of the channel, but rather across the channel. This is an objection against
any attempt to improve this channel in preference to the " c^^liuder channel," where
the currents, both flood and ebb, appear to run in the direction of the deepest water.
See velocity stations S and T.
By careful and repeated observations for a littoral current outside of the outer bar,
we have determined, beyond a doubt, that this current depends entirely on the wind.
We have found it setting in both directions alon^ the coast, but generally with the
wind at the time of the observation. During a calm, after a southeasterly wind, we
found the current setting up the coast toward Sabiiie. She velocity stations k'j I'y m',
^'j ^'t **'> ^'t ^^^ P'l o" reduced chart on main sheet.
Three observations were made on different days, when we found it impossible to dis-
cover any littoral current whatever. The greatest velocity of the littoral current ob-
served was one-half a mile per hour.
BORINGS.
For making the borings we used a "i^" gas-pipe, jointed in sections of 8'; a ^" pipe,
also jointed, was nsed for the auger-shaft inside the main pipe. The large pipe was
fitted with a steel point at the lower end, which was fastened by means of a reducer,
BO that it could be attached or removed from the inside of the pipe by means of the
auger-shaft. In boring through clay the point was inserted, and the large pipe forced
down by means of a small pile-driver. The point could be withdrawn at any time, and
a specimen of the earth brought up with a pod-auger. In quicksand the small pipe
was inserted without the steel point, and a force-pump connected with the top of it.
By forcing water down the center pipe the quicksand was made to rise in the outer
pipe and run over at the top. Borings were made in this manner to a depth of 70 feet,
in quicksand, without any difficulty. Several attempts were made to bore on the outer
bar by using a large dump-flat, anchored for the purpose, but we found it impossible
to succeed on account of rough water. We were finally obliged to build a scaffold to
stand on the bottom, and large enough to support the boring party with their tools.
The following table gives the result of the boring operations. The locality of each
boring is given by the corresponding number on the chart :
No. 1 is at Fort Point.
No. 2 is at Fort Point.
No. 3 is at Fort Point.
No. 4 is on Pelican Spit.
No. 5 is on Pelican Spit.
No. 6 is on the outer bar. \
No. 7 is on Bolivar Point.
No. 8 is on the outer bar.
REPORT OF THE CHIEF OF ENGINEERS.
725
Borings,
Water-sarface.
Water, |.
Fine sand,
pulverized
sheila, and
finely- bro-
ken shells
mixed, 3}.
Same as last
with a
small am't
of clay, 39.
Clay, with
small am*t
of pulver-
izea shells
and fine
sand, 44.
Clay, with a
very small
am'toffine
«and and
pulverized
eh ells, — .
I.
Water, 5.
Fine sand
and pulver-
ized shells
mixed with
clay, 49.
Clay, wi t h
small am't
of fine sand
and pulver-
ized shells,
57.
III.
IV.
Water, 14.
Hard fine
sand and
pn Iverized
shells, SI.
Very fine
sand and
p u Iverized
shells with
asmallam*t
of clay, 39.
Fine sai^dSame as
Fine sand
and pulver-
ized shells,
6.
Clay, with a
larfice am't
of fine sand
and pulver-
ized shells
mixed, 18.
Fine sand &
fine broken
shells, 28.
V.
IMne sand
and pulver-
ized shells,
7.
Fine sand
and pulver-
ized shells,
withasmall
amount of
clay mixed,
27.
and pulvi^r-
ized shells,
with a few
fine broken
shells, 72.
Clay, with a
trace of
pulverive<l
shells, 81.
last with
few broken
shells, 46.
Clay, with
small am't
fine sand
and pulver-
ized shells,
55.
Fine sand
and puWer-
ized shell A
with small
amtrunt of
clay, 35.
Clay, with
large am't
of fine sand
and pulver-
ized sheila,
43.
VI.
Water, 11.
Fine sand
and pulver-
ized shells.
2U.
VII.
vin.
Fine sand
and pulver-
ized shells,
11.
Clay and
fine sand,
few broken
shells, 15.
Clay and
fine sand
and pulver-
ized shells
mixed, 32.
Very fine
saiid and
p u Iverized
shells, 37.
Shells, with
few fine bro-
ken shells
and some
clay, 32.
Fine sand
and pulver-
ized shells,
45.
Clay, fine
sand, and
fine broken
shells mix-
ed, 50.
Fine sand
and pulver
ized shells,
trace o 1
clay, 54.
Clay and
p u Iverized
shells, few
fine broken
shells, 58.
Gas escaped,
59.
Clay, least
trace o
p u Iverized
shells, 62.
Water, 11.
Fine sand
and pulver-
ized shells,
60.
Clay, with
fine sand
and pulver-
ized shells,
04.
Note. — The Roman numbers correspond to similar numbers in re<l on the chart, which indicate the
positions of the borings. The depths of the borings are measured from the water's surface of mean
low-tide.
The boring show that the oater bar is composed principally of qaicksand to a depth
of 60 feot below the surface of the water.
The borings at Fort Point and Pelican Spit, together with other borings made to a
less depth from a boat on the inner bar, show that this bar is composed of the same
material to a depth of at least 'S9' below the surface of the water.
DEMAND FOR THE PROPOSED IMPROVEMENT.
The following statistics, compiled from the records of the cnstom-honse at Galves-
ton, show a very rapid increase in the trade of this port during the iive years from 1867
to 1871, inclusive:
Tear ending —
June 30. 1867
June 30, IHCS
Juno 30, lr*i\9
June 30. 1870
Juno 30, 1871
Imports.
Exports.
Duties col-
lected.
#461, 986
SJ^fi, 334
255, 783
509, 231
1, 255, 003
|6, 987, 396
6, 067. 660
9,615.716
14. 869, 601
13,764,341
1297, 812
%i3, 509
184, 177
268, 477
611, 3,'»
726 REPORT OF THE CHIEF OF ENGINEERS.
The followinnf lett(^r from Mr. N. Patteo, collector at Galveston, gives a good idea of
the amount of business transacted at this place during 1871 and 1^72:
CusTOM-HousK, Galvkstox, Tex.,
Colkcior'fi Office, February 3, 1873.
Sir : I take pleasure in rendering the information you solicit in your commuuicatio^
of the 30th ultimo, relative to the commerce of this port.
Id answer to your interrogatories I submit the following :
Ist. Nun)ber of entrances of steam, 1871 277
Number of entrances of steam, 1872 252
2d. Tonnage of same, 1H71 298,116
Tonnage of same, 1^72 395, 755
3d. Clearances— steam, 1871 283
Clearances — steam, 1872 252
4th. Tonnage of same, 1871 303,473
Tonnage of same, 1872 276,444
5th. Entrances—sail, 1871 :^9
Entrances— sail, 1872 330
6th. Tonnage of same, 1S71 135,255
Tonnage of same, 1872 115, 350
7th. Clearances — sail, 1871 450
Clearances— sail, 1872 345
8th. Tonnage of same, 1871 A 132,888
Tonnage of same, 1872 119,457
9th, Total value of imports dutiable, 187.1 $1,586,094
•Total value of imports dutiable, 1872 : 1, 802, 535
10th. Total value of imports free, 1871 314
Total value of imports free, 1872 311,221
11th. Total value of export*, 1871 16,157,584
Total value of exports, 1872 12,056,570
12th. Duties collected on imports, 1871 693,521 74
12th. Duties collected on imports, 1872 6tf2,934 24
I remain, sir, very respectfully,
Nathan Patten,
CQllector.
H. M. Adams,
Lieuteuaiit of Enginetrsy U. S. J., Galveston, Tex.
I have been assisted in the survey of Galveston Harbor by Mr. H. C. Ripley. His re-
port fonns a part of the record of our work, and is forwarded herewith.
Very respectfully, your obedient servant,
H. M. Adams,
Lieutenant of Engineers j U, ^^ A.
C. W. Howell,
Captain of Engineo's, U. S. A.
H. G. Eipley, assistant engineer, reports to Lieutenant Adams, in re-
gard to the conduct of the survey', as follows:
Galveston, Tex., June 23, 1873.
Dear Sir : I have the honor to make the following report on the survey of Galveston
Harbor and entrance, Texas.
The field-work was commenced October 7. 1872, and conducted on the same general
plan as that adopted for the United States Coast Survey.
The triangulations were made with a transit manufactured by W. & S. E. Gnrley,
Troy, N. Y., and since it was the cause of some delay and dissatisfaction, a brief state-
ment of some of its peculiarities may not appear out of place.
The telescope has not sutDcient power to discover an object the size of a man at a
distance of more tlian about three miles, in the clearest weather, and consequently it
was exceedingly ditticult to see my stations, or to locate buoys and beacons, s<mie of
which were at a distance of four and live miles. This was a source of considerable
delay, but the great source of error is in the gra<luatiou of the horizontal limb. Each
angle was re])cati'd from three to five times, and although the instrument is graduate
to reml to single minutes, a difierence as great as two minutes has been observed in
the sauje angle rea<l from different parts of the limb. However, the country being open
and level, I have been able to check the work in so many ways that the mean result
for the position of any station does not diflfer from the extreme limit, in cases of great-
est discrepancy, by more than three feet, and consequently, in so small a survey, will
REPORT OF THE CHIEF OF ENGINEERS. 727
not affect the accuracy of the cbart. But this is sufficient to hIiow that in a survey of
any extent such an instrument would be entirely inadequate for the purpose.
Between the stations located by trlaii^nlatiou, transit lines were run to compute the
topography. In this case the iustrument being invariably set up on the reverse of the
last reading taken, the error of graduation did not show itself and the result attained
was remarkably good ; the greatest error in azimuth in joining any two stations was
three minutes, in a distance of two and one-half miles. The principal source of delay
in the triangulation was due to foggy weather, but most of the time was utilized tak-
ing topography.
The hydrography was commenced as soon as the stations were built. For this pur-
pose there was at my disposal the tug " Hall,'' >vhich was used for outside soundings,
and a small four-oared boat for iuside and shallow soundings. I was able to utilize
much of the windy weather by sounding outside when the wind blew off shore and
iuside when it blew from the Gulf. The only drawback to this admirable arrangement
■was the exceeding difficulty in preventing the *' Hall '' from getting aground. She draws
seven and oue-half feet of water, and since at low-tide iu many places on the bar there
is less than this depth of water, and there have been many changes since the last
coast-survey chart was made, it was impossible to keep her from grouuding occasionally
if she ventured from the regular channel. This being true in still water, the least
swell increased the depth of safety and a large swell made it dangerous to cross the
Lar, even in one of the channels. It was in this way that she broKe her stern-post,
November 30, passing out the ** cylinder channel" in nine and one-half feet of water
and scarcely any wind, and was thus disabled for further use until the soundings were
finished. The " Hall " being withdrawn for repairs, the *' Rattler," a sloop of five tons,
drawing about three feet of water, was chartered, with which the outside work was
completed. This answered the purpose very well ; but a larger one, and drawing no
more water, would have been preferred. However, we were able, with a moderate
breeze off shore, to do more work with her than with the.*' Hall," and at much less ex-
pense.
The soundings were taken with a pole, to the depth of ten feet, and given in feet
and tenths. At greater depths they were taken with a line, with toa-pouud lead, and
given in feet and half-feet.
The character of the bottom was given and recorded at every change in its nature.
The locations were made from the boat by means of two sextants, with objects on shore,
the position of the boat being located every two to five minutes. The soundings were
taken as often as the leadsman could conveniently heave the lead, averaging about
four soundings per minute, in twelve feet of water.
The difficulty of locating was the great source of embarrassment in the entire sur-
vey, and was occasioned by the almost constant prevalence of fog. The tripod stations
were entirely useless, except in the clearest weather, or when near them ; and although
all prominent objects, such as light-houses, beacons, buoys, wrecks, church-spires, &c.,
were located and used, yet the condition of the atmosphere was such, much of the
time, that it was difficult at a distance of four or live miles to distinguish one object
from another, even if it could be seen at all.
When the wind was blowing, especially from the north or west, it was generally
clear, but as soon as it became calm enough for sounding, a fog was most certain to
rise. Almost the only exce])tion to this was immediately following a fierce ''norther,"
when one or, perhaps, two days would be clear and fair.
The soundings were commenced November 4, 1872, and continued during favorable
weather, until completed, January 24, 1873.
The following is the statement of the time actually employed tiiking them :
nonra. Minutes.
In November 68 45
In December 66 49
In January ^ 46 36
Total 182 10
At seven hours per day, an average day's work, this gives 26 days.
The whole number of days is 81, giving a ratio of 1 to 31 as the time favorable for
this kind of work. The whole number of soundings taken is 30,000 ; but with the
scale adopted for the chart only about one-fourth of this number, or 7,500, were plot-
ted. The hydrogra]»hic area embraced in the survey is about 42 square miles. This
gives an average of 714 soundings per square mile, and 161 stpiare mih'S of hydrography
completed per day. A tide-gauge was kept from the begiuuiug of the survey and the
reading recorded every half hour, day and night. It was located at the esi-stern end
of the city, as being the mosWavailalde point convenient of access. It would have
been desirable to have had one on the outer bar, but this was impracticable iu the
absence of a self-registering gauge. As the nearest approach to the outer bar, a second
728 REPORT OF THE CHIEF OF ENGINEERS.
^auge was kept at Fort Point for a period of twenty clays, by means of which a ratio
was established between it and the one in the city. By means of this ratio, the out-
side soundings were reduced, and the almost universal agreement in them, where lines
of soundings crossed each other, proves the result not unsatisfactory.
CURRENTS.
The current observations wore commenced as soon as the soundings were completed
For this purpose a keg, weighted with lend to make it sink, and suspended with a
small cord to a tin float Just sufficient to buoy it up, was arranged. The cord could
be made of any desirable length, and, since the' float was small compared with the keg,
the velocity of the float would be very approximately that of the current at the depth
determined by the length of the cord. To meivsure the velocity, a log-line was attached
to the float, and the time occupied in running out any known distance was noted.
The direction of the float was taken with a mariner's compass ; at the same time the
bearing of one or more known objects was taken to test the accuracy of the compass,
the boat being anchored and 'its position located. Observations were taken at the
surface, mid-depth, and bottom, and repeated three or more tiines. For these obser-
vations such days and stages of the tide were selected as should give the greatest
velocities. ^
CONCLUSIONS.
The swiftest currents occur when the moon's declination is large, and during the
last quarter of the ebb and the first quarter of flood tide. They are also influenced by
wind.
The tide begins to flood in Bolivar Channel some time before it ceases to ebb in Gal-
veston Channel. It also flows along the flats and margins of Galvest'on Channel before
it has ceased ebbing in the center. At the outer end of the breakwater at Fort Point
when the flood flrst sets in, it flows directly across the channel to the west, and, meet-
ing the ebb-tide, forms a partial edd}^ which is doubtless the cause of the middle ground
or shoal place on the inner bar.
At certain stages of the tide the water flows between Pelican Island and Pelican
Spit in the direction indicated by the arrow, the velocity varying greatly at difterent
times ; but it has never been observed to run in the contrary direction. It is possible
that this contributes to the formation south of Pelican Spit.
The tide at the gauge begins to rise generally from one to three hours before flood
sets in.
The littoral current does not seem to be affected by the tide, but runs in one direc-
tion for days at a time, and then will change and take the opposite direction or cease
to run altogether, depending apparently upon the direction and force of the wind. It,
however, has its effect on the tide, influencing the direction at which it crosses the
outer bar. Thus, when there is no littoral current and the tide flood, it crosses the bar
normal, or nearly so, to the direction of the bar itself; but when the littoral current is
running to the northeast the direction of the tide will be deflected from the normal
to the north ; when it is running to the southwest it will be deflected to the south, and
in a degree corresponding to the velocity of the littoral current and the force of the
tide. The same is true at ebb-tide, but perhaps not to so great an extent.
To show the uncertainty of this littoral current, it is worthy of note that three obser-
vations, on different days, were taken beyond the influence of the tide, when it was
impossible to discover any current whatever. At other times it has a velocity of one-
half mile per hour, and perhaps greater. This, however, is the greatest velocity ob-
served.
THE CHART.
The plotting was continued during unfavorable weather for field or hydrographic
work until they were completed, and then it was continued with slight iuterrnptions
until finished. The principal stations and some of the more prominent objects used for
locating soundings were plotted by co-ordinates. The secondary stations, used in topog-
raphy and minor objects, Avere plotted by intersection. The shore-line is that of mean
low-tide, as near as could be proiluced by means of the tide-gauge aud the location of
high-water of the day and the water's edge at the time.
Many of the current observations were not plotted, since only those showing an ap-
preciable velocity were considered of any valne.
Very respectfully^ your obedient servant,
H. C. RiPLKY,
Anffiniant Iinginccr,
Lieut. H. M. Adams,
CorpH of Engineers^ U. S. A.
REPORT OF THE CHIEF OF ENGINEERS. 72!)
From the facts established by this survey, and by previous surveys
officially reported to the Chief of Engineers, the following may be
gathered and presented as important in considering plans of improve-
ment:
PLAN OF HARBOR ENTRANCE AND BAYS.
The Gulf coast, from Calcasieu River past Galveston to Aransas Pass,
has a trend nearly northeast and southwest. Galveston entrance is a
little east of the center of this stretch. Entering Galveston Harbor
from the Gulf we first meet with what is known as the outer bar, stretch-
ing in a semicircle from Bolivar Peninsula on the east to Galveston
Island on the west, across the entrance to Galveston Bay, and affording
over its crest only a depth of 12 feet of water, a depth but slightly ex-
ceeded or decreased within the time covered by reliable record. Pars-
ing this bar we enter the wide, deep tide-bore known as Bolivar Chan-
nel, affording a depth of 40 feet, separating Bolivar Peninsula from
Galveston Island, and, after passing both, branching out into the shal-
low water of Galveston Bay, which latter, with its east and west bays,
affords a water area of 455.12 square miles, daily served by the Gulf
tides through Bolivar Channel.
Opposite the head of Bolivar Peninsula a branch of Bolivar Chan-
nel, leaving at right angles to the latter, runs along the curving inner
face of Galveston Island, forms Galveston Harbor, and loses its depth
in the shoal water toward West Bay.
Obstructing this branch, and opposite the head of Galveston Island,
is what is known as the inner bar. Separating this branch from the
other branches of Bolivar Channel is a large middle gronnd, of which
Pelican Spit and Pelican Island are the only portions out of water.
The fresh-water streams of any size discharging into the bay are the
Trinity and San Jacinth. These debouch at the head of the main bay,
thirty statute miles from the outer bar. Their mouths are obstructed
by bars formed of the grosser deposits brought down by their currents,
and about midway of Galveston Bay the lighter deposit is arrested by
Eedfish Bar, extending entirely across the bay. There is no indication
of river deposit having reached the outer bar.
CHARACTER OF FORMATION.
The upper stratum of Galveston Island, Bolivar Peninsula, Pelican
Spit and Island, and of the bars, is of the fine rounded sand peculiar
to the islands forming the cordon littoral of the Gnlf coast. It has all
the characteristics of a quicksand, is easily moved, when dry, by the
wind; the littoral current moves it back and forth along the coast;
waves and tidal currents, where it is exposed to their action on the
bars, shift it with every change in direction of wind and velocity of
current, making frequent changes in the shape of the bars and" the
channels across them. Vessels grounding on it strike as on a rock;
vessels wrecked by the action of the currents induced by their presence
gradually sink beneath the surface.
It affords the least desirable of all fonndations on which an engineer
may be obliged to build.
Its depth increases from the bay outward, with a dip to the eastward,
as is best shown by the sections and diagram submitted.
The strata beneath are of sand, shells, and clay in varying propor-
tions, gaining in consistency with depth, the lowest stratum resting on
730 REPORT OF THE CHIEF OF ENGINEERS.
the stiff blue clay uDderlying the whole Gulf (•x)ast formation west of
the Florida Eeefs.
This clay stratum outcro]>s at Sabine Pass, east of Galveston, and at
the mouth of the Brazos* River, west of Galveston. From Galveston
its dip appears to be to the eastward.
Without borings along the coast, we may venture the supposition
that Bolivar Channel is about on a synclinal axis of this stable forma-
tion.
The laud about the entrance is low and fliit.
CHANOES IN SHORE LINES, BARS, AND CHANNELS.
Comparing the charts submitted herewith (of this survey and of 1850
and 1851) and those of 1867 and 1841, sent to the Chief of Engineers
with the report of Gen. M. D. McAlester, made in 1868, marked and
continued changes in shore-lines, bars, shoals, and channels will be ob-
served. The following are the most important noted :
SHORELINES.
The northeast point of Galveston Island (Fort Point) since 1841 has
steadily moved to the westward, since 1851 retaining essentially the
sameoutline ; up to 1851 it had moved 700 yards ; from that to 1867, 400
yards ; from that to the time in 1870 when the movement was checked
by the jetty construction then started, it moved 100 yards.
It is now 1,200 yards west of its position of 1841.
On the Gulf side of Galvestou Island the movement has tapered to
nil at a point opposite Galveston City, and on the harbor side has been
confined to the immediate neighborhood of the Point.
This movement was followed by a corresponding advance of Bolivar
Point, opposite.
In 1841 Pelican Spit was a shoal to the west of Fort Point. As the
movement of Fort Point progressed, this became shoaler and moved
westward in proportion to the movement of the Point.
It is not known at what time it appeared above water, but it was
some time before 1851. From 1851 to 1867 it moved directly west about
500 yards, retaining its shape and height.
In 1872 it was about 200 yards farther west, had retained its shape
at the northern end and greatly widened at the southern. It has moved
faster, it will be observed, than Fort Point, thus increasing the dis-
tance between the tw.o.
Pelican Island has not materially changed.
CHANGE IN BARS.
The inner bar has been created since 1841, at which time Galveston
Harbor and Bolivar Channel were connected by a channel 30 feet deep.
The commencement of the bar was first noted in 1843, from which
time until 1867 it shoaled irregularly but persistently to about nine
feet, and lengthened in proportion to the movement of Fort Point.
In 1872 works of improvement before referred to had increased the
depth to 12 feet.
The outer bar was moved slightly gulfward, and only suffered tem-
porary changes in the depth of water over its crest, which depth is now,
as it was in 1841, about 12 feet.
REPORT OF THE CHIEF OF ENGINEERS. 731
CHANNEL CHANGES — BOLIVAR CHANNEL.
Between headlands tbis channel has widened slightly and deepened
materially; passing outside of the headlands, it branches out to the right
and left, thus forming several channels across the bar.
The central channel (known as the Cylinder Channel) crosses the bar
directly, and, while affording little less depth than the side channels,
apparently has its ebb and flood currents less deflected from the line
of its axis by the winds.
Along the shore of Bolivar Peninsula is a swash channel, south of the
central channel; and in direction following the line of Galveston Island
shore is a wide channel, used by the deepest-draught vessels admitted
to the harbor, and, by reason of the slightly greater depth, properly
considered the main channel.
Galveston Island was a swash channel similar to that along the face
of Bolivar Peninsula.
The changes in these are interesting. For convenience I will refer to
them as Nos. 1, 2, 3, and 4, in the order above named.
The axis of No. 1 in 1867 was found north (near Bolivar Peninsula) of
its position of 1851; in 1872 it had moved yet farther north.
This movement has been followed by the disappearance of a small
islet (Bird Key) on that side, and by the shoaling of No. 2.
No. 3 in the mean time has been shifting its axis in the contrary
direction, or nearer Galveston Island, and at the same time it has
advanced its 12-foot curve very greatly to the southward. The effect of
this move has been the obliteration of No. 4.
The charts of 1851, 1867, and 1872 show these movements to have
been continuous between their dates, and yet in progress.
Passing to the head of Bolivar Channel, we find that a similar deflec-
tion of the deep-water axis ha.« taken place in an opposite direction, or
toward Pelican Island, thus throwing the main channel into Galveston
Bay, farther to the west, and extending the branch that heads toward
East Bay.
GALVESTON HARBOR.
Between 1851 and 1867 Galveston Harbor shoaled and shortened no-
ticeably at its upper extremity, besides being shortened at its lower by
the formation of the inner bar. It also narrowed perceptibly, which
was a matter of more importance, considering the little width of the
deep-water portion. In 1872 the width was found restored to nearly
that of 1851, and the length of deep water about the same.
In Galveston Bay, west and south of Pelican Island, comparison of
charts shows appreciable shoaling along the western margin of the bay
and at the entrance to West Bay.
That these changes have greatly injured Galveston Harbor is patent^
as also is the inference that if they are allowed to continue in the same
direction they will ultimately destroy the harbor.
AGENCIES EFFECTING CHANGES.
The Gulf tides and the currents (into Gfil veston Bay) caused by them
having formed Bolivar Channel and Galveston Harbor, if afterward
uninfluenced by other causes, would probably not have been the means
of effecting changes noted.
The winds have alone been the cause of changes — by the changes
732 REPORT OF THE CHIEF OF ENGINEERS.
they effect in direction and velocity of currents, and by the littoral car-
rent they cause.
The relations between the tides, winds, and their resulting currents are
so variable that they are best studied from the chart. Tidal diagram
and wind tables submitted, and these are arranged for the purpose of
making unnecessary a long written statement.
The following may be useful in directing study and indicating effects :
The highest tide observed during the time covered by our gauge
record was 3-po feet above mean low-tide, the lowest 2-^q feet below
this plane, giving what may be considered as a fair annual range of 6^q
feet.
The daily range of the tides is much less, and so variable because of
winds that it cannot be stated ; the greatest observed was 2-^^q feet, the
least ^5^jj feet.
The prevailing winds are from south around to northeast. Those
next in frequency of occurrence are from the north and northwest;
those most infrequent are from the west and southwest. (See tables.)
These various winds a|)parently produce the following effects :
Continued from the southeast and east, they raise the tides in Galves-
ton Bay, making strong floods and weak ebbs.
From north and northwest they deplete the bay, reversing the above.
From northeast they retard the ebb from West Bay after the tide
has commenced to flood throu^^jh Bjlivar Cliannel, thus causing the
eddy forming the middle ground on the inner bar.
All winds from the eastward drive the tide currents toward the head
of Galveston Island and Pelican Spit, thus moving them continually
westward.
Easterly and northeast winds cause a littoral currentinthe Gulf, carry-
ing drifting sand to the west.
Westerly, south, and southwesterly winds reverse this current and
the direction of drift.
The outer bar has been formed by this drift, and its shape given by
the ebb and flood currents through Bolivar Channel ; all, or nearly all,
of the alluvial matter br<mght down by the streams emptying into the
bay being deposited before nearing the bar.
The prevailing winds favor the flood current in filling West Bay
around Pelican Island, rather than through Galveston Harbor; the
difference in distance by the two routes being only about one mile. The
effect of this is to shorten and narrow the harbor.
Winds from the south and southwest drive a large portion of the
ebb from West Bay around Pelicau Island, decreasing the volume of
ebb through Galveston Harbor to the detriment of the channel across the
inner bar. Northers, besides being dangerous to shipping in the harbor,
bring in deposit from the west part of Galveston Bay.
PLANS FOR IMPROVEMENT.
It is evident from the character of the bar formation, and the exposed
position of both bars, that improvement by dredging is not worthy of
consideration.
Improvement can only be made by employment of jetties and train-
ing-walls.
FOR IMPROVEMENT OF OUTER BAR.
It is proposed to construct parallel jetties along the lines marked C
D and E F on the chart. The jetties are to be made of cement-covered
Mij
BEPOET OP THE CHIEF OF ENGINEERS.
gabions, the detnila of which are showD by a drawing hcrewitli.
gabions are to be six feet in diameter and sis teet
high, two rows in each jetty ; all to be fastened to-
gether by copper wire at the tops, and filled with sand
by a dredge-boat alongside as they are placed in pohi-
tion. They may be called submerged jetties since they
will not, except on a short portion of tbeirlines, be built
up to the plaue of mean low-tide, while tor the greater
part their tops will be five or six feet below that plune.
The present area of discharge over the bar is
411.184y'o=(| square feet. The contracted area will be
274.112 sqnare feet, the former measured alou? the
crest of the bar, and the latter along tbe jetties and
that portion of the crest between them.
The jetties are expected to act as truining-walls for
the lower ebb current, while the upper will pass over
them. They are calculated to give a depth on the outer
bar of between 18 and 19 feet, and at the same time
only couGne and direct bo much of the ebb and flood
currents as may be useful, thus preventing as great ad-
vance of the bar gulfward as might be (>xpected, were ^
the jetties built up to the plane of mean low tide; fnr- ^
ther making them less exiKised to the destructive
action of storms, giving them less weight to sink them
iuto the unstable material oGtered tor a foundation, 'aud
making them less expensive.
It is thought these jetties will serve to catch the drift- ^
ingsaud bi'ought by the littoml currents until they are ^
covered by it, and that afterward the sand will be car- y
ried over them rather thaa around Iheir ends, giving ^
a cross-section something like this : ^
Jotty C D 'i(l,900 feet long.
Jetty E F IS.WHl fvet Iohk.
NDmber of RHbions 12.:m, Bt W $3G9.990
gaud flUiDK 77,448 cubic yards, ut 1)0 ceiiu 3ti,T44
I
Total cost 41)8, 7;!4
The cost of tbe gabions has been determined by
making experimental ones; the cost of the filling was
determined from experience in dredging on Ked F'mh
Bar, where the work was as much exposed as it will
be on the outer bar.
The two jetties should be built out so that their
heads may be kept nearly opposite, for the reason that
during the course of construction it may be found
that shorter jetties than those laid down may answer
all our purposes.
This reason suggests what is trne, that this project,
and all others for the improvement of the entrance
to Galveston Harbor, must involve, while being car-
ried out, ntodificatious of the original plan, either to ,
economize or render the work more effective. For example, it may be
found not necessary to carry tbe jetties to the crest of the bar. In this
case they will cost less than the estimate. On the other hand it may
befonndnecessary to raise them. In this case I present the following
REPORT OF THE CHIEF OF ENGINEERS.
For one row of gabioDS placed 100 feet from the
two rows already placed, aad for two rows on top :
(See sUctcli.)
13.4S9 gabions, at $30 $5^,970 00
116,2-29 cubic yards Hlling, at SO cants 58,114 50
Total fil3,084 50
Previous e«Uriiute <ue,734 00
Total 1,021,828 50
It is poanible that the addition for which the last
estimate is made may be found necesi^ary; I do not
tbink it will.
After construction these jetties will, from time to
time, require extension to keep pace with extension
of the bar gulfward.
The times and amounts of such estedsions cannot
be stated, but it is my opinion that the advance of
the bar will not be rapid.
This is based on the fact that the bar does not re-
ceive additions from the bay, but only from the lit-
toral current which drifts the sand along tbe coast
IMPROVEHTENT OF INKER BAR.
The Jetty C D, by extending tbe head of Galveston
Island to the position it bad iu 1841, when there was
30 feet of water over what is now the bar, will, I
think, have the efl'ect of giving at leu-st a :^0-foot
channel across the bar.
The effect of tbe short jetty already bnilt to C in-
dicates this.
IMPROVEMENT OP THE HARBOR.
The dams M N and K I, with Pelican Island and
Pelican Spit, cut oft' West Bay from Galveston Biiy,
and are designed to have tbe effect of throwing all
the water to fill West Bay as far as Caronkaway
Point, tliTough Galve.-itou Harbor, for the purpose
of widening the harbor. They will also return all of
the ebb through the harbor and over the inner bar,
resulting in increase of depth of channel across the
latter. They will also protect the harbor from
northers.
Dam K J, a.rflO fuel loiifc- Niim1n>r of gBliloiis, 4 tV-ct
bv4 fiH>t, (iTiO; cubic yards of saml-lllling 1,^10;
V.M Bullions, lit SlfLi-O f 10, 270
l,310cubicyiirds tilliuK, at ■IOci'iit«(by baud) 4^4
Tolal 10,75
Dam M N. 20,100 feiit louR. Number of (tabiims,
4 feet bv 4 feet. 3,600 ; iiiuiibpr of gabious, 6 feel by
0 fuet, t>5Q; cnbic yards of tilling, 12,ti27 :
3,600 (tabions, at 8ir..H0 ir,R.f>PO
'JTiO gubioiis, at $!() aw, 500
13,fiT2 cubic ynrila tilling, at 50 couta 6,:(3(i
91.716
Grand total cos! of dams 102,470
REPORT OF THE CHIEF OF ENGINEERS. 735
The jett3' D H is designed to cut off all the flood-tide that would find
its way over the shoal the jetty covers, and to carry the full volume of
the tide into the harbor to widen and extend it opposite the city front.
ESTIMATE.
G H, 5,000 feet long; number of gabions, 4 feet by 4 feet, 1,250; cubic yards of sand-
filling, 2,2ti2.
1,250 gabions, at $1,580 $19,750 00
2,282 cubic yards filling, at 40 cents, (by hand) 912 80
Total cost 20,662 80
After the construction of the jetty G H, it may be found necessary to
move the city wharf-front, which is now reached by long causeways,
nearer the city. This will be the duty of the wharf company.
It will probably be advisable to connect the jetty 0 D with the wharves
by a cheap levee, closing the break across Galveston li^land, between the
city and Fort Point, to prevent the water during northers from escaping
from the harbor iu that direction. Plans and estimates for this work
can only be made after ascertaining the effects of the other harbor
structures recommended.
SUMMARY OF ESTIMATES.
Jetties C D and E F ?408,734 00
DamsMNandK J 102,470 00
JettvGH 20,662 80
Total 531,866 80
Possible additions to height of jetties C D and E F 613, 084 50
1,144,951 30
10 per cent, for contingencies 114,495 13
Grand total 1,259,446 43
ORDER OF CONSTRUCTION.
1. Jetties G D and E F. Two rows of gabions.
2. If needed, a third row, and two rows in second tier.
3. The dams of K J and M N.
4. ThejettyGH.
5. If needed, the protection to harbor-front.
APPROPRIATION RECOMMENDED.
For year ending June 30, 1875, $500,000.
Much of the work can be done by contract, under the close supervis-
ion of an officer of engineers.
The commercial importance of the work has been stated in previous
reports from this office. Now that St. Louis is in direct railroad
communication with Galveston Harbor, the importance of improving
the latter has been greatly increased.
Commercial statistics will be found in my last annual report on im-
provement of inner bar, Galveston Harbor; also location of work and
nearest light-hous^.
The plan of improvement here submitted has been carefully studied.
The details of construction are without precedent, but commend
736 REPORT OF THE CHIEF OF ENGINEERS.
themselves when the character of foundation ofifered is considered,
lightness of structure being essential, and cheapness an important item
at the present time.
If these proposed structures succeed, and I do not see reasons why
they should not, many of our Gulf and lower Atlantic seaboard harbors
can be improved in the same way and at less expense than by any other
method.
One word in closing in regard to my abandonment of the project
submitted to the Chief of Engineers in my letter of recom-
mending this survey.
This project was based on the supposed existence of a littoral current,
constant in direction, and having sufficient velocity to make it effective
for maintaining a channel scoured by the tides.
The observations of this survey do not prove the supposition correct,
and have caused a change of plan to meet the actual conditions ob-
served.
Kespectfully submitted,
C. W. Howell,
Captain of UngineerSj U. 8. A.
IMPROVEMENT OF GALVESTON HARBOR AND ENTRANCE, TEXAS.
Report of Board of Engineers.
Army Building,
New Yorkj February 2, 1874.
General : I have the honor to transmit herewith —
1. The rejiort of the Board of Engineers on Galveston Harbor, Texas,
convened at New York City by virtue of Special Orders No. 9, C. S., from
the headquarters Corps of Engineers, January 26, 1874. The estimate
by the Board is appended to the report.
Very respectfully, your obedient servant,
Z. B. Tower,
Lieut Coh of UnoineerSj Brevet Major- Oenerdl,
Senior Member of Board,
Brig. Gen. A. A. Humphreys,
Chief of Engineers^ U. 8. A,
Army Building, January — , 1874.
General : The Board of Engineers convened by the following order,
viz:
[Special Orders No. 9.— Extract]
Headquarters Corps of Engineers,
Waskingtonf J). C, January 26, 1874.
1. A Board of oflflcere of the Corps of Engineers, to consist of Liedt. Col. Z. B. Tower,
Lieut. Col. H. G. WHghi, Lieut. Col. John A'eirtort, and Captain C, W. Bowelly will as-
semble at New York City, on January 28, 1874, or as aN>on thereafter as practicable,
to consider and report upon the project submitted to this office, December 30, 1873, by-
Captain Eowellf for the improvement of Galveston Harbor and entrance. Captain U\
H. Heuer, Corps of Engineers, will act ns recorder.
By comman'l of Brigadier-General Humphreys : I
Tnos. Lincoln Casey,
^ajor of Engineers,
REPORT OP THE CHIEF OF ENGINEERS. 737
having assembled as directed, and continued its sessions from day to
day till the present, have the honor to submit the following report:
The letter of instructions from your Office of the 26th instant desired
the views of the Board •< upon the practicability and probable cost of
securing a permanently increased depth of water in Oalveston Bay and
entrance thereto by the plan submitted by Captain Howell, December
30, 1873," and the Board, therefore, confines its report within the limits
embraced in those instructions, although its discussions have naturally
taken a much wider range.
The question which first presents itself for consideration in the project
is, whether it is probable that the two parallel piers proposed by Cap-
tain Howell, to extend from Fort Point and Bolivar Point over the outer
bar to a depth of 18 feet water, would, if constructed, tend to increase the
present depth and permit the ingress of vessels of greater draught than
at present to Bolivar Channel, for it is obvious that any increase to the
depth over the inner bar leading to the harbor of Galveston would be
of no service unless the outer bar be improved, the depths over the two
being at present about the same. In other words, vessels which can
now pass the outer bar can proceed to the wharves at Galveston.
If the entrance between Fort Point and Bolivar Point were the outlet of
a river merely, there might be grave doubts of the success of the plan of
improvement presented, and the more so, if theproblem were complicated
by the existence of littoral currents strong enough to move the sands
which compose the coast-line both above and below water. But it will
be deen that, in the case before us, the Bay of Galveston (including East
and West Bays) constitutes an immense basin or reservoir, which is
filled to a certain extent on every flood-tide; this increase of water being
discharged on the ebb with a velocity which, if confined by parallel
piers and directed upon the bar, could hardly fail of producing an impor-
tant scouring effect beyond what is now occasioned by the unconfined
and wide-spread currents. Another advantage of the large interior
basin referred to is, that the matter brought down by the rivers is all
deposited in the upper portion of the bay, leaving only their waters,
cleared of sediment, to pass out over the bar. The bar, therefore, is com-
posed of matter from the Gulf and its shores without appreciable aug-
mentation from the river deposits.
The Board is, therefore, of the opinion that, if piers proposed by Cap-
tain Howell were constructed, extending over the bar, the depth
of water thereon would be increased in an important degree, though ex-
actly what depth might be looked for cannot be predicted. It is also
believed that the inshore extremity of the pier on the Kort Point side of
the entrance, ft*om the point where it connects with the bulk head con-
structed by the city to where it joins the long, straight portion running
to the bar, will have the effect of moving the bar at the Galveston Har-
bor entrance near to Bolivar Channel, whereby it will, to some extent,
be carried off by the main current of the latter. This seems not only
likely, but the work will have the effect of extending the extremity of
Galveston Island northward, thus re-establishing the condition which
existed when the depth over the harbor bar is represented to have been
30 teet. The two piers will therefore have the effect, in the opinion of
the Board, not only of improving the outer bar, but also, incidentally,
the inner bar at the entrance to Galveston Harbor.
The letter of instructions before referred to imposes the condition
that an increased depth of water shall be '^ permanently " secured. If
taken literally, this condition cannot, in the opinion of the Board, be
fulfilled by the present project, nor by any other known method of im-
47 £
738 EEPOBT OF THE CHIEF OF ENGINEEHS.
provement. Though the proposed piers will not secure an actual per-
manency of the depth at first attained, unless they should be from time to
time extended, or the action of the ebb-current be aided at intervals by
dredging or stirring, yet, under the favorable conditions which this
locality presents for the application of the pier system, it is believed
that therequirementsofapractical permanency will, under theconditions
before expressed, be fulfilled.
As regards the method of construction proposed by (Japtain Howell,
the Board is compelled to speak with less confidence. The importance
of some device for piers or training-walls for the improvement of our
harbors, which shall be less' costly than those hitherto practiced, is
readily recognized. Piers of the length, and other dimensions suited to
the case in question, if built of stone, resting upon the easily-moved
sand, over which they would pass, would involve an outlay which the
importance of the port would perhaps not justify, and which would not
probably be provided for by Congress. If Captain Howell's plan should
succeed — and it is impossible to say that it would not — it will supply the
desideratum of a cheap method of construction which might be applied
to many other localities where, otherwise, no attempts at improvement
would be made in consequence of the necessarily heavy outlay they
would involve. The Board therefore thinks it would be well to make
a trial of the device, and would therefore recommend that it be tested
by first constructing the inner end of the pier on the Fort Point side,
and if found to succeed there, that the pier on the other side be com-
menced at its shore end, while, at the same time, a length of, say, from
300 to 500 feet be put down near the bar extremity of the same pier to
test its efficacy in the most exposed position, the extremities of this de-
tached portion being protected from the undermining action of the waves
and currents by a suitable apron of bags of concrete or other material.
By carrying out the shore end of the pier at the same time as, or before,
the experimental portion on the outer bar, some idea can be formed as
to the width to be given to the latter to enable it to withstand the vio-
lent action in that exposed position. As regards the height to which
the piers or training- walls should be carried in order to obtain the de-
sired depth, the Board does not feel able to express an opinion. ' Even
if carried to the height of a single gabion only, an important effect may
be expected, and if the action should not be sufficient it may be increased
by adding to the height. It is, however, highly important, if not essen-
tial, that the gabion should be fitted with covers as well as bottoms,
to prevent the scooping out of the sand-filling by the action of the sea
in storms. This would necessitate their being filled through a hole It^'t
in the cover, by means of a funnel or hopper, or other device.
In a previous part of this report it was stated that the problem of
improvement of the outer bar was not complicated by the existence of
littoral currents. Such currents do exist, at times, but apparently result
from the action of the wind. They run sometimes in one direction,
again in the other, and in continued calm weather they are not discov-
erable. The greatest observed velocity did not exceed half a mile per
hour — a velocity which in itself could hardly produce sensible action
upon the sands of the bar or of the shoals above or below. The cause
which produces the present changes on the bar is doubtless the action
of the waves upon the sandy bottom, an action which is very largely
increased during the heavy storms to which the coast is exposed. Such
storms, when blowing directly or obliquely along the shore in either
direction, will doubtless occasion the movement of large quantities of
sand along the bottom and in suspension in the water \ when directly
REPORT OF THE CHIEF OF ENGINEERS. 739
on shore this movement will be mnch less ; but the inner bays will be
filled to an anusqal height with water from the Galf, which, on the ceas-
ing of the storm, will pour oat of the bay and over the bar with great
scouring x>ower. Offshore winds drive out the water of the bay, thus
prodncing an effect similar to that which follows the emptying of the
surcharged bays after an onshore storm. It is represented that after
such action as attends the two cases last mentioned the bar is invaria-
bly found in an improved condition.
As regards the works within the bay, designed by Captain Howell for
the purpose mainly of increasing the width of the harbor of Galveston,
and of improving the bar at its mouth, the Board is of the opinion that
nothing should be done till the question of the practicability of perma-
nently improving the outer bar shall have been demonstrated ; and it
therefore expresses no opinion thereon. Indeed, it would be impracti-
cable to do so without more information regarding the strength and
velocity of the currents than the present survey affords.
A much more extended series of observations would be necessary to
a satisfactory conclusion ; but these may be readily made whenever fa-
vorable results from the works for the improvement of the outer bar shall
justify the attempt to improve the inner harbor.
A revised estimate for the two main or outside piers G D and E F is
annexed.
Bespectf ully submitted.
Z. B. TOWEE,
Ideut Col, of Engineers^ Brevet Major-Oeneral,
H. G. Wright,
Lieut Col. of Engineers^ Brevet Major- General.
John Newton,
Lieut, Col. ofEnffineerSj Brevet Major-Oeneral.
Generally concurring in the report of the Board, I sign it, reserving
explanations and points of dissent, viz :
It is my opinion that such dredging as will be required can be per-
formed by the least expensive method in general use, viz, dragging a
harrow through the channel, using a small tug already belonging to the
work.
While not positive as to the entire adequacy of the character of con-
struction proposed, I yet have more confidence in it than the other mem-
bers of the Board.
I do not agree with the Board in the increased estimate submitted,
but continue in the belief that the estimate submitted with my report
should be adequate, provided appropriations for construction be made
in time and magnitude to keep work in progress throughout each year,
with the largest force that may be employed to advantage.
0. W. Howell,
Captain of Engineers^ U. S. A.
Brig. Gen. A. A. Humphreys,
Chief of EngineerSy IF. 8. A,
The following is the estimate presented by Capt. G. W. Howell, Corps
of Engineers, as the probable cost of the two outer piers 0 D and E F
on which the estimate of the Board is based :
F«et
Length of jetty CD , 20,800
Length of jetty EF 16,200
Total 37,000
740 REPORT OF THE CHIEF OF ENGINEERS.
The number of gabions for both piers placed in two rows and one tier
high is 12,333, at $30 each $369,990
Filling the same, 77,488 cubic yards, at 50 cents 38,744
Total 408,734
Raising the piers C D and £ F by a second tier will require 18,499 gab-
ions, at 830 each 554,970 00
Filling same, 116,229 cubic yards, at 50 cents 58,114 50
Total 613,084 50
Making the total cost of the two piers 1,021,818 50
Add ten per cent, for contingencies 102, 181 85
Total amount of Captain Howell's estimate 1, 124, 000 35
Additions to the above estimates by the Board :
Adding a top cover to 30,832 gabions, at |3 each 92,496 00
Increasing tnickness of 30,832 gabions, from 4 to 6 inches, at $10 308, 320 00
Covering heads of 30,832 gabions with asphalt, at 25 cents « 7, 708 00
It is difficult to estimate tne cost of placing and filling the gabions, but
on the supposition that an average of 15 per day throughout the year
can be placed in position, it is estimated that the cost per gabion will
be 810. 30,832 gabions, at 810 each, 8308,320.
Being a n excess over Captain HowelPs estimate of 211, 461 50
Cost of wire-fastenings for 30,832 gabions, at 50 cents 15, 416 00
Total 635,401 50
Add Captain Howell's estimate 1,124,000 3r>
Total estimate of Board for the two outer piers, if raised two tiers
high 1,759,401 85
R8.
IMPROVEMENT OF REDFISH BAR IN GALVESTON BAY, TEXAS.
This work, for which an appropriation gf $10,000 was made Jane 23,
1874, is bat an extension of the work reported on pages 634 and 635
Keport of the Chief of Engineers for 1873. The work there reported
complete, answered the then existing wants of commerce.
Since, a deeper and wider channel than it afforded through Kedfish
Bar, has become desirable.
The money now available will be expended in deepening and widen-
ing the channel bot is not considered snfficient to complete the work.
The work is located in the collection-district of Galveston and near the light-hoase
on Redfish Bar.
Fincmcial statement.
Amount in hands of officer and subject to his check July 1, 1873 S68 41
Amount appropriated bj act approved June 23, 1874 10,000 00
Amount expended during fiscal year ending June 30, 1874 .'SO 00
Amount available July 1, 1874 10,018 41
Estimat-e for completion of the work will be snbmitted in December
next, it being deemed advisable to await the results of the present ap-
propriation before recommending another.
Total amount appropriated (20,000 00
Total amouni expended 9,981 59
REPORT OF THE CHIEF OF ENGINEERS. 741
Rg.
SURVEY FOR LOCATING THE TERMINUS OF THE FORT ST. PHILIP CANAL
UNDER THE LEE OF SABLE ISLAND.
This sarvey was projected on the following suppositions :
1st. That a sheltered harbor excavated under the lee of Sable Island
with a breakwater located on the shoal ground to the northward, if
practicable, would be preferable as an entrance to the projected canal,
to an entrance projected from the front of Sable Island directly into the
throat of Breton Island Pass.
2d. That by inclosing Grand Bay a tidal reservoir might be estab-
lished, receiving and discharging through the entrance tx) such harbor
and thus creating currents sufficiently powerful in scouring effect to
maintain the depth of entrance given to the harbor.
3d. It was assumed that this direction given the entrance would neces-
sitate artificial works interfering the least with the flow of tidal currents
through Breton Island Pass; that protection of the west end of Breton
Island would be perhaps rendered unnecessary, and that a breakwater
on the shoal between the east and west forks of Breton Island Pass,
while protecting: the entrance to the harbor from the north, might be
80 planned as to deepen and lengthen the west (or harbor) fork.
4th. It appeared evident that the entrance, so located, could be better
protected by fortification on Sable Island than if located at any other
point.
The survey of 1871 and 1872 gave all the data for considering this loca-
tion, except —
1st Borings and soundings along the line of probable location of the
trunk of canal.
2d. For inclosure of Grand Bay.
These data are now presented in the following report and on the chart
herewith :
United States Engineer Office,
New Orl^anSf La., May '25, 1874,
Sib: I have to make the foUowing report on the "survey for locating the terminus
of the Fort St. Philip Canal under the lee of Sable Island.'' The survey was commenced
March 19, 1874, and the field-work was finished April 22, 1874.
The triangulation, soundingSylevel-liue, and sections of borings, have been plotted
on a single sheet, which is submitted herewith.
A tide-gauge was established at Camp Howell, in Mississippi River, and another
near station 6, in Grand Bay. A level-line has been run from Camp Howell to station
2, and from station 2 to the tide-gauge in Grand Bay. Taking high- water of 1874 as
the plane of reference, we have plott^ the section of the proposed route so as to show
low-water in Mississippi Biver, 1872. Its reference is 6.45 feet.
Extreme high- water in Grand Bay, for time covered by survey, 2.13 feet.
Mean low-water in Grand Bay, for same period, 5.40 feet.
Extreme low-water in Grand Bay, for same period, 7.03 feet.
In order to preserve the record of this work five bench-marks have been established.
Bench-mark No. 1 is the top of a stake at the northwest corner of the bousu at Camp
Howell. It is 0^.66 below the zero of the gauge at Camp Howell, and its reference is
0'.76. ^ i* '
Bench-mark No. 2 is the top of a piece of 1-inch round iron, driven into the end of a
yellow-pine stick, 3' by 12" by 12'', buried in the ground and standing upright near the
northeast corner of house at Camp Howell. It is 4''.85 from the northeast coruor of the
house, and 15'.45 from northwest corner of the house. This bench-mark is r.03 below
the zero of the tide-gauge at Camp Howell, and its reference is 1M3.
Bench-mark No. 3 is tne head of a f-inch by 16-inoh iron bolt, driven into the end of
a cotton-wood log, 3 feet long, buried in the ground, standing upright, near rht^ south-
east corner of the house, at Camp Howell. It is 6'.05 from this corner and 1()'.05 from
the southwest corner of the same house. This bench-mark is 1'.83 below the zero of
the tide-gauge at Camp Howell, and its reference is l'.d3.
Bench-mark No. 4 is a stake 82' .5 from station G, in the direction of station 2, (see
742 REPORT OF THE CHIEF OF ENGINEERS.
chart.) The top of the stake is 2'.36 below the zero of gauge in Grand Bay. Its refer-
ence is 3'.99.
Bench-mark No. 5 is the head of a f-inoh by 16-inch iron bolt, driven into the end of
a cotton-wood log, 3' by lb", buried in the gronnd, standing upright, 49^ from station
21, in the direction of station 2. This bench-mark is 2^49 below the zero of the gauge
in Grand Bay, and its reference is 4M2.
Seven borings have been made, 4 to a depth of 100', 1 to 97', 1 to 79', and 1 to 44.
The sections of the different btrata are shown on the next sheet.
The specimens, 56 in number, are properly numbered for each borius, and the depth
from which the earth was taken is indicated on each si>ecimen. The location of each
boring is indicated on the chart.
A hydron-aphic survey has been made of Grand Bay. This work can be added to
our general chart by reducing the scale to yarhnr*
I have estimated the amount of excavation for the proposed route (a 2, to A 8, see
chart) from the end of the lift-lock to 27 feet water in the Gulf.
Width of canal at bottom, 200 feet ; depth at extreme low- water, 25 feet; depth at
mean low- water, 27 feet, (26.63.) Side slopes i.
The outer end of the canal to be 1,000 feet wide for a distance of 8,075 feet. Total
excavation in cubic yards, 10,203,915.
I have also estimated for the breakwater and Jetty, indicated on the general chart.
Breakwater :
Breakwater to have a section similar to the construction at Rotterdam, length 11,600
feet.
Depth at east end, 21 feet.
Depth at west end, 14 feet.
Width at top, east end, 30 feet.
Width at top, west end, 20 feet.
Cubic yards, fascines and ballast, 368,479.
Cost, at )5 i>er cubic yard, $18,423.95.
Jetty :
Length, 11,100 feet.
Depth at outer end, 11 feet.
Cubic yards, fascines, and ballast, 87,704 feet.
Cost, at $5 per cubic yard, $438,520.
Sections of the bayous, on the south side of California and Grand Bays, have been
made as directed by yon.
Each section is lettered, and the corresponding letter on the general chart indicates
the approximate location of the section.
Very respectfully, your obedient servant,
H. M. Adams,
Lieutenant of E^ngineers,
Capt. C. W.HowKix,
Corps of Engineers, U, S, A,
The work is located in the collection-district of New Orleans, near Fort St. Philip,
La., and the nearest light-house is that at the head of the passes.
R 10.
survey of the neche8 and angelina rivers, texas, made in com-
pliance with second section of aqt of june 10, 1872.
United States Engineer Office,
New OrleanSy La,, December 30, 1873.
General : I have the honor to for\rard herewith report on survey of
the Neches and Angelina Eivers.
The recommendations made by Lieut: H. M. Adams meet my ap-
proval.
The charts to accompany this report were forwarded to the Chief of
Engineers, September 29, 1873 ; five sheets.
Very respectfully, your obedient servant,
0. W. Howell,
Captain of JEngineers.
Brig. Gen. A. A. Humphreys,
Chief of Engineers^ U. 8. A,
SECTIONS OF BORINGS
N»7
N*I3
N*8
N«9
N«IO
N*ll
N<»ia
yiooA.
REPORT OF THE CHIEF OF ENGINEERS. 743
Report of Lieut E. M. AdamSj Corps of Ungineers.
United States Engineer Office,
New Orleans, La.^ November 22, 1873.
Sir : I have to make the following report on the survey of the Ange-
lina and Keches Bivers, Texas :
THE ANGELINA RIVER.
This survey was commenced Kovember 9, 1872, and the field-work
was finished December 21, 1872. The Angelina is a tributary of the
Neches. Our survey was extended from the junction of the two rivers
to PLatonia, one hundred and four miles. This river is only navigable
during high-water, which lasts but a small part of the year. The prin-
cipal product of the country drained by the Angelina is cotton, and
much of it finds its way to market by the great northern railroad before
the annnal rise in the river, which makes the stream navigable. A few
trips are made up the river each year by the steamboats Laura and
Graham, the only boats now engaged in this trade.
For a complete description of the river and of the obstructions to
navigation, reference is made to the report of Mr. A. De Man, which is
appended, marked " B.'' With this report are submitted two charts, giv-
ing the plan and numerous cross-sections of the river* Ko recommeuda«
tion is made for the improvement of the Angelina, because no improve-
ment seems to be required.
THE NECHES RFVER.
Our field-work was commenced December 25, 1872, and finished April
2, 1873. The survey extended from the mouth of the river to Boon-
ville, one hundred and ninety-five and one-half miles. The Neches is
navigable, at all stages of water, to a point known as Weiss Bluff, fifty-
one miles from the mouth. The river above Weiss Bluff is only navi-
gable during high- water.
There are, at present, three steamboats — Stonewall, Laura, and Gra-
ham— engaged in the navigation of the Neches ; a large amount of lumber
is annually shipped by sailing-vessels from the Lower Keches to Sabine
Pass and Galveston. The principal obstruction to the navigation of the
river is the bar at its month in Sabine Lake. The depth of water on
this bar is 3 feet at low-tide, and the distance across the bar from 5 feet
depth on one side to 5 feet depth on the other side, is 6,850 feet. The
bar is composed of fine sand and mud, and is formed by the deposit from
the river-water.
The following estimate is submitted for excavating a channel across
the bar in a straight line, from A to B, (see chart No. 3,) 80 feet wide
and 5 feet deep.
Cable yards of excayation, 47,851.
Cost, at 50 cents $23,925 5<)
Add 10 percent, for contiDgenoies 2,392 55
Total 26,318 0^
Statistics showing the amount of trade at Sabine Pass have been col-
lected. This information is appended, and marked ^^A," of the imports
and exports; about one-third of the amounts stated belong to the
ISeches Biver trade.
744 REPORT OP THE CHIEF OP ENGINEERS.
For the details of our field- work, description of the river, and number
aad character of the obstructions to the navigation^of the river, refer-
ence is made to the report of Mr. A. De Man, which is appended and
marked " B." Three charts of this survey are also submitted herewith.
Very respectfully, your obedient servant,
H. M. Adams,
Lieutenant of JSngineers.
Capt. C. W. Howell,
United States Engineers.
A.
COMMERCIAL STATISTICS.
CusTOM-HousE, Galveston, Texas,
Collector's Office, February 17, 1873.
Sir : I snbinit herewith a statement of the commerce of the port of Sabine Pass for
the years 1871 and 1872.
It may be well to observe that Sabine Pass is a port of delivery only', and hence all
imports are indirect, having been first entered at New Orleans or this port as foreign
merchandise.
All exports are made coastwise only.
I am, sir, very respectfully,
E. L. Stone,
Deputy Collector,
H. M. Adams,
Lieut, U, S, Engineers.
Report of deputy collector of Sabine Pass relative to the commerce of that port for the years
1871 and 1872, ending December 31.
^ 1371. 18T8.
Entere<l, steam 48 51
Entered, sail 648 689
Cleared, steam 48 51
Cleared, sail 648 689
1, 392 1, 480
TONNAGE.
Entered, steam 36,336 38,454
Entered, sail 29,268 30,068
Cleared, steam 36,336 38, 4.54
Cleared, sail 29,268 30,068
131,208 137,044
Imports, dutiable $251,427 $277,543
Imports, free 502,851 554,066
754,278 831,609
Exports, domestic 1,368,937 1,505.731
STATISTICS obtained FROM MR. F. P. HARRIS, MERCHANT, AT SABINE PASS.
Imports from September 1, 1871, to September 1, 1872, for Sabine Pass : 31,800 bar-
rels of miscellaneoas merchandise.
For places on the Neches and Sabine Sivers : 16,000 barrels miscellaneoas merchan-
dise.
Exports : 12,446 baits cotton ; 275 bales sea-island cotton ; 12,750 hides ; 115 barrels
tnllow; 18 barrels beeswax; 33 hogsheads tobacco; 70 bundles deer-skins; 50 bags
wool; 2,000,000 feet (board-measure) lumber; 26,000,000 shingles; 300 head cattle.
REPORT OF THE CHIEF OF ENGINEERS. 745
Report of Mr. A. De Man, Assistant Engineer.
B.
Galveston, Texas, July 26, 1873.
Dear Sir : On the Slst of October, 1872, 1 received orders from yoa, assigning Die to
the daty of making a survey of the Angelina and Neches Rivers,- including the bar of
the latter in Sabine Lake. The order read as follows :
^^ Yon will proceed from Galveston to Crockett, in Houston County, and from there
across the country to Platonia, on the Angelina River. The survey is to extend from
Platonia down the river to its junction with the Neches; then up the Neches to Boon-
ville, or Boon's Ferry ; then, commencing at the Junction of the Neches and Angelina
Rivers, the survey will be continued down the Neches to its mouth iu Sabiue Lake,
including the bar at the mouth of the river.
''At Platonia you will procure two small boats and hire two laborers.
" The rivers are to be meandered on one side with the transit and stadia, locating
frequent points, by triangulation or stadia, on the other side ; this will require your-
self following dowu one bank with transit, and two men, one on each bank, with stadia.
" In going irora point to point, channel-soundings cau be taken from the boats and
approximately located ; cross-sections should also be made, noting at the same time the
height of high and low water.
*MVhere bars are found, their general characteristics are to be noted. Approximate
heights and character of banks are to be observed, and clearings on banks to be located.
All snags, leaning trees that would obstruct navigation, and all rafts are to be located
and described sufficiently to permit of an estimate of the probable trouble and cost of
removing them.
''AH information to be obtained from people residing on the banks of the river re-
garding the productions of the country, low-water and flood marks, and other general
information of possible value iu deciding how the country may be l>enefited by im-
proving the navigation of the river, should be collected. Connty maps may be made
use of to expedite your work, provided you prove them by frequent checks.
" The entire amount of money available for this survey and for the office-work is
$2,400. Your expenses must be regulated accordingly. You will take duplicate receipts
in the proper form for all expenditures, and will let me know by letter of your prog-
ress as often as possible.
"After finishing your work at the month of the Neches you will return to Galveston,
by way of Sabine Pass, with as little delay as possible.''
In accordance with the above instructions I started immediately. At Platonia I
found but one plantation, which had been recently abandoned. I was, therefore,
obliged to go to Marion, where I arrived October 25. Some difficulty in completing
my outfit and obtaining the necessary help detained me there till November 7, when I
started for Platonia, and commenced the work November 9. From the amount of
money appropriated and the extent of tlie work, I concluded that merely a compass-
survey was expected.
My method of proceeding was as follows : Each one of my two men had charge of a
skiff and a stadia-rod. I stationed skiff A at station O, and went down the river with
skiff B to station I, where I set up the instrument, sending skiff B to station II, and
taking the stadia-reading and magnetic course to station 0, after which I flagged him
down. By this time skiff B had reached its position, and while skiff A was coming
down I took the stadia-reading and ma^etic course to station II ; then I stepped into
skiff A, which took me down to station III, where I repeated the operations as at sta-
tion I, and so con tinned .
The fleld-notes were kept in the following manner :
On the left page, in a central column, were recorded the stadia-readings, occupying
the place of corresponding stations, and between them the magnetic course of the line
of sight. From each position of the instrument there was a back-sight and a fore-
sight. The fore-sight, being directed down the river, was recorded as it read on the
oompass ; the back-sight was reversed, so as to obtain in the fleld-book the magnetic
bearings of all the lines iu one direction. In two other columns, to the left>, were
recorded the angles of elevation or depression of the line of sight corresponding to
each stadia-reading.
Between the numbers of the succeeding stadia-readings and on each side of the
central column were sketched the shore-lines, representing them for each sight, as the
column would have been formed by the splitting of the line of sight.
In all cases where the curvature of the river was too complicated to be represented
by this system, additional sketches were taken on the right-hand page.
Cross-sections were taken by setting the instrument at the most convenient bank
and locating from there a Hue of cross-section at right angles with the stream, noting
the distances to the several points of the slopes by stadia-readings.
Soundings were taken on the same line. These notes wore recorded on the right-
746
REPOBT OF THE CHIEF OF ENGINEEBS.
hand pace in fonr colnmns, one for the stadia-distances, two for the corresponding eleva-
tion or depressioni and one for the soundings.
In surveying down the river, the position of snoceeding stations was sometimes on
the same hank, sometimes on opposite hanks, according to the direction of curvature
of the river, or the ohstructions or the line of sight hy overhanging trees.
This gives, in plotting, a series of points on the right and the left hank between which
the stream can be sketoned.
SURVEY OF THE ANGELINA RIVER.
The stage of the water during the survey of the river from Platonia to Bevilport was
from 2 to 4 feet above low-water. Even with that rise I found a great many places
where the river was so obstructed by logs and fallen trees that it was impossible to
get through, even with my small skiff^i. We were thus compelled to nnload them and
lift them over the obstacles. This occurred several times each day, and was a serious
detention in the progress of the work.
At Bevilport, several days of rain prodaced a rise in the river of about 13 feet above
low- water, as shown by the map and cross-sections.
The distances run each day are as follows :
Dates.
1872.
November 9..
10..
11..
12..
13..
14..
15..
16..
17..
18..
19..
20..
21..
23..
24..
25.,
26..
27..
28..
29..
30..
December 1 . .
2..
3..
4-.
5..
6..
7..
• 8..
9..
10..
11..
12..
13..
14..
15..
16..
17..
18..
19..
20..
21..
Distances.
Fed,
13, 719
16,584
16,584^
13,887 5
12,660
15,379
18,445
11,738
20,392
16, 770
17,700
7,264
18,186
16, 316
6,729
17,229
13, 953
17,070
21,335
22. 316
26,321
13,292
23,883
17,697
24,'i25*
22,619
17, 724
21,138
24,268
21,951
9,161
29,758
Remarks.
Sunday.
At Marion ; completed oatfit.
Sunday.
Brown's Ferry ; stopped 3 honrs repairing boats.
Observed north star ; mag. var. 8^ 24^|
Sunday.
Stopped at 12 a. m. on acooant of rain.
Could not work till 11 a. m. on acconnt of fog.
Passed Worden's Ferry.
Snnday.
Passed Taylor's Ferry.
Townsend's store ; stopped for supplies.
Stopped on account of rain.
Bain.
Snnday.
Arrived at Mayer's Ferry.
Stopped on account of rain.
Arrived at Morris Feny.
Passed Bohler's Ferry.
Snnday.
Arrived at Bevilport.
Stopped on account of rain.
Do. do.
Do. do.
Started at 12 a. m.
Arrived at the Junction.
REPORT OF THE CHIEF OF ENGINEERS. 747
Namber of days coming from Platonia, 43; iinmb«r of days actually at work dnrihg
that time, 31 ; distance from Platonia to the janction, 103.8:2 miles ; average run for
each day's work, 3.34 miles.
GENERAL DESCRIPTION OF THE RIVER.
The river winds its way tortnonsly through a valley varying in width from one to
five miles. These bottom-lands are very rich, owing to the alluvion deposited by yearly
overflows; but the irregularity and duration of these overflows prevent their use for
agricultural purposes.
They are merely used for pasturing the difierent kinds of stock, which find here an
abundant growth of cane, and, during the season, plenty of mast. They are also cov-
ered with several varieties of oak, gum, elm, ash, beech, magnolia, sycamore, and
cypress trees.
' The river often reaches the limits of the valley, and there the higher lands are cov-
ered with pine timber, which is generally the growth on the rolling lands on either
side of the valley.
There are but few settlements on the river, and from the fact that several of them
have been abandoned and a great many fields not being in cultivation, it would appear
that in this part of the country there has been, for the last few years, a lack of agri-
cultural activity, or, at least, a want of labor.
I could not obtain sufficient information in regard to the productions of the sur-
rounding country.
The most important prodnct supporting the navigation is cotton, which used to be
mostly shipped by flat-boats or steamboats, but since the completion of the Great
Northern Railroad a great many people prefer this surer way to send their products to
market, on account of the river being navigable only during high water.
The season of the freshet is very irregular, and it has been known to fail to such an
ext-ent as not to permit navigation. There are large forests of pine and cypress tim-"
ber, for which the river is a cheap and the only way by which it can be floated to the
saw-mills on the lower part of the river.
The river at low-water is but a large creek, and is entirely unfit for navigation of
any kind. The yearly freshet prodnces a rise of water from 10 to 24 feet ; then the
stream has a width varying with the height of the wat«r, from 80 to 100 feet at the
head of navigation to 200 or 250 at the junction, but is obstructed by overhanging
trees, logs, and snags.
Distances to the several landings,
Feet. MileB.
From Platonia to Marion 30,303 5.73
Brown's Ferry 159,324 30.17
Worden's Ferry 2:J7,619 45.00
Taylor's Ferry .308,516 56.37
Townsend's Landing 335,885 63.61
Mayer's Ferry 401,589 76,05
Lewis Morris's Ferry 441,932 83.69
Bower's Ferry 469,614 88.94
Bevilport 509,289 96.45
Junction 548,208 103.82
The statements I collected from people living on the river with regard to low and high
water stage were very contradictory. I havt^, therefore, been obliged to take the mark
left by the water on the timber, which is the most reliable, but not always very well
defined. It is to these heights that I refer in the cross-section shown on the map as
the average of high- water.
x'he low-water mark is the nearest that I could estimate from the contradictory
statements.
It will be noticed that the difference between high and low water is not the same in
all the cross-sections. These differences can be accounted for by the fact that in parts
of the river where high banks confine the greater portion of the water to the channel
it will rise higher than in places where the low banks permit it to overflow more freely
into the bottom-lands. The height of the banks is from 15 to 25 feet above low- water.
The bends of the river are generally very short, having a very abrnpt'bank on the
outside and a sloping bank on the inside. At the time of freshets, the water sweeping
along the outside wears away the bank and washes in large trees which often entirely
obstruct the river; thtoe are sawed or chopped off by raftsmen, flatboat-men or
steamboat-men, who generally do the work with the least expense ponsible, bnt most
of the time to the disadvantage of the river ; the trunk with all its limbs, being dropped,
forms afterward a bad obstruction, the stump and roots soon wash into the channel and
form a dangerous snag.
748
REPORT OF THE CHIEF OF ENGINEERS.
The inside of the bend is generally covered with a dense growth of willows leaning
toward the stream. They increase very much the difficulty of passing the jsharp bends.
There are a few rocky shoals located on the map, but the river being only navigable at
high- water they are not material obstacles at that stage.
The time of high river is very irregular, but from January to May may be taken as an
average for the navigable season.
The snags and other obstructions to the navigation were too numerous to be located
on the map. In the following columns are given the number oi obstructions in two
sections of the river :
Locality.
Distances.
Overhang-
ing trees.
Logs.
Snags.
From Platonia to Morris Ferrv
miett.
83. 69
20.13
No.
1,488
242
No,
1,661
187
No,
6U8
From Morris Ferry to the i unction
172
IMPROVEMEinrS.
The river being unfit for low- water navigation, it will only be necessary to remove
the obstructions above low- water, so as to make the navigation safe with a rise of six
teet of water, this being the least rise with which the steamboats can go up the river,
owing to occasional falls in the water, by which the boats are sometimes left on shoals
for weeks.
The limited business of the country would not justify the heavy expense of removing
the snags and logs from the bottom of the river; therefore I would suggest that dan-
gerous snags and logs above low- water should be cut up into short pieces, which would
then be carried away by the next ireshet, or sink to the bottom out of the way.
The overhanging willows should all be cut down and chopped into pieces small
enough to float without obstrnctiug the river. This improvement cannot be expected
to be a permanent one, because a new growth of willows will start on the same place,
and would have to be cut down after some years. Large overhanging trees, generally
on the outside of the bends of the river, should be treated in the same way.
All of this timber, if properly cut up, will float down the river to some place where
it overflows, and there drift into the bottom-lands^ where the trees and brush will
retain it.
It is plain that these improvements should be made gradually ; that is to say, to
divide the work into four or five years, for if all the timber were to be cut in one year
it might seriously ii^nre the navigation pf the river.
A great many large trees are standing close to the edge of the banks, and their slow
vibration from the action of the winds, combined with the wearing of the banks by
the current, causes large caviugs, forming serious obstructions. Sacn trees should be
dealt with differently from what was done some years ago by parties under a contract
with the State of Texas for improving the river.
In this case all such trees were girdled ; some of them are standing yet and are a
serious danger to the navigation ; steamboats and flat-boats are often driven by the
current against the banks in proximity to such dead trees, which have been known to
fall on the decks, endangering the lives of passengers and crews, besides causing g^reat
damage.
In my opinion the better way of dealing with such trees would be to cut them
down, leaving a stump tall enongh to keep the trunk horizontal, in case the stump
should afterward be washed into the river, and thus prevent its making a sawyer, but
in most cases the force of the winds acting only on the top of the tree would be done
away with, and the roots would strengthen the banks and thus prevent some of the
cavings.
In case any work should be done on the river, special attention should be g^iven to
the places marked on the map as cut-offs, which are channels of recent formation and
could generayy be made goo<t passages by cutting trees and taking out stumps which
obstruct them.
Several other places where two bends of the river come close together, and where
the water at high stage runs across the banks, could be made good cut-offs by making
a judicious choice in the cutting of the trees. The water then would soon wash its
way through.
These cut-o£Gi, besides shortening the distance, would generally avoid bad bends of
the river.
According to the statements of the people living on the river, the previous improve-
EEPORT OF THE CHIEF OF ENGINEERS.
749
ments attempted by the State have proved to be a failure. This was owing to the in-
competency of the men in charf^e of the work and to the contract system. It seems to
me, also, that the money, if any shonld be appropriated, could be spent more properly
under the superintendence of an experienced foreman.
SURVEY OF THE NECHES RIVER.
This survey was commenced at the junction of the Angelina River, being there with
my party after the completion of the survey of the latter river.
I could not, as my order stipulated, get up to Boonville ; the water beiug high, the
current was too swift to go up by the river. The communication by land was also too
difficult, the bottom-lands being overflowed; and moreover, there beiug no settlements
within reach, where I could secure transportation, I concluded to work down the river,
calculating to take the first steamboat goin^ to Boonville, but none went up until the
survey of the Lower Neches was completed, including the bar at the mouth.
At the time of the survey some parts of the river were overflowed, haviftg both banks
from 2 to 6 feet under water. This made the work very difficult, and in order to prose-
cute it at that stage of water I was obliged to build scaffuldiug in the trees on the
banks in onler to set up the instruments.
The delay resulting from this, and the loss of time in going to the upper river and
waiting for help, protracted the work longer than was anticipated.
Record of daily work.
Dates.
Distances.
•
Kemarks.
1872.
December 25
26
27
28
Feet.
24,836
28,198
26,369
Arrived at Town Bluff.
Stopped to get supplies and send to Gaspar for letters.
Sunday.
Fog in the morning.
Fog in the morning ; pasaed by Horn's Ferry.
Stopped work on account of rain.
Passed Work's Landing.
Arrived at Arline's place.
Stopped OD account of rain.
Sunday, (lost skiff.)
Went to bny a skiff.
Passed Wright's Landing.
Stopped at Yellow Bluff 2 hours for repairs.
Sunday.
Passed Bearman's Blnff.
Richardson's Bluff: observed United States magnetic
variation, \P 19'.
Arrived at Weiss Bluff,
Sunday.
Passed Plateller's Bluff.
Passed Bunn's Bluff.
At Beaumont stopped for repairs.
Do.
29
30
31
1873.
January 1
2
3
4
20,053
25,127
3,966
20,244
29,443
5
6
7
8
9
10
11
12
27,767
41, 546
37,309
24,613
34,538
13
14
15
16
17
18
19
29,101
34,086
28,223
29,456
30,660
22,782
20
21
22
23
24
30,882
35,737
52,917
11,717
25
26
Sunday.
Waited for help.
Do.
27
28
750
EEPOET OF THE CHIEF OF ENGINEERS.
Record of daily work — Continaed.
Dates.
Distancea.
Remarks.
1873.
JaDnary 29
30
31
February 1
2
Feet.
Waited for help.
Started at 12 a. m.
Snuday.
Stopped on acconnt of wind.
Passed Smith's mill.
Stopped on account of fog in morning.
Finished survey of lower river.
Sundav; observed United States magnetic variation, 8^ 2V.
Established camp at the month.
Bnilt signals.
Built signals and scaffoldings.
Do.
17,895
24,168
17, 500
3
4
5
6
7
8
9
9,356
20,910
18,907
12,360
^ 16, 133
4,637
10
11
12
13
14
Rain the whole day.
Do.
15
16
Sunday.
Bnilt signals and scaffoldings.
Ran base-line.
17
18
19
Thick fog in morning; completed scaffoldings.
Fog in the morning; ran shore- line in afternoon.
Taking readings for tri angulation.
Do.
20
21
22
23
Sunday.
Removed camp.
Waited for help.
Do.
24
25
26
27
Testing base-line.
Put up ranges in the lake.
Do.
28
March 1
2
Sunday.
Put up ranges in the lake.
Do.
3
4
5
Taking soundings; stopped part of the day on account of
wind.
6
7
8
Taking soundings.
Sunday.
Put up ranges and took soundings.
Do.
9
10
11
12
Do.
13
Finished the work at the bar.
14
Waited for steamboat to go up the river.
On steamboat going up the river.
Do.
15
16
17
Do.
18
Do.
19
Do.
20
Do.
31
Do,
22
Arrived at Boonville : built skiff.
23
Sunday.
Built skiff.
24
25
Built skiff; observed United States magnetic var., 8^ 24'.
Left Boonville.
Passed Martin's Ferry.
Arrived at Jordan's Feny.
Sunday.
26
27
28
29
26, 393
29,841
33,656
13,573
31
50,443
SEPORT OF THE CHIEF OF ENGINEERS.
751
B^cord of dailff wcrh — Contioaed.
Dates.
Distances.
Remarks.
Iti73.
April 1
2
3
4
FeeL
53,130
4,7G4
Finished sarvey of Upper Neches.
Bowed down the river.
Do.
5
Do.
6
Snndav: arrived at Beanmont.
7
Left with steamboat for Sabine Pass.
8
At Sabine Pass.
9
• «•• «•*• ••••
Went on board of schooner.
10
On way to Galveston.
Arrived at Galveston.
11
Namber of days on the river, 70.
Number of days actually at work, 39.
Distance from Boonville to the mouth, 195.56 miles.
Average number of miles run each working-day, 5.01 miles.
Number of days at the month, 33.
Number of days actually at work, 22.
GKNERAX DIVISION OF THE NECHSS RIVBR.
The river may naturally be divided into two parts ; the lower part, navigable at low-
water stage, and the upper part, only navigable at high- water.
The part navigable at low-water extends up to Weiss Blaff, according to the state-
ment of the people living on the river, and of the captain of the steamboat Graham,
which run up there the whole of last summer. It is also said that the tide is felt at
this point.
A portion of the upper part of the river from Boonville to the Angelina Junction is
nearly in the same condition as the Angelina River, with the exception that the bends
are not quite so abrupt ; the banks are generally higher and sometimes rocky.
At the time of the survey, the water being high, I could notice but oie place where
the rocks in the channel of the river obstruct the navigation at that stage. At a
place located on the map are two points of rook running out from the right bank to
the center of the channel. They are at water-surface when it is about 9 feet above
low-water, and being on the outside of a bend they endanger the navigation at that
place very much. According to some statements this is the only dangerous rocky
place.
The other portion of the upper river, from the junction to the Weiss Bluff, is in better
condition with regard to the overhanging timber; the captains of the steamboats
which, at high water, run regularly to Bevilport, cut more or less trees every year.
The stream is generally wider, with the exception of some places where the banks are
low ; the water overflows the bottom and there is but little current in the channel,
which is the cause of its being narrow and very crooked.
The river is especially In that condition for the ten or twelve miles immediately
above Weiss Bluff.
The portion of the lower river between Weiss Bluff and Bunn's Bluff is comparatively
in good condition, there being but few logs and snags, and a very small number of
overhanging trees; at low- water stage a few sand-bars reduce the width of the channel
80 as t(^niake it difficult for boats drawing three feet of water to get by them.
At the time of the survev, the water being high, I could not notice them, but, ac-
eonling to the statement or the captain of the steamboat Graham, they are formed by
snags, and if they were removed from the bottom the sand would soon wash away.
The width of this portion of the stream ranges between 200 and 300 feet at high- water
stage.
The portion of the river between Bunn's Bluff and the mouth is in good condition.
There are but very few snags, logs, and overhanging trees. A few miles below Beau-
mont the timber gives out, and the river winds its way through a low marshy country
to Sabine Lake. This is favorable for sailing-vessels, which run regularly to Beaumont
and to the surrounding saw-mills. Their principal trade is lumber, to which the above
country furnishes an abundant supply of several varieties of timber, mentioned in the
description of the upper river.
S thooners ran up as far as Bunn's Bluff and Concord, on Pine Island Bayou, a trib-
utary of the Neches.
752
IlEPORT OF THE CHIEF OF ENGINEERS.
The width of this portion of the stream ranges between 400 and 900 feet.
The yearly freshets have little effect on the netght of the water in this part. The
average may be estimated at five feet, and the rise and fall, owing to the tides, are the
most noticeable variations in the stage of the water.
The villages located immediately on the stream are of no material importance,
Beaumonc being the only business center worthy of mention.
Distances to the several landings.
Feet. Kilee.
From Boonville to Martin's Fernr 31,61.5 6.00
Greenwood's Landing 47,722 9.00
Hopsou's Landing 122,840 23.26
Jourdan's Ferry l:i2,410 25.07
Delano's Ferry 159,824 30.02
Thomson's Bluff 220,6:^ 41.59
Angelina Junction 240,747 45.78
Tower Bluff 320,150 60.63
Horn's Ferry 365,330 69.19
Work's Landing 376,752 71.35
Wright's Landing 446,950 84.64
Yellow Bluff 536,352 101.58
Bearman's Bluff.. 60.5,168 114.61
Richardson's Bluff 676,866 128.19
Weiss Bluff 759,364 143.81
Plateller's Bluff 814,837 154.32
Bunn's Bluff 834,177 157.98
Beaumont 890,617 168.67
Smith'sMill 979,026 185.42
Remly'sMill 994,042 188.26
Mouth of river 1,032,483 195.56
The water being high during the survey of the whole river, some logs and snags
may have escaped notice. Tliis was especially unfavorable for the portion betweeu
Weiss Bluff and Bunn's Bluff.
This part being susceptible of low-water navigation, it would have been import-
ant to ascertain the character of the obstructions to low- water navigation.
The number of obstructions to navigation in the several parts of the river are as
follows :
From Boonville to the Angelina Junc-
tion
From the junction to Weiss Bluff
From Weiss Bluff to Bunn's Bluff ....
From Bunn's Bluff to the mouth of
the river
Overhanging
Trees.
1,325
1,058
49
Snags
Logs.
393
350
80
105
11
5
21
7
r
Rocks.
1
I
IMPRO\T5MENT8.
The portion of the upper river between Boonville and the junction being in the
same condition as the Angelina River, everything stated for the latter can be applied to
this part, and the work shonld be done in the same way.
The rock mentioned in the previous description will have to be removed.
The portion of the upper river between the junction and Weiss Bluff shonld be
treated in the same way as the Angelina River. There is a rock at a place located on
the map which will have to be removed to low-water surface.
The portion of the lower river between Weiss Bluff and Bunn's Bluff being suscepti-
ble of low-water navigation, special attention should be given to this part iu removing
from the bottom of the channel all logs and snags which obstruct it and cause the
formation of sand-bars as before stated.
With regard to the other portion of the lower river between Bunn's Bluff and Sabine
Lake, nothing special is to be mentioned ; cutting down some trees and removing a few
snags and logs are the only things to be done.
REPORT OF THE CHIEF OF ENGINEERS. 753
JIOUTH OF THE NECIIES RIVER AND BAR.
The Neolies River empties into Sabirio Like about four miles west of the mouth of
Sabine River, and about twenty-six miles from Sabine Pass. It has a bar at its
month where the water of the hiii(5 chi^cks the velocity of the river-current ; this bar
is forme<l by the deposits of mud and sand that the river-water holds iu suspeusioQy
which takes place as soon as the velocity is checked.
There are two passes or channels across this bar, indicated on the map by the broken
lines A B and C D. It would appear that these passes are formed by two lateral cur-
rents, resulting from the division of the main current of the river, which is deflected
by the middle ground in front. Pass A B is the one principally used. Pass C D,
called East Pass, has less water, but is sometimes used by sloops of light draught, in
case the wind does not permit of going through Pass A B.
Pass A B ha)4 once been dredged to a channel 6() feet wide and 5 feet deep, but is now
smaller, owing to the filling iu by the action of the waves across it.
The prevailing winds range between eiist and south and the storms blow generally
from the southeast, thns, as will be seen by referring to the map, the waves break-
ing over the shallow place known as the ^^ middle ground'' between the two passes have
a tendency to wash the sand into the channels, and thus reduce their depths.
According to the statements of some captains the channel A B has been reduced in
depth as much as 18 inches during one storm. I think that its actual depth would be
much less if it were not for the passage of steamboats, which oftou drag on the bot-
tom, and by the action of their wheels deepen it.
During strong easterly winds, which frequently occur, steamboats have great diffi-
culty in running through channel A B. They are liable to be drifted out of the cban-
nel onto the shoals to the west.
It often happens that vessels grounded in this way are detained for several days.
IMPRO VEM ENTS.
Two ways of improving the mouth of the river are to be recommended. First
method, improving one of the passes ; second method, making a new channel across
the nuddle ground.
For the first method pass A B is to be preferred, since its course is the most 4irect to
the deep water of the lake. This can be improved by closing the space between
Doom's Island and the mainland; also to build a jetty from the point of this island
across the inner end of the pass C D, and from there extending it all along the east
side of pass A B to deep water. This jetty would confine the whole current of the
river to pass A B; and, if a channel were once dredged to a required cross-section, this
current would keep it open. It could be even expected that the jetty alone would
cause the deepening of the pass by the scouring action of the increased current. It
would also prevent the washing-in of the sand from the middle-ground.
The second method consists, first, in cutting a new channel, following the line E F,
which is merely the extension of the center line of river-channel above the passes. It
appeiirs obvious that this is the natural course which the current would take were it
not deflected by the middle-ground, ^hus, by making a straight cut across it, the
water would take this course. Secondly, in closing the space between Doom's Island
and the mainland; also building a jetty from the point of this island across the inner
end of the ])ass C D, and gently curved, to connect it with the northeast side of the cut,
so as to direct the whole of the river-current into it, which would keep it to a constant
depth. Some of the sand excavated could be used to fill the inner end of pass A B ;
and, in case this should not prevent the current running through this pass, a jetty
would have to be built from there to the mainland, which, togetlier with the one con-
nected with the point of Doom's Inland, would direct the whole current of the river
through the new cut. The balance of the excavation should be put on each side of the
cut, but especially on the northeast side. This would form a permanent embankment
connected with the jetty, which would protect the channel from the action of the
waves.
However, this channel, having a southeasterly course, would have the best possible
location with regard to storms. The sea would roll in the direction of the axis of the
channel, instead of diagonally across, as it does at pass A B.
The location of pass A B being unfavorable with regard to the strong easterly
winds, as explained before, I would therefore recomnuMid the second method, in case
the additional benefit the navigation should derive from it would justify a somewhat
greater expense than that necessary for the first.
The jetties proposed in either case are to consist of a single row of close-piling, with
a cap; the piles to be of cypress timber, an abundance of which can be readily ob-
tained up the river.
The water being fresh, such a jetty would remain for years.
48 E
754 REPORT OF THE CHIEF OF ENGINEERS.
ESTLMATE.
The divdging of pass A B to a cliaunel 80 feet wide and 5 feet of water at iiieau low-
tide, with its banks sh)])in«; one foot in two, would amount to 47,H51 cubic yards of
excavation ; the length of the channel being 6,500 feet and the average depth of cut
2 feet.
Feet.
Length of jetty from Doom's Island to channel 2, j?()0
Length of jetty along the channel 6, 500
Totallength of jetty 9,300
Hecond method, cut through middle-ground.
The channel having the same dimensions, length of cut being Gj.'iOO feet, and the
average depth 3 feet.
Feet.
Cubic yards of excavation C2, II 1
Length of jetty 2,200
Very resi>ectfully,
A. DeMax,
A 88181 ant Engineer,
Lient. H. M. Adams,
Coi'ps of Engineers^ U, S. A.
R II.
survey of pascagoula harbor, mississippi.
United States Engineer Office,
Neio OrleanSj La,j October 23, 1873.
General: In accordance with your instructions, contained in En-
gineer Department letter of March 19, 1873, and the project submitted
in my letter of May 8, 1873, approved by you, I have had completed a
survey of Pascagoula Harbor, in the State of Mississix)pi, and submit
the following report thereon :
The survey was commenced July 10, 1873, by a field-party, under the
direction of First Lieut. J. B. Quinn, Corps of Engineers, United States
Army, (his report attached and maile a portion of tbis,) and was
completed August 6, 1873.
The plotting of field-work has just been completed, and the result is
submitted herewith on one chart.
The survey had for its object the formation of a plan for improving
tlie entrance to the river and harbor of Pascagoula.*
The plan for this, prcvsented by Lieutenant Quinn, meets my approval j
also, his estimate of cost.
Tbe estimate for concrete-covered gabions was based on cost of an
experimental gabion made at Fort St. Philip.
An appropriation of $30,000 is recommended for thi^ work, its expend-
iture being made contingent on the State of Mississippi securing from
the owners of Noyes Canal a release of all claims the latter might have
against the United States, were the latter to proceed with works of im-
provement without such release. Without this precaution, the United
States would place itself in the position of trespasser on the rights of
an individual, secured by State charter, and become responsible for
damage in a sum, which, owing to the indeterminate value of the right
REPORT OF THE CHIEF OF ENGINEERS. 755
(the question of further increase of value from presumed iucrease of
commerce being a factor) might amount to double or treble the value of
the work.
The appropriation of $30,000 recommended conditionally, with $25,000
appropriated by the State of Mississippi and $5,000 by tbe people of
Pascagoiila, should complete the work, and leave a balance, perhaps,
sufficient to purchase the rights of the canal company ; this estimate, of
course, assuming the State appropriation in cash.
Financial statement.
Allotted for survey from appropriation approved March 3, 1873 $2,000 00
Expended on survey 492 11
0
Balance on hand, New Orleans ., 1, 507 89
Particulars relating to location of work, nearest light-house, and com-
merce to be benefited, will be found in report and papers affixed hereto.
Very respectfully, your obedient servant,
C. W. Ho\NnELL,
Captain of Engineers, U. S. A.
Brig. Gen. A. A. Humphreys,
Chi^f of Engineers^ U. IS. A.
Report of Lieut James B. Quinnj Corps of Enfjineei's,-
New Orleans, La., October 15, 1873.
Sir: In pursuance with j'onr instructions, I have the honor to submit the following
report upon the condition, with suggestions for improvement, of the entrance to the
Pascagonla River, Mississippi.
The Pascagonla River empties into Mississippi Sound at a point about forty miles
from Mobile and one hundred miles from New Orleans. A large portion of the State of
Mississippi is drained by this river, and Dog River, one of its tributaries, reaches up
into Alabama a distance of three or four huudred miles. Light-draught steamboats
have been run to Enterprise, Mississippi, a distance of four hundred miles from the
mouth of the Piiscagoula, and it is estimated that the Pascagonla and its tributaries
furnish thirteen hundred miles of ni>vigable water.
The region travei-sed by these rivers contains immense forests of pine, cypress, cedar,
poplar, oak, and other valuable timber, and extensive ])laius and bottom-lands, unsur-
passed in fertility, and admirably located for the culture of almost any of the most
valuable productions of the Soutli.
Owing to the political constitution of this region previous to and the depressing cir-
cumstances attending the late war, its development has not been such as its favorable
location and natural ml vantages wcnild suggest ; but diiring the past few years the
lethargy which has enveloped this section has been gradually disappearing before the
advance of an awakening spirit of enterprise, and rapid strides are now being made in
those industries this section of the country is so admirable fitted to promote.
Naturally, the innneuse forests which border upon the Pascagonla and its tributa-
ries first attacted the attention of capitalists, and at an early date several mills for
the transformation of the magiiitieent j)ines of these into lumber were constructed.
The ready market this lumber found soon eKtablished the value of this industry. Other
mills were soon established, and this bufiiujss has now grown to grand proportions, and
ships Inmber to Europe, South America, and distant countries, besides supplying a
large piirtion of that required for home consumption.
The lumber-trade brought others in its train, and with each succeeding year the
prospects for the future of this country grow brighter an<l brighter.
The climate is salubrious and very pleasant, the heat of midsummer being far from
excessive ; the Gulf breezes tempering the air in such a manner that jiersons even from
756 REPORT OF THE CHIEF OF ENGINEERS.
more northern latitudes can labor during the hot months as comfortably as in New
York, and with as much surety of j^ood health ; in fact, the tovrn of Pascagoula, at the
mouth of Pascagoula River^ is a famous southern waterini^-place, and during the sum-
mer-months is visited by numbers of people troui Mobile, New Orleans, and other cities ;
this locality is singularly exempt from acute and febrile diseases, and northerners have
no fears of spending the summer here.
During the year 1872, 04,500,000 feet of lumber was manufactured at Pascagoula, and
it is not improbable this quantity may be exceeded this year. Most of this is shipped
in light-draught schooners, that can come direct to the mills, the existence of a bar at
the mouth of the Pascagoula preventing the piussage of other vessels. Large vesseLs
which come here for lumber lie at anchor in Mississippi Sound, about five miles from
the mouth of the river, and the lumber is lightered out to them. This sound ailbrds a
secure anchorage for vessels drawing over 22 feet of water, but tkis is the limit of
depth at the entrance to the sound between ** Petite Bois" and "Horn Island," and
vessels drawing more than this would be unable to enter. As most of the shipments
of lumber from this place are coastwise, the advantage of having a good channel across
the bar at the mouth of the river was early apparent, and private capital was enlisted
in procuring a channel to admit vessels drawing 6 feet of water at low- tide. A charter
for this purpose was granted by the State of Mississippi to Abram A. Green on the 3l8t
of January, 1869. (See copy attached, marked A.)
By this charter the owners of the canal were authorized to charge vessels passing
out through the canal a toll of 30 cents per ton measurement, and this privilege of
maintaining a canal, and collecting tolls from passing vessels at this place, was made
exclusive for a period of twenty -five years, dating from the passage of the acts con-
ferring the charter. At the expiration of twenty-five years, the canal and apparte-
nances thereof were to revert to the State of Mississippi.
This canal was finished on the 1st of March, 1B70, and, as an inducement for small
vessels to use it, a toll of 15 cents per ton was charged all ve^els under fifty tons,
and 10 cents per ton when lightering to vessels in the sound. (See letter attached,
marked B.)
Previous to the construction of this canal the navigation at the month of the Pasca-
goula was confined to vessels of from thirty to thirty-five tons. At preseut vessels of
from eighty to one hundred tons are able to ascend direct to the mills, and after load-
ing proceed through the canal to sea without difficulty. This canal, known as " Noyes's
Canal," was constructed by dredging a channel through the bar, depositing the ma-
terial dredged on one side. No attempt to prevent the subsequent filling in, by revet-
ting the sides of the canal, was made, and to preserve the requisite depth of water it
has been found necessary to resort periodically to dredging.
The position of this canal is shown on the accompanying chart.
Though this tax, imposed upon the commerce using " Noyes's Canal," is insignificant
comx)ared with the very great advantages resulting from its use, the tierce rivalry ex-
isting between the different lumbering points on the Gulf coast renders even this a
matter of considerable importance when successful competition in the domestic market
is requisite, and is ([uite sufficient to throw the trade into the hands of those who have
no such navigation tax to pay. Some measure having for its ohiect the relief of the
milling interests from this exaction is now greatly desired, and Government aid is
solicited to assist in improving the natural channel at the mouth of the river.
In the event of this work being undertaken by the Government, it must resnit in
the extinguishment of the private interests involved in the present canal, and subject
the owners to considerable loss. Before tiie Government could, therefore, consistently
engage in such an undertaking, ih^ mistake made by the State of Mississippi, in sanc-
tioning the construction by private parties of a similar work at this place, should he
rectified.
From the letter annexed, marked C, it will be seen that an appropriation of ^25,0tH>,
in State bonds, was made by the State of Mississi))pi for the improvement of the month
of the Pascagoula River; this grant was made conditional upon the actual expenditure
of $15,000 by the citizens of Pascagoula on the improvement. We are not informed a^^
to the availability of these sums of money, or what efforts have been made to secure
the State funds, or the method of improvement adoi)ted by the Stale connnissiouers,
further than that to be inferred from the following advertisement:
" PropoMuh for dredging the month of Pascagoula Jiiver,
" Whereas, at'a meeting of the commissioners appointed by the State, held at East
Pascagoula, Mi^h., on Monday, August IH, lt<73, for the improvement and deepening of
the mouth of said river, the secretary was authorized to advertise for sealed (>roposals
for dredging the same at so much per yard. All bids must be sent in by September
29, lt<7ii. The commissioners reserve the right to reject all bi<ls.
" W. S. DoDSON, Secretary,
" PASCAGOI'LA, Miss., August 27, Ic^T^."
EEPORT OF THE CHIEF OF ENGINEERS.
757
W.
\t.
I^^^J
^•^f-f^l''
^i^
'^<
>-^:3g^
If dredging to improve the natural cliannel is resorted to, an injunction will be ob-
tained by the canal company to restrain the commissioners from constructing 'a second
canal, &c. Since no other system of improvement will answer
the requirements of the situation, we are at liberty to infer
that whenever the Government shall undertake the improve-
ment of the entrance to the Pascagoula River the condition of
affairs at present existing will be practically the same, and
nnder this hypothesis the following project of improvement is
submitted.
The obstruction at the mouth of the river consists of a bar,
formed principally by the action of the river current, and a lit-
toral current produced by the action of the prevalent winds ;
the locality may, for practical purposes, be considered as in a
well-sheltered harbor, and therefore not subject to the violent
action of the sea- waves.
The method of improvement proposed contemplates the cut-
ting of a channel through this bar, and the protection of the
cut by light jetties on both sides. The presence of the ship-
worm in these waters excludes construction of timber, when it
is exposed to their attacks ; and, since this is about our only
.V available material for this purpose in the present case, some
A\ _ device to insure its preservation becomes necessary-. The ship-
worm does not operate beneath the surface of the sand. It does
not destroy small twigs and fibrous material.
The jetties are 8im[ny to arrest the littoral sand-currents, and
will not be required to withstand any very great force from
waves or currents.
1^ The following construction will answer the requirements of
' ^ the situation :
The jetties to be made by placing cement-covered -gabions
side by side, and filling them with the material dredged from
^Ns^ the channel, the remainder of the excavated material to be
S^/^l ^'h>^own outside of these, thus forming an embankment of which
the gabions will be the interior revetment.
Thus—
Ji^j^JSTj^t^v;^ The gabions will prevent the embankment from being de-
'-^^i J 'yf graded, in a manner similar to brush-jetties in the formation of
C^^^I;, )\y sand-dunes, and the cement covering to the wicker-work will
^ ^ prevent the sand from running out oi them, and, while serving
for ballast, will preserve the material from the action of the
ship- worm.
The gabions are to have planked bottoms, and be strength-
ened by a timber-cross near the top.
The location of the jetties is indicated on the accompanying
chart.
The cut through the bar to be 100 feet wide and of a depth
sufficient to admit vessels drawing 7 feet of water at low tide.
ESTIMATED COST.
Eastern jetty, 3,500 feet long $8,750 00
Western jetty, 4,000 feet long 10, 000 00
Contingencies 2,250 00
Total for jetties 21,000 00
Considerably less than a corresponding length of closer
piling.
Dredging 38,862 cubic yards, at 50 cents per yard. ..|19, 431 00
Contingencies 1, 943 10
Total for dredging 21,374 10
f^l
Total co4t of improvement - 42,374 10
This estimate is based upon the supposition that the construction of the jetties and
the dredging of the channel are conducted simultaneously.
758 REPORT OF THE CHIEF OF ENGINEERS.
This work is in tbe collection-district of Pearl River, and the nearest port of entry
is Shieldsborongh ; the nearest li^ht-house is the one at the mouth of the river.
Very respectfully, your obedient servant,
James B. Quinn,
Capt. C. W. Howell, First Lieutenant of Engineers,
Corps of Engineers, U. S, J.
A.
AN ACT to anthorize Abram A. G-reen to cut or excavate a channel or canal through the shoal or shell-
reef which now obstructs the navigation of the Pascagonla River.
Section 1. Be it enacted by the legislature of the State of Mississippi^ That Abram A.
Green be, and he is hereby, authorized to enter upon and take possession of so much of
the shoal or shell-reef, situated at the mouth of the Pasca^oula River, in the county of
Ja<;kson, as may be necessary to cut or excavate a channel or canal of sixty feet in
width, and of sufficient depth to afford a good and safe passage at low-tide, to steam-
boats and other vessels drawing six feet of water, into and out of said Pascagoula River ;
and the said Green is authorized to build all such light-houses, beacons, wharves, and
other buildings as may be necessary for the full attainment of the object of this act :
Providedy That nothing in this act shall be so construed as to give said Green the right
to obstruct or in any manner interfere with any channel now existing through said
shoal or shell-reef.
Sec. 2. Be it further enacted^ That so soon as the said Green shall have deepened or
excavated a channel of sixty feet in width, and of sufficient depth to admit the passage,
at low- tide, of steamboats and other vessels drawing six feet of water, he shall be
authorized to charge and receive from all such boats and vessels as may go out of the
said Pascagoula River, through said channel, a toll not to exceed thirty cents per tou,
for every ton of the registered measurement of such boats and vessels ; and any boat or
vessel that shall become liable for toll as aforesaid, and whose captain, owner, or other
persons who may be in charge, shall refuse or neglect to pay the same for tive days,
aft'Cr the same shall have been demanded, shall be liable to be sued for the amount of
toll due, toj^ether with fifty per cent, damaj^es, and the said boats and other vessels, and
their captains and owners, shall be liable ior the same, together with costs of suit, to
be collected before any court of competent jurisdiction : Provided, hotcei'er, That suits
for tolls may be instituted before the expiration of five days, if deemed advisable, and
that said Green may prevent the p«i8sage of any boat or other vessel through the chan-
nel aforesaid until the tolls are settled: Jnd provided furthermore^ Th&t all boats and
vessels may go into the Pascagoula River through said channel without the payment
of any toll or charge whatever.
Sec. 3. And be it further enaciedj That said Green be, and he is hereby, invested with
all the rights and powers necessary for the construction, repairs, and maintenance of
said channel, and of the necessary wharves, buildings, light-houses, and buoys appur-
tenant thereto; and it is stipulated and agreed that lor and during the term of twenty-
five years from the passage of this act the said Green shall have and enjoy the exclu-
sive right and privilege of constructing a channel or canal for the passage of steam-
boats, or other vessels, through the said shoal or shell-reef: Provided^ That in case said
work shall not be so far advanced at the end of eighteen months from the passage of
this act as to admit of the passage at low-tide of vessels drawing six feet of water, then
this act shall be null and void: And provided further^ That at the end of twenty-five
years from the completion of said work, the rights and privileges conferred by this act
shall expire, and said work and its appurtenances shall revert to and become the prop-
erty of the State of Mississippi.
Sec. 4. Be it further enacted^ That the said Green shall have the right, and he is
hereby authorized, to associate with him in the construction of said work such persons
as he may see fit ; and that at any time after he shall have so far completed said canal
or channel as to admit the passage, at low-tide, of vessels drawing six feet water, he
shall have the power to sell or convey any portion or all of the rights and privileges
conferred upon him by this act. '
Sec. 5. Be if further enaeted, That should any person or persons, willfully or carelessly,
do any act whereby said work shall be Injured or impaired, or the navigation of the
channel authorized by this act shall be obstructed, or whereby said Green or others
interested in said work shall be hindered or disturbed in the prosecution or enjoyment
of said work, such person or persons so ofiending shall be liable to a fine of $500, to be
sued for and recovered before any court of competent jurisdiction, and they shall also
be liable to the i)roprietor or proprietors of said work for all damages which they may
have caused to them by such act, to be sued for and recovered before any competent
tribunal.
Sec. 6. Beit further enacted, That this act shall take effect and be in force from and
after its passage.
Approved January 31, 1867,
REPORT OF THE CHIEF OF ENGINEERS. 759
I
B.
Letter of Siqyerintendent and Collector of canal,
SCRANTON, Miss., September 8, 1873.
Sir : Your letter of the 4 th instaut is hefore me, asking information on the following
questions :
Ist. What was the condition of the commerce and navigation at East Pascagoala
previous to the construction of ** Noyes* Canal T"
I answer, ** It was entirely confined to vessels of thirty and thirty- five tons."
2d. Has the construction of Noyes' Canal proved of any benefit to the commerce of
Pascagoula River ?
It certainly has ; vessels now load at the mills above, of eighty to one hundred tons,
and pa^ readily to sea through the canal ; it has also developed the commerce of the
place by enabling our mill-owners to contract to load large vessels outside, within a
given time, and thus save demurrage.
3d. Give me the history of Noyes'^Canal, with act of incorporation, charter, &c., and
system of tolls charged.
Herewith inclosed find copy of the act of incorporation and charter, by which you
will perceive they are allowed 30 cents per ton, register, of vessels using it.
In conse^iuence of the natural channel, and to induce small vessels to use the canal,
a less amount, or 15 cents per ton, has been charged all vessels under fifty tons each,
and, when lightering to outer bay, only 10 cents per ton.
4th. What was the cost of construction, and annual cost of maintenance of canal,
and what nature was the material removed in its construction ?
On March 1, 1870, the canal was declared finished ; it then had cost $27,000. In con-
sequence of repairs, redredging, &.C., it has cost l$4,000 per year to maintain it. The
material removed was mud, eand, and a hard blue clay.
Respectfully,
F. Van Wagenen,
Superintendent and Collector of Canal.
James B. Quinn,
First Lieutenant United States Engineers.
C.
Letter of Mr. E. F. Griffin.
Moss Point, Miss.,^my/m«*26, 1873.
Dear Sir : Your letter of inquiry about the past and present condition of the lum-
ber and miscellaneous commerce and future commercial prospects of East Pascagoula
has been received.
Query 1. " Lumbering interests previous to the construction of Noyes's Canal."
The amount of lumber very little, if at all, exceeds that manufactured previous to
its construction. The canal has had no appreciable effect on the lumbering interests ;
{IS, to within a few months, it has been but little better than the natural channel; it,
seemingly, having been the object of the owners to merely do enough to keep the charter
and collect the tolls from us.
At that time there was no foreign trade in lumber, our place being almost unknown,
and the home-market being good, we were incapable of supplying the demand. After
the domestic trade began to fail, of course the lumbermen began to seek other markets,
and by furnishing lumber at lower x>rices than it conld be obtained at other points,
they succeeded in securing a considerable trade with other points.
Query 2. " Present condition of lumbering interest and obstacles to its advance-
ment."
It is duller now than it has been for eight years, caused in domestic markets by the
general depression of business and want of tonnage at reasonable figures to foreign
ports.
Query 3. " Probable effects upon the commerce of East Pascagoula in the event of a
channel 9 or 10 feet deep being cut through the bar at the mouth of the river."
Could not say to what extent, but would necessarily increase it very much, as a
large portion of the lumber exported from here could be shipped on vessels drawing
that amount of water, which could come direct to the mills and load, thus saving to the
producer the lighterage, and thus direct from the Gulf and Atlantic ports to our own
a large amount of trade, on account of facilities and prices in purchasing.
J
760
REPORT OP THE CHIEF OF ENGINEERS.
Query 4. '* What efforts the State of Mississippi has made to secure a proper channel
at the entrance of Pasca^oula River/'
The State has appropriated $25,000, and the citizens $5,000.
Query 5. "Agricultural prospects of the country which would probably make East
Pascasoula its shipping-point, and the extent of country and nature of products/'
As there is a charter for a railroad from the interior oi the State to this point, when
completed, together with the rivers tributary, the entire State could have an outlet
for its various productions.
Very respectfully,
E. F. Griffin.
Lieut. James B. Quinn,
United Slates Engineers.
Statement of official business at the port of Pascagoula, District of Pearl River , from Julg 1,
1872, to June 30, 1873.
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141
45, 256. 26
Shieldsborongh is the only port
of entry in the district of Pearl
River.
Respectful]
ly submitted.
W. H, Gillespie,
Deputy Collector and Inspector.
R 12.
SURVEY AT ENTRANCE OF MATAGORDA BAY AND THE CHANNEL OF
INDIANOLA, TEXAS.
WASHINGTON, D. C, February 4, 1874.
General : The survey of the entrance to Matagorda Baj' and chan-
nel to Indianola, Texas, has been completed.
Mr. H. C. Ripley, assistant engineer, had charge of the field-work. He
reports as follows :
Preparations for the survey were commenced August 1, 1873.
The " Heetwing," a schooner of twenty-one tons burden, and of 3 feet draught, was
chartered at Galveston, Texas, and a four-oared launch, belonging to the Department,
being available, was also used.
The instrumeuts used were two Gurley transits and two sextants : one made by Blunt,
of Loudon, the other by Stuckpohl, of New York.
Everything being in readiness, we left Galveston on the 10th of the month, and
arrived in Matagorda Bay on the 13th.
Two base-lines wore measured : one at Indianola, between stations 1 and 2, and the
other on Matagorda Island, between stations 14 and 15.
The computed length of the second base only differed from its mea-sured length by
-]^(f foot in a distance of sixteen miles.
« • * * « • #
The soundings were located by means of two sextants, and locations were made as
REPORT OF THE CHIEF OF ENGINEERS. 761
often as one each minnte where the depth was changing rapidly, bat where it was
comparatively even, as in the bay, locations were made aboat once in three minutes.
Three tide-gauf»es were established : one at Indiauola, on Morgan's wharf, (gauge No.
1,) one at the West Shoal light, just inside the pass, (gauge No. 2,) and the third on the
point near the old light-house, (gauge No. 3.)
Gauge No. 3 was only kept while outside soundings were being taken ; gauge No. 2
was kept during the whole time of the survey; and gauge No. 1 was kept uutil the
soundings were finished.
The mean low-tide to which the soundings were reduced was obtained from the
United States Coast Survey Office at Washington, and ditfers from the mean low-tide
during the time of survey by 0.47 foot, and is lower by this amount.
A wind-record was also kept during the time of the survey by the United States sig-
nal observer at Indiauola.
BORCsGS.
Borings were carefully taken. Seven holes, varying in depth from 26| to 53 feet,
were made, and 3*2 specimens were preserved, all of which are properly labeled and
left in the office.
An eifort was made to reach the clay at borings E, F, and G, nearest the bar, but the
driving was so hard (requiring as many as sixty blows with an eighty-pound hammer
to the inch) that it was impossible to do so.
Below will be found a sketch (see original) showing the sections of the borings and
the character of strata in each. A is at the outer end of Morgan's wharf. B is on the
shore just below Pow.der Horn Bayou. C is at the Swash light. D is at the White
or West Shoal light. E is on Decrowns Point. F is at the outer point of Pelican
Island ; and G is on the point near the old light-house.
It appears almost evident from an inspection of the three borings, one at either end
of the bar, and one on Pelican Island, nearly out to the bar itself, that this bar, like
the one at Galveston, is composed of pure quicksand to a depth of from forty to sixty
feet.
CT:R RENTS.
It is necessary t« remark that it was impossible to take the current-measurements
at any uniform stage of the tide, and consequently it often appeal's that there is very
little current at a certain position, when close by, at another position, there is a cur-
rent two or three times as strong without any apparent cause.
The reason is that they were taken at different times and the actual velocity of each
plotted. Reference to the tide and wind chart may t-end to explain some of these dif-
ferences and show what their relative velocities are.
But this will not answer in every case; for we found that some of the strongest
ebb-tides occurred when the tide-gauge did not fall one-tenth of a foot for several
hours.
I attempted to form a table showing what the velocity at certain places should be
with a certain rate of fall or rise of the gauge, but I found that a rise or fall of one-
tenth of a foot per hour one day would give scarcely any velocity t-o the tide, while at
another time tnere would be a strong tide without auy x>erceptible change in the
gauge. I was, therefore, obliged to abandon the scheme.
The directions as shown on the chart, and the general character of the bottom and
surroundings, will probably give a better idea of the relative velocities at different
positions than anything short of a long series of observations.
CONCUJSIONS.
Matagorda Bay, from Indianola as far down as the old Swash light, has a very uni-
form depth. The bottom is generally covered with a dex>osit of soft mud, which at
Indianola is five feet in thickness.
Below this point it comes under the influence of the pass and sand-bars, and deeper
channels begin to api>6ar, which are continually changing and shifting under the in-
fluence of the wind and tide.
At the mouth of the p^kss and on the bar we find a very marked change since the last
Coast-Survey chart was made.
Pelican Island has moved north and approached Decrow's Point nearly its entire
762 REPORT OF THE CHIEF OF ENGINEERS.
width; thns making the Elizabeth channel more defined and deeper, and dimlDishing
the distance from the island to Decrowns Point from 7,440 feet to 4,180 feet.
Red Fish Spit has made its appearance, and the large shoal extendhig from it has
mostly formed M'ithin the last two years. Tlie point just below the old light-house has
but recently formed, and its development is progressing very rapidly; so much so that
its growth was quite obvious during the time of the survey.
At a point where tide-gauge No. 3 was located, ic made out not less than 75 feet in
about two months.
Old Channel was the main channel for the entrance of vessels until August of the
present year.
It was after the 13th of that month that the first vessel was brought through the
Veto Channel by the pilots.
Now they do not venture to bring in even the smallest vessel through Old Channel,
and if it is at all rough it is not safe to enter even with the pilot-boat.
At the time of the last coast survey, the Veto Channel was not in existence, and where
there is now 24 feet of water there was then but 5 feej;.
It is said that the origin of this channel is due to the fact that the schooner Veto was
driven across the bar at this place during a violent storm.
Thus getting a start, it gradually deepened and widened until it became the main
channel across the bar.
But we are led to seek other infiuences which might cause the water to leave its
straight course down the old channel and turn abruptly to the southeast, as it does in
following the Veto Channel.
The littoral current at this place flows in either direction, northeast or sonthwest ; its
direction apparently depending entirely upon the direction of the wind.
Let us see what effect this littoral current has on the water in the various channels :
At flood-tide there would bo but little effect, probably not worth consideration, but
at ebb-tide f^eat changes are produced.
Let the littoral current be running sonthwest, as the water from Elizabeth Channel
meets it, it is checked, and thns much of the water which would have gone out this
channel is sent down to re-enforce Veto and Old channels.
As the water in Veto Channel meets the littoral current, it is little affected' by it,
since it meets it at right angles.
As the water from Old Channel meets it, it is assisted somewhat, since it flows nearly
in the same direction,
Now let the littoral current run to the northeast. When the water from Old Channel
meets it, it is checked abruptly, and Veto Channel receives a greater part of the
water which otherwise would have gone out this channel; an eddy is formed, which is
no doubt the cause of Re<l Fish Spit and the shoal near station 18, and which is now
causing, since the opening of Veto Channel, an apparent closing of Old Channel
altogether.
As Veto Channel meets the littoral current again at right angles, it has little or no
effect upon it. With this direction of the littoral current, the water of Elizabeth Chan-
nel is assisted slightly to escape, as well as that of Decrowns Channel.
If this theory be correct, the Veto Channel is the only one in which its waters flow
nninternipted by the littoral current, and consequently should be the one of the great-
est permanency, since all other channels are equally liable to be affected by wind.
According to the testimony of the pilots. Old Channel always was treacherous, and
never maintained that uniformity of depth on the bar that Veto Channel does, so that
the facts go to snbstantiato our theory.
The city of Indianola is a place of about 1,400 inhabitants, and has a railroad extend-
ing into the interior as far as Ciiero, DeWitt County, a distance of about sixty miles.
The following is the commercial statement for the year ending August 31, 187*2:
Entered.
Description of vessels, yuniber. Tonnage,
Steamers, (side-wheel) 149 174,270
Sailing-vessels
Brigs 2 v^
Schooners 91 l.%597
Total 242 188, 4ri3
Chared,
Steamers, (side-wheel) 149 170, O.Vi
Sailing-vessels
Brigs 3 945
Schooners 101 15.399
Total 253 18(1.396
REPORT OF THE CHIEF OF ENGINEERS. 763
Many vessels arrive at this port with lumber, &c., and depart with commodities
the growth and produce of this State, that are not embraced in the returns of the cus-
tom-house, as such vessels, according to the revenue-laws, are not obliged to enter and
clear.
CUSTOM-nOUSE STATISTICS.
Import — coasiicise.
Lumber, feet 5,808,000
Shingles 2,750,000
Exports — coastwise.
Animals, (number of head) 27, 461
Cotton, (bales) 11,549
Hides, (number of pieces) 330, 875
Wool, (bags or bales) 3,234
Imports— foreign.
Commodities. Quantity. Value.
Corn, (bushels) 29,383 $34,294
Wheat, (bushels) 7,549 10.686
Sugar, (pounds) 57,777 4,203
Wool, (pounds) 108,080 10,937
Hides, (number) 5,597 22,388
Exports— foreign.
Bales, Pounds. Value,
Cotton 782 414,331 $58,658
The foregoing extracts indicate the diflBculties to be met in attempts
to improve this entrance to Indianola Harbor.
They are found in the unstable character of the bar and shore forma-
tions and in the great width aid exposure of the entrance.
It is evident that improvement by dredging cannot be expected, and
that to effect any measure of good we must resort to piers and training-
works to direct the tide-currents in and out of Matagorda Bay and to
concentrate them on the bar.
For works of this kind it is only deemed possible to submit a general
plan, with suggestions as to its probable effects.
Should the work ever be attempted, the engineer in charge will un-
doubtedly, in the course of construction, find frequent cause for change,
not only in the location and direction of his works, but also in details
and modes of construction.
The first work recommended is the closure of Decrow and Elizabeth
channels by inducing the formation of a shoal along the line X Y and
the extension of Matagorda Peninsula to include Pelican Island. By
this the probable changes effected in the shore-lines, it is thought, will
be about as indicated by the dotted blue line, (thus, ) The breakers
(marked D in red) will probably extend outward on the line D E, leaving
between that and Y a channel similar to the Elizabeth. The Veto
Channel will be driven southward and the old channel obliterated by
the movement of Red Fish Spit and Breakers. The depth across the
bar will be increased perhjips to twelve feef.
These changes effected as indicated, the improvement may be con-
tinued by further contracting the entrance by the formation of shoals
on the lines Y E and Z B. These formations, it is thought, will so
direct and concentrate the tide-currents on the bar as to insure a single
channel across with a depth of 18 or 20 feet and a width of from 600 to
1,000 feet.
764 REPORT OF THE CHIEF OF ENGINEERS.
^ The same kind of stmctare as recoDimeDded in my recent report for
Galveston Harbor and entrance will be applicable at this place.
Adopting this for estimate, the following results, viz :
STRUCTXTRE X Y,
Length 8, 600 feet.
Assaming average height 12 feet.
Number of concrete-covered gabions required • 7, 163
ESTIMATE.
7,165 gabions, at $30 $214,950 00
Filling ditto, 45,378 cubic yards of sand, at 50 cents per cubic yard 27, 689 00
Total 242,639 00
Add for machinery, bnildings, floats, management, and contingencies, 20
percent 48,528 00
Total cost 291,167 00
As the depth of channel this is designed to give will be greater than
the depth available through Matagorda Bay to the wharves at the city
of ludianola, further improvement can only be considered desirable to
afford a harbor near the point marked on the chart " Saluria.''
To make the deep anchorage at this point available the structures Y E
and Z B must be provided.
These constructed and estimated as for X Y give the following :
YE— Lfength 6, 800 feet.
ZB— Length 6, 000 feet.
YE — Number of gabions 5,665
ZB— Gabions 5,000
Total number of gabions 10,000
i
ESTIMATE.
10,665 gabions, at |30 $319,950
Filling gabions, 67,545 cubic yards, at 50 cents 33,515
Total 353,465
Add contingencies, &c., 20 per cent 70,693
Total cost 424,158
It should be remarked that the character of foundation offered for
these works does not admit of an attempt to make accurate estimates,
and that, in consequence, those submitted have been made for a uniform
depth of 12 feet, with no allowance for the shoaler places crossed by the
structures proposed. It is thought but prudent to follow this course,
which adds a large amount for contingencies over and above the 20 per
cent, allowed.
CONSIDEEATION OF THE PLAN.
Pass Gavallo forms the connection between the Gulf of Mexico and
a large inland basin comprising Matagorda Bay, Espiritu Santo Bay,
San Antonio Bay, and numerous smaller bays further inland, and con-
necting with these.
The approximate total area of the basin is five hundred and twenty
square miles.
The water-level in this basin is daily raised and lowered by the Gulf
tides, aided by the winds, and this produces daily a strong ebb and
flood current through Pass Gavallo, creating in the contracted portion
of the pass a deep-water way. When the width of the pass is 8,000
feet, the depth of channel is 25 feet and over for a width of about 500
REPORT OP THE CHIEF OF ENGINEERS. 765
feet. Passing this sectioa the pass begins to expand and shoal until
when reaching the Gulf the width has increased to 20,000 feet, and the
depth of channel decreased to 7 feet. It is certain that by decreasing
this width we shall gain increase of depth.
B}^ the structure X Y we decrease it by 8,600 feet. By the further
construction of Y E and Z B we reduce tlie area of discharge to, ap-
proximately, what it is, where there is now a channel 25 feet deep. It
is fair to presume that this contraction will give a channel of at least
18 or 20 feet in depth.
As at Galveston, aH the silt brought down by the small streams
emptying into this basin is deposited before reaching the Gulf.
The wind-record, submitted with the Galveston report, may be taken
as substantially the record for the same time at Pass Cavallo, and in
considering the effect of winds on the tide-currents, the remarks for the
one place will apply to the other. It is only important to observe that
the axis of Pass Gavallo is nearly in the direction of the prevailing
winds, (from the south and southeast,) and that the winds from the
northward, from the peculiar funnel-sliape presented by Matagorda
Bay and Pass Cavallo, must have a vastly greater and beneficial effect
when the pass is contracted than they are known to have on Galveston
Bar.
The short time allotted for the field-work of the survey was not
enough for a valuable wind or tide record, and barely enough for get-
ting a sufficient number of current observations to show the general
directions of the currents. This latter is, however, better shown by the
contour of the bottom of the pass.
The velocity of the currents being dependent on ever-varying factors,
velocity measurements can be of no use unless continued daily for per-
haps a whole year or even a series of years. None are submitted.
In regard to the commercial importance of the improvement sug-
gested, reference is made to statistics submitted.
Pass Cavallo is located in the collection-district of Indianola, Texas,
and near Matagorda light-house.
Very respectfully, your obedient servant,
C. W. Howell,
Captain of Engineers^ U, S. A,
Brig. Gen. A. A. Ui^mphkeys,
Chief of Engineers^ U, S. A,
Inclosures : 1 chart of survev ; 1 tracing survev of 1871 ; 1 tracing
survey of U. S. C. S. Chart No.*^U>7.
R 13.
SURVEY AT BAYOU LAFOURCHE, LOULSLVXA, FROM LAFOURCHE CROSSING
TO THE MOUTH.
This survey was authorized by act of Congress approved March 3,
1873.
The report of the assistant engineer charged with the work and the
chart {iccompanying it are respectfully submitted.
766 REPORT OF THE CHIEF OF ENGINEERS.
Report of Mr. R. B. Tdlfor^ Assistant Engineer.
Captain : Having completed, in accordance with your instructions, a survey and ex-
amination of Bayou Lafourche, La., I have the honor to submit the following report of
operations and results obtained :
With a party organized in New Orleans, I left that city December 6, 1873, for Dou-
aldsouville, at the head of the bayou. At this point atlat-boat had been prepared for the
use of the survey, but it being in some respects incomplete, delayed commencement of
the work until the ir)th of December.
On the 15th the field-work was commenced at Donaldsouville, and continued, with some
interruption from bad weather, and two days' delay at Lafourche Crossing for supplies,
until February (J, 1874, when it was completed at the Gulf of Mexico.
After waiting at this point several days for a boat on which to return to New Orleans
with my party and the property belonging to the survey, and failing to get one, I was
obliged to abandon the greater part of the property and return up the bayou in
skiffs to the railroad-crossing, arriving in New Orleans on the 20th of February.
The chart of the survey was completed June 30, with tracing and this rejiort.
CnARACTER OF SURVEY.
The bayou was meandered throughout its whole length with transit and stadia, and
the work checked by triangulation across bends and to prominent objectti at a distance
from the banks of the stream.
The micrometer was frequently tested on lines measured with a steel tape, and found
to have retained its adjustment perfectly.
Stations were selectedjat distances apart not exceeding 500 yards, and great care
observed in reading both from the horizontal limb of the transit and from the stadia
rods.
The work plotted remarkably well, showing but - unimportant errors in the stadia
measurement.
The line was also run by compass, but the needle being sluggish this was only used
for determining magnetic variation at several points, and even these determinations
may not be considered exact.
Soundings were made throughout the bayou, but only those indicating bars located.
The bayou being at a high stage, but few obstructions to navigation were visible.
The approximate positions of many low-water obstructions were pointed out by
planters and boatmen, and their character described.
Three hundred and eighteen cross-sections of the bayou were made, of which 64 are
rei)resented on the chart.
COMMERCE.
There were but two river steamboats regularly engaged during the past year in the
navigation of the bayou, viz, the Henry Tete, with a carrying capacity of 1,000
hogsheads of sugar, and the Lizzie Hopkins, with capacity for 700.
At high-water the whole bayou is navigable for these boats. For about eight
months in the 3'ear it is navigable for them to Thibodeauxville ; for the remaining
four mouths n.avigation for this class of boats is suspended by bars, snags, and stumps.
During the whole year the bayou is navigable for flats and luggers, but below Thibo-
deauxville, and especially from Raceland to about three miles below the State cut-oft",
there are points at which, during low-water, these are embarrassed by islands, batture,
and snags, the luggers being obliged to lower sails and cordelle.
From Ilaceland a line of flat-boats make daily trips to Lockport, seven and a half
miles below, and semi-weekly trips to the cut-oft', twenty-two and a quarter milevS
below.
From Thibodeauxville to Donaldsonville, during the low- water season, (which usually
lasts from August to December.) 16 flat-boats are engaged in the carrying traile, and it
is reported that they are fretjuently obliged to unload to get over the bars.
This, if true, shows not only the importance of the bayou to the planters along its
banks as a highway to their market, but also indicates the very shoal condition oi the
bars at low- water.
The low-water depths over these bars, and their lengths, I have not been able to
ascertain with suflieient accuracy to warrant close estiuiates for deepening channels
across them by dredging. This data can only be obtained by examination during low-
water.
Those in the upper bayou were so obscure at the time of survey that I did not find
them, and it is i)robable that they are only developed during low-water, the cross-sec-
tions showing very uniform during high-water.
From such information as I could get 1 have prei)arcd the following table, and located
REPORT OF THE CHIEF OF ENGINEERS.
767
the bars on the chart, numberiiig them with the wrecks in the bayou, from Donaldson-
ville clown to Lockport :
No.
Length.
1
Depth.
1
2
50
il
3
100
'^
4
150
2
5
6
7
175
2
y
(50
n
9
90
2i
10
11
12
13
30
' 2i
14
'M)0
2
15
125
2i
16
17
1
1 * *
1
Locality.
At head of bayou.
Nolan's plantation.
Lemnion's plantation.
Wreck of steamer Blue-Bird, right bank.
Wreck of flat-boat.
Sunken flat-boat.
Wreck of steamer Anna Wagley.
Sunken flut-boat.
Sunken flat-boat.
Wreck of steamboat at Lockport.
No8. 1, 6, 11, and 16 were accurately located, the others approximately from infor-
mation.
Below Raceland, as far as the " cut-ofiV' the contraction and filling of the bayou is
shown by the cross-sections on chart.
Commencing about three miles below the "cut-off the bayou resumes its regular
cross-section and there are no obstructions to the Gulf.
The planters claim that the gradual filling in of the bayou, from Raceland to the
''cut-on,'^ has created the necessity of almost annually raising their levees.
It appears that the crevasses of Bayou Lafourche have all occurred along this section,
and so great is the belief of the planters interested that these are due to this gradual
and natural damming of the bayou, that they expect each flood a crevasse on one side
or the other of the bayou at some point of the section. To prevent artificial crevasses,
that would relieve one side at the expense of the other, it is reported that during flood
both banks are patrolled by armed men ; those on the east bank to prevent their
neighbors across the stream from cutting the east levees, and vice versa.
It is generally claimed that if this gorge of some twenty -eight miles in length be relieved
by removing snags, and widening and deepening the channel by dredging, danger
of crevasses would be avoided. Also, that navigation would be extended to the mouth
of the bayou, for steamboats now in the trade, the fall season ; these now run to Thibo-
deanxville. Above the latter place it is claimed that dredging and the removal of a
few wrecks and snags will give navigation for such steamboats the year round.
I submit the following approximate estimate for work of this character to give a 3-
foot chanuel for the whole year:
Between Donaldsonrille and ThihodeauxviUe.
9 bars, 4,000 cubic yards, at 50 cents $2. 000
5 wrecks, at average of ^t^OO 4, 000
Jieticeen Thibodeauxville and Parr's Canal j (forty-two miJea.)
Widening and deepening 150,000 cubic yards, at 50 cents 75, 000
5(H) stumps and snags, (about,) at §?20 10,000
Add for coutingencied 10 per cent 9, 100
Total 100,100
The following statistics of the commerce to be benefited will indicate if the expend-
iture be warranted or not :
768
REPORT OF THE CHIEF OF ENGINEERS.
AgticuHaral statistics of Assumption and Lafourche Parishes, furnished by P, P. Grisamoi'e,
residing at Thihodeauxrille, Bayou Lafourche^ La,
Parish.
Assumption
Do . . .
Lafonrche .
Da...
Do'...
Year ' Sagar,
■^ ^" • ' hogsiieads.
Xnmbor of
pounds.
1P70-'71
iy:2-"73
IdTl
11^72
lb73
15, 000
10,715
10, 000
13,000
6,000
17. 250, 000
12, H'22, 250
11,500,000
1 4. 950, 000
6, 900, 000
Valao at 8
cents per
pound.
II, 380, 000
1, 009, 780
920, 000
1, 196, 000
552, 000
Molafwes,
gallons.
1,042,118
92,360
700,000
920,000
400,000
Pariah.
Year.
Assumption
Do ...
Lafourche..
Do...
Do ...
1870-'71
ltf72-'73
1871
1872
1873
Value at 50 '
cents per I
gallon.
Barrels of
rice, 200
pou n d s
each.
$521. 059
46, 180
350.000
460, 000
200,000
40
10,000
15,000
20,000
Value at 6
cents per
pouud^
1480
120,000
ISO, 000
240, 000
Total value
of produc-
tions.
$1,901,5.19
1, 055, 960
1, 390, 000
1,636,000
992,000
In addition to the above the oyster-trade amounts to about $25,000 per annum, the
greatest number going to New Orleans via Haring's and the company's canal. Oranges
net from ten to twenty thousand dollars per annum. Corn is raised sufficient for home
consumption — none for export. Irish potatoes approximate 12,000 bnsiiels at an aver-
age of 50 cents per bushel. During the winter season several thousand dollars' worth
of wild-duck are killed on the Lower Lafourche and shipped to New Orleans. Immense
(quantities of eggs and chickens are shipped all the year round — ten thousand, or more^
dozen weekly.
There is another proposition for improvement, viz:
The construction of a lock at the head of Bayou Lafonrche and the conversion of the
bayou into a tide-water canal.
By your direction I di<l not run a line of levels down the bayou, and can therefore
make no estimates for this.
All other information required is to be found on the chart.
Very respectfully, your obedient servant,
R. B. Talfor,
Assistant Engineer,
Capt. C. W. Howell,
Cor2)S of Engineers f U, S. A,
The navigation of the Lafourche derives its importance principally
from the sugar-cane and rice plantations which line its banks from the
Mississippi River to the salt marsh bordering the Gulf.
The amount and value of the products of these plantations are shown
hy the statistics presented by Mr. Talfor.
These products must be carried to find their market in Xew Orleans,
viathe bayou, either to the Mississippi River at Donaldson ville, or to Mor-
gan's Texas and Louisiana Railroad at Raceland or Lafourche crossing,
or through several canals leading from the Lafourche to the Mississippi.
The rice-crop, w hich is principally grown on the lower portions of the
bayou, is ready for market usually about the lirst portion of the low-
water season. The cane crop of sugar and molasses is ready for mar-
ket from about the middle to the latter portion of this season.
Many of the planters, from a lack of capital on which to hold their
crops, are forced to market them as soon as prepared for market. This
occurs at a season of the year when the bayou is unnavigable for steam-
boats.
Flat-boat navigation, expensive, necessitating transfer either at Don-
aldsonville or at the railroad stations, and, at extreme low-water, often
necessitating portage around bars, is then the principal dependence of
REPORT OP THE CHIEF OF ENGINEERS. 769
those planters who are obliged to realize on their crops as soon as har-
vested.
From these people there is a call for improved low-water navigation —
for improvement to admit steamboats from the Mississippi Elver at low-
water, or at least to facilitate flat-boat navigation. '
The sagar-planters are not so oppressed as the rice-planteirs, for their
crops are harvested later, nearer the time of the annual winter rise in
the Mississippi, which restores navigation in the upper bayoa.
The rice-planters occupying the lower bayou do not usually harvest
until after the flood — which makes their portion of the bayou navig-
able— has passed.
These facts, aside from the general desire for improvement, coupled
with another I will presently state, have created a diversity of opinion
among planters of the upper and lower bayou as to the best means to
be adopted for improvement.
The other fact is this. The bayou, instea-d of gorging at its head or
its mouth, in the manner such outlets of the river usually become choked,
and cease to be outlets from the river, is gorging along its middle sec-
tion ; that is to say^ about midway between the river and the Gulf.
This gorging has been effected by the lodgment of drift, principally in
the shape of snags, the formation of islands and of batture. This gorg-
ing, according to the best information I could obtain, has been gradual,
and its effect has been to, year after year, raise the water surface in the
bayou above, during floods necessitating a corresponding increase in
height of levees, or, in default of this, crevasses along the middle sec-
tion, to the great injury of the rice-planters.
Prof. 0. 6. Forshey informs me that at Lockport, on this section, in
1851, the levees were but four feet in height, whereaa now they are
twelve feet high.
The planters on the upper bayou, who are least affected by this en-
gorgement, and who have steamboat navigation for the greater portion
of the season during which they most need it, think that the bayou
should be left open at its head, and improvement made by dredging
bars and removing snags, so as to lengthen their season of navigation.
The planters on the lower bayou, who rarely have steamboat naviga-
tion, and, when they do have it, only at a season when their crops are
not ready for market, favor closing the bayou at its head, to thus save
them from the expense of continually raising their levees and guarding
them, even by force of arms, from overflow.
There are two compromise propositions : the one to convert the bayou
into a canal, by closing it at its head with a lock and dam ; the other to
relieve the gorge along its middle section by removing the prime cause
of this gorge, viz, the snags.
Let us consider the several methods of improvement suggested iu the
order they have been named.
No. 1 would involve the work and expenditure for which Mr. Talfor
has estimated. The bars above Thibodauxville would require dredging
every year to keep them down.
No. 2 would, for all seasons of the year, render worthless for purposes
of navigation all the upper portion of the bayou, except at great ex-
pense for dredging. This is evident from the fact stated by Humphreys
and Abbot, that at dead low- water the water surface at the head of the
bayou is only 1^ feet above mean low-water in the Gulf.
Cut off the river supply from the bayou and the bayou surface through-
out its entire length would be reduced to the Gulf levee-bars, that now,
at extreme low- water in the river, give from two to two and a half feet,
49 E
770 REPORT OF THE CHIEF OF ENGINEERS.
would then only give, the year around, from a half to one foot, except
after dredging.
With dredging, a transfer to river or rail would yet be necessary.
The plan would relieve the rice-planters from fear of inundation, except
from crevasses in the levees of the Mississippi ; it would do away with
the expense of keeping up the Lafourche levees. It would not, at rea-
sonable expense, give better facilities to the rice-planters for reaching
their market. It would give the sugar-planters poorer, and besides cut
them o& from their present facilities for laying in their supplies of fuel,
(coal,) an important item ot sngarhouse consumption, now laid in for tlie
season during the period of high-water.
Ko. 3. A lock and dam at the head of the bayou would have the same
efi'ect as a solid dam. It would make the bayou navigation dependent
on tide-water. It would call for the same amount of dredging as the
second project, and in addition the cost of a lock with about a 20-foot
lift.
The dredging could be dispensed with by using two locks, one at
Donaldsonville and one about Thibodauxville, but it is evident the com-
merce will not warrant such constructioDS, when it is considered that
these locks must be of a width to admit a steamboat, and of a length
to admit a coal-boat, viz, 38 feet wide and 200 feet long. The cost,
however, is not the most important objection. The head of the bayou
is located below a sharp bend in the Mississippi, at a point favorable
for silting up by the eddy below the bend, as is evidenced by pa^t
effects of low-water on the bar at the head of the bayou. That a chan-
nel of any kind is now maintained across this bar is due to the current
over it. Cut this off and the head would entirely silt up each season,
and continual dredging each year would be required to keep a way open
to the upper lock.
The working expense of an ordinary dredge is about $20,000 per year.
Add to this the first cost of dredge, cost of renewal every ten years
and cost of locks, it is evident why I did not choose to spend money in
elaborating a plan for slack-water navigation of the bayou.
The fourth plan is recommended for two reasons :
1st. It will improve the navigation of the lower bayou so as to per-
mit steamboats to run there at flood and a portion of the medium
stages of the river. It will benefit flat-boat navigation for the whole
year.
2d. It may relieve the gorge in this section of the bayou, and thus
for a time relieve the planters from the necessity of raising their levees
or of suffering from crevasses.
This, however, I simply put forward as a possibility.
For the work of improvement I recommend, I present the following
estimate :
For removing stumps and snags in Bayou Lafourche, between Thibodaux-
ville and Parr's Canal 110,000 00
I think the improvement recommended will be of but temporary ben-
efit, for the reason that such evidence as we have shows the bayou to
be gradually closing. Its ultimate closure, if left to the action of natural
causes, I consider certain. When the planters of the Lafourche are
given other roads to market, if the Lafourche be not before closed by
nature, I would then advise its closure by a levee at its head, as set
forth in the second proposition. This can be done after railroad con-
nection is made along the bayou from Donaldsonville to Lafourche
crossing, and can meet with but one objection, (which I will not dis-
REPORT OF THE CHIEF OF ENGINEERS.
771
cnss,) viz, the objection to closure of outlets of the Mississippi Eiver,
based on the fact that such outlets modify the action of floods in the
^iver below them. It may be well, however, to state that Bayou
Lafourche carries oif from the Mississippi but a comparatively iusig-
niUcant volume of water, and has never been looked upon as an im-
portant waste weir, like the Atchafalaya or Bayou Plaquemlue, before
its closure.
In my report on survey for " connecting the inland waters along the
margin of the Gulf of Mexico, from Donaldson ville. La., to the Rio
Grande River in Texas," &c., &c., I will treat at greater length the
plan for locks at the head of Bayou Lafourche and slack-water naviga-
tion in the upper bayou.
The work I have recommended lies in the collection district of New Orleans.
The nearef»t lisbt-houses are those at the month of the Mississippi and at the entrance
to Atchafalaya Bay.
R 14.
SURVEY FROM MOUTH OF RED RIVER DOWN ATCHAFALAYA RIVER TO
BRASHEAR, IN LOUISIANA.
This survey was authorized by act of Congress, approved March 3,
1873, and has been completed by Mr. F, P. Leavenworth, assistant en-
gineer.
The following is his report :
New Orleans, La., June 30, 1874.
Major : I have the honor to submit the following report of the survey of the Atcha-
falaya, made nnder your direction, from December 23, 1873, to April, 1874.
A suitable flat having been built and equipped at New Orleans, I started, December
23, in tow of the tug Neafie, with my assistant, Mr. W. A. Langhorn, and a party of
seven, arriving at the mouth of the Atchafalaya at 9 o'clock a. m., on the 26th Decem-
ber.
A base line of 1,800 feet was measured on the eastern bank, micrometer adjusted, and
some work done on the Atchafalaya before returning to Red River lauding, whence a
shore-line was run along the level, touching the bank of Old River, at the third mUe,
aud reaching the initial point on the Atchafalaya at the sixth mile. Thence, a contin-
uous line was carried down the Atchafalaya, stopping at Courtableau, (sixty miles,) to
examine the Little Devil Bar, at Cow Island, (seventy-eight miles,) to run the Grand
River Channel into Osca Bay, and the mouths of the Tensas, and at Bayou Boutte,
(one hundred and twenty-nine miles,) to cross Grand Lake and run down the Old At-
chafalaya to the Teche, (three and one-fourth miles,) where a connection was made
with Mr. Hay ward's canal-survey. Total number of miles of line run, ISOf; total
number of instrumental positions, 721.
Brashear City, (K^f miles,) was reached March 21, 1874, and the party discharged
at New Orleans, March 27.
The following tabular statement shows the condition of the stream during the pe-
riod of this examination :
Distance from Red
River wharf-boat.
Width of stream.
Depth of channel.
Remarks.
MiU8.
Feet,
Feet,
^
2, 342
24
Old River.
6
2, 034
59
Old River.
6 m. -f 790 feet.
891
114
Mouth Atchafalaya.
6 m. + 2, 490 feet.
774
51
Atchafalaya.
7
750
45
Above Courville.
7f
TZi)
36
Bayou Courville.
9
925
40
11
870
28
Simmsport.
14
938
Fletcher's.
772
EEPOBT OP THE CHIEF OF ENGINEEBS.
Distance from Red
River wbarf-boat.
Width of stream.
Depth of channel.
Remarks.
Miles.
Feet
Feet
18
1,830
36
Hebherwick's.
23
995
28
Tamer's Bayoa.
26
720
41
29
614
41
Gordon's.
30
713
Bayou Cnrrent.
34
792
38
W. C. Gordon's.
36
720
40
Churchville P. O.
39
668
39
Cow Head Bayoa.
41
569
37
43
627
51
45
715
43
Wiltsie's Island.
47
458
54
Carmicbael's.
50
419
51
N. Park's.
52
690
49
Near Alabama B.
54
345
48
L. M. Powell's.
56
415
54
Big Raw Bayoa.
B. Servant's.
58
358
48
60
452
42
Mouth B. Conrtableaa.
63
329
42
67
245
45
Bayoa Alabama.
74
270
54
-
77
408
52
Butte La Rose.
78
192
26
Little Atchafalaya.
78
501
48
Grand River.
81
187
30
Little Atchafalaya.
82
690
44
Hickman's.
84
428
38
N. 0., Mobile & Texas R. R.
86
638
20
88
412
22
Ozanne Verret's.
89
598
7
Lake Mongoulois.
91
2,000
22
Lake Mongoulois.
Bayou Ch&e.
93
510
36
95
212
39
£. Carline's.
96
440
20
Jake's Bayou.
97
1,800
9
I^ake Chicot.
99
2i mUes.
6
Lake Chicot.
101
500
39
Chicot Pass.
104
442
8
Turkey I. Pass.
104
li miles.
12
Grand Lake.
120
9,630
9
Boutte Bay.
123
1,053
28
Cypress I. Pass.
123f
75
5
" Sunken Island."
130
4,280
52
Grand Lake.
133
1,838
64
Berwick's Bay.
134
1,458
74
Berwick's Bay.
135i
1,937
70
Berwick's Bay.
137
1,794
Berwick's Bay.
137f
1,853.03
74
Morgan's Depot, Brashear
to Berwick.
The Atchfalaya River or Bayou, the largest waste- weir of the Mississippi, leaves the
old channel of that river three hundred and ten miles above the Gulf of Mexico, in
latitude north 31<^ 00' 30'', longitude west 14^ 41' 23", about two and one-half miles
below the mouth of Red River, the entire ordinary flow of which it carries off, as
well as a large portion of the Mississippi, when that river is at a high stage.
The course of the Atchafalaya is southwardly. Its length to the Gulf is one hun-
dred and fifty-six miles.
At its source the average surface-width is about 780 feet, the depth 100 feet, and the
discharge, (measured December 29, 1873,) 122,000 cubic feet per second ; the velocity of
a submerged float being 294.69 feet per minute.
A clay bar projects obliquely in a northwesterly direction across the source, spurs of
which are touched in sounding 75 feet below the general level, in a section where the
maximum depth is 114 feet.
BEPORT OF THE CHIEF OP ENGINEERS. 773
The meetiDg of the waters of the Red and MissisBippi Rivers, in front of the Atcha-
falaya, (December 29, 1873,) was marked by a foamy line of whirliilg drift, that sepa-
rated the red from the clouded water.
The southern end of this line extended several hundred feet into the Atchafalaya,
near the eud of the base-line, giving the Red River water four- fifths of the channel at
the moath.
Since 1846 fears have been entertained that the month of Old River would close.
Such a result might be apprehended if the Mississippi River were not so powerful an
agent.
After the waters of Red River, rising before the Mississippi, have occupied the bend
of Old River and mouth of Atchafalaya, a bar consequently forms in the dead-waters
of Old River back to the mouth, and remains as long as the Mississippi is at a low
stage ; but when the Mississippi is in flood of greater height and longer duration than
that of the Red River, all such obstructions are rapidly cut away, and all of the sec-
tion of the Atchafalaya not occupied by Red River water is filled with the surplus of
the Mississippi.
The surface-soil of the west bank is identical with the chocolate or marroon-colored
mud of Red River; the eastern bank has an upper stratum of Band and whitish clay.
The land on either bank, below the mouth of Bayou De Glalze, being protected by
substantial levees, is in a high state of cultivation as far down as Cow-Head Bayou, in
the thirty-ninth mile, below which point there are no reliable levees. Some of the
bayous closed by the State in this line of levees were wide and capable of carrying an
immense amount of water; Turner's, Harvey's, Current, and three smaller ones, closed
in 1870, have an aggregate section of 35,t>50 feet. The closing of these outlet bayous,
thirty-seven in number on either side, has caused the river to scour its bed, deepening
and widening it everywhere. This process has been gradual, and the present levees
constitute the third system that has partially survived the caving of the banks, conse-
quent upon the increased slope and velocity of current.
This is illustrated by a compariBon of Dunbar's soundings in 1839 with those of this
sirvey.
Below the terminus of the levees the Atchafalaya, no longer subject to control,
spreads over low banks and is diverted into numerous bayous. Its width is narrowed
down to 414 feet in the forty-sixth mile, although the average depth exceeds 40 feet.
Settlements are scarce and improvements of a poor and cheap quality. In the fifty-
third mile the river divides, and the left fork, called Alabama, has a width of 307 feet
and a depth of 24 feet. This bayou returns at the sixty-seventh mile, having a width of
178 feet. In the sixtieth mile. Bayou Courtableau, a navigable outlet about eighty miles
long, having a width of 188 feet, a depth of 28 feet, and a section of 2,670 feet, flows to
the west, connecting with the Teche and other confluents to the lakes and Berwick's
Bay. At Butte La Rose, in the seventy-seventh mile, the outlet of some large lakes
enters from the west, this point being near the foot of the steepest slope in the Atcha-
falaya basin.
The live-oak makes its first appearance a few miles above. The flood-marks of July,
1867, at this point were 10.08 feet above the water-level of February 6, 1874. The river
here divides into t\\'0 navigable channels ; the left. Grand River, 605 feet wide, 50 feet
deep, with a velocity of 177 feet per minute. The right-hand chute, ** Little Atchafalaya,"
averages 190 feet in width, and 30 in depth.
At the eighty-first mile Bayou La Raurpe returns from Grand River to the Atchafa-
laya, 310 feet wide, 48 feet deep, with a velocity of 339.50 feet per minute. Grand
River runs through the foot of Osca Lake, shallowing in one mile from 50 to 15 feet.
Beyond the lake its width is 650 feet, depth 35, until it has poured its water into the
seven Tensas bayous which flow southwardly into Lake Mongonlois. The first and
seventh Tensas bayous are favorite low-water routes with the boatmen of luniber-tugs,
and the latter may prove the best route in the future, avoiding Lake Mongonlois, and
?;oiug by Jake's and Rigaby's Bayous to Lake Chicot. At the eighty-fourth mile, the
ine of the New Orleans, Mobile and Texas Railroad, ninety-five miles from Wastwego,
crosses the river 428 feet wide, 38 feet deep. A drawbridge is proposed here. Three
miles below, a navigable channel, 298 feet wide, 24 feet deep, 750 feet long, turns to the
left into Tensas Bay. The waters are now rapidly diverted on either side.
Five outlets pour to the right, and the stream narrows just below the eighty-eighth
mile to 175 feet, the depth shoaling to 12 feet. A mile below the banks are low
willow marshes ; the width is 598 feet, depth 7 feet.
The shallowest water is in the first half of the ninetieth mile, where the right bank
ceases and the Atchafalaya debouches into Lake Mongonlois. Below this point the
depth averages 12 feet. At the ninety-second mile the channel enters Bayou Chene,
500 feet in width. This divides, right into Crook Ch6ne and left into Jake's Bayou,
leaving the stream 262 feet wide until Parlton's Bayou and Jake's Bayou enter the
left bank where Bayou La Vigne leaves on the right.
At the ninety-seventh mile the channel enters Lake Chicot, the boatmen's gauge
showing 4 feet 10^ inches, February 14, 1874. This lake is a broad mud flat, thickly
strewn with snags and whole trees, whose roots and tops appear above the water.
774 REPORT OF THE CHIEF OF ENGINEERS.
The line of snrve^p followed the steamboat channel from the ninety-eighth mile, being
carried on pyramidal stations of cypress poles, driven with a heavy mallet, and braced
with boards.
This channel is crooked and shoal, giving barely six feet in the worst place. Three
of Mr. Charles Morgan's coal-barges have been sunk here on snags; the last while the
party were on the lake. Chicot Fass, from Chicot to Grand Lake, is reached at the one
hundred and first mile. It is 500 feet wide, 36 feet deep, one mile long, and has arable
banks.
Grand Lake is seven miles wide and twenty-eight miles long from Chicot Pass to
Berwick's Bay.
The average depth is greater than that of Chicot, althongh the deepest soundings
across the head, from One Mile Point to Turkey Island and from Chicot Pass to One
Mile Point, was only 10 feet. The channel passes between Shaw's Island and Turkey
Island, rather nearer the former, and there is less difficulty after passing these islands,
the boatmen having staked the channel with poles capped with palmetto. On the
right are the passes of Lake Fausse Point ; on the left six large bayous return from
Grand River, of which the Two Pigeons, Catfish, and Cowan are navigable for lumber-
tugs. Channels lead into the deepest part of the lake from each of these.bayous.
Opposite the one hundred and fourteenth mile, near Miller's Point, lies the wreck of
the Queen of the West. At the one hundred and nineteenth mile Bayou Buutt<S leaves
left bank in a handsome bay, showing 9 feet at low tide. Below this point the left
shore is thickly strewn with live-oak trunks and roots, and bears unmistakable evi-
dence of the abrasive effects of storms and the prevailing winds, which were south-
southwest during the survey.
There are no houses, nor is there any arable land on the left bank from the one hun-
dred and second mile to the one hundred and nineteenth. At the one hundred and
twenty-third mile the channel enters Cypress Island Pass, 1,100 feet wide, 27 feet deep.
An abraded island in the middle of this ]>ass, about 800 feet long, has 5 to 10 feet water
on it, but makes the pass dangerous on account of the live-oak trunks with which it is
covered.
Boatmen are desirous to have a light-house on Cypress Island, and at night their
practice is to whistle from the head of the lake for Joseph Miller, the United States
live-oak reserve agent on the island, to place a lantern at his boat-landing, to which
they steer.
Three miles below the pass is the wreck of the steamer Thompson, sunk upon live-
oak snags, in a fog. The general depth increases rapidly below Cypress Island.
In the one hundred and twenty-eighth mile Bayou Bouttd returns through the left
bank, 2,487 feet wide, 24 feet deep, in a channel 300 feet in width.
Opposite, on the right bank, the " Old Atchafalaya " leaves the lake through a stumpy,
snagffy coast, with a channel 500 feet wide, about 100 feet of which is 25 feet deep.
The length of this bayou to its Junction with the Teche at Zeno*s sugar-house is three
and one-fourth miles, and it contains no serious obstructions to navigation. The banks
are arable, and cultivated in cane. At the one hundred and thirtieth mile, Bayon
American and Grand Pass, each navigable for lumber tugs, return from Bayou Boutt^
and Grand River.
The deep-water channel commences about 1,000 feet from the north or left bank, and
is one-half mile wide toward Navy Commissioner's Islands, the entire width of the lake
from Bayou American to the islands being 4,280 feet.
Berwick's Bay proper commences at the one hundred and thirty-second mile, being
1,838 feet wide, with a minimum depth of 40 feet at the one hundred and thirty-third
mile, narrowing to 1,450 feet at the one hundred and thirty-fourth mile. ' Just above
the mouth of the Atchafalaya it opens to 1,937 feet, the tidal currents being very strong
and the whole opening deep. At Brashear City, one hundred and thirty-seven and
three-fourths miles, the gap from Chas. Morgan's depot across Berwick's Bay to Ber-
wick City is 1,853 feet, the depth being 74 feet.
The products of the Atchafalaya country are cotton, sugar, molasses, moss, lumber,
staves and shingles. The cotton is all grown above the Courtableau and is sent to New
Orleans by the two steamers that run to Washington, or the one that makes a ten-day
trip to the Teche country.
The lumber and staves are rafted down to Brashear and the Teche, seven small
steamers being engaged in this trade.
Flat-boats and broad-horns from Indiana and Ohio bring down hoop-poles, floor,
bacon, and provisions, for sale on the Teche, generally taking the route by Grand
River, Seventh Tensas, Jake's, and Rigaby's Bayous, making as short a run over Chicot
and Grand Lake as possible, and keeping as near to the left bank as the depth will
permit, in order to find shelter in the oayous in case of wind. United States con-
tractors for live-oak have a depot at the one hundred and thirty-fourth mile, on
Berwick's Bay, where they collect large supplies of this valuable material from points
as far above as the Bayou Ch^ne, and ship by schooner.
REPORT OF THE CHIEF OF ENGINEERS. 775
IMPROVEMENTS.
Tbe improvement snji^gested is merely the removal of obstmctioDs from the chaDDel
clown to the month of tne Conrtableau, (sixty miles,) out of which stream conies two-
thirds of the present river trade. The high stage of water dnring this survey renders
it prndent to double in our estimate the number of snags and logs observed and located
above the water or touched in sounding, but the removal of 700 snags and trees from
the channel at low-water will give the desired relief.
The " raft" at W. C. Gordon's, in the thirty-fourth mile, will probably require more
labor than any other point
The banks of the Courtableau might be leveed for nearly two miles down from the
mouth, through the lowest swamp of the Atchafalaya, in order to ooncentrate the water
and cut out the "Devil Bar," which now forces boatmen in low- water to make a port-
age of 300 yards.
Such levees, of 9 feet crown and 12 feet height, would contain about 200,000 cubic
yards.
The condition of the Atchafalaya below Courtableau is so uncertain and the chan-
nels so variable and so dependent on the state of the Mississippi that no immediate
works are suggested.
A system of substantial levees might effect the same bene6cial change below Cow
Head Bayou, (thirty-cinth mile,) that it has already dou<) above, but the settlement
is too sparse, and the interests involved too small, to warrant the costly experiment.
The channel in Mongoulois, Chicot, and part of Grand Lake, should be marked with
spars of cypress of different colors and shapes, which might be placed in low-water
and would be of great assistance to raftsmen and navigators from the northwestern
States, who cannot procure pilots and are unacquainted with the channel.
The exhibits herewith forwarded are :
(1.) General map, scale tt^*
(2.) Tracings of channel, scale t7^)T?tt*
(1.) Tracing of Courtableau, scale T^rhrjj'
(1.) Tracing of Dunbar's map of 18:i9.
All of which is reepectfally submitted.
F. P. Leavenworth,
Assistant Engineer.
Capt. C. W. Howell,
Corps of Engineers, U. 8, A.
The charts to which reference is made are transmitted herewith.
The survey was made during time of high-water in the Mississippi
and Red Rivers. It was, therefore, not possible to locate all the ob-
structions that embarrass low-water navigation in the Atchafalaya.
The statements of several persons engaged in this navigation have
therefore been taken regarding low-water obstructions. These all agree
that some good may be done by removing a few snags and log-heaps
(remains of old rafts) above the Courtableau.
Below the Courtableau the navigable channel is good enough, except
through the Lakes Mongoulois, Chicot, and the head of Grand Lake.
Tbe obstructions in these are shoals and sunken timber, a portion of
which consists of logs broken loose from rafts. These latter are shifted
about from place to place, and new ones added every year from passing
rafts, thus making their location uncertain and their removal a task to
be repeated after each rafting season.
IS^either the importance of the navigation through these lakes nor
hope of anything like permanent improvement will warrant more than
Mr. Leavenworth has recommended, viz, the location of buoys to mark
the channels now used. Even the value of such marking is doubted,
both on account of changes in location liable to occur and of the fact
that bush-buoys have been frequently placed by steamboat-men at vari-
ous points and as frequently swept away by passing rafts.
The proposed railroad bridges crossing the heads of the Seven Tensas
are likely to prove greater obstructions than any natural ones now ex-
isting. The draw, I am informed, is to be located over the Bayou la
776 EEPORT OF THE CHIEF OF ENGINEERS.
Boiipe, which is nnnavi^able daring low-water, while the First and
Seventh Tennas, which are the low-water channels, are to be closed.
Captain Atkinson, who, in the employment of Mr. Charles Morgan,
has made several trips over this route with coal-tows, states that daring
low-water he experienced greater diflBculty at the moath of Red River
than at any point in the Atchafalaya, and thinks that beyond the re-
moval of a few snags and logs, as recommended by Mr. Leavenworth,
no improvement will be of beuelit until after improvement of the bar
at the mouth of Red River. In this I agree with him.
As to the best method to be adopted for improving this bar there is
at present great difference of opinion.
I should not refer to it were it not for the fact that this bar governs
the Atchafalaya navigation as well as that of Red River. Ultimately
some plan of improvement must be attempted. What with changes
that have been produced by and are yet in progress, due to the " Shreve ^
and '^Raccoiu'ci" cut-offs, it is not possible to say what method of im-
provement should be adopted.
The Atchafalaya derives much of its importance as a commercial
highway from the navigation of the Courtableau. For that reason Mr.
Leavenworth examined the worst low-water obstruction in the latter,
about two miles from the Atchafalaya, known as " DeviPs Bar,-'^ and re-
ports a plan for its improvement.
It has been pretty well established by experiment that dredging such
bars as this and the one at the mouth of Red River, affords but tempo-
rary results. The commerce of the Courtableau will not warrant the
expense of continued or even periodical dredging; hence, if improve-
ment of '^ DeviPs Bar" is attempted it must be on the plan suggested
by Mr. Leavenworth, or on one similar.
The expense does not now appear warranted.
The removal of snags and logs from the head of the Atchafalaya to
the Courtableau is all that I can recommend. Mr. Leavenworth ob-
served 350 at high water, and assumes that double that number will be
visible at low water. This estimate is substantiated by persons familiar
with the low-water condition of the stream.
I estimate for the removal of these 700 at $20 each— $14,000.
The work is located in the coUection-distriot of New Orleans, and the nearest light-
house is at the mouth of the Atchafalaya.
It is a difficult matter to get statistics showing near the amounts of
cotton, sugar, and molasses brought out of the Atchafalaya each year,
or the amount of plantation and other supplies carried in ; therefore I
only present Mr. Leavenworth's statement of the number of steam-ves-
sels employed in the trade.
R 15.
FORT ST. PHILIP CANAL AND CONSTRUCTION OP JETTIES FOR THE IM-
PROVEMENT OF THE MOUTHS OF THE MISSISSIPPI.
Letter of the Chief of Engineers.
Office of the Chief of Engineers,
Washington^ 2>. C, February 4, 1874.
Sib : In compliance with the following resolution of the House of
Eepresentatives, dated March 14, 1871 —
That the Secretary of War be, and he is hereby, requested to caase an examination
and survey, with plans and estimate of cost, to be made by an officer of engineersi for
REPORT OF THE CHIEF OF ENGINEERS. 777
a sbip-canal to connect the Mississippi River with the Gnlf of Mexico, or the navigable
waters thereof, of saitable location and dimensions for military, naval, and commercial
purposes, and that he report npon the feasibility of the same to the House of Repre-
sentatives—
Capt. C. W. Howell, Corps of Engineers, was, with your sanction,
assigned to the duty of making the survey referred to. Having com-
pleted this duty and submitted his report, it was deemed advisable to
obtain the judgment of a Board of Engineers upon the project proposed
by him, and accordingly a Board was constituted for the purpose of
considering it in connection with other methods for the improvement of
the navigable outlet of the Mississippi River.
The reports of the Board of Engineers and the report of Captain
Howell are submitted, as follows :
1. Report of Captain Howell, transmitting a project for a canal to connect the Mis-
sissippi River below Fort St. Philip with the Gnlf of Mexico through Isle an Breton
Pass ; with appendixes marked A, B, C, and map marked D.
2. Report of Board of Engineers upon Captain HowelFs project.
3. Minority report of Colonel Barnard.
4. Report of the Board of Engineers on the subject of the improvement of the passes
of the Mississippi, as an alternative to or in connection with the canal.
5. Minority report of Colonel Barnard.
6. Minority report of Miyor Warren.
By the method now in use for deepening the channel at the mouth of
the Mississippi Eiver, a depth of from 18 to 20 feet at low-tide can be
maintained, which will admit vessels of 19 to 20 feet draught.
The annual expenditure of securing and maintaining this depth with
a width of 250 feet is $150,000, and taking into account the sum neces-
sary to supply a new steamer every four years to replace the worn-out
one of the two in use, the annual expenditure becomes $200,000.
By doubling the annual expenditure after procuring two more steam-
ers, (at a cost of $400,000,) probably a channel 400 feet wide, with a
depth between 18 and 20 feet, could be maintained.
This appears to be the maximum efifect which may be looked for from
the system of dredging.
But from the experience gained in the work the officer in charge is of
opinion that the width which can be maintained with the present means
will be sufficient, provided the War Department can control absolutely
the use of the improved channel, a condition essential to the mainten-
ance of the improved channel, whether it be by a canal, by jetties, or by
dredging.
Eespecting the practicability of constructing a ship-canal from the
river near Fort St. Philip to the deep water of Isle au Breton Pass, all
the members of the Board agree that there is no doubt as to its entire
practicability.
To determine, however, the best line for the location of the canal
across the peninsula, and the best point for its entering the river, and
also the position and manner of its entering Isle au Breton Pass, re-
quires further survey, borings, and other examinations and measure-
ments, and the preparation of plans based upon their results.
The Board, excepting Colonel Barnard, submits an estimat-e of the
cost of constnicting a canal of the dimensions stated within the limits
designated, which it believes to be ample.
From this opinion Colonel Barnard dissents.
Respecting the application of the jetty system to the improvement of
the channel at the mouth of the river, the Board, Colonel Barnard dis-
senting, reports adversely both as to the difficulties attending the con-
struction and the cost of the system.
After a careful investigation of the question of applying this method
778 REPORT OF THE CHIEF OF ENGINEERS.
of improvement to tbe mouth of the Mississippi Eiver, I am of opinion
that it does not present, either in its construction or cost, superior ad-
vantages to the canal plan. One of the chief objections to the jetty
system is the unavoidable necessity of constantly extending the piers
in the open sea, exposed to the full force of storms.
Very respectfully, your obedient servant,
A. A. Humphreys,
Brig, Oen. <md Chief of Engineers.
Hon. W. W, Belknap,
Sed'etaryof War.
1. — Report of Copt C. W. Howell^ Corps of Engineers.
From the general appropriation for surveys, approved March 3, 1871,
there wjis allotted the sum of $10,000 for the survey of a proposed route
for a ship-canal to connect the Mississippi Biver at a point near and
below Fort St. Philip, Louisiana, with the Gulf of Mexico, through Isle
au Breton Pass.*
Under orders from the Chief of Engineers United States Army, dated
Washington, D. C, April 18, 1871, the conduct of this survey devolved
on the undersigned.
The survey was completed several months ago, but report has been
unavoidably delayed until this time.
Beport is required on the following points:
Ist. On the commercial and national importance of the projected canal.
2d. On the feasibility of the project.
3d. On the probable cost of construction.
These are to be considered in the order named ; the data for consider-
ation being obtained from the recent survey, and from other sources
available, which are named in the list of authorities appended.
IMPORTANCE.
The importance of securing an adequate outlet for the commerce of
the Mississippi Valley is too thoroughly appreciated by the representa-
tive men of the valley to require in this report more than a general
statement.
The valley principally depends for its development on the products
of its agricultural population — on its grains, cotton, sugar, and its beef
and hog products. For these there is a large European demand, the
supply of which adds materially to the wealth and growth of the
country.
Active competition from other sources of supply, favored with cheaper
labor and transportation, keeps down the market abroad, so that with
our present means for transportation from the far interior to the sea-
board the value of the product in the home-market is kept at a figure
which does not always fairly remunerate the producer for his labor or
offer a stimulus to increased production.
The advantages to be derived from works of internal improvement
best calculated to insure the producer a better return for his labor are
obvious.
Bailroad transportation for cheap and bulky freights over long dis-
* This snrvey was directed by a resolution of the House of Representatives, dated
March 14, 1871.
EEPORT OP THE CHIEF OF ENGINEERS. 779
tances is necessarily, and has been found by experience, too expensive
to offer the producer hope for advantage to be gained from increase in
nnmber of lines and amount of rolling-stock. He has, therefore, recently
turned attention to those known and cheaper routes overlooked during
the prevalence of the mania for railroad extension. Of these, the routes
via the lakes, the St. Lawrence River and Erie Canal, by the patronage
bestowed on them when not ice-bound, attest the importance of similar
routes projected. The popular feeling in favor of water-routes from the
interior to the seaboard is further shown by the interest manifested
in urging the extension of the James River and Kanawha Canal, the
project for a canal to connect the Tennessee River with the harbor of
Savannah, the yearly demand for continued improvement of western
rivers and of the bars at the mouth of the Mississippi River, and finally
in this project for the St. Philip Ship-Canal.
The means tor secaring cheap transportation via the Mississippi River
and its tributaries to the excellent harbor of New Orleans are promised
by the substitution of lines of model barges, carrying large freights on
a light draught of water, and towed by comparatively inexpensive
steam tow-boata, for the expensive, short-lived steamboats heretofore
engaged in traf&c on those waters. The improvement of western rivers
is yearly diminishing the risks attending their navigation. The advan-
tages offered for transportation from the West to the sea, via this route,
have attracted attention, and increasing capital from at home and
abroad, and there is now every reason to expect that these great natural
highways will become, as they ought to, the commercial routes connect-
ing the Mississippi Valley with the eastern seaboard and with foreign
countries.
That this desirable end may be attained it is first necessary to assure,
beyond matter of doubt, adequate entrance to the Mississippi, at all
seasons of the year, for sea-going vessels of the largest freighting ca-
pacity requisite to afford the cheapest freights.
Congress has heretofore, with yearly increasing appreciation of this
necessity, and recently with increased liberality, fostered the various
plans presented for giving such entrance. The results have been such
as to warrant yet more liberal action.
With the success attending the work of dredging the bar at South-
west Pass during the past two years, the commerce seeking the port of
New Orleans has grown rapidly.
Lines of steamships before in the trade have built new vessels for it;
other old lines have been attracted to it ; new lines have their vessels in
course of construction ; and sailing-vessels^ in greater number than be-
fore, have engaged in it, all taking fuller cargoes, making quicker trips,
with greater profit to owners and reduced expense to shippers. The
cotton-trade of the upper cotton-region, for a time partially diverted
from this route, is returning, and a grain-trade ha^ been inaugurated,
which promises to attain large proportions.
While the great benefit already derived from dredging is acknowl-
edged, there remains, in the minds of commercial men, doubt as to its
continuance to meet the growing demand for deeper-draught vessels.
There is yet more serious doubt regarding the continuance of suita-
ble action on the part of Congress in making appropriations seasonably
and in amount to prevent interruption of the work.
Distrust in the continued effectiveness of dredging can only be over-
come by long-continued success, and simply retards commercial prog-
ress. Distrust in the continued good- will of Congress is of more serious
import.
780 REPORT OF THE CHIEF OF ENGINEERS.
The work in progress is dependent for its continaance on an annual
appropriation ; it is of a character requiring continued work ; suspen-
sion for a few weeks or months will permit the natural agencies always
. at work to obliterate all evidences of previous improvement and return
the channel across the bars at the river-outlets to their normal and ob-
structed condition. Such occurrence would be disastrous in the extreme.
It would ruin the commerce now promising such good results, ruin the
merchants engaged in it, and destroy confidence in plans for its revival
at any future time. Yet such occurrence is not improbable, as evidenced
by the past record of the work.
Legislative economy enters too largely into the spirit of American
politics to permit of men engaged in legitimate business staking their
wealth where it will depend on the turn legislation may take.
What is required to inspire confidence in the future of the commerce
of the Mississippi Biver is a permanent outlet, not one of uncertain
tenure.
Dredging, from its dependence on legislative action, does not ofifer
such, nor do I believe it capable of offering more than a depth of 20
feet the year round, a depth not considered adequate. It is conceived
that this canal project does. The magnitude of the interests involved
appears to warrant a trial of the project.
THE PROJECT.
The project for this canal has been agitated for the past forty years.
It has had its advocates principally among local engineers and mer-
chants, but has been recommended by higher authorities as a final re-
sort should dredging fail or ultimately prove inadequate to fully meet
the growing wants of commerce. Its feasibility has never been made
the main subject of discussion or objection, but it has always been dis-
carded on the ground of its supposed cost, estimated greater than the
amount of commerce it was designed to aid was presumed to warrant.
This objection has now lost the force it once had, and if at all consid-
ered, can have no special weight in deciding for or against the construc-
tion of the canal.
The question of feasibility is the only one requiring consideration.
To settle this, and at the same time gain the information required for
making plans and estimates for the canal, has been the object of the
recent survey.
PREVIOUS SURVEYS.
A reconnoissance of Breton Island Pass made by British naval offi-
cers about 1775, the results of which were made public, (* in chart sub-
mitted,) though made for other purposes, affords the earliest known data
bearing on the project.
An examination is reported to have been made by Maj. Benj. Buis-
son, State engineer of the StatvC of Louisiana, about 1832, on the results
of which Major Buisson appears to have originated and recommended
this project by his reports, giving to it, at that time, considerable prom-
inence. Outside of bare mention in reports and correspondence of later
date, I have found nothing to show that Major Buisson made more than
a simple examination on which to base his project.
The representations of Major Buisson, supported by the action of the
legislature of Louisiana and of the Chamber of Commerce of New Or-
leans, induced Congress to authorize an investigation of the project.
*Not published antil 1823. Enlarged copy of chart submitted, marked D.
EEPORT OF THE CHIEF OF ENGINEERS. 781
This was made early in 1837 by Capt. Win. H. Obase, Corps of Engi-
neers, U. S. A., who reported favorably.* This report was based on a
hurried reconnoissance, and was not considered satisfactory. In conse-
quence, a survey was ordered in 1838, and made under the direction of •
Capt. Andrew Talcott, Corps of Engineers, U. S. A,, the plot of which
is submitted. (Chart C.)
The report of Col. J. J. Abert, Chief Topographical Engineers,! based
on the results of this survey, caused the abandonment of the project by
Congress.
In 1858 Mr. E. Montaigu, civil engineer, revived the project, made
an examination, (the character of which I have not been able to ascer-
tain,) and published a voluminous pamphlet (copy submitted, marked
H) in support of his views. The death of Montaigu and the outbreak
of the rebellion suspended consideration of the project.
In 1869, the Coast Survey extended its work to cover Isle au Breton
Pass, (chart submitted, marked C,) the results of which agree with those
obtained by our own survey. The project was finally brought to the
attention of Congress during the winter of 1869-'70, by prominent mer-
chants of New Orleans, and the undersigned directed to report on its
feasibility. Such report was rendered, based on the results of a per-
sonal reconnoissance, and represented the necessity for making a more
thorough survey than had yet been made. Such survey was directed,
completed, and its plot is submitted, (marked A.)
THE SURVEY.
The field-work was commenced November 8, 1871, and concluded
March 13, 1872. The instruments used were of Wiirdemann's and Gur-
ley's best make. The assistants employed were skilled in the duties
assigned them.
Lieut. H. M, Adams, Corps of Engineers, United States Army, was
placed in charge of oi)erations in the field, and has made many of the
computations for dimensions and cost of construction.
After measurement of a base and completion of the primary triangu-
lation, the party was divided into three.
Assistant F. M. Eppley was put in charge of all hydrographic work,
Assistant Thomas Larkin in charge of topography and leveling. Assist-
ant W. Lannegan in charge of boring party.
The results of the survey are displayed on Chart A, or given in the fol-
lowing statement :
Breton Island Pass. — This is the western of the two passes connecting
the large body of water known as Breton Island Sound with the Gulf
of Mexico. Its minimum width is about 33,000 feet ; minimum area of
cross-section about 536,000 square feet ; maximum depth in throat of
pass, 36 feet at mean low-tide ; and depth over the bar at the mouth of
the pass, 28 feet. The axis of the pass lies nearly southeast and north-
west. The Gulf approach is from the southeast, and is flanked on the
one side by the Chandeleur Islands, Errol Islands, and Isle au Breton ;
on the other by the land forming the east bank of the Mississippi Eiver,
the two flanks forming with each other nearly a right angle, having the
pass at the vertex.
The approach is well covered except from the southeastward, and
offers abundant room and good holding-ground for the anchorage of a
large fleet. The bottom is soft and sticky in the deeper portions of the
* See Ex. Doc. No. 173, House of Keps., 24th Cong., 2d session,
t See £x. Doc. No. 2; page 664, vol. 1, 26th Cong., let session.
782 EEPORT OF THE CHIEF OF ENQIKEERS.
pass and approach, and hardens from the twenty-foot curve toward the
shore-lines. The islands are of sand, and the Mississippi shore-line an
alluvial, marshy formation, fringed with sand-reefs. At its head the
pass expands abruptly into Breton Island Sound and shoals rapidly.
The great depth of the pass is due to the tidal currents through it.
Observations were made to determine the velocities of these currents,
floats being used for the purpose, but with such unsatisfactory results
as to make them valueless.
A computation has been substituted, based on the record of tide*
gauge kept at Sable Point, (diagram submitted, marked F,) the mini-
mum area of cross-section of pass, (section submitted, marked F F,) and
the superficial area of that portion of Breton Island Sound affected by
the tides through the pass, (see appendix marked G.) ^^ It is best to
use such calculations only for the purpose of computing the probable
effect of alterations.^ — (Eankine.) It is for this purpose alone the infor-
mation is required.
By these computations for the time covered by the gauge-record the
velocity of the inward or flood-tide current was found to range from
zero to 1.06 feet per second ; that of the outward or ebb-tide current
from zero to 1.175 feet per second. Higher tides than those observed
have been known to occur, but they were of longer continuance than
any shown on diagram, and it is possible caused no stronger flood-cur-
rent than is shown, but a stronger ebb-current. 'No reliable information
could be obtained regarding these extraordinary tides from which to
determine the rise and fall that would have been indicated by the Sable
Island gauge. It is only known that they seldom occur, are caused by
southeast hurricanes, which continue for two or three days, and that
during their continuance water from the Gulf has been known to flow
into the river, over the lower portions* of the river bank, below Fort
St. Philip.
The portion of Breton Island Sound daily filled and discharged through
Breton Island Pass has a superficial area of water-surface of about three
hundred and five square miles. Its northern and western shore-line is
covered by numerous small islands and oyster-reefs, and indented with
bays and bayous connecting with lakes in the Lake Borgne Peninsula.
The depth of water in the sound ranges from 15 feet at the head of the
pass to a few inches at the shore-line. The bayous connecting the lakes
with the sound have a depth of from 20 to 30 feet. The lakes are shal-
low. The shores and bottom are of alluvial formation ; the islets gen-
erally of sand. There are no streams entering into the sound, and no
connection with the Mississippi River, even during the season of high
water in the latter; the levees, which extend to Fort St. Philip, effectu-
ally cutting off such communication above the head of Breton Island
Pass.
Outside of the pass, and at the foot of the Fort St. Philip Peninsula,
there is a break in the river-bank known as Cubit's Gap, through which
the Mississippi River makes its first discharge to the eastward. This
discharge is only during the flood-stage of the river, and during this
stage much material in suspension is carried through the gap from the
river to be deposited in Bird Island Sound, some of which may find its
way into Breton Island Sound, as is hereafter explained.
* The difliTcuco between the lowest aud highest tides observed by this survey was
3.70 feet. (See Fort Point gauge, diagram F.) The greatest difference observed in
1851 and January, 1852, in Bayou St. Philip, was 4.92 feet. See Humphreys Sl Abbot's
Physics and Hydraulics of Mississippi.) The first-named gauge was the entrance to
the bayou, the Hecond at the head. The modifying action of the bayoa could not be
ascertained, the old bench-mark at Fort St. Philip having been lost.
EEPORT OP THE CHIEF OP ENGINEERS. 783
The next eastward oatlet of the river is through the Passes ^ Loatre
and the numerous small bayous branching from them. These outlets
are so situated in relation to Breton Island Pass, as will be seen by
reference to a map of the Mississippi delta, that, during the prevalence
of southerly winds, some of the muddy water discharged through them
must be carried by the littoral current, induced by such winds, in the
direction of the pass, and not only cause deposit in the bayous of the
St. Philip Peninsula, but on rare occasions, by extending into Breton
Island Sound, cause slight deposits there, tending, at some time in the
very remote future, to materially lessen the capacity of the sound as a
tidal reservoir.
The St. Philip Peninsula, through which it is propd^ed to carry the
trunk of the canal, is entirely (with the exception of the Sand Islands
skirting its eastern border) of alluvial formation, the character of which
is shown by the borings, sections of which are shown on Ohart A.
The greater part of the peninsula is covered by shallow bays and
lagoons, the only firm land being a narrow strip along the river-bank,
and that afibrded by the Sand Islands. The formation is entirely simi-
lar to that on which the city of New Orleans and the heavy structures
of Forts Jackson and St. Philip are built.
The river, for several miles of its length along the reach available for
the river end of the canal, is nearly straight, and the water deepens
rapidly from the shore-line. The banks are stable, because through this
reach the river-current is parallel to them, and has not sufficient velocity
to further abrade them, as it does in the bends above.
The range of the river between extreme low and extreme high water
was found to be about 6 feet by reference to gauge-record kept at Fort
Jackson during the past year. This has been adopted as the extreme
lift of the river-lock for the canal, the least being zero.
The facts above stated, together with those referred to as displayed on
charts and in appendixes submitted, are all that are required for the
discussion of the feasibility of the project for this canal.
DISCUSSION OF FEASIBILITY.
The feasibility of the project depends, first, on finding Breton Island
Pass, in its present condition, not subject to material deterioration as
regards depth and other dimensions, within such reasonable period of
time as may be assumed sufficient to repay, in the benefit commerce
may derive from the canal, the coat of its construction. Of this we are
to judge, first, from the charts of past surveys, the earliest of which,
fortunately, dates back quite one hundred years. Four of the charts are
presented, reduced to the same scale for ease of comparison, and will be
found marked A, B, C, and D. Though the soundings on these are not
referred to the same plane, (being referred to mean low- tide as deter-
mined by observations made during the continuance of the surveys which
they separately represent,) from the manner in which the plane of refer-
ence was obtained in each case there can be but such slight difference
that we may ignore it and compare the soundings as if referred to the
same plane.
Making the comparison, we find there has been, within the past one
hundred years, no noticeable change in the depth of water over the bar
at the entrance to the pass, and that the entrance has, if anything, im-
proved by widening. We find the depth in the throat of the pass main-
tained, and but unimportant changes in the contour of the head of the
pass, where it spreads out into Breton Island Sound. From inspection
784 REPORT OF THE CHIEF OF ENGINEERS.
of the charts, the conchiRion mast be sach as to warrant belief that no
greater changes will be observed during the next one hundred years
unless new causes for change are introduced.
Let us consider the possibility from new causes.
The dimensions of the pass are determined by the volume and velocity
of the tidal currents through it. These are dependent chiefly on the area
of the reservoir to be daily supplied and depleted through the pass.
So long as this reservoir (the west end of Breton Island Sound, and
the bays, bayous, and lakes connecting with it) retains its present area,
there can be no change resulting from natural causes alone in the dimen-
sions of the pass. That this area cannot be materially diminished by
silting, is evident from the following :
The ebb-current through the pass being always stronger than the
flood-current, is able to return to the Gulf the greater part of what silt
ma> be brought by the flood-current from the eastern outlets of the
Mississippi River. These outlets are at a considerable distance from
the pass. The present indications are that the nearest is filling, and we
know that the others are pushing out farther into the Gulf, increasing
their distances from Breton Island Pass. There is no reason to appre-
hend the formation of new outlets above the present ones. Should there
be, at any future time, cause for apprehending breaks in the river-bank
that might result in injury to the pass, comparatively inexpensive levees
can be built to effectually guard against them.
As before stated, there are no streams emptying into the sound, and
the Mississippi Biver is securely leveed. There can be no silt brought
in from that direction, except through a possible crevasse. There can
be no silt brought in from the northeastward through Ghandeleur Sound,
since the tides through Grand Gosier Pass effectually cut it off. Filling
of the sound by the gradual growth of oyster-beds and reefs is barely
considerable.
Since existing sources of silt are being blocked up or further removed,
and since possible new sources can be easily guarded against, I conclude
that the area of Breton Island Sound will remain as now for an indefi-
nite time, and the dimensions of Breton Island Pa>ss remain unchanged
from natural causes.
The constructions (the jetties) required to carry the dSboucM of the
canal to the deep water of the pass will cause changes, the general char-
acter of which may be predicted.
The area of cross-section of the pass will be diminished by the con-
struction of the jetties proposed by 70,000 square feet.
The area of Breton Island Sound remaining unchanged, the volume of
water going through the pass to fill or deplete the sound daily will be,
after the jetties are built, the same as if they were not constructed. This
will cause increased velocities of the tidal currents and increased scour
of the bottom, and of the Breton Island side of the pass, until such time
as the present area of cross-section is restored.
The axis of the pass will be shifted to the eastward and its direction
slightly changed. The contour of the head of the pass will be consider-
ably changed, and the west end of Breton Island will probably, consid-
ering the character of its formation, be abraded unless protected by
works of art.
From the character of the bottom in the deeper portions of the pa^s,
it is probable the pass will regain its normal dimensions entirely at the
expense of the Breton Island side. Unless the end of the island is pro-
tected with such protection as may be necessary, the pass will deepen.
The extent of the changes which the jetties will effect can only be defi-
REPORT OF THE CHIEF OF ENGINEERS. 786
nitely ascertained after the construction of the latter. iDJurious changes
may be prevented by the protection of the west end of Breton Island, as
may be found necessary in the course of construction.
While the effect of the proposed jetties on the east side of the pass
cannot be accurately predicted, tiieir effect on the west side, on Sable
Island, may be predicted with certainty. The angles between the shore-
line and the jetties will partially fill with sand and other deposits.
This has been the experience of engineers with all jetty constructions
on our northern lakes, on our Atlantic seaboard, and in Europe; at the
mouths of the Oder, the Vistula, and the Danube, and, recently, at the
debouch^ of the North Sea Canal and of the Suez Canal. In all these
cases this filling is considered objectionable, inasmuch as the tidal cur-
rents (shore-currents) perpendicular to the jetties are not strong enough
to prevent the ultimate growth of the shore-line incident to this filling
from extending around the jetty-heads and obliging an extension of the
jetties themselves. In the ca-se under consideration, it is possible to
secure a very strong current passing the jetty -heads, sufficient to insure
us against apprehension of being called upon at any time to extend our
constructions.
As there will be no current through the canal, we must expect silting
immediately between the heads of the jetties, due to eddies from the
currents through the pass. It is apprehended that shoaling of the en-
trance to the canal from this cause will not be rapid, but that there will
be required, to free the entrance from such deposit as may be made, each
year, the services of an ordinary dredge-boat for several days, or per-
haps weeks.
In the trunk of the canal there will be no silt admitted, the proposed
arrangement of sluices for the lift-lock being such as to keep all river-
water required for the lift from passing into the canal below the lock.
Slight deposit is anticipated within the lock, the removal of which,
quarterly or semi-annually, will be a very simple operation.
There will be d^osit of river-silt in the fore-bay of the lock, due to
an eddy from the river-current. The amount of this deposit cannot be
calculated, and it will require occasional dredging to maintain the depth
of this entrance to the canal.
The river-bank at the point selected for the head of the canal, as be-
fore stated, is not subject to change, and the depth of the river-bed may
be expected to very gradually increase with the advance of the mouth
of the river gnlfward.
In conclusion, I can see no reason from the above to question the
feasibility of the project, as it has heretofore been questioned, on the
assumption of engineers^ that Breton Island Pass will deteriorate and
the canal itself nil with silt to such an extent as to require continued
and expensive dredging to keep it open.
In regard to the foundations for locks, reference is made to the sec-
tion of borings (Chart A) and to the specimens sent herewith.
Borings numbered 1, 2, pad 3 show, at a suitable depth for the foun-
dation of a lift-lock, a stratum of mud-lump clay, having an indicated
thickness of over 20 feet, and its further thickness not ascertained.
This I consider well calculated to sustain the lock shown by drawings
submitted, if a solid timber platform, here recommended, is employed,
or even if a pile and grillage foundation should be adopted.
As no plan of founding will be adopted, even should the construction
of the canal be decided upon, except under the advisement of a Board
of Engineers, it is not essential that I should here give reasons for favor-
ing the platform.
50 £
786 REPORT OF THE CHIEF OF ENGINEERS.
Boriug No. G, in my opinioD, shows that a good foundation may be
had for the gaard-lock on Sable Island.
Excavation for trunk of canal, — This will be the least difficult part of
the work to execute. It will be entirely through an alluvial formation,
free, so far as has been ascertained, from rocks, stumps, and buried
timber. It can all be done by dredge-boats, provided with suitable car-
riers to transfer the spoil to the banks.
Canals* have been successfully carried through a similar formation by
allowing the excavation of a large cross-section with easy slopes, and
by giving the embankments a wide base as compared to their heights.
The cross-section of tbis canal and embankments must be determined
while excavation is in progress, and be varied to suit the peculiarities of
the formation found in the several sections of the work.
For purpose of estimate, a uniform cross-sectionf has been assumed
with sides given, the slope found in the river at the head of the canal.
The embankments of the canal at some points may require protection
of their outer slopes by facines or wicker-work, or by a growth of wil-
lows. Throughout their greater part, sodding with Bermuda grass will
be sufficient to prevent washing of the slopes. Washing of the sides
of the excavation may be avoided by introducing the towage system
of navigation now in use on the river Seine, in f'rance, and Elbe, in
Germany, which, I think, will be better and more economical than a
railroad and towing-locomotives on the embankment.
The jetties, — The location of these is shown on Chart A. The founda-
tion available is shown to be a good one. Similarly-constructed jetties
have been employed at the Sulina, mouth of the Danube, proving effi-
cient, substantial, and economical.
There can be no doubt of the ability of even an engineer of ordinary
capacity to construct these jetties in the manner indicated by the draw-
ings, so as to withstand the strongest seas to which they may be ex-
posed. The dimensions adopted for the purpose of estimate may require
modification in the course of construction, as they are based on calcu-
lations having factors the value of which could not be accurately de-
termined.
PLANS FOR CONSTRUCTIONS.
The general and detailed plans for the various constructions pertain-
ing to the canal, and herewith submitted, were drawn up more for the
purpose of estimate than with a view to their ultimate adoption with-
out modification. They have been as carefully considered as the time
at my command for such purpose would permit.
While some points of the plan are original, the greater number, it
will be observed, have been adopted from existing works; for example,
the general plan and details for gates, &c. (Due acknowledgment will
be found on the drawings.) In all such cases dimensions have been
changed to suit the new conditions imposed.
The drawings are intended to be so complete as to render a detailed
description unnecessary.
GENERAL DESCRIPTION.
The lift-lock is 400 feet in length between gates, 80 feet wide at top,
and has a depth of 27 feet over the sill at mean low tide in the Gulf.
The side walls and bottom are of b^ton, the walls faced with granite.
* North Sea Canal of HoUaud.
t Width at bottom, 200 feet ; depth, 27 feet ; slope, 1 on 2.
REPORT OF THE CHIEF OF ENGINEERS. 787
These are founded oq a solid timber platform, 6 feetiu thickness, extend-
ing the whole length and breadth of the lock, composed of layers of 12
inch by 12 inch squared timber alternately crossed at right angles and
bolted together in the manner adopted for the caissous for piers of the
East Biver suspension bridge, the whole forming a rigid beam calcu-
lated to uphold without deflection the weight of the superstructure.
This foundation rests upon a stratum of mud-lump clay known to be at
least 20 feet in thickness. Seepage is cut off by rows of close piling ex-
tended from the lock 60 feet into the bank. The platform is surrounded
by a double row of close piling, the heads of the piles being strongly
strapped to the platform.
The gates are of iron, circular in plan, and of the kind known as
floating gates. Their flotation is calculated, without ballast, for a
draught of 28J feet, and for greater depths water-ballast will be intro-
duced or discharged, as may be made necessary by the fluctuations of
the tides. The miter-sills are wrought-iron trusses. The opening and
closing of the gates will be eft'ected by chains and hand-«winches.
The sluices for flUing and emptying the lock are large cast-iron pipes,
laid in the side walls just below the level of extreme low- water in the
river. Water is receivexl from the fore-bay to fill the lock, distributed
by branch-pipes the whole length of the lock-chamber, then sluiced out
through the same pipes into open ditches on either side of the canal.
By this method the purest water obtainable from the river is sluiced in
on the cushion of salt water already in the lock, and its specific gravity
being less than that of the latter, it remains long enough on top to be,
with the greater portion of its impurities, sluiced outside of the canal.
The sluice-gates are arranged with hydraulic lift, and are lowered by
their own weight.
The lock is located 400 feet from the river-bank. The approach to it
is between two timber wharves, which, besides forming the sides of the
entrance, are extended on either side several hundred feet along the
river-bank, for the convenience of vessels waiting to pass the lock or
awaiting towage to !New Orleans. The lower approach is similarly ar-
ranged.
All the piles used in this and in other structures are to be carbolized by
the Seeley process.
The guard-lock is entirely similar in design and construction to one
end of the lift-lock. It is intended to close the canal on occasions of
extraordinary storms, which raise the water in the Gulf higher than that
in the river.
The details adopted for the jetties are well enough shown by the
drawings.
The construction is one of a substantial, though temporary, character^
and must ultimately be superseded by one of b6ton, based on the foun-
dation this will afford.*
ESTIMATES.
The estimates presented have been based on the cost of material and
labor for small works undertaken in the neighborhood of the proposed
canal.
The magnitude of this work will apparently justify belief that ma-
terial may be obtained at less cost than that estimated. It is also evi-
dent that the material used for coffer- work may be taken up and used
in other parts of the work.
* The reasoQ for the adoptioa of this character of structare ie, that it will be economical
and can be constructed sooner than permanent jetties.
788 REPORT OF THE CHIEF OF ENGINEERS.
These considerations indace me to leave ont of my estimate amounts
required for engineering, superintendence, and contingencies.
With this explanation the following estimates are submitted :
JSsUmate,
For excavation of trank of canal and sea entrance $3, 966, 673 50
For constraction of lift-lock 750,900 00
For eonstmction of coffer for same 250,938 82
For construction of jetties.... 1,949,497 70
For constraction of guard-lock 226,885 80
For construction of coffer-work for same 118,068 28
For construction of wharf and excavation at river entrance 107, 839 48
BUMMARY.
1. Excavation of trunk $3,966,673 50
2. Construction of lift-lock 750,900 00
3. Construction of coffer for same ^ 250, 936 82
4. Construction of jetties 1,949,497 70
5. Construction of guard-lock 226,885 80
6. Construction or coffer for same 118,068 28
7. Construction of wharf and river entrance 107,839 48
Grand total 7,370,803 58
SUMMARY OF CONCLUSIONS.
1st. The construction of the canal is a matter of great importance.
2d. The project is feasible, and its execution presents no great diffi-
culties to be overcome by the engineer.
3d. The total estimate of cost approximates $7,400,000, iu round
numbers.
TIME REQUIRED FOR COMPLETION.
If suitable appropriations are made the work can be completed within
three years of the date of its commencement.
To do this, an appropriation of $3,000,000 should be made available
for the first year, $3,000,000 for the second year^ and the balance for
the third year.
Should completion be delayed a longer time than three years from
date, a new dredge-boat will be required, at an expense of about
$250,000, to continue the work of dredging at the mouth of the Missis-
sippi Biver, maintaining its present effectiveness.
The cost of construction will be increased.
EespectfuUy submitted.
C. W. Howell,
Captain of Ungineers, U. S. A.
United States Engineer Office,
New OrleanSy La.j Febrtuiry — , 1873.
LIST OF SPECIAL AUTHORITIES GOKSULTED.
To ascertain importance of the project.
StatiBtics from the Bareau of Agrictiltar6| made available through newspaper publi-
oation^^
Commercial statistics from reports of various commercial bodies.
Report of the Chief of EDgineers for 1871, pp. 63^-3, d&c.
Pamphlet compiled by E. Lorraine, chief engineer James River and Kanawha Canal
Company, publisned by the company in 1869.
Reports of Chief of Engineers, United States Army, since 1867.
BEPORT OP THE CHIEF OP ENGINEERS. 789
To ascertain feasibiUiy,
iPFor character of Breton Island Pass, survey of 1871-72 ; Coast Survey chart, 1869 ;
Talcott's survey, 1837 ; reconnaissances 177&-'76, published 1823.
For character of formation of Fort St. Philip Peninsula and of Breton Island,
charts above referred to, reports of various engineers, &c.
Sections displayed on chart of survey of 1871 and 1872.
Specimens of borings.
Tides through Breton Island Pass.
Observations made 1871-72 at Sable Island.
Observations at Fort Point.
Observations in Bird Island Sound.
Observations in Lucas Canal.
Currents through Breton Island Pass :
Velocity computed, and computations submitted in appendix, marked A.
. Velocity computed for increase due to construction of jetties. (See Appendix A.)
Rise and fall of the Mississippi River :
Humphreys and Abbot. Gauge-record at Fort St. Philip in 1851.
Gauge kept at Fort Jackson, 1871-72.
Effects of severe storms ; from statements of residents below Fort St. Philip.
Etfects of waves and tidal currents on jetties, &.c.
Stevenson on Harbors. Foundations on compressible soils.
Memoir of Gen. Richard Delafield, United States Army, published by order of Light-
House Board, December 1, 1868, and several of the authorities cited by the author.
Report of Bvt. Mig. Gen. J. G. Barnard, Corps of Engineers, United States Army, on
the North Sea Canal of Holland.
London Engineering, 1872-73, on same.
Personal observations and experience. Excavation through compressible soils.
Personal observations in New Orleans, at the Mexican Gulf Canal, and on the coast
of Texas.
Reports regarding excavations for the North Sea Canal of Holland.
Preservation of timber. Report of T. J. Cram, Colonel of Engineers and Brevet Mi^er-
General, United States Army, published by Engineer Department, 1871.
Report made to the Board of Public Works, Washington, D. C.^ 1872.
Construction of timber jetties. Professional Papers Koyal Engineers, Vol. XIII, new
series, Paper V.
Reports of United States Engineers on improvement of lake-harbors ; construction
in b^ton.
Professional Paper 19, Corps of Engineers, United States Arm^.
Various reports on application to construction of locks and jetties in Germany and
England.
Experience at Forts Jackson and St. Philip.
Previous reports and opinions of engineers and others in relation to the project.
Ex. Doc. No. 173, House of Representatives, 24th Congress, 2d session.
Vol. VII, p. 463, Ex. Doc. 26th Cong., 1st session.
Vol. I, p. 684, Ex. Doc. 26th Cong., 1st session.
Reports, &c.j printed by Chamber of Commerce of New Orleans in 1837.
Humphreys and Abbot. Physics and Hydraulics of the Mississippi River.
Memoir of Wm. M. Barwell, esq. Copy submitted, marked B.
Project of R. Montagu, chief eugineer, 1869. Copy submitted, marked C.
LUt of maps and charts submitted.
A. Chart of survey, 1871-72.
B. Coast Survey chart, 1869.
C. Talcott's survey, 1837. .
D. Rec. 1775, &c. Pub. 1823.
Plate L Plan, section, and elevation of lift-lock.
Plate IL Details of lifb-lock.
Plate III. Lower approach to lift-lock.
Plate IV. River approach to lift-lock.
Plate V. Details oi coffer-work for lift-lock.
Plate VI. General plan of guard-lock and approaches.
Plate VU. General plan of jetties, sections oi same, and details of jetty-heads.
F. Diagram of tide-observations.
F F. Sections of Breton Island Pass.
790
REPORT OF THE CHIEF OF ENGINEERS.
A. — To compute the volocity of tidal currents through Breton Island Pass.
Given :
1. Tide-gange record at Sable Point for December, 1871, January and Febuary, 1872.
2. Minimum cross-section of the pass.
3. Area of portion of Breton Island Sound affected.
[Computation by First Lieutenant C'. E. L. B. Davis^ Corps of Engineers, United
States Army.] %
Xotation and formula,
V = velocity of current, in feet, per second.
a == area of reservoir, 305 square miles.
h = rise or fall of each observed tide, in feet.
/ = time between high and low-water, each tide.
b = area of cross-section of pass, 536,000 feet.
ah =. quantity flowing through in time t
^ = quantity flowing through in unit of time.
ah
Y__ j"__a;i_a ^ h^
bt
Constant factor, ^J* , =
_ 305 X 27,R78,400
3600^6 3600 X 530,000
KBU.
Valne of t
in houra.
FLOOD.
Value of h
in feet.
Day of the month.
Valne of t
in hours.
Valne of h
in feet
Velocity in
feet per sec.
Velocity In
feet iier ucf.
11
12.0
11.5
9.0
lao
13.0
12.0
9.6
6.5
8.5
2.0
10.0
10.0
10.0
10. C
ao
11.5'
7.0
10.0
10.0
9.0
1.6
2.47
2.4
2.1
2.2
1.8
1.6
0.9
0.6
0.3
1.3
1.6
1.7
1.75
1.7
2.0
1.8
1.9
1.7
1.4
0.5876
.9464
1. 1751
.7118
.7457
.6609
.7834
.6101
..3110
.6609
.5728
.7051
.7491
.7712
.9364
.7664
L1331
.8372
.7491
.6854
ISLO
13.0
12.0
9.0
11.5
11.0
10.0
6.0
7.0
1.97
2.6
2.9
1.8
1.7
1.9
1.4
ao
0.6
0.7234
12
.r<f*l3
13
1.0640
14
.t^813
15
.ti514
16
.7611
17
18
.6619
.44U«i
19
.3777
20
22
12.5
10.0
11.5
12.0
10.5
12.5
11.5
10.7
9.0
11.0
1.7
1.2
1.45
2.8
1.5
2.5
1.5
1.8
1.5
1.1
.,'i9l>3
23
.t^i*
24
.55.%
25
26
1.02j^i
.6^295
27
. ft? 13
28
. .'>747
29
.7413
30
.7344
31
.4406
Sam •
15.0987
.7549
13. 1573
Mean
.69:35
JANUARY, 1872.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
Day of the month.
EBB.
t
h.
10.0
2.2
d.5
0.8
10.5
0.8
12.0
0.55
as
0.57
10.0
1.0
as
2.1
9.4
2.13
11.3
2.6
9.5
2.52
' 9.5
2.5
0.9694
.4174
.3357
.2019
.2955
.4406
1.0515
.9985
1.0139
1.1689
1. 1596
FLOOD.
t
h.
9.5
1.4
9.0
0.6
7.5
0.75
as
0.57
9.0
0.9
a7
1.2
14.5
2.33
12.0
2.4
13.0
2.4
10.5
2.42
11.5
2.4
0.6494
.2937
.4406
.2955
.4406
.6078
.7081
.8i:t*
1.0154S
REPORT OF THE CHIEF OF ENGINEERS.
791
J ANITA RT, 1872— Contimied.
Day of the month .
EBB.
t
FLOOD.
t
h.
V.
h. Y.
12
9.0
12.0
11.0
12.5
8.0
1.0
10.0
10.7
10.0
12.0
9.5
&5
&2
8.5
9.0
10.5
9.5
10.0
12.0
1.0
2.12
2.1
0.95
1.45
0.4
0.2
0.95
0.95
0.85
2.15
1.63
1.95
1.64
1.6
2.22
1.7
1.83
1.24
0.8
0.1
•
1.0379
.7711
.3805
.5112
.2203
.8813
.4186
. 3912
.3744
.7895
.7561
1.0109
.8813
.8295
1.0869
.7134
.8488
.5464
.2937
.4406
10.7
10.0
8.8
ao
11.0
13.0
11.0
12.0
10.0
10.5
12.0
1:15
13.0
14.3
14.0
10.2
10.7
10.0
12.0
15.0
2.02
1.75
1.15
0.6
0.4
0.85
1.0
0.85
1.27
1.33
2.08
2.1
2.24
2.22
2.0
1.4
0.95
0.72
0.5
1.3
.8319
13
.7711
14 »
..')758
i5
. 3305
16
. 1602
17
.2881
18
.4006
19
.3121
'20
.55t'6
21
.5581
22 ,
.7638
23 ,
.6854
24
.7593
25
.6841
26
.6295
27
.5875
28
.3912
29
.3173
30
.1836
.3819
21.2338
17. 2373
M6An
0.6849
1
......1-
0.5560
1
FEBRUAIIY. 1872.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28
29.
1.5
12.0
12.0
9.0
&5
9.8
9.0
10.0
8.5
11.0
11.0
8.3
12.0
4.5
6.0
10.5
8.5
11.7
16.0
0.2
1.0
1.8
1.4
1.8
3.43
1.9
2.54
2.2
1.6
1.55
1.15
0.55
0.5
0.8
0.8
1.2
1.5
L5
0.
1.
1.
1.
5875
3672
6609
6854
9331
0926
9303
1192
1415
6410
6209
6106
2019
4896
5875
3357
6221
5649
4131
6.5
ao
a 5
10.0
14.3
12.9
13.0
15.0
11.0
14.0
a 5
15.0
2.0
23.0
9.0
9.0
10.5
7.0
9.5
0.4
0.6
1.1
1.6
3.13
1.9
2.34
2.2
1.5
1.85
1.25
0.75
0.2
0.6
1.0
0.9
1.7
1.6
1.5
0.2712
.3305
. 5702
.7051
.9645
.6490
. 7932
.6463
.6009
.5823
.64t0
.2203
.4406
.1149
.4896
.4406
.7134
1. 0072
.6957
9.0
9.0
7.0
10.0
14.0
0.83
1.5
1.4
0.8
0.6
4064
7344
8813
3525
1888
11.0
a 3
13.5
6.5
6.0
3.5
1.33
1.0
1.9
1.0
0.4
0.4
.5328
.5309
. 6202
.6779
.2937
.5036
Sum .
Moan
7.0
0.7
4406
11. 0 ; 0. 95
15.6090
i 0.6244
.3805
14. 4231
0. 5547
Mean of 76 ebbs 0.6334
Mean of 76 floods 5897
Highest velocity ebb-tide, December 13 1. 1751
Highest velocity flood-tide, December 13 1. 0649
Lowest velocity ebb-tide, February 26 1889
Lowest velocity flood-tide, February 14 1148
Mean of 76 ebbs 0.6834
Mean of highest and lowest ebbs 6819
Mean of 76 floods 0.5897
Mean of highest and lowest floods 5899
792 REPORT OF THE CHIEF OF ENGINEERS.
Approximate area of cross-section of proposed jetty, 70,000 square feet. 536,000—
70,000=466,000 square feet, area of diminished cross-section.
Sabstitating this value, the formula becomes :
305x27878400,^
^ 466000X3600 t
Substituting the values of h and t on the dates of highest and lowest velocities, both
flood and ebb tides, we have :
Highest velocity, December 13, ebb-tide ...-•^...* 1.1751
Same, wilh diminished cross-section • 1.3516
Increase 1765
Highest velocity, December 13, flood-tide 1.0649
Same, with diminished cross-section 1.2249
Increase 1600
Lowest velocity, February 26, ebb-tide ., 0. ISde
Same, with diminished cross-section 2172
Increase 0284
Lowest velocity, February 14, flood-tide 0. 1149
Same, with diminished cross-section 1322
Increase -. 0173
Mean of increase — ^floods ► 0. 0fc86
Mean of increase — ebbs 0.1024
B. — Afemoir of the Delta Canals from the Mieeissippi Rivef\ below St Philip j into theGu}f(f
Mexico, near laU au, Breton ; compiled from the heat sources^ by William M, Burwell.
The immense resource of agricultural and other productions in the valley of the
Mississippi, above the capacity of. the Southern States to consume, has imposed upon
the farmers, merchants, and statesmen of the West the indispensable need of a tree
outlet to all the markete of the world by way of the Mississippi.
The admitted obligation of the Federal Government to construct this outlet devolves
unon it the duty of devising the plan, providing the means, and executing the work.
W e hold the Government to the responsibility, and are not willing to accept the sub-
stitution of any individual or corporation.
Various modes of deepening the outlet passes have been proposed and tried. Their
advocates insist that the experiments have not been made under favorable circum-
stances, and some demand a repetition. The leading plans proposed and subjected to
more or less experiments are —
Dredging, dr^giug out, and carrying away the bar across the channel.
Concentration of current by ^ing-dams, caissons, and by closing all the passes ex-
cept the channel pasR.
Lighterage by pontons or camels.
Canalization across the laud from deep water in the river to deep water in the Gulf.
We will, therefore, state the various attempts made to remove the bar upon each of
the theories cited.
I. By dredging. — In 1839, Captain Talcott, under instructions of the War Department,
attempted to open the Southwest Pass with the ordinary bucket-drag. No permanent
improvement was effected, for during a single night of storm ** twice as much mud '*
-was driven by the Gulf waves into the pass as he bad taken away. A tow-boat asso-
ciation, under the direction and at the expense of the Federal Government, attempted
to open the same pass. They used the rake and harrow, and after working a year they
opened a channel of 18 feet in depth for a distance of about 8,000 feet. This remained
open a short time, and was prematurely and permanently closed by a single Gulf storm.
In the years 1868-'69-'70 the Government caused to be constructed, at a cost of
$350,000, a steam-propeller dredge, with all the appliances which science could suggest
or experience justify. She was commanded by competent and disinterested officers of
the Federal Navy. These men performed their duty faithfully. The dredge- boat was
repaired and altered without regard to expense, and the experiment of dredgins has
been conclusively made. It has failed to maintain permanently a much greater depth
of water than that which nature has prescribed as the regimen depth on the bar.*
Dredging has, therefore, proved a failure. To deepen the bar at the season when there
* See report of oflicers in charge of the dredging, stating the injury done to their Im
proved channel by the stormy weather, about Ist September, 1871.
REPORT OF THE CHIEF OF ENGINEERS, 793
is little cnrreDt-deposit is not very difficalt. The whole labors of a season have been,
and may be a|(ain, destroyed in a night.
II. By canoentratioH of current — The theory of Mr. Long has been stated by him to
consist in concentration of current by closing all the passes except those destined for
navigation. In 1835 Messrs. Craig &. Rightor entered into a contract with the Gov-
ernment to open two channels 1,000 feet by Iti, in a straight line via Southwest Pass
and Pass k Lontre, respectively. They bnilt a breakwater by driving strong piles faced,
4 feet apart, connected by 4-inch plank. This dike was built 3,000 feet in the South-
west Pass and 550 feet in Pass k Loutre. As this contract was not renewed or con-
tinned, we may infer that the Government was convinced that concentrating the cur-
rent of the Mi8si8sipi>i by plank walls was not feasible. The experiment of deepening
the channel by blasting with gunpowder was then tried, we believe, by the same con-
tractors. It was for a time partially successful, but another storm proved that nature
can replace mud under 20 feet of water much faster than man can move it away. The
aggregate cost of these experiments has been estimated at more than $2,000,000.
III. Lighterage. — The cost and difficulty of this mode of transportation have never
justified its adoption.
Canalization. — No experiment beyond the surveys and estimates heretofore referred
to has been made to test the success of a canal outlet. There are two projects before
the public^roposing to connect the Mississippi with Lake Pontchartrain and Lake
Borgne. The latter approaches completion, and will furnish an excellent mode of con-
ducting the inboard and coastwise navigation along the numerous lakes and bayous
with which the Gulf coast is connected. As neither of these side-cut cauals can carry
into the Gulf the maximum depth of water demanded by the great crops of the West,
they cannot be accepted, even if successful, as a solution of the great questions of com-
merce involved.
Even did these canals ofifer an adequate outlet, they will have been constructed under
corporate authority, and subject to a toll on the tonnage which may pass through them.
The cities of New Orleans, Saint Louis, Cincinnati, and Louisville, all engaged in re-
lieving the charges in river navigation, will accept nothing less than a free and ade-
quate outlet to tne ocean. They require that all obstructions, from the cities of Pitts-
burg and St. Paul, respectively, to the Balise, shall be relieved by free canals, consti-
tuting a part of the national highway.
HISTORY OF THE FORT ST. PHIUP CANAL.
Some time previous to the year 1832 Mr. Benjamin Buisson, then the State eugineer
of Louisiana, suggested the idea of avoiding the bars of the Mississippi by a canal from
Fort St. Philip to a deep-water point in the Gulf, off the island of Breton. He made a
reconnaissance of the intermediate j^ouud, and based his works of construction into
the Gulf upon the hydrography furnished by the best existing charts. From these he
deemed the plan feasible, and so far impressed his views upon the legislature of Loui-
siana as to induce, in February, 1832, the adoption of the resolution which follows :
''It appearing from a chart executed by Mr. B. Buisson, of the coast a^acent to and
embracing the mouth of the Mississippi, that a canal six and a half miles long, com-
mencing on the left bank of the river, a few miles below Fort St. Philip, and entering
the sea about four miles south of Le Breton Island, would afford an easy and safe access
to the river to vessels drawing 20 feet; and being strongly impressed with the impor-
tance of an improvement thus brought into notice by the ability and public spint of
an individual, and believing that it would be of a great and incalculable advantage to
the nation at large : it is therefore
**Re4iohed by the Senate and House of Hepresentatires of iJie State of Louisiana in general
assembly convened, That our Senators and Representatives in Congress be requested to
bring to the notice of the General Government the probable practicability of such a
work, and to urge an early estimate and survey of the same by competent officers."
These resolutions were presented to Congress, accompanied by a memorial of the
Chamber of Commerce of New Orleans, and so lar met approval that a survey was
ordered, which was reported from the War Department in 1837. From the document
thus communicated we extract the following : " L. Poole, United States Engineer, says
he sounded down Pass k Loutre, and along the coast of Breton Island, and also for
several miles above and below Cape Point An Sable. The deepest water found was
near Cape Sable." He adds :
" I come now to the project of an artificial cut from the river to the Gulf. I found
near Point an Sable, opposite Breton Island, four fathoms (24 feet) water within three-
quarters of a mile of the shore, which is a low sand-bank, apparently unchanging, af-
fording an indication that the sand off this coast is not loose and floating, but hard and
£rm. About half the distance from the shoro to deep water the bottom is hard sand,
and, excepting a short distance at its outermost extremity, the remaining half is hard
mnd, forming a hard foundation for heavy walls.
794 REPORT OF THE CHIEF OF ENGINEERS.
" The distance from the Gulf shore at this poiut to the river, as ascertained by the im
perfect means I had for the purpose, is about seven miles, over a marsh int-ersecteil by
numerous bayous,* which cover a large portion of the intervening space but are every-
where very shoal, and presents no important obstacles to the projected work.
"An accurate survey of the coast from Pass ^Loutre to a point ten or twelve miles above
Poiut au Sable, including the corresponding point of the river, and minute examination
of the character of the soil to the depth which it is proposed to give the canal, will be
necessary to determine the best possible location, as well as to establish the cert'ainty
of the feasibility of the project. It w my opini^m that it offers a fairer prospect of certain
results than any other plan that has be^n spoken of of opening the Mississippi to ships of the
largest class, A lock at the junction with the river will prevent the deposit of mud in
the canal, and the jetties at the sea may be so placed as to form a perfect artificial
bastion.''
State Engineer George W. Long, esq., is of the opinion that " dredging out either of
the passes would be au ineffectual operation to improve them, for if they could once
be cleared oat they would soon fill up again." He " does not know how you would
succeed with your canal ; if you could make it with a look, you would find it a diffi-
cult thing to secure a foundation, and without oue it would be doubtful whether the
banks will stand or not, and on the north side of the Mississippi River there is too
much floating sand for a convenient opening of the. canal into the Gulf He thinks
that " the navigation of the Mississippi may be improved by obstructing the smaller
mouths with heavy booms, well anchored across them, to retain the drife-sand to be
conducted into them for the formation of raft«, to break the current and allow the de-
posit of the sediment to fill up the channels, and thus ultimately to close up all but a
single pass.''
Mr. Fred. Wilkinson, deputy surveyor-general of Louisiana, "apprehends heavy back-
water from any attempt to block up any of the auxiliary mouths of our great rivers.'^
He says :
"The project of a ship-canal near and a little to the eastward of the Pass tb Lontre is
certainly, from w^hat I have heard from persons acquainted with the subject, a feasible
matter ; and from the depth of water stated now to exist in the Gulf of Mexico, into
which the canal is to open, (34 feet,) is highly recommendable. The only objection
that strikes me is the enormous expense of the attempt, from having to pass through
the description of country at the mouth of the Mississippi.
** The excavation of the eaith consists in throwing out liquid mud, and, from the dis-
agreeableuess of the situation, every labor requisite will cost, of course, in proportion.
A ship-canal of only a few miles in length can (including the cost of guard -locks, sets of
which, built in the most perfect manner, will be required, both on the ocean and the
river) be only reckoned by millions. In case of the ship-canal being resolved on, I have
no doubt, judging merely from what I have been informed, and not from actual survey,
that the neighborhood of Pass d>Loatre is, from \ta being partly land-locked and shel-
tered from our prevailing winds, a most eligible location for the same. It is difficult to
give a decided opinion without narrow personal inspection of the field of observation,
but I presume tnat building guard-boats, a breakwater, and artificial harbor will be
requisite in case of the ship-canal being determined on by the Government
Of this canal improvement Mr. Wilkinson subsequently says that it is, iu his opinion,
" perfectly practicable,'^ subject only to the objection stated.
Capt. A. H. Bowmai^ United States Engineers, reports that, in his opinion, " the only
practical plan for securing a permanent ship-channel for vessels of the first class to
New Orleans is to cut a canal from some point on the Mississippi above its month to
oue of the arms of the Gulf which approaches nearest the river.^'
The three last opinions are not vouched for on actual survey by the officers them-
selves. The most authentic document, based upon and embodying all that had been
demonstrated npon the subject to the date of 1837, was the report of Capt. W. H.
Chase, of the United States Engineers, predicated upon " a partial survey of the months
of the Mississippi River and of the line indicated by Major Bnisson, State engineer of
Louisiana, for a ship-canal, all having in view the improvement of the navigation of
the said river." +
Captain Chase says : " The obstacles presented to the easy entrance of the Missis-
sippi by vessels drawing 12 feet of water are productive of great injury to the com-
merce of New Orleans, and require to be promptly removed, or, failing to be done,
the construction of a ship-oaual ou the plan indicated by Major Buisson should bo
resorted to.
" By reference to Chart Nf>. 1 the line of the propos )d canal is exhibit mI, commenc-
ing at a point about two and a half miles below Fort Jackson, and extending seven
* This coincides with the same sounding report'ed by Gould, a century before, who
reports a bottom along that part of the coast of sand and sand with shells.
tRt-port of survey of Mississippi River, 24th Cong., 2d session. Doc. No. 173, House
Rep.; Executive ; signed C. Gratiot, Chief Engineer United States, 24th February, 1830.
REPORT OF THE CHIEF OF ENGINEERS. 795
miles to the shores of the Gulf, and thence by a jetty 1,760 yards to 30 feet water. It
is proposed to carry into effect this plan of a ship-canal :
** I. By a construction of a guard-lock at the junction of the canal with the river.
The object is to prevent the flowing of the river into the canal.
'* II. The excavation of the trunk of the canal 100 feet wide at top, 30 feet wide at
bottom, and 30 feet deep. The object of such large dimensions is at once to provide
not only for the entrance of the largest ships engaged in commerce, but also for ships
of war of the largest class. The advantages offering for both classes are obvious and
need no comment.
•* III. The construction of the jetties or breakwaters of large dimensions, having Ibr
their base 100 feet, with a depth varying from 5 to 30 feet, and 20 feet wide at top, and
raised to the level of high-water.
** The practicability of this plan depends solely on the question whether a lock of
the dimensions required for the admission of the largest-sized vessels can be constructed
on the banks of the Mississippi. I think the question may be easily answered in the
affirmative, for we can refer to the practicability of excavating almost to any depth in
the mad of the Mississippi delta, as exhibited at the several works constructed by the
United States, and by individual enterprise. At Fort Jackson, on the Mississippi
River, the foundations were excavated to the depth of 12 feet, and were kept free from
water by means of a small engine attached to pumps of considerable power. The
operations at Fort Jackson came frequently under my observation, and I am left in uo
doubt as to the perfect practicability of excavating to the depth of 30- feet, and also of
the practicability of establishing a solid foundation, by pilings for the support of the
walls of masonry necessary for the construction of a lock.
** Taken for granted, therefore, that a lock can be constructed, we have only to con-
sider the means of excavating the trunk of the canal and the construction of a shore
breakwater. The marsh lying between the river and the Gulf, through which the line
of the canal is located, is intersected by several bayous, all of shallow depth of water.
Commencing at the river, it is proposed to excavate to a depth of 6 feet, affording suf-
ficient water for the dredging-machine, which will thereafter be employed in the exca-
vations, the canal being excavated to a depth of 6 feet through its extent.''
ESTIMATED COST OF CANAL.
Lock 200 by 50 by 20, the excavation including pumping 24,000, at $t.50. . S3G, 000
1,000 piles 30 feet long, for the foundation of works and floor of lock, drawn
close together at the bottom excavation, at ^ 8, 000
6,000 yards cubic stone masonry in hydraulic, at $15 90, 000
Cut-stone work for coping, gates, &c 6,000
Gates and guard-work on river 20,000
Superintendence, contingencies, including funds for the engineer to adopt
any other improvement that may suggest itself during the construction,
say 140,000
In the trunk of canal the following dimensions will be required : 100 feet
at top, 30 at base, 36,960 feet in length, 2,669^333 cubic yards excavated
by steam- iredging machinery, will not require the use of pumps, and
may be performed for $1 per cubic yard, including cost of machinery and
every expense 2,665. :i33
FOR JETTIES OR BREAKWATERS.
Each jetty will require the following dimensions : 100 by 20, depth 5 to 30
feet, 5,280 feet in length, equal to 205,333 cubic yards for one jetty ; for
two 410,666— $6 per cubic yard * 2,363,096
Channel between jetties, extending from mouth of canal on the Gulf shore
to the entrance of the jetty, 1,000 feet in width ; depth 17^ ; 5,280 long ;
3,420,000 cubic yards excavation by steam-dredges under protection of
jetties, at |1 3,420,000
RECAPITULATION.
For trade and guard-works 1300,000
Trunk of canal 2,665,333
Jetties of breakwaters 2,33:3,966
Channel of jetties 3,420,000
Total 8,619,299
This estimate, swelled to $10,000,000 by the caution of this eminent engineer, was at
that date a preposterous sum to be applied to any public improvement. The West did
796 REPORT OF THE CHIEF OF ENGINEERS.
not possess the power to pass the appropriation, and the South in its hostlUty to all
such appropriations was di vided in its support.
Twenty years later Mr. R. Montaign, a civil engineer, revived the idea. He based
his studies upon the data furnished oy Buisson and Chase, and adding thereto a per-
sonal examination, which continued for more than six months, produced a plan for
constructing the canal by private subscription. In a remarkably able and exhaustive
essay he demonstrated that the work was practicable ; that its cost would not exceed
one-third of the Federal estimate, and that, t<aking the actual commerce of the river-
H)utlet in 1859-^60, the interest account and expense of maintaining the work, deducted
from the receipts, would leave a net profit of 25 per cent, per annum upon the invest-
ment. This plan was indorsed by the merchants and other capitalists of New Orleans,
and received the approval of the chamber of commerce, the insurance companies, and
the press. The war and the death of the projector defeated this proposal, but., with
the restoration of peace, the project of a national canal, as recommended by the leg>
islature of Louisiana, was brought forward under the auspices of some of the oldest
and most eminent merchants. A committee of the chamber of commerce was ap-
pointed, which renewed the recommendation of the work, and pressed its adoption
upon the Government. In the mean time mechanical skill has greatly reduced the cose
of alluvial excavation, and experiment is demonstrating t-he entire feasibility' of the
plan proposed. Dredging-macninee will do the work at something like one-fourth the
-cost of manual labor. Within sixty miles, by water, of the site proposed for this Delta
canal, another, connecting the river with Lake Borgne, not only, demonstrates, experi-
mentally, all questions of construction raised by the earlier commissions, but will in a
few mouths, at the close of its contract, have at its disposal identically the dredging-
machinery required for the purpose. A recent letter, addressed to the writer by M. J.
Thompson, esq,, civil engineer in the service of the State of Louisiana, offers an eati-
mate of the cost of constructing a ship-canal on the ground proposed, of the dimen-
sions of 300 feet on the top, 200 feet at the bottom, and 26 feet in depth. After making
a careful calculation of the cubic earth- work, which he estimates at 1,271,111 cubic
yards per mile, this engineer places the cost of the work at $500,000 per mile. For the
guard-locks he considers $500,000 sufficient ; and allowing even a million for the piera,
would place the whole cost at about $5,000,000. This estimate might be reduced some-
what, in the opinion of other engineers, who regard the cost of earth-work at less than
is estimated. Five millions is, however, a liberal if not an excessive allowance, and
yet how insignificant, in view of the obligation to be discharged and the interests to
be developed.
In addition to the example of canalizing the Delta for a connection with Lake
Borgne. we are furnished with a far higher and more decisive model of national emula-
tion. Modem science and capital have renewed the works of the Pharaohs, and com^
pleted a canal from the Mediterranean to the Red Sea. This work opens with a deep-
water harbor of 400 acres, protected by piers of artificial stone. It is embanked forty
miles through the lakes Meuzaleh and Ballah, through the high lands £1 Guisr, with a
-cutting of 85 feet : then into Lake Timsah, where an artificial port has been constructed ;
then through the deep cuttings of 62 feet at Toussoum and Serapeum ; then, at a dis-
tance of ten miles, entering the Bitter Lakers, and passing a distance of twenty miles
through a channel marked oy light-houses and buoys ; thence through the deep cutting
of 56 feet at Chalouf, throug^h sands and a marsh, a distance of twelve miles to Suez,
where it ends in another artificial harbor. The length of this canal is one hundred
miles ; its greatest surface-width is 328 feet ; the least bottom width 72 feet; the depth
is 22 feet, which is being increased to 26 feet. This work has been constructed throiigh
the alluvion of the Nile and the lakes, through volcanic rock, and through the drifting
sands of the desert. The power of obstruction of these' last may be inferred from the
fact, that between Lake Timsah and Port Said, a distance of about fifty miles, it is esti-
mated that 1,300,000 cubic yards of sand will be swept into the canal annually. " This
will give employment to one of the largest dredges for three or four months, working
twelve hours each day.'' In the year 1869, 1,362 ships, of 672,000 tons, entered the
canal, and this tonnage has been rapidly increasing.
Here, then, we have a work far more extensive than the proponed canal of the Delta.
It passes through similar and also through more formidable formations. It is em-
banked through lakes, and opens into capacious artificial harbors, formed with artificial
stone. It is subject to an obstacle analogous to the sediment of the Mississippi — the
drifting sands of the desert.
We will now exhibit the items of—
COST OF THK SUEZ CANAL.
Preliminary surveys from 1854 to 1857 $15, 825, 525
Administration and negotiations 3, 394, 245
Sanitary service for 1866 to 1869 121.410
Telegraphic service 34,000
Transportation, boats, buildings, &c 1,644,435
REPORT OF THE CHIEF OF ENGINEERS. 797
To contractor*, for materials #2,442,785
Dredging-m^ii'bines 6,819, 24i>
Workshops 844,150
Works of construction, canal, &c 43,534,330
Miscellaneous 1,392,493
Various branches of management 3, 843, 050
Balance to deepen canal to 26 feet 9,437,560
Total 90,331,223
This gives ns an average of $806,936 per mile as the cost of this canal, with its two
ports, estimated at more than half the amount expended for excavation. In conceding
this calculation to be correct, we feel authorized to strike out certain items as inappli-
cable to the Fort St. Philip Canal. The general expense of administration of the
Suez Canal, and the diplomatic negotiations, are excessive and unnecessary. There are
other items which would not cost the United States as much as the corporation of
Suez ; the expense of preliminary surveys and superintendence would be much less.
The delivery of supplies on the banks of the Mississippi and the Gulf coast would be
cheaper than upon tne shores of the Mediterranean. A pioneer ditch, as on the Mobile
and Texas Railroad, would deliver the materials of construction along the whole line
of canal without the necessity of employing draught-animals for that purpose. The
completion of the levee-reparations and the approaching completion of the Lake
Borgne Canal will place at the call of the Government a large amount of labor, skilled
in, and inured to, alluvial excavation, with a number of improved dredging-machines^
now employed in performing exactly the kind of work required on the ship-canal.
ARGUMENT.
The capcity of the soundings off the shore of the Gulf of Mexico, and through that
channel to the sea, is shown to be ample for the passage of any commerce. These
soundings are unchanging. A centniy ago the British government ascertained and
publish^ a chart, which has been verified by subsequent surveys of the United States^
and found to be the same. Congress has ordered a survey and reconnoissance of the
work, with estimates of probable cost. They will be made during the ensuing fall and
winter by the intelligent officer at present in charge of the Essayons, Capt. C. W.
Howell, United States Engineers. This, then, offers an ample and permanent passage
and anchorage at the canal-outlet. The depth of the river is sufficient at the inlet for
all possible purposes. An adequate and undoubted depth of wat>er for the inlet and
outlet between the river and the sea is then established — ^not on conjecture, but upou
fact. The first term of a deep-water outlet established, it becomes a proposition of ex-
penditure and science to effect it.
THE FINANCIAI. QUESTION.
It is not our purpose to review the mechanical, financial, or scientific estimates of
the engineer. The duty of the Government and the public necessity for a great work
having been established, the details of execution rest with the proper authorities.
Wiui the immense domain and incalculable values locked up within this Mississippi
Valley, it would seem a matter of small moment what portions of those values shall be
devoted to their development. It may be added, moreover, that when the Govern-
ment has already expended several millions for the canal around the Des Moines Rapids,
and nearly as much more in making the canal around the falls of the Ohio, it would
be poor economy to refuse the canal from the Mississippi to the Gulf. This will com-
plete the system of artificial relief to the whole navigable length of the Mississippi and
Ohio Rivers. Without the Delta Canal to ^ive outlet to the developed products of the
West, the enlarged capacity of the upper rivers must fail of its full effect.
But the Government, in acknowledging the obligations to keep open these outlets,
will naturally seek the least expensive and most certain way of doing so. That mode
which insures a vast commerce against obstructions is the most economical. Cost what
it may, the €k>vemment cannot afford to dispense with it. The annual cost of keeping
open the passes by dredging, with the cost of repairing and replacing the vessels em-
ployed, may be safely set down at $250,000. If we assume the cost of the Fort St.
Philip Canal, as stated in this paper, say five millions, the Federal Government need
only emit that amount of bonds bearing 5 percent, interest, and the amount of interest
would be but little more than the present cost. The complete execution of the whole
work would save much trouble in organizing an annual expedition against the obstruc-
tions, when valuable lives are risked in unequal combat with the elements and the
epidemics. The dredge-boat Essayons has been obliged to interrupt her work during
the summer of 1870 from this last cause.
There is, however, another reason why those who are especially interested in the
798 REPORT OF THE CHIEF OF ENGINEERS.
outlet navigation should desire this permanent improvement. With the most sincere
•desire for the preservation of peace, foreign and domestic, with the utmost faith in
the disposition of the American people to keep every obligation, we canuot expect
to be always exempt from political disturbances which have affected all nations at
all times. If the annual appropriation for dredging the outlet should fail or be
suspended from any of those legislative accidents so familiar to all, nature .never-
theless brings her alluvial tribute and lays it upon the threshold of the ocean, and
the people and products of the West are barred of their passage to the world-mar-
kets. Commerce is suffocated. Who can, compute the loss, the discontent, or the
disappointment f If, however, the Government shall apply a capital amount of bonds,
tbe interest on which will be not much more than the present outlay, to open the
Delta Ship-Canal in free outlet to the ocean, no accident or misfortune, no political
mishap nor party defeat can deprive the Great West of a permanent, perpetual, and
perfect way of commuuication with the world. It has been remarked by a-sagaoious
American, of the canal across Suez, *' But whether the canal company be a suocees or a
failure to those who have thus far invested their money in it, is of little moment in
the world's history. The new route is there ; it will remain, and if one set of persons
caunot make it pay, then it will fall into the hands of others.^' Thib has been already
verified.
The Fort St. Philip Ship-Canal would thus effect an ultimate economy in the annual
expenditure of the Government ; for it would encourage greatly the importation of
dutiable goods in exchange for the developed products of a country otherwine inacoes-
fiible to agricultural industry. The West will have a permanent and adequate outlet
to the sea, and will i*eceive a large part of the national expenditure, and of its own
contributions for that purpose. It must not be forgotten that as the American empire
spreads along the slopes of the Rocky Mountains it must pass a point at which the ex-
portation by rail of tbe cereal crops grown on the parallel of our chief Atlantic cities
must become unprofitable. This will be obvious from a single example : The average
quantity of wheat grown on an acre in Massachusetts is 18 bushels, worth $1.75 per
bushel. The aggregate cash value of an acre grown in wheat is $31.56. The average
(juantitv of wheat grown upon an acre in Minnesota is 16.3 bushels, and the average
cash value of an acre of wheat is $9.61. This would make a bushel of wheat grown in
Minnesota worth to the farmer less than sixty cents. When we deduct from this price
the cost per bushel of moving the wheat from the Minnesota farm to the depot, there can
be little inducement to its culture, nor can it be carried much farther back, unless some
cheaper mode of transportation be provided. We have taken these statistics of pro-
duction and value from the Annual Report, 1869-70, of the Agricultural Bureau. The
same report supplies an appropriate comment in saying, *' The continuous plantio^i^ of
new lauds of the West with wlieat Is running west, year by year, the culture of wheat
production and increasing the distance of transportation, while the railroads, by their
combination aud advance of tolls to secure dividends upon watered stock, are increas-
ing in .equal ratio the cost of freights.'' The quantity of edible grains from west of
the Mississippi — including, also, the product of Wisconsin — is about two hundred and
fifty mil lions of bushels. Now, the extent to which the freights upon this product can
be reduced, the inducement to emigrants to go upon the immense area of unoccupied
Territoiies of the republic, will be increased. The experience, however, of all fiorts
from which grain is exported shows that vessels of very large burden, of great draught,
and of peculiar build, are required to«conduct this trade with economy. The largest
class of vessels trading from Chicago over the St. Clair Flats are of about 2,500 tons,
aud of 12 feet draught. The Welland Canal ouly allows the passage to sea of ships of
about 600 tons, drawing 12 feet. These figures allow the exportation of cargoes of
about forty thousand bushels of grain through the lake-outlets. As the increase of
draught and tonnage in the vessefdimlDishes the cost of transportation per bushel, it
leaves to the farmer so much more of the price of his wheat in the ultimate market.
WARNING TO THE WEST.
The immense additions to the wealth and numbers of the Upper Northwest, the
opening of the St. Lawrence River and the Canadian canals in free passage to Ameri-
can commerce, aud the rapid development of trade and immigration by that route,
point to the rapid organization of a new sectional interest, to be based upon lines of
railroad crossing the continent to British Columbia and Puget's Sound, by way of the
Red River of the North. The Hon. W. Kelly, in a recent addresss on the " New North-
west,^' describes the country intervening between Lake Superior and the Pacific to be
fertile and of a mild climate. He expresses confidently the opinion that there will be
a column of States carried across the continent, but i>redict8 that the largest city on
the Pacific coast will be at Puget Sound, because of its abundant food, luel, and its
moderate temperature. The tendencies are toward an admission of the Canadas. with
a iK)pulation of four and a half millions, into the Union. With the present political
{>ower along the frontier States of the Northwest interested in the Canadian and other
REPORT OF THE CHIEF OF ENGINEERS 799
routes to Europe, and with the fact that the exports were 23,000,000 bushels of wheat
last year by the St. Lawreuce, an increase of seventy per cuut. within three years
past, the present West should see the power and the motive to erect the St. Law-
rence route into a rival of the Mississippi. What means so simple to enhance the ad-
vantages of the eastern routes as by employing the vote or the veto to suspend the
annuity for dredgfng the mouth of the Mississippi ? Regard the trade and travel be-
tween the West and the tropical countries. See Baltimore, New York, and Bostou
competing to supply western products in exchange for coffee, sufrar, and other com-
modities. Is there not reason why the West and Southwest should apprehend indiffer-
ence, if not opposition, to the direct outlet of the valley t And let it never be forgot-
ten that, with even the cessation of a single season, all the work must be repeated.*
The West will uot have the power to protect itself forever. Under the present census,
let its merchants, manufacturers, farmers, and statesmen demand that this natural and
indispensable outlet shall be placed on such a footing as that no future inactiou or op-
position can impair its usefulness.
Why, then, should not St. Louis, Cincinnati, Louisville, and the whole country that
they represent, demand at once the permanent opening of the Mississippi outlet by a
canal which can never be closed, suspended, or taken away f
It will be said that the present mode of improvement by dredging is successful. We
take pleasure in stating that the latest report of the officer in charge of that work shows
a good broad channel worked out by the dredge to the depth of eighteen feet.t Ves-
sels can now be safely consigned to New Orleans without fear of being stranded on
mud-lumps. To the dredge-boat now at work on the pass and bars will be added, in
January next, a consort. This will insure adequate navigation. We hail this as a
temporary measnre ; it will keep the commerce until a more permanent work shall
have been executed. It is, in fact, a scaifolding for the erection of the Fort St. Philip
Canal. We have given the reasons why that work should be preferred to any substi-
tute. '
The navigation of the Mississippi cannot be materially enlarged without providing
for the reduction of freights.
This cannot be effectually done without enlarging th^ capacity of the vessels carry-
ing grain to a trans-atlantic market, and this involves the necessity of opening an out-
let-channel adequate to caiTy the large cargoes essential to cheap freights. The Des
Moines Rapids Canal and the Fort St. Philip Canal are, therefore, works necessary to
the development of the public domain west of the Mississippi. They are as much aux-
iliary agents of further sale aud settlement as the railroads based upon public subsi-
dies which traverse it. We will, however, take even a more enlarged view of the
necessity for this —
OUTLET OF AN EMPIRE.
The surface drained by the Mississippi exceeds 750,000 square miles, without regard-
ing the fact that the column of States on the eastern slope, in the gorges of the Rocky
Mountains, will be compelled to draw their tropical commerce through the Mississippi
outlet. The population of this area numbers little less than 17,000,^)0, upon an aver-
aice of about 20 to the square mile of the settled portion, a density capable of almost in-
definite expansion. To the normal rate of natui-al increase may be added a large acces-
sion of foreign immigrants. This region exhibited in 1869 the following statement —
OF FOOD PRODUCTION.
Bushels.
Indian corn 650,000,000
Wheat 180,000,000
Rye 4,000,000
Oats 170,000,000
Barley 14,000,000
Buckwheat .* 5,000,000
Potatoes 40,000,000
Total 1,063,000,000
OF ANIMAL FOOD.
There was received in 1869, at —
Beef-cattle.
Chicago 403,502
St. Louis : 222,000
* The normal depth of the river will always return. Daniel Coxe, in a work upon
the English and French colonies, published in 1727, ways: "The Mississippi River has
seven mouths, with a depth of ifourteen feet on the bar.''
i C.'iannel changed by stormy weather, September, 1871.
J
800 BEPORT OF THE CHIEF OF ENGINEERS.
Beef-cattlt^.
Cincinnati, (estimated) 150,000
Louisville, (estiniat'ed ) 75, 000
NewOrleans, (estimated) 100,000
New York from Western States 186,000
Total 1,136,502
Hogs packed in the western cities, 1869-70, (estimated) 4, 000, 000
This immense product, it must be remembered, is the surplus of live stock held in the
country. These are computations of the leading articles of production. They omit
wholly the manufactures, whose value may be inferred from the annual produotiozis of
the four chief cities of the valley —
St. Louis $150,000,000
Cincinnati 125,000,000
Chicago, (estimated) 100,000,000
Louisville, (estimated) 75,000,000
Total 450,000,000
The immense provision-product will be combined with the coal, iron, lead, copper,
salt, lumber, cotton, and innumerable other commodities which are or may be developed,
so that if the export of provisions shall decline, their value will be more than made
good in the exportable commodities into which they will have been transformed.
Confining ourselves, however, to ascertained products which require an improved out-
let to the ocean, we offer the estimate which follows :
TOTAL TONS EXPORTED AND EXPORTABLE FROM THE MISSISSIPPI VALLEY.
Tons.
Cotton 350,000
Tobacco 36,000
Grain 2,000,000
Other provisions 180,000
Total 2,6O6,00f>
Here, then, is a probable commerce that far exceeds that of the Isthmus of Suez at
present. Will our Grovernment hesitate to give five millions wheu individuals have
subscribed a hundred millions for a similar work in a foreign land f
These figures omit much detail of authentic statistics. They may appear startling,
but they are true. When we reflect that this vast area has only been subject to the
control of intelligent man for about three-fourths of a century, and note its prodigious
increase of wealth, population, and progress, no estimate can be excessive. When Mr.
Burke, in his great and unavailing effort to preserve the British Union, would have
impressed upon the nation the vast growth of the American colonies, he supposed it
would appear to many incredible. He therefore said that the growth of the colonies
was BO rapid that even if the estimate should be in advance of reality, '^ while we
pause to make the figures, the fact is upon us ;" a pardonable hyperbole e<]ually appli-
cable to colonies of those colonies. Our statistics gi*ow stale even while we expotie
them to inspection.
We ask every American legislator, is not such an empire, with such inhabitant«y and
such resources, capacities, and destiny, entitled to a commercial connection with the
outer world? Is not the standard of civilization in literature and the arts in St.
Louis, Chicago, Cincinnati, New Orleans, sufiiciently high to justify these people in
demanding facilities of commerce equal with any other portion of the republic T Shall
a people who pay two hundred millions of annual taxes toward the support of the com-
mon Government be denied a highway to the sea at a cost of the annual interest ou
their contributions f They have ceded to the National Qovernment the right of tax-
ation upon imports, the natural fund for removing physical obstructions to commerce.
They have yielded the paramount jurisdiction over their natural highway to the oci^an.
This great highway and outlet was given them by the law of nature and of nations.
It has been guaranteed against hostile obstructions by the valor of the people who In-
habit its shores. Shall this great highway, which neither foreign nor civil war could
obstruct, be shut up by an accumulation of mud f Shall these vast values be incar-
cerated from market for the pittance necessary to relieve and deliver them f For such
services and for such contributions, for such undeniable right and obvious policy, lit
any appropriation excessive or unreasonable f
DISTRIBUTION OF THE EXPENDITURE.
In the application of the money asked for the construction of the Delta Canal, every
dollar may be paid to some important domestic interest. The workshops and ^ip-
REPORT OF THE CHIEF OF ENGINEERS. 801
yards of the North and West will siipplv the engines, dredge-hoats, implements, with
the food, coal, and animals. The Southern States will fnrnish innch mannal labor.
New York and New Orleans will conduct the financial administration. As every part
of the Union will pay its quota of the cost, every part will participate in the distribu-
tion of the expenditures. Not only will the construction of the work promote the in-
terest of all, but it will add to the strength of the republic by removing a cause of sec-
tional discontent. This consideration comprehends a value not to be computed in
money ; it has sometimes cost millions in its consequences.
The Federal Government should not limit its aid to the specific work under consid-
eration. It should adopt a policy by which all impediments to the navigation of the
main stream of the Mississippi will be removed. It is a natural highway, governed by
national authority in its whole navigable length. This duty of the Government may
be most effectually performed by canalizing the main branches at the Des Moines Rap-
ids, the Falls of the Ohio, and the Muscle Shoals ot* the Tennessee. The ship-canal at
Fort St. Philip will complete the system.
The West should moreover impress upon the President his promise to revive the trade
treaties with Spanish America, and insist on the same liberal reciprocity in regard to
their commerce with the Mississippi Valley as has been granted by England in regard
to the Canadaa. If the great West is at this moment guaranteeing and guarding the
sovereignty of Spain over Cuba, and the integrity of Mexico, Colombia, Venezuela,
Chili, and Peru against European aggression, there should be some compensation in the
facilities of trade with the United States. The same may be said in regard to an equal-
ization of the postal subventions connecting the Mississippi Valley with all the prin-
cipal foreign ports to the south of New Orleans on this continent. These vital issues
should be embodieil in the platform of every western political convention ; they should
be insisted on by all caudida'tes of all parties for the Presidency or for Congress.
We bring this extended memoir to a close by enumerating the measures proper for
adoption by Congress in compliance with a national duty :
1. To require an immediate report from the proper department of the Government
upon the pnicticability and probable ci»st of the Fort St. Philtp Canal.
2. To direct the construction of such canal, if deemed expedient, by contract with
responsible contractors.
3. To appropriate an amount of Federal bonds which will net, in market, the sum
necessary to construct the canal and ports.
4. To include in the appropriation for the annual operations for improving the
mouths of the Mississippi River a sum sufficient to meet the annual intercHt on the
cajiital cost of the canal as well as for superintending and keeping the same in re-
pair.
C. — Project of a ship-canal between the Mississippi River and the Gulf of Mexico, by R,
Montaigu, Civil Engineer.
INTRODUCTION.
Of all the elements which enter into and afibct the value of commercial products,
none has made more progress toward amelioration, during our time, than the question
of mode and means of transportation. This truth needs no further proof when we
remember that we have seen the inauguration of railroa<ls and steam navigation.
This extniordinary development in the means of communication was commanded by
the first of all social necessities, that of relations and exchange. The prosperity of a
country is in proportion with the extent of its sphere of expansion. The creation of a
great commercial road, by land or by sea, causes rich and populous cities to rise from the
soil, and former queens of commerce see life and motion leave them and take another
direction, if some new road is inaugurated which overthrows the long-established hab-
its of trade, and diverts them from their ports.
No question, then, can present greater luiportance for the prosperity, and even the
existence, of a great commercial mart. It must tend to increase constantly the extent
of its circulation by the creation of new means. It follows, therefore, naturally that its
iirst duty mnst be to keep in order and improve those means which it already pos-
sesHes. Such is at present the position of New Orleans.
Commanding the greatest of rivers, she sees the productions of the vastest agricul-
tural valley that exists brought daily at her feet. These unique advantiiges, which
she owes to nature alone, insure her a prosperity unrivaled and boundless from the
day she will choose to develop them by her industry and her activity.
But to this, nature has attached a condition. In establishing New Orleans as the
queen and mistress of the Lower Mississippi, it has imposed on her the duty of making
the access thereto easy, sure, and constant. She owes the fulfillment of this condition
to the whole commercial world, for, from the day that transportation through the
51 E
802 REPORT OF THE CHIEF OF ENGINEERS.
months of the Mississippi River would become too bnMensome and onerous, freights
would have to take another and less direct route, and the commerce of the Old and
New Worlds would receive a fatal blow.
But the firat consequence of this perturbation would be the complete ruin of New
Orleans and the division of her profits among certain other commercial centers, pos^
sessin^ perhaps less natural advantages, but gifted with more wisdom and enterpris-
ing activity.
Yet it is to this result we are marching rapidly, and we cannot even plead that we
have not been warned in time. Science, men of experience, seamen, and merchants,
the facts themselves, have fully demonstrated, beyond the shadow of a doubt, that the
Mississippi offers no longer to onr vessels an immediate, easy, and safe access; that
between the mighty river and the sea a wall has arisen, increasing every year; that
while it would be indispensable, in order to reduce the costs of transportation, to in-
troduce in our great cott>on*niart the use of ships of the largest tonnage, it has become
necessary to construct, specially for the New Orleans trade, vessels of middling capac-
ity, in order that they can surely cross the bara that obstruct the entrances to the
river.
In presence of tuph facts, and in presence of the formidable competition which the
North and East aie making to draw to their markets the productions of the Upper
Mississippi, we can foresee plainly the day, not far distant, when our great port will
only be occupied by the coasting-trade and opened to the navigation of smtUIer crafts;
when commerce will have taken another rout«; when our merchants and shippers will
eee the productions of foreign countries reaching them only through northern or east-
ern channels. Then New Orleans will have passed from among the great commercial
cities of the world.
Are these dangers so imminent? This is what our deplorable indolence ha8, to this
day, refused to c<mvince us. It is in vain that official reports, the complaints of ship-
masters, the losses suffered by shippers, the dissatisfaction of consignees, the losses
{)aid by underwriters, have clamored to our ears like so many alarm-bells. We are
oath to suppose that the prosperity we have so long enjoyed can cease, and as long as
ships arrive at our wharves, at whatever cost or condition, we remain slumberii^ iu
treachei*ons security.
There is, besides, an excuse to be found in the difficulties of the question itself. The
most judicious minds, who a^ree that something must be done, cannot come to any
conclusion. Scientific men do not agree as to the origin of the evil. Practical m«n
do not agree better as to the proper remedy to be applied. There is onl^' one point on
which all unite, that it would be necessary to undertake a struggle against nature
itself, the result of which must be doubtful, expensive, and of short duration. How-
ever, it will be admitted that this is no reason why no action should be taken, and
that if the question cannot l>e solved directly by open and bold measures, there may
still be some other means to arrive at a solution. This we come to proclaim openly.
Yes, the danger is so imminent that not one instant should be lost, not to repair the
harm already done — that is beyond the power of man — but to free ourselves from its
future consequences. Yes, something can be done ; something simple, logical, decisive.
Thus to prove indisputably that the powerful hand of nature closes the mouths of the
river to commerce, and that, far from having the power, by any effort of science, to
conquer this obstacle, we tend to increase it every day by necessities of another order,
such as the consolidation and raising up of our levees, will be the first part of the task
we have undertaken.
To substitute to this opening which escapes us, another, wide, easy, practicable at all
times, free from all the inconveniences of the present passes, and fi*ee from all danger
of closing itself subsequently, will be the second part of our task.
The double demonstration, if we prove adequate to the important task we have had
the honor to be intrusted with, contains the salvation and future of New Orleans.
PRESENT AND FUTURE CONDmON OF THE PASSES.
It would be extremely difficult to make a retrospective study of the former condition
of the MissiHsippi, and Ihe importance of the dcposit-s that obstructed its bed during
the early times of the colonization, or even until our time. Official information on this
subject is completely wanting. The able State engineer, Mr. Louis Hebert, said in his
report of 1859 :
" We are still quarreling among ourselves to decide, by words and by arguments
founded on conjectures, what the Mississippi was, what it is, and what it will be. Onr
knowledge of the past rests on facts, gathered here and there, partially in one y<!araud
partially in another; now by this person, then by another — incoherent facts, dit^oiuted
by time, localities, and circumstances."
In presence of sncli declaration, the scarcity of anterior documents and the contra-
dictious they contain, are no more surprising than the antagonism of opinions on
REPORT OF THE CHIEF OF ENGINEERS. 803
actual fact«, for in Ruch matters certainty can only be based upon a long series of con-
nected and systematical observations.'
Thus, on one side, one of onr most distinffuisbed bydrograpbers, Dr. Cartwrigbt,
states positively tbat the bars at the month or the Mississippi have not increased, as it
is generally believed, but have remained the same since one hnndred and forty years,
excepting changes in the direction of the passes and differences of one or two feet in
their depth, the effects of winds and tides. On the other hand, we find data in old
works on this subject stating that, in 1722, there was 25 feet of water on the bars, and
that this depth was reduced to 20 feet in 1767. In our days the depth is only Ib/^ feet,
as shown by the last soundings ma<leby Engineer Hebert, and more recently by myself.
It is certainly much to be regretted tifiat a ^eater number of observations cannot be
gathered, which would enable us to determine and discuss the law that governs this
gradually increasing obstruction, but it is, nevertheless, safe to affirm that the estab-
lished natural tendency is a progressive diminution of the depth of water on the bars.
Another fact resulting from an examination of the past is the continual lengthening
of the delta of the Mississippi in the Qulf. Comparing the exact sbundings made by
Captain Talcott, United States engineer, in 1838, with those made by the same gentle-
man in 1851 and in 1852, we find the deposits of alluvion advanced seaward at the
mean rate of one mile in every 15 years, which represents a progress of .350 feet annu-
ally.
Passing from the data found in the past to an examination of the present, we draw
from official sources the following description of the Mississippi and its mouths in their
actual condition :
After running a distance of five thousand miles from the Rocky Mountains, with a
mean inclination of seven inches per mile; after crossing a basin two thousand five
hundred miles in width, and presenting a surface of one million one hundred and twentv-
three thousand one hundred square miles, the Mississippi flows in a single and mi^jes-
tic channel to within ten miled north of the twenty-eighth parallel, where the river
divides itself in three branches : One, following the axis of its first direction, meanders
until it empties into the Gulf of Mexico. It is the South Pass. Another inclines 35'^
westward. It is the Southwest Pass. The third branch is no less than the principal
channel, which, relieved by these two large outlets, changes completely its direction.
Coming from the northwest, it inclines eastward from the English Turn, making an
angle of 125^, and continues in this new direction until another subdivision takes place,
a portion of the mass of water flowing southward, forming at the Balize the Southeast
Pass, the remainder continuing eastward, inclining somewhat toward the north, and
forming the Pass k Loutre, or Northeast Pass.
Thus, in reality, the river has four outlets to the sea, but only two interest commer-
cial navigation. The South and Southeast Passes are already too much obstructed to
be hereafter counted as regular outlets.
We will therefore confine ourselves to describing the Southwest Pass and Pass ^
Loutre.
Here is what Mr. Hebert, the State engineer, says about the latter:
"The bar at Pass h, Loutre has only a width of 250 yards, and the channel across the
bar is 200 feet wide. A mass of mud in the center divides this channel in two. The
most narrow has only a depth of 12 feet ; the other is wide enough to give passage to a
ship and two tow-boats, and has a depth of 15^ feet. The channel is nearly straight,
ana, with the exception of the elevation in the center and of three others on the side, is
free from obstructions. The bottom seems to be of the same nature as that of the
other pass, sometimes hard and sometimes soft. The direction of the channel is such
that ships can sail on the Mississippi from English Turn, with prevailing winds, dur-
ing eight or nine months of the year. This would relieve them of the expense of
towage."
As to the Southwest Pass, it had, in March, 1858, lf>| feet of water in the channel at
mean tide. The bar is one mile wide, and the channel quite narrow and crooked. Mr.
Hebert calls " the channel " that which has the greatest depths ; for the bar is cut in
all directions by holes and small channels.
Such are, at this day, the two principal outlets of the greatest line of interior navi-
gation in the world. We could prove this description to be faithful by multiplying
quotations; but we deem it sufficient to warrant the conclusion that the Mississippi
has, properly speaking, no reliable open outlet to the sea. Theofy, as well as the expe-
rience derived from tlio many attempts made or projected, will demonstrate that the
Mississippi can never, at any cost, have such an outlet or mouth.
There are two opposite systems to explain the formation of the bars, and each of
these systems is erroneous by its exclusiveuess ; for both are true to a certain extent.
One of these systems attributes the accumulation to the deposit of the immense
masses of matter carried along by the turbid current of the river, which is necessarily
precipitated when the force of the current is destroyed by its Junction with the sea.
This is the old theory of fresh-water allnviuin.
The other systt-ai dcnias that the river has anything to do with this accumulation ,
804 REPORT OF THE CHIEF OF ENGINEERS.
and explains it as altogether cansed by the action of the sea. This is the modern
theory of bottom waves. The sea continnally tears up its shores, and, under the im-
pnlse of winds and carrents, the frafi^ments washed away by the waves are carried to
enormous distances. When the waves strike against an obstacle, the speed decreasing
and even disappearing entirely, the sea abaut^ns all the solid parts it carried, and
these, sinking to the bottom, form shoals and accretions. When the obstacle happens
to be a stream, this deposit forms a bar at its mouth.
In the excellent work of Linant Bey and of Mongol Bey, on the Isthmus of Suez, we
find that operation described as follows :
"The carrying power of the sea depends upon the size of the tides and the direction
of the winds, as also of their intensity, combined with that of the currents which are
found in all the seas. Thus while considerable masses of the matter are set in motion
along the sea-coasts, the rivers, and particularly those of a great length, only carry to the
sea muddy matter of so little weight that it is carried afar and deposited in the depths
of the sea. We have a remarkable instance in the river Nile, whose waters, at the
period of inundation, can be distinguished, from their peculiar color, at a distance
of more than ten leagues at si'a. All the accretions and shoals up to eighteen miles of
its mouth are muddy, while all the bars at its mouth are composed of sand.''
The obstacles at the month of the Nile, therefore, proceed evidently from the sea.
To demonstrate this with still more certainty, we wiM quote the reasoning of the engi-
neer, Bonniceau, in regard to the alluvion in the river Mersey, in his excellent work on
the navigation of tide rivers:
*^ If the accretion came in any sensible degree from the highlands, the quantities
deposited from time to time ought to be proportionate to the quantities of rain which
fall during the same periods ; mr the volume of matter brought down from the high-
lands and carried by the river must be regulated in a great degree by the quantity of
water that carried it. But it is a well-established fact that the accretions of sand to
be found at the month are so much greater when the volume of water is smaller ; while
in high- water time, when the Nile contains nearly O.OOd of suspended matter, the sand-
banks are carried off and distribnt'ed a great distance at sea.''
We have quoted at leu^h in order to demonstrate at the same time all the force of
this system in certain circumstances and its insufficiency in others, particularly in
what concerns the MiHsissippi.
To prove that the system of the formation of bars by the carrying of marine detritus
is insufficient to give us satisfactory explanation of the difficulties which surround
this vexed question, we have only to remark that the action of the Mississippi is di-
rectly opposed to that of the Nile. It is during the season of rains and high tides,
when the river carries 1.1153 in weight of matter in a suspended state, that the deposit
on the bottom and upon the bars is greatest, which could be easily foreseen, and is
clearly explained by the system of fresh- water alluvium. It is at the time when the
difference between low-water and high-water marks is 14 feet, in the city, that tbe
bars are most difficult to cross.
As to the carrying away of the bars by a confluent volume of water at high-water
mark and their scattering in the sea, it is a question far from being raised.
On the other hand, it is evident that if the accretion of alluvion was caused exclu-
sively by the Mississippi, it would take place from outside to inside the bar, and would
tend to extend against the current of the stream, instead of advancing progressively
seaward ; as, approaching the bar already existing, the current would lose its swiftness
and would allow its muddy load to settle inside of the obstacle. Besides, the geologi-
cal soundings made by engineers of the Unite<l States through the sedimentary accre-
tions of the bars have demonstrated the existt^nce of four or five evidently distinct
strata, the origin of which runs back to regions of the Gulf, far from one another.
Thus one is disposed to recognize in tbe bar at the Northeast Pa8s, or Pass & Lfoutre,
alluvium proceeding from tbe Alabama River, and the sands of the Rio Grande can be
identified in the strata obstructing the Southwest Pass.
From these apparently contra<Uctory arguments we may infer that these two canses,
the river and the sea, concur to form the mouths of tbe Mississippi, each in its respect-
ive limit, and to leave only one principal outlet, perhaps sufficient as an issue to it.s
waters, but too much restrained and irregular for the necessities of an oxt>ensive navi-
gation. These two equally powerful causes do not balance each other at any given
time. Each has its period of weakness or energj'.
The river in ordinary circumstances, that is to say, at low-water mark, or at mean
tide, carries a certain quantity of matter, which is distributed in the depth of the
liquid mass according to its density, the finer and more diluted mud being nearer the
surface.
The swiftness of the current near the bottom being much less than the swiftness of
the upper current, the deposit in the bed of the river of all the heavier matter takes
place e»pociully when the current approaches the eighty-feet wall which forms the
main body of the bar, leaving only an outlet of fifteen or seventeen feet above it. In
this outlet the water increases, and being copipressed and undergoing the same press-
REPORT OF THE CHIEF OF ENGINEERS. 805
ure, it obeys the laws which cause the contraction of the fluid veins. It is not then,
therefore, that it deposits the light mad with which it is laden, but carries it out to
sea a distance of several miles, and a wide circle indicates the limit where this mud
ceases to color the water, and where the sea, after dividing it into minute particles,
spreads them afar under the action of winds and currents.
Mr. Charles Ellet recognized at sea the existence of a stratum of fresh water, about
7 feet in depth, floating in the waters of the Gulf without mixing with them ; and this
phenomenon of two distinct currents manifests itself on the bars, where it is ascertained
that under the columns of fresh water there is a counter-current of about 8 feet of salt-
water. This new narrowing of the outlet corresponds with a new increase of swiftness, for
while the velocity of the river is only 2.6 inches at Carrollton. it runs at a rate of three
miles at the surface, and nearly two miles near the bottom, when passing over the
bars.
The existence of this nnder-current combines, with the Increase of swiftness we
have alluded to, to render impossible any fresh-water accretions during the mean or
low-water mark. Thus, during this period of mean and low water, the river carries to
the sea all the alluvium the density of which has prevented their deposit in its bed
before reaching the passes. Nothing remains on the bars.
It is no longer the same at high-water. Then the outlet is no more sufficient, the
river drives the counter-current before it, and its waters occupy the whole passage.
Bnt, as its increased swiftness has enabled it to transport more numerous and volumi-
nous materials, these, detained in thoir course by the friction on the bar, and by the re-
sistance of the sea, settle on and obstruct the bars. Moauwhile the upper current of
the river, whose velocity has not been reduced, carries afar in the Gulf all the lighter
alluvinm, which it there leaves to settle in the depths of the sea. If, while this press-
ure takes place in the fluid vein, a strong tide or a storm should drive the sea against
the pass, the struggle between the sea and the river current, trying to force an issue,
plows up and drags away the matter which had deposited itself horizontally on the
bar; it disturbs it, and occasions accidental obstruction at high-water mark, and gives
birth to those singular phenomena known as mud-lumps.
If the river, during its rising period, partially builds up the bars, either by extending
them inward or by adding to their height, the sea regains its superiority during high-
tides or great storms; for it piles up new materials at the base of what already forms
the outer wall of the bars. These materials are thus, in great part, restored to their
former origin ; for the greater portion consists of alluvium that the great river had fur-
nished, and it is fortunate that such should be the case. The argillaceous nature of these
materials prevents the accretion formed from attaining too much consistence, and
resisting the causes of destruction or removal to which they are exposed.
Fortunate would be New York if the vast sand-bank which is gradually invading its
port was of a nature so little resisting.
This double and iri'esii'tible action of the river and the sea, which we would describe
more minutely if it would not lead us too far from our subject, follows and obeys an
immutable law of nature, to attempt to change which, by any contrivance of man,
would be folly ; for the more closely we study its working, the more convinced shall
we become that its fleld of operation is too vast, and must increase rather than remain
stationary.
The gradual growth of the obstructions at the mouth of the river, previously referred
to, has been and still is accelerated, if not entirely caused, by the system of levees as
now practiced on a yearly increasing scale. This system has prevailed over the sys-
tem of lateral outlets, and, without wishing to discuss at present the wisdom of that
preference, we make note of it, and only remark, that the mass of alluvium which for-
merly deposited itself in accretions on the swamps of the delta now go entirely to the
sea. This is doubling the volume of fluvial matter which drifts into the sea; it is,
therefore, doubling the materials with which that indefatigable builder will erect the
walls of our bars.
On the other hand, as the delta projects itself farther out, the various mouths of the
river are left every day more exposed to the action of the winds and currents without
protection. It is admitted that any great river that does not empty into a bay capable
of protecting its mouths against the action of the winds and waves must soon be ob-
structed by the formation of bars heaped up by the sea. Such has been the case with
the Ganges, the Nile, the Mississippi. It is even necessary that the surface of the bay
should be, to a cert>ain extent, proportionate to the volume of water which is dis-
charged in it; if too small, the river does not lose a sufficient portion of its swiftness,
and comes out of the bay still exposed to the contrary influence of the waves. The bay
in that case is but an enlarged outlet of the river.
If the bay is too wide, the swiftness of the stream is quickly reduced, and its sedi-
mentary deposit Alls up gradually the basin in which it discharges itself. Such is the
ca«e with the river Clyde. Some hydrographers are of opinion that the vast bay
formed by Lakes Borgne and Pontchartrain, and yet called the ** Mississippi Sound, ^'
was destined by nature to be the real outlet of the river, and that, by closing the out-
806 REPORT OF THE CHIEF OF ENGINEERS.
lets of ifcfi waters in the two reservoirs above and below the city, the natural coarse of
this navigable highway has been completely changed.
Whatever may l>e the case, the progressive tendency of the delta toward the sea will
only increase the iucamberiug and obstructive influence of the winds and currents.
The South and Southeast Pasues, henceforth impracticable for ships of ordinary draught,
prove that, where this influence is direct and in the course of prevailing winds, its ef-
fects are alike prompt and dangerous. The North and Southwest Passes have thus far
escaped this action, only because they have been partially protected by their peculiar
direction.
Consequently, nothing can be hoped from the natural agents, either in the present
or future, to improve the condition of the mouths of the Mississippi. Far from it. We
have demonstrated that this condition can only grow worse in the course of time.
Let us now discuss the efforts that have been made to undertake a gigantic straggle
against forces that are natural, eternal, and necessary. We will embrace in the same
examination the siady of the means indicated, but not tried. We will find the result
of this examination in the conclusions of the State engineer, Mr. Hebert :
" Let us submit ourselves, not to struggle with the Mississippi. We have no hold
over it. Our presumptuous efforts can only result in bringing the punishment on our
own heads.''
The slightest reflection on what precedes will enable any one to understand that the
idea never entered the mind of any practical man to remove and annihilate those im-
mense masses called bars. Let 5ne imagine enormous blocks of mud, having a length
of several miles, a width varying from one-fifth of a mile to one mile, and a height of
more than 80 feet. Let them be represented propped on the river-side by an abutment
which is formed by its bed, upon which the deposits of ages in the untroubled waters
have caused such elevation of that bed that its height is 80 feet more than any other
point as far up as Baton Rouge, although the mean declivity of its surface is :^ inches
per mile between these two extreme points. In presence of such gigantic obstacles it
will be easily understood that all the hope of science and commerce has been limited
to the excavating of their upper surface in order to procure an open and permanent
way to navigation. Consequently a regular passage of^from 3 to 5 feet more depth than
actually exists on the bars is the extreme height of the ambition of our engineers aud
our merchants. But, as modest as may be this ambition, it is necessarily doomed to
disappointment, for. a sort of compromise has been entered into between the sea and
the river, by the slow and alternate poising of their opposed forces, by which the
necessary outlet for the river has been fixed at a height of 15 to 17 feet. We cannot
go beyond this.
The first work for the improvement of the passes goes back as far as 1839. The Fed-
eral Government commissioned Captain Talcott, of the Corps of Engineers of the
United States, to proceed to the opening of a regular channel. That officer used in
his attempt the ordinary bucket-drag; but circumstances were so unfavorable that he
obtained no result. In one stormy night twice as much mud was thrown into the
Southwest Pass as had been taken away after these expensive labors.
In 1852 the Federal Government made with the Tow-Boat Association a contract for
the opening of the passes. This contract was fulfilled, and the work executed in
twelve months. The means used by the association were the harrow and the rake,
And the result was successful beyond all expectations ; a channel was dug 18 feet ia
depth, and on a length of one and a half miles. This process hud already been suc^
cessfully adopted on several alluvion rivers in England.
As, aiTer this result, no ulterior measure was adopted by which to maintain the
Southwest Pass in this prosperous condition, and the causes of the formation of the
bar not having ceased to act, the bar naturally very soon became as impracticabln as
ever to navigation. It was again a dreadful storm that destroyed the work already
accomplished.
A new effort was attempted in 1856, but upon an entirely different principle, and
based upon a theoretical conception. The Corps of Engineers of the United States
thought that, if it were possible to give the river a greater velocity in the locality of
the bars, the dex>osit would be swept off far away, and the passage would remain /ree,
without any necessity for periodical and expensive labors. This solution corresponded
with the hypothesis of the formation of the bars by the immediate precipitation of
the fluviatile alluvion, without taking into account the action of the sea. In conse-
quence, Messrs. Craig aud Rightor were authorized, by a contract with the Govern-
ment of the United States, to open a canal 300 feet wide by 20 feet in depth, in a
straight line across Southwest Pass, and a similar canal across Pass d. Loutre. The
work in both passes was to be completed in ten months. The contractors were, beside,
bound to open these channels during four years and a half, to begin from the comple-
tion of the work. Subsequently the contract was amended by reducing the required
depth of th« channels to ifi feet instead of 20, and by granting an extension of .time.
The plan prescribed to the contractors was the closing ui) of all the passes except the
Southwest Pass and Pass ii Loutre, and the contraction of the current by means of
REPORT OP THE CHIEF OF ENGINEERS. 807
oblique dikes, made of strong piles, placed at a distance of 5 feet, and connected by
boards 5 inches thick, with crowning-boards connecting the heads of the piles to one
another. '"•*-»- — '
The work performed in PasH h Lontre began on the north side and extended itself fin
a diagonal line in the current to a short distance from the bar, and on a length of 550
feet. In the Southwest Pass this breakwater was not over 3,000 feet in length. Thc^se
enormous expenditures gave no result, and the contractors had to g^ve np the work.
But, even had a result been obtained, it could only have been temporary, like every-
thing else that has been attempted to modify the condition of the passes.
The problem of the outlets of the Mississippi had been assimilated to that of the
mouth of the river Clyde, where a breakwater made of stakes supporting a stone-work
had given excellent resnlts. The assimilation was incorrect, inasmuch as the Clyde is
protected at its mouth against the action of the waves by the Forth into which it emp-
ties, and that the only cause of its accretion was the too great extension of the Forth, as
compared to the volume of water proceeding from the river, which arrested its swift-
ness and determined the precipitation of the deposits. We will observe, besides, with
Mr. Hebert, that any wood-work placed in the waters-near the Qnlf would be destroyed
by the worms in a very few years.
After this fruitless attempt the contractors created, during some time, a navigable
channel, by employing the expensive process of blasting. But all this was again made
useless by th^ incessant but silent working of the forces which cause the formation of
the bars, and Messrs. Craig and Rightor had to abandon definitely their contract.
Since that experiment, ai\ the science of the engineers who propose to improve the
bars is confined to the drag to break up the accretions and carry them out to sea, or to
the nse of the harrow, to disturb them, confiding to the current the task of carrying
them out. In both of these systems, so little dinerent from one another, it is well un-
derstood that this work can only be made permanent by means of an annnal fund
created for this ever-recurring task.
Captain Duncan's plan consists in the purchase of a dredge-boat, costing (50,000, and
operating successively on the two bars during four months each. The calculation of the
cost attendant on this work shows, after deducting the cost of the boat, the net sum of
$105,270.
Mr. Hebert opposes this plan for various reasons, which are well worthy of attention.
" First," he says, " this work would demand heavy expenses for boat and machinery;
and when the mud will have been detached from the bottom it will have to bo put in
other boats, which will carry it out to sea. Man}' laborers will be needed, and the proc-
ess will be very slow. Secondly, while these boats will be employed in the channel,
they will incumber it in such a way that ships will not be able to pass, and commerce
will suffer."
Mr. Hebert's plan , which is based upon the use of the scrapers and the harrow, has
not, he thinks, tnose inconveniences. We cannot agree with him on that i>oiur. ; for
the two boats which he proposes for the two passes, and the mauagement thereof, we
find, again, an expense of $150,000, of which f50,000 will have to be renewed annually.
The dilference for sncb an object is not much. As to the presence of a boat in the
ch*»nnel, it seems to us equally troublesome in either system.
But what induces us to embrace both in the same condemnation is the judgment
passed upon them by the facts we find in the past. Was it not the drag that Captain
Talcott used in 1838 and 1839 ? A night was sufficient for the destruction of all he had
achieved. Was it not by me>ans of the harrow that the Tow-Boat Association opened
a temporary passage ? A single storm suffice<l to fill it anew.
Can nothing better than such uncertain and feeble results be obtained in this en-
lightened age, for the security and benefit of the immense commerce entering into and
issuing from the Mississippi — a commerce already counted by hundreds of millions of
dollars, and destined, with proi>er facilities for the safe and speedy entrance and de-
parture of vessels, to -vie with that of the largest ports of the New or Old World in
richness and extent f We believe there can : and we shall proceed to examine whether
an outlet from the Mississippi cannot be obtained by means and through a way more
sure and durable than any that have yet been proposed.
Jll Ihe invealigations hitherto made convivoe us that tcearepotrerlefs to improve permanently
the outlets of the river, either hy acting directly on the passes or by modifying the general
course of action of the. river itself; and we are again and again compelled to admit that the
Mississippi has not, and cannot have, a reliahlcj adequate outht at the extremity of its course.
Before we attempt to create another, let us examine the consequences of this propo-
sition on the commerce of New Orleans.
NKCESSFTY OF A COMMERCIAL OUTLET TO THE MISSISSIPPI.
The free navigation of the rivt^r by ships equal in size to those which frequent nnd
snpply all great ports, that is, of an average tonnage of 1,000 to 2,000 tons, han always
been the hope and the dream of the commerce of New Orleans. The numerous failures
808 REPORT OP THE CHIEF OF ENGINEERS.
experienced have not yet destroyed that hope, nor have the sad lessons of reality been
Bumcient to dispel the dream. This illusion has, however, cost dearly to our port.
Our commercial navigation offers the singular anomaly of one of the greatest foreign
exportation trades on a distance so considerable -as the width of the AtlantiCi carried
on by means of small ships, whose average tonnage does not exceed 692 tons. We
will have occasion soon to refer to the deplorable consequences of this singularity.
If at the beginning of our great commercial enterprise, which does not go back to a
very remote date, public opinion had been as determined as it is now, concerning the
impossibility of opening the mouths of the Mississippi to the navigation of large ves-
sels, the force of circumstances, the encouragement found in the admirable condition
of our port, and nrgent necessity, would have induced the founders of this community
to adopt, at an early date, the only measure that reason points out, and which we want
to attempt now. They wotUd have left cuide the passes^ and would have a direct outUtfrom
the river. For the last forty years New Orleans would have been the first port in the
United States. New York would have only occupied the second rank. It is not too
late to open our eyes to truth, and to act with energy and promptness, no longer to
conquer anew a rank that has escaped us forever, but to avoid the consequences of our
former and fatal errors. It is now no longer the question of glorious predoniinauc«,
and of rank to be assumed. The question is to defend our existence, and to preserve
for our wharves the produce disputed by unrelenting competition. Our rivals act and
create ; as for us, we are content with making official reports on the subject, and when
these reports uniformly conclude by an appeal to Congress, we wait, with our louki)
turned toward Washington City.
Previous to the war with England New Orleans had not awakened to her great
commercial existence; the greater portion of her commerce found a channel throngh
Lake Pontchartrain and LaKe Borgne. When, for the defense of the country, it became
necessary for the Federal Grovernment to close those two outlets of the river above and
below the city, nothing was left to the latter except the way by the passes. At that
early time the clever speculators of New England nnderstoo<l the immense benefits
which a navigation that could only be performe<l through countle^ss shoals, through a
maze of reefs whose positions vary incessantly, and where the use of a great auxiliary
power was indispensable, would promise to a piloting and towing association. Thus
it was that the burdensome exigencies of pilots and tows w^ere impose<l upon our
newly-born commerce. .However, the hope existed, even at that date, that the yoke
would be thrown off the day when great works will open forcibly the mouths of the
Mississippi. It was necessary to submit to this for the time being, and to conform to
it the condition of the commercial navigation. Meanwhile navigation in large vessels
was abandoned and ships of small draught were constructed expressly for New Orleans.
At last came those attempts at improvements, so long promised and so impatiently
expected. We have seen that they go as far back as 1839, and we have narrated the use-
less labors of Captain Talcott. During that time the deplorable condition of our navi-
gation called from the shippers of the interior, from our own and foreign merchants,
such numerous and energetic complaints that they suggested the idea of a passible
competition. This consisted in nothing less than to bnild, at great cost, railroads on
all the width of the continent to meet the Atlantic ports, while the great river, '* that
moving road,^' as Pascal calls it, was gratuitously left to us. Moreover, the greater
portion of the articles which would have been carried upon these railroads consisted
of agricultural products of a comparatively small value and cumbersome nature, for
which the question of rapidity was immaterial. It must be conceded that all these
motives made the prospect but little encouraging, and that it needed all our infatua-
tion to permit a succees so doubtful to all appearance.
Notwithstanding the incomparable superiority of the Mississippi over all other prac-
tical routes, the railroad system began to draw an important portion of the produce of
the valley of the Mississippi. All the North and a portion of -the center belong to
them; it is by a net of railroads and by the navigation of the great lakes that the
grain from the West and Northwest, the most colossal mass of agricultural products
over thrown into circulation by any country in the world, finds an issue. The time
may yet arrive when we can again enter the lists and bring back to it^s natural route
a certain portion of this immeuHe tonnage. This will be when we have a secure outlet
for the river with a constant depth of water of ^22 to 24 feet, together with a direct
communication with Europe in ships of considerable tonnage. To obtain tbia rei^nlt.
so easy, since it only depends on our own will, it is necessary that the coinununity
should be thoroughly enlightened upon the present condition of commerco at the
mouths of the Mississippi and the consequences to the prosperity of our city roaulting
therefrom.
We cannot quote, in this respect, a more instructive document than that we find in
the report of the committee of the New Orleans Chamber of Commerce, commissioned
to visit the bars in February, lHr>9. This committee was composed of Messrs. W. Creevy,
£. L. Wibray, J. B. Murrison, Q. A. Fosdick, and P. H. Skipwith.
I
REPORT OF THE CHIEF OF ENGINEERS. 809
The aiDonnt of merchandise delayed at the bar on that occasion, seeking ingress or
egress, was estimated as follows :
1. For exportation.
Cotton, bales, 71,985, at $60 $4,319,100
Tobacco, hogsheads, 3,337, at $150 500,550
Sugar, hogsheads, 2,277, at $75 170,775
Molasses, barrels, 1,575, at $12 18,9U0
Pork and beef, barrels, 11,309, at $18 203,562
Flour, barrels, 11,417, at $5.50 62,793
Lartl and ham, tierces. 2.929, at $30 87,870
Wheat, sacks, 3,789, at $1 3,789
Total ..-. 5,367,339
2. For importation.
An approximation of value 2,000,000
7, 367, 339
" It will be thus seen,'' says the committee, " that there is now held in check, in conse-
quence of the impediments to navigation above referretl to, property worth nearly five
and a half millions of dollars, the interest of which for a single day, at 6 per cent, per
annum, amounts to about $1,000. In this estimate no account is taken of the value of
the ships, nor any but the leading articles of produce ; nor the cargoes of the ships
which nave cleared and are ready for sea, and whose commanders deem it more pru-
dent to remain at the wharves until there is a prospect of getting over tlie bar without
difficulty, than to lie at anchor inside or aground on the bar in tbe crowd of ships, and
liable to damage. This is a startling array of figures; in itself sufficient, in the opin-
ion of your committee, (o arrest public attention and cause the most indifferent to re-
flect on the evils likely to arise from such a derangement of the commerce of the city,
and which will end in the total ruin of our trade, and even our very existence as the
emporium of the Southwest, unless prompt and energetic means are adopted for the
removal of these obstructions.
"Much has been said and written on the subject of the railroads which now tap the
Mississippi River, and have their termini on the Atlantic shore, and of the injury which
they were likely to work to the trade of New Orleans, by diverting the produce of the
great valley of the Mississippi from its natural outlet there; but these your committee
have read and listened to without the least feeling of alarm, having an abiding confi-
dence that the Misstissippi would continue to be the great highway for the produce of
the valley which bears its name, and New Orleans the great depot and point of exporta-
tion, if there was free communication with the Gulf of Mexico for vessels of the class
required by the yearly increasing necessities of trade; but they must confess that the
spectacle which presented itself to them at the bar gave rise to grave apprehensions
whether or not it would be possible to retain the trade of New Orleans and maintain
its position as the greatest exporting city of the Union, unless some measure of relief
is speedily granted ; nor are the movements going on around us calculated to allay these
fears. Already rival cities, taking the advantage of our misfortunes, are putting forth
their claims to a share of the tratle which has heretofore been ours, and which, we are
constrained to admit it needs no prophetic eye to discern, must soon se<*k other channels
unless these obstructions are removed ; for your committee do not doubt that every fa-
cility will be given bv our rivals to those frequenting this port and mart, which their
own resources and all the outside aid they can bring in will command.
" In the list of property detained at the bar is comprised one item of nearly 72,000 bales
of cotton. Some of these outward-bound ships have been detained for several weeks,
and it is hardly to be supposed that parties in want of cotton will again send their
orders to New Orleans, if there is the least likelihood of a similar delay in getting it
to market ; and if this community is not alive to its interests, the now famous cotton
mart of New Orleans wiU speedily become a thing of the past. Again, the bills of
exchange drawn against the cargoes so detained will, in all probability, mature before
the produce arrives, when, by all ordinary calculations, it would have been at hand in
time to meet them, and this is another ramification of the evil which may overtake us
in the shape of a derangement of our monetary afi'airs, consequent upon the difficulties
which parties may experience in raising funds to retire the same.
" Of the value of the cargoes of the inward-bound ships your committee have no data,
but they think it may be safely put down at two millions of dollars. Many of these
ships are laden with ^oods destined for the West and western trade, and it requires but
a slight effort of the imagination to picture the loss and inconvenience which the own-
ers have suffered by having their goods detained until the proper season for their sale
J
810
REPORT OF THE CHIEF OF ENGINEERS.
is past. These, again, are not likely to order their supplies to be shipped via New
Orleans nntil they have the assurance that these impediments to the navigation have
been permanently removed. In looking at the question from this point of view, we can
see the interest of the consumer, although apparently remote, is actually near and pos-
itive. So large an amohnt of goods being kept out of market, must necessarily en-
hance the value of those on the spot, and he therefore has to contribute his quota of
the loss by the advanced prices which he has to pay for the articles of import which
he requires."
One month after the visit of the committee of the chamber of commerce, the State
engineer, Mr. L. Hebert, and his iirst assistant, Mr. L. J. I^meaux, arrived at the passes
to prepare their report to the legislature.
On the 3d of March, they found three vessels aground on Pass k Loutre ; one of these,
the Mary R. Campbell, drawing 19 feet, had been aground sixty days ; another, the
Avon, drawing 16^ feet, was on the bar since the previous day ; and the third, the Leb-
anon, drawing 17^ feet, had been there three weeks. The previous day a laree ship,
the Lancaster, that had been aground forty-eight days, had been at last pulled out of
that unpleasant fix. Vessels thus remaiu on the bar because of the tortuosities of the
channel. Each vessel that runs aground causes a diversion and a separation in the
current, and consequently the formation of other secondary bars. The strongest tow-
boats cannot follow the channel in all its irregularities, and thus it is that they run
aground vessels drawing less water than there is in the channel.
Arriving at Southwest Pass on the same day, 3d of March, Engineer Hebert found
at anchor, inside of the bars, thirty-five vessels awaiting the possibility of egress.
There were also three on the bar and seventeen outside, at anchor, awaiting to be towed
in. There were then altogether fifty-five vessels detained. Here are some interesting
documents concerning thirty of them :
Names of vessels.
Bullion t
Fanny Forrester
J. Montgomery
Bessel
Saint Louis
West Point
Bannockbnrn
Potomac
Creole .«
Wm. Lord, jr
Aran
E. Merson Smith
Bamberg..
Mary
J. Morten .•
Huntress , .-
Levi Woodbnry
Sheridan
Athena v
Bamabus Webb
Lockinvar..b
E. F. Gabain
S. E. Pettigrew
Ch. Davenport
Victory
Arctic
Lady Sale
Ocean Monarch
Wm. Stetson
Cear
Draught.
Feet
18
18
16i
18
m
m
18
18i
18^
18
18
18
18
19
m
19i
17i
19i
19
17f
18i
17i
m
m
m
Days of
detention.
8
34
9
24
3
3
10
12
1
15
7
7
22
32
25
15
26
22
10
29
8
39
26
1
9
2
1
5
1
3
** Between the 28th of February and the 3d of March, at 3 o^clock p. m., a few of the
abov<^-named ships were taken to sea, but others had been brought from the city, and,
as before stated, there were on the 3d r.f March outward bound thirty-five vessels. Two
of the ships on the bar were much in the way. The Tow-boat Association are busy
bringing in and passing out vessels, but they have more than they can do, on account
REPORT OF THE CHIEF OF ENGINEERS. 811
of the iinmense power thej are oompelled to use, and the long time tbey have to give
to each ship. With the large number of vessels now detained, and those that are con-
stantly arriving, there would seem to be no end to the work the tow-boats have before
them."
One more quotation, taken also from an official source, will be sufficient to prove
that the commerce of our city suffers from the present state of things. The committee
of the legislature on commeroe and manufactures closes as follows its report of the 3d
of March', 1859 : .
" In conclusion, we beg leave t'O call your attention serionsly to the present condition
of the bar at the mouth of the Mississippi River, which, at this time, cannot be crossed
by a majority of vessels coming in and going out, without great labor, cost, and delay.
We further call your attention to the enormous amount of appropriations from the
General Government which have been expended in attempts to remove this obstruc-
tion, without any benefit whatever. We therefore recommend, and hope your honor-
able body will take immediate steps to present this state of affairs to Congress, and
urge action on tbe part of the proper antliorities."
Independent of the inconveniences enumerated above, some others exist that result
from the very position of the mouths of the delta, and their stretching out in the main
esa.
Their approach is surrounded by difficnlties ; no shelter protects the vessels against the
winds and waves,- and the large number of shoals that are found in their vicinity ren-
ders the service of a pilot indispensAble.
During at least eight da} s m tbe month in the winter season fogs prevail of such in-
tensity as to render ingress or egress impossible. Engineer Hebert mentions this obsta-
cle in his report of the 9th of March. Speaking of his arrival at the passes on the 28th
of February, he says :
'' Here I encountered such heavy and constant fogs that, although I ran from pass to
pass, taking notes of the shipping, steamers, &c., it was only on the 2d and 3d of March
that I could make the examination of the bars."
Moreover the necessity of towing carries with it, as a peremptory consequence, fre-
quent damage, and an extraordinary rapid wear and tear of the vessel. The effect
on a shin's hnll of the traction of one, and sometimes several tow-boats, pulling her,
and making her force her way through a muddy mass, whose surface is generally
soft, but which is sometimes hard at a depth of 18 inches, may be easily imag-
ined. We have seen on the 3d of July last, at the Pass k Lontre, four tow-boats
hitched to a single vessel, and applying to her four different angular forces. Each of
these tow-boats was of at least 400 horse-power ; the ship's draught was only 17 feet
b inches.
Finally, the cost of this so destructive auxiliary force is exorbitant, and while it
makes the fortune of the rival companies that carry it on, it burdens our port with a
tax exceedingly onerous in our competition with Atlantic ports. It can be estimated
at 83 cents per ton for vessels of small tonnage; a ship of a thousand tons pays for
towage up aud down the river $1,043, and nuiHt bear an additional charge of $150 if
compelled to take a second tow-boat to cross the bar.
Official documents estimate the tax levied by towage and pilotage on the commerce
of New Orleans at over $2,000,000. And this tax has for its only result to prolong an
expedient which compromises our present and future existence.
Let us recapitulate the various charges in an act of accusation which might be madb
by the commerce of New Orleans against the navigation of the passes. The access to
the passes is difficult and dangerous. It is unprotected and exposed to every wind.
Pilotage is of imperious necessity. The condition of the passes makes it necessary to
employ tow-boats, the use of which is as ruinous to the solidity of the vessel as it is
expensive.
The two- boats themselves are of insufficient number to meet the necessities of navi-
gation ; besides, they cannot bring over the bars with anything like regularity ships
drawing more than 16 feet.
The vessels thus detained on the bars are exposed to damage, the risk of Which aug-
ments greatly the rates of insurance.
During all the time of their detention there is a loss to the ship-owners in interest
on the snip's capital, in the decrease of an annual circulation of^ this capital, and in
the increase of the crew's wages and consumption of stores. The tardy arrival of his
merchandise in the market destroys all the favorable chances of speculation of the
shippers of the cargo, the merchandise is exposed to deterioration by the decay, and
he runs also the risk of seeing his drafts on foreign markets returned to him protested.
All these causes of complaint fall back upon the merchants of New Orleans, by de-
preciating our market, and cansing our customers to send their orders to other markets,
where they are sure to be filled with certainty and promptness.
The committee of the chamber of commerce was, therrfore, right when it stated
that New Orleans could only preserve her position as the great mart of the Southwest
812
REPORT OF THE CHIEF OF ENGINEERS.
on condition that a free commnni cation with the Gnlf of Mexico be established ; now
ihi8 free communication does not and cannot erUt through the passes.
The committee adds that this facility of communication mast exist for ships of the
class claimed by the ever-iucreasiog wants of commerce. This judicious remark leads
us back to that which we made on the singular character of the commercial naviga-
tion of New Orleans, giving rise to one of the greatest shipping enterprises in the
world, that of American cotton to Europe, across the Atlantic, in ships of compara-
tively small tonnage and slow speed.
We have explained how the state of the passes had imposed these hard conditions
upon us. We will state the facts by means of the official figures furnished to us by
the statistics of the business of the port.
1.— E XPORT ATI0N8.
Year.
American voaselH to foreifin ports
Foreign! vessels to foreign ports . .
Coast trade
1858-'59 •
185e-'60
Total.
' American vessels to forei^ ports
Foreign vessels to foreign ports . .
Coast trade
I
Total
Vessels.
834
336
1,015
2,185
958
9^3
3,235
Exported tonnage.
Exported tonnage
do
do
Exported tonnage
do
do
Tonnage.
Value.
I
641, 392
167,964
^^'^^ ' !- $101, 634, 952
1, 219, :fc28
713, 5H8
180,733
354, 205
1, im, 926
108, 393, 567
2.— IMI'OBTATIONS.
Year.
185d-*59
1859-'60
Total.
' American vessels from foreign ports.
Foreign vessels from foreign ports. . .
Coast trade..;
I
Total.
American vessels from foreign ports.
Foreign vessels from foreign ports. . .
Coast trade
Vessels.
694
345
1,024
2,062
696
3-28
1,028
3.052
Imported tonnage, j Tonnage.
Imported tonnage
do
do
Imported tonnage
do
4o
493,522
167, 5H8
521,972
1, 182, 082
458. 310
178, 2H6
575, 433
1, 212, 029
Value.
$16, 678, 092
30,634,393
Total number of vessels circulating across the passes has therefore been 4,247 in 18.58
-'59, and 4,287 in 1859-60, both for exportation and importation, and the total tonnage
has been 2,401,:U0 tons in 1858-^59, and 2,460,555 in 1859-'60.
The comparison of these two years gives us an average of 565 tons per vessel for the
prece<ling, and 574 tons per vessel for the current, year.
But if we examine especially the exportations to foreign ports, we find in 1859 1,170
vessels exporting 803,356 tons, which givos us an average of 692 tons per veiwel. In
1850 there were 1.292 vessels exporting 894,321 tons, making again an average tonnage
to foreign ports of 692 tons.
It will be seen that this tonnage, so small when compared to that of Atlantic ports
having vessels of 1,200, 1,500, and 1,800 tons, is required by the nature of the outlets of
the Mississippi. In fact, it can be admitted as an average that a vessel of 600 tons
draws 14^ feet of water; one of 800 tons draws 16 feot of water; one of 1,000 tons
draws 18^ feet of water; one of 1,200 tons draws 20 feet of water; one of 1,500 tons
draws 21 feet of water. Can such a state of things continue at a time when it is de-
monstrated that the greatest profits are earned by the largest ships ?
It Is evident that, due allowance made for proportion, large vessels cost lass to build
than small ones ; they take less materials, secure a greater economy in the general
exi>ensos, and are faster and safer. All possible advantages will then be found in sub-
stituting large vessels for small ones wherever the natural conditions of navigation
will permit this change. As for ourselves, until we shall have created an outlet to the
Mississippi, witli a regular depth of 22 to 24 feet, we will find it impossible to realize
this progress.
Ships of a large tonnage may, it is true, run the same disadvantageous chances as
smaller ones, such as returning in ballast; but an examiuiition of the preceding sta-
tistics shows that the difiereuce between the tonnage of exportation and importation
REPORT OP THE CHIEF OF ENGINEERS. 813
is small, and that the difference will diminish as soon as the direct trade of lar^e ships
hetween oar port and Enrope will compel those ships to brioj^ to us directly, m order
to make their retnm cargoes, those articles of importation which we are now receiving
indirectly and bv the way of the North.
If the value of our importations be compared to that of our exportations, the follow-
ing results will be found :
In 1858-'59, importations, $16,678,092; exportations, $101,634,952; d'ffrence,
$54,956,860. In 1859-^60, importations, $20,6:54,393; exportations, $108,:^2 567; dif-
ference, $87,759,174. Now, in 1858-^59 we received, in specie, $15,627,017 ; and in 1859-
'60 we received, in specie, $8,444,857. There is, thererore, a balance in our favor in
1858-'59 of $60,329,844, and in 1859-'60 of $79,314,317.
This balance is refunded to us from abroad in the shape of merchandise exported to
the North, which makes good use of it in the settling of our accounts with the interior,
thereby making doable profits — first, as brokers between Europe and ourselves ; and,
secondly, between us and our customers of the interior, without counting their profits
as ship-owners and freight-carriers.
From the day that a free access to our port will permit a large direct trade with Europe,
this balance will in great part come to us directly, and it is from our wharves that the
distribution of these goods will be made ; the mean value of the ton of imported goods
being $14.11 for the vear 1858-T>9, and $17.02 for 1859-'69, while the value of exported
goods per ton is $83.:56 for 1858-'59, and $86.82 for 1859-'60. There will be a business
of importation equal in value to about that of exportation, but of fourfold tonnage.
Then it is that, to furnish return freights to this increased number of arrivals, we
will have to struggle in our turn to get back a portion of those agricultural products
of the West which the Northeast has attracted to its ports by its railways ; but then
we will have conquered new advantages, and, being able to offer to those products an
easy and regular outlet, a direct transportation to Europe, and ships of a large t-onnage,
we will find ourselves engaged in competition altogether advantageous to us. The
railroad interest of the North already feels this. To sustain their roads it has been
found necessarv to increase the tariff, and under this increase of freight we find the
following results in the comparative transportation of a cargo of 3,000 barrels of fionr
shipped from Cincinnati to Liverpool by the way of New York and by the way of New
Orleans :
From Cincinnati to New York, $1.75 per barrel ^ ft2 25
From New York to Liverpool, 50 cents per barrel i ^
From Cincinnati to New Orleans, 50 cents per barrel i a-, m»
From New Orleans to Liverpool, 96 cents per barrel J '
Difference in favor of New Orleans, 79 cents per barrel.
This difference will be still greater when our trade will be direct and carried on in
large ships, and independent of the passage over the bars and the attending charges.
CANAL BETWEEN THE MISSISSIPPI AND THE GULP OF MEXICO.
Section 1. — General conditums.
The Mississippi has no outlet adequate for its commerce, and it is important that one
should be created without delay. These are the two propositions we have demonstrated.
We have now to describe this artificial outlet, and to study it with the attention which
itfl importance denerves.
Let us specify, first, the conditions that it must satisfy.
Ist. It must free navigation of all the difficulties which surround the mouths of the
river; it must, therefore, be at a certain distance above the passt^.
2d. It must not lengthen the term of navigation in the Gulf of Mexico, a sea so dan-
gerous and exposed to gales. It must, therefore, admit the vessels in the river as near
as possible to it« mouths.
JW. It must not, moreover, be too far from the natural mouths of the river, in order
not to create too great a difference of level between its point of junction with the river
and its junction with the sea.
4th. It must be placed at a point on the river whore there exist no battures and no
fears of battures forming subsequently.
5th. It must be on the shortest line between the river and the sea, on condition, how-
ever, that this advantage shall not be compensated by a considerable increase in the
expenses.
6th. It must present, at its opening on the sea, natural shelters to protect the approach
of vessels.
7th. It must, besides, offer a direction little inclined with that of the wind prevailing
during the greater part of the year.
8th. It must open on the sea at a point where no accretion and no decrease in the
present depth of water are to be feared.
9th. It must offer to vessels secure anchorage, so they may lie in safety outside the
canal.
814 REPORT OF THE CHIEF OF ENGINEERS.
10th. It iftust free vessels from all Tiecesslty of pilotage, and, consequently, avoid
their ciroalation among the islands, keys, and reefs, which in the paases require the
services of a pilot.
11th. It must also do away with the necessity of towing, at least as far as the river,
where the wind often permits vessels to ascend directly from the English Town as fkr
as New Orleans.
12th. It must have a constant depth of S2S^ to 24 feet of water, in order to permit the
access to the river of ships of the greatest tonnage.
^ I3th. It must he forever secure, by its conditions of existence, from those perturba-
tions which render the passes impracticable to the navigation of large vessels ; that is
to say, from the action of the sea, from accretions from the river, from sand-banks
formed by any agency.
It will be seen from the description we are about giving of the proposed canal, and
from its topographical conditions, that it will satisfy, strictly and precisely, all these
exigencies.
B^cUjon 2.'i^TopQgr^hical and hydrographical dewriptiqn.
When, going down the Mississippi, we arrive at Fort St. Philip, we see the
mi^estic course of the river developing itself on a length of eighteen miles, as far as
the head of the passes, without sinuosities or turns. The mass of water moves always
in the same direction, without any sensible inflection in its banks. But as the current
oame from the southwest, and has inflected to the southeast from the bend of the forts,
the x^ult is that its greatest swiftpess and depth are pear the left bank, while the
water is smoother and deposits its accretions near the right bank. From three to
eight miles below the fort repeated soundings have given us depths of 24, 25, ^, and
28 feet, at a distance of 20 and 25 feet from the bank; 20 feet farther the head sinks to
62, 71, and 87 feet.
If we stop seven miles below Fort St. Philip, that is to say, precisely on the 90° 31'
longitude west, we are at a mean distance of twenty-seven miles from the passes, which,
from the declivity assigned to the river, to wit, 3^ inches per mile, would represent a
difierence of 7^ feet in the level from that point to the surface of the Gulf. Levelings
made by us between this point and the Gulf show that it is only 3 feet higher than the
Gulf at mean tide. It is ther^-fore possible to shorten the navigation of the river twenty-
seven miles at this point, having to make up for a difierence of only 3^ feet declivity at
jpean water« and 7 &et at the highest water-mark.
This po.ipt being chosen at the head of the canal fulfills completely the first three con-
ditions mentioned above. Let us see if it can satisfy, equally, the others.
If from the top of one of the few huts to be found on that bank, upon which, from
Fort St. Philip to the sea, there exists no important establishment except the salt-works
opposite the Jump— if from this observatory we turn our back upon the river and we
look around us, we will see, extending indefinitely to the horizou, a scene of extreme
monotony. The left bank of the river from the fort to the head of the passes is a mere
neck of land hemmed in between the waters of the Mississippi and those of the sea. Its
width, except at few points, does not exceed a mile, and at other points it is narrowed
down to a few arpents. An additional mile may be considered as a dependency of the
main-land, although cut up in every direction by canals, lagoons, and bayous of aa
average depth of 2 or 3 feet during tide-time, and which are transformed into mud or
sand-banks during low tides. Beyond this is a series of small bays from 3 to 3 feet
deep, and studded with a quantity of islets, between which the sea opens deeper passes
or deposits accretions upon which numerous oyster-banks are formed.
On the right, on the east line, one of these islets, Bird's Island, of more importance
than the others from its length, runs from north to south a distance of four miles ; oa
its eastern point a watch-tower has been built, which commands a view of the sea.
Going up from east to north, a long sandy beach, known as Sand Island, forms the limit
of these low lauds.
In the direction of the northeast, the last of these islands, called the Pavilion Island,
fronts an island situated six miles off at sea, and to which we will have occasion to
refer ; it is Breton Island.
To the loft of this islet another neck of land, called the Hard Batture, runs out to
meet an island, two and one-half miles long, Grandes Coquilles Island, which is in the
due north point, and is only separated by a channel from the smaller Coquille Islands
connected in low water with the main-land of Fort St. Philip.
It is, therefore, in this semicircle, the center of which we have placed on the river
seven miles below Fort St. Philip, and the circumference of which runs from the south-
east to the northwest, that a real archipelago of islands and of lands cut up by lagoons
and bays, but uniform in their aspect and their nature, is comprised, evidently created
by sea-dci)08its, but with mat'erials furnished by the Mississippi ; they reveal to a geo-
logical study the character of the marly accretions to be found in nil the deposits of the
river. The bottom of the bays and lagoons, covered at certain points by a soft mir©
which has not yet hardened, is everywhere else perfectly hard, and the purest clay
REPORT OF THE CHIEF OF ENGINEERS. 815
sticks to the lead. All these lands, scarcely out of the sea, and which it covers in its
nsaal tides and destroys or tears up in its ansry moods, only offer to the eye the monot-
onous vej^etation of sea-weeds, gramineous plants, and mangroves.
The radius of this semicircle, irom its center on the river to Pavilion Island, is of six
miles. It is on this radius that the projected canal runs. It cuts tirst the two miles
of solid land, crosses the large bay in that part of it where the water is lowest, crosses
a prairie one mile wide, and, pursuing its course through lagoons and mud-banks, it
reaches Pavilion Island, having its outlet in the pass of Breton Island.
It may appear singular that we should have chosen this point of the coast when we have
already stated that three miles below the salt-works the neck of land has only a width
of a few arpents between the river and the sea ; but a simple reflection will justify this
apparent contradiction. The object in view is not simply to cut the canal to the sea,
which may be done by cutting through a leugth of 1,000 feet, but it is to open it on
the deep sea, that is, at a point where large ships drawing 22 to 24 feet can have easy
access. Outside of the main-land there is a border of batture, which in some places
projects twelve or fifteen miles, and beyond this batture, whose conventional line is at
a depth of 12 feet, the declivity is sometimes so small that a long distance must be
made Ijefore the necessary depth of water can be met.
The distance of six miles which we have found for the line of the canal is the short-
ost between the river and the deep sea that can be formed from the forts to the passes,
and it is even necessary, in front of Pavilion Island, to dig and continue the canal
through a batture for a distance of 3,000 feet to arrive at the reqaired depth.
Another circa mstance, altogether exceptional, militates in favor of this side. Hy-
draulic works or works of embankments made in 2 or 3 feet of water may be considered
as made on land ; while those made in 8 or 12 feet of water are extremely difficult and
expensive. Now, on the line indicated, about three-fourths of the passage are made on
the land, and for the other fourth, the average depth of the sea does not exceed 2 feet.
This plan combines, then, the advantages of the minimum of distance aud the mini-
mum of cost.
Let us examine the access to the canal from the seaside :
We have already said that by following the northeast line, which is that of the
canal, there would be found on the main sea, and at a distance of about six miles from
Pavilion Island, an island known as Breton Island. This island, which had formerly
a length of six miles, and wiis then occupied by a colonist living with his family in the
midst of the vast Gulf, was cut up by a sea-storm that took off from it an islet of half
a mUe in length, on which a watch-tower has been raised, which would be replaced
by a light-house. As cut up as it is, this island, with the batture that extends on its
right and left, has a length of ten miles, running almost straightly from east to west,
and forming consequently an excellent shelter for vessels against north and northeast
winds.
The coast of the river above the tort, and the large peninsula of LakeBorgne, afford
protection against the northwest winds.
The coast of the river below the fort shields the canal from southeast winds.
Finally, the south winds are intercepted by the large eastern opening of the delta.
The head of the canal is therefore exposed to the east wind alone, and it is
precisely this wind which will bring the vessels from the main sea ; it can only facili-
tate their arrival and bring them in a direct line t4> the port.
The direction of the canal being northeast, it will be seen that the ships with an
east wind will sail directly for the canal with the wind over the. quarter, a very favor-
able direction indeed, both for facility of maneuver and speed. The pier that termi-
nates the canal opens in a semicircle, to afford ample and convenient room.
The existence of natural shelters being thus established, can we depend equally
npon the depth of water in the channel formed between Pavilion and Breton Islands f
It is princifmlly that point which we have investigated.
Besides numerous soundings in all that region, represented graphically, we have
inseited in the plans the series of soundings from the head of the canal to the watch-
tower on Breton Island. This line consists of the following points : 26 feet, 36, 35, 36,
39,34, 19, 14, and 12. These last three soundings are in the vicinity of the batture of
Breton Island, the former occupying a breadth of four miles. We have also (although
it was one mile north of the canal, aud consequently of no great importance) deter-
mine<l a second line from the most advanced ])oint of the reef of Broton Island aud of
the island of the Hard Batture, where that pass is narrowest, and we have found the
following figures: 21, ;W». 32, 28, 32, 32, 36, 10. It will be seen that ships will have certain
access to the canal with fully sufficient water.
But, with the continual changes made by the Gulf in that region, is there no fear of
the futnre creation of obstacles, such as those that obstruct the passes of the river f
We will reply to this query first by arguments, then by facts. It is very true that the
tendency of the sea is evidently to fill up all its eastern portion along the river, and to
fill up gradually all the lagocms so as to form them into main-land. If it destroys
accidentally, it creates constantly, and for this very reason certain passes must necessa-
816 REPORT OF THE CHIEF OF ENGINEERS.
«
rily remaio where the swiftness, and consequently the depth, will increase instead of
diminishing. Such is the case with the two passes that exist west and east of Breton
Island, that is, on one side between that island and the promontory caused by the
canal, and on the other between that same island and the great battnre which begins
at Grand Gosier Island and serves without interruption as a basis to the archipelago
of the Chandeleur Islands. It is by these two passes alone that communication can
be obtained between the Gulf and the Mississippi Sound within one degree of longi-
tude.
So much for arguments. As to the facts, the comparison of the soundings made in
1827, and consigned on the fine map of the Gulf of Mexico, by Mr. Edmund Blunt,
with the soundings made by us, prove that the depth of water has increased in the
west pass of Breton Island since that time. These first soundings give 36 feet only on
one point of the coast; everywhere else they give 18 and 24 feet.
Among all the advantages we have pointed out in this predestined locality, there is one
that we have mentioned too concisely, and which plays too important a part that we
should not dwell upon it now. It is the nature of .the sea-bottom and of the soil of
the island which the canal will have to cross. Reiterated geological soundings that
have uniformly given us 14 feet of sand-clay enabled us to verify that it is impossible
to find a species of clay more firm, more homogeneous, and more resisting. The anchor
bites freely, and once imbedded in it, runs no ri^k of dragging. The vessels are, there-
fore, certain of being able to lie at anchor outride of the canal as long as may be de-
sired, under shelter of either Breton Island or Bird Island.
The precious quality of this soil will be again evident when we take up the question
of construction.
These general conditions once determined, their consequences may be drawn natur-
ally. The vessels arrive from the high sea into a sort of gulf, opening due east, and
circumscribed to the south by the northern bank of Pass h Loutre, to tne west by the
river and Bird Island, and to the north by Breton and Grand Gosier Islands. In this gulf
cannot be found a rocA*, a reefy or an islet, lis depths vary in the mean line 90 to 36 feet. The
light-house on Breton Island and that on the pier of the canal will point out the entrance to
the latter. There mil 6e, thereforej no necivsity for pilots ; no port will ever have an easier
afid more direct access.
It is useless to add that, until their entrance in the canal, the ships will have no need
of tows. Once in the canal, the towing will be performed by means of locomotives run-
ning on a railway built on the top of one of the levees. It is, therefore, only after their
arrival in the river that the ships will, if the wind is not favorable, employ tow-boats to
ascend the river.
Of all the conditions we have set forth as necessary to an artificial opening of the
Mississippi, two yet remain to be fulfilled, the creating of a depth of 22 to 24 feet, and
the assurance that this depth cannot be altered or reduced by either the sea or the
river.
These two conditions do not depend on topographical or hydrographical data, but
on the construction of the canal itself.
Section 2.— Draught and construction.
It may be asserted with confidence that no work more important in its consequences
has ever presented fewer difficulties of execution, and involved less cost, than the canal
of which we have demonstrated the necessity. Consequently, its description need
not be long nor complicated.
First, the difi'erence in declivity between it« two extremes isof 4^ feet ; the difference
of level between the waters of the river and those of the sea is only of 3 feet, in ordin-
ary conditions. When the river rises, the sea may be below the level of the river as
mnch as six feet.
The slope of 4^ feet on the horizontal line is almost entirely level from a distance of
3,000 feet from the river ; it is therefore reclaimed by a single lock, and outside of this
the canal may be considered as being perfectly level. But for the necessity of protect-
ting the talus against the surf of the sea, there would be no necessity for another sluice
at the other end.
It is an entirely level country, with no obstacles to overcome, no trenches to be made,
no rivers to be crossed, no excavations to be made. Ir^ aliment-ation presents no difii-
culties ; no fears need be entertained of filtrations or leaks occurring, save those that
might afi^ect the solidity of the work. It is in truth a gigantic ditch, unsheltered, per-
fectly rectilinear, and of complete uniformity on a length of six miles. It will be a
great undertaking only by its dimensions and its results.
To determine these dimensions we must remember the object of the canal, which is
to open a large road to sea-navigation, to ships and steamers of the greatest size ; to
continue in some way the draught of the deep sea and of the river without sensible in-
terruption.
Bnt few examples of analogous works can be consulted by way of comparison, and
REPORT OP THE CHIEF OP ENGINEERS.
817
among them only one has been execated> another is now in coarse of execatiou ; the
two others are as yet but projects.
Canals.
a
Caledon ian Canal
Canal of the Isthmus of Saez
C^^anal of Nicaraf(iiaf (Garella's project) . . .
Canal of Nicaragua, (Napoleon's project) .
Canal from Mississippi River to the Galf .
21
90
83
6
^5
Fset
110
300 to 195
134
147
100
Feet
50
SOS to 103
30
. 1
•
1
uniber
sluices
<s
^'^
Feet
Feet
90
34
23
2
21
33
32
24
3
o .
A
rs a
^«
Feet
40
63
s s
47
80
Feet
172
300
210
400
We owe some explanations on the remarkable differences presented by the dimensions
proposed by as compared with the othera in the above table.
The prevailing thonght in oar mind has been to leave free scope to the creations of
the future, and, while remaining within the limits of what is possible and reasonable,
to give a wide margin to the idready manifest tendency to constructing very large
ships. Therefore, for all the dimensions claimed for their admission, we have gone
beyond the given corresponding figures for the other canals ; 24 feet draught at low
water ; 400-ieet locks ; 80 feet of openings to the slaices. We have taken as a basis for
these speculations on the future the dimensions of the largest steamer ever constructed
except the Great Eastern. The Adriatic has a length of ^5 feet and a width of 75 feet
outside the wheels. She draws 23 feet of water, and measures 4,144 tons.
The Great Republic, the largest sailing-vessel existing, draws 23 feet and has a length
of 302 feet and a breadth of 48 feet.
Some time will elapse before New Orleans can see vessels requiring such outlets arrive
at her wharves; but, at all events, if such should come, she will be able to admit them.
However, there is a figure for which we have remained far below the large sea-canals ;
it is that of the width of the canal. It is only 100 feet ; that is ten feet less than the
narrowest of these canals, the Caledonian Canal.
It must be known, first, that the Caledonian Canal, however small its section, gives
access to the largest merchant-ships and to steamships and propellers of a large ton-
nage. Moreover, in its length, which is of fifty-nine miles, comprising thirty-eight
miles in Lakes Lochy, Oich, and Ness, there is much circulation in opposite directions.
It is, then, necessary that two large ships should be able to pass each other. The
same condition exists in all other canals mentioned.
Such is not the case with our Mississippi Canal. Circulation there can only take
place in one direction, according to whether the towing locomotives are going from the
river to the sea or from the sea to the river. By this combination there is a gain of
one sluice, and for a long time to come circulation will not be rapid enough to require
other means. Thus a convoy of ships arrives from sea and enters the neck formed by
the two piers. The locomotive takes hold of it and tows it to the nearest or seaward
sluice, which opens, and the convoy enters the locks. The gates of the seaward sluice
close ; those of the head sluice open ; the level is formed and the convoy enters the
river. Then the vessels, awaiting at the wharf on the river, avail themselves of this
leveling to enter in their turn into the canal, and they are towed to sea.
The result from thid system of working is that the width of 100 feet in our canal is
equivalent to a width of 200 feet in canals where ships meet and cross each other.
Let us add here, moreover, that toward the center of the canal will be found a basin
600 feet long and 200 feet wide, to be used as a wet-dock.
It will be easily understood that this system would have been impossible had the
canal had a greater length. The time necessary for the towage would have occasioned
too much delay to ships awaiting ingress or egress.
According to the table already quot^ed the movements of import and export nearly
balance ; there were, in 1858-^59, 2,062 arrivals and 2,185 departures, and in lB59-'60,
2,052 arrivals and 2,235 departures.
In the month of November, when this movement was most animated, 267 vessels ar-
rived, to wit, 152 ships, 40 barks, 18 brigs, 29 schooners, and 28 steamships. This gives
an average of 9 per day, and as many departures. By doubling these fisures the result
would only be 18 ships in each direction, or a daily circulation of 36 ships, which, by
taking the average of 574 tons per ship, would give 20,664 tons.
The time necessary to cross the two sluices being about fifty minutes, it will take the
locomotive one hour and ten minates to take the vessels and run the six miles. This
moderate speed has for object not to injure the embankment ; each trip will then oc-
cupy two hours.
At the rate of twelve trips per day it is throe ships, or little over 1,700 tons per trip.
52 E
818 REPORT OF THE CHIEF OF ENGINEERS.
Nothing can bo more practicable than these calculations, althouj;h they correspond to
a ciicnlation double of that which takes place at the time of the year when the com-
mercial movement attains its maximum.
If we follow the plan of the canal in its short and simple line from the river to the
sea, we will lindat its head, on the Mississippi, a li^ht-house placed on the upper em-
bankment ; the object of this li^ht-house is to point oat to ships coming down the point
where they must stop. There is to be formed from this embankment, running to a
length of half a mile, a wharf, along which the ships and tows they may need wiUline
themselves. Behind the wharf, and at the head sluice, is placed the house of the keeper
of the canal and the custom-house office; opposite, on the other side of the lock, is the
building used as the locomotive-depot, and containing a machine-shop and a store-
house fur the urgent repairs and supplying of the vessels.
The head sluice, of a width of 80 feet, gives entrance into a lock 400 feet in length,
closed by the middle sluice; the latter gives passage into a channel formed by levees
in embankments. From this point the shape of the canal is uniform as far as the sluice
at the sea-head.
This prohle presents a section 100 feet wide at the low-water mark, 24 feet deep, and
80 feet wide at the bottom. The slope of the banks or talus is, therefore, on each side,
of 35 feet base for 24 feet height ; that is, about 1^ to 1, corresponding to an angle of
32^. This easy slope is more than sufficient, with the compact nature of the soil| for the
preservation of the bauk.
On the right and left of the water-line a borme 15 feet wide is formed; it serves to
receive the falling-in that might occur in the upper levee, and also to increase the
strength of this levee and consolidate its base.
On each side of this base rises the levee formed with the earth from the canal. It is
10 feet high, and consequently meets the upper level of the lateral walls, the brick-
work of which is 34 feet above the bottom of the canal. The width of the levee at its
top is 15 feet, and for its greater solidity it will have sixty feet at its base ; it is a
slope of 49, corresponding to an angle of 20'^.
On the lower levee (in relation to the river) the railroad for the towage of the shins
is built. Two turning-tables, situated at the two extremities of the line, permit the
direction of the locomotive to be changed.
From the middle sluice the canal runs a distance of 13,880 feet in main-land on a
level. It is a prairie, cut in the last mile by a few unimportant lagoons. It crosses
then the large bay on a width of 5,600 feet. It is during this passage that it spreads
out in the basin that we have mentioned. This basin will be used as a wet-dock for
the dredging-machines, for the boats employed in the service of the canal, and for the
vessels which, for some reason, would need to stop on their way. Coming out of the bay
the canal runs 4,000 feet through a prairie ; it runs again into a series of lagoons of .3,000
feet, gains land once more for a distance of 2,600 feet, and finally crosses a last bay of
1,900 feet to arrive at Pavilion Island, which it cuts upon a length of 400 feet.
It is on the out>er shore of this island-^that which faces the sea — ^that the pile of ma-
sonry intended to contain the seaward sluice is constructed. There, also, will be the
house of the keeper of the sluice.
The two arms of the lateral embankments of the sluice on the sea-side form the head
of the double pier, which, starting from this island, run out in the deep sea in the
direction of the axis of the canal for a distance of 3,000 feet, where the depth of 24 feet
at low-water is found. These two piers, between which it will be necessary to excavate
the batture, are the only works of art in the canal. And this work can only be looked
upon as a feeble specimen of analogous works conceived or executed by modern science.
T'nus the dike at Cherbourg has 11,300 feet of length, in depths of 44 feet of water.
The pier of Plymouth has over 4,000 feet in 34 feet of water. The dike in the Bay
of Delaware has 3,600 feet in a depth of 42 feet ; that destined to form the port of Pe-
luse, for the entrance to the Suez Canal, will have 18,000 feet of development until it
attains a depth of 24 feet.
The south pier, on which the railroad will be bnilt, will terminate at its end by a
large mole of 100 feet diameter, in the center of which will be placed a light-house
with lenticular apparatus.
The description gives a complete idea of the canal. We have now to show how the
depth of 24 leet which we have given it oannot bo subject to any change, either in in-
crease or decrease.
The increase in the depth would have the inconvenience of undermining the founda-
tions of the masonry or the base of the embankments and produce a caving in. This
danger is not to be feared on the river-side. It will be seen that its waters scarcely
penetrate in the canal; it could, therefore, only exist from the sea-side ; but, when the
sea threatens, the outer lock is immediately closed and the whole channel is as smooth
as a pond. As to the bottom of the lengthening of 3,000 feet situated between the two
piers, its depth and its shelters are such that Uie sea will remain smooth there at all
seasons.
There remains the otherwise dreadful danger of a reduction in the depth ; that is, a
REPORT OF THE CHIEF OF ENGINEERS. 819
reduction in the 24 feet dej}th oriffinally given to the canal. Then, again, the cause
would exist either in a bar formed at the entrance of the canal in the sea, or in allu-
vions deposited by the waters of the river. As regards the sea, we have seen that the
canal opens on the west pass of Breton Island, at a point where the waters of the Gulf
becoming compressed increase in speed, and rather tend to deepen their bed instead of
filling it. This circumstance is sufficient to prove that the sea, instead of forming a
bar at the entrance of the canal, would, if a foreign agency created one there, take it
crosswise and sweep it oif.
Can we feel an secure on the river-side T The waters as they enter the lock bring at
-each sluice-full a volume of 14,400 cubic feet, representing about 85 cubic feet of earth.
It is apparent that with twelve sluice-fulls per day, the progressive filling up of the
^anal might be feared, but a very simple disposition, sanctioned by experience, enables
us to avoid this inconvenience. A gate made in the center of the laterals forms the
opening to a vault which crosses the thickness of this mason- work and opens on a dis-
charging canal. The sill of this door or gate is on a level with the water-line of the
•canal, and it is closed when the waters of the river enter the lock. So soon as the
level is established between the lock and the river, and when the ships have passed
from the river into the lock, instead of opening the gates of the middle sluice, this
lateral gate is opened ; the river-water, which, from its lesser density, has in great
part floated upon the salt water, runs out by this outlet, and the gates of the middle
■sluice are only opened when the level has come down to the water-line. By this means
the waters of the river only penetrate into the channel in very Iriflinc quantity.
Besides, if any accretions were formed in the channel or in the locks on the river-
side, it would be sufficient to take advantage of the season when the river being at a
low-water mark and the sea at high- water, (the level of the latter is a few feet higher
than the former,) to use this difference of level for sweeping off of all deposits that
might have accrued.
As to the accretions we might suppose would exist in the river at the entrance of
the head sluice, the study of the river's course has proved that, from its natural regi-
men, they are not to be feared, the accretions forming themselves on the opposite
bank.
"" Thus, all the objections that might be raised against the opening of an artificial out-
let to tne Mississippi have been met. The circumstances in which we execute it must
free us forever of all fear that those two great obstructors of the passes, the Missis-
sippi and the sea, could inspire.
EXPENSES AND REVENUES OP THE CANAL.
The estimation of the cost of the canal and its revenues is subdivided in several
chax>ter8, which may be recapitulated under the following titles :
1. Value and supply of the ifiaterials.
2. Order and direction of the works.
3. Value of the works.
4. Means of execution.
5. Revenues of the canal.
1.-- Value and supply of the materials.
The necessary materials are wood, granite, iron, cast iron, brick, lime, sand; pozzo-
lana, shells, and fnel.
Examining, according to the rules of engineering, the resources presented by the
locality, we must be surprised to find so many assembled on this spot. Excepting
granite and iron, we find all the other materials on the spot and in a very limited
space.
Wood. — It is well known that the coasts of the Mississippi are one of the greatest
markets for pine and cypress lumber. For more than half a century France and En-
gland have been receiving cargoes of lumber shipped from Ship Island and Pensacola.
Now these two points are only distant, one sixty miles and the other one hundred and
twenty miles from the canal. All the pine and cypress needed will, therefore, reach
us by a direct line of navigation.
The pine logs for the piles will come at $5 per thousand feet, delivered ; the same
sold as worked timber will not cost over $10. per thousand feet ; two-inch pine boards
will be worth $11.
The cypress timber will come at $25 ; the cross-ties for the railroad will cost 75 cents
apiece.
Oak timber brought from St. Louis, by the way of the river, may be calculated at
$35.
Iron and castings. — Iron will only be used for smith's work, and to strengthen
joints. It is an important matter in our calculations. It may be valued at 7 cents per
820 KEPORT OF THE CHIEF OF ENGINEERS.
pound, and nails at 4 cents — all delivered. The cast iron will be used principally for
the railroad^ and will cost $35 per thousand ponnds.
Granite. — The granite will be shipped from Boston, bored to order; it will cost $1.25-
per cubic foot.
Bricks. — No better earth for the manufacture of bricks can be found than that com-
ing from the excavations of the canal itself. They will be made on the spot at a cost
of $7 per thousand.
Lime. — We have mentioned an island near Fort St. Philip, called '^ L'lle & Coquilles/'
(Shell Island.) It is a large shell mound, furnishing all the necessary material for the
manufacture of lime on a Targe scale. This lime cau be made at a cost of 75 centii per
barrel.
PozzoLAXA. — The marly clay of which we have spoken will furnish the artificial
pozzolana intended to change the common shell-lime into hydraulic lime. It may be-
valued at 50 cents.
Sands, shells, clay. — These materials, whicb are to be found on the spot, have no
other value than that of the necessary labor to gather them. We will set them at 10
cents per barrel.
Fuel. — ^The only cost of fuel will be the lal>or and transportation from the banks of
the river to the spot where it will be used. The inexhaustible quantity of drift-wood
on the river furnishes logs, which the iohabitauts on that coast have split, aud sell as
cord- wood to the steamboats. This wood may be valued at $2 per cord.
Order and direction of the work.
In order that the following estimate may be understood without an examination of
the detailed plan of the canal, it is proper to indicate how the works will be organized
and how conducted, so as to be completed in the space of two years.
The lines of axis and outlines being marked on the ground, a gang of ditchers will
dig up all the cube of earth on the bank of the river that exceeds the level of its waters.
Then, two dredging-machines of 35 horse-power, and capable of excavating the depth
of 12 feet, will commence at the bank of the river; they will clear all that space to be
occupied by the lock and its sluices, leaving to the sides of this lump the necessary
talus to prevent the caving in.
This lump once cleared, one of the machines will di^ on the axis of the canal a pas-
sage of 50 feet, and, after following the passage for a distance of 200 feet, it will place
itself crosswise and will begin the excavation of the channel on one of its banks. The
other machine, passing by the same road, will turn in the opposite direction from the
first, aud will commence with the channel on its other bank. They will continue this
operation indefinitely. Behind them a dredge-boat of 50 horse-power will proceed to
the final excavation, to the total depth of 24 feet. During this time three pile-driving
boats will begin driving the necessary piles for the formation of a dike in the river,
intended to inclose in front the space of the lock. Another of these boats will drive
the piles of the dike at the end of the space where the dredge-boats will have entered
the channel.
When the dikes will have been completed, a draining-machine of 30 horse- power will
empty completely the space and maintain it perfectly dry. Then will begin the driv-
ing ot the piles for the constrnction of the first floor. A trellis-work will be placed
on these piles and the hollows filled with b^ton. The trellis will be covered with a
floor, on both sides of which will begin the lateral walls of the lock. A second trellis-
work, with a band under each counterfort, will extend the whole length of the lock
between the lateral walls, and will receive the double flooring of frame.
The mason-work of the lateral walls will be 34 feet high, 12 feet thick at the top and
24 at the base. It will be buttressed on the land-side by 22 counterforts of same thick-
ness. The outside facings of the lateral walls will be of granite, the interior masonry of
bricks laid in hydraulic cement.
While, on the river-side, the excavating of the channel and the constru'ction of the
lock will be carried on, the same operation will be performed on the sea-side.
A dredge of 50 horse-power, with capacity to excavate 24 feet, will begin the exca-
Tation from the deep-sea side, going toward Pavilion Island, on a line with the axis of
the canal. When it will have excavated the space to be occux^ied by the mole and by
the two heads of the pier, two pile-driving boats will come and drive the piles, by
means of which will be constructed two dikes, one for the head of the north x^i^^r, the
other for the head of the south pier with the mole attached.
When it will have reached a 12-foot depth, the 50-foot horse-power dredge will be
replaced by another of 35 horse-power, which will continue the channel between the
two piers of the necessary width not only for the channels, but also for the foundations
of the piers; it will work this way as far as Pavilion Island. . Then begins the same
kind of work as at the river-head, to wit, excavating of the lump for the sea-side sluice,
lengthening of a passage 50 feet, to introduce the dredge-boat in the line of the chan-
nel, the excavation of which will be done by this boat until it will have met the two
other boats coming from the river-end.
REPORT OF THE CHIEF OF ENGINEERS. 821
Meanwhile, two dikes, one on the sea, the other in the 50-foot passage, will inclose the
lamp intended to receive the slnice on the sea-side.
When it will have completely inclosed, the draining-machine will drain it, and the
pile-driving, trellis-frame, b6ton-fiUlng, laying of the flooring and frame-work, will be
•constructed in the manner already explained. The masonry will he made in the same
style and proportions, with granite facings, like all the other exterior facings of the
constructions of the canal.
The piers and mole will have been constructed in the mean time, and these works are
•carried on simultaneousl^^
The uiole is a pile of brick-work (it could be constructed of b^ton) forming an annular
cylindrical mass, whose interior hollow is of 72 feet, and the thickness of the ring of 12
feet. It is coated outwardly with granite on all its circumference, and its upper plat-
form is also of granite.
Finally, the piers can be undertaken independent of the other works. The first opera-
tion will be to sink in the channel comprised between their two sides, and in all the space
they occupy, a flooring intended to level the bed excavated by the dredges, and to con-
nect the two piers by a common base.
This flooring, the bottom of which is full and the upper part formed by a trellis
filled with bdton, will be sunk to the bottom by panels of 25 feet ; once leveled by
means of concrete blocks of b6ton having 4 feet height, 24 feet in the direction per-
pendicular to the axis, and 10 feet parallel thereto, will be sunk at 50 feet distance on
the right and left of the axis of the canal. These blocks are hollow, and their sides
are one foot thick ; they may, if necessary, and for the better strengthening, be filled
with earth. The face of the canal is slightly inclined. Tbe two • upper layers will
only have 22 feet, ofTering a decrease of 2 feet on the sea-side ; this graded dedaction
will extend to the water-line, where the length of the blocks will only bo of 18 feet.
The 10 feet of pier from the water-line to the level of the lateral walls of the sluice
will be constructed of bricks.
In short, it will be seen that all the different points of the works may bo begun simul-
taneously, and there is no impediment to the forming of six or seven gangs, except the
assembling of so many workmen on tbe same spot, the difficulty of superintending
such a lar^e number, the difficulty of supplying materials, the incumbrance caused bv
the arrivals, and other obstacles that will be understood by practical men. It is well
understood that the order of the works may be modified according to circumstances.
We will pass now to the estimate of the cost of each part of this great enterprise.
Value of the works.
SECxrox 1.— Head-sluices and locks on the river:
Dikes 82,700
Excavating and draining 29,917
Pile-driving, trellising, and filling with bdton 12, 324
General flooring and frame-work 13, HIO
Masonry, bricks, and granite Id4, 170
Puddling and leveling the rubbish 8, 700
Sluice-gates and accessories 8, 000
Section 2. — Channel and embankments :
We must set forth here the data which have served us as a basis for the
estimates at this important part of the work. After a long discussion of
the analogous works performed in the ports of Toulon and Valence, on the
Seine, and on the bars of the Nile, the engineers of the Suez Canal have
adopted machines that not only perform the excavating, but also, by means
of revolving carriers, transfer the rubbish on the bank. These machines, of
35 horse-power, working 250 days per year, can excavate 375,000 cubic yards,
at an average cost of 20 cents. The 50 horse-power engines will work at
the rate of 30 cents per cubic yard. The work of the opening of the chan-
nel is to be done, as stated, in prairie-land for a distance of 21,580 feet, and
in lagoons for 10,500 feet, on an aveirage depth of 2 feet. During all this
passage through the lagoons it is necessary to perform, on each siae of the
canal, a casing made of piles and boards, rising to the height of 3 feet above
high- water mark, and preventing the sea from washing off the rubbish that
is to form the banquettes and levee. This work is necessary in order to al-
low the levee to settle and consolidate.
The digging through prairie-land will cost $300, 1 40
Through lagoons comprising the basin 121,596
The wood-work in the lagoons 16,84d
The making of the. levees, both in prairies and lagoons 182, 004
8!259, 621
620,588
822 REPORT OF THE CHIEF » OF ENGINEERS.
We cannot pass silently the result of the calculation of filling as compared
with the excavating. We had indicated, as a basis perfectly sufficient for
the solidity of the levee, a length of 600 feet ; that is 22i feet of base on each
side, for a height of 10 feet ; but the disposable rubbish will enable us, while
leaving the slope on the canal-side, to extend the base on the outer side as
far as 120 feet from the banquette, which will give a nearly horizontal talns^
and f elieve us of all fears of the action of the sea, even in the hurricane.
Section 3. — Sea-side sluice, (excavating already comprised in embank-
ments in the preceding chapter :)
Dikes and drainage..... $3, 164
Piles, trellis, and b^ton work 7, 008
General flooring and frame-work 5,153
Masonry, bricks, and granite 55, 302
Puddling and leveling the rubbish 2,040
Sluice-gates and accessories 4,000
Section 4. — Piers and mole :
Piers, — Excavating and leveling rubbish $107, 584
Inferior flooring and concrete filling 151,124
Temporary wood-work for constraction of piers 45, 000
Masonry, concrete works, bricks, granite heads of 200 feet
both inside and outside, say 800 feet 646,197
Mole. — Masonry and filling, granite facings 50, 188
Section 5. — Accessory works and appendages :
Temporary building for the workmen, diving-bell, pumps, and
fresh- water ditcl^, warehouse, workshop $20, 000
Draining-machine of 30 horse-power, placed on a boat 8, 000
Six boats for driving piles, at |l,600 each 9, 600
Three dredge-boats of 35 horse-power, ^12,000 each 36, 000
Two dredge-boats of 50 horse-power, $18,000 each 36, 000
Cost of tools and instruments, at 10 per cent, on first cost 30, 000
Single-track railroad and accessories 70, 000
Two locomotives 20,000
Sundry buildings, administrator's house, lock-tenders' houses, stores,
depots, workshox^ for the machinery, &c 35, 000
1176,667
1 , 000, 093;
264, 600"
The capital strictly necessary, resulting from what precedes, must therefore
be of §2,221,56£>
But it would not be prudent, in hydraulic calculations, to place unlimited
confidence in an estimate. In order to meet all omissions and unexpected
casualties, it is wise to add 1-5 of the total amount, say 444,313
Which brings the total at / 2,665,882
If we look back to the topographical description of the country given by us, it will
be remembered that the canal crosses a region of low lands where the sea brings her
alluvions, and which she sometimes destroys during her storm. The double dike of the
canal, six miles in length, will break the efibrts of the sea, and annul its swiftness in
that section. The result will be that the lagoons will become real basins of precipita*
tion, the bays will become lagoons, to be filled up in their turn, and the water-limit
will recede forever, letting a new continent rise.
A few years will be sufficient, even if we consider only the actual rapidity of th&
increase, to connect permanently and securely to the continent of the left bank of the
river this archipelago, now filled and leveled. Thereafter a belt-4evee, similar to that
of the canal, is all that will be needed to protect this new soil from the inroads of the
Gulf.
The river-levee protecting it on the other side from the overflows of the Mississippi,,
we will have conquered from the sea a piece of land of nearly triangular shape, hav-
ing six miles for the heieht of the triangle and about fifteen mile»at its base ; that is to
say, a surface of about forty-five square miles. This surface, perfectly plane, formed of
argillosiliceous alluvions, would probably be suited to all sorts of cultivation, admira-
bly developed by the salted atmosphere, so soon as the soil would have been properly
reclaimed from its saline conditions by periodical overflows of fresh water, regulated
by means of sluices constructed in the levee of the river.
R. MONTAIGU.
REPORT OF THE CHIEF OF ENGINEERS. 823
2. — Report of Board of Engineers upon Captain HotceWs project for a ship-
canal connecting the Mississippi River with the Gulf of Mexico.
The Board of Engineers constituted by Special Orders No. 83, dated
Headquarters Corps of Engineers, Washington, D. C. June 30, 1873, to
consider and report upon the plan submitted by Oapt. C. W. Howell>
Corps of Engineers, for a ship-canal to connect the Mississippi Eiver
with the Gulf of Mexico, in the navigable waters thereof, made in com-
pliance with a resolution of the House of Eepresentatives, passed Marcb
14, 1871, have the honor to submit this report.
The resolution referred to is as follows, viz :
jResolved, That the Secretary of War be, and is hereby, requested to caase an exam-
ination and snrvey, with plans and estimates of cost, to be made by an officer of engi-
neers, for a ship-canal to connect the Mississippi River with the Gulf of Mexico, or the
navigable waters thereof, of suitable location and dimensions for military, naval, and
commercial purposes, and that he report upon the feasibility of the same to the House
of Representatives.
In compliance with the foregoing order, the Board met in the city of
New York on the 25th day of last July, and held a number of meetings
during that month, and subsequently thereto, as shown by the minutes
of proceedings transmitted herewith.
At these several meetings there were examined and discussed not
only Captain Howell's project for the Fort St. Philip ship-canal, as
set forth in considerable detail in his report of February 14, 1873, and
the accompanying charts and plans, but descriptions of and reports npou
similar works successfully executed by European engineers.
It being deemed expedient, before giving a formal expression to their
opinions, to visit and examine the site of the proposed canal, as well at^
to obtain the views of local engineers upon the subject under consi<lera-
tion, the Board adjourned to meet in New Orleans.
The Board accordingly reassembled in that city on the 24th day of
last November, and on the 25th proceeded down the Mississippi River,
viewed the proposed location of the canal, and visited Forts Jackson
and St. Philip, both heavy structures, resting upon an alluvial forma-
tion in all respects similar to that through and upon which the canal
would have to be constructed.
The Southwest Pass was also visited, jind the working of the dredge-
boat at Pass d) Loutre witnessed.
The opinions of distinguished local engineers were subsequently so-
licited, and those submitte<l in writing are attached to this report.
The views of prominent citizens of New Orleans interested in the
commercial welfare of the Mississippi Valley were also obtained. They
are fairly set forth in an article published in the New Orleans Daily
Times, hereunto appended.
The conclusions formed by the Board may be briefly stated as follows,
viz :
1. From the facts and data presented in official reports and other-
wise, from the experience gained on works of the same character,
and the many improvements made in the practice of hydraulic engi-
neering within the last twenty-five years, but, more particularly and per-
tinently, from the character of the borings made by Captain Howell
upon the Fort St. Philip peninsula, across which the proposed canal
is to run, the Board is of the opinion that no extraordinary engineering
difficulties in the construction and maintenance of the canal need be
apprehended. But it is suggested, in order to avoid beds and pockets
of quicksand known to exist at some points in this locality, that the
precise line of the canal should not be decided upon until a more
824 EEPOBT OF THE CHIEF OF ENGINEERS.
thorough examination of the substrata has been made by borings. It
is not improbable that such an examination may indicate the expedi-
ency, and perhaps the necessity, not only of adopting a curve, or a series
of curves, in preference to a straight line for the axis of the canal, bnt
also of selecting other points of termini th^n those recommended by
Oaptain HowelL
Indeed, one member of the Board is in favor of locating the Gulf ter-
minus to the northward, and consequently under the lee of Sable
Point, and of securing the requisite depth of water into Isle au Breton
Pass by dredging. This would naturally carry the river terminus
nearer to Fort St. Philip, and perhaps within suitable distance from
that work to satisfy the requirements of a good defense without the
erection of special works for that purpose. The question of affording
adequate military protection to the outer end of the canal forcibly sug-
gests the head of Isle au Breton Pass, north of Sable Point, as the
proper point of outlet, for the reason that suitable defensive works can
be established there at less cost than at any other point. But all these
<]uestions are deemed essentially subordinate. They must, of necessity,
yield to the paramount consideration of adopting that locality for the
canal which shall best secure the requisite stability for the sides and
bottom of the prism and the foundations of the locks.
2. With regard to the plan submitteil by the engineer in charge, he
has stated that it was prepared while he was pressed with other important
duties, and that, under the circumstances, it was not possible to perfect
all details of the project, or to make the numerous borings which are
considered a necessary preliminary to a precise location of the routes of
the canal throughout its entire length. The estimate submitted can
therefore only be regarded as an approximation to the probable cost of
the work.
3. The Board approve the debouchSof the canal into the Gulf waters
of Isle au Breton Pass, upon the ground that the advantages possessed
by these waters of ample and permanent depth, and good and capacious
anchorage-grounds, are not only adequate to the objects in view, but
are greatly superior to those which obtain in any other locality. A com-
parison of old charts with those that are more recent, both verified by
Captain Howell's survey, shows quite conclusively that the depth of
water in this pass, as well as upon the bar at its opening into the Gulf,
is quite permanent; and the Board coincide with Captain HowelFs views,
that existing circumstances promise a continuance of deep water in this
pass.
4. The Board also approve the location of the inner end of the canal
upon the straight portoin of the Mississippi River below Fort St. Philip,
at such distance from that work as the final examination and borings
shall indicate as most suitable, due weight being given to the question
of providing adequate military protection for the work from existing
fortifications, or otherwise, as may be found most advantageous.
[For a description of the canal, in order to understand the modifica-
tions recommended, reference may be made to Captain Howell's report
and the accompanying plans, herewith returned.]
5. Captain Howell's project for the construction of the lift-lock con-
templates a coffer-dam surrounding the entire lock. The Board enter-
tain doubts of the practicability of this method of construction at a
reasonable cost, owing to the nature of the soil and the engineering
difficulties consequent thereon.
In view of this circumstance, and upon a suggestion made by the
senior officer of the Board, it is believed the apprehended difficulties
may be avoided by replacing the side walls of the lift-lock chamber
REPORT OF THE CHIEF OF ENGINEERS. 825
witb gentle slopes of earth, and constructing the upper and lower lock-
gates with their foundations and side walls separate from each other.
With these changes the foundations of the ends of the lock can be laid
by any one of the several processes well known to engineers. The bot-
tom and sides of the lock-chamber should be revetted as far as neces-
sary.
G. The following modifications of the proposed demensions of the
canal are recommended :
Length of lock-chamber increased to 500 feet.
Width of lock at the gates reduced to 60 to 65 feet.
Depth over sill, at extreme low water in the Gulf of Mexico, reduced
to 25 feet.
Depth of trunk of canal, at extreme low water in Gulf, ( not changed,)
27 feet.
Width of canal at bottom, (not changed,) 200 feet.
Sides of canal to slope about 1 upon 4.
A suitable arrangement of sluices must be made to meet these pro-
posed changes.
The foundation and construction of the guard-lock may be the same
as for one of the gates of the lift-lock.
7. The jetties, extending the canal into the deep waters of Isle au
Breton Pass, will doubtless require more material than the plan sub-
mitted by Captain Howell contem[)lates; but inasmuch as the length of
these jetties and their cubic contents depend, to no inconsiderable ex-
tent, upon the i)ositions selected for them, no very accurate estimate of
their cost can be made until the final location is determined upon.
8. It is evident from the foregoing that the necessary and unavoidable
absence of sufficient data to determine the best location for the line of
the canal across the peninsula, including its termini, and particularly
its dehouclii by jetties into Isle au Breton Pass, renders it impossible to
make a close estimate of its cost.
A new estimate, resulting in part from a revision of that made by
Captain Howell, has been rendered specially necessary in view of the
modifications of plan recommended by the Board. It is believed to be
ample to cover the cost of constructing a canal of the dimensions given
above, located within the limits designated. The estimate amounts to
^10,273,000.
The subject of the improvement of the pftsses at the mouth of the
Mississippi will be separately presented.
Kespectfully submitted.
Xew York, January 9, 1874.
John Newton,
Lieut. Col. of Engineers^ Bvt. Maj. Oen.j U. S. A.
Q. A. GiLLMOEE,
Major of Engineers^ Bvt Maj, Oen., U. S. A.
G. K. Warren,
Major of Engineers, Bvt. Maj. Gen., U. S. A.
Wm. p. Cbaighill,
Major of Engineers, Bvt. Lieut. Col., U. S. A.
G. Weitzel,
Major of Engineers, Bvt. Maj. Gen., TJ. S. A.
C. W. Howell,
Capt. of Engineers, Bvt. Maj., U. 8. A.
Kot fully concurring, my views will be presented in a separate report.
J. G. Barnard,
Colonel of Engineers, Bvt Maj. Gen. U. S. A,
826 REPORT OP THE CHIEF OF ENGINEERS.
3. — Minority Report of Colonel J. 0, Barnard^ Corps of Engineers.
!N^EW York, January 20, 1874.
General : Having dissented from the views of the majority of the
Board of Engineers convened by Special Order No. 83, June 30, 1873,
to consider and report upon the plan submitted by Oapt. C. W. Howell^
Corps of Engineers, for a ship-canal to connect the Mississippi River
with the Oulf of Mexico, I state at the outset, that, in making sepa-
rate reports upon the particular ."plan" submitted, and upon the al-
ternative of the " improvement of the passes," my object will be to
prove —
1st. That assuming that a canal is to be made, the plan now sub-
mitted suffices only to show that a more protracted and more compre-
hensive study is required to fix the location and determine the general
details of construction, and to make an estimate which can rightly be
considered approximate.
2d. That before resorting to an artificial work of the difficult and
costly character of a " ship-canal," a more attentive consideration of
the superior advantages of the natural mouths, and of the fair proba-
bility of utilizing them, is needed.
Furthermore, I add, that neither difficulties nor costs are to be
weighed against the demand for an adequate navigable outlet to the
Mississippi Eiver, whether that outlet be a canal or otherwise ; but the
" whether" here becomes, as I think I shall show, the symbol of a ques-
tion not yet solved in favor of the canal.
The first proposer of a ship-canal appears to have been Mr. Benja-
min Buisson, who, in 1832, suggested that a canal " six and a half miles
long, commenciug on the left bank of the river, a few miles below Fort
St. Philip, and entering the sea about four miles south of Breton
Island, would afford an easy and safe aceess to the river to vessels draw-
ing 20 feet." Subsequently, Lieut. B. Poole, a graduate of the Military
Academy, serving as topographical engineer, surveyed (or, more accu-
rately speaking, reconnoitered) this route, and reports (1837) that a canal
here " offers a fairer prospect of opening the Mississippi to ships of the
largest class than any other plan that has been spoken of."
But it remained for the late Maj. W. H. Chase, of the Corps of
Engineers, to give the canal project a defined form by projecting in
an official report dated February 9, 1837, what may be (though without
drawings) properly styled 2k plan for " a ship-canal to connect the Mis-
sissippi River with the Gulf of Mexico." This plan is best exhibited by
an extract from his report. He says :
The obstacles presented to au easy entrance of the Mississippi by vessels drawing 12
feet of water are productive of great injnry to the commerce of New Orleans, and
require to be promptlv removed, or, failing to be donCf the construction of a ship-canal
on the plan indicated by Major Buisson should be resorted to.
By reference to chart, the line of the proposed canal is exhibited, commencing at a
point about two and a half miles below Fort Jackson, and extending seven miles to the
shores of the Qalf, and thence, by a ^etty 1,760 yards, to 30 feet water. It is proposed
to carry into effect this plan of a ship-canal —
I. By a construction of a guard-lock at the junction of the canal with the river.
The object is to prevent the flowing of the river into the canal.
II. The excavation of the trunk of the canal, 100 feet wide at top, 30 feet wide at
bottom, and 30 feet deep. The object of such large dimensions is at once to provide
not only for the entriance of the largest ships engaged in commerce, but also of ships of
war of the largest class. The advantages offering for both classes of vessels are
obvious, and ne^ no comment.
Ill The construction of the jetties or breakwaters of large dimensions, having for
their base 100 feet, with a depth varying from 5 to 30 feet, and 20 feet wide at top, and
raised to the level of high water.
REPORT OF THE CHIEF OF ENGINEERS. 827
The practicability of this plan depends solely on the question whether a lock of the
dimensions reqaired fur the admission of the largest-sized vessels can be constructed
on the banks of the Mississippi. I think the question may be easily answered in the
affirmative, for we can refer to the practicability of excavating almost to any depth in
the mud of the Mississippi Delta as exhibited at the several works constructed by the
United States, and by individual enterprise. At Fort Jackson, on the Mississippi
River, the foundations weire excavated to the depth of 12 feet, and were kept free
from water by means of a small engine attached to pumps of considerable power.
The operations at Fort Jackson came frequently under my observation, and I am left
in no doubt as to the perfect practicability of excavating to the depth of 30 feet, and
also of the practicability of establishing a solid foundation by piling for the support of
the walls of masonry necessary for the construction of a lock.
Taking for granted, therefore, that a lock can be constructed, we have only to consider
the means of excavating the trunk of the canal and the construction of a short break-
water. The marsh lying between the river and the Gulf, through which the line of
the canal is located, is intersected by several bayous, all of shallow depth of water.
Commencing at the river, it is proposed to excavate to a depth of 6 feet, affording suffi-
cient water for the dredging-machiue, which will thereafter be employed in the exca-
vations, the canal being excavated to a depth of 6 feet through its extent.
The estimate was for a lock 200 feet long, 50 feet wide, and 30 draught,
of masonry, founded on 1,000 piles, a canal trunk 36,960 feet long, 30
feet wide at bottom, and 100 feet at top, and 30 feet deep, and two jet-
ties, each one mile long, 1,000 feet apart, of dimensions already men-
tioned. A guard- lock at the sea-end does not seem to have been pro-
vided for. Major Chase's estimate lor workmanship was $8,619,299, in-
creased to $10,000,000, to cover superintendence contingencies.
Twenty years later, R, Montaigu, civil engineer, elaborated a plan^
with considerable detail, for a canal on this identical location, with a
masonry lift-lock 400 by 80, with 24 feet draught at low water, founded
by means of coffer-dam on piles and grillage, a canal trunk six miles
long, of identical dimensions, with ''piers and moles" of peculiar con-
struction, all of which he estimated to cost $2,665,882.
At the suggestion of Major Chase, the line of the projected canal was
embraced by Captain Talcott in hi& great survey of 1838. " It resulted,"
says the latter, ''in showing a fine ship-channel leading up to where he
proposed it should debouch, and the perforation of the ground to a
depth of 40 feet indicated a firm bottom of sand mixed with mud, tena-
cious of water, and altogether such as would be considered favorable
for excavating, and on which there would be no difficulty in securing a
foundation for locks or structures of any kind."
This canal project was reviewed by the late Chief of Topographical
Engineers, Col. J. J. Abert, in his annual report, December, 1839. After
some remarks on the "diflficulty of making the excavation and keeping
it free in this soft soil," he states that the execution of the locks " would
constitute no insurmountable difficulty if this bottom" (i, c, the "firm
bottom of sand and mud" found by Captain Talcott) "was adequate to
sustain the locks."
These are the only points he makes concerning the engineering diffi-
culties. But he goes on to say that the plan " would require a break-
water to protect the shipping in the bay between Sable Island and Isle
au Breton from eastern weather f and again, that the plan " is subject
to a very weighty objection, independent of considerations in reference
to the construction, which is, that it would be exposed to the efforts of
an enemy, and would involve the Government in enormous expense for
its protection. This consideration would, in my (his) judgment, justify
the Government in its rejection, and would turn all its views back to
the previously exposed methods of improving some one of the passes of
the river." (Colonel Abert's report, 1839.)
The location of the canal project now submitted to the Board is, to
828 REPORT OF THE CHIEF OF ENGINEERS.
all intents and purposes, identically that of Major Chase. Yet these
two considerations, made so prominent by the authority I have quoted,
have not received any notice whatever in the project before us. The
only reference to it in the report of the majority of the Board is found
in the following :
Indeed, one member of the Board is in favor of locating the Gulf terminns to the north-
ward, and conseqaently under the lee of Sable Point, and of Recaring the reqaisite
depth of water into Isle au Breton Pass by dredging. This wonld naturally carry the
river terminus nearer to Fort St. Philip, and perhaps ''Within suitable distance of
that work to satisfy the requirement's of a good defense, without the erection of special
Works for that purpose. The question of affording adequate military protection to
the outer end of the canal forcibly suggests the hei^ of Isle au Breton Pass, north of
Sable Point, as the prox>er jmint of outlet, for the reason that suitable defensive works
can be established there at less cost than at any other point. But all these questions
are deemed essentially subordinate. They must of necessity yield to the paramount
consideration of adopting that locality for the canal which shall best secure the requi-
site stability for the sides and bottom of the prism and the foundations of the locks,
***** and after approving " the debouch into the Gulf waters
of Isle au Breton Pass,'' &:c., " the Board also approve the location of the inner end
of the canal upon the straight portion of the Mississippi River, below Fort St Philip,
at such distance from that work as the final examination and borings shall indicate as
most suitable, due weight being given to the question of providing adequate military
protection for the work from existing fortifications or otherwise, as may be found mo6t
advantageous.^'
These paragraphs either suggest important changes of location, or
they do not. From anything experience or borings into the soil h^s
revealed, I do not consider as " paramount,'' in determining that loca-
tion, the matters so characterized. There would be grave "diflSculties,-
indeed, in obtaining " requisite stability for the sides and bottom of the
prism and the foundations of the locks," if, as stated, matters so im-
portant as the accessibility of the canal entrance in '* eastern weather,"
the protection of the canal-mouth, and of shipping in the roadstead
against the violence of waves, and the protection of the canal-works
against the maritime enemy during war, all absolutely essential and
unprovided for in the project, are "essentially subordinate'' to over-
coming such difficulties, or to facility of dealing with them.
When it is borne in mind that the identical location of four different
engineers (Captain Howell included) was governed by the " paramount
consideration," (and a very sound one by itself^) of the shortest distance
from the river to deep sea water, it is scarcely comi)rehen8ible that other
considerations, important enough to be weighed with this^ become "sub-
ordinate" to difficulties of the ground. If so, the bare practicability'
even of the present location is rendered doubtful.
Neither observation of, and familiarity with, engineering works in
Louisiana, nor the borings made by Captain Howell, suggest to me that
any material variation in its location will be suggested by further scru-
tiny of the substrata by boring. My knowledge of the soil, indeed,
prompts me to affirm that, so far as the " foundation of the locks" is
concerned, (I do not allude, of course, to abrasion by the river,) the
bearing-power of the soil is not likely to be found better or worse in one
place than another. Captain Talcott found at forty feet a " firm bottom
of sand mixed with mud,"* {clay^ probably,) and the borings made by
Captain Howell, after passing through various mixtures or strata of
^'blue clay" and "sand," exhibit generally, at about 40 feet, a stratum
of indefinite depth of blue clay, with little and sometimes no sand. This
stratum possesses, however, in all probability, no greater " bearing ''
* I think Captain Talcott meant to say that throughout his forty feet of perforation be
found sand mixed with mud, (or clay,) which he regarded as ''firm bottom/'
REPORT OF THE CHIEF OF ENGINEERS. 829
qaalities than any of the others. Pare blue clay was found at Fort
Livingston, (underlying nearly pure and incompressible sand,) at depths
of from twenty to twenty-five feet. Few works in Louisiana have settled
more than Fort Livingston, and there are good reasons for believing that
the yielding occurred in the clay. Major Turnbull found at the site of
the New Orleans custom-house, after a few feet (three or four) of light
surface-matter, *' stiff blue clay" slightly mixed with very tine sand, ex-
tending to depth of boring, (27 feet,) and yet that custom-house, the
walls of which rest on grillages 15 feet wide, has settled nearly 2 feet.
Forts Jackson and St. Philip rest on higher strata than this 40foot
stratum. Their settlement has been great, but not so great as Fort
Livingston.
The strata, therefore, whether superficial or deep, are (so far as we
know) all equally yielding. The mobility of the '^fine sand," where it
exists, as it sometimes does, in strata almost destitute of clay, may, in-
deed, enhance the difQculties of making the canal-trunk, and of getting
throu>gh thein to reach the lock-foundation, but it is not likely that any
considerable change of location should result.
The engineering difficulties, therefore, great as they may be, have no
claim to being ^'paramount" in the location of this canal; they are
likely to have but trifling influence upon it, and are wholly subordinate
to the considerations of ctccessibility — protection of its harbor against the
sea — protection of its works against the enemy. The late Colonel Abert
has officially affirmed that the canal, as located in the project before us,
was not only unprotected in both these relations, but that it would de-
mand works of such expense as to justify the Government in rejecting
it, and in turning its attention to the improvement of the passes.
I do not affirm this ; I merely say that the plan which does not treat
these matters at all is not a sufficiently complete study of the project.
The first formal suggestion of a very radical change of location of
the canal came from one of the professional gentlemen whom the Board
consulted in New Orleans — ^an engineer whose professional life has been
identified with the military defenses of the delta of the Mississippi
Kiver, and with the great engineering questions which the control and
navigation of its waters perennially raise. (See letter of General G. T.
Beauregard.) *'Its location,'' he says, "on the river should be under
the protection of the guns of Forts St. Philip and Jackson, due re-
gard being had to the permanency of the river-bank." In a draught of
a report I prepared in New Orleans, and communicated to the members
of the Board, I suggested " whether a location from St. Philip to
somewhere near Deep Water Point, and the dredging of a small harbor
connecting with Breton Bay, (in 10 feet water,) and under the shelter
of Sable Island, might not be better than bringing the canal direct into
the bay, where now proposed. Such a harbor would, while tolerably
sheltered, be much more easily defended against a maritime enem3\"
The member of the Board "in favor of locating the Gulf terminus
northward, and under the lee of Sable Point, • • • which would
natui-ally carry the river terminus nearer te Fort St. Philip, and per-
haps within suitable distance to satisfy the requirements of a good de-
fense, without the erection of special works for that purpose^"" is understood
to be one of the signers of the majority report.
The suggestions "or opinions" above cited all involve radical change
of location. They come, therefore, from three different sources, two of
which are members of the Board, and the third entitled to great consid-
eration, for reasons already given. But I go farther in suggestion, A
canal starting a few hundred yards below Fort St. Philip, and taking
830 REPORT OF THE CHIEF OF ENGINEERS.
a (lirectioudaeDortb, (nearly,) would strike the Gulf waters at two miles
distance, and the 6-foot curve at two miles and three-quarters ; theuce,
on a line directly north to Hog Island, three miles distant, the wat^r
attains depths of 10 to 12 feet A dredged harbor of the magnitude of
that of the North Sea Canal (i. e, the dredged portion, say about two-
thirds of a millon superficial yards, or 136 acres) would not be an un-
dertaking of unreasonable magnitude. It would be perfectly sheltered
from storm-waves, while a dredged channel in water varying from 12 to
25 feet depth, of about five miles length, would constitute the com-
munication to the deep waters of Breton Island Bay. The experience
of dredged channels of approach to Baltimore, 24 feet deep, (ten miles,
of which five miles is wholly dredged, the rest partially,) and of At-
chafalaya Bay, (twelve miles long, to about 11 feet depth,) i>rove the
efficiency of such channels. Instead of six miles of canal, there would
be but two. Instead of two jetties of a mile length each, of which the
cost is so formidable an item, there would be but the bulkheads (of ma-
sonry, riprap, or otherwise) from the shore-line to edge of the dredged
harbor. The canal, for its whole length, would be " under the protec-
tion of the guns of Forts St. Philip and Jackson."
The anchorage of Breton Island Bay would still be as available as
now. The defense of that anchorage and of the dredged channel ap-
proach suggests the desirableness of a work on Sable Point, but this
iiefense is quite another matter from that of the canal itself, though
rendered essential by its existence.
It is not necessary for me to affirm that the location and arrangement
above suggested are better than those of Major Howell, Major Chase,
and others. I have only to refer to the grave objections to the latter,
enumerated by the late chief of Topographical Engineers, to set forth
substantial reasons for my position that << a more protracted and com-
prehensive study is required to fix the location.''
In turning now from the matter of location to that of plans of con-
struction, I do not know how I can discharge the duty " to consider and
report upon the plan submitted" to the board without saying that it is
not one upon which it would be proper to undertake the execution of
the work, nor one in which the great problems of the canal-construction
are adequately solved. The majority of the board entertains doubts of
the practicability (at a reasonable cost) of the method of a coffer-dam
surrounding the entire lock, '' owing to the nature of the soil and the
engineering difficulties consequent thereon." But even if the engineer-
ing difficulties be overcome, the foundation proposed is quite inadequate.
A grillage covering a surface of 112 by 550 feet, (about,) and only 6 feet
thick, would be perfectly impotent to distribute pressure or to prevent
distortion and cracking.*
Furthermore, I am of opinion that no thickness, within practicable lim-
its, of grillage alonej will suffice to keep such a lock free from distortion and
injurious settlement. This opinion is founded upon the compressible
* Simx)ly aa a confirmation, (for I did not first base my opinion on an individual
instance, which had passed out of my mind,) I quote the following note, taken four-
teen years ago at the Helder, (Holland :) ''The new dry-dock is 350 feet long by 90 feet,
(interior dimensions.) The site was excavated, the water pumped out, (the soil a4 deep
as I could see it, which was about to the level of the bottom of the dock-floor, wan
mixed strata of sand and clay,) then a grillage of timbers three yards thick. The struc-
ture had been completed up to two-thirds, perhaps, of its full height. The weight of
the side-walls had caused a wide longitudinal crack through the middle, the whole
length of the dock, perhaps an inch or two wide. They had cut ont the old lining and
l>ottom arch, and were rebuilding it. The brick masonry was well laid, the bricks in-
different, and the mortar not as hard as our cement mortars.^'
REPORT OF THE CHIEF OF ENGINEERS. 831
character of the clay substratum, (a« already explained,) which iavaria-
bly yields to superimposed weight, even if very slight. Mere settle-
ment is Dot uecessarily destructive of masonry structures in general, but
the working of large lock-gates demands not only the most perfect free-
dom from distortion, but the most perfect level. As a simple means of
escaping the difficulties of a deep construction so extensive, I recom-
mended the isolated construction of the masonry gate-chambers. But
for thesCj the maximum stability, only to bo attained by the important
auxiliary of piling, is indispensable.* Piling can be done without en-
countering the engineering difficulties of the coflfer-dam process, and
the masonry can be built, and lock-gates hung, whether by the ])neu-
matic or some other method more simple and less costl3\ The lock
dimensions (of the plan) have been modified by the majority in their
report, and judiciously, I think.
The jetty construction of the plan is described by the engineer as
'^ one of a svhstantial though temporary character, and must be super-
seded by one of b^ton, based on the foundation this one will afford."
Even if economy of time justify a "temporary^ construction, the one
designed would, I think, prove inadequate, and the enormous expendi-
ture upon the so rapidly perishing timber- work, $1,000,000, could not
be regarded as judicious. Of course, there is no basis afforded for esti-
mating the cost of the permanent jetties with which the work must be
provided.
By reference to the project of Major Chase, it will be seen that he
places his jetties (of a massiveness fully adequate) 1,000 feet apart,
dredging the whole space between them. This arrangement provides
for something like a harbor ; and although the objection of eastern ex-
posure is so strongly urged by Colonel Abort, the feature cited furnishes
a palliative not found in the present plan.
Breton Island Bay is exactly opened to the prevailing storm-winds of
the Oulf ; and should this location be adopted, I think there can be no
doubt of the necessity of creating, by the arrangement of these jetties,
(starting from points on shore 1,000 or 1,200 yards distant, and converg-
ing toward the outlet,) a small artificial harbor, as at the entrance to the
North Sea Canal.
Thus far, experience in Louisiana offers no example of the cutting of
a canal to a depth of 25 feet, unless it be, indeed, the occasional river
'* cut-offs," which excavate to much greater depth. That the "prism"
can be made and maintained I do not doubt, but I do doubt whether
that result, including the protection of the 8ides,f formation of embank-
ments, roadways, &c., will be attained for the total arising from an
estimate of fifty cents for each cubic yard, within the defined limits of
the excavated section. I doubt, however, the necessity of a bottom-
width so great as 200 feet. The North Sea Canal, three times the length,
has but 90 feet bottom-width. This dimension is one readily increased
if experience shows the necessity.
In conclusion, I would say that while I do not doubt the entire
*^ practicability" of the canal-construction, I think that the phraseology
used in the report of the majority, that " no extraordinary engineering
difficulties need be apprehended," rather underrates the real difficulties
* The plan of Major Chase — and nothiDg which has succeeded this plan, so boldly and
so sharply defined, has been any advance — contemplated piling; so did that of his fol-
lower and (probably) imitator, Moutaigu. The locks in the Y of the North Sea Canal,
resting on strata of similar character, are piled.
t Sailing-vessels will, of conrse, be towed through the canal. That expense should
not be imposed upon steam -vessels, which, of large dimensions and draught, are super-
seding sailers for ocean navigation.
832 EEPORT OF THE CHIEF OF ENGINEERS.
to be anticipated. The sinking of the extensive masonry masses to a
depth of more than 40 feet below the contiguous river-surface is some-
thing which has no actual precedent in Louisiana, and demands the
most careful study before undertaking, and will task the skill of the
engineer in execution.
The climate itself, in conjunction with the marshy soil through which
the work is laid, is no ordinary difficulty, unless, indeed, the work be
suspended for four or five months of the year. The assembling of large
bodies of men on that site and under that sun, the turning up of
marsh soiK impregnated with vegetable matter, cannot fail to generate
their incidental diseases, and cause mortality which may hamper the
progress, while the fatal epidemic of the country, unaided by such helps,
would be likely to cause protracted interruptions of the work.
I do not wish to exaggerate in the slightest degree the difficulties and
costs of the work, nor to deny that, if the navigation and commerce of
the Mississippi cannot otherwise be adequately provided for, it can be
made and should be made.
But if the execution Is not to be entered upon regardless of cost and
blindly as to ultimate requirements, the location must first be fixed by a
wider range of considerations and study, and the plans (depending, of
course, upon the location thus fixed) carefully matured after experimental
examination of the site by careful comparison of available methods of
overcoming the difficulties the character of the site reveals; and, more-
over, all that the canal project carries with it as indispensable a,ccessories
must be planned in relation to it and enter into the estimates. Fortifi-
cations are among these indispensable accessories ; so will be also some
breakwater auxiliary or artificial harbor ; so will certainly be the cost of
maintenance.
Eeferring to the experience of other canals with locks, (the Erie may
be cited,) it would not be safe to estimate this maintenance at less per
annum than 2 per cent, upon the total cost for this canal.*
I have thus endeavored to i)rove that the plan submitted to the board
suffices ^'only to show that a more protracted and more comprehensive
study is required to fix the location and determine the general details
of construction, and to make an estimate which can rightly be consid-
ered approximate,^
I shall, in another report, maintain that, ^^ before resorting to an arti-
ficial work of the difficult and costly character of a ship-canal, a more
attentive consideration of the superior advantages of the natural mouths^
and of the fair probability of utilizing them, is needed."
Eespectfully submitted.
J. G. Barnaed,
Colonel of Engineers and Brevet Major-OeneraL
Brig. Gen. A. A. Humphreys,
Chief of Engineers^ U. S. A.
Army Building,
New York, January 28, 1874.
General : 1 herewith forward two sketches,! which I desire to hav(>
attached to, and made a part of, my report on the ^^ plan submitted by
Gapt. C. W. Howell, Corjis of Eogineers, for a ship-canal," &c.
*Thi8 estimate is made with full consideration of the fact that there are do embank-
ments, no leakage, and no *' puddling '^ in the proposed canal; the maiuteuauce, &c.,
of fortifications not included.
tFor sketches see original.
REPORT OF THE CHIEF OF ENGINEERS. 833
No. 1 is intended to illustrate the quotations from the report (1839) of
the late Col. J. J. Abert, which urges the necessity of shelter to the
entrance during "eastern weather."
No. 2 is intended for reference in reading what is said concerning the
question of location and of defense by existing fortifications.
Very respectfully, your most obedient,
J. G. Barnard,
Colonel of Engineers and Brevet Major-OeneraL
Brig. Gen. A. A. Humphreys,
Chief of Engineers, U. 8. A,
4. — Report of Board of Engineers on the improvement of the parses as an
alternative to or in connection with the canal.
New York, January 13, 1874.
The Board of Engineers convened by Special Orders No. 83, head-
quarters Corps of Engineers, Washington, D. C, dated June 30, 1873,
to report upon the project of a ship-canal to connect the Mississippi
Eiver with the deep waters of the Gulf of Mexico, having had the mat-
ters referred to them extended by the following instructions, viz :
Office of the Chief of Engineers,
Washington^ D, C, Odoher 3, 1873.
Sir: In reply to your letter of the 24th nltiino, I am directed by the Chief of Engi-
neers to say that it is allowable and desirable to have the views of the Board of Engi-
neers on the question as to the expediency of improvin^ir the navigable outlet of t^e
Mississippi, by the Fort St. Philip Canal, as an alternative to, or a simultaneous
measure, perhaps, with, the improvement of the passes.
The report of Captain Talcott, of January 30, is in the hands of the copyist, and
will be furnished you as soon as possible.
Very respectfully, your obedient servant,
John G. Parke,
Major of Evgineers,
Col. J. G. Barnard,
Corp9 of Engineers,
have the honor to submit this report :
The improvement of the passes has usually been discussed in refer-
ence to the application to them of the jetty system, or of dredging, in
conjunction with each other, or separately, and the board propose to
confine their attention to these methods.
The depth of water over the bar to serve for commercial, naval, and
military purposes, it is assumed, should be the same as that selected for
the draught over the miter-sill of the proposed ship-canal, viz, 25 feet
at extreme low water of the Gulf. The pass to be improved is assumed
to be Pass k Loutre ; this having been selected by several engineers
advocating the improvement of the mouths of the Mississippi as the
best adapted to the application of the jetty-system.
In order to advance the low- water twenty'-five-foot curvd of the chan-
nel of the pass from the point where this depth ceases to obtain to tlie
bar, it would be necessary to construct parallel jetties, of the same dis-
tance apart as the shore-lines of the pass where 'the required depth is
excavated.
These considerations fix the length of each jetty at about 24,003 feet,
and the distance apart 2,200 feet.
53 E
834 REPORT OF THE CHIEF OF ENGINEERS.
The top of the jetties must be held low, not higher than the banks
from which they extend, because additional height, while adding to
their cost, would not induce the passage of more water between them
so long as the banks of the river above are at a lower level. An eleva-
tion of the jetties above the banks from which they spring would, ia
fact, endanger the latter in the presence of a rise overtopping them,
especially at the points where the jetties and banks unite.
The debouch of Pass a Loutre by two mouths makes it necessary to
close one of them, and this operation is supposed to be performed by
the north jetty, constructed across the northern mouth.
An inspection of the map of the pass, to fix in the mind the necessary
course of the northern jetty, will show that the present direction of the
running waters will be deflected by this work, which forms a concave
bend to receive them, and a considerable scour of the bank most neces-
sarily ensue, causing the foundations of the jetty to be undermined,
unless eft'ective measures are taken to prevent such catastrophe.
The board are unable at this time to suggest any remedy except to
sink the foundations deep enough to be out of reach of these influences.
As to how great this depth should be to insure safety, the board have
no certain means of judging, but it may be 25 feet, or even more.
The closing of the northern mouth, which, following the line of jetty,
would be a work operating to deflect the present direction of the cur-
rents, and over 7,000 feet in length, is an undertaking of great delicacy,
the cost of which, in a soil of the character pertaining to this locality,
might prove to be excessive. Success in this operation is, however,
necessary to the application of the jetty-system to the pass under con-
sideration, and must be sought at whatever cost, in order to accomplish
the desired improvement of navigation. (Note A.)
It is important to say that the advance of the jetties, step by step,
will cause deep holes to form at their extremities, due to the escape of
the waters as soon as released, and a consequent excavation of the loose
soil, which will much increase the depth and cost of these works.
The dislodgment, by the operation of the jetties, of the immense
quantities of material from the sides and bottom of the channel would
bring the scouring force into contact with the interior of the banks and
shoals, which consist generally of soil inferior/in hardness and firm-
ness; and it would be impossible so to fix the limits of this disturbing
action that it might not often reach the jetties themselves.
The long, low banks and the shoals of the delta do not owe their ex-
istence or permanence to anything inherent in the strength and consist-
ence of the soil composing them— rfor on these points all testimooj
agrees — ^but upon the action of the waves and currents, constituting an
area of equilibrium, in which the particles are deposited and retained.
But as these forces are not always as to eflect, but only periodically,
in equilibrium, it necessarily follows that changes in the shoals and
banks are constantly occurring, not enough, indeed, to interfere with
the general development of the delta, which appears to advance by-
virtue of uniform laws, but quite sufficient to endanger and even destroy
the most skillfully-designed works. (Note B.)
This consideration of the unstable and treacherous nature of the
shoals and banks is necessary in order to fix the mind upon the cost and
risk as well as upon the disappointment which would likely attend an
attempt, upon such foundations, to construct works to coerce or control
the currents of the passes.
An estimate has been prepared by Captain Howell, engineer in charge
REPORT OF THE CHIEF OF ENGINEERS. 835
of the jetties described in this report, supposing them to rest upon the
natural bottom, without settlement, as follows :
FasciDes and ballast, at $5 per cubic yard $2,545,220 00
Riprap stone, ?7 per ton 2,241,097 60
Total 4,786,317 60
If settlement and the other probabilities enhancing the cost of this
work, as already discussed, be considered, it appears entirely within
limits to state that the above estimate should be doubled.
Assuming that it will take about four years to complete the jetties to
the present 25-foot curve outside the bar, and estimating the least
yearly advance of the bar at 250 feet, it would be proper to add to the
estimate already the cost of 2,000 linear feet, equal to $68,888.
There is, besides, the estimate for future annual extensions to keep
pace with an increased advance of the bar, which by the same authority
would be $1,613 per linear foot of jetty.
The next step in order is to consider the effects of these jetties, sup-
posed to terminate at the curve of 25 feet outside the bar, upon the
depth of water in the channel and upon the bar ; and it will be first
supposed that the jetties, if projected too far apart, should near the
bar be brought together sufficiently close to insure the desired scouring
effect upon the bar.
Would this state of things, thus produced, endure for a considerable
time, or for a period sufficient to fill up the deep space ahead in the
Gulf to a distance equal to the present interval between the termina-
tion of the 25-foot curve in the channel and the outer crest of the bar ?
The principles upon which a reply to these questions depends have
been exhaustively treated in Chapter VIII of Humphreys and Abbot's
Report on the Physics and Hydraulics of the Mississippi River ; and
there is nothing more to add, except the conclusions which follow from
that report.
Let us suppose, as the first effects of the jetties, the 25-foot curve to
have advanced to the original outer crest of the bar. It will be found
that the position of the crest has already advanced, due to the large
amount excavated from the sides and bottom of the channel, and the
ordinary supply of materials which are rolled on the bottom and de-
posited on the outer slope ; and it is not certain that there would be a
full depth of 25 feet at the new crest, on account of the tendency to
form the upper surface of this deposit coinciding with the angle at
which the river-waters emerging from between the pier-heads would
be deflected upward by the waters of the G ulf, an effect which the sx)read
of the river- waters, after their release from the confinement of the jetties,
would increase. The succeeding flood, while advancing the bar, should,
upon the same principles, still further decrease the. depth over its outer
crest ; and every advance of the bar would be followed by a similar
result. Hence the jetties, in order to retain the depth gained, should
keep pace in their extension with the progress of the bar. At high-
water of river, the deposits are made exteriorly ; at low-water, interiorly
During the changes from high to low water, the deposits are made be-
tween these two, or on what is ordinarily considered the bar.
A condition of things likely to occur periodically, whereby a medium
stage of the river, without high floods, might be maintained, would
cause unusual deposits upon the bar; and hence an additional reason
for the conclusion, apparent already from the first portion of this dis-
cussion upon the bar, that in order to secure, at all times, a depth of
836 REPORT OF THE CHIEF OF ENGINEERS.
25 feet, provision should be made in the arrangement of the jetties to
excavate to a depth greater than that. (Note C.)
As a case in point, Major Stokes, royal engineers, in his paper upon
the improvement of the Suliua mouth of the Danube, states that it 1863,
owing to the absence of floods in the river, a bank formed within the
pier-heads almost in the position of the old bar, greatly contracting
the channel, though not actually barring it.
If it is not already apparent that the deep space ahead will not of
itself prevent the restoration of a shoal depth to the bar after once
deepening it, reference may be had to the fact that a shoal bar, for over
one hundred years, has been advancing at Pass h Loutre, over a deep
space ahead, and at an average rate of about 300 feet a year.
In proportion as the cross-section of discharge on the onter crest of the deposit
widens, its progress into the Gulf wiU become slower, and the depth of water upon it
will constantly decrease. »»»»»•
(Humphreys and Abbot, pp. 446, 447.) On the other hand, if the cross-section be nar-
rowed, the progress into the Gulf of the deposits will become more rapid.
This rapid extension of the pass into the Gulf would tend to increase the volumes
of the shorter passes at the expense of its own, and it would eventually be necessary
to resort to another pass for the continuance of the plan. (Ibid., p. 456.)
This yearly progress of the bar demands a corresponding extension of
the jetties into deep water exposed to the severe storms of the Gulf,
and consequently of great cost.
The difficulties at the mouth of the Mississippi, so far as concerns
the improvement by jetties, resolve themselves into three sources :
1. The absence of a littoral current.
2. The yielding nature of the banks and shoals.
3. The abundance of deposits.
The first and third combine in the yearly and rapid extension of the
bar, and compel the works of improvement to continue at a heavy an-
nual cost until their entire abandonment.
The second makes their construction difficult and their maintenance
improbable, unless deeply founded at a very heavy expense.
AH the principal objections to the improvement of Pass 4 Loutre
necessarily apply to the Southwest Pass.
But the board does not clearly understand why Pass ^ Loutre has
been preferred for improvement by jetties, its exposure to the storms
and storm-tides of the Gulf being much greater than that of the South-
west Pass ; and it may be added that the direction of jetties at the
Southwest Pass would be straight, while at the other pass they would
be inclined to the direction of the current, which is objectionable.
Pass k Loutre, however, has the advantage of being directly in the
track of vessels bound to and from the East. The length of both
jetties at Southwest Pass, designed for the same objects as at Pass ^
Loutre, would amount to 54,000 linear feet. It is proper to state that
these lengths were taken from a Coast Survey map, of a scale smaller
than that of the map of Pass d Loutre, made by the engineer in charge
for the operations of the dredging-machine, and upon which the im-
provement of Pass k Loutre was discussed by the board.
In the study of improvements of this character it is well to refer to
instances where trial has been made, holding in view always the sound
principle that the fact of work having proved successful, or having
failed, at any river-mouth, by no means insures that the same kind of
works will succeed or fail at any other river-mouth unless the very same
conditions exist.
The board is indebted to the article (Yol. XIII, Professional Papers)
of Major Stokes, R. E., British commissioner for the improvement of
REPORT OP THE CHIEF OF ENGINEERS. 837
the months of the Danube, for much of the matter in the present dis-
cussion immediately following.
From 1594 to 1682 attempts were made to improve the Vistula by ex-
tending piers seaward from its mouth. "A breach in the root of this
pier, through which the river cut itself a lateral communication with
the gulf 10 or 12 feet deep, suggested the idea of obtaining a perma-
nent channel independent of the mouth."
The extension of the piers from the mouth of this new channel con-
verted into a canal did not avail to secure the requisite draught. "The
author was informed by the engineer who, in 1858, had charge of all
the Prussian harbor-works, that no efforts were available to keep
open a greater depth than 10 feet into the canal before the year 1840.
♦ ♦ ♦ It was not till after the breaking through of another
mouth several miles to the east, in 1840, as before mentioned, that the
Prussian engineers could congratulate themselves on having obtained a
good entrance to the port of Dantzic. * ♦ ♦ Xhe river was
at once shut off from its old course * ♦ ♦ by a dam.
♦ ♦ • • The old mouth was cut off from the sea by a solid dam.
♦ * ♦ By these means an excellent channel of 17 feet was ob-
tained," (at the mouth of the canal,) " and has since been maintained
by constant dredging. As Jilready mentioned, the dredging is carried
on under peculiarly favorable circumstances, as the Gulf of Dantzic is
land-locked. * • * In the Gulf of Dantzic there can
hardly be said to exist a littoral current. The littoral current of tte
Baltic, from west to east, passes along the Helas t * *
and strikes again the coast, which then immediately trends to the north.
The main force of the current is then carried northward, but a portion
of it sets into the Gulf of Dantzic from east to west, * ♦ ♦
while a second current, passing round the head of the Helas, sweeps
along the shore of the gulf, and, traveling from west to east, meets the
main current somewhere opposite the old mouth. No^more unfavorable
circumstances for the opening of the mouth of the river could be imag-
ined. The river issuing into slack- water at the meeting of the two cur-
rents threw down its deposits at once." . * * ♦
The two attempts, which were persevered in for more than one hun-
dred and fifty years, to keep a channel open for seagoing vessels at the
mouth of the river or of the canal, failed, and it was not until the fortu-
itous opening of another mouth, five miles away from the old mouth,
which removed the deposits to a distance, that success was obtained.
The causes of non-success were:
1. Absence or neutralization of littoral currents.
2. Abundance of deposits.
The causes of final success were :
1. A stoppage of deposits.
2. Dredging in a sheltered gulf.
The character of the piers, which were chiefly built of riprap, as
shown in the plates accompanying this article, indicates that the founda-
tions were not of the yielding nature of the Mississippi deposits, and as
there is no mention made of difficulties arising from the nature of the
bed, it is assumed to have been ordinarily good.
The Board passes to another instance of improvement, cited from the
same author, of the mouths of rivers in tideless seas, viz, the Sulina
mouth of the Danube.
The improvement was made by the construction of parallel piers.
The north pier is a continuation of the left bank of the river. It is 4,640 feet in
Sength, and is carried out to what was the 16-foot line before the work was even began. *
838 REPORT OF THE CHIEF OF ENGINEERS.
The south pier approaches the north pier on a curve, and then runs
parallel with it, terminating 600 feet short of the other pier.
The construction was of an outer line of sheet-piling, stayed by a
framing of piles and timbers, the foot of the sheet-piling being pro-
tected on both sides by a large deposit or bank of stone, rising to the
level of the water. At intervals there was an inner row of sheet-piling,
with cross-lines to the outer row, the Fpace or box thus formed being
filled with stone, and both rows protected on their exterior by a deposit
of stone.
Since the coDstrnction of piers the depth bas never been less than 16 feet, and is
nsually 17 feet, there hxwing been at times a good channel of 17^ feet.
The piers were finished in 1861, and in 1863, the date of the article, the
experience was that the depth varied at times from 16 to 17J feet, the
latter belonging to floods of *' unusual violence."
Spring floods of that year had formed a menacing bank on the continuation of the
north pier and about 2,500 feet to seaward of it, but this bank was speedily broken
down by the spring gales and carried away by the littoral current. In 1862 tbe floods
threw down a similar bank, but without obstructing the navigation, and that bank
was again removed by the action of storms and currents. • * * The rapidity
with which they were removed seems to favor the supposition that the bar will only
creep across the front of the piers when the general advance of the delta should have
pushed the littoral current farther away from them, and thus have caused a double
effect dangerous to the channel.
In the first place, the river current would not then be turned southward, and would
tl^row down its deposits immediately in front of the piers ; * * * and, secondly,
the banks thus formed, instead of being broken down by the gales and carried south-
ward, would be driven back on the channel, which they would choke still more.
Since this article was published, it is ascertained that the south pier
has been extended as far seaward as the north, and that a depth of 20
feet has been obtained. *
Tbe board are not in possession of a paper on the same subject, by
Sir Charles Hartley, tbe distinguished engineer who constructed these
piers; but it is impossible to entertain a question as to the Ccauses of the
success of the pier system at this place.
An inspection of the map accompanying the article shows a great
development of the delta form at the Kilia mouths, and the same for-
mation to a less degree at the St. George mouth, with a consequent pro-
jection outward of the shore-line; but at the Sulina mouth no formation
of the kind is distinctly traceable, and it is inferred, though the fact is
not material, that the quantity of sediment emptied at this outlet is
small in comparison with the others.
The construction of the piers indicates a difiFerence in the character
of the bed, as to resistance, from that of the Mississippi, it being cer-
tain that this description of work would not answer at the latter place.
The cases of the Vistula and of the Sulina mouth of the Danube mani-
fest essential points of divergence from the circumstances attending
the improvement of the Mississippi, and the results obtained in the
former cases constitute no precedent for the employment of the same
means at the latter place.
Upon a review of the practical difficulties which the adoption of the
jetty system of improvement at the mouth of the Mississippi would
entail, and a due consideration of the original cost of construction and
of annual extension, entertaining doubts, moreover, of the successful
issue of the attempt, the board does not consider it advisable to recom-
mend it.
With regard to the cost of this operation, owing to the uncertain
nature of the problem, made so by the peculiar risks attending it, the
board find it impossible to fix any reliable limits.
REPORT OF THE CHIEF OF ENGINEERS. 839
The estimate in this report, made apon a hypothesis favorable to the
project, indeed, but which does not exist, is useful ouly to convey to
the mind some idea of the magnitude of the undertaking.
As an auxiliary to the improvement by jetties of the mouths, dredge-
boats must be employed to remove mud-lumps.
The other means of improving the depth at the mouths, by the stir-
ring-np process, has already been put to the test of practice.
Two boats, the Essayons and the McAlester, have operated upon
Southwest Pass and upon Pass A> Lontre.
These dredges can begin work upon a bar having only 11 feet of water.
The former can excavate to the depth of 20 feet, the latter boat to a
depth of 22 feet.
Ol)erations at Southwest Pass between July 1, 1872, and April 1, 1873 :
The width of the channel made varied from 50 to 250 feet. The depth
varied from 20 to 13 feet. For 39 J days, 19J to 20 feet in depth ; for
120 days, 17 J to 19 feet in depth ; for 90 days, 17 feet in depth ; for 22
days, i3 to 16J feet in depth.
The smaller depths, from 13 to and including 17 feet, were due mainly
to blockades and other obstructions formed by grounding vessels.
From July 1, 1872, to April 1, 1873, 53 vessels grounded at Southwest
Pass, and were the cause of there being less than 18 feet in the channel
after November 1. To April 1, 1873, the dredges worked 58 days. Sus-
pension of work on account of slack current, 62 days ; fogs, 21 days j
waves, 16 days ; repairing, 36 days. The remainder of the time is ac-
counted for in coaling, pulling grounded-vessels out of the way, and
suspension of work on Sundays.
Operations at Pass h Loutre from April 1 to June 30, 1873 : Starting
at 11 J feet depth on the bar, worked 78 days. From May 27 to July 1,
the depth was 17J feet at extreme low-water of the Gulf.
This favorable comparison of working-days at Pass a Loutre is due
to several causes, viz, the small number of vessels passing through :
the absence of grounding ; the protection which the outer shoals aflfora
to the bar, and the suflficiency of the currents during the period in ques-
tion.
It should be noted that the stoppages were from causes beyond con-
trol, and, consequently, which could not be remedied by better boats or
more of them. The grounding of boats, the stoppages, and the shoal-
ing in consequence thereof could have been prevented in many cases
by good regulations, well enforced.
The effect of the stirring-up process is to sift out the finer, leaving on
the bottom the heavier, sandy particles, thus forming a surface harder
than the natural one of the bar. Nevertheless, vessels pulled with pow-
erful tugs are drawn through with a draught greater by one foot than
the depth of channel. This oi)eration would not generally succeed with
long sea-going steamers.
The results so far do not warrant the board in estimating a greater
depth than 18 feet at extreme low- water as capable of being maintained
at the passes by means of the stirring process. This is inadequate to
the requirements of the naval, military, and commercial services.
Although the stirring-up process cannot, therefore, be made a substi-
tute for a project affording the proper depth, it should be continued
until such project shall have been completed.
It is understood that one member of the board of 1852 — Major Chase,
(now deceased) — was in favor of the canal project, (Not^ D.) Another
member, Major Beauregard, has expressed his opinion very emphatically
in favor of a ship-canal, and doubtfully as to the jetty system. This
840 REPORT OF THE CHIEF OF ENGINEERS.
testimony is valuable, as springing from the matured judgment of an
experienced engineer, well acquainted with the subject he discusses,
and is an evidence of a prevailing conviction which points to the fact
that the time has come for obtaining an outlet to the ocean of depth
sufficient to meet the necessities of the great valley of the Mississippi,
and that the canal offers the best and most certain means of attaining
this result.
John Newton,
Lieut. Col. of Engineers, Brevet MajorGeneraL
Q, A. GiLLMORE,
Major of Engmeers, Brevet Major-General.
Wm. p. Craighill,
Major of Engineers,
G. Weitzel,
Major of Engineers, Brevet Major-General.
C. W. Howell,
Captain of Engineers, iireret Major.
•
!N^ot fully concurring in the above, my views will be submUted in a
separate report.
J. G. Barnard,
Colonel of Engineers and Brevet Major- General.
Dissenting from the report of the Board in but one point of opinion,
I have signed the report, reserving mention. Referring to my report
on the canal, also to my answer to a letter addressed me by the presi-
dent of the Board, both submitted with the report of the Board, it will
be observed, as the probable depth of channel to be maintained by
dredging on the bars under stated conditions, I name 20 feet. This is
considered by the Board an over-sanguine estimate, more especially
since the past record of dredging does not show the maintenance of an
18-foot channel.
While adhering to my opinion, I must acknowledge that, so far a>s I
know, I am the only engiueer holding it.
C. W. Howell,
Captain of Engineers, U. S. A.
Note A. — The operation of closing the north mouth by a work which
at the same time changes the direction of the current, appears to be
doubtful of success, as well as excessive in cost ; and the question arises
whether it would not be better, first, to close the mouth by a dam below
the position of the works, and then to construct the line of jetty. In
this way the difficulties would be separately met, and the cost might be
kept within limits capable of being fixed.
Note B. — ^The influences of the jetties will develop additional forces
tending to change the form and equilibrium of the shoals.
Note C. — And hence the jetties, in order to carry into the Gulf a
depth greater than 25 feet, must be of greater length, at a less distance
apart, founded in deeper water, and situated farther down the slope of
the banks, all of which circumstances are unfavorable, as to the cost
and difficulties of construction.
Note D. — Major Chase had, in 1837, submitted a project and estimate
for a ship-canal.
REPORT OF THE CHIEF OF ENGINEERS. 841
5,— Minority Report of Col. J. 0. Barnard^ Corps of Engineers.
Army Building,
lieic YorlCj January 29, 1874.
General : In a partial report January 20, confined to the discussion
of the "jpZan submitted by Capt. C. W. Howell, Corps of Engineers, for
a ship-canal to connect the Mississippi River with the Gulf of Mexico,^
I stated that in another report "I shall maintain that before resorting
to an artificial work of the difficult and costly character of a ship-canal,
a more attentive consideration of the superior advantages of the natural
mouths, and of the fair probability of utilizing them, is needed.''
This investigation is called for by your express desire "to have the
views of the Board of Engineers on the question as to the expediency
of improving the navigable waters of the Mississippi by the Fort St.
Philip Canal as an alternative to or a simultaneous measure, perhaps,
with the improvement of the passes,'' and as I could not concur in the
views of the majority of the Board on these subjects, this separate ex-
position of my own is rendei'ed necessary.
There are but two methods of improving the passes which call for
notice :
Ist. Dredging, in which may be included all the varieties of that proc-
ess, such as " stirring up," ** harrowing," &c.
2d. Jetties at one or more of the mouths, by which to concentrate the
current upon the bar and thereby cause its removal.
Of the first process only has any actual knowledge by experiment
been attained, and some notice of the history of this experience will be
in place.
Under the first appropriation for the improvement of the mouths of
the Mississippi, in 1837, "dredging" with "buckets" was recommended
by a Board of Engineers, and a powerful machine constructed and set
to work. But its cost and the outlay upon the survey consumed the
appropriation before the method had been tested; and no other appro-
priation was made till 1852. In that year an appropriation of $75,000
was made for opening " a ship-channel of sufficient capacity to accom-
modate the wants of commerce;" and it was further provided that the
said money should be ai)plicd hy " contract," and that the contract
should be "limited to the amount appropriated."
In order to decide how to apply this appropriation vinder the stipula-
tions of the law, the Secretary of War (Mr. Conrad) convened a mixed
naval and engineer Board, (its members were the late Commodore W.
K. Latimer, U. S. K, the late Maj. W. II. Chase, United States Engi-
neers, Maj. G. T. Beauregard, United States Engineers, and the under-
signed,) and submitted to it certain queries. All these officers had
served long on the Gulf coast, the three latter, as engineers, having
had much experience with construction and engineering problems con-
nected with the Lower Mississippi. Major Chase had, indeed, been one
of the very first engineers to propose, in 1837, a ship-canal, and the
first to define his views by a project, which has been noticed in my first
report.
No other plan suggested itself to that board by which the $75,000
could be applied with some hope of obtaining any important result than
that of " stirring up " the bottom ; and upon their recommendation a
contract was entered into with the Tow-boat Association, by which a
channel through the bar at Southwest Pass 18 feet deep and 300 feet
wide was to be made. The execution of this contract was the very
842 REPORT OF THE CHIEF OF ENGINEERS.
first successful application of any artificial means to deepening the
channels over the bars, and it deniomtrated the efficiency' of dredging
by that method. Inasmuch, however, as the Board coald not foresee
with certainty this success, they, in recommending another appropria-
tion of $150,000, also recommended, should in the mean time the dredging
processes prove failures^ to apply it to the construction of jetties of the
Southwest Pass, remarking that the *' project of jetties is based upon
the simple fact that, by confining the waters which now escape use-
lessly in lateral directions to a narrow channel, the depth of this narrow
channel must be increased — in other words, the existing bar must be
cut away." As auxjliary to the jetty system, the Board recommended
the closing of certain minor outlets in order to increase the volume
flowing through Pass h Loutre. The board concludes by saying that,
should methods of operating upon the natural outlets — the mouths —
" all fail,^ there is yet a plan to fall back upon, viz, A ship-oanal.
They express their conviction of its practicability^ and recommend ** that
the engineer charged with these works should be directed to employ
such time as he can spare to an investigation of the subject, having
reference to the possibility of a future recurrence to this project
No further appropriation was made till 1856, and as a consequence
the 18-foot channel completed in 1853 was speedily filled. In the year
mentioned an appropriation of $330,000 was made for the improvement
of the passes. A Board of Engineers recommended that the proposals
of the Tow-boat Association should be accepted for keeping open the
Southwest Pass, by the already successfully-tested method of stirring
up the mud, and that a proposal of Messrs. Ci:aig and Rightor for keep-
ing open Pass a Loutre by means of jetties, and closure of minor passes,
be accepted.
By direction of the Secretary of War (Mr. Davis) their plans and pro-
posals/or both passes were accepted, and the contractors began at the
Southwest Pass, by building on the east side a jetty about a mile long,
composed of a sinigle row of pile planks^ strengthened at intervals by piles.
Portions of this jetty were carried away by storms, and the contractors
abandoned the plan, and were permitted to resort to the " stirring-up"
method, by which they opened, in 1858, two channels 18 feet deep,
which, as long as the process was continued, preserved this depth.
(Physics and Hydraulics of the Mississippi, p. 455.)
Such, substantially, was the experience up to the interruption of all
operations by the? civil war.
In 1867 an appropriation of $75,000 was made, and a contract entered
into, for " stirring up," which, however, was not executed.
The engineer in charge (the late Maj. M. D. McAlester) then designed
a boat (the Essayons) especially adapted to the stirring-up process, by
agency of propeller-blades extending below the keel, and, with the bal-
ance of the appropriation just named and that of 1867, ($200,000,) the
vessel was built, and the system, as improved by Major Howell, by the
addition of the deflector, which more eflfectually directs the stirred-up
material into the upper currents, has been since in operation with emi-
nent success.
" The results have been such '' (in the language of Major Howell) " as
to warrant yet more liberal action. With the success attending the
work of dredging the bar at Southwest Pass during the past two years,
the commerce seeking the port of New Orleans has grown rapidly.
"Lines of steamships before in the trade have built new vessels for it;
other old lines have been attracted to it ; new lines have their vessels
in course of construction, and sailing-vessels in greater number than
REPORT OF THE CHIEF OF ENGINEERS. 843
before have been engaged in it, all taking fuller cargoes, making quicker
trips, with greater profit to owners and reduced expense to shippers.
The cotton trade of the upper cotton region, for a time partially diverted
from this ronte, is returning, and a grain trade has been inaugurated
which promises to attain large proportions.
** While the great benefit already derived from dredging is acknowl-
edged, there remains in the minds of commercial men doubt as to its
continuance to meet the growing demand for deeper-draught vessels.
" There is yet more serious doubt regarding the continuance of suit-
able action on the part of Congress, in making appropriations season-
ably and in amount to prevent interruption of the work. Distrust in the
continued eflfectiveness of dredging can only be overcome by long-con-
tinued success, and simply retards commercial progress.
" Distrust of the continued good will of Congress is of morfe serious
import. • The work in progress is dependent for its continuance on an
annual appropriation. It is of a character requiring continued work.
Suspension for a few weeks or months will permit the natural agencies,
always at work, to obliterate all evidences of previous improvement,
and return the channels across the bar at the river-outlets to their
normal and obstructed condition.
" Such occurrence would be disastrous in the extreme. It would
ruin the commerce now promising such good results, rain the merchants
engaged in it, and destroy conficlence in plans for its revival at any
future time. Yet such occurrence is not improbable, as evidenced by
the past record of the work.
" Legislative economy enters too largely into the spirit of American
politics to permit of men engaged in legitimate business staking their
wealth, when it will depend on the turn legislation may take. What
is required to inspire confidence in the future of the commerce of the
Mississippi River is a permanent outlet — not one of uncertain tenure.
Dredgiug, from its dependence on legislation, does not offer such."
It is further stated by the engineer in charge, in an official letter to
the president of the board, that, provided that enough money be fur-
nished to keep the two dredge-boats now in service employed all the
year round, except when under repair, and further provided the engi-
neer have full control over the use of the channel, with authority to
assess fines in cases where injury may result from ignorant or malicious
handling of vessels in the channel, to be collected in the United States
courts, THEN a channel may be made and maintained at one of the
passes tvith 20 feet depth at extreme low-tide; and the cost for the same
would be $150,000 per annum for " running expenses," and a new dredge-
boat, costing $250,000 every five years, or an average cost of $200,000
per annum. (See letter of Major Howell, appended.)
If these official expressions of the engineer in charge be not deemed
strong enough, reference may be made to the fallowing passages from
his annual report of September 18, 1873 :
That natnral causes effecting a blockade of tbe month of the Mississippi have been
overcome by the system of dredi^ing adopted, so far as regards obtaining a 20-foot cJiannel
across the bar at the Southicest Pass, is evidenced by my reports.
Even the popular prejudice against dr^giug has been overcome, and the people of
New Orleans, most interested, to-day acknowledge the good done.
In consequence, with means at my command abundantly able to overcome all natural
obstacles to the formation and maintenance of a good channel at the mouth of the Mississippi
Miver, I have not been able to accomplish the latter, and this fact, with those who do
not appreciate the other facts, discredits my work, the system of dredgiug, and my
ability as an engineer, &c.
^44 REPORT OF THE CHIEF OF ENGINEERS.
It has already been stated that the very first attempt at " stirring up
the bottom'' successfully created a chanuel on the Southwest Bar 300
feet wide and 18 feet deep, for the sum of $75,000. Subsequently,
(1858,) Messrs. Craig & Eightor having failed in their efforts at jetty-
construction, succeeded, by means of "stirring up the bottom with har-
rows and scrapers, dredging with buckets in some places," &c., " in
making two channels 18 feet deep, and as long as the prooess of stirring
np tfie bottom was continued by them^ the channels preserved the requisite
depth,^ (Phys. and Hyds. of the Miss., p. 455.) Subsequently (1859)
the Department took the work in hand, still using the plan of stirring
up the bottom by " dragging harrows and scrapers " over it. '^ The plan
proved to be successful, and a depth of 18 feet was maintained upon the
bar for the period of one year, at a cost of $60,000."
Thus we see that the very earliest attempt, by improvised methods, at
scratching the surface of the bar with harrows, &c., produced, for $75,000,
an 18-foot channel ; that the process was repeated in 1858 with the same
success, and two 18foot channels obtained ; and finally, the thing was
again done under the immediate direction of the Department, and for
the small sum of $60,000 a depth of 18 feet was maintained for a period
of one year.
In face of these facts; in the face of the positive, formal, and official
statement of the engineer in charge " that, so far as regards obtmning a
20 foot channel^ the natural obstacles have been overcome, (reiterated
under different forms,) and in face of the fact tliat since the proved
success of stirring up by scraping with harrows, &c., for $60,000 a year,
machinery expressly designed to this end has been invented and im-
proved upon, under the eye of engineer officers, to be operated at an
expense of two hmidred thousand dollars per annuui, the majority* of the
Board advise you that ^Hhe results, so far, do not warrant the board in
estimating a greater depth than 18 feet, at extreme low water, as capable
of being maintained at the passes by means of the stirring-up process;"
and, furthermore, that "this is inadequate to the requirements of the
naval, military, and commercial services."
By reference to the best authority I have proved the adequacy of
dredging operations on the bar by well-tested means ; but I think there
is yet room for improvement, and especially in diminishing cost. The
utilization of the power of the current may perhaps be yet further effected,!
while the attainment of 20 feet depth on the bar has by no means been
established to be the maximum. As to that depth, however, we have
the strongest assurances.
With 20 feet at extreme low-tide, vessels drawing 22^| feet could,
owing to the softness of the bar, frequent tbe port of New Orleans, and
* The engineer, Captain Howell, of course, could not concur in our opinion in so
direct conflict with his official statements. In his paragraph of dissent he avows him-
self to be *^ the ohly engineer, so far as he knows,'' who believes his own assertion that
the '^ natural obstacles to obtaining a 30-foot channel across the bar of the Southwest
Pass have been overcome" or who is so " sanguine " as to believe that with the two powerful
and especially-designed dredge-boats, and $150,000 per annum, he can accomplish more
than has heen (icoomplished by others without such machinery, and for $60,000. But he
certainly kneio my opinion; not a singular one, I imagine, or one for which it would be
of importance to cite names.
t A simple design was made by one of the members of the board of 1852, (Major Beau-
regard,) and again brought to the attention of the general board. Its trial was urgently
recommended by all the members of the iirat-named board, and by other competent
judges.
t Average high-tide is about 1| feet above "extreme" low-tide. Vessels drawing a
foot more than depth on bar can (though with some difficulty) pass. On the miter-sHls
of a lock a clearance of 1 foot is stated to me by one of our naval constructors to be
necessary for vessels of heavy tonnage and large draught.
REPORT OF THE CHIEF OF ENGIKTEERS. 84 &
for mere commercial purposes probably 20 feet draught would be ade-
quate. A draught of 23 feet will include 85 per cent, of the shipping of
the world ; and with a draught of but 18 feet vessels (steamers) can be
built of 5,000 tons, carrying 70,000 bushels of corn, or about 11,000 bales
of cotton.* It is clear, then, that, for commercial purposes, a depth of
20 feet on the bars of the passes will suffice to furnish a navigable out-
let, and relieve the commerce of the valley from enhanced charges aris-
ing from insufficient tonnage in the transports.
The engineer has, in language already quoted, very forcibly described
the impetus given to commerce through the passes by the successful
dredging operations of the last two or three years; but the benefit, he
says, is qualified partly by the doubt whether the process will meet the
"future demands for vessels of deeper draught," but still more by doubt
as to the uninterrupted anmial appropriations by Congress; and hence the
real obstacle to that confidence which will justify business men in invest-
ing their money in lines of steamships of magnitude such as will bring
the cereals and cotton of the valley through this route, appears to be
uncertainty as to the annual appropriations by Congress.
The remedy for this is clearly pointed out in the " Physics and Hy-
draulics of the Mississippi," in the very last paragraph of that work, (p.
456,) viz, " that a permanent fund be provided, untrammeled by restric-
tion as to the mode of the expenditure, from which a sufficient sum an-
nually can be relied upon for the continuous prosecution of the work,"
&c:
Congress has power, I presume, to provide such fund, or to make ap-
propriations applicable for future years. But if absolute /re<?dom of use
be not claimed for the canal, if tolls enough merely for mainten,ance be
imposed, then with equal propriety an amount no greater (for no greater
is needed) may be raised from vessels passing the deepened bars.
An objection to a reliance upon the dredging process is urged that it
could not be maintained during a period of war with a powerful mari-
time enemy. This objection implies a state qf continuous blockade at the
mouth of the river, and a protracted war. Protracted wars between
powerful nations ai^e no longer probable; they are ceasing to h^ possible;
while the supposition of continuous blockade to one of our greatest sea-
ports would be repelled, and indeed would be more destructive of the
commercial use of the river-mouths than the usual bar obstruction.
The objection is not therefore in the same category with the demand
for the defense of the works of an artificial canal, and it is not an over-
ruling one. Still an improvement of one or more of the natural mouths
by which a sufficient depth should be affi)rded without the continuous
use of machinery, and which would not be subject to the objection just
cited, would be desirable.
In tuniing to the subject of jetties, I do not know how I can better
define at the outset my position in relation to them than by quoting from
the draught of a report which has been submitted to the board, and
which has already passed through your hands :
I can only reason on probabilities deduced from stndy of the river and the lights of
experience ; and so long as to establish the negative there has been, I need not say, no
trial of the system, but not even a survey accompanied with a careful study and experi-
ments, directed expressly to develop the cost and character of the work needed, I feel
that I am justified in recommending it as probably famishing the most speedy attain-
ment of a deep-water channel, and one which will have some features of permanence.
* See prospectus of Atlantic, Great Western and Southern Steamship Company. The
proposed vessels draw but 18 feet.
846 REPORT OF THE CHIEF OF ENGINEERS.
In a passage already quoted from the report of the board of 1852, the
rationale of the jetty system is explained. I farther cite from the "Phy-
sics and Hydraulics of the Mississippi " the following :
The developmeDt of the laws which ^overu the formation of the bars has removed al^
uucertainty as to the principles which should guide an attempt to deepen the channel
over them. The erosive or excavating power of the current must be increased rela-
tively to the depositing action. This may be done either by increasing the absohite
velocity of the current over the bar or by artificially aiding its action. To the first
class of works belong jetties and the closure of lateral outlets ; to the latter stirring
up the bottom by suitable machinery, blastingj dragging the material seaward, and
dredging by buckets. These plans are all correct in theory, and the selection from them
should 1m) governed by economical considerations.
Such is the theory", and no engineer has yet expressed a doubt as to
the fact that concentration of the waters of one of the passes by jetties
carried out to deep water would excavate the required deep channel. The
difficulty and the cost of construction, the alleged necessity of costly
annual extension, furnish the arguments why this method should not
be resorted to. While the general laws which govern the formation
of bars at river-mouths are universal, there are peculiarities in the
formation due to the natural differences of character of the rivers and
of the sea-shore where the mouth is situated. If the shore be itself
sand or gravel, and not rock, a bar always forms, whether the river
brings down sediment or not. The latter material cannot, therefore, be
regarded as in any sense the cause of the bar, though when it exists it
is found to be the material of which the bar is composed. The most
intractable bars are usually found to be of the former class ; and yet,
with few excex)tions, every harbor on our northern lakes constituted by
a river or creek mouth has been improved by the construction of par-
allel jetties. That those jetties need sometimes to be prolonged is no
denial of their efficacy.
In the thirteenth volume of the professional papers of the lioyal
Engineers, four dififerent instances of the application of jetties are de-
scribed : two, the Danube and the Oder, (the first a sediment, the second
a non-sediment, bearing river,) successfully; another, the Vistula, (sed-
iment-bearing,) unsuccessfully ; and the fourth, the Rhone, of which it is
stated : " They cannot be said to have failed, (for they were never fairly
tried,) though their failure there would constitute no argument against
their employment elsewhere."
Concerning the Vistula it is stated, ^.^ no more unfavorable circumatances
for the opening of the river could be imagined^^ than those that existed at
the old mouth, where, for one hundred and fifty years, jetties (always
usedy however) failed to produce an adequate permanent depth. In 1840
the river burst through a narrow tongue of land and formed a new
mouth, five miles from the old one, to which "piers'' (jetties) were im-
mediately applied, by the effect of which, aided by dredging, a depth of
17 feet is obtained. Jetties were not, therefore, total failures, after all.
At the mouth of the Adour, below Bayonne, (not cited in the volume
referred to,) piers were carried out one and a half miles long in nearly
parallel lines and with a narrow channel. The bar here was " shingle,''
(i. 6., gravel or pebbles,) and the operation is described (Minutes Insti-
tution Civil Engineers, 1861-'62) as " a total failure."*
The conspicuous instance of the success of jetties is that at the Danube
* Nevertheless the depth is said to have been increased ; but inside, at a distance of
half a mile from the original bar, an interior bar was formed, due probably to the sea-
waves' action on the shingle.
REPORT OF THE CHIEF OF ENGINEERS. 847
month. Here, as in the case of our own great river, a great sediment-
bearing* river discharges into a (nearly) tideless sea :
The base of the triangle which constitutes the delta forms upon the general outline
of the coasts of the Black Sea a strongly-pronounced salient, which is connected with
the primitive shore-line by curved contours. A complete analogy is thus found between
the form of this delta and those of the other great rivers, the Nile, Ganges, and Missis-
sippi. {Annales des Ponies et CliassSeSf Xov.j 1872.)
Nevertheless, compared with the Mississippi delta, there are very
strongly-marked differences :
There were at the Danube delta two natural actions going on. Opposite to each of
the months of the river there was an accumulation ; between the months there was an
erosion of the shore. If the river had not been there it was natural to suppose that
the whole of the shore would have been eaten away uniformly ; and therefore the
amount of solid matter brought down by the river was not to be measured by the
apparent width of the extension opposite to the mouths, but by the width of that ex-
tension added to the width of the recession in the parts between the mouths. This
tendency to erosion from causes independent of the river was another circumstance
conducive to success. (Minutes of Proceedings of Institution of Civil Engineers, vol.
xxxvi, p. 231.)
And, again, the formation (at the Sulina mouth, at least) exhibits
firmness and (sometimes) even hardness. The village of Sulina, at the
very mouth, is, in part at least, of stone buildings, on the natural soil.
The bar sometimes, and especially during times of floods of the upland
rivers, (the^r*^ effect of high floods having been with the unimproved
bar to deepen it, the second to reform it further out, and of harder ma-
terials,t) being incrusted with hard sand, which yields with difficulty to
the plowing action of a vessel's keel, and the lateral shoals on which
the jetties were laid being sufficiently firm to support the "riprap" con-
struction without materially yielding.
Another point of alleged dift'erence, very much insisted upon by many,
is the littoral current off the Danube mouths. Colonel Stokes, li. B.,
(British commissioner,) states:
Its existence was ascertained before the works were earned ont, the author having
instituted a series of observations with floats to test the amount of the current, the
result of which proved that there was a decided current across the mouth of theriver,
which extended as low as 4 feet below the surface in a depth of 10 feet. The depth on
the bar at that time was 8 or 9 feet. It was also shown that during calms, northerly
and northwesterly winds, there was a considerable littoral current from north to south,
and during southerly and son th westerly winds, a surface current from south to north;
but it was so feeble as to indicate that the force of the wind had but just overcome
that of the current from north to south. In strong westerly winds there was a counter-
current setting in about 5 feet or 6 feet below the surface ; but this was not observed
during the northerly winds, which s(» generally prevailed at the month. The Kilia
branch, fifteen miles north of the Sulina, discharged two- thirds of the water of the
Danube into the Black Sea, the whole of which set past the mouth of the Sulina.
Seamen found a very constant current of from one-half knot to one knot per hour,
setting from the north to the south along the coast of the delta. Colonel Stokes there-
fore thought it established that there was a littoral current generally from north to
south across the Sulina mouth. (Minutes of Proceedings of Institution of Civil Engi-
neers, vol. XXX vi, p. 247.)
To the undersigned Sir Charles Hartley stated that the current aver-
aged about half a mile, confirming also the fact of its occasional fluctu-
ation.
Again it is to be observed that while each particular pass (and even
each small "bayou'') of the Mississippi delta thrusts out, in its own
particular flnger-like promontory, the Sulina mouth is not thus thrust
out, but is on the general line of the shore.
* The ratio of solid to fluid in the Danube waters is by volume ttW; nearly the same
as for the Mississippi,
t The usual depth was about 9 feet, varying, however, from 7^ to 11^ feet. ,
848 REPORT OF THE CHIEF OF ENGINEERS
The Dauube divides at about fifty miles from the coast into the Kiiia
and Toultcha brauches, of which the former conveys two-thirds (about)
of the entire discharge. The latter and more southern branch again
divides into the St. George's and Sulina arms; the latter running east-
ward nearly. The St. George conveys nearly one-third, leaving to the
Sulina but two-twenty-sevenths. The mouths of the Kilia and St.
George are about forty miles separated, the Sulina month nearly mid-
way between them, the trend of the coast-line being north and south.
Finally it may be said, the discharges of the St. George and the South-
west Pass of the Mississippi have the same ratios, one-third of the total
discharge, and the Sulina the same ratio as the South Pass, (7^ to 8 per
cent.) Hence, the total discharge of the Mississippi being more than
three times that of the Danube, the Southwest Pass discharges three
times as much as the St. George, and the South Pass three times as-
much as the Sulina. The current-velocities are, if anything, somewhat
greater in the Danube than in the Mississippi, the inclination of surface
in the Sulina 3 inches per mile during Hoods, and about 1 inch per
mile at low-water.
The sea-depths at three miles from land are 16 fathoms off the St»
George, and only 10 fathoms off the Kilia and Sulina.
On the other hand, at 1,000 feet outside the bar of the Southwest
Pass, the Gulf is about 22 feet deep ; at 4,700 feet, 100 feet deep ; at
43,0()0 feet (eight miles) 300 feet deep ; and eleven miles, 900 feet deep,
150 fathoms. (Physics and Hydraulics of the Mississippi, p. 444.)
The Kilia, though the greater arm, was deemed ineligible in conse-
quence of its subdivision into numerous small delta-arms of its own.
To the St. George, possessing a good navigable channel with 16 feet of
water, (while that of the Sulina, with but 13 feet, was very bad,) was-
given the preference.
When the engineer presented his plans to the European commission
it had three other designs before it '^ from eminent technical authori-
ties" who had visited the ground :
In one respect alone all were ap^reed, and that was in recommending that whichever
mouth were chosen, the system of improvement should be that of guiding the river-
waters across the bar, by means of piers projected from the most advanced dry angles-
of the month; or, in other words, that of concentrating the strength of the river«car-
rent, on the bottom of the proposed improved seaward channel, by an artificial prolou-
?ation of the river-banks into deep water. — (Minutes of Proceedings of Institution of
/ivil Engineers, vol. xxi, p. 284.)
The English, French, Prussian, and Sardinian governments then re-
ferred the whole subject to the decision of two military and two civil
engineers. These gentlemen, in an elaborate report, unanimously con-
demned the jetty system, and "recommended the choice of the St.
George branch with a sea-entry and gates," (in other words, a ** ship-
canal,") "independent of the mouth; a project diametrically opposed in
principle to the system of improvement previously proposed by all the
naval and engineering authorities, who had visited the several mouths
of the Danube, and had studied their })eculiarities on the spot." {Ibid,)-
The final result of these complications, and of the impatience of the
merchants for some immediate relief, was that the commission, under
advice of its engineer, " resolved to improve the channel across the bar
of the Sulina branch, by means of guiding-piers of a temporary charac-
ter, but carried out in the lines which the author had designed for per-
manent works."
It is not in place to go into particulars concerning the progress of a
wor^ protracted through many years through inadequacy of funds..
REPORT OF THE CHIEF OF ENGINEERS. 849
The piers, as designed, were 5,850 and 4,310 feet long, starting at points
on sbore 2,500 feet apart, and converging to parallelism about 600 feet
apart.
The results are thus stated by Sir Charles Hartley, (Minutes of Pro-
ceedings of Institution of Civil Engineers, vol. xxxvi, pp. 208, 209:)
1 That when the European commission of the Danuho began its labors, in 1856, the
entrance to the Suliua branch was a wild, open seaboard stream, strewn with wrecks,
the hulls and masts of which, sticking out of the submerged sand-banks, gave to mari-
ners the only guide where the deepest channel was to be found.
2. That the depth of the channel varied from 7 foet to 11 feet, and was rarely more
than 9 feet.
3. That the site now occnj>ied by wide quays, raised high above flood-level and more
than two miles in length, was then entirely covered with water when the sea rose a few
inches above the ordinary level, and that, even in a perfect calm, the banks of the river
near the mouth were only indicated by clusters of wretched hovels built on piles, and
by narrow patches of sand skirted by tall weeds, the only vegetable-product of the vast
swamps beyond.
4. That in the summer of 1857, three months of constant dredging and raking on the
bar prodnced no appreciable effect.
5. That on the completion of the provisional piers, in 1861, the depth on the bar in-
creased to 17 feet, and Suliua, instead of being the worst harbor, at once took the highest
rank among the best commercial harbors in the Black Sea.
Finally, by the prolongation of the south pier, the consolidation and
reudenug permaneiit the work, at an expense equal to the first cost of
the temporary structure, and by other improvements, an effective depth
of 20 feet was attained in 1872, and since maintained.*
So far from a rapid advance or protrusion of the bar having ensued,
"the piers have hitherto had the effect of diminishing by more than
one-half the old rate of the advance of the delta at the Sulina mouth
as represented by the 24-foot line and 30-foot line of soundings; of en-
couraging the growth of the sand-banks directly under the shelter of
the south pier ; and of causing a rapid erosion of the sea-bottom north-
ward of the north pier along its whole length, an action which has
naturally extended itself to the line of shore, thus necessitating, as has
already been observed, a prolongation of 694 feet from the shor^-end of
the pier. The causes of these phenomena may be briefly explained as
follows: The slower advance of the delta, as limited by the tails of
the 24-foot bank and of the 30-foot bank, is due to the circumstance
that the great bulk of the silt bearing waters of the river, on issuing,
as at present, at once into deep water beyond the pier-heads, is, as a
rule, carried far to the southeast by the littoral current, instead of
flowing into the sea, as formerly, with a feeble and constantly decreas-
ing current, by numerous shallow channels, which were always changing
in direction and extent. • # # • xhe remarkable ero-
sion to the north of the piers is probably chiefly due to the rebound of
the sea against the north pier during heavy northerly and northeasterly
gales."
Simultaneously with this it is observed that opposite the Ochakoff
month of the Kilia, the 6-foot line of soundings has advanced 6,000
and the 30-foot line 5,000 feet, since 1856, or at the rate of 333 feet per
annum*
I have thus given, with the utmost detail that I could venture to use
in such a report, the circumstances of the somewhat famous Sulina-
* Since the prolongation of the south pier had prevented the formation of the bank
between the two pier-heads, there had been no symptoms of deterioration of the channel.
* * * * Vessels had passed out during the spring of the current year drawing
20 feet 3 inches. (Discussion of a paper by Sir Charles Hartley, May 13, 1873, Minutes
of Proceedings Institution C. E.,vol. xxxvi.)
54 E
850 REPORT OF THE CHIEF OF ENGINEERS.
Danube improvement, to show how and under wbat circumstances a
river-arm, discharging only one-tliird of the water that is discharged by
the South Pass of the Mississippi Eiver, has been made to aftbrd a good
navigable entrance, with an "effective depth" of twenty feet, while the
bar "advance,'' instead of being accelerated, has been retarded. Those
who examine the problem icithout the light of these results^ would be slow
to believe that the local circumstances were decidedly favorable; that
they were more favorable than those offered by the Mississippi. The
hardness of the shoals favors, indeed, construction, but indicates a more
thorough sifting by the sea-waves of the sedimentary matter rolled
along the bottom, while such a bar on a shallow coast directly exposed
to storm-waves is usually an unpromising subject for improvement.
The littoral current, at best feeble, scarcely, if at all, exceeds that which
is imputed ("Physics and Hydraulics of the Mississippi," p. 449) to the
Gulf waters of the Mississippi bars.*
On the other hand, the very rapid deepening of the Gulf immediately
off the bars, and the favorable exposure of their external slopes to the
action of the sea- waves and currents generated by easterly storm-winds,
are circumstances decidedly favorable. Surely there is ground here,
especially when we weigh the inestimable benefit of an open riveb
MOUTH, to pause at least long enough for a mature study and iuvesti-
gation, not merely on paper, but by surveys and measurement at the
localities, to collect the special data which bear upon the application of
the project to them, instead of, by a ha§ty pre-judgment founded on
inadequate knowledge, deciding that there is no remedy to the evils hut
the gigantic and costly alternative of a ship canal.
It is proper, however, to allude to the more prominent objections.
One of them is based upon the following, from "Physics and Hydraulics
of the Mississippi :"
If the excavating power and depositing action of the Southwest Pass bad been eqnal
when the yearly advance of the bar was 700 feet instead of 338 feet, the least depth
upon it would have been 21 feet. This increase of excavating power may be obtained
by constructing two converging jetties, beginning where the depth of 22 feet is found,
and extended to that depth outside the crest of the bar, which wQuld give them a
length of about 2.5 miles. » # # ♦
The depth of 21 feet thus obtained must be maintained by the annual extension of
the jetties 700 feet into the Gulf.
This dictum is founded upon a theory of bar-formation, which is
doubtless true, and yet does not contain the whole truth ; for were the
Gulf waters fresh and of same specific gravity as those of the river,
there would still be a bar ; moreover, the stretching of any theory of so
complicated phenomena to numerical results is generally putting upon it
more than it will bear. Some confirmation may be attributed to the
fact that Captain Howell's surveys show an advance of 51)0 feet to the
southwest bar, while under the operations of his dredge-boats. Dredg-
ing by this method, or its equivalent, has been in oi>eration during a
considerable fraction of the high-water periods since 1853, and it would
be desirable to know whether a decided acceleration of advance ba«
resulted ; at any rate we need a wider induction than Captain Howell's
survey yet furnishes. Without pausing on this point, or discussing the
applicability of the theory to an equal deepening by jetties, I prefer to
dismiss the Southwest Pass, as one to which an experimental application
* Vessels making for the Southwest Pass from the capes of Florida are, after east and
southeast gales, carried to the westward of their reckoning. Hence, in part, the eon-
struction of a costly light-house on Timbalicr Island, sixty miles west of the Southwest
Pass. M ijor Damrell, light-house engineer, confirms the existence of a western current
oti' Mobile Bay entrance.
REPORT OF THE CHIEF OF ENGINEERS. 851
of jetties would be unadvisable. So I have always regarded it. To
obtain 25 feet depth of water, it would not be wise to enter into contest
with the forces of nature developed in the discharge of a stream larger
than the whole Danube. The excessive length of pier-construction sim-
ply to reach the bar to be deepened, should be decisive as to the matter
of selection.
The objection just treated, together with others arising from the pe-
culiarities of Pass ^ Loutre, and the expense of construction, are dwelt
upon at length in the report of the majority of this board. Simply to
show that the cost need not <\ priori be set down as out of reasonable
bounds, I selected the Pass k Loutre, and, in ^ preliminary draught of
a report made at New Orleans, sketched out an application of jetties. I
stated that from the point in the pass where the depth of 25 feet ceases
to obtain, to the outer crest of the bar, is about two and a half miles.
This has reference to the pass below the division of the North Pass.
Not from any supposed lack of water, but because there was a shoal at
the division, and, in short, to make a full estimate for what others might
allege to be necessary, I commenced above the North Pass, included the
stopping of that pass, and made jetties four miles long instead of two
and a half. I placed my jetties in the natural banks or upon the shoals.
The estimate of the majority is founded, apparently, upon taking a nor-
mal distance apart of 2,200 feet, preserving perfect parallelismj (by which
the jetties are throughout their entire lengthy over four and a half miles,
laid in deep tcater.) The closing of the North Pass is pronounced not
only a " necessary ^ but a " delicate ^ and withal costly operation,
^< which must be sought at whatever cost in order to meet the desired
improvement."
The exclusion rather than the addition of this water would be desira-
ble,* but as this is not the place for discussion of projects, I simply
content myself vrith the bare statement, and remark further that even
if the water-way is to be restricted to 2,200 feet for four and one-half
miles, the selection of the best ground for the jetties at distances apart
considerably greater than 2,200 feet is not debarred. Short auxiliary
jetties of slight A>nstruction, perpendicular to the main ones, will con-
tract the water-way. Such parallelism is not, however, suggested in the
paragraph I have quoted from Physics and Hydraulics of the Mississippi,
nor practiced at the Sulina.
For reasons above given, the hypothetical application of the majority
of the board is erroneous in principle and elaborately unfavorable. An
average section (fascines and ballast) of .'32 square yards (say 12 feet
broad on top and 12 feet deep) is attributed the whole length of four and
a half miles of each jetty, and on the bottom and slopes of this totul of
nine miles of " fascines and ballast " is laid an average of twenty tons of
riprap [)er running yard, (increasing by 50 per cent, the average section
just described,) a total of riprap (320,000 tons) more than one-third of
that in the Delaware breakwater and ice-breaker. Two-thirds of the
construction (admitting the lengths to be necessary) could belaid on the
natural banks or on ground marked •' bare at low water," and be little
more than levees, and generally the location would not be exposed to
the violent sea-action which requires the voluminous re-enforcement by
riprap applied to sea-jetties of the character that seems to be adopted.
• '1
There is a very similar case presented at the St. George mouth of the Danube. The
Kedrilles channel of the St. George branch, carrying two-thirds of the water, by a di-
A'ision very similar to that at Pass k Loutre, reaches its bar at a distance of two miles.
In contemplating the improvement of this arm Sir Charles Hartley considered it would
have been objectionable rather than desirable to close the other outlet.
852 REPORT OF THE CHIEF OF ENGINEERS.
(See Professional Papers, Corps of Engiueers, U. S. A., No. 22, pp. 60,
61.) The question submitted, however, is not so much '* to recommeml
its trial" (of the jettj^ system) as to recommend its consideration, and
that scrutiny and survey on which alone estimates can be based.
For the same reason, however, that I have from the outset regarded
the Southwest Pass as ineligible, 1 would as a subject of initial opera-
tions dismiss from present consideration Pass lit Loutre. In the discus-
sion before the institution of civil engineers (Minutes 1861, 1862) Sir
Charles Hartley said " that he did not consider it an advantage to have
a large body of water discharging at the entrance. That teas the only dis-
advantage of the ISt. George as compared with the Snlina, The more the
quantity of water the greater w^ould be the amount of deposit f and it
is a conclusion of that engineer that " it is more advisable to improve
the mouth of a minor branch of a river rather than to grapple with the
difficulties of a principal branch, if that minor branch offer sufficient
depth and width, or nearly so, for the navigation down to the point
where its waters are discharged into the sea."
If this language had been used to describe the South Pass of the Mis-
sissippi, it could scarcely have been more exactly fitted. As the shortest,
it is the pass of which the natural advance is least rapid ; it is nearly
straight. Its average depth from the head of the passes to the head of
its oflFshoot, Grand Bayou, is by Talcott 27 feet, by the most recent
Coast Survey chart 38 feet, thence to inner edge of bar 24^ feet by Tal-
cott, and 29 feet by Coast Survey, (1867.) Its least width is more than
500 feet. We have here, then, a pass of which the natural capacity is
almost precisely that which is needed, and of a magnitude amenable,
with comparative ease, to works of improvement. Its channel can be
easily improved and regulated, the bar at Jthe head of the passes re-
moved, minor outlets closed, and even (if desirable) more water be di-
rected into it. From the bar the nearest unsubmerged shore is about
two miles on the east side and one mile on the west, and these distances
would lie generally in very shoal water. Hence for an experimental trial
this pass should be selected. ,
The important fact that at the Sulina-Danube mouth the progi'ess of
bar-advance has been retarded rather than accelerated,* that in the
opinion of the distinguished engineer who accomplished that work, such
will generally be the eftect of jetties (when the bar due to sediment of a
muddy river is in question) should, I think, cause some hesitation in
adopting a theoretical view of accelerated advance 5 especially as the
theory leaves out of consideration the counteracting effects of currents
and waves. But if reference is had to the theory, the case here oflfered is
more analogous to that presented on page 445, Physics and Hydraulics
of the Mississippi^ in which the mouth is supposed removed to some
point where the pass has its normal section and mean depth, and the
Gulf to occupy its place, (i. e. that no bar has yet formed.) The carrying
forward of the normal section and mean depth of a pass to the deep
water of the Gulf has only this diflFerence, that the process implies the
erosion and deposit beyond of the material of the existing bar. In the
hypothetical case the formation of the bar is admitted to require time.
1 am not called upon to make a plan or an estimate. If successful
at all, (and I have enHeavored to show that success is promised,) the cost
will be a small fraction of that of the canal. On the other hand, the
The permanent deepcniug ou the bar which existed at this Dauiibe mouth appears
to be a will-established fact. It is au experimental demon at ratioQ of the efficacy of
lonj;itn(lin;il jetties for improving the bars at the sea-mouths of rivers. (Auuales des
Ponts vt ClauHsees, November, 1^72.)
REPORT OF THE CHIEF OF ENGINEERS. 853
advantages of an open river-mouth are inestimable. The needs of a
navigation so great as that which now exists* and which in the future
of the great Mississippi Valley must be flfty-fold increased, demand it.
It is said that "the time has come" when the needs of commerce de-
mand the canal ; but I answer that the thne will come when there will
be the same cry for a navigation unimpeded by locks — AN open river-
mouth — which we now hear for a canal. But in whatever aspect the
question be regarded the use of the river -mouth for the next ten years
is simply inevitable.
The conditions of the location and execution of a canal have received
no adequate study. The plan, boldly and ably, yet so imperfectly,
sketched out nearly forty years ago by one for seventeen years my com-
manding officer or professional associate, W. H. Chase, is yet, in its en-
gineering features, the best plan extant ; and the grave objections to
that apply with even greater force to the ])resent project, and demand
new studies of location and an entire revision of plans of execution. It
would be a rash confidence which would contemplate a realized "Fort
St. Philip Ship-Canal" earlier than A. 1). 1884.
In the mean time shall the routes of commerce of the great West^be
yet more effectually than now diverted to the Atlantic ports; or shall the
public confidence be directed to the present adequacy of the operations
upon the bars; and shall the problem, which sooner or later must comej
of an open river mouth,, be solved ?
Respectfully submitted.
J. G. Barnard,
Colonel of Engineers and Brt, Muj, Gen., President of Board.
Brig. Gen. A. A. Hu^iphreys,
Chief of Engineers, U, S. A.
0. — Minority report of Major G, K, Warren^ Corps of Engineers.
Engineer Office, United States Army,
yeicport^ B, J., January 15, 1874.
General : As a member of the Board of Engineers considering the
Fort St. Philip Canal project for connecting the deep waters of the Mis-
sissippi liiver and the Gulf of Mexico, directed by you to also consider
the alternative proposition of making this connection by deepening
the water over the bars in the natural outlets, I beg leave to say that
on this last proposition I do not feel possessed of the data for a detailed
report, nor do I see how these can be obtained but by costly experience.
Any conclusions reached now must unavoidably rest upon what is, in a
measure, assumed, and opposite conclusions will be reached by others
using the same liberty.
My mind, however, is fixed upon the idea that the canal is the only
project that will meet the commercial, naval, and military demands of
the CTnited States. Its feasibility has never been doubted by any one,
and only on account of its cost have other methods been heretofore rec-
ommended. These other methods have always been regarded as experi-
ments, and the reliance has been that, if they failed, the canal, as a
final resort, was certain.
I believe the time has come when that which appears certain should
be tried first.
The cost of the canal will not be great compared with the end to be
gained ; and there is no certainty that we will not have to come to it
854 REPORT OF THE CHIEF OF ENGINEERS.
after great delay and expenditure upon other metbods, none of which,
when abandoned, will have aided in the least toward constructing the
canal.
Very respectfully,
G. K. Warren,
Major of Engineers^ Bvt, Maj. Gen,, U. 8. A,
Brig. Gen. A. A. nrMPiiREYS,
Chief of Engineers J V. 8, A.
Beport of the Chief of Engineers,
Office of the Chief of Engineers,
Washington, D. C, April 15, 1874.
Sir: In transmitting: the reports of the Board of Engineers upon the
ship-canal from the Mississippi Eiver, near Fort St. Philip, to Isle aa
Breton Pass, and upon deepening the entrance to that river by con-
structing jetties at the mouth of one of its passes, I abstained from any
discussion of the question of applying the jetty system to improving the
entrance, as certain information, important in the final treatment of the
subject, had not then been collected by Captain Howell. This comprised
certain soundings from the bars of the Southwest and South Passes out
seaward several miles, as well as other data, including a carefully-
prepared plan and estimate of the cost of applying the jetty system to
those two passes.
All the results of the soundings connected with the bar of the South-
west Pass have been received, and the most important of those relating
to the South Pass bar, and I beg leave to present some views upon the
subject which necessarily assume the form of a review of what has
been advanced by others.
The important fact developed by the soundings recently made by
Captain Howell relates to the deptli now existing in the Gulf, just sea-
ward of the mouths of the river. Taking the maps and profiles exhibit-
ing the depth as it existed in 1838, and recognizing the fact that the
bar of the Southwest Pass has advanced since 1838 at the rate of aboat
300 feet in a year, the jetty advocates have taken it for granted that the
bars of the Southwest and other passes are now being extended in a
part of the Gulf where the water is very deep, into which very deep
water the jetties will push the obstructing part of the bar, which they
erode, and also the material which forms the bar's annual growth, and
will thus easily maintain the depth of 25 feet, or greater, on the bar.
But during all this time, since 1838, the river- water, in addition to
pushing the bars annually into the Gulf about 300 feet, has been depos-
iting the greater part of the earthy matter it held in suspension upon
the bottom of the Gulf, beginning at the outer edges of the bars, and
extending seaward between five and ten miles. This is not the earthy
matter forming the bar, which the river-water pushed along its bed until
it reached the sea, but the earthy matter which forms the bottom of the
Gulf for several miles seaward of the bars.
Upon examining the map of the reqpnt soundings of Captain Howell
we find that, at the crest of the present bar of the Southwest Pass, there
was, in 1838, a depth of 125 feet. We also find that where, in 1838, at
the distance of 13,000 feet seaward of the bar, there was a depth of 145^
feet, there is now only a depth of 45 feet, (this point, where the depth is
only 45 feet, being 3,000 feet seaward of the crest of the bar.) We flnd^
REPORT OF THE CHIEF OF ENGINEERS. 855
iartber, that this bar is now being extended annually into the Gulf in
water not so deep as the bar was advancing in 1838. AVe find, also,
that from the crest of the present bar to a depth of 100 feet the distance
is now 8,000 feet ; whereas, in 1838, from the crest of the bar to 100 feet
depth the distance was 4,700 feet; and we find, further, that from this
point, where there is now 100 feet depth outward, for the distance of
some eight or ten miles, the deposit made on the bottom of the Gulf be-
tween 1838 and 1873 is between 60 and 70 feet thick, or at about the
rate of 2 feet per year.
The mean annual amount of earthj^ matter in suspension carried to
the Gulf by the Mississippi Iliver would cover an area of one square
mile 241 feet thick. The Southwest Pass carries to the sea 0.34 part of
this, and the larger portion of this mass is de])osited on an area about
two and a half miles wide and ten miles long. If all were deposited on
this area it would form a deposit 3.26 feet thick. We have found, by
the comparison of soundings, that over much the greater portion of the
area the deposit is, on an average, 2 feet thick. The other portions of
the suspended matter are carried ten or twenty miles, or even greater
distances, farther seaward, and also over greater widths than the mean
I have used of two and a half miles.
The opinion has been expressed by some engineers, in discussing the
question of the application of the jetty system to the entrance of the
Mississippi Eiver, that the earthy matter of the bar and the earthy
matter held in suspension will be pushed out by the jetties so far that a
littoral current, which is supposed by them to exist outside the bar, will
carry this earthy matter away from the approach to the entrance.
They seem either to forget or not to know that the greater part of the
earthy matter held in suspension which is brought to the crest of the
bars is deposited between the crest and points from five to ten miles
directly seaward of them, and in the direction of the mid-line of the
pass prolonged, which direction the current of the river maintains after
it passes over the crest of the bar.
If there was a littoral current of force sufficient to carry off any large
quantity of this earthy matter, it would not have been deposited where
it is now, and always has been, found. What has been said respecting
the recent soundings of Captain Howell exhibits this fact clearly.
Further, upon examining the horizontal curves of equal depth on
Captain Howell's recently -prepared map, going out as far as a depth of
.350 feet, we find that, from the crest of the bar' to 100 feet depth, the
greatest amount of deposit is made east of the axis or midline of the
pass prolonged; between 100 feet and 200 feet depth the greatest
amount of deposit is made west of that line, and between 200 and 350
feet the greatest amount of deposit is made east of that line. Further,
the investigations into the currents made under Captain Talcott's direc-
tion in 1838, for the very purpose of ascertaining whether there was a
littoral current, failed to detect its existence off any of the passes, the
investigations in the case of the Southwest Pass extending seven miles
seaward of the bar.
The very shape of the delta is indicative of the absence of such cur-
rent. Its increase in the direction of the mouths of the passes, and the
existence of such areas of water as Blind Bay, Garden Island Bay, and
East and West Bays, which yonld have been gradually filled in the
course of the delta-formation by deposit if such current had existed, all
point to its absence.
The investigations carried on under my direction, in 1851 and subse-
quently, show, with sufficient precision for any application to engineer-
856 REPORT OF THE CHIEF OF E:^GINEERS.
ing purposes, what tbe nature, direction, and force of the currents of
the Gulf are (as distinguished from the currents of the river-water) off
the mouths of the Mississippi Eiver. The effect of these currents upon
the passes, their mouths and bar formations, was discussed in the chap-
ter of the report treating of that subject, and was fully considered in
preparing the part entitled " Experimental theory of the formation of
the bars."
These Gulf-currents are due to changes of the level of the Gulf, owing
to tides and winds, and their resulting effect (together with that of the
waves) upon the passes, their bars, and their sea-deposit, are all shown
by the actual position of the passes and the conditions existing at their
mouths ; and there is no ground whatever for anticipating any modificar
tion of their action by building jetties ; they will neither carry away
from nor bring to the bar or the bottom of the Gulf any more earthy
matter if jetties should be built than they do now, and their influence
upon the jetty system is absolutely nothing.
The prominence which has recently been given to the effect of a lit-
toral current in connection with the jetty system is derived entirely
from the influence attributed to it in the case of the improvement by
jetties of the Sulina branch of the Danube ; and because the South
Pass is the smallest of the passes of the Mississippi River, it seems to
be assumed that the conditions of the Sulina will be found at the South.
Pass.
The Sulina branch of the Danube carries off one- fourteenth part of
the volume of that river, and its mouth lies about midway between the
mouths of the two main branches, the mouths of the Kilia branch being
about fifteen or twenty miles north of it, and of the St. George branch
being about the same distance south of it. The Kilia branch carries off
two-thirds of the volume of the Danube, the St. (jeorge one-third, from
which the Sulina takes its supply.
The discharge of the Danube, in flood, is about 333,000 cubic feet per
second ; in low water, about 111,000 cubic feet i)er second. The dis-
charge of the Sulina, in high water, is about 21,000 cubic feet per
second ; in low water, about 8,000 cubic feet per second.
The South Pass of the Mississippi discharges, in high water, about
83,000 cubic feet per second, and in low water about 25,000 cubic feet
per second, and carries to the sea ten times as much earthy matter as
the Sulina branch, almost the same quantity as the Kilia branch, and
nearly two-thirds as much as the whole Danube.
The small quantity of earthy matter carried to the sea by the Sulina
branch, joined to the fact of the existence of a littoral current across its
mouth, were the two causes which, in the judgment of Sir Charles Hart-
ley, the engineer of the commission for the improvement of the mouths
of the Danube, made the jetty system peculiarly applicable there and
led to its success, the jetties causing the earthy matter in suspension to
be carried out into the littoral current, which then carried a large part
of it away.
This littoral current did not extend to the bottom of the sea or sur-
face of the bar, but merely a few feet below the surface of the sea. It is
stated that there is no tide in the Black Sea, the variations of the level
of its surface being due to winds. At the mouth of the Danube the
northeast winds, being not only the prevalent wind but nearly inces-
sant, causes a littoral southerly current along the west shore, the mouths
of the Danube being, in a northerly extension of the Black Sea, about
one hundred and tweuty-five miles wide. The discharge of the Kilia
branch, on its way to the Bosphorus, after it has dropped its earthy
REPORT OF THE CHIEF OF ENGINEERS. 857
matter, passes across tbe mouth of the Sulina branch and streugthens
the littoral current derived from the wind.
Let us examine a little more closely into the facts of the Sulina im-
provement. I find, by a comparison of the Eussian map of 1829, and
the English map of 1857, of and off the Sulina mouth of the Danube,
(see Minutes of Proceedings Institute Civil Engineers, vol. xxi, 1861-'62,)
that the old (1829) inside 12-foot curve of the bar did not progress sea-
ward during that time, but receded 250 feet, and worked to the north-
ward that extent or more.
The old outside 12-foot curve (of 1829) in some places did not move
out, in others moved eastward 200 or 300 feet, and in others twice as
much. Its mean movement is 350 feet in 28 years, or 13 feet per year.
The outside 15-foot curv^e on the old channel-line, for the full width of
the mouth of the river, did not move out appreciably. South of the
natural channel the 15-foot curve moved out 800 feet in the twenty-eight
years ; north of the natural channel it moved out 500 feet in the twenty-
eight years, the mean advance of the curve in the twenty-eight years
being something less than 600 feet, or about 22 feet per year. The mean
outward movement of the 30foot curve, however, is 3,000 feet in twen-
ty-eight years, or about 110 feet per year. It is evident, then, that
this crest of the Sulina bar remained essentially stationary, so far as
any outward movement is concerned, during the twenty-eight years
that elapsed between the two periods of survey.
Further, the sea-shore line at the mouth of the Sulina is also station-
ary, and we do not find any recent delta-formation at its mouth. The
characteristic of a delta-forming river is the constant annual extension
of the shores at its mouth, the constant advance of the crest of its bar
and of the whole bar, and the constant annual advance of the deep
channel inside of and behind the bar. None of these characteristics
are found at the mouth of the Sulina, >vhich has long since ceased to be
a delta-forming river.
But the Sulina bar has many of the characteristic conditions existing
at the mouths of the little rivers emptying into tte northern lakes,
where the Engineer Department has constructed harbors by using two
piers or jetties. Thus, at Chicago there was a depth of only two or
three feet on the bar at the mouth of the Chicago River. Parallel piers
were built there, and at the first spring flood following their construc-
tion a channel of considerable depth was scoured out. That was the
commencement of the present fine harbor at that place. There is a
shingly shore north of Chicago, and hence large annual accretions be-
hind the north pier. The Chicago River is not muddy.
There isanotherdistinguishingdifference of characteristics between the
Sulina bar and the bar of a delta-forming stream. During the flood-
condition of the Danube the crest of the bar of the Sulina is deepened
by the current, but is shoaled again when the flood subsides. On the
contrary, the crests of the bars at the mouths of the Mississippi are
never materially depened by the river-flood, but the annual extensions
of the bars seaward then take place, and these extensions or additions
to the bars are as shoal as the crest, the shoalest part.
The quantity of earthy matter held in suspension and thus carried
to the sea by the Sulina is also very small, compared to that of the South
Pass of the Mississippi River, the smallest of the passes. In the case of
the Sulina we perceive the efficacy of the littoral current moving south-
ward ; that is, toward the outlet of the Black Sea, the Bosphorus. It
carries off the earthy matter while it is held in suspension, but does not
remove the deposits made by the Sulina; for, as before stated, the lit-
858 REPORT OF THE CHIEF OF ENGINEERS,
toral current does not extend downward to the sea-bottom or shoal, but
is found at the surface of the sea, and for a few feet below the surface,
consequently it has no influence at all upon the earthy matter pushed
along the bottom of the Sulina by its freshwater volume, which moving
matter is deposited where the fresh water rises on the salt water.
Now, the earthy matter held in suspension by the Mississippi River
is mainly kept in suspension by the horizontal and vertical irregulari-
ties of the bed, (seepage 139, Keport on Mississippi River,) which con-
stantly stir it up so long as these irregularities exist. When these ver-
tical and horizontal irregularities diminish, the quantity of suspended
matter diminishes, some of it falling to the bottom ; and when these ir-
regularities cease altogether, the greater part of the suspended earthy
matter begins to fall to the bottom. In the vicinity of Xew Orleans
the material thus dropped, which is drifting along the bottom, is the
same kind of material as the sediment held in suspension, no coarse
material being carried or pushed by the river past this point. Below
New Orleans the course of the river varies but little, and its cross-sec-
tion becomes much more uniform than above ; as a consequence the
sediment falls to the bottom in much larger proportion in this section
of the river than above.
The horizontal and vertical irregularities of the bed cease almost en-
tirely where the Southwest Pass begins to widen, 7.3 miles from the crest
of the bar, and from this point seaward the suspended sediment falls to
the bottom at a nearly uniform but slowly decreasing rate for twenty or
thirty miles. The greater part of it is deposited on the bottom of the
Gulf between the crest of the bar and a point about ten miles seaward.
Some of it is carried farther seaward. A part, as above stated, is
dropped upon the bar, commencing where the pass begins to widen, and,
during the high-water stage of the river, is pushed along, with the other
earthy matter there, to the crest of the bar, and forms part of the mate-
rial which extends the bar annuallv into the Gulf. When the river is
in a low stage the earthy matter dropped on the bar remains there, sub-
ject only to the feeble Gulf currents of the salt water, which then flow
in and out over the bar underneath the fresh-water surface-current.
It is perceived from this explanation that there are two separate, dis-
tinct bar-formations at the mouths of the Mississippi River; the one
formed by the earthy matter pushed along the bottom of the river and
bar, which is the formation known by every one as the bar, the obstruc-
tion to navigation ; the other formed by that part of the earthy matter
held in suspension, which lies where it was dropped outside, or seaward,
of the first-described deposit, or bar.
Although this last deposit does not, itself, obstruct navigation directly,
yet it plays a very important part in causing the obstruction, since it
converts the deep water of the Gulf into shoal water, and thus prepares
the bed uiK)n which the annual advance of what is usually termed the
bar, is made. The one bar is formed by being superimposed upon the
other.
In the case of the Sulina improvement, the annual seaward accretions
to the crest of the old bar, made by the earthy matter pushed along the
bottom of the river, were always very small, and, as the jetties now
throw the suspended earthy matter well into the littoral current, a large
part of it is carried away from the mouth of the stream, and hence the
shoaling due to the deposit of the remainder (which is not carried away
by the littoral current) is much slower than formerly. The earthy matter
pushed along the bottom of the river appears to have always been so
smsill in quantity, as not to have had any controlling power over the bar-
REPORT OF THE -CHIEF OF ENGINEERS. 859
formatiou. It is now carried by tlie action of the jetties (which extend
into deep water) into comparatively deep water, and addssomeadditional
material to the deposit made by the suspended earthy matter.
In the case of the mouths of the Mississippi River, even at the mouth
of the smallest pass, the quantity of both kinds of deposit-matter is
enormous, and there is no littoral current to carry the suspended matter
away. Even if there were at the mouths of the Mississippi a littoral
current of the force of that existing at the Sulina mouth of the Danube,
(the most careful observations have, however, failed to detect the exist-
ence of any at all,) it would be utterly impotent to cause any material
modification of the bar-formations.
It may be remarked here that the distance which the currents of a
delta river extends into a tideless or nearly tideless sea depends more on
the volume of the river than the velocity of the current. The velocity
of the current being the same in the one case w^ith a small volume, and
in the other with a large volume, in the first case the current will soon
be neutralized, while in the other it will extend for miles into the sea
before it is brought to rest.
From the foregoing it is apparent that the Sulina bar of the Danube
has no resemblance to the bars at the mouths of the Mississippi River,
and that what they have been dealing with in the improvement of the
Sulina is a bar or shoal derived chiefly from the deposit of earthy matter
held in suspemion and not earthy matter pushed along the bottom of the bed
of the Sulina,
A very important question connected with the jetty system is the rate
at which the bar will advance under the influence of jetties. This, it
seems to me, is not difficult of solution. The principles which should
guide the application of this system are enunciated in that portion of
the report of Humphreys and Abbot upon the Mississippi River, sub-
mitted August 5, 1861, which treats of the mouths of the river, espe-
cially the sections under the captions of " experimental theory of the for-
mation of harsj^ and " recommendations for improving the navigation at
the mouthsP
The following is extracted from the latter section, pages 455 and 456 :
The development of the laws which govern the formation of the hars has removed
all uncertainty as to the principles which should guide an attempt to deepen the
channels over them. The erosive or excavating power of the current must be increased
relatively to the depositing action. This may be done either by increasing the abso-
lute velocity of the current over the bar, or by artificially aiding its action. To the
first class oi works belong the jetties and the closure of lateral outlets ; to the latter,
stirrin^^ up the bottom by suitable machinery, blasting, dragging the material seaward,
and dredging by buckets. These plans are all correct in theory, and the selection from
them should be governed by economical considerations.
If the excavating power and depositing action of the Southwest Pass had been
equal when the yearly advance of the bar was 700 feet instead of 33^ feet, the least
depth upon it would have been 21 feet. This increase of excavating power may be
obtained by constructing two converging jerrties, beginning where the depth of 22 feet
is found, and extended to that depth outside the crest of the bar, which would give
them a length of about 2.5 miles. The experience gained in the progress of the work
should determine where the c(»nvergence should cease and the parallelism begin. The
erosive action should be aided by first dragging and scraping the hard portions of the
bar. The depth of 21 feet thus obtained must be maintained by the annual extension
of the jetties 700 feet into the Gulf, and the reduction of the mud-lumps by suitable
machinery whenever they begin to appear.
Bat it appears to be desirable to go somewhat more into detail in this
explanation. Accordingly, taking the Southwest Pass as a model, and
taking the dimensions of the careful survey of 1838, we find that it has
a mean width of 1,200 feet and a mean depth of about GO feet. About
seven miles before reaching the crest of the bar the channel begins to
860 REPORT OF THE CUlgF OF ENGINEERS.
widen and the depth to decrease, and they continue to do so until at the
crest of the bar the width is 11,500 feet, and the mean depth, from hav-
ing been 60 feet, is but 11.5 feet.
An addition of 338 feet is made to the bar every year along the whole
line of the crest, 11,500 feet long. This is the annual extension into the
Gulf. This addition or extension has the same mean depth of water on
it as the crest, 11.5 feet. If we go back from the crest of the bar
toward the point where the pass begins to widen, we shall find a depth
of 21 feet in the channel- way, where it is about 6,000 feet wide.
The same bulk of earthy matter is, in a series of years, added to the
bar annually, and if it be added to it on a line 6,000 feet long, instead
of 11,500 feet long, the seaward length of the addition must be about
twice as great, (the depth of water upon which this addition is made
being substantially the same in each case;) that is, the bar, instead of
being extended 338 feet into the Gulf annually, will be extended twice
that distance, or about 700 feet.
If we refer to the channel where it is 25 feet deep, we find the width
to be about 4,000 feet; and the mass of the annnal addition to the bar
being the same, the annual extension on a front of 4,000 feet, instead of
being 338 feet, will be about 1,000 feet, and this will be about the anntial
extension of the bar for a depth of 25 feet if the jetties are suitably
arranged for that depth. If they are at a greater distance apart, the
depth will be less than 25 feet. If they are at a less distance apart, the
depth will be greater, and, the addition to the bar being formed on a
less front than 4,000 feet, will have a greater annual extension than the
bar formed on that front. So that in applying jetties to permanently
deepening the bar of the Southwest Pass to 25 feet, we must expect an
annual extension of the bar of about 1,000 feet.
Examining the map of the bar, we find that the horizontal distance
between the part of the channel (inside the crest) where the depth is
25 feet to the point in the channel (inside the crest) where the depth is
21 feet, is about 4,000 feet, and we have every reason to conclude, and
not one reason for a contrary conclusion, that if the jetties are not ex-
tended after obtaining a depth of 25 feet, in four years' time the bar
will have extended into the sea about 4,000 feet, and, following the law
under which it has heretofore been formed, the depth on its crest will be
21 feet ; that is, the bar-accretions will be made on a slope rising at the
rate of 1 foot per every 1,000 feet of accretion.
The conclusion is inevitable: the jetties must he extended annnaUy at the
same rate that the bar is advancing, if we intend to maintain permanently
the same depth upon the bar.
If the depth to be maintained is 27 feet at low water, or 28 feet at
high water, it will be found by a similar process that the annual advance
will not be less than 1,200 feet.
The jetties may be so arranged as to cause a greater depth than the
one required, and thus obviate for a time the necessity of their annual
extension into the Gulf, but such an arrangement wiil entail a propor-
tionately greater first cost in their construction. The final result as to
Cost and depth will be the same whether the jetties be converging or
parallel, and the parallel has therefore been assumed as the model in
this discussion.
Some engineers have adopted the opinion that the jetties, by increas-
ing the strength of the current largely, will carry the earthy matter
forming the bar so far out and into such deep water that there will prac-
tically be no necessity for extending the jetties after the desired depth
has been once obtained. This view is derived from the supposition
REPORT OF THE CHIEF OF ENGINEERS. 861
that the bar is formed by the check which the current of the river-water
receives iii entering the Gulf; which check, it is said, reduces its veloc-
ity so much that the earthy matter carried in suspension by the river-
water is dropped at once into the Gulf and forms the bar. This was
the opinion usually held by engineers in former times, but was not based
upon any measurement of the currents or careful observation upon
them. It was known that the river-current was brought to rest in the
sea, and it was assumed that, at the point where it apparently entered
the sea, (that is, where its banks were salt water instead of earth,) a
sudden and great reduction in the strength of the current took place,
much greater than occurred at any other point of its prolongation into
the sea. But those who have carefully examined the mouths of the Mis-
sissippi River, or who have examined the serfes of current-observations
made there under my direction, perceive that there is no material check
to the river-current as it enters the Gulf, and that it requires exceedingly
nice measurement to detect any change in this velocity over long dis-
tances. In fact, the current of the river is retarded at a very slow
rate from the point where the pass begins to widen, seven miles inside
the crest of the bar, until it is brought to rest, some twenty miles or
mor.e seaward of the crest, at high-water, and some ten miles or more
at low-water, making the whole distance before it is neutralized twenty-
seven miles or more at high-water and seventeen or more in low-water.
And along those distances of twenty-seven miles in high and seven-
teen in lowj|water it drops the suspended earthy matter at a nearly
uniform but slowly-decreasing rate.
These being incontrovertible facts, the questions next occur, where
does the material come from that forms this great deposit which adds
annually 338*feet to the bar of the Southwest Pass, with a depth upon
it of 13 j feet at low-water t and why is this material, wherever it may
come from, deposited in juxtaposition to the old bar on the seaward
side If
Two observed facts put together answer these questions clearly. The
first, the ascertained fact, already mentioned, that throughout the whole
course of the river there is a mass of earthy matter pushed along the
bottom of the river, (not suspended in the water,) moving at a much
slower rate than the current of the river. At the mouth of Red River,
two hundred miles above New Orleans, this material was chiefly small
gravel and coarse sand ; not far below Red River, coarse sand and small
balls of blue clay 5 still lower down, coarse sand ; and in the vicinity of
New Orleans, at all stages of the river, chiefly sand and earthy matter,
the same kind of sediment as that found in suspension at that point,
the sand being very fine. Xo coarse material passed this point of the
river.
The second is the ascertained fact that, where the fresh- water current
of the river meets the saltwater of the Gulf, the fresh water rises upon
it, and creates a dead angle of salt-water on the seaward side of the bar ;
and when the earthy matter pushed along the bottom of the river arrives
at this point, the fresh water having risen from it, there is no longer any
pushing force to keep the earthy matter in motion. It remains in the
still saltwater, forming an accretion to the bar. Its upper surface lies
along the slope, on which the fresh water moves upward upon the salt-
water, which repeated measurements upon the bar of the Southwest
Pass prove to be (on that bar) a slope of one foot in a thousand. It can
make no difference whether the river-current be moving at the rate of
4 feet, 3 feet, or 2 feet per second, when it reaches the point where it
862 KEPORT OF THE CHIEF OF ENGINEERS.
rises on the salt-water, the matter pushed along the bottom will come
to rest in the still salt water substantially at the same point.
We have seen that no coarse material is carried or pushed by the
river past New Orleans, the drifting material there being of the same
character as the suspended matter. Fifteen miles below §ew Orleans a
marked change takes place in the river ; its course to the sea varies but
little, and its cross-section becomes much more uniform than above, and,
as a consequence, the suspended matter falls to the bottom in larger
proportion than above New Orleans. The sedimentary matter thus
dropped to and pushed along the bottom of the river during high-water
to the point where the pass begins to widen, and thence to the outer
crest of the bar, forms a part, but not the whole, of the annual accretion
of the bar. That portion of the suspended sediment dropped in high-
water on the seven square miles of the bar, and swept to its outer crest,
forms another part of its annual accretion.
Respecting the character of the material composing this bar, George
O. Meade, one of Captain Talcott's principal assistants, who had charge
of that portion of the survey of 1838 comprising the Southwest and
South Passes, says of the bar of the Southwest Pass :
The bar is composed of mud aad sand, the matter held in suspension by the river-
water. «***♦* Within and withoat the shoal the bottom is soft
mud of a bluish and yellow tint, having a large proportion of alumine. Immediately,
on the shoal the bottom is harder, and has a greater proportion of sand.
Respecting the' South Pass he states:
The bottom is generally sand, interspersed with spots of soft mud. The bottom on
the bar is principally fine gray sand, mixed with a small proportion of mud. Without
the shoal the soft yellow and blue mud of the passes is fouud. The cliaracter of the
bar is sand, as it is of the passes and of the adjacent shoals.
Let us see what changes, if any, would take place in the amount of
suspended earthy matter dropped between the point where the pass
begins to widen and the crest of tlie bar, if jetties were constructed so
as to give 28 feet water.
Half-wa3' between the point where the pass begins to widen and the
puter crest of the bar, we And (map of 1838 taken as the model) in the
middle of the channel a depth of 28 feet at high-water for a width of
1,800 feet. Jetties properly constructed from this point to a similar
depth outside the crest of the bar would give the required depth of
channel-way.
It has already been pointed out that the greater part of the suspended
earthy matter begins to fall regularly to the bottom as soon as the hor-
izontal and vertical irregularities of the channel- way cease ; and if the
volume of discharge passes between straight jetties, of uniform dis-
tance apart, with a uniform cross-section throughout their length, we have
the conditions favorable to the falling of the suspended matter to the
bottom.
Now, all the earthy matter pushed along the bottom of the river
above the point where the pass begins to widen, and all that dropped
below that point for one-half the length of the bar, (where the jetties
are supposed to begin,) will be pushed along the bottom between the jet-
ties to the outer crest of the bar ; and all the suspended earthy matter
that drops to the bottom throughout the length of the jetties (one-half
the length of the bar) will also be swept there. How much, it will be
asked, would this last quantity (the suspended earthy matter dropped
to the bottom throughout the length of the j'itties) ditter from the quan-
tity dropped on the last or outer half of the bar if there were no jet-
ties f The difference is indicated by the difference in their mean velo-
REPORT OF THE CHIEF OF ENGINEERS. 863
cities, 80 far as the quantity of deposit is dependent on the mean velocities,
and should be inversely as those velocities ; that is, the quantity dropped
on the same length would be between one fifth and one-sixth less be-
tween the jetties than on the lower half of the bar. Compared to the
w hole quantity dropped on the bar it would be about one-eij^hth less.
It has been recently stated by a civil engineer, in a pamphlet concern-
ing the improvement of the mouths of the Mississippi River by jetties,
that the amount of sedimentary matter carried in suspension by the
Mississippi liiver is in exact proportion to the velocity of its current :
and that, as a given velocity of current will keep in suspension a cor-
responding quantity of solid matter at a less velocity, a certain portion
of it will be dropped. To illustrate this he states that —
When the BoDnet Carrd crevasse occurred, the river below it (107 feet in depth) was
shoaled np 31 feet, because the volume of water in the river, beino^ lessened by the
crevasse, was no longer sufficient to maintain the normal current in a channel large
enough to carry the entire river, consequently the current below the crevasse slacK-
ened, and the excess of load was dropped in the channel until the bottom was filled np
31 feet with the deposit. This reduction of channel was sufficient to re-establish the
current and prevent further deposit.
The first statement is in direct conflict with the results of the long-
continued measurements made upon the quantity of earthy matter held
in suspension by the Mississippi liiver at Oarollton, near New Orleans,
and at Columbus, twenty miles below the mouth of the Ohio, one of the
chief objects of which was to determine this very question, whether any
relation existed between the velocity and quantity of earthy matter held
in suspension. These results prove that the greatest velocity does not
correspond to the great est quantity of earthy matter held in suspension ;
on the contrary, at the time of the greatest velocity of the cuiTcnt at
Garrollton the river held in suspension but little more sediment per
cubic foot than when the velocity was least. When the quantity of
earthy matter held in suspension was greatest the velocity was two feet
per second less than the greatest velocity, the quantity of earthy matter
in the one case being three times as great as in the other. We find at
another time, when the velocity was one-half the greatest velocity, the
quantity of earthy matter held in suspension was double in amount.
At Columbus we find similar conditions existing. At the time when
the greatest quantity of earthy matter was held in suspension, the
velocity was less than one-half the greatest velocity; and at the time of
the greatest velocity the quantity of earthy matter in suspension was
one-half the maximum quantity. Again, we find a time when the
quantity of earthy matter in suspension was nearly the same as the
maximum, the velocity being less than one-third of the greatest velocity.
Again, we find the quantity of earthy matter in suspension the same,
the velocity in the one case being 6.75 feet per second, and in the other
1.5 feet per second.
The following tables, illustrating what has just been said, have been
prepared from the report on the Mississippi Kiver. The figures given
express the conditions existing not only on the one day noted, but on
several successive days.
During the whole period of observation the river-bed remained un-
changed. It will be noticed that even the maximum amount of sediment
in the river-water is a very small quantity compared to the mass of
water, it being by weight in the proportion of one ounce of fine earth
to six hundred and eighty ounces of water; and by volume one cubic
inch of earthy matter to one thousand three hundred and sixty cubic
inches of water.
864
REPORT OF THE CHIEF OF ENGINEERS.
It is to be rettiarked tbat the iuvestigations respecting the sediment
in suspension show that the quantity depended on the river from which
the volume of discharge was at the time chiefly derived.
l,—CarroUton, 1851.
Date.
February 20
March 20
April J5
May, (last week of) ...
June 20
July 10 to 30
August 1 to 20
September 8
October and November
December
January 20, 1852
-M oj "^ ee
bo ® ^
o o c o
450
200
i:^)
100
650
450
450
300
100
175
400
"^ u «
a ® ►.
6.5
6.2
5.6
3.75
4.3
4.8
From 4. 8 {
to ?. 5 5
3.0
1.75
1.P5
2.75
Kemarka
( Change in velocity regularly
< dbcrcaiiiug, while matter aua-
( peuded remains the same.
2. — ColiinibuSf twenty miles helow the mouth of the Ohio, 1858.
Date.
April 1
April 10....
April 25
M ay 1
May 10
May 22
June 16
July 16, 17..
August 2 . . .
AngUHt 9 ...
September 2
September 9 to 23
October, (allot) : 200 to 100
Kemarks.
Uniform decrease in amount
of sediraent. the velocity re-
maining the same.
The cross- section 8 both at Carrolltoa and Columbus remained un-
changed during the above observations.
The statement concerning a deposit below the Bonnet Can*6 crevasse
is also in direct conflict with ascertained facts. (See pages 387, 388,
389, 390, and 393, Eeport on Mississippi.)
This statement concerning a deposit being formed below the Bonnet
Carre crevasse was made just before the survey of the Mississippi Delta
was begun, and was carefully investigated in the course of that survey.
The subject had an important bearing upon the question of using out-
lets to reduce the floods. It was found there had been no deposit what-
ever below the Bonnet Carr^ crevasse, and that the bottom of the river
there was composed of hard blue clay, of older formation than alluvion,
and that the cross-section had unquestionably remained unchanged.
KEPORT OP THE CHIEF OF ENGINEEBS. 865
Befereuce is also made in this pamphlet by its author to certain ex-
periments by Prof. E. W. Hilgard, of the University of Michigan, who
'^ has classitied silts according to the different velocities at which they
deposit," as confirming the views expressed that the sedimentary mat-
ter carried in suspension by the Mississippi varies precisely with the
velocity of current. The classified table of Professor Hilgard gives the
relative velocities created in a mechanica contrivance made for test-pur-
poses in a laboratory, in which coarse sand is dropped at a certain veloc-
ity of the machine, which may be represented in nature as a current of
about 2^ inches per second ; the finest sand when the current is 0.3 of
an inch per second ; the coarsest silt when the velocity is 0.14 of an
inch per second ; the finest silt when the velocity is about 0.02 of an
inch per second.
If these experiments of Professor Hilgard had any application to the
Mississippi River, they would prove that there could not possibly be
any addition to the bar, where it is added to every year with a current
of 3 feet per second running over it and seaward of it ; and they would
prove that there could be no bar until the current of the river was re-
duced to a rate varying between 2^ inches per second and 0.1 of an inch
per second, that is, some fifteen or twenty miles further seaward than
it is now. They would prove, also, that there could be no deposit in the
Gulf just seaward of the bar, where there has been a deposit 70 feet
thick since 1838. It is unnecessary to pursue this subject further.
But, it is said by some, the construction of jetties will at least carry
the earthy matter held in suspension so far seaward that the thickness
of the deposit formed by this matter on the bottom of the Gulf will be
largely reduced. It seems to me that this opinion has been adopted
without careful consideration. Taking the Southwest Pass as a model,
an examination of the processes going on there will make it apparent that
the earthy matter in suspension will, in the event of the application of
parallel jetties to deepening the bar of that pass, be carried further sea-
ward of the crest of the bar than it is now carried by just the length of
the jetties built. If these are intended to give 21 feet at low water, the
earthy matter in suspension will be deposited over a length about two
and a half miles longer seaward ; that is, instead of being deposited on
a length of ten miles, it will be deposited on a length of twelve and a
half miles ; if 25 feet depth is to be had, that matter will be deposited
on a length of about thirteen and a half instead of on a length of ten
miles. But the width of the area on which it will be deposited next to
the outer crest of the bar will be proportionally diminished at precisely
the same rate. Instead of being 11,500 feet wide there, it will be one-
half that width in the case of 21 feet depth, and one-third that width in
the case of 25 feet depth. The area of deposit, and consequently the
thickness of deposit, will remain substantially the same.
According to the measurements of Captain Howell, the annual ad-
vance of the bar of the Southwest Pass during the past three years has
been about 400 feet. The rate given in the report on the Mississippi
Biver by Humphreys and Abbot, 338 feet, was deduced from a careful
comparison of Talcott's large-scale map of 1838 with that of the Coast
Survey of 1851. A comparison of Captain Talcott's map, from his sur-
vey in 1838, with Captain Howell's map, carefully prepared from sound-
ings in December, 1873, and January, 1874, shows that the bar has
advanced into the Gulf between the dates of those surveys nearly
11,000 feet.
Between these dates there were at least two years when the bar did
not advance appreciably ; they were the two great drought-years of 1855
55 E
866 REPORT OP THE CHIEF OF ENGINEERS.
and 1856, which prevailed all over the country. In 1855 there was no
high-water at all. The river at New Orleans remained in low condition
during the whole year, rising but once for a brief period to about half
the ordinary height attained annually. At no time during the year was
there any river-water in contact with the bar, and there was no accre-
tion to the bar. In 1856 there was more volume in the river than in
1855, but there was no high-water, and it is probable that the bar
advanced but a few feet during that year, if it advanced at all.
A comparison of the most recent measurements with those of 1838
gives no reason for adopting any new rate of advance for the bar at this
pass.
I have prepared an estimate of the cost of applying jetties to the
Southwest Pass Bar to obtain 27 feet at mean low-water, or 28 feet at
mean high- water, the structures to extend down to the full depth of 28
feet at high-water. The cost is $7,000,000.
If the jetties were simply built upon the surface of the bar, and not
extended downward, their cost would be about one-half that sum. This
mode of construction has been suggested by some engineers, and would
be suitable if a long time were allowed for the erosion of the channel-
way to the required depth. But this erosion must take place in a short
time, and must be controlled by ihe jetty-structures. Hence the neces-
sity of their being carried down to the depth of the intended channel.
The annual cost of maintaining the depth by extending the jetties
according to my estimate will be about $1,000,000, which, considered as
interest at 6 per cent, per annum, represents a capital of $16,000,000.
This, added to the first cost of my estimate, gives $23,000,000 for the
expense to the Government of securing a permanent depth of 27 feet at
mean low-water.
To secure the same depth by constructing and maintaining a canal
will cost $13,000,000.
Respecting the practicability and cost of the canal, it is incumbent
upon me to say that the officers comprising the board to which the sub-
ject was submitted are among the ablest and most experienced in the
Corps of Engineers.
Regarding the practicability of the canal, I desire to make a brief
extract from the report of Captain Talcott, a distinguished officer of
engineers, transmitting the maps of his survey of 1838. He states that
he bored to the depth of 40 feet on the line of the canal proposed by
Major Chase, and found —
Firm bottom of sand mixed with mnd, tenacious of water, and altognther saoh as
would be considered favorable for ezcayatiD^, and on which there would be no diffi-
culty in securing a foundation for locks or structures of any kind.
SOUTH PASS.
From the results of Captain ^owel^s recent soundings on the bar of
the South Pass and seaward of it, I have deduced that the advance of
the outer crest of the bar since 1838 has been 3,900 feet, or at the annaal
rate of 111 feet. Comparing the map of 1838 with the Coast Survey
map of 1867, the advance was 3,220 feet, or at the annaal rate of 111
feet. Comparing the Coast Survey map of 1867 with his recent sound-
ings, the advance is 680 feet, or at the annaal rate of 113 feet.
In preparing the Report on the Mississippi River, (in 1860-'61,) the
advance of this bar was determined by comparing the Coast Survey
map of 1851 with the map of 1838, and was found to be, in that time,
(thirteen years,) 3,640 feet, or at the annual rate of 280 feet, which was
REPORT OF THE CHIEF OF ENGINEERS. 867
the rate adopted. The printed comparative maps have been examined
again and give the same result, but it is apparent that there was some
error in the Goast Survey map of 1851, and the annaal rate of 111 feet
should be adopted for the advance of this bar, though there is still some
uncertainty as to this rate.
The mean width of the pass is 700 feet, bat a less width for the jetties
must be taken if a channel- way of suitable width with a depth of 27 feet
at low-water is to be obtained. Assuming 500 feet for this width; then,
as the width of the bar where the annual accretion of 111 feet is made is
3,000 feet, we shall have, with jetties 500 feet apart, an annaal advance
of 670 feet.*
The estimated cost of jetties to attain 27 feet depth at mean low-
water at this bar, the structures extending to and below that depth, is
$4,150,000 ; the annual cost of maintaining this depth is $670,000, which
annual expense represents a capital of $11,000,000, the two sums amount-
ing to $15,250,000.
To this estimate must be added the cost of dredging in those parts of
the pass where there is less than 27 feet depth, and opening and keep-
ing open the pass through the shoal at its head, on which there is now
a depth of only 12 feet.
Captain Howell estimates that the annual cost of this will exceed
$100,000. The total cost to the Government of securing permanently a
depth of 27 feet at low- water by this pass will then be about $17,000,000.
From my having had charge formerly of the survey of the Mississippi
Eiver, made in pursuance of acts of Congress, one of the objects of which
woH to ascertain, by actual measurement and other experimental re-
searches, in what manner the bars were formed and how the channels
at the mouth through them could be deepened, I have felt compelled to
present my views upon the jetty -system somewhat in detail, the more
particularly as that portion of the report upon the physics and hydrau-
lics of the Mississippi Kiver was not as fully elucidated as it would have
been under dift'ei^ent circumstances, the report having been brought to
a close in August, 1861, in the midst of all the disturbances of the early
part of the war.
As the minority report of the board on the Fort St. Philip Canal
contained much that was of the character of a review of the majority
report, I should have reconvened the board and referred the minority
report to it for consideration, but for the urgent requests made by mem-
bers of Congress for the immediate transmission of the reports to the
Secretary of War for submission to Congress.
Having received from Lieut. Col. John Kewton, the ranking oiUcer of
the majority, two carefully-prepared papers touching the minority report,
I transmit them herewith, recommending his views to careful considera-
tion.
I beg leave to recommend that these papers be transmitted to the
House of Eepresentatives with this report.
Very respectfully, your obedient servant,
A. A. Humphreys,
Brig. Gen. and Chief of Engineers.
Hon. W. W. Belknap,
Secretary of War.
* According to Howell's map of 1874, received after this report was made, the length
of the crest of the South Pass Bar is 4,000 teet. Its length, according to Taloott's map
of 1838, was more than 5,000 feet. The annnal advance of the bar is 100 feet, not 111
feet.— A. A. H.
868 REFOfiT OF THE CHIEF OF ENGINEERS.
Papers relative to minority report of the Board of Engineers^ by lAeut. Col
John Newton^ Corps of Engineers.
[No. 1.]
United States Engineer Office,
New Yorft, March 11, 1874.
General : The Board of Engineers convened by Special Order No. 83>
dated Headquarters Corps of Engineers, Washington, D. 0., June 30,
1873, to consider and report upon the plan submitt^ in compliance with
a resolution of Congress, by Capt. C. W. Howell, Corps of Engineers,
for a ship-canal to connect the Mississippi River with the Gulf of Mexico,
having already rendered their report, which has been made the subject
of certain comments by a member who had dissented from the opinions
of the board, it has seemed proper that, having signed that report, I
should attempt to correct the misapprehension that there exists a
material, if any, difference between the views of the board and those
of Uie member alluded to upon the subject of the ship-canal.
Before I have done I will state what the board did recommend, and
what relation such recommendations bore to the whole project of Cap*
tain Howell ; but it is first necessary to a correct understanding and
appreciation of the matter that certain points of the history of the
proceedings of this board should be touched upon.
1. The first report of the Board, which it was directed should be In
Washington by the 15th of last December, was written by one of the
members after the adjournment of the board at New Orleans, which
adjournment, it mast be said, was hastened materially on account of
instructions received by several of the members to repair to their works,
in view of a supposed national exigency. The report thus prepared
was sent to the different members for their signature, and it received
naturally a good many emendations, though in nothing affecting its
essential matter. Owing to the close proximity of the 15th of Decem-
ber, nothing could be done except to make these emendations in pencil,
and so transmit it to Washington, with a letter explanatory of the
necessity for this proceeding.
Accompanying this report of the board was a minority report by the
same member. Although these reports have been replaced by others
from their several authors, yet as the author of the minority report has,
in his later papers, referred to and quoted from his first report, I will
exercise a similar right -
With the majority of the board I concur in the opinion of the practicability of the
work in an engineering point of view, bnt at the same time believe the execution to in-
volve difiScnlties of a serious and unusual character for which engineering constmc-
tion yet made in this region, or in this country, offers no precedent. These difBcultiee
are due to the character of the soil in which the work is laid. One of the Important
questions, and one which at the very first presented itself to the members of this board,
is the stability of the prism, i. e., the self-maintenance of the bottom and sides of the
canal-excavation. No one of the experienced Louisiana engineers whom we have con-
sulted has professed to be able to give a decisive answer on this. The subject is more
particularly treated in the letter of Professor Forshey, (appended.)
Existing canals cut to depths of 6 feet through the swamps and ravines, and of 12
or even Iti feet high and well-drained marginal river soils, (as the Barataria and L*a
Fourche Canal,) do not tell what will happen when we excavate 25 feet and more on the
site of the proposed canal. I entertain no real apprehension that the prism cannot be
ultimately made stable ; but the process by which this result will come about I do
not foresee nor define ; and I only remark how vague and uncertain must be the esti-
mate which computes the accomplishment of this result at 50 cents per oublo yard of
excavation.
REPORT OF THE CHIEF OF ENGINEERS. 869
Aud in snmming up in that report, he further says :
In oonclusioD, I have to express the opinion that the ship-canal project requires
further stndy before plans and locations and modes of operations can be fixed and a
reliable or even approximate estimate can be made; and 1 recommend: * • - • *
Third, that the survey of the ship-canal be continued, and further studies as to locations
and plans to be made; and in this connection one important experiment to make (in
connection with multitudinous borings) would be a practical trial of excavation for the
canal-prism for a length of one or two hundred feet.
In common with other members, I was strongly impressed, until the
appearance of the report, which has been cited, that the dissenting
member entertained an opposite view of the feasibility of excavating the
trunk of the canal, which he based in part upon the successful excava-
tion of the North Sea Canal to a depth of 7.50 meters through an alluvial
soil.
The idea of this experimental prism was probably adopted from a
suggestion by one of the signers of the report of the board, made prior
to the visit to New Orleans.
The preliminary report of the board had previously recommended an
appropriation, among other objects, to be used for determining ^^ the
best locations for locks and for the trunk of the canal." The second
report of the board again refers the location of the canal to the result of
future examinations and borings. The author, in his second minority
report, not only makes no mention of any apprehended dif&culties in the
excavation and maintenance of the trunk of the canal, but even ap-
pears to fault the board with not determining the location of the canal
until further borings and examinations should be made, aud states :
Neither observation of, and familiarity with, engineering works in Louisiana, nor
the borings made by Captain Howell, suggest to me that any material variation of its
location will be suggested by further scrutiny of the substrata by boring.
On the question of maintenance of the side-slopes of the prism of the
canal, there have been apparently, on the part of the dissenting member,
two changes of opinion, and, on the question of the necessity for furtber
borings, one change of opinion, so that on these points at least the
board cannot be said to have disagreed with him.
The only difference between the dissenting member and the board, so
far visible, is, he believes, ^^ a more protracted and more comprehensive
study is required to fix the location," while the board urges additional
borings and examinations to be made as a preliminary to the deter-
mination of the best location of the canal. .
2. The foundations for the locks are diffusively treated in the minority
reports of December 6, 1873, and of January 29, 1874.
But there is no controversy on this score that I can discover between
the board and the dissenting member, the board simply stating that the
foundation can be laid by any one of several processes well known to
engineers.
3. One of the paragraphs of the minority report is so worded as to
leave it to be inferred that the grillage designed in the project laid
before the board was approved by them. This is a mistake ; the grillage
was never approved.
4. The Board of Engineers, in their last report (printed) upon the canal
project, arrive at the conclusion, ^< more particularly and pertinently from
the character of the borings made by Captain Howell," that the construc-
tion of the canal is entirely feasible. '^ But it is suggested, in order to
avoid beds and pockets of quicksand known to exist at some points in
this locality, that the precise line of the canal should not be decided
upon until a more thorough examination of the substrata has been made
870 REPORT OF THE CHIEF OF ENGINEERS.
by borings." The board thinks that sach an examination may indicate
the necessity not only of adopting: a curve or series of curves for the
axis of the canal, but also of selecting other points of termini than those
recommended by Captain Howell; also ^*one member of the board is in
favor of locating the Gulf terminus to the northward, and consequently
under the lee of Sable Point, and of securing the requisite depth of
water into Isle au Breton Pass by dredging. This would naturally carry
the river terminus nearer to Fort St. Philip, and perhaps within suita-
ble distance from the work to satisfy the requirements of a good defense
without the erection of special works for that purpose."
Before drawing my inferences, I invite particular attention to con-
clusions 1, 4, 7, and 8 of that report. The borings made by Captain
Howell being very few and far between, the board must have interred
the general character of the formation to be uniform, the number of
borings otherwise not being sui&cient to predicate anything upon, and,
least of all, to sustain the conclusion of the board that the construction
and maintenance of the canal presented no extraordinary engineering
difficulties. ^Notwithstanding the minority report expends much space
and time in the attempt to show that the board thought there were
material variations in the character of the formations, the variations
which the board say do exist are limited areas or pockets of quicksand,
and it might have been said of soft mud, which, for the economical con-
struction of the locks and trunk of the canal, it were expedient to avoid.
The minority report, though embracing a long quotation from the report
of the board, neglects to instance the subject above, though this alone
would furnish a sufficient reason for demanding further borings. The
minority report, however, afterward concedes this point in the following
words :
The mobility of 'Hbe find sand" where it exists, as it sometimes does, in strata,
almost destitute of clay, may, indeed, enhance the difficulties of making the canal
trank, and of getting through them to reach the lock foundation. i^ • «
This acknowledgment is as much as could be desired.
5. Another reason for extended examinations was contained in the
project of Major Warren; this being the debouchS of the canal north of
and under the lee of Sable Point. I send a tracing herewith, giving
Major Warren's line of the axis of the canal. Major Warren's idea of
a radical change of the location of the axis was explained to the board
long before that of Colonel Barnard or of General Beauregard, and the
minority report mistakes when it asserts that the idea originated with
the latter gentleman. This may not be a matter of importance, but it
is the fact.
It is clearly perceived, from this recapitulation, that an extensive field
of investigation was laid out ; the possible location of the canal along
any line from Fort St. Philip down to or even below the line selected
by Captain Howell, would include not only an examination of the land,
but likewise of a certain area of the bottom of the Gulf.
6. If a line be adopted emerging into the Gulf north of Sable Pointy
which condition would carry with it the excavation in the water of a large
portion of the trunk, no jetties would be necessary, and their cost, or a
portion thereof, might be devoted, if considered necessary, to the con-
struction of a breakwater against northeast and north storms. No pro-
tection from southeast storms would be required, the land serving as
breakwater against them.
If the line of Captain Howell be selected, jetties would be required,
and these should be spread apart at their junction with the land, and
REPORT OP THE CHIEF OF ENGINEERS. 871
inclined toward each other at their seaward extremities, after the usual
mode of forming a harbor with piers. The direction of the axis of the
canal being northeast, besides the harbor itself, there would be a con-
siderable lee on the outside of the piers for the protection of many ves-
sels of moderate draught of water against southeast storms. These
considerations of the protection of shipping against storms are not now,
for the first time, thought of; they formed the subject of discussion by
members of the board, and were so evident that it was not considered
necessary to incorporate them in their report. Such, at least, was my
view at the time.
7. The necessity of fortifying the canal was likewise so evident that
the board assumed it without discussion, and the only question in refer-
ence to it to be found in their report is whether the defense of the canal
should depend upon existing works, or upon works specially constructed.
No doubt has ever been expressed of the advisability of attaching the
defense of the canal to existing works, provided other important points,
among which was the permanence of the banks, which might involve
the security of the foundation of the lock, could be adjusted suitably.
General Beauregard says in his letter: *' Its (the canal's) location on the
river should be under the protection of the guns of Forts St. Philip
and Jackson, due regard being had to the pertnanencg of the river-hanlcP
(The underscoring is mine.) The permanency of the bank is the very
point, for it has been represented to members of the board that encroach-
ments upon one bank and fillings at the other are progressing at the
bend, and in the neighborhood of Fort St. Philip. This state of
things requires careful investigation before deciding upon the location
of the canal near that fort.
8. The fact that the board had found it necessary to relegate the
whole matter to the officer in charge for additional investigations before
the location, even, of the canal could be satisfactorily settled, is a sufficient
justification for their brief report, (if brevity in such matters is ever to
be excused,) and for omitting to discuss further details, most of which
will probably be solved by the examination recommended.
9. The line of canal recommended in the minority report furnishes a
good lea against northeast storms, but not against southeasters. It
would be ten and three-quarter miles long, of which eight and three-
quarter miles would lie in the water. The navigation of a long, narrow
channel, by vessels under the influence of side winds, would be difficult,
owing to the constant tendency to drift upon the side of the ex;cavation.
I do not perceive how the cost could be less than that of Captain How-
ell's project, which is the most expensive of the various lines considered
by the board 5 and, besides, our present knowledge of the bed of the
Gulf in that locality is too limited to permit it to be assumed that the
excavation of the trunk would be permanent. Investigations in the
shape of borings^ which the minority report will not join the board in
recommending, appear to be necessary to solve the question.
10. The minority report, to sustain its views, quotes with approval
from a report of the late Colonel Abort, in reference to the canal-
project of the late Major Chase. The latter, in his report on a ship-
canal said :
Tlie obstacles presented to an easy entrance of the Mississippi by vessels drawing
12 feet of water are productive of great injury to the commerce of New Orleans, and
require to be promptly removed ; ot, failing to he done, the construction of a sUip-caual
on the plan indicated by Major Buisson should be resorted to. 4
No wonder that the expense of the project, ten millions, should have
turned Colonel Abert's views back to the methods of improving some
872 REPORT OF THE CHIEF OF ENGINEERS.
one of the passes, to ascertain whether 12 feet, or a little more, coald
not be obtained there.
In my opinion Colonel Abert was justified in rejecting the canal, be-
canse an adequate motive for its construction was wanting ; while the
passes could be improved easily to the depth then demanded. But if
instead of 12 feet,, the question had been of 25 or 26 feet in depth at
the passes, would Colonel Abert have decided as he did ? I think not.
11. No breakwater could be constructed in Isle au Breton Pass, in
the neighborhood of the canal, on account of the damage and deteriora-
tion which might result to the pass itself from the structure ; it might
be placed south of Isle au Breton, but in order to protect vessels
against storms, from southeast around to northeast, it would be neces-
sary, if there was but one breakwater, to make it in the shape of an 1#,
and this form would result in the filling of the interior space with silt,
and considerable loss of benefit. I think the necessity for a breakwater,
other than would be afforded by the construction of the outlet of the
canal itself, has been much exaggerated. The storms from the south-
east, which are the most violent, prevail exactly at that period of the
year when the export trade of the Mississippi Valley is at its minimum.
Against northeast storms, the lee of Isle au Breton, and of the shoals
around it, would constitute a considerable protection. Large ships in
that anchorage would ride out any ordinary storm, and it would be
going too far to suppose that a navigator would allow himself to be
caught in this cul-de-sac, when he might obtain due notice of the ap-
proach of a hurricane or cyclone. At all events, during the civil war
our blockaders, composed mostly of merchant-vessels, were able to
blockade continuously the ports of the Gulf, and even of the Atlantic
coast.
During the prevalenceof a hurricane or cyclone the protection afforded
by a breakwater would not be of the slightest moment; vessels unable
to enter a port on the approach of such storms have to run out to sea.
In a severe gale vessels cannot enter the passes of the Mississippi,
Galveston Harbor, nor, I think, any harbor on the Gulf except the
Tortugas.
12. It has been said that the board should have included the cost of
defensive works in their estimate for the canal. The board have
confined their action to the instructions given them, after a careful con-
sideration of their scope ; and, besides, it would have been impossible
to estimate for defensive works when the location, even, of the canal had
not been settled.
I understand that the defenses of Forts St. Philip and Jackson
have been planned under the supposition of there being a depth over
the bar, at the passes, of about 18 feet, and that an increase to 25 feet,
which is sufficient for the large class of iron-clads, would compel a con-
siderable addition to be made to the present projects for those works ;
and further, that the cost of these additions would equal that of any de-
fenses which it would be necessary to provide for the canal. Supposing
the passes improved — as they cannot be defended by fortifications — ^the
whole lower part of the river would be at the service of an enemy hav-
ing a naval superiority. It is impossible, on the other hand, unless the
canal be absolutely.abandoned to the enemy, for him to make use of it.
In the question of military defense, therefore, the canal is much supe-
rior.
13. "rtie minority report appears to differ materially from that of the
board, but this appearance is due principally to the fact that there are
two reports discussed in the same paper — ^the project of Captain HoweU,
REPORT OF THE CHIEF OF ENGINEERS. 873
and the report of the board — and from a certain inattention to precise
arrangement the distinction between the two becomes obscure, and the
reader is apt to mistake which party — Gaptain Howell, or the board — is
criticised by the dissenting member. I have analyzed the sapposed dif-
ferences and give the result.
1. The board and the dissenting member consider a canal to be en-
tirely practicable.
2. Both consider Isle an Breton Pass as suited for the outlet.
3. Both consider the peniusnla of Fort St. Philip, below the fort, as
the proper place for the other terminus.
4. Neither party would consent to place the terminus at a position
where the river-bank was in danger.
5. Both desire the outlet to be near Sable Point.
6. Both consider that the canal should be under the protection of de-
fensive works, and of existing ones, if possible.
7. There are no differences, of which I am aware, about the lock.
8. There was no controversy about foundations.
9. There was no controversy about location, because the board had
not fixed one.
10. There is practically no difference about protection to vessels ; and
probably had there been a complete understanding between the parties,
of their respective views, this present discussion would not have been
necessary.
11. The dissenting member thought the width of the canal-trunk some-
what in excess, but two large vessels with a tow-boat on each side would
take up nearly all the width; sidings, however, might be constructed for
passage of vessels.
12. He, however, objects to the estimate pat forward by the board be-
cause no sufficient data for an approximate estimate, even, in his opin-
ion, exist.
It is proper to say that the board considered the location chosen for
the project of the engineer in charge as representing the most costly
in the amount of work, as well as in the requirements of protection of
vessels ; and adopted it for thep.bove reasons, in order to fix, not an ap-
proximate, but a limiting, value to the estimated cost.
However, when he discusses particulars, he makes but one exception,
viz, that of 50 cents per cubic yard for excavating the trunk of the
canal, which he considers too little, in view of contingent difficulties ;
from the knowledge which various members had of the cost of dredging,
the nature of the soil to be excavated from the canal, &c., they were of
the opinion that 50 cents per yard would be largely in excess, and that
said excess ought to be ample to insure against probable drawbacks.
As the minority report considers the character of the soil to be suffi-
ciently known, and even that additional borings to test it are not neces-
sary, the author would have doubtless gratified the board — t can speak
at least for myself — by submitting his estimate for a canal, and such an
attempt on his part would have been entirely feasible, claiming, as he
does from professional experience, a knowledge of the difficulties to be
encountered. The board, feeling that differences of opinion might arise
on the subject of the improvement of the passes, and as the two subjects
were radically distinct in their nature, decided to make the report on.
the canal separate from the other. Such a course it was thought would
also have been more conducive to harmony of action.
Having carefully gone through the work of comparison, I have found
the supposed differences to have nearly, if not quite, disappeared, and
874 REPORT OP THE CHIEF OP ENGINEERS.
am led to the conclusion that, for the canal project, there is not and h<i8
not been any important difference of opinion.
With regsird to Captain Howell's project :
1. The board has not adopted his location, but has left this matter
subject to results of future examination.
2. The board has not adopted his mode of constructing jetties.
3. The board has modified the dimensions and mode of constructing
the locks.
4. The board has not adopted the coffer-dam and drillage for founda-
tion of lock.
5. The board has adopted the dimensions of the trunk of the canal.
6. The board has adopted Isle an Breton Pass for one terminus, and
the straight reach of the Mississippi below Fort St. Philip for the other.
7. The board states the necessity for works of defense.
The dissenting member thinks that 2 percent, on cost would represent
the annual expenses of the canal, and this he derives from the Erie Canal,
but the cases are not parallel, and I consider this percentage largely in
excess ^ after the canal is finished and the work consolidated, I do not
see how these expenses could exceed $50,000 per annum.
I wish to state that, not having been able to consult the other mem-
bers of the board, they are not responsible for the opinions I have ex-
pressed in this paper except where I have used the language of the
report of board.
EespectfuUy submitted.
John Newton,
Lieut Col, of Engineers, Brevet Major- General.
Brig. Gen. A. A. Humphreys,
Chief of Engineers,
[No. 2.]
United States Bnchnebr Office,
New York, April 3, 1874.
General : I have respectfully to present some observations in review
of the minority report, dated January 29 last, and offered to furnish the
views of the dissenting member and the reasons for his non-concurrence
with the report of the Board of Engineers, dated January 13, 1874,
upon the subject of the improvement of the passes of the Mississippi.
STIRRINO AND DREDOINO THE BAR.
In 1852 a contract was made with the Tow-boat Association to deepen
the Southwest Pass to 18 feet. It is stated that 18 feet was obtained
in 1853, but it is not stated that the contractors were require<1 to main-
tain this depth after it was once gained. It is stated in the minority
report that the width of 300 feet was specified in the contract; but was
it ever obtained f and, if so, where is the evidence?
The next example is the disbursement of $330,000, appropriated by
Congress, in 1856, for opening, and keeping open, by contract, ship-chan-
nels through the bars at the mouths of the Southwest Pass and Pass ^
Loutre. Contracts with the Messrs. Craig and Kightor were accordingly
entered into for opening both channels to a depth of 20 feet, and main-
taining that depth four and a half years. After constructing an apology
for a jetty, the contractors abandoned that mode of operating to adopt
REPORT OP THE CHIEF OF ENGINEERS. 875
the system by stirring up, dredfring, &c. By these methods they suc-
ceeded, September, 1858, iu opeuing two chauDels to a depth of 18 feet,
their contract having been modified that year with respect to depth.
In the latter part of 1858 those parties refused to comply further with
their contract to maintain a depth of 18 feet for a period of four and a
half years. A new contract was entered into with other parties for
deepening Southwest Pass, but they likewise failed to execute it.
The remainder of the appropriation, $70,000, was then disbursed by
the officers of the Department, and a depth of 18 feet was maintained
upon the bar of Southwest Pass for one year.
In the tirst example taken the width is doubtful, while the element
and cost of maintenance of the channel is entirely ignored.
The second example is deficient, by omitting the width ; and the main-
tenance of the channel was not attempted.
In the third the^ maintenance of the channel for one year is stated,
but the width is not. The importance of the omissions noted will be
perceived by a little reflection upon the nature of the work itself:
1. The quantity of work will increase directly with' the width and
depth of the cut made in the bed of the channel.
2. If these dimensions exceed a certain limit, the slopes of both sides
of the channel will slide into the excavation and increase the amount to
be removed out of all ratio with the dimensions proper of the cut.
3. When a certain depth and width is obtained, the problem of main-
tenance then comes in. Some time is required for the grading of the
sides, due to the new depth, and the maintenance is charged with the
removal of these land-slips, as well as with that of the ordinary deposits
in the channel.
4. Again, one season may be extremely favorable for the operations
of excavating, due to the prevalence of a rapid current, while another,
owing to the slack currents, may be very unfavorable.
5. In spite of all regulations the grounding of vessels must occasion-
ally take place, and particularly if the cut is not made of ample width.
The result of a grounding is the formation of a shoal in the channel- way
and a loss of depth,
6. To these must be added filling up the channel excavated, and par-
ticularly the portion near the bar, by the influence of storms.
The conditions of the problem, as stated above, were considered, as
well as the results obtained by Captain Howell during his operations
from July 1, 1872, to April 1, 1873. At Southwest Pass the records
show, by reducing mean low-water to extreme low-water,* that for
eight days there was a depth of from 12 to 14 feet ; for six days, 15
feet; for eight days, 15J feet; for eighty-six days, 16 feet; for twenty-
three days, 16 J feet; for twenty one days, 17 feet; for seventeen days,
17 J feet; for fifty-eight days, 18 feet; and for twenty-three days, 19
feet. That is to say, one hundred and sixty-nine days when the depth
was less than 18 feet, to forty-seven days when it was greater than 18
feet; and it is a fact worthy of note that stoppages of work due to
slack currents, rough weather, and to fogs, were mainly coincident with
the prevalence of the lesser depths. These results should be consulted
in preference to those given in the report of the board of January 13
last, as they are not only more in detail, but possess likewise the ad-
vantage of being reduced to extreme low- water of the Gulf, which is the
standard adopted for the ship-canal, and used both in the reports of the
board and those of the minority.
* This is not strictly correct. Extreme low-water, as observed in 1851-^52, Appendix
A, Humphreys and Ai)bot, is lower by nearly 3 inches than the standard here assumed
for purposes of reduction.
876 REPORT OF THE CHIEF OF ENGINEERS.
The time of two hundred and seventy-four days is accounted for as
follows: Suspension of work on account of slack current, sixty-eight
days; fogs, fifteen days; rough weather, fifteen days; repairs, forty-
three days; Sundays, thirty-nine days; pulling off grounded vessels,
four days; coaling, four days; leaving eighty six days to be credited to
the work of the machine, as no record exists to state that it was not at
work. The result is one hundred and eighty-eight days of unavoidable
suspension of work, to eiglity-six working days.
The useful effect of the dredgers, measured in time, would, therefore,
be only 31 per cent, of its theoretic value, and this result, taken from
the records of the most improved machinery, constructed and worked
under the eyes of engineer officers, if considered in relation to the fact
before shown, that the amount of work under varying depths and widths
of excavation may differ vastly from their numerical ratio to each other,
shows conclusively that there is a practical limit of improvement by
this process, which is suddenly reached.
The official records thus analyzed would not warrant the board in
estimating a greater depth than 18 feet at extreme low- water as capable
of being maintained at the passes by means of the stirring process ; and
there would seem to have been some reason for all former trials having
been arrested when the depth ot 18 feet, or about that depth, was ob-
tained, as if the real difficulties of the case had then begun to be encoun-
tered. However that may be, these significant coincidences do exist.
It should have been stated in the report of the board of January 13
last that the depths obtained by Captain Howell at Southwest Pass are
referred, not to extreme low-water, but to mean low-water, while the
depths obtained at Pass k Loutre from April 1 to June 30 are errone-
ously referred to "extreme low- water," instead of to mean low- water.
This correction of the depth obtained at Pass k Loutre would reduce it
from 17 J feet to about 16 J feet. With nothing practical to rely upon
save the records of the trials of 1853, 1858, and 1859, which are defi-
cient in essential elements, and consequently useless for scientific inves-
tigation, the minority report does not hesitate to lecture the board in
this wise :
In face of these facts; in face of the positive, formal, and official statement of Ibe
engineer in charge, that so f ar a« regards obtaining a 20-faot channel the natural ob-
stacles have been overcome, (reiterated ander different forms,) and in face of the fact
that since the proved success of stirring np by scraping with harrows, &c., for $60,000
a year, machinery expressly designed to this end has been invented and improved
upon, under the eye of engineer officers, to be operated at an expense of $200,000 per
annum, the majority of the board advise you that '' the results so far do not warrant the
board in estimating a greater depth than 18 feet at extreme low- water, as capable of
being maintained at the passes by means of the stirrlng-up processs;'' and, furthermore,
that this is inadequate to the requirements of the naval, military, and commeroial
services.
Let it be noted, first, that the engineer in charge does not state that
he maintained^ but only obtained^ 20 feet of depth, and that depth was
at mean, not at extreme low-water.
The necessity for this forcible if not courteous arraignment of the
board by one of its members might have been spared if some little space
had been devoted in the minority report to the recorded results of that
** machinery expressly designed,'' • • • • <4n vented and improved
upon, under the eye of engineer officers," and ^' operated at an expense
of $200,000 per annum." Now, although the records of the actual work
of that machine at Southwest Pass had been collated by the board and
published in their report, the minority report has not been temj)ted even
to allude to them, far less discuss them.
. REPORT OF THE CHIEF OF ENGINEERS. 877
Why the records of a past time so imperfect as to admit of aoy and
every dedaction have been relied apon to the exclusion of the fiill and
precise information which could have been found in Captain Howell's
last report upon the stirring process, is not in my power to explain.
Que great objection to the moderate depth over the bar, which the
dredgers are capable of yielding, is the fact that in rough weather it
could not, on account of the swell, be availed of by vessels drawing the
full, or nearly full, draught which the bar afforded, and at the very mo-
ment when an entrance is most needed. It is important likewise to
remember that one effect of storms would be to create an actual obstruc-
tion at the bar by washing sand into the entrance.
It seems evident, from the above considerations, that, in order to make
the navigation of the passes safe as well as convenient to commerce,
something more than the bare draught of vessels must be considered in
establishing the depth over the bar.
Alter the elaborate discussion of the benefits of the stirring process,
and the conclusion thaf with 20 feet at extreme low- tide," (which is as-
sumed to be maintained,) ^^ vessels drawing 22J feet could, owing to the
softness of the bar, frequent the port of !N'ew Orleans, and for mere com-
mercial purposes probably 20 feet draught would be adequate ; a draught
of 23 feet will include 85 per cent, of the shipping of the world ; and
with a draught of but 18 feet vessels (steamers) can be built of 5,000
tons carrying 70,000 bushels of corn, or about 11,000 bales of cotton,"
I felt prepared to consider this as the settlement of the question on the
part of the minority report, as well against the jetty system, which it
advocates, as against the canal, which it reprobates. But no; however
potent the argument may be against the latter, ^^ still," (to use the
words of that report,) "an improvement of one or more of the natural
mouths by which a sufQcient depth should be afforded without the con-
tinuous use of machinery • • would be desirable." As to defensive
measures to protect the dredgers in time of war, none could be taken,
nnless vessels of war were detailed to this end ; otherwise, without the
necessity of a blockade, they would be at the mercy of every cruiser of
the enemy which might choose to make a dash at them. Practically,
therefore, dredging could not be carried on during a period of hostili-
ties.
I feel no sympathy with the efforts made to demonstrate that the val-
ley of the Mississippi would be sufficiently accommodated with a depth
of entrance to its great river, so inferior to those of the principal ports
of the country, believing that such depths will rule the draught of ves-
sels frequenting our ports, and that a deficiency in that respect would
make an unfortunate discrimination against the commercial prosperity
of any locality.
Baltimore has felt this, and is now dredging to obtain a 24-foot chan-
nel leading to its port. I have from the first maintained that, leaving
naval uses out of consideration, the necessities of commerce alone
demand a depth of at least 24 feet at low- water for an outlet to the Mis-
sissippi, and nothing short of this will ever fulfill the conditions of the
problem. The importance of making the Mississippi accessible to the
larger classes of naval vessels cannot be overrated. It not only *' fur-
nishes a harbor of several hundred miles in length for vessels of any
attainable dimensions and draught, but it furnishes in unlimited quanti-
ties, and at the lowest prices, all that is needed in ship-building, whether
in wood or iron, and for the outfit of fleets and armies. To make the
l^ississippi, therefore, accessible to vessels of war, is to do away with the
878 REPORT OF THE CHIEF OF ENGINEERS.
need of other inefficient naval depots, such as that at Pensacola, and to
furnish centrally to the northern coasts of the Gulf the much-needed
depot and arsenal for naval operations.'^
The above, extracted from a paper submitted by Colonel Barnard,
expresses forcibly the other (beside commercial) advantages which would
be conferred by a liberal policy of improvement in this quarter.
A depth of outlet about 25 feet at extreme low-water would suffice to
convert the Mississippi into such " depot and arsenal for naval opera-
tions,'' and I cannot, in view of the object which the resolution of Con-
gress imposed upon the shipcd.nal, viz, to be suited for military, navaly
and commercial purposes, agree to have an improvement of the ])asses
(to take the place of the canal) discussed upon the idea of obtaining
merely 18, 19, or 20 feet, a depth manifestly incapable of meeting the
wants of the Navy.
The board discussed the canal project and the jetty system under the
restrictions of the above resolution, and no discussion which ignores
these can be considered to be either a review or reply.
IMPROVEMENT OF THE PASSES BY MEANS OF JETTIES.
Tlie board of 1852 recommended, in the event of not obtaining suffi-
cient depth by means of the stirring process at Southwest Pass, to re-
sort to the system of jetties. Among those who signed that report was
the member who has constituted the minority in this board. In a eom-
munication dated December 6, 1873, which has passed through the
hands of the Chief of Engineers, he presents his views upon the improve-
ment of the passes. He adopts Pass k Loutre as more favorable than
Southwest Pass, apparently for two reasons :
1. A shorter distance from the interior depth of 25 feet to the outer
crest of the bar.
2. A smaller annual advance of the bar into the Gulf.
As that paper has had an important share in shaping the form which
the discussion of the improvement of the passes has since assumed, a
brief synopsis of its plan of application of the jetty-system to Pass ^
Loutre will be useful :
1. The distance of the interior depth of 25 feet at low- water from the
outer crest of the bar was assumed to be two and a half miles.
2. The natural width of the channel when that depth obtains was
assumed to be one-half mile.
" 3. Parallel jetties starting from the cessation of 25 feet depth,"
{above the North Pass,) ''closing this pass, extend a half mile apart,
four miles to points opposite the outer crest of the bar, in about 10 feet
water.
'' 4. Perfect parallelism is not necessary. Large deviations may be
made to select the best location.
'* 5. Now, of the four miles on each side of jettying and leveeing com-
bined, (for a large proportion of it should be called levee^) • • two-
thirds, perhaps three-fourths, may be laid on the ground bare at low-
water, or permanently out of water. Of the remaining one-eighth or
one- fourth, scarce any of it is in depth greater than 10 feet.
'' 6. The average cross-section of jetties and levees is assumed to be
15 feet wide and 10 feet deep.
'' 7. The effects of these embankments is described as follows : The
25foot channel will be extended at once two and one-half miles * *
the bar must me excavated to 25 feet. The velocity of current main-
REPORT OF THE CHIEF OF ENGINEERS. 879
tained unimpaired up to this point will carry its sediment far beyond
into deep water. The present rigime of a shoal-bed cannot again be
restored until the vast bottom area, now covered with deep water beyond,
for a distance of two and one-half miles, is raised.
^'8. The jetties being once extended ont to the crest. of the existing
bar, they do not require the incessant follotoing up supposed ] though
that they may ultimately require extension, I do not dispute.
" 9. I estimate that Pass k, Loutre has advanced m twenty-nine years
something over 200 feet per annum, say 225 feet. There seems no good
reason for the assumption that the advance will be more rapid than can
be easily dealt with, nor that con tinned and incessant work will be
required.
'^ The very first operation is an advance of the deep channel two and
a half mileSj just twice as much as the bar has advanced in twent^^-nine
years.
^^ I feel that I am justified in recommending it (the jetty-system) as
probably furnishing the most speedy attainment of a deep-water channel,
and one which will have some features of permanence ; * • •
and then illustrating the example of the Sulina mouth of the Danube.
" Indeed, the effect of the jetties has been the diminishing by more
than one-half the old rate of the advance of the delta at the Sulina
mouth as represented by the 24-foot line and 30-foot line of soundings,
and this Sir Charles Hartley considers to be due to the circumstances
that the great bulk of the silt-bearing waters of the river, on issuing, as
at present, at once into deep water beyond the pier-heads^ is, as a rule, car-
ried far to the southeast by the littoral current, instead of flowing into
the sea, as formerly, with a feeble and constantly-decreasing current, by
numerous shallow channels, &c., and it was also found that the action
of the sea on the bottom, during storms, swept away the banks deposited
beyond the north pier-head.
^^A ^ littoral current' may not exist at the passes, but the efficient action
of waves and currents produced by storms may be reasonably counted
upon to retard, as they always have done, the rapid advance of the sed-
imental diposite^ which, as at the Sulina, projected with undiminished ve-
locity into the deep waters beyond the bar-crests, (at present the velocity
has been nearly destroyed when the crest is reached,) will be dissemi-
nated far and wide."
These extracts offer a definite project for our consideration, and its
author states, in express terms, the results to be expected from its con-
struction.
1. Although he accepts a width of river between banks of one-half a
mile, as corresponding to the depth required, 25 feet at extreme low
water J yet he advocates large deviations in excess of this width, in order
to secure the best location for his jetties, and obtains by this novel, if
not correct, mode of treating parallel jetties, the opportunity of making
a presentation of his system sufficiently favorable in point of cost.
2. Notwithstanding his statement that the depth of 25 feet ceased to
obtain above the division or fork of the pass, yet, in another and sub-
sequent communication, he perceives no necessity of closing one of the
outlets in order to obtain in the other the depth desired.
3. The result of such jetties, he asserts, would be not only to push
forward the depth of 25 feet to the bar, Out also to prevent the forma-
tion of a shoal depth over it until the deep space ahead in the Gulf,
for a distance of two and a half miles, should first be filled. Afterward,
to furnish some idea of the time required to accomplish this, he states
880 KEPOET OF THE CHIEF OF ENGINEERS.
the distance to be filled corresponds to the progress of the bar for fifty-
eight years.
4. It is not surprising, after the above, that he concludes the incessant
following up of the bar, by extension of the jetties, to be superfluous,
though he will not deny that ultimately they may require extension.
5. He appears to rely upon the precedent of the successful issue of
the jetty-system at the Sulina month of the Danube as a guarantee for
the application of the same method to the mouths of the Mississippi.
But Colonel Stokes, of the royal engineers, and Sir Charles Hartley,
the engineer of that improvement, both of whom were connected with
it from commencement to completion, in their speeches and writings,
concur in attributing whatever permanence may attach to the improve-
ment to the existence of a littoral current tending to the southward;
which, aided by the northeast storms, breaking and stirring up the
shoals, transports the matters suspended in the river-waters, as well as
that portion deposited uix)n the bottom, away from the outlet of the
jetties.
This action has hitherto prevented the growth of the bar, and will
preserve it in statu quo until the gradual advance of the dSposites from
the other mouths of the Danube shall have forced out the littoral cur-
rent from the ends of the jetties, in which event the latter will have to
be extended.
In his first paper, the advocate of the jetty-system for the Missi^ippi
mouths relies upon the action of the waves alone to break up and trans-
port away from the outlet the large mass of d^positea, apparently forget-
ful of the influence of the waves to form the bar, and that any channel
through it is due solely to the river-currents. In all cases, whether a
current flows or still water obtains between the jetties, unless the ends
of the jetties are founded at such depths that waves cannot act upon
the bottom, supposed to be composed of movable material, the tendency
of storms is to develop a shoaling.
In a second paper, by the same author, apparently aroused to the
important part which it did have in the improvement of the Danube,
he asserts that there is a littoral current off the mouths of the Missis-
sippi, and refers for proof of its velocity to page 449 of " Physics and
Hydraulics of the Mississippi."
It was impossible to have made a reference more out of place. The
subjects treated therein are the ebb and flood tides and the tidal Veloci
ties in mid-river, but nothing concerning littoral currents.
But the minority report might have referred to a reporc by Mr. (since
Major-General) 6. O. Meade, of a survey made by him in 18^, of South-
west and South Passes, and to be found in the work above nam^, in
which, after careful observations conducted from the bar to a distance
of seven miles outside, he states that he failed to discover the existence
of any littoral current.
Analogy, therefore, between the Danube and the Mississippi, as to
the element of a littoral current^ which was declared so important to its
improvement, by the engineers engaged at the former river, falls to the
ground. In subsequent portions of this paper I will show that, except
the bare fact of both being delta rivers, similarity does not exist be-
tween the Danube and the Mississippi.
I shall not in this discussiotf ignore or reject the facts and conclusions
of the survey made by order of the Government, and reported in *^ Phy-
sics and Hydraulics of the Mississippi." This work, elaborate in detail,
and remarkable for the clear light which its admirable handling of spe-
REPORT OF THE CHIEF OF ENGINEERS. 881
cific facts sheds upon the physical laws governing the river, cannot be
passed over to receive, in lieu thereof, incouclasive examples taken from
foreign rivers.
The published information concerning the Dannbe, and bearing upon
the points in discussion, does not at all compare in scope and scientific
value with the exhaustive treatise which we possess upon the Missis-
sippi and its delta. Our enginbers, then, can obtain vastly more in-
formation from sources within their reach concerning our great river
than all the published information available can furnish of the Danube
or other foreign river.
The board, in their report of January 13 last, in imitation of the pro-
ject already extracted from the minority paper of December 6 last, and
with the view of submitting its conclusions to a test, adopted the sys-
tem of parallel jetties for the deepening of the bar at Pass ^ Loutre.
After a careful examination of a chart upon a large scale, compiled from
recent surveys, the distance apartof the jetties was assumed to be 2,200
feet, that width corresponding to the width of the pass where the depth
of 25 feet was obtained.
The jetties were held strictly to that distance apart, in order that the
complete effect of parallel jetties upon the bar might be obtained.
In what follows I will adhere to the principles and conclusions con-
tained in the report of the board, although taking the liberty to discuss
the subject in my own way.
1. Assuming that the width of 2,200 feet would suffice to maintain a
channel of the required depth in the pass, it would not carry it to the
bar, for these reasons : At the bar the wave-action would tend directly
to decrease the depth ; the intrusion of salt water at certain periods
within the jetty-heads would interfere with the normal conditions of
scour ,* the loss of velocity due to great lengths of jetties would exercise
an unfavorable influence ; and, finally, the occurrence of periods of me-
dium velocities without floods would cause greater deposits upon the
bar. The Sulina mouth is a case where it has been attributed to the
last-named cause that the navigable depth varied, at periods from 1862
to 1869, between 17^ and 13^ feet. Hence the distance between the
jetties must be decreased as the bar is approached.
2. When the jetties shall have arrived at the position of the original
outer crest of the bar, it will be found, thanks to the ordinary as well
as to the extraordinary advance of the bar, due to the construction of
the jetties, that the outer crest has been pushed ahead about 1,800 feet
into the Oulf. An ordinary advance of 302 feet per annum, and a mod-
erate period of three years for the construction of about eight miles of
jetties, are here supposed.
Owing to the slope at which the bar will advance into the Gulf, the
depth on the new outer crest will have decreased between 3 and 4 feet,
and hence, in order to maintain the depth of 25 feet, the jetties must be
pushed out until the new crest is attained.
Upon the Bhone, when the jetties were completed, in 1852, the bar
was about seven-eighths of a mile in advance ; in 1863 this advance was
nearly one and three-fourths miles ; the progress during this interval
having been three times the ordinary rate.
The depth on the bar was always much less than that between the
jetty-heads, and any partial variation of depth over the bar seemed due
to freshets in the river. A littoral current is found of one and one-tenth
to one and flve-tenths miles per hour. The matter held in suspension
and discharged is stated to have been 583,666,666 cubic feet, equivalent
56 E
882 REPORT OF THE CHIEF OF ENGINEERS.
to 36,480,000 tons per annum, of which 137,333,333 cubic feet, or 8,683,333
tons, were carried oflF by the littoral eurrent.
As a comparison, the littoral carrent at the Sulina mouth is from
seven twelfths to one and one-sixth miles per hour, and the amount of
matter yearly discharged through this month is about 2,510,000 tons.
The amounts discharged through certain passes of the Mississippi are
as follows : Southwest Pass, 67,130,000 tons per annum ; Pass ^ Loutre,
45,975,000 tons per annum ; South Pass, 15,810,000 tons per annum.
Although the piers at the Rhone were not carried out to the bar^ their
results have been valuable in demonstrating that the eiiect of jettiea,
by concentrating a current upon the bar/ would be to increase greatly
its rate of advance, while their action upon the depth of the bar was of
little benefit and that was confined to times of freshets.
This example is likewise a complete answer to the argument of the
minority report, that the jetties, if carried to the oater crest of the bar,
would not require continual extension, for the cause therein assigned,
that a shoal bar could not again be formed until the deep space ahead,
for a distance of two and a half miles, should first have been filled.
The disappointment suffered from the application of the jetty system
led to the construction of a lateral canal connecting the Bhone with the
Gulf of Foz, and having a depth of 23 feet.
3. Let it be supposed that the jetties, following up the bar, have
finally reached its outer crest. Owing tp the meeting of the river waters
with those of the Gulf, the former will be deflected upward at an an-
gle, a result which is apparent even from considering the lateral spread
of these waters after having been released from the confinement of the
jetties, and their decrease in depth consequent upon an increase in
width.
^ow, it is obvious that the materials rolled by the currents upon the
bottom will be arrested as soon as they reach this dead angle, or space
without currents, and that the upper surface of the new bar will be
coincident with the slope at which the river waters incline upward. If
this first formation be supposed to take place during a river flood, the
bar will progress until the period of slack currents, at which time the
deposits will be upon the slope already formed and at its foot. When
the next flood comes the waters will be deflected by the slope first
formed, and the material deposited upon the slope and at its foot
will be carried forward until they reach the new crest, when they will
be dropped over to form the exterior slope of the bar. In this mode the
bar is formed and continued, and it is evident that as the crest of the
slope rises continually in height as it recedes from the jetties, so these
must be extended to keep it down, and preserve the proper depth for
navigation.
The matters held in suspension by the river waters are mainly carried
forward by the currents into the Gulf, where they are deposited, and
serve to raise the level of the bottom, but the bar proper is composed
of materials rolled upon the bottom and arranged in the forms and by
the influences already described. The matters carried in suspension by
their deposit simply prepare a foundation for the bar, which is after-
ward regularly constructed upon its surface.
This distinction, which is so clearly made in the '* Physics and Hy-
draulics of the Mississippi," has been little attended to by writers on
the subject, and the neglect of it has led to many errors and false
notions.
From the view which has been presented of the agencies at work.
REPORT OP THE CHIEF OF ENGINEERS. 883
which are incessantly tending to diminish the depth, the necessity of
converging the jetties, and of so placing and constructing them as to
coerce and control the carrents, becomes manifest. These jetties soon
cease to be mere margins to the channel, or to act simply as banks of
a river; on the contrary, they must be brought into close contact with
the currents as well as waves, to resist not only their action, but like-
wise to compel the currents to perform their necessary work.
The jetties, among other casualties, are exposed to be frequently un-
dermined, and must therefore be founded deep enough to bd out of
reach of such contingency.
It is not necessary to enlarge ; this brief sketch is sufficient to suggest
to the engineer the cost as well as difficulties, not merely of commencing
a system of jetties upon a foundation proverbial for want of tenacity
and resistance, but of prosecuting it to a successful completion, and of
making large annual extensions into the Gulf, in the face of the severe
storms of the locality.
4, The second minority report, of January 29th last, in dealing with
the example proposed by the board, of parallel jetties 2,200 feet apart,
which was intended to imitate the system recommended in the first
minority report, does not do justice to the report of the board. That
report demonstrated that as the bar Is approached the jetties must be
brought closer than the width in the p€t8S corresponding to the depth of
25 feet. In other words, that if this width on starting be 2,200 feet, it
must be decreased as the jetties are extended.
The decrease of width would bring them into deeper water, and,
therefore, make them more costly. But the board did not consider this
unfavorable feature of the case in judging of the cost, but treated them
as parallel and at the same distance apart as at the start. This cer-
tainly was not "elaborately unfavorable" to the jetty system; and if
the jetties for the whole or any part of their length did lie in deep water,
that must be attributed to the starting width between them.
It is obvious this is correct, and, unless in very peculiar local circum-
stances, the engineer would be in error who should increase such width ;
but we have seen, on the contrary, that he must decrease it as the jetties
lengthen. The author, however, states the board is "erroneous in prin-
ciple-'— for what, in view of this statement, I cannot divine — and even
cites the work on " Physics and Hydraulics of the Mississippi," as well
as the improvement of the Sulina mouth of the Danube to prove his
position. I have looked carefully over these citations, and find that
they do not answer the purposes he intended. The question is simply
whether, if 2,200 or any other number of feet corresponds to the width
of a river having a depth of 25 feet, an increase of that width will not
lessen the depth. The board say that it will, and the minority report
says, if there is meaning attached to its words, it would not. Such
questions cannot be argued.
5. It is evident that, in prox)ortion a« the cross-section of discharge
on the outer crest of the deposit or bar widens, its progress into the
Gnlf will become slower, and, on the other hand, if the cross-section be
narrowed, the progress of the deposits will become more rapid ; whether
the relative progress be in the simple inverse ratio of the widths of dis-
charge or in some other, it is not important here to inquire. The essen-
tial fact, that as the width of the cross-section diminishes the rate of
progress of the bar into the Gulf must increase, is self-evident.
Let us test by this rule the relative advances of the bars at the mouths
of the Southwest Pass and South Passes and of Pass ^ Loutre, each
mouth being supposed to be treated with the jetty system, and the
884
REPORT OP THE CHIEF OP ENGINEERS.
width of cross-section at the end of the jetties being that corresponding
to the maintenance of the depths of 25 feet on the passes themselves.
Nataral width of crociB-seotion of discharge into the Galf . .miles
Width between heads of Jetties do. .
Ratio between these do. .
Preseut annual rate of progress of the bar feet
Estimated annual rate of progress of the bars after completion
of jetties feet.
Sonthwest
Pass.
9j
I
3
338
1,014
Pass&Loutre.
If
42.100
4
302
1,206
SonthPaas.
1
8
280
2,240
The widths of all these bars have been taken from the Coast Survey
map, and upon the same principle of measurements } on account of the
smallness of the scale, the dimensions taken are not assumed to be
strictly accurate. The width between jetty-heads at Pass k Lontre has
been assumed to be 2,200 feet; though at this pass, on account of the
abnormal state of things produced by its two months, this width apart
for the jetties is not so certainly correct as at Southwest Pass and at
South Pass. While the estimated annual advance of the bar at South-
west Pass and at Pass k Loutre mayjbe said to be, and probably will be,
the same, that for the South Pass is much greater than either.
I do not rely upon this method to furnish accurately the absolute, but
it is evidently an approximation to the relative, advances of the bars, to
which exception catinot justly be taken, and places the Southwest Pass,
therefore, in an unfavorable light for improvement by jetties.
Sir Charles Hartley has said, and in this he has been cited repeatedly
by the minority reports, that an outlet having a large discharge was at
a disadvantage for improvement with another having a less discharge,
on account of furnishing more material for the formation of the bar, and
because the bar was usually farther out. This is correct as far as it
goes, and it may be true, owing to the littoral current and other peca-
Barities, for the Danube, to which he particularly applied the principle.
But its application to all rivers would lead to grave errors, because
another general principle has not been considered, viz, the increased
progress forward of a bar due to decreased width of discharge.
The effect of the application of the last rule upon the relative advan-
tages of the Southwest Pass, Pass k Loutre, and South Pass has been
to change the aspect of matters as to the choice of the passes for a per-
manent improvement. The discharge through the Southwest Pass is
tdV> through Pass k Loutre y%*qi ^'^^ through South Pass only Y^an
of the whole discharge of the Mississippi ; and yet, cut and carve as
you will the figures in the table above, the annual progress of South
Bar, after the application of jetties, will not be reduced lower than 1^
that of Southwest Bar.
6. An examination of the longitudinal section of the bars will lead to
deductions of practical value.
The slopes of the bars interior to the crest give for each depth of
water the inclination at which the erosive effect of the currents at that
depth and the material of which the bar is composed hold each other
in equilibrium. For Southwest Pass, at a depth of 26 feet, this incli-
nation or rise is a little more than 1 foot per 1,000 ; for Pass k Loutre,
the inclination is I^q feet per 1,000 ; and for South Pass at least 2^ feet.
The slopes of the bar at this pass are very irregular, in strong contrast
with the other sections, and seem to indicate intermittent instead of
the regular and constant action of the currents prevailing on the other
bars.
EEPORT OF THE CHIEF OF ENGINEERS 886
The growth of the new bar beyond the jetty- heads will not be at a
less inclinatioB tban those above given. Taking, then, the annual ad-
vance of Southwest Bar under the action of jetties at 1,000 feet, of
Pass k Loutre 1,200 feet, and South Bar at only 1,500 feet, and the
diminutions of depths in one year will be respectively 1 foot, 2.16 feet,
and 3f feet ; and hence the necessity for annual extensions of the jetties
will be more urgent at South Bar than at any other.
A similar relation of slope in the bars will be found by considering
the flare* of the mouths of the passes. This element would approxi-
mate to the real flare or spread of river-waters as they' emerge from the
jetty-heads, and give us the means of calculating that slope. It is not
assumed that the results given in these methods of obtaining the rise
of the bar as it advances into the Gulf are absolutely correct, the scale
of the maps available for use being too reduced for that, even if the
methods themselves were mathematically correct, which is not pretended
to be said. But the results thus furnished will show the approximate
relation between the bars in respect to their rise as they advance, and
thus enable us to discriminate for or against a certain pass. The three
passes having thus been relatively tested as to capacity and eligibility
tor improvement by jetties, the following results are obtained :
Southwest Pass is the most advantageous, except in the first outlay
for jetties, these being about nine miles altogether in length } the ad-
vance and vertical rise of the bar- formation are less than in any other;
the width between jetties of 3,900 ^t, corresponding to the depth of
25 feet, gives it great advantages for permanence, as the necessity for
converging these will not, as soon as in the other passes, create such
obstruction to discharge that the flowing waters will abandon it for
another pass.
Pass k Loutre : The jetties here would not differ materially in length
from the preceding example, and the pass is rapidly approximating to
Southwest Pass in eligibility ; but at present the abnormal state of
things arising from its bifurcation and the concavity of one of the jetties
toward the currents renders it far inferior to the latter.
As to South Pass, the length of both jetties would be about four and
two-thirds miles, but the extension and vertical rise of the bar-formation
would be much greater than in the other cases. Its narrow width, be-
tween jetties of only 660 feet- would soon be consumed by the conver-
gence necessary to keep up tne scour.
The longitudinal section of its bar and bed, by its irregularities, indi-
cates very clearly that the shoaling process is going on throughout, and
•that the pass at the present time is hanging between the conditions of
a live pass and a stagnant ditch; to the last of which results it must
arrive, if a revolution in the delta does not redeem it. And this most
probable fate will be precipitated by applying the jetty system to its
mouth. The shoal at the bead of this pass is permanent, and results
from the manner of discharge of the main trunk of the river. The
application of works constructed to dissipate this bar would, in such a
situation, be precarious, even if at all practicable. Some relief, however,
may be possible by dredging or stirring.
The prominent physical features of the Danube are quite different
from those of the Mississippi, and it is proper, in concluding this paper,
to briefly glance at them. This river separates into two branches at Is-
mail Ghatal, viz, the Kilia and the Toulcha ; and the latter, after eleven
miles, into two others, the St George and Sulina branches.
*At the width of paas corresponding to 25 feet in depth.
886 REPORT OF THE CHIEF OF ENGINEERS.
The distaDces to the sea from Ismail by the Kilia is ninety-six miles;
by the Salina, seventy-eight miles; and by the St. George branch,
ninety miles. The triangle thus formed, having Ismail as its apex, has a
base of forty miles along the sea-coast, and a perpendicular of fifty-eight
miles.
The first difference between the Danube and Mississippi is, that the
former has divided into three long branches, each of which is an active
stream ; whereas the Mississippi has no branches, but pushes its trunk
undivided to the Gulf.
At Isatktcha, fifteen miles above the division, the Danube is 50 feet
deep and 1,700 feet wide. At Fort St. Philip, twenty miles above the
head of tbe passes, the depth of the Mississippi is 151 and its width
2,360 feet. Its great depth constitutes another point of difference, which
the Mississippi also maintains in it« passes.
The average specific gravity of the matter held in suspension in the
Danube is 2.5 ; that of the banks, 2.7 ; and for the Mississippi the latter
element is 1.96. The specific gravity of materials on Southwest Bar,
after it had been sifted from finer materials by the action of currents
and waves, was 2.6, or about the same as that of the susi)ended matter
in the Danube.
The proportion of silica in the material brought down by the latter
river is very large — about 67 per cent.
It is not surprising if we read that at the Sulina mouth large ware-
houses have been erected on the Iftinks alone as a foundation; that a
crib, 30 by 15 feet, sunk off Sulina mouth, and loaded with 130 tons of
stone, remained for nearly one week supported on only ten square yards
of foundation, without the least settlement, and that the driving of a
single pile, 13 inches square, in the line of piers, to a depth of 16 feet,
was a day's work for one driver.
Dunes of sand, 30 to 40 feet, are encountered at the Kilia mouths, and
of smaller dimensions at those of the St. George.
What a contrast the above offers to the mud-shoals and banks at the
mouths of the Mississippi, in which it is said that the weight of a man
will send a pole down to a depth of 9 feet. Upon the surface of the
bar, where the waves and currents sift out the finer materials, there is
of course a deposit of more or less sand. From this brief analysis of
physical differences between the two rivers some important deductions
may be made. The strength and resistance of its banks is the cause,
probably, why, having once separated into three branches, the Danube
has been unable to reform its main trunk, or that the cross-section of
either branch has not become so great as to convert the others into
mere drains for overfiow.
In the Mississippi, owing to the nature of its sedimentary deposits,
the main trunk cannot be divided, because it has the power always to
excavate its bed to the depth and width required to carry off its waters.
No crevasse or artificial outlet has ever yet formed a branch to this
river.
The same reasoning applies to the passes, which, f>erforated through
the most yielding alluvions, will always suffice to discharge the river,
and should one by some obstruction be impeded in its discharge, the
others enlarge their cross-sections to supply the emergency.
It is this freedom to discharge under all circamstauces which makes
it a delicate operation to obstruct the flow of water through any one of
the passes, under the plea of improving the navigation. The rapid ex-
tension of a pass by jetties, though under all circumstances prejudicial
to the discharge through it, would not be so soon felt in its consequences
REPORT OP THE CHIEF OF ENGINEERS. 887
in the ordinary river ; bat at the Mississippi delta, snch an operation
might inure to the rapid deterioration or rain of the pass, and this is
the reason why the application of the jetty system to these mouths
must sooner or later wear them out by forcing the waters into other
channels. I send here sketches of the Balize bayou, which was the
^ main entrance to the river at the first settlement of the country. These
sketches are of 1722, 1724, and 1731. During this interval the pass
shrunk in width to the comparative dimensions of a ditch. The ra-
pidity of the change is the striking feature which could not have oc-
curred except in the soil and the other conditions of the Mississippi
passes.
The first indication of the change appeared to have been that the
outer bar became deep, while the shoal lodged in the pass itself and
its juncture with the Southeast Pass.
There are no recognized relics of the delta form, which have in' for-
mer years occupied successively various positions in the lower portion
of the Mississippi. Delta after delta has disappeared, and the question
is, how does the trunk, after a certain elongation of the passes, impatient
at the obstruction which their lengths offer to a free discharge of its
waters, break through into the Gulf and commence a new formation ?
Snch a revolution, impossible where the river empties into a shoal sea,
is by no means so when the depth is great. On the other baud, after a
certain elongation of the passes, do all the parts move gradually into
the Gulf, the head of the passes and trunk, like the brush of a broom
at the end of its staff, without breaking their connection f I am aware
these questions cannot be answered, except that the delta was once at
New Orleans, and is now in its present location. The present age of
the delta is at least three hundred years, and the passes are rather
long, and if the movement is not gradual, it must suddenly come. No
observations, so far as I am aware, have been made with the view of
noting any movement.
This is not mere speculation, though it may have that aspect ; there
is nevertheless a practical 3ide to it. The outlets of the passes are mov-
ing at the average rate of 262 feet per annum, and the whole delta must
in a certain period of years correspond to the same movement, either
gradually or by a sadden burst
Either view would have an important bearing upon the improvement
of the passes by the means of fixed artificial works.
Respectfully submitted.
John Newton,
Lieut CoL of Engineers^ Bvt. Mc^. Gen.
Brig. Gen. A. A. Humphreys,
Ohief of E'ngineerSj Z7. 8. A.
List of maps aocampanymg reports upon improvement of the mouths of the
Mississippi*
1. G^logie pratique de la Lonisiane, par E. Thomassy. Entree du
Mississippi en 1722, 1724, and 1731. [Map showing the changes which
took place at the Balize during the above years.]
2. Map showing the supposed limits of the area in which the center
line of the proposed canal would be located, according to Msyor War-
ren's idea«
888 REPORT OF THE CHIEF OF ENGINEERS.
3. Delta of the Mississippi Eiver, from Captain Taleott's survey in
1838, with comparative profiles of Southwest and South Passes.
4. Comparative profiles of the Southwest Pass and South Pass, Delta
of the Mississippi Biver, and of the Sulina branch of the Danube.
5. Sulina mouth of the Danube, from the ^^ Minutes of Proceedings
Institution of Civil Engineers, London, Vol. XXI, Session 1861-'62.^ «
6. Comparative chart of the surveys of 1838, 1867, and 1874, of the
Southwest and South Passes, Mississippi Biver, Louisiana.
R i6.
MOUTHS OF THE RHONE.
The following brief account of the application of the jetty system to
the mouth of the Bhone, prepared in 1863, was recently communicated
to the Chief of Engineers by Mons. E. Mal^zieux, Engineer-in-Chief in
the Corps of Pouts et Chauss^es, as affording accurate information on
the subject.
[TraoBlation.]
A decree of the 15th January, 1852, ordered the construction of the
works for the amelioration of the mouths of the Bhone. The expendi-
ture authorized by the decree was 1,500,000 francs, ($300,000.)
The work executed tor that purpose up to 31st December, 1862, cost
1,464,253.40 francs, (substantially the amount appropriated.)
The works consisted of continuous embankments upon both banks of
the Bhone, from the tower of St. Louis to the vicinity Of the bar ; that
on the left bank of the river had a total length of seven kilometres,
(22,066 feet,) and terminated 1,530 metres (5,020 feet) inside the crest
of the bar. The embankment on the right had a total length of 6,500
metres, (21,326 feet,) and terminated 1,460 metres (4,790 feet) inside
the bar-crest. The embankments are composed in part of earthen dikes
rising above the surface of water, and in part of jetties of stone that do
not rise to the surface. The result of these works has been the con-
finement of the waters of the Bhone to a single channel running from
west-northwest to south -southeast, which at the termination of the
embankments has a width of only 400 metres, (1,312 feet.*)
When the concentration of all the waters in one channel was effected^
which was at the close of September, 1856^ the ends of the jetties were
900 metres (2,953 feet) inside the bar, which was eroded, and irom having
had a depth upon it of 1.5 metres (5 feet) in July, 1852, was found in
September, 1856, to have a depth of 4.15 metres, (13.5 feet.) But since
then the bar has moved seaward, and the depth of water upon its crest
has diminished, and it has note (1863) only a depth of 1.4 metres, (4.5
feet.)
Between June, 1852, and February, 1863, the bar moved 800 metres
(2,625 feet) seawajtl, measured along the line of direction of the embank-
ments. Its mean annual advance since June, 1855, has been 74.35 metres,
(244 feet.t)
The variations in the depth of water upon the bar have always taken
place at the end of the floods of the Bhone. Floods of no great height
* The width of the Rhone at Aries, the head of the delta, is 600 feet.
tTbe mean annual advance of all the bars or months between 1807 and 1846 was 83
metres, (76 feet.) Memoir of A. Sarell, engineer of Fonts et Chauss^es, in charge of
Rhone works.
E lALOXIll
1859 %■
^UC'
I
1
mSSSSlmBmmSam^
iy.3
. ■ .. .— -^.^ !_!—■■
^ ^
r^
2
3
I
I
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I
o
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^^
6
,J
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"■-'"■^-^r'^'ivm'?^«^»'"^'i^"*^^^""*ipi
REPOBT OF THE CHIEF OF ENGINEERS. 889
aased a shoaling of the bar; floods 4.00 metres (13 feet) in height at
Lrles rthe head of the delta) deepened the bar in some cases and
hoalea it in others.
In orter to benefit navigation it is essential that the requisite depth
2 the channel of entrance should be permanently maintained. As it
jas been proved that the works which have been executed have not pro-
.aced upon the bar of the Ehone the deepening which the wants of
iHvigation required, and that there was every reason to conclude that
Q following the adopted system of jetties a definitive improvement in the
ondition of the entrance could not be effected, it was believed that any
arther attempt to deep^i the entrance to the Bhone should be aban-
loned.
APPENDIX S.
ANNUAL REPORT OF OAPT. A. N. DAMRELL, CORPS OF EN-
GINEERS, FOR THE FISCAL YEAR ENDING JUNE 30, 1874.
United States Engineer Office,
Mobilej Ala.^ July 30, 1874.
General : I have the honor of transmitting herewith annual reports
»f operations, with financial statements for the year 1873-'4, for the river
md harbor improvements under my charge.
Very respectfully, your obedient servant,
A. N. Dabirell,
Captain o/EngineerSj U. 8. A.
Brig. G«n. A. A. Humphreys,
Chief ofUngineerSy U. B. A.
S I.
IMPROVING HARBOR AT MOBILE, ALABAMA.
The prosecution of this work was continued during the past year, in
iccordauce with the plan recommended February 14, 1872, by a special
3oard of Eugineers, and under instructions, contained in report of the
same Board of Engineers, dated December 11, 18?3, approved by the
Dhief of Engineers.
At the beginning of the year, Mr. John Grant was dredging in Dog
River Bar Channel, under an unexpired contract with the United States,
mtil July 3, 1873, when, on the completion of the contract, work was
suspended.
As stated in my last annual report, ^<by actof Congress approved
liarch 3, 1873, a further appropriation of $100,000 was made for this
^ork, and under date of April 30, 1873, advertisements for proposals were
)ublished. On July 1, 1873, seven bids were received and forwarded to
the Chief of Engineers."
By order of the Chief of Engineers dated July 16, 1873, the contract
i^as awarded to Mr. John Grant, at 23 cents per cubic yard, measured
n the scows, and on the 22d of same month the contract was signed
ind executed by him, and the dredging in Dog Biver Bar Channel was
resumed in August, 1873.
890 REPORT OF THE CHIEF OF ENGINEERS.
Daring the fiscal year ending Jane 30, 1874, 320,547 cubic yards of
material have been excavated from this channel, and the following re-
sults obtained : The whole cut was widened to 120 feet with 13 feet wa-
ter at mean low-tide, 5,200 feet of it to a width of 150 feet, and 5,300 feet
to its full width of 200 feet.
It is proposed to continue the widening of Dog Biver Bar ChanneU
under the new appropriation of $100,000, approved June 23, 1874, during
the next fiscal year.
In conformity with recommendations cont-ained in my last annual re-
port, authority was granted in letter from the Secretary of War, dated
September 30, 1873, to advertise tor proposals for reopening Choctaw
Bar Channel. Four bids were received and forwarded November 15,
1873, and by letter from the Chief of Engineers, dated November 20,
1873, the contract was awarded to J. £. Slaughter, at 45 cents per cubic
yard. December 22 the contract for this work was executed and
signed. Dredging in this channel was commenced in January, 1874, and
continued until April 2, when, owing to a heavy freshet in the river, the
work had to be suspended.
Simultaneously with the commencement of dredging in Choctaw Bar
Channel, 400 feet of the dike across Pinto Pass, and 200 feet of jetty at
Pinto Point, as recommended by the Board of Engineers in their report
dated December 11, 1873, were removed.
During the months of April and May, when the freshet was at its
height, frequent soundings in the cut through Choctaw Bar showed,
again, a gradual filling up, and the removal of about 300 feet more of
the dike at Pinto Pass would have become necessary had not the theo
existing current through this pass been sufficient to carry away fully
that much of it before the necessaiy arrangements for its removal
could be made, so that now we have an opening of 700 feet through the
dike, which, in ordinary freshets, I deem ample. In extraordinary
ti*eshets, such as we had this spring, and which, perhaps, may not occnr
again for thirty or forty years, the problem of keeping the cut through
Choctaw Bar from filling up still remains to be solved. Current obser-
vations, taken at that time, show that the velocity of the cun*ent was
3.5 per second in the river, to and a short distance below its mouth, which
was sufficient to carry the fine river-sand and mud from above ; from
there to the newly-formed bar in the cut the velocity of the current
diminished to 1.7 per second, and the sand was deposited, the current
only being sufficiently strong to carry the lighter particles of mud far-
ther down the bay. Before, however, I shall be able to make any farther
recommendations for works at this point, more careful and extensive
velocity and current observations and soundings must be taken, as'npon
their result future plans must be based. Early in June the dredge of
the contractor, J. E. Slaughter, was ordered back in this channel, and
as soon as a width of 120 feet, with 13 feet depth at mean low-tide,
through the newly-formed bar, is obtained, dredging under this contract
will be suspended on account of the exceedingly high price, and the
work will be completed under the new contract, with the approval of
the Chief of Engineers.
During the past fiscal year 52,842 cubic yards have been excavated in
this channel.
It is proposed to incorporate the completion of this cut into the con-
tract for Dog Eiver Bar, under the new appropriation, as only 18,900
cubic yards remain to be excavated in this channel.
In the month of March, 1874, the removal of the wrecks in Dog Biver
Bar, recommended in my last report, was commenced, and the remains
REPORT OF THE CHIEF OF ENGINEERS. 891
of the sankeD torpedo-boat were entirely removed before the river- freshet
compelled ine to stop the work, which was, however, resumed again in
June last, and will be completed daring the month of July, 1874, at a
cost not exceeding $3,500.
Estimate of work remaining to be executed June 30, 1874.
467,700 cable yards of dredgiDg in Doe River Bar; 18,900 eubic yards of
dredginein Choctaw Bar; total, 4^,600 cubic yards, at 26 cents $126,516 00
Removal of wreck in lower gap 3, 000 00
Contingencies and engineering expenses, 15 per cent 19, 427 40
Total 148,943 40
Amount available July 1, 1874 123,185 12
Estimated amount required for completion of work 25, 758 2d
The improvement of this harbor was commenced in August, 1870,
under the late Maj. C. B. Beese, but the original plans and estimates
submitted by him were modified, first, by his successor. Col. J. H. Simp-
son, and, finally, by a Board of Engineers which convened in this city
February 3, 1872, and whose recommendations, approved by the Chief
of Engineers, have since been carried out. The original estimate of the
cost of this improvement, in accordance with plans recommended by
the Board of Engineers, is as follows :
Choctaw Bar Channel 1 $55,307 50
Dog River Bar Channel 512,000 00
Removal of wrecks and jetties 13,500 00
Contingencies 29,040 37
Total original estimate 609,847 87
APPROPRIATIONS.
Amounts appropriated for improving harborof Mobile, Ala., since the
adoption of the present project :
July 11, 1870 $50,000 00
March 3, 1871 50,000 00
June 10,1872 75,000 00
March 3, 1873 100,000 00
June 23, 1874 100,000 00
Total..: 375,000 00
Amounts expended during —
Fiscal year 1870-71 $20,714 76
1871-72 58,705 39
1872-73 61,106 29
1873-74 96,945 35
Total 237,471 79
Amount expended by State Harbor Board,
«
Dredging on Dog River Bar $72,025 95
Estimate for completion of work 148,943 40
Probable actual cost of work 458,441 14
From this statement it will be seen that the probable actual cost of
this work is less by over $150,000 than the original estimate, which is
due to the gradual decrease in the prices paid for dredging from 50
cents per cubic yard in 1870 to 23 cents per cubic yard in 1873.
This work is situated in the ooUection-district of Mobile, and Mobile is the port of
entry.
The amount of revenue collected for the last fiscal year is reported by the collector
to be $96,764.94.
892
REPORT OF THE CHIEF OF ENGINEERS.
The following statement of the commerce of this port for the last fis-
cal year has been furnished me by the collector :
The number of vessels that arrived during the year is 188, with a tonnage of 82,050:
the number cleared is 164, with a tonnage of 77,624. The total value of export of
domestic produce during the same year, $10,235,293 ; value of imports, fd33,644.
Abstracts of bids received for this work during the year, and finan-
cial statement, are forwarded with this report.
Financial statement.
Balance in Treasury of United States July 1, 1873 ;... |110,2d7 34
Amount in hands of officer, and subject to his check, (including $7,823.94
percentage due on contracts not yet completed) 24,186 ^
Amount appropriated by act approved June 23, ld74 100, 000 OO
Amount expended during the fiscal year ending June 30, 1874 96, 945 35
Amount available July 1, 1874 123,185 12
Amount required for the fiscal year ending June 30, 1876 26, 000 00
AMraci of hida received and opened July 1, 1873, for dredging Dog River Bar Channel,
Mobile Bayf Ala.
m
1
1
Nature of work.
Name* of bidders.
Amount bid
for.
1
o
p
c
h
&
1
Time of oommenc-
ing work.
•
Time of oompleliag
work.
1
Dredging Dog
Eiver Bar
ChaDnel.
....do
....do
Tnhn Giant
350,000 cubic
yards, more
or less.
....do
Centa.
23
97
33
331
34
34i
(*)
Fifteen monHiA.
S. N.Kimball
Sei^ente^n mnntluL
Ninett^On TnnntJM
s
(t)
On 15th day of
August, 1873.
On 1st day of Fob-
niu-y, 1874.
On I6th day of
August, 1873.
(J)
On 1st day of De-
cember, 1873.
Fourteen monthfti
3
James £. Slaughter.
Curtis, Fobes& Co..
Fred. Davis
Braxton Brafrir
....do
— do
.. do
....do
On 15th day of Au-
gust, 1874.
On 1st day of June,
1874.
On 16th day of An-
gust, 1874.
On Ist day of Sep-
tember, l874.
On 30th day of
June, 1874.
4
....do
ft
....do
6
....do ....••...
7
do
R. G. Packard
....do
* Ten days after notification of award of contract.
t Immodiatelj after notification of award.
X On 1st day of September, 1873, or within sixty days after oontraot is signed.
Ahsiraot of hide received and opened October 15, 1873, relating to re-opening of the channel
through CKocUwD Passy Mobile Bay^ Ala.
S
i
1
3
4
Nature of work.
Dredgibg in Choo-
taw Pass.
do
do
Names of bidders.
James B. Slaughter,
Mobile, Ala.
a N.KlmbaU, Mobile,
Ala.
T. J. Mowbray. Mo-
bile. Ala.
J. £. Miller, Chicago,
lU.
Amount bid for.
36,000 cubic yards, (
more or less. (
do
do %.
do
s
10 45
49
47
60
a
o
8
a
Nov. 1,1873
Not. 1,1873
(*)
Dec. 1. 1873
Jan. 1, 1874
o o
O K
a
4 months.
60 days.
3 months.
Jane 1, 1874.
May 1, 1874.
* Within twenty days after notification of award of oontraot
REPORT OF THE CHIEF OF ENGINEERS. 893
S 2.
IMPROVEMENT OF MOBILE HARBOR, ALABAMA.
Re^rt of Board of Engineers,
m
ARMY Building,
New Torkj December 11, 1873.
Oeneral: The Board of Engineers constituted by special orders
No. 4, para^aph 1, Headquarters Corps of Engineers^ January 6, 1872,
and reconvened by the following order :
[Special Orders No. ie0.1
Headquarters Corps of Enoinkers,
Washington, D. C, December 3, 1973.
The followiDg*named officers of the Coti>8 of Engineers, Col. J. H. Simpson, Lt. Col.
Z. B. Tower, Lt. Col. H. 6. Wright, comprising the board, constitnted by special order
No. 4, paragraph 1, Headquarters Corps of Engineers, January 6, 1972, will assemble in
New York City on the lOtn instant, or as soon thereafter as practicable, to consider and
report upon questions relating to the improvement of tne harbor of Mobile, Ala.,
which will be presented by letter of instructions from this Office.
By command of Brigadier-Grcneral Humphreys.
Thos. Lincoln Caset,
Major of Engineers.
m
Met in !N'ew York December 10, 1873, all the members present.
The following are the instructions of the Chief of Engineers con-
tained in his letter of December 3, 1873, to the senior member of the
board :
The attention of the board is particularly requested to that portion of the report
of Capt-ain Damrell having reference to the Jetties at Pinto Pass and Pinto Point, and
to his recommendation that an opening of from 400 feet to 500 feet be made in the
former, and that ^00 feet be removed from the latter. The attention of the board is
also invited to the report of the Board of Engineers on the improvement of the harbor
of Mobile, printed in the Report of the Chief of Engineers for 1872, pages 589 to 597.
The board will investigate the questions and recommendations submitted by Cap-
tain Damrell, and report its views thereon, together with such recommendations in
regard tK> the improvement of the harbor of Mobile as in its Judgment may be neces-
sary.
After an examination of the report dated September 16, 1873, of the
officer in charge of the work, Capt. A. M. Damrell, Corps of Engi-
neers, and a study of the drawings accompanying it, showing changes
that have taken place in the Choctaw Channel at the entrance to Mobile
Inner Harbor, and a review of their own report, made February 14, 1872,
on the improvement of this channel, this board have the honor to pre-
sent the following views and conclusions in reference to the questions
submitted for their consideration :
The board in February, 1872, investigated the subject of the improve-
ment of the channelof entrance to Mobile Harbor, approving the method,
then in progress, that had been proposed by the officer in charge, Colonel
Simpson, Corps of Engineers, and by previous boards. They also ex-
amined the method for I'fifecting the same end, as proposed by the engi-
neer of the State Board, and gave it as their opinion that the more
important of these works would certainly effect a change of the regimen
of the river, and would be detrimental ; in fact, that any of their dikes
or jetties that should result in scour to the river banks or bottom would
probably fill up the channel of entrance, which at that time was being
dredged by the United States engineers. They therefore objected posi-
894 REPORT OF THE CHIEF OF ENGINEERS.
tively to the partial closing of the Teosaw and Spanish Eivers, and those
works were not prosecuted.
With regard to the closing of Pinto Pass, which was at that time
approaching completion, they remarked as follows :
There will be some increase to the volume of water flowing out of the mouth of Mo-
bile River by shnttiug up this pass, produciog, probably, some scouring effects below
on the river banks or bottom, the heavier or sandy portions of which, if this increased
flow of water be rapid enougli to move sand, will be re-deposited as soon as the slack-
water will permit, while the finer portions will be carried farther out into the bay, and
mostly dispersed in its shallow waters on Dog River Bar, and beyond. And here it
may be well to observe that any scouring process that moves materials from the banks
or bottom of a river near its mouth, only transfers it into the bay or sea beyond, to
form a bar there, if the water be shoal. Any large increase in the flow of Mobile River
will probably move Choctaw Bar farther toward the bay, and result in injury to tbe
works now in progress. This bar is nearly all sand, and no current in the upper part
of the bay is rapid enough to disperse it. The aim of all works of improvement at
this locality should be to avoid such operations as lead to the movement of sand to the
mouth of the river. In fact, the deepening of Mobile River by the scouring process
seems incompatible with the preservation of the channel throuf^h Choctaw Bar, as now
in progress of execution. It is questionable, however, if this dike will create any such
serious disturbance in the river, and this board do not, therefore, make a point of ob-
jecting to its construction, any further than noticing its possible detriment to the exca-
vations on the bar below. If these excavations had not been commenced the board
would not have thought it necessary to have presented any remarks as to the closing
of Pinto Pass.
As will be seen from the foregoing extract, the board, while appre-
hensive that the closing of Pinto Pass might be injarioas to the Gov-
ernment works in progress on the bar below, did not make the same
objection to it as to the closing, with the exception of a passage for ves-
sels, of the much larger outlets of Spanish and Tensaw Rivers. The
extent of the injury apprehended could not be foreseen, and it was quite
possible it might be so slight as to be disregarded ; and as the work had
not only been commenced but had been carried far toward completion,
it was thought well to permit of its being finished. Had it not been
commenced the board would certainly have objected to its constractioD.
From the data presented by the officer in charge of the works of im-
provement at Mobile harbor it appears that the closing of Pinto Pass
has resulted in a scour of the river below, carrying a portion of the sand
thus moved into the channel excavated by the United States Oovem-
ment, and it is therefore recommended that a part of the dike shutting
up this pass be removed, as suggested by Captain Damrell, to be fol-
lowed by further removals if found necessary.
As to the Pinto Point Jetty, it is very questionable if this work alone
would have been detrimental, but it has probably proved somewhat so
in connection with the closing of the pass above. Whether it will con-
tinue to exercise an injurious influence after the re-opening of the pass
seems doubtful ; but in view of this uncertainty the board is inclined
to recommend the removal of 200 feet of the lower extremity, as sug-
gested by Captain Damrell, to be followed by a further removal if then
judged necessary.
The board further recommend that close and continued observation
by soundings, examinations of the bottom, determination of current^
velocity, and otherwise, be made to ascertain if either of the obstruc-
tions, upper or lower, produce any injurious effect upon the artificial
channels, or upon the natural passage-way connecting them. It is pos-
sible that these obstacles may check the outward current- velocity so as
to cause the deposit of sediment in these channels.
In their previous report this board thought from an examination of
the sands of the bottom that the yearly process of shoaling on Choctaw
Pass and Bar might be due in part to the wash along Garrow's Bend
REPORT OP THE CHIEF OF ENGINEERS.
895
around Choctaw Point, and therefore they approved of jetties along
the shore of the bend to arrest the inward motion of these sands.
They now recommend that examinations be made of the sand on Choc-
taw Bar, and also soundings aroand Choctaw Point after southeast
storms, to ascertain if these storms cause any movement of sands into
the mouth of Mobile Biver and into the Choctaw Channel, now that the
jetties have been built along Oarrows Bend.
The board have no further suggestions to make in connection with
the improvement of the bay and harbor of Mobile.
The papers and drawings referred to the board in connection with
this subject are herewith returned.
Respectfully submitted.
J. H. Simpson,
Colonel of Engineers^ and Bvt, Brig, Oen,j U. 8. A.
Z. B. Tower,
Lieut Col. of JEngineerSj and Bvt Maj. Oen.
H. G. Wright,
lAeut CoL ofUngineers^ and Bvt Maj. Oen.
Brig. Gen. A. A. Humphreys,
Chief of Engineers^ U. 8. A.
S3.
IMPROVING HARBOR OF CEDAR KEYS, FLORIDA.
Proposals for dredging 10,000 cubic yards, more or less, in the main
ship-channel, harbor of Cedar Keys, were aidvertised for during the
year. Three bids were received, but not accepted.
The operations contemplated for the year 1874-'75 are : Dredging
10,000 cubic yards, more or less, at the mouth of the harbor of Cedar
Keys, Fla.
No appropriation was made for the fiscal year ending June 30, 1875.
Financial statement
BalftnceinTreasury of United States July 1, 1873 $7,500 00
AmouDt expended during the fiscal year ending June 30, 1874 44 41
Amount available July 1, 1874 7,455 59
Amount required for the fiscal year ending June 30, 1876 30, 000 00
Abstract of hida received and opened May 30, 1874, relating to dredging in the main ship-
channel, harbor of Cedar Keys, Fla,
g
o
3
3
Nature of work.
DredfflDg in the
mam ship-chan-
nel, harbor of
Cedar Keys.
do
do
Kames of bidders.
Jameg E. Slanehter,
MobUe, Ala.
S. N.Kimball, Mobile,
Ala.
W. T. HattOD, Mobile,
Ala.
Amonnt bid for.
10,000 cnbic yards,
more or leas.
do
do
I
I
8
10 74}
75
90
6
g
h
a
Not specified
do
July 1,1874
1
a
1^
Jan. 1, 1875
Jan. 31,1875
Nov. 1, 1874
896 REPOBT OP THE CHIEF OP ENGINEERS.
IMPROVEMENT OF CHOCTAWHATOHEE RIVER, FLORIDA AND ALABAMA.
No appropriation was made for the improvement of this river for the
last fiscal year.
By act of Congress approved June 23, 1874, $5,000 were appropriated
for this work.
It is proposed to apply this amount to the removal of snags and over-
hanging trees, beginning at the mouth of the river and working up as
far as the appropriation will allow.
The original estimate for this work, as recommended by my predeces-
sor, Col. «f. H. Simpson, in his report dated April 6, 1872, is as follows:
Snaff-boat and appnrtenances $2,500
Working same for five months 15,000
Hemoving overhanging trees 6,750
Saperintendence five months 500
Subsistence of men 1,860
Removing wrecks of two steamers , 2,(XK)
Engineering and contingencies, 20 per cent 5,722
Total 34, 3K
Financial statetnent
Amount appropriated by act approved June 23, 1874 $5,000
Amount available July 1, 1874 5,000
Amount required for the fiscal year ending June 30, 1676 10, 000
ss.
IMPROVEMENT OP APALACHICOLA BIVEB, FLORIDA.
No appropriati n was made for the last fiscal year.
By act of Congress approved June 23, 1874, $10,000 were appropriated
for this improvement.
It is proposed to apply this amount to the removal of dangerons snags,
and any remaining balance to improving Moccasin Slough, on this river.
The original estimate of cost of improving this river, as shown in my
last annual report, is as follows:
Widening and straightening of Moccasin Slough ^15, 000 00
One-third cost of snag-boat, ($100,000) 33,333 33
Service of snag-boat for one season of ^ix months, at $5,000 per month ... 30, 000 00
Contingencies, &c 2,000 00
Total 80,333 33
Financial statement
Amount appropriated by act approved June 23, 1874 $10, 000 00
Amount available July 1, 1874 10,000 00
Amount required for hscal year ending June 30, 1876 20,000 00
S 6.
IMPROVEMENT OF CHATTAHOOCHEE AND FLINT RIVERS, GEORGU.
!No appropriation wajs made for the last fiscal year.
By act of Congress approved June 23, 1874, $25,000 were appropri-
ated for this improvement.
REPORT OF THE CHIEF OF ENGINEERS. 897
It is proposed to apply this amount to the removal of wrecks and
siia^s and the improvement of the worst of the bars on these rivers, as
far as the appropriation will allow, from their mouths to Columbus, on
the Chattahoochee, and to Albany, on the Flint
The original estimates of cost of improving these rivers, as recom-
mended by me in my last annual report, are as follows:
Chattachoochee River j Oeorgia.
Services of snag-boat for one season of six months, at $5|000 per month. . $30, 000 00
Cost of building snag-boat 33,333 33
Removal of 25,000 cubic yards of gravel and sand,^at 75 cents per cubic
yard 18.750 00
Removal of 2,250 cubic yards of rock, at $12 per cubic yard 27, 000 00
Construction of 1,640 feet of dams, at $14 22,960 00
Engineering 13,204 33
Total J. 145,247 66
Flint Rivevy Oeorgia.
Excavating 45,416f cubic yards loose rock, at $3 $136,250 00
Excavating 20,000 cubic yards earth, at 30 cents 6,000 00
Blasting solid rock 800 00
Removing snags and cutting overhanging trees 5, 450 00
Constructing 250 feet, linear, of wing-dam, at $10 2,500 00
Constructing 650 feet, linear, of wing-dam, at $15 9, 750 00
Contingencies and superintendence, 15 per cent 24, 112 00
Totalfor Flint River 184,862 00
Total for Chattahoochee River 145,247 66
Total for both rivers 330,109 66
Financial statement.
Amount appropriated by act. approved June 23, 1874 $25,000 00
Amount available July 1, 1874 25,000 00
Amount required for tne fiscal year ending June 30, 1876 50,000 00
57 E /
INDEX.
A.
Accotink Creek, Va., improvement of
Ahnepoe, Wis., harbor of -
Alton Harbor, 111
Anji^elina River, Tex
Apalachicola River, Fla., improvement of
Appomattox River, Va., improvement of, below Peters-
burgh
Aquia Creek, Va., improvement of
Arkansas, Missouri, and Mississippi Rivers, improvement of.
Aroostook River, Me., survey for improvement of
Ajsh tabula, Ohio, harbor of
Atchafalaya River, La., survey of
Au Sable, Mich., harbor of
B.
Baltimore, Md., harbor of ,
Battalion of engineers ,
Battle-fields and campaigns, maps of -. ,
Bayou La Fourche, La., survey of
Big Sodns, N. Y., harbor of
Black Lake, Mich., harbor of *
Black River, Ohio, harbor of
Black 'River, N. Y., mouth of
Black River, Saint Clair River, Mich, month of
Black Hills, Dakota and Wyoming, reconnaissance of
Block Island, R. I., construction of harbor at
Boards of engineers for fortidcatious
Boston, Mass., harbor of
Broadkiln River, Del., improvement of
Bridge across the Genesee River at Charlotte, N. Y
Bridge (ponton) across the Mississippi River at Prairie du
Chien
Bridge across the Mississippi River at Saint Louis, Mo
Bridgeport, Conn., harbor of
Bridging the channel between Lakes Huron and Erie
Brunot's hydraulic gates
Buffalo, N. Y., harbor of
Burliugton, Vt., harbor of
C.
Calcasieu Pass, La., improvement of ,
Calumet, III., harbor of
Cambridge, Md., harbor of
Camden Harbor, Me., improvement of ,
Canal from Donaldson ville, La., to Rio Grande River ,
Canal, (ship,) Mississippi River and Gulf of Mexico
Cape Fear River, N. C, improvement of. below Wilmington
Cedar Keys, Fla ,
.Channel between Staten Island and New Jei*sey, improve-
ment of ^ '. ,
58 E
Pages.
I
Part I.
83
3«
60
74
75
86
84
62
116
51
74
46
81
32
121
74
54
44
49
55
47
ie5
99
29 32
HI
93
71
71
71
102
71
65
583
6S0
636
587
475
52 226 229
56 274
73
41
&Z
107
74
74
88
75
96
721
159
776
895
143
324
742
896
368
223
771
201
765 ■
253
187
220
2(iH
212
Part II,
29
46
37
327
17
476
628
240
313
142
2C5
24
302
68
168
900
INDEX.
Cbarloston Harbor, S. C, improvement of ship-channel in. ..
Charlotte, N. Y., harbor of
Chattahoochee River, Ga. and Fla
Cheboygan, Mich., harbor of
Chesapeake and Ohio Canal, survey for extension of
Chester River, Md., improvement of, at Kent Island Nar-
row!
Pages.
Part I. ( Part 11.
rs.
247
896
200
493
155
896
222
2:^2
76
54
76
46
67
81
Chicago, 111., harbor of ■ 40
Choctawhatchie River, Fla, and Ala., improvement of ' 75
Cleveland, Ohio, harbor of j 50
Cleveland, Ohio, harbor of refuge at 53
Cocheco River. N. H., improvement of 109
Cohansey Creek, N. J., improvement of 93
Columbia River, Lower, Oreg., improvement of 117
Columbia River, Upper, Oreg., improvement of. . • 117
Conneant, Ohio, harbor of 51
Connecticut River above Hartford, Conn., improvement of.. 101
Connecticut River below Hartford, Conn., improvement of. . 100
Coquille River, Oregon, survey of mouth of llrt
Crow Shoals, Delaware Bay, survey of 93
Cumberland River, Tenn., improvement of 70
Cypress Bayou, Texas, improvement of 73 706
224
D.
Defenses, sea-coast and lake frontier
Delaware River below Fort Mii!iin Bar, improvement of...
Delaware River at Horse-Shoe Shoals, improvement of
Delaware River between Trenton and Bordentown, N. J., im
provement of
Detroit River, Mich., improvement of
Des Moines Rapids, Mississippi River, improvement of
Du Luth, Minn., harbor of
Dunkirk, N. Y., harbor of
Duxbury, Mass., harbor of
E.
Eagle Harbor, Mich '
East Chester Creek, N. Y., improvement of
East River, N. Y., removal of obstructions from
Edgartown Harbor, Mass
Elizabeth River, Va., improvement of South Branch of
Elk River, Md., improvement of and examination of
Engineer depots
Erie, Pa., harbor of
Explorations and surveys in the Division and Department of
the Missouri
Explorations, geographical, &c., west 100th meridian
Explorations, geological, 40th parallel
Explorations and reconnaissances
Explorations and reconnaissances, estimates for
Explorations and surveys in Department of the Platte
Explorations and surveys in Division of the Pacific
F.
Fall River, Mass., survey and improvement of harbor of
Falls of {^aint Anthony,*Minn., preservation of
Falls of the Ohio River, improvement of navigation at
Flint River, Ga. and Fla
Fortifications
4
92
92
92
47
59
:«>
52
115
36
95
94
96
86
79 89
32 34
51
123
122
122
123
126
124
126
98 103
57
67
76
6
I
213
303
131
225
135
224
124
277
56()
896
17
309
144
358
249
248
364
14G
577
:k4
140
141
142
322
166
160
182
57
15
607
480
177
620
626
225
&»
•i^
INDEX.
901
Fort Saint Philip Canal
Fort Mifflin Bar, Delaware River, improvement at.
Forked Deer River, Teiin., survey of
Fox and Wisconsin Rivers, improvement of.
Frankfort, Mich., harbor of i 42
G.
Galena River, 111., snrvey of
Galveston Bay and Harhor, improvement of and snrvey of.
Geological exploration 40th parallel
Glolieester, Mass., harbor of
Grand Haven, Mich., harbor of .*
Grand River, Ohio, harbor of
Great Kanawha River, improvement of
Oretfn Bay, Wis., harbor of
H.
Harbor of refnge. Lake Huron
Harbor of refuge, Sturgeon Bay Canal, Wis
Harlem River near East River, N. Y., improvement and snr-
vey of
Hell-Gate, N. Y., improvement of navigation at
Hodgkin's Cove, Ipswich Bay, Mass., snrvey at
Horseshoe Shoals, Delaware River, improvement of
Honsatonic River, Conn., improvement of
Hudson River, N. Y
Huron, Ohio, harbor of
Hyaunis, Mass., harbor of
Hydraulic gates and movable dams
I.
Illinois River, improvement of...'.
Ipswich Bay, Mass., survey for breakwater at
Irrigation of the Joaquin, Tulare, and Sacramento Valleys,
Cal
J.
Pages.
Part I.
Part II.
74
741
1)2
140
63
372
42
161
42
174
58
289
73 721
1722
122
477
HI
311
44
184
51
222
66
48:}
37
139
47
209
38
141
95 96
165 169
94
160
116
345
92
141
102
261
94
154
49
218
96
180
65
415
60
317
116
345
126
James River and Kanawha water-line ' 69
James River, Va., improvement of.
K.
85
Kanawha River, Great, improvement of 66 483
Kennebec River, Me., improvement of 107
Kenosha, W'is., harbor of 40
Kent Island Narrows, Md., improvement of 81
L.
Lake harbors
Levees of the Mississippi Ri ver
Lewes, Del., construction of pier at
Little Sodus, N. Y., harbor oi.
Louisville and Portland Canal, enlargement of.
Ludington, Mich., harbor of
153
35
380
90
54
255
67
566
43
178
86
38
303
17
130
902
INDEX,
Pages.
M.
Machias River., Me., improvement of
Manistee, Mich., harbor of
Manitowoc, Wis,, harbor of
Maps of campaigns and battle-fields
Marcus Hook, Pa., harbor of
Marquette, Mich., harbor of
Matagorda Bay entrance, Texas
McekiVs Island, Minn., lock and dam at
Menomonee, Mich, and Wis., harbor of
Merrimac River, Mass., improvement of
Michigan City, Ind., harbor of .•
Milford, Conn., harbor of
Milwaukee, Wis., harbor of
Minnesota River, improvement of
Mississippi, Missouri, and Arkansas Rivern, improvement of.
Mississippi River, between mouths of the Illinois and Ohio
Rivers, improvement of
Mississippi River levees
Mississippi River and Gulf of Mexico Ship-Canal
Mississippi River, mouths of, improvement of....
Mississippi River, Upper, improvement of
Mississippi River between Saint Cloud and Falls of Saint
Anthony, survey of
Mobile, Ala., improvement of harbor of .-..
Monongahela River, imi)rovement of
Monroe, Mich., harbor of
Muskegon, Mich., harbor of
Military road from Santa F6 to Taos, New Mexico
Military and geographical survey, estimates for
N.
Part I.
Part TT.
104
295
43
176
39
145
121
476
91
1*35
37
137
74
760
58
287
37
138
110
310
41
160
101
260
40
58
62
60
380
74
72
59
58
75
6o
48
44
125
126
O.
Oakland Harbor, San Francisco Bay, improvement of
Oak Orchard, N. Y., harbor of
Occoquan Creek, Va., improvement of and survey of
Office of the Chief of Engineers
Officers of the Corps of Engineers
Ogdeusburgh, N. Y., harbor of.
Ohio River, improvement of
Olcott, N. Y., harbor of
Old House Channel, Pamlico Sound, survey of
Ontonagon, Mich., harbor of
Oostenaula River, Ga., examination of
Osage River, Mo., improvement of
Oswego. N. Y., harbor of
Otter Creek, Vt;, improvement of
Ouachita Kiver, Ark. and La., improvement of and survey of
150
288
3(>8
324
380
776
682
301
298
889
481
215
182
Xansemond River, Va., improvement of 87
Narraguagus River, Me., improvement of 105
Xeches River, Tex 74 742
New Buffalo, Mich., harbor of 41
Newburyport, Mass., harbor of 110
New Castle, Del., construction piers at 9()
New Haven, Conn., harbor of 101
Newport, R. I., harbor of 98
Nomini Creek, Va., improvement of 85
Northeast River, M(l., improvement of | 79
Norwalk River, Conn., improvement of i 102
119
53 243
83
127
3
55 269
64 400 410
53 238
89
36 134
70 581
61 338
55 261
57 276
61 348 352
625
6a
297
310
I'M
257
225
;58
14
268
378
29
84
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